Motorcycle Sports & Leisure July 2018

UCATI WORLD DUC 11 100 LAUNCH SCRAM MBLER FEVER

HARL LE EY KTM 120 00 IRON N

790 DUKE

NIKEN! Yamaha’s MT-09 powered three-wheeler is HERE

BONKERS. Brilliant.

Bold.

CAUGHT ON LENS!

KTM’S FUTURE HAS WINGS BUYER’S GUIDE Bagging a brilliant CB1100 for not much cash

CASHING IN:

CHEAP THRILLS

Moto Gymkhana – the sport you can do right now for just a few quid

BE SMART

How to make Monster money (kind of)

July 2018 Issue 694

Road users: get better.

And do it quickly.

Tony Carter Otherwise you might find a motorcyclist who’s just about had enough of your ‘don’t care’ attitude.

I

miss those Saturday morning ‘public information’ adverts they used to put on telly during the ad breaks on Tiswas. I was a Tiswas child. I am so far from the middle-class world of Swap Shop it’s not funny.

Anyway, for those of you who haven’t the Carl Foggiest about what I am blathering on with, let me explain.

Largely made as cartoons, these were a series of advert-length (so, 30 seconds-ish) films from a Government department that told the viewer how to carry out a variety of simple tasks more safely.

The subject matter ranged from not going off with strangers to not playing with kites near a power station to not polishing a wooden floor then placing a slippery sheepskin rug right on top in prime spot to take out a new dad loaded up with baby gear. “And to think, he’s only just come from the hospital...”

You also learnt how to call the coastguard. As a young child in Peterborough with limited access to the wider world I wondered what a coastguard was – but I knew that if push came to shove I could call them and do my bit.

One of those films that really stuck with me was the one about how to drive around a roundabout. In it the footage explained which lane to be in depending on which exit you wanted to take, how to change lanes accordingly once you were on the roundabout and when to indicate to let others know that you were coming off the roundabout. I’ve no idea why sevenyear-olds needed to know this, but I’m glad I learnt the ins and outs of roundabout etiquette by rote.

I firmly, truly believe that something deep in my psyche runs through that advisory cartoon every time I get to a roundabout, even today.

But clearly there’s a whole generation of drivers who didn’t see these films. They must have been Swap Shop kids hooked another dose of Noel Edmunds snazzy jumpers while the nanny, Cressida, served them avocado on toast (I assume). Or perhaps they were busy mums and dads back then. Or perhaps they’re too young now to have been a child at the time.

Why am I bothered by this? Well because, largely, the level of car driving and road use in general in the UK is unbelievably bad. Cyclists, lorry drivers, van drivers, SUV drivers, those stupid lay-down pushbikes with fluorescent orange flags atop long bendy poles, cyclists, new drivers, old drivers, drivers wearing hats, cyclists, horse riders, cyclists, BMW drivers, Audi drivers, Ford drivers, VW drivers, cyclists, horse riders, vintage car drivers, flash company car drivers... cyclists... you name it, you’re all absolutely crap.

There, someone had to say it. And I don’t reckon much to a lot of motorcyclists I see out on the road either. Go read a book, watch riding tips online, go back and look through previous MSLs about training.

Just learn. You’ll make the world a slightly better place.

And you won’t smack me in the arm with your X5’s wing mirror because you’re too dumb to learn about how to get around a roundabout.

Tony, Holding-the-fort

Motorcycle Sport & Leisure’s contributors...

Alan Cathcart

Alan Cathcart has been writing about bikes for more than 30 years, and riding them for even longer. He’s regularly given the keys to factory prototypes and being on first name terms with the bosses of bike companies around the world allows him to bag many scoops.

Roland Brown

Has ridden for 37 years and been a bike journalist for more than 30. At Bike he ended up as deputy editor before going freelance. An author of 11 books, as a racer he was Bemsee 1300 champion 1984 and raced UK F1, Superstock and Superbike, plus World F1 races.

Chris Moss

Mossy has raced the Isle of Man TT, dispatched in London and ridden everything from CX500s to fullblown GP prototypes. A former chief motorcycle tester for Motorcycle News, the veteran journo admits he’s still loving two-wheeled life, and still learning.

Peter Henshaw

Peter knows his stuff – he’s a former editor of this very magazine. Now a freelance journalist, he’s got the same enthusiasm for anything with wheels that he’s had since a child. An all-year-round biker who doesn’t own a car, he has more than 40 books to his name.

Phil West

A bike journalist for 30 years, Phil’s a former editor of Bike and What Bike, executive editor of MCN, has written for the Daily Telegraph and Evening Standard and authored four books. In his garage is a 1924 Sirrah, 1980 RD350LC, 1995 Thunderbird 900 and, currently, a 2017 CB1100.

www.mslmagazine.co.uk 3

Contents

24 NEWS & OPINION 7

10

14

News

Everything that you need to know about. Including bike thrusters. Yep.

First Ride

Our scooter expert assesses the updated Suzuki Burgman.

Products

80

Kit to wear and good things you can put on your motorcycle.

20

Your letters

22

Subscription offer

58

Day ride

70

Richard Millington

34

Maynard Hershon

60

Mid ride

73

Moto Gymkhana. Uh oh...

36

The High Sider

64

Long ride

80

Your thoughts and missives of the past month on two wheels.

Get MSL quicker and cheaper, delivered straight to your door.

He likes those helmets... but enough with the emails already.

Our armchair racer extraordinaire considers the TT’s ‘old codgers’.

TOURING & ADVENTURE

4 Motorcycle Sport & Leisure – established 1962

One reader discovers how beneficial riding is for his mental health.

900 miles on a small Yamaha.

Proper fun.

A big journey to a music festival destination in Morocco – part one.

What’s what in the wide world of adventure riding.

The MSL fools get on their Bandit and begin... gawd ’elpus!

Zoe Cano

Rattling off the miles in part two of her epic journey down under.

July 2018

38 ROAD TESTS

PAY LESS

24

Yamaha NIKEN

World launch report on Yamaha’s funkiest modern era motorcycle yet.

Get the original & best bike magazine every month

38

Harley-Davidson Sportsters

P22

44

Ducati 1100 Scrambler

50

KTM 790 Duke

Will the 1200cc Evolution-engine Sportsters live up to the US-led hype?

Does bigger always mean better?

Usually, yeah.

More fun than a bouncy castle with frogs. Better than a Triumph, too.

104 Used test: Honda CB1100EX Big and bulky with a smile. Enough about Mossy, what’s the bike like?

112 Classic test

Roland on the screamer that defined two generations: Yamaha’s RD350LC.

TEST FLEET 92

94

96

Kawasaki Z900RS

The modern retro rocket joins the fleet. Hurrah for the 1970s.

Yamaha X-Max 400

Time to say goodbye to the scoot that looks after you.

KTM 1090 Adventure

The KTM gets its first service.

Does much need doing?

KNOWLEDGE 89

90

98

112

What’s on?

It’s the height of summer and there’s so much to get out and see.

Coming classic

A fine place to put your monies.

This month, a Monster of a buy. Arf.

EDITOR: Mikko Nieminen: mnieminen@mortons.co.uk ASSOCIATE EDITOR: Tony Carter: tcarter@mortons.co.uk SENIOR DESIGNER: Justin Blackamore DESIGNERS: Fran Lovely, Charlotte Turnbull PRODUCTION EDITOR: Dan Sharp PICTURE DESK: Paul Fincham, Jonathan Schofield PUBLISHER: Dan Savage: asavage@mortons.co.uk GROUP KEY ACCOUNTS MANAGER: Steff Woodhouse: swoodhouse@mortons.co.uk 01507 529452 / 07786 334330 DIVISIONAL ADVERTISING MANAGER: Zoe Thurling zthurling@mortons.co.uk 01507 529412 ADVERTISING SALES: Lee Buxton: lbuxton@mortons.co.uk 01507 529453 SUBSCRIPTION MANAGER: Paul Deacon: pdeacon@mortons.co.uk CIRCULATION MANAGER: Steve O’Hara: sohara@mortons.co.uk MARKETING MANAGER: Charlotte Park: cpark@mortons.co.uk COMMERCIAL DIRECTOR: Nigel Hole EDITORIAL ADDRESS: MSL Magazine, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR WEBSITE: www.mslmagazine.co.uk GENERAL QUERIES AND BACK ISSUES: 01507 529529 24 hr answerphone help@classicmagazines.co.uk www.classicmagazines.co.uk ARCHIVE ENQUIRIES: Jane Skayman jskayman@mortons.co.uk 01507 529423 SUBSCRIPTION: Full subscription rates (but see page 22 for offer): (12 months 12 issues, inc post and packing) – UK £51.60. Export rates are also available – see page 22 for more details.

UK subscriptions are zero-rated for the purposes of Value Added Tax. SUBSCRIPTION AGENTS: Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR CUSTOMER SERVICES NUMBER: 01507 529529 TELEPHONE LINES ARE OPEN: MONDAY-FRIDAY 8.30AM-7PM SATURDAY 8.30AM-12.30PM DISTRIBUTION: Marketforce UK Ltd, 5 Churchill Place, Canary Wharf, London E14 5HU. 0203 787 9001.

PRINTED: William Gibbons & Sons, Wolverhampton The publisher accepts no responsibility for unsolicited manuscripts or photographs. If you are sending material to us for publication, you are strongly advised to make copies and to include a stamped addressed envelope. Original material must be submitted and will be accepted solely on the basis that the author accepts the assessment of the publisher as to its commercial value. © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN: 1478-8390 MOTORCYCLE SPORT & LEISURE (USPS:001-522) is published monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $66 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft WI and additional entries.

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Tried & tested

Our favourite things to ride in (and on) from dealers (probably) near you.

122 Kevin Cameron

Engines are always full of lubricating oil, aren’t they? Er, not all the time.

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NEW Need to know ◆ Your letters ◆ First rides

KTM 790 Adventure spotted on the road WITH WINGS! We’ve been sent this photo of the upcoming KTM 790 Adventure bike, caught out in action during final road tests ahead of its official launch in a few months’ time.

So far so normal, but what’s caught our eye most about this version of the bike is that, in addition to the larger screen, big seat and different mudguard on the front the bike has MASSIVE wings sticking out the side of the petrol tank.

The huge aero parts look to be moulded into the natural lines of the petrol tank surround and branch off well above the rider’s knee. The rider himself has his leg fitted into the side of the bike between the top wing and the bottom bit of extra aero which is a huge bulge around the bottom of the engine. We did see this bottom-fairing aero on the show-going prototype albeit those bodywork bulges were smaller.

In terms of the top ‘wings’, it’s the first time we’ve seen anything this aero-oriented on an Adventure bike of this size – a current prototype of the larger, physically-speaking, KTM 1290 Super Adventure T has large wings built into the top of the tank just like this 790.

You can imagine that on the larger Adventure bike, with a much higher top speed and an engine character tuned towards covering mega miles at pace, those aero wings to aid stability would be a benefit but on the smaller capacity bike which will live its life at slower speeds it’s questionable whether it would need the added aero aids.

Of course, there’s no guarantee that this development will even make it to production at all. This bike caught out on the roads may well be just a test bike that the factory wanted to run to see what would happen in the real world. It might have

the wings in place as an optional kit that you will be able to buy in order to ape the look of the bigger engined sibling.

The point is, we don’t really know exactly why, exactly, KTM has bolted these big aero aids onto the 790 at this stage – but we’re very glad they did.

SSPY P Y SSHOT HOT

Glasgow, Derby and Portsmouth voted top for motorcycle riders A new study has discovered the top 10 cities and surrounding areas for riding a motorcycle through – with Glasgow, Derby and Portsmouth topping the list.

Scenic routes, long open stretches of road and less traffic are what bikers consider make a good leisurely ride, with the average rider going out for five hours at a time once a fortnight.

One in three bikers claim that Glasgow is one of their favourite cities to ride in, with London and Edinburgh making it into the latter half of the top 10.

The team behind www. wmbpride.bike undertook the research as part of an ongoing study in motorcycle riders’ experiences while riding throughout the UK. A total of 2194 British bikers aged 18 and over, all of whom stated that they ride their motorcycle for leisure, were asked about their top routes.

Initially all respondents were asked: “How often do you ride your bike for pleasure?” The average response was found to be: “Once a fortnight.”

When asked how long they typically spent on the road, the average duration was found to be five hours. Of those five hours, respondents cited that four hours of that was riding, compared to just one hour spent admiring the destination, eating and socialising.

Furthermore, when asked to share the longest leisure ride they’d been on, taking into account riding and stopovers, the average was found to be two days and seven hours, while the longest was 26 days.

www.mslmagazine.co.uk 7

Top Stories News in brief ALTA MOTORS AT THE ERZBERG RODEO •Alta Motors is set to make two-wheel history as the first electric factory race team to compete at the Erzberg Rodeo – with Lyndon Poskitt and Ty Tremaine at the helm. Poskitt and Tremaine will be riding the next generation electric Alta Redshift, racing head to head against petrol-powered competition – as Alta Motors continues its campaign to prove that its electric motorcycles are capable of competing at the highest level of racing.

The rise of the Baby-Vroomers

Number of over 55s passing their motorcycle tests increases more than 80% in the last five years Recent analysis of DVSA data has revealed the age of people taking motorbike tests is rising, with the number of over 55s increasing by more than 80 percent in the last five years.

Sixty seems to be the age many are deciding to cross getting a motorbike off their bucket list, as the number of people passing tests at this age has more than doubled.

The oldest person to pass their test in 2017 was 80 years old.

Research from Saga Insurance has also revealed only one in five so-called ‘silver riders’ uses their bike to commute.

Biking is a definite hobby for the older generation.

In contrast, numbers of younger bikers are dropping.

The A2 licence allows people to ride motorbikes of up to 35kW

SUZUKI DISCOUNT FOR VETERANS, EMERGENCY FORCES AND NHS •Suzuki has announced that it will continue its support for the UK’s armed forces, veterans, NHS and emergency services personnel – offering up to £500 worth of accessories or merchandise with the purchase of a new road bike. Suzuki will offer a discount based on a model’s capacity, giving £250 worth of free accessories or merchandise away with bikes up to 250cc, £350 up to 650cc models, or £500 with bikes over 650cc.

MONKEY GOES LARGE •Check out this awesome custom Honda Monkey built by SP Takegawa in Japan – and it’s fitted with a performance tuned 181cc engine. The little Monkey’s displacement has been pushed up using a four-valve super head and R booster kit – and has a big throttle body kit, four-fin oil cooler kit, injection controller, special clutch kit and an updated muffler.

and they must be at least 19 years old to take the test.

However, the number of 19-year-olds taking tests fell by nearly 20% in the last two years.

The data suggests many are holding out so they can apply for their full A licence, which is available for those aged 24 and over.

It shows more than three times the number of 24-yearolds taking the full A licence test compared with 23-year-olds taking the A2 licence test.

While it’s great to see older riders on the increase, there’s clearly work needed to encourage more women onto motorbikes. According to the DVSA, currently only 8% of people going to take their tests are female.

However, it appears this may be moving in the right direction as since 2013, this number has risen by 31%.

Travis Pastrana to attempt three of Evel Knievel’s iconic jumps on an Indian Scout FTR750 Indian Motorcycle has announced that Travis Pastrana will be jumping an Indian Scout FTR750 in tribute to Evel Knievel, the founding father of motorcycle stunts.

‘Evel Live’, which is being run in partnership with Nitro Circus, on Sunday, July 8, will see Pastrana attempt three of Knievel’s most famed jumps on the Scout FTR750, including jumping the length of 52 crushed cars, 16 Greyhound buses, and the ill-fated Caesar’s Palace fountain jump that left Knievel fighting for his life. And if successful, Pastrana will be the first individual to complete all three jumps in one three-hour timespan and on a motorcycle similar to those Evel used.

Pastrana said: “It was extremely important to use a motorcycle similar to the ones Evel jumped.

The Indian Scout FTR 750 is just that, a modern evolution of the flat track motorcycles of the past.

8 Motorcycle Sport & Leisure – established 1962

It has the power I need and handles well, but I’m only going to have a few days to get comfortable on it, not to mention I’ve never jumped a V-twin before. I’ve got my work cut out, but we’re used to going big at Nitro Circus, so we’ll make it happen.”

The bike

The Indian Scout FTR750 is powered by a 750cc 53º V-Twin, and utilises 43mm conventional front suspension with an adjustable Ohlin’s monoshock on the rear. Introduced in the American Flat Track racing series in 2017, the Indian Scout FTR750 secured 14 victories along with the manufacturer’s and rider’s championship in its first year of competition. But it’s not known for its stunting prowess just yet.

Test Ride 2018 Suzuki Burgman AN400

Honey, they shrunk

Compare the Burgman to it s Yamaha rival, at a standstill and on the move, and you can really see how compact it is.

THE BURGMAN At Suzuki’s 2018 Burgman AN400 model launch in late summer 2017, Mikko found it ‘thoroughly enjoyable to ride’. Fast forward to 2018 and the scooter is now in the UK – time for a spot of ‘real world’ testing.

WORDS: Mau Spencer PHOTOGRAPHY: Gary Chapman

M

y first impression of the 2018 Burgman is that the scooter is smaller – and it is, having lost a little length, width and weight (although it’s still a little heavier than it was on release in 1998). Having ridden older versions in the past, it would also appear that the new stepped seat pushes the driver’s position a little forward; that’s not a problem on short daily commutes, but I’ll wait to be convinced on whether it affects comfort on long journeys; Suzuki says the seat itself is 20mm thicker than on the old model, so that should help with ‘numb bum’ syndrome.

Something else I suspect has shrunk (although I couldn’t find any

reference to it in the tech specs) is the underseat storage space – Suzuki claims you can get two helmets under the seat, albeit one of them being a ‘Jet’ style. There is some other limited storage available, which consists of two storage compartments in the front legshields, one of which contains a 12v DC power outlet.

If the Burgman’s stature has shrunk slightly, the front wheel has actually gotten bigger; the rear wheel remains at 13 inches, but the front wheel is now 15 inches (maybe this is part of the reason that the seat height is up on the previous model, sitting at 755mm)?

Style-wise there have been several changes; to match the weight loss, the Burgman also gets a more compact-

10 Motorcycle Sport & Leisure – established 1962

looking upswept front windscreen (tool adjustable). The restyled front end brings a sharper, edgier look, enhanced by the dual LED headlights with integrated LED running lights and indicators. At the rear, there are independent LED combination lamps which incorporate the rear indicators.

On the dashboard you’ll find large analogue speedometer and tacho dials; the accompanying digital display unit provides you with a plethora of information courtesy of an odometer, dual trip meters, a fuel gauge, coolant temperature, average fuel consumption, ambient temperature, a freeze indicator plus a clock. Another feature is Suzuki’s ‘Eco Drive’ indicator (a warning light that flashes on and off to tell you just

ROAD Specification 2017 SUZUKI BURGMAN AN400 Price: £6299 Engine: 399cc four-stroke, one-cylinder, liquid-cooled, DOHC Power: 31bhp (23kW) @ 6300rpm Torque: 26.55lb-ft (36Nm) @ 4800rpm Transmission: CVT, belt final drive Suspension: (F) 41mm telescopic forks, coil spring, oil damped, (R) link type, coil spring, oil damped, preload adjustable Brakes: (F) Two 260mm discs, (R) 210mm disc. Both with Nissin ABS Wheels: (F) 15in, (R) 13in Seat height: 755mm Tank: 13.5 litres Kerb weight: 215kg Contact: bikes.suzuki.co.uk

how economically you’re riding). And while we’re talking about economy, the new Burgman’s fuel tank capacity is larger (if only slightly) at 13.5 litres.

UNDER THE SKIN

The Burgman’s DOHC four-valve engine is basically the same as in the old 2017 version, although it has been updated to provide greater low-tomidrange torque and more powerful performance; some changes have been made in order to help meet thee latest emission regulations (includin ng a new cam profile and an enlarged aair intake box); this helps the Burgman n achieve a CO2 value of 91g/km, butt overall, the engine’s maximum poweer is down by around 1bhp.

Housing the power unit is a new large diameter ‘underbone’ frame with thin wall tubes to help with weight and rigidity. Complementingg the frame are 41mm telescopic, oil damped, coil spring front forks, whiile the rear end is taken care of by a link-type oil damped coil spring preload adjustable monoshock setup.

Braking is taken care of by twin front discs with a single unit to the rear operated via a linked braking system. The rear brake can also be locked via the lever that holds it on when parked-up (useful when stopping or parking on a slope).

SECURITY ASPECTS

To help keep the scooter safe and secure the Burgman has the ‘Suzuki Advanced Immobiliser System’ (SAIS) fitted as standard; it uses an electronic identification system embedded in the owner’s key to stop unauthorised people from starting the engine. The scooter’s ignition lock also comes with a magnetic security cover that will only open by using the correct ignition key.

Closest rival

YAMAHA X-MAX 400

With a price tag of £6299 the Burgman faces fierce competition from the updated Yamaha X-Max 400, which features traditional twin shock suspension at the rear, but boasts traction control, keyless ignition and tooladjustable windscreen. The X-Max 400 is estimated to retail at just under £6000 when it becomes available in the UK this autumn.

For added security, a ‘chain lock gate’ is built into the scooter; this allows you to fit your own security chain lock through the bodywork, around the frame, so you can secure the Burgman to an immovable object.

PRICE POINT

The AN400’s RRP has been set at £6299 (plus OTR charges), so at that price point it’s pitched against the likes of Yamaha’s X-Max 400, currently on offer (at the time of going to press) from £5,999 upwards (depending on model variation), so it looks like the Burgman could have a battle on its hands if Suzuki want to attract purchasers. Both scooters are available with the latest 2018 configurations and updates, so it could be interesting to see which way that battle goes… www.mslmagazine.co.uk 11

Top Stories News in brief

TEST RIDE A SUZUKI AT BRITAIN’S FAVOURITE BIKER CAFES • Suzuki will be touring Britain’s favourite biker cafés throughout 2018, offering the chance for punters to swing their leg over some of its latest machinery. Following on from the popularity of last summer’s tour, Suzuki will visit four venues and offer eight days of test rides across five models from its street bike range, with added offers and incentives available, too. For locations and dates visit MoreBikes.co.uk and search 'Suzuki'.

HONDA CB1100 CUSTOM ‘TYPE R’ KIT • If you like your retro Hondas, and fancy livening up your new CB1100 or CB1000RS then bodywork kit builder Doremi has just the thing for you. The Japanese firm has created an awesome custom Type R bodywork kit for Honda’s retro-styled CB1000 and CB1000RS. And it’s inspired by the iconic CB1100R of yesteryear. No price yet but expect it to be on sale soon.

Space thruster jet units from Bosch could ‘help you ride out of a big front wheel slide’ German consumer electronics company Bosch has come up w ith a system that uses highcompression jets to push a motorcycle out of a slide.

You can watch the video on:

www.MoreBikes.co.uk and in that footage you can see the bike using the system. Hmmm.

The system basically uses a jet of air sent out of the correct point to push on the outside of

the front of a motorcycle and force the front wheel back upright. What this means for the future of bikes – we don’t know.

It’s great, but it does looks like an April Fool that’s running late.

Jawa’s sub-£5500 Racer is a Honda Six lookalike Inspired by Jawa’s rich racing history, the resurgent Czech brand has just unveiled its new 350 OHC Racer. And it looks like a Honda Six! Jawa has a long history dating right back to 1929 – but it was in the 1960s that the Czech bike-builder began to make a name for itself worldwide, with a spate of podium positions at some of the most prestigious races on the calendar – including at Ulster and the Isle of Man TT. And to celebrate its racing heritage, Jawa has created its new 350 OHC Racer.

Despite its sleek retro lines, under the beautiful bodywork sits a thoroughly modern motorcycle – powered by a fuel injected 397cc single cylinder engine, and equipped with ABS front brakes, alloy rims, a box section swing arm – and best of all, modern reliability.

Special features include a two-piece full fairing with dual

tone paint, clip-on handlebars, bar-end mounted mirrors, a single spherical headlight and a rider-only saddle with rear cowl.

It’s expected to make it over to the UK in the next couple of months, and will retail for just under £5500. All we know is, we can’t wait to ride one.

For more information, visit: www.jawamotorcycles.co.uk.

Specification JAWA 350 OHC RACER Engine type: Single cylinder air-cooled 4-stroke Engine size: 397cc Fuel system: Electronic Fuel Injection (EFI) Ignition type: Electronic Max power: 27bhp @ 6500rpm Max torque: 22lb-ft @ 6000rpm Weight: 160kg Wheels and tyres: Front 3.25 – 18, Rear 130/70 -18 Gearbox: 5-speed with O-ring chain drive Starter: Electric Front Brakes: Disc with ABS Rear Brake: Disc

TVS APACHE RR310 PAINTED IN BMW COLOURS • A rider in India has given his TVS Apache a BMW makeover.

The standard Apache has the 312cc one pot 34bhp engine that was used in BMW’s G310R. We like this. Make your own version for Europe, BMW.

12 Motorcycle Sport & Leisure – established 1962

Instruments: Twin clock with warning lights Suspension: Front telescopic forks, Rear twin shock Seat height: 800mm Economy: 75mpg @ 50mph (60mpg average) Fuel capacity: 12 litres Maximum speed: 80mph Cruising speed: 55-70mph

PRODUCTS

Things to wear ◆ Kit to know ◆ Things for your bike

Dainese Cyclone D-Air jacket RRP: £1699.95 // w www.dainese.com Airbag technology for motorcyclists has made leaps and boundss over the last few years. No longeer the preserve of professional raccers, if you’re happy to spend some serious cash, you could get your haands on some of the most revolutionary life-saving kit to hit the maarket.

The Dainese Cyclone D-A Air jacket is a clever piece of kiit, which combines a standalo one airbag system with Dainesee’s own D-Cyclone breathable and waterproof Gore-Tex jackett.

It’s a top quality jacket, made m from laminated Gore-Tex fabric f with cowhide leather insertts – and meets CE-level 2 classifications, thanks to armour on the shoulders an nd elbows, in addition to its innovative D-Air system.

For comfort, it comes with numerous adjustment options, on the waist, neck, and wrist.

Plus, there’s an anti-floating sleeve adjuster, and a fastening system to allow you to connect the jacket to your trousers.

Delving deeper, its D-Air system is essentially a piece of protective technology primarily aimed at motorcyclists which employs an intelligent sensor system to detect dangerous situations and inflate a built-in airbag in your bike gear.

14 Motorcycle Sport & Leisure – established 1962

Focusing in on the D-Air technology, there’s two main elements that combine to keep you safe in the event of a crash – essentially its heart and brain.

HEART The 3D Airbag is the heart of the D-Air System. Ergonomically designed for maximum comfort, it features a microfilament construction that ensures uniform inflation for maximum protection.

BRAIN The D-Air control unit monitors the sensor signals 1000 times a second using a sophisticated patented triggering algorithm to decide whether or not to inflate the airbag.

For more information on the D-Air system, visit: www.dainese. com/d-air/system

SAT-NAV SYSTEMS

KIT

With any trip, there are a couple of key things to consider. The first is where you’re going. The second is how you’re going to get there. And so, to make mapping your route a doddle, there are a couple of new satellite navigation systems on the market from the big boys in the game: TomTom and Garmin.

TomTom Rider 550

RRP: From £399.99 // www.tranam.co.uk TomTom’s just unveiled its latest sat-nav for motorcyclists – the Rider 550. And it comes packed with several new features to make it faster, smarter and better connected.

Of course, as with previous models in the TomTom Rider range, bikers can plan and ride the most exciting winding roads and hilly routes, using the glove friendly 4.3in touchscreen on the 550.

And chances are you’ll be able to do it even quicker, thanks to a new faster quad-core processor, which helps to deliver increased performance and smoother navigation.

It also comes equipped with a new ‘TomTom Road Trips’ feature, which has been created to allow bikers to easily discover some of thee world’s best rides. Riders can browse and select routes, personalise them, and easily sync them to the TomTom Rider 550. And arguably best of all, thanks to new wi-fi connectivity – there’s no need for wires or a computer to update the device.

That’s not all. You can also link the sat-nav to a smartphone, and take advantage of Siri and Google Now voice assistants, to play music, make a call, or send a text message.

Mike Schoofs, managing director TomTom consumer, said: “We’re really excited to offer the TomTom Rider 550 to the market. It includes features to make the lives of bikers easier such as wi-fi, voice assistant connectivity and read-aloud smartphone messages. Plus, we’re sure that bikers will love the inspiration that we’re bringing to their community with TomTom Road Trips.”

Garmin Zumo 396 RRP: From £299.99 // www.garmin.com/zumo Garmin has just announced the release of its all-new Zumo 396 – an update of its Zumo GPS, designed specifically for motorcyclists who want to make the most of each adventure.

The unit offers a glove-friendly, 4.3in display and comes with a wide range of features, ranging from clear, turn-by-turn directions to free real-time services, built-in wi-fi, wireless GPX file sharing, and for riders looking for a little variety, a twisty route option too.

The Zumo’s capable of being wirelessly paired to your smartphone via Bluetooth using the Garmin Smartphone link app.

The built-in wi-fi allows riders to easily keep maps, software, and points of interest up-to-date on the sat-nav, without the need for a computer. It also simplifies the planning, sharing, and tracking of routes by making it easy for riders to export GPX files from their mobile devices to the Zumo for

solo or group rides. The Zumo 396 is equipped with new Automatic Incident Notifications; if an incident occurs, the Zumo can automatically send a text notification with GPS location information to a predetermined contact. Plus, the sat-nav also encourages awareness, providing helpful alerts for upcoming sharp curves, rail crossings, red lights, speed cameras, and more.

Dan Bartel, Garmin vice president of global consumer sales, said: “Over the years, our customers have come to rely on the Zumo’s ability to provide easy motorcycle-dedicated navigation.

Now, with the Zumo 396, riders can confidently venture out on the road, staying informed of the things that matter most, including updates for traffic and weather.”

The Zumo 396 LMT-S with full Europe maps is £349.99 and the ZUMO 346 LMT-S with Western Europe mapping is £299.99.

www.mslmagazine.co.uk 15

Latest Products

Qwart Phoenix Modular Helmet RRP: TBC // www.qwartlab.com Qwart Helmets has just unveiled its new carbon fibre modular motorcycle helmet: The Phoenix.

The company is based in the south of France and has just joined forces with Dot4Distrubution, to offer its latest lid to British customers.

There are two versions of the Qwart Phoenix – the ‘Slick’ and the ‘Std’. All that’s different is that the ‘Slick’ comes without a visor, and is intended for riders who prefer using goggles or sunglasses, while the ‘Std’ comes with a built in flip-up polycarbonate visor.

The most significant design feature of the Qwart Phoenix is its modular nature – which allows you to swap out (almost) every element of the helmet and replace them with aftermarket parts in different

colours and designs – which allows riders to match their helmets to their bikes (and their gear) using little more than an Allen key and a new batch of plastic parts. The Qwart Phoenix is constructed using a

grade eight carbon fibre shell, with a double density EPS impact-absorbing liner – and a carbon fibre trellis chinbar for protection. The EPS liner contains a series of hidden channels for airflow that are

linked to external ports, while the chin bar also has twin vents on either side, to keep fresh air flowing, and to stop the visor misting up. And best of all, it meets current European standards for helmet safety.

Hood K7 Infinity men’s jeans

RRP: £152.99 (with free leg length alteration) // www.hoodjeans.co.uk The original Hood K7 Jeans were first launched 20 years ago – back in 1998 – and since then it has cemented itself as one of the best-selling and most respected motorcycle jeans on the market.

When released, the K7 was the world’s first ‘seamless’ motorcycle jean – coming without any tell-tale stitching on the outside – and this design remains the same for the new 2018 K7 jeans.

From the outside the new K7 Infinity jeans look just like any other classic five pocket western denim jean, but it’s on the inside that the Hood jeans really stand out. They boast large amounts of the new K-tech ‘Infinity’ Paraaramid - the softest and most comfortable protective lining ever found in any Hood Jean – in addition to a new full Airflow mesh, which helps to offer coolness, comfort and improved protection.

16 Motorcycle Sport & Leisure – established 1962

Of course, the most significant change for 2018 is that the new K7 Jeans are now CE-certified to the new European Personal Protective Equipment Regulation and are rated to ‘AA’ performance classifications. The main changes to reach this classification include revolutionary D3O T5 EVO X hip and knee armour fitted as standard, in addition to new stirrups to stop the jeans riding up during a slide.

Top Stories News in brief

GUY MARTIN IN NEW ‘CELEBRITY WALL OF DEATH’ TV SHOW • Channel 4 is in the process of commissioning a new version of Guy Martin’s Wall of Death Live, which will see the Lincolnshire lorry mechanic and motorcycle racer showing celebrity contestants how to ride the Wall of Death.

The show is based on Martin’s televised 2016 attempt — which saw him bag the Wall of Death world speed record, topping 78mph, during a live broadcast on Channel 4. And the new show will see a team of daredevil stars don their leathers and attempt the terrifying challenge on live TV for Stand Up To Cancer.

YAMAHA’S TÉNÉRÉ 700 PROTOTYPE CAUGHT IN ACTION IN MILAN • The all-new Yamaha Ténéré 700 is one of the most hotly anticipated bikes of 2018 – and our sister platform www.

MoreBikes.co.uk bagged a photo of the prototype in action in the centre of Milan.

The new Ténéré 700 is based around Yamaha’s infallible MT-07 – and seeks to recall the spirit of the original Dakar-inspired machine, with its twin-cylinder inline engine and lightweight, slim line design. And from what we can see of the road version, it really looks the part.

THREE-WHEEL leaning V-Max patent is filed by Yamaha Yamaha has filed patents for this bike – which when overlayed with a Yamaha V-Max looks absolutely spot on as a modern update of the big bruiser. The biggest difference between the 200bhp old-school muscle cruiser and these latest patents is that THIS version of the Yamaha is a three-wheeler and it leans.

The news about this patent broke just before we got out on the NIKEN three-wheeler from Yamaha (you can read about that latest, world-first ride in this issue of MSL on Page 24) and with the recent acquisition by the Japanese firm of pioneering leaning threewheeler making company

Brudeli plus it’s designs for its Leanster – it looks a distinct possibility that the V-Max could indeed ‘lean’ in the future.

There’s nothing more than the patents at the moment and our

mates at top Japanese magazine Young Machine have done the overlay to show the similarities.

What do you reckon? Do you fancy riding a 200bhp leaning three-wheeled V-Max?

Yamaha’s president announces: ‘More three wheelers on the way’

There’s more tri-fun on the way and that’s been confirmed

by Yamaha president and CEO Yoshihiro Hidaka.

Hidaka said: “Our company is working on various initiatives with the theme of the growing world of personal mobility in the current midterm plan. This is a product line up of LMW leaning multi-wheel.

“Since the launch of Tricity commuter in 2014 we continued R&D activities and in the last year’s Tokyo Motor Show we have presented large size sports model Niken, which will be launched in the market this year. Not just limited to these two models we will be expanding customer base with new values of LMW.”

Build your own wooden Honda MotoCompo replica TheKirkShop has created an awesome, scaled-down wooden replica of Honda’s iconic MotoCompo. And it’s selling a kit so you can build your own.

The Honda MotoCompo is a little folding scooter produced

by Honda between 1981 and 1983. Marketed as a ‘Trunk Bike’, as it could fit in the boot of a car, the MotoCompo utilises a clever design, which allows its handlebars, seat, and foot-pegs to be folded into the scooter’s rectangular plastic body, presenting a manoeuvrable box-shaped package.

18 Motorcycle Sport & Leisure – established 1962

Since its inception, the MotoCompo has become a very desirable bike for collectors, thanks in part to its original and functional design, and its limited availability. But now you can get your hands on this LaserCompo wooden replica – scaled down to

1:12. The model consists of 180 pieces and should take around two or three hours to assemble.

And it’s not all that expensive either – setting you back just over £50 (excluding postage).

For more information, visit: www.thekirkshop.com.

Letters WIN A YEAR’S SUBSCRIPTION TO MSL This month’s star letter wins a subscription to the greatest bike magazine – Motorcycle Sport and Leisure. Priding itself on being the most real-world publication, with the tests, insight, adventures and advice that really matter, it’s the best biking fix in the country.

The star letter receives a 12 month subscription, and if you’re already a subscriber, we’ll extend it for you. We love to hear from you, so send your letters to msleditor@mortons.co.uk, or write to Letters, Motorcycle Sport & Leisure magazine, Mortons Media, Horncastle, Lincs LN9 6JR. You can also join us at facebook.com/mslmag

★ Star Letter Where have all the sports tourers gone?

After reading the old MSL sports tourer review in the August 2013 issue, I’m surprised how this sector appears to have changed in the last four years.

In 2013 all sports tourer bikes needed to be able to “tackle long distances fast” and have panniers to emphasise the “touring aspect of the bikes”.

In addition, three of the four bikes tested had shaft drive.

So, gone are the Honda VFR, Yamaha FJR, Triumph Sprint and BMW K13, replaced with 2017’s

MATURE RIDERS

Maynard’s article about us ‘more mature’ riders is very true. I have been saying the same things to my friends and fellow riders just to have them say to me ‘surely not, you have years in you yet’. Maybe so, but my faculties tell me otherwise.

To give you some idea, here are things which I have done while riding over the past year.

Corners: approaching right handers a little faster than I thought I have been, drifting a little wide and applying a little more pressure to the rear brake as I trail brake through the bend as I often do – oddly enough this does not happen on left handers.

Gears: on the odd occasions I have been going up instead of down and also knocked the lever into neutral when moving position on the bike to ease my aching bones/muscles during a long ride.

Indicators: I have been forgetting to cancel them after signalling, and also pressing the horn button instead of cancelling the indicators.

Vision: I definitely do not have the same ability to see problems

offerings, all chain driven rather than shaft.

The first up was a pretty Ducati, but no luggage carrying capacity. Second was the KTM (to be fair the 2013 review did suggest the Triumph Tiger 1050 could have replaced the Sprint). Thirdly was a Kawasaki that looked like a traditional sports tourer but didn’t appear to deliver as expected.

So, are the traditional sports tourers no longer available

or evaluate them as quickly as I used to, especially at a reasonable speed, yet my sight checks out as very good.

Looking at the above I am sure some of you will be thinking that I should hang up my boots and saddle and call it a day, but I know that at the moment I do not need to because I am nowhere as bad as it reads, I continuously evaluate my riding and driving, I always have done. Also, I have a very good younger friend who is a an ex-racing driver and much better rider/driver than I who when we are riding together I ask his opinion on my riding, so far he has told me that I am not at the ‘crumbly’ stage yet. I have told myself to do another self assessment when I am 80 in three years’ time, at which point although I am sure that I will still able to ride, my abilities could make me a risk to myself and others.

Tony Edwards Being aware of all those elements of your riding is already demonstrating a lot more thought in your roadcraft

20 Motorcycle Sport & Leisure – established 1962

(K1300 hasn’t been replaced) or is it just that the sector has moved in to a different direction, building on the success of adventure bikes?

RJ

The sector has been changing a lot in the last few years. The rise of adventure bikes has reduced the choice of sports tourers, but this year has given us possibly the sportiest of sports tourers yet – the Kawasaki Ninja H2 SX. With its

than many people can claim.

And, as painful as it is to admit, we all get the odd corner wrong, and mess up a gear shift here

Then and now

I thought that maybe you would like this 1958 Motorcycling mag for your archive? It’s the same year that I started motorcycling on a much modified 1939 James autocycle, cost £5. After a long break from my mid-20s (young family, etc.) I started riding again when I retired at 65 in 2005. I have had a few bikes since then and currently own a 2010 Honda 1200VFR, a bit of a handful due to the weight, but j bl iin spite it off that. th t. very enjoyable

mindblowing supercharged engine it is sure to claw back some of the lost ground. It will be interesting to see what the future holds for sports touring.

Mikko Nieminen

and there – nobody’s perfect, no matter what they try to tell you. Happy riding Tony!

Mikko Nieminen

Thanks for your mag, good reading and very helpful.

Mike Dodd

Very cool bikes both! I have only ridden the VFR out of those, and trying to stick to speed limits was a real test of self-control – it likes speed, huh? I’m glad you’ve found your way back to bikes, I know how difficult it is to find time with a family and everything else.

Mikko Nieminen

YOUR VIEW ADVANCED TRAINING

I felt for Mikko when I read of his failing his first attempt at IAM Masters in the December 2017 issue of MSL. Much though I have benefited from all the advanced training I have done over the years, I do find that there’s a little too much dogmatic adherence to certain procedures by certain instructors.

Take the braking to a halt with the rear brake only issue he failed on. Firstly, does it really matter which you use? Surely there’s more important things to deal with when stopping? Like is following traffic going to stop? After having nearly been rear ended twice over the years, I no longer slip straight into neutral when I come to a stop. I show a brake light and keep it in gear until I am sure the following vehicle has seen me and is going to react. I’d be failed on my test for doing this, but...

Regarding the second issue of his moving around his lane too much. Without knowing the specifics, it’s difficult to judge if the examiner was fair or not, but I have noticed that there is a vast difference of opinion between equally experienced trainers on this issue. I have been told both to move around

more and less. Surely how much you use the width of your lane, should vary in each individual situation, taking in many variables and one wonders how much of this examiner’s judgement was just down to personal opinion. Another examiner might have had a different viewpoint. It certainly seemed that Mikko’s instructor did.

I clearly remember reading about a study that suggested drivers of emerging vehicles were more likely to spot an approaching motorcycle if there was some lateral movement. A bike that stayed in one position too easily became part of the background if the driver made just a quick glance, whereas one that moved sideways in its lane could be spotted moving across the background. This could be achieved simply by moving to a position further away from the emerging vehicle. Why, therefore, so long as you weren’t putting yourself in danger from some other factor, would you not move considerably from that examiner’s preferred 60% position?

It appears that, aside from general agreement over ‘The System’, that there is a fair bit of disagreement on a number of

issues between different trainers and organisations, so it would suggest that once one has a certain number of miles and years under one’s belt, one should listen to the advice, but ultimately make up ones own mind what they take on board.

Philip Bassett I certainly spent a good amount of time scratching my head trying to figure out what exactly ‘advanced riding’ means when I did the IAM Masters training. And in a way, I think that failing the first test made me think about the theory and practice even more. Now, I’m no expert here, but it seems to me that although the ‘system’ gives you a set of overall rules to follow, the specific application of those rules in any given situation is what really lifts your riding. As with anything, following a set of instructions in theory gets you so far, but applying your knowledge and skills to the huge amount of different situations in the real world is what really makes a difference. I still don’t have all the answers after the training, but I feel like I’m at least asking the right questions.

Mikko Nieminen

Slight Diversion I have read Motorcycle Sport & Leisure for many years and I enjoy it, reading front to back. In the December 2017, you ran an article Winter Hacks by Alan Dowds, all was well until I reached the final page of the article.

The last page of the article said avoid the Kawasaki ZR-7 (never seen one) and the Yamaha Diversion 600 (1992-2003). Well, I own a 1999 600cc Diversion. I did not pay a lot (less than £300) and at present I am sorting out various things.

To me a winter hack does not need speed, just the opposite. The Diversion is a tourer not a sport bike/tourer. Just look at the eBay website at the Diversion 600/900 prices.

They sell for very good money.

I have been riding for 47 years, since I turned 17 and the Diversion suits me and my riding style. Yes Alan Dowds has his likes and

BRACE YOURSELF

If you don’t mind, I would like to make an observation regarding one of the items in the new products section in the April 2018 issue of the magazine: BikeIt Isle of Man braces on page 15.

The write up stated that they would fit any size biker and could be used with all types of textiles as well as leather. Being a big bloke, I decided to give them a go as I find it hard to get longer braces.

However, on getting them I found that even when fully

dislikes as is his right, but I and others have rights to choose.

One last thing, I found a Diversion Owners Club advert on the Yamaha website. I sent two letters to the person listed and got no reply, so I contacted Yamaha Europe. Result: a reply and a good one, so thank you Yamaha. Does anybody out there know who is the Diversion Club’s contact is and can you let me know?

Great magazine, very diverse content, so keep it up!

Raymond Randle

Hi Raymond! I was maybe a little harsh on the Divvy 600, and I’m glad you’re loving yours. I’d class the 900 differently actually – it’s a great bike, and what I’d hoped the 600 would be like. I know performance

extended they were at full stretch, which to me made them seem unsuitable for anyone over 6ft. But then I found that they wouldn’t grip my trousers, so they’re not suitable for all types of textiles, just the very thick ones. I’m rather disappointed to say the least. Surely the manufacturers have a duty to ensure the information they give is accurate?

As I’ve already stated, this is purely an observation not a complaint and I’ll go on

Divisive Diversion – hero or zero?

isn’t the be-all, but when a 600 four feels slower than a 500 twin like Honda’s CB500, you have to wonder why you’re bothering with the bigger bike! Having said that, for £300, you really can’t complain...

Alan Dowds

enjoying your magazine. Just thought you should know.

Chris Foyle If something says that it works with any size and type of garment, it’s perfectly

reasonable to expect that it would! What I’d suggest is to contact the company that sold the product and explain the situation. They might be able to offer a solution – fingers crossed!

Mikko Nieminen

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Test Ride

24 Motorcycle Sport & Leisure – established 1962

LAUNCH 2018 Yamaha NIKEN

TRIPLE

THREAT Motorcycle Sport & Leisure has been out to Austria for the launch of Yamaha’s hotly anticipated leaning multi-wheeler, the Niken. Hailed as a corner carving king, we’ve been putting it through its paces on some tight and twisty mountain roads, to see just how well the revolutionary bit of kit handles.

WORDS: Ross Mowbray IMAGES: Yamaha Europe

WHAT YOU NEED TO KNOW

Blending ‘Ni’ (two) and ‘Ken’ (which can mean ‘sword’ in Japanese) – the word Niken draws inspiration from 17th century Japan when the two-sword style of swordsmanship – a katana in one hand and a wakizashi in the other – was first invented and employed. It proved truly revolutionary, and marked the beginning of a new era in combat.

With claims of razor sharp cornering and an aggressive muscular aesthetic – could Yamaha’s all-new Niken leaning multi-wheeler revolutionise the world

of motorcycling in the same way?

Yamaha claims it really hasn’t done any specific market research on who’s going to buy the Niken – but there are three main groups that they believe could well be tempted.

There are the innovators, who are always looking to get their hands on the latest tech; then there are the expert riders, who are looking for a tool to help them get the most out of riding.

And finally, there’s function-oriented riders, who are looking for extra confidence and stability.

Given that it’s a high-performance machine, rather than a commuter or shopper vehicle, the Niken can only be ridden on a full motorcycle licence – unlike other three-wheelers available.

WHAT’S IT GOING TO COST?

It’s not going to cost as much as you might think – setting you back £13,499.

Yamaha has been purposefully aggressive with its pricing strategy to try and convert as many motorcyclists as possible to the new design.

www.mslmagazine.co.uk 25

Test Ride

Specification YAMAHA NIKEN Engine: 847cc 3-cylinder, 4-stroke, liquid-cooled, DOHC, 4-valves Maximum power: 113.5bhp (84.6kW) @ 10,000rpm Maximum torque: 87.5Nm (8.9kgf+m) @ 8500rpm Suspension: (F) Double twin-upside down telescopic forks with 110mm of travel (R) Link-type suspension with 125mm travel Brakes: (F) Hydraulic double discs, 298mm (R) Hydraulic single disc, 282mm Tyres: (F) 120/70 R 15 (R) 190/55 R 17 Seat height: 820mm Wet weight (including full oil and fuel tank): 263 kg Fuel tank capacity: 18 litres Price: £13,499

Since Yamaha Motor was founded in Japan back in 1955, it has been responsible for developing some of the most ground-breaking and influential motorcycles and scooters on the market. It has always tried to push the boundaries of what’s possible on two (and now three wheels). Back in 2015, Yamaha displayed its MWT-9 three-wheel concept motorcycle at the Tokyo Motor Show – and now, just two years later, the Iwata-based manufacturer has unveiled its new production Niken, the world’s first multi-wheel motorcycle.

It presents, arguably, one of the biggest innovations seen in mainstream motorcycling in the last decade (maybe even two) – pushing the boundaries of what’s possible with its clever Leaning Multi Wheel (LMW) technology and two front wheels – which, Yamaha says, inspires corner-carving confidence, and offers up to 80% more grip. And to put it through its paces, MSL has been out to Austria – riding over 180 miles of mixed mountain roads, including some tight switchbacks, fast sweepers, niggly alpine passes – and even some cobbles too.

After spending the day scraping its pegs while carving up some beautiful mountain roads, I’m surprised by the level of admiration I now have for Yamaha’s leaning multi-wheel machine. It’s actually very capable and great fun.

Admittedly, the Niken is quite difficult to define. It’s not really a bike, because it comes with three wheels not two. But it leans over so it’s not a trike either. Basically, it’s like nothing else on the road – aside from a couple of big maxi-scooters, namely, the Peugeot Metropolis and Piaggio’s MP3. But they don’t go quite like the Niken does.

Of course, the way it looks is not going to appeal to everyone. But from the front, I think it actually looks pretty mean – with wide, muscular bodywork, and an aggressive LED light pattern. The back end is essentially an MT-09. It’s not a motor ‘bike’, granted – but does that really matter? Climbing aboard for the first time, it doesn’t feel as strange as it looks. Okay, it is fairly heavy at the front, and you can’t throw it around in quite the same way as you would a sportsbike (despite its very compact

26 Motorcycle Sport & Leisure – established 1962

ABOVE: The Niken’s powered

by Yamaha’s tried and tested 847cc power plant, which is used in the MT-09.

RIGHT: Up front there’s twin 298mm hydraulic discs, with ABS, which are very effective.

LAUNCH Yamaha’s innovative history Historically, Yamaha has always tried to push boundaries of what’s possible in motorcycling – and the Niken is no different. Two of the Japanese brand’s biggest innovations are the GTS1000 and the TMAX.

1993 – YAMAHA GTS1000 The GTS1000 was hugely innovative, with its forkless front suspension and hub centre steering.

2001 – YAMAHA TMAX The TMAX was the first scooter with motorcycle levels of riding performance.

ABOVE: The sophisticated LMW system in action.

LEFT: Aggressive styling is set off by twin LED headlights.

Learn about the lean At the heart of the new Niken’s design is its LMW (leaning multi-wheel) front end – which has been designed to offer natural handling, feel and movement out on the road.

Parallel linkage The parallel linkage controls the lean limits of the front end, ensuring both wheels stay aligned during cornering, and offering up to 45º of lean before it hits its limit (and you scrape the pegs on the floor).

Independent articulation Twin USD KYB forks are mounted outside the wheels for maximum lean angle, offering 110mm of suspension travel.

They work independently.

Its 41mm front forks provide direction setting – and hold the wheel and brake assembly in alignment. And the 43mm rear forks provide shock absorption,

with full preload, compression and rebound adjustment.

Dual front wheels The Niken uses unique 15in front wheels and specifically developed Bridgestone tyres to recreate the natural steering feel of a two-wheeled motorcycle. They help to offer high speed stability, cornering confidence and, Yamaha claims, up to 80% more grip.

What is Ackermann geometry?

In simple terms, Ackermann geometry means that the inner wheel must follow a tighter radius than the outer wheel.

Like on a car. It works to create a natural motorcycle feeling in all conditions – by allowing each wheel to independently track the required radius without slip or scrubbing, ensuring the Niken holds its line and doesn’t drift wide.

www.mslmagazine.co.uk 27

Test Ride

1/ TECHNOLOGY: As you’d expect, the Niken’s well kitted out. It comes with a traction control system which offers two riding modes, and can also be turned off. Plus there’s a D-MODE, which offers three running modes for the engine.

2/ LEANING MULTI-WHEEL SYSTEM: The Niken is based

on the use of revolutionary advanced leaning multi-wheel technology, in the form of an Ackermann steering unit with double upside down front forks which help to offer a maximum lean angle of 45º.

3/ SUSPENSION: Double upside down telescopic forks with 110mm of travel and rebound and compression damping adjusters at the front and fully adjustable link-type suspension with 125mm travel at the rear.

4/ FRAME: The Niken is built around an all-new hybrid frame, which has been specifically developed for the revolutionary leaning multi-whee ler to help it stay planted, while offering a sports bike level of handling. Its head pipe area is manufactured from cast steel, its swingarm pivot area is made from cast aluminium, and the main frame which connects the two is made from steel.

5/ ENGINE: It’s powered by a 847cc, 3-cylinder, liquid-cooled, DOHC CP3 engine – pulled from the hugely successful MT-09, and tweaked to suit the Niken’s heavyweight frame.

6/ WHEELS: Dual 15in front wheels with 410mm track – and a single 17in wheel positioned at the rear.

7/ GEARS: It comes with an A&S clutch for increased stability when downshifting, and a quick shift system for smoother, clutchless upshifts.

8/ BRAKES: Dual 298mm front discs generate high levels of braking performance, and the increased surface contact area provided by the double front wheels enables the Niken to stop quickly and efficiently.

The rear brake features a large diameter 282mm disc, and with these three large diameter discs working through three wheels, Niken riders have a high degree of control.

28 Motorcycle Sport & Leisure – established 1962

5 6 7

LAUNCH

1

2

4 3

8

www.mslmagazine.co.uk 29

Test Ride

pillion seat – one of few disappointments) – but it almost feels like a big scooter, or super-stable tourer. Or maybe even a chunky, wide, kitted-out adventure bike. This is apparently deliberate, and that’s fine. Oh, and although it looks pretty big it actually has near enough the same dimensions as the Tracer 900.

It’s comfortable too – and after six hours in the saddle, I felt surprisingly fresh. The seat isn’t exactly low, at 820mm – but standing at 6ft 1in with 32in legs, I could get my feet planted flat on the floor with no trouble.

It weighs in at a fairly hefty 263kg, but it’s well balanced considering its stature. I could paddle it around car parks with ease though anyone much shorter than me might struggle.

Interestingly, the seating position and bars have been shuffled back – helping to ensure 50/50 weight distribution between the front and rear, although that does mean you can’t don’t get to see very much of the front wheels when riding.

But let’s get into the Niken’s defining feature: its LMW (leaning multi-wheel) technology and those two front wheels. They help it stick to the road like nothing else I’ve ever ridden – and in a subtly different way

to a two-wheeled motorcycle. But throughout our 260km test route the levels of grip on offer from the front end never failed to impress – once I got used to it. Even when the rain came (and boy, did it come down hard), I was confident that the front end wasn’t going to let me down.

The front end suspension, which works in unison with the LMW system, is equally impressive. It’s reasonably soft – but thanks to its twin-fork system – and two front wheels, the Niken somehow manages to track smoothly over rough terrain.

It’s like it’s on a set of train tracks. I was bobbing around into ruts, over rocks, gravel and scores in the road, trying my best to catch it out – but it wasn’t fussed, and took all of this in its stride. Rear suspension is a fairly standard mono-shock, much like that of the MT-09, with adjustable pre-load and damping, and it works well too – soaking up the bumps with no particular problems.

The brakes are decent, allowing you to stop quickly and safely – though they do have to work hard to pull its hefty weight to a standstill. I only got the ABS to trigger a couple of times at the front though, intentionally grabbing a big handful of brake.

30 Motorcycle Sport & Leisure – established 1962

RIGHT: All the controls fall easily to hand when you’re riding the Niken – but I didn’t get on with its mirrors. They are quite low, which means the handlebars sit slap bang in the middle, slightly obscuring rear visibility. Not a big issue though.

LAUNCH Ask the experts What inspired the Niken?

Project leader Takahiro Suzuki: “Our key development target was maximum cornering performance. Yamaha has been studying this new technology for a long time. At first, the benefit seemed to lie in the area of stability, but we were not satisfied with that.

We are experts in riding fun. In the end we decided to apply this technology to what lies close to our heart: sporty motorcycle riding.”

And how did you settle on its design?

Product planner Arata Kato: “Yamaha investigated many types of constructions, three or four wheelers. In the past we’ve shown concept models such as Tesseract and MWT-9. Eventually we found that a leaning three-wheeler could give the same level of excitement as a motorcycle. Our whole technical construction is based on that idea. It’s not built with car-like technologies like the simple three-wheeled scooters from other brands. Our focus was on natural handling and leaning and movement, and therefore we used our special LMW construction with dual upside-down front forks. And by mounting the forks on the outside of the wheel, we could reach a banking angle of 45º!”

Eric de Seynes, director of Yamaha Europe: “With the front wheel, you need to get information and feedback. Here, you have two tyres which give two times the information. So you know always where you are and how you can feel the grip of the front end. The quality of this transmission of information is absolutely excellent.”

Product planner Arata Kato: “The body design is very sporty. The overall body shape is a bit like a scorpion and this high contrast design from front to rear end will make you imagine sporty riding on mountain roads. On top of that, we wanted to express agility and controllability. A key item to achieve this, was to open the construction of the front

section, so that you can really see the movement of the wheels. We didn’t cover or hide the technology and when the bike leans you can see each wheel moving clearly.”

Can you explain the Niken’s use of the Ackermann principle?

Suzuki: “This is a popular principle in car construction: the circle the inner wheel has to make in a corner is narrower than the outer wheel. Therefore the inner wheel should ‘toe in’ more than the outer wheel.

To apply this to a leaning motorcycle is very complicated because the wheel is not only steering and moving up and down, but also leaning! By creating independent steering and lean axles with a specific offset joint we could solve this issue and develop a very natural steering feel. This technology is a key contribution to Niken’s cornering ability.”

And what about its weight?

Suzuki: “Another issue for us was the weight distribution. Experience from MotoGP told us that to get the ultimate handling, the weight distribution between front and rear has to be about 50/50 including the rider. But with Niken you have obviously more weight on the front. Therefore, we developed a dual

steering axle, so we could set the handlebar and the total riding position a bit more to the rear and still achieve the ideal 50/50 weight distribution. Also the lightweight, full aluminium fuel tank helps a lot for this.”

The Niken uses the MT-09’s powerplant.

Have you made any changes?

Suzuki: “Our MT-09 engine is torquey, light and easy to control. It’s clearly one of the best engines in the market. We developed it towards more torque with more crankshaft mass because the weight of the bike is a bit higher as well.”

Does LMW have any disadvantages?

Kato: “Well, obviously the weight with two front wheels is higher than a normal motorcycle. And in town, in narrow places, you have to take care of the width in front.”

And advantages?

Product planning manager Oliver Grill: “With Niken it is very easy to go fast, even on bad roads. It is fun and sporty to ride and has very good road-holding. This way you can relax more, and ride for a longer period without getting tired. And when you ride in a group with other bikes, it’s easier to keep up.

In typical Yamaha tradition, this bike will be a revolution in the motorcycling world – offering a new perspective on riding.”

www.mslmagazine.co.uk 31

Test Ride Accessories and aftermarket bits Initially Yamaha has come up with a range of 20 accessories for its new Niken, oriented towards sporty looks and high levels of performance.

There’s an Akrapovic exhaust, a sportier seat, hand guards, radiator protectors and much more.

Thanks to its two front wheels, and clever LMW system, you can actually brake smoothly right the way through corners – and it’ll still hold its line.

Yamaha did suggest that you shouldn’t do this all the time though, only when you really need – as it’ll overheat the ABS module.

Its engine is a peach too – pulled from the MT-09 and Tracer 900, but tweaked with a few harder wearing internals to allow it to pull the Niken’s weight. Impressively, it actually manages to return near MT-09 levels of performance, kicking out 113.5bhp at 10,000rpm and 87.5Nm of torque at 8500rpm. In practice, that means it’s plenty quick enough to blast past traffic without any real concern.

For rubber, Yamaha teamed up with Bridgestone to ensure the grip on offer from the tyres, matches up the Niken’s 45º leaning capabilities.

At the front, there’s a pair of specially developed 15in 120-section tyres from Bridgestone which are well up to the job. But interestingly, the rear is fitted with a Bridgestone Battlax A41 ‘Adventure’ tyre, which offer less grip than at the front.

Although this might not seem like a particularly obvious choice, it lets you break traction easily, and kick the back end out when you open up the throttle as you come out, or go round, a corner – which is great fun.

It comes with a lightweight aluminium 18-litre fuel tank, helping to achieve a (claimed) range of around 190 miles – which seems about right for what is intended to be a ‘sporty’ machine. From a technology perspective, it’s kitted out with an easy to read LCD-display, LED lights front and rear – and a range of tech to make riding it even easier, in the form of YCC-T, D-MODE, cruise control and the traction control system, as well as an A&S clutch and quick shift system.

I’m by no means the most experienced of riders – I only passed my test a couple of years ago, but I could push harder than I would usually on roads I didn’t know.

And the harder you pushed, the more rewarding the Niken seemed to be. You can go rapidly from peg to peg and remain confident that it’ll hold its front.

In short, it’s obvious a huge amount of brain power, care and effort has gone into perfecting the Niken – and after spending a day in the saddle, I can say with certainty that it’s all been worth it. In fact, I’ve never heard a group of journalists agree so wholeheartedly on something – which is surely a testament to just how good the Niken is. You need to ride one. It’ll surprise you.

I know it surprised me.

RESERVING A NIKEN

If you fancy getting your hands on a Niken, Yamaha has opened an online reservation system. All you need to do is visit www.niken.yamaha-motor.eu and register your details.

RIDING A NIKEN

The only way to really find out how well the Niken handles is to ride one.

Yamaha’s offering the chance for riders to swing their leg over the revolutionary three-wheeler at 34 stages on twisty roads in mountain areas throughout Europe – to give potential customers the chance to put it through its paces, before taking the leap and making a purchase.

The competition Honestly, there’s nothing out there that could be directly compared to the innovative new Niken. Of course, there’s a handful of leaning three wheelers in the scooter market – including the Peugeot Metropolis, the Piaggio MP3 and Yamaha’s own 125cc Tricity – but Yamaha’s new Niken stands apart as the world’s first leaning multi-wheeler with motorcycle levels of performance.

32 Motorcycle Sport & Leisure – established 1962

Fine helmets and toxic advertisements Maynard Hershon

T

he glasses’ stems will not slide inside the close-fitting helmet. There’s room for them in my Arais and my Nolan flip-front, but this Brand-X helmet hugs my head at the temples, probably lessening wind noise. No room for shades. I’ve tried and failed to use goggles. I’m just not a goggles guy, I guess.

When I ordered my open face helmet, a Classic Jet if you’re curious, I made a genuinely stupid mistake.

I neglected unforgivably to ask for face shield studs.

Had I asked for those five studs, I’d have worn the helmet far more than I have.

I’d have used what we called flat shields here in the US, simple plastic sheets that snapped to three studs at the forehead and one low on each side. I remember flat shields in clear, yellow and dark grey, sold by the thousands for a dollar and ninety-five cents.

I emailed Brand-X customer service about installing studs and got a prompt response. The customer service gentleman told me that you cannot retrofit face shield studs to your Brand-X helmet. I figure helmet makers must rivet them on. You or I would drill tiny holes and use small wood screws supplied with the studs – as we all did decades ago.

Maybe we’d render our open-face helmets less effective or even dangerous in impact situations, cough, cough. Safety issues notwithstanding, I would enjoy actually wearing my Brand-X Classic Jet. Sadly, as a failed goggles guy, I cannot. So I went online and searched for face shield studs, thinking that I would install them myself and pop a flat shield onto my helmet despite it all.

You have no idea how scarce those studs are.

There must be serious resistance to allowing riders to mount studs on their own helmets these days, even if thousands of us did it back when without a problem.

Only Bell lists ‘helmet stud replacements,’ sold in packs of five, and there is no photo of what is offered.

One senses that Bell sells them reluctantly, afraid, perhaps justifiably, of backlash in the courts.

But enough about flat shields and studs and product liability – I’m not going to use my space here to talk about Brand-X’s classy open face helmets. I’m going to talk about online advertising in the second decade of the 21st century. About the biblical flood of hype drowning us online and in promotional emails.

Not long ago, March 7, the nice folks at Brand-X sent me notice of an upcoming sale. Those of us lucky riders who’re on their email list were being notified early, they wrote. We could choose among the limited quantities of on-sale items about which only we were aware. Until, the email warned, we announce this sale to the public – on March 22 at 11am.

34 Motorcycle Sport & Leisure – established 1962

Please understand: I like Brand-X. I have one of their open-face helmets.

It’s expensively made and beautifully finished but I can’t wear my prescription sunglasses when I have it on.

Who is Hershon?

MSL’s Maynard is our man with a very unique view on motorcycling from both sides of the pond. Yes, he is American, yes, he does ride around on a second-hand Kawasaki that causes him grief... and yes, he does have his finger right on the pulse of life on two wheels

No gimmicks, the ad said, just good prices. When it’s gone it’s gone. There were worthy discounts for helmets and other products, including clothing and helmet accessories, notably those flat plastic shields that I cannot attach to my own lovely Brand-X open face helmet, a black one with three bright yellow (my wife calls it cadmium yellow) stripes wrapped around it front to back.

Within a day or so, I received a second email, again urging me to select now among the fine Brand-X on-sale items. In just days, the email warned, we will reveal the sale to the unwashed masses, who will figuratively descend on Brand-X’s offices, one assumes, and seize the amazing value items we should have bought, had we been fully conscious and clear-headed.

Only days later, Brand-X wrote to me yet again, reminding me that four days later they would, much as they would hate to, tell the public about the discounts. All those good, handcrafted Brand-X wearable, once-in-a-lifetime bargains would vanish in no-time. But I heard again from Brand-X just a couple of days later.

They wished to remind me that in only 36 hours, just everyone was going to know about the discounts they had generously offered only to us loyal Brand-X fans, and all that sweet stuff would be gone.

At that point, I thought I’d unsubscribe from Brand-X, but I couldn’t. I really like lots of their merchandise and I enjoy hearing from them, oh, every few weeks. Hey, I’m a proud Brand-X helmet owner!

That last one meant I’d received four emails full of excited text about a sale of certain, to some people genuinely desirable, limited production items. I looked at those products when I got the first email, and I decided that there was nothing I could not live without. That should have been that. But no. Someone misguided at Brand-X decided to remind me endlessly that I will have missed out if I did not heed their repeated warnings.

Hey, Brand-X. You had access to my email inbox.

You filled it with obnoxious alerts. I have this page in Motorcycle Sport & Leisure. I’m filling it with my reaction to your (oh, and not just your) toxic online advertising practices.

Enough’s enough, guys. Ease off….

TT racers: age before beauty The High Sider

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ver the last few weeks, sandwiched between escalating MotoGP hysterics on BT Sport (excellent coverage, but the business case for lavishing salaries and airtime on a miniscule, but dedicated, audience surely can’t make sense for much longer – we’ll miss it when it’s gone, I tell ya!) was an advert for the 2018 Isle of Man TT. At the time of my writing, the TT 2018 has yet to happen; by the time of your reading, it will have.

You therefore have the advantage when it comes to knowing the outcome – and of all the races in the world, the TT is riskiest when it comes to pre-event flippancy, for obvious reasons. But, either way, you wouldn’t think a summer tent-pole like the TT would need advertising – awareness among race fans must be fairly high; it’s been around since 1907.

But just in case you hadn’t already decided where to be at the start of June (and supposing you’d invented a teleportation device because good luck finding a civilised Stream Racket ferry crossing mere weeks before the races) the advert suggests the TT is, “...where legends are born.” To which a rider’s inevitable gallows humour can only respond with the observation it’s also where a few are ended. Damn, there’s the flippancy. But the reason the TT might have needed more of a push this year is because many topname riders were either out through injury and illness, or were making comebacks.

The TT has long relied on its stars to pull punters – as if being a beautiful, gleaming chunk of Wales floating in the Irish Sea and crammed full of motorbikes isn’t attraction enough. But, at the time of writing, many headline acts are absent from the 2018 line-up. Serial TT winner John McGuinness looks like he’s failed in his bid to recover from the broken leg sustained at last year’s pre-TT North West 200 races; an accident that began a nightmare few weeks for Honda as their new-for-2017 Fireblade was at first implicated as the cause of the accident, then blamed outright. The troubled race bike went on to derail the TT ambitions of returning housewives’ fave Guy Martin, who labelled it a Jonah after crashing it (or did it crash him?) in the opening Superbike race.

Fireblade 2, international road race careers, nil.

With no future TT rides planned, it’s safe to say Guy Martin’s name on a race bike won’t be a draw again.

And neither might John McGuinness’s. Despite his efforts to be fit for 2018, the 2017 NW200 crash could still turn out to call closing time on his race career. Lined up this year to ride the Norton superbike, Mugen TT Zero and a CBR600 in a team set-up by fellow rider Michael Dunlop, the second36 Motorcycle Sport & Leisure – established 1962

It’s a young man’s game. Except when it comes to racing on the Island.

Who is The High Sider?

The High Sider’s 25-year career riding and writing about motorbikes, both on track and off, has been fuelled from the start by a passion for racing. From the technical aspects of race bike design and performance to the motivations of the people who ride them, if it’s about going faster in circles, it matters.

most successful rider on the Island looks likely to sit out racing, literally, after his freshly de-broken leg re-broke again while walking – on sand – which suggests man-handling a Norton down Bray Hill might have been a step too far. In previous interviews, McGuinness has emphasized the importance of bigbike match-fitness around the Island – with two years out, at his stage in life, would a return in 2019 be a serious challenge or a ride-round to sign-off, please the fans, and collect the start money (and that’s not pejorative; he deserves every penny)? There’s no slow racing at the TT, and those aren’t the best reasons to ride in the island.

Another big-name TT leg break recoveree is Ian Hutchinson, who snapped his femur in the Senior in 2017 on a Tyco BMW, fell out with them, spent a year with his leg in a cage, and signed for Honda (ironically, to ride a Fireblade; he’s a brave man).

Hutchy scraped his mountain licence signatures together courtesy of a race at Mallory Park (not a great TT rehearsal, but it shows where his riding fitness and bike prep are at), testing at Cadwell, and then riding around measuring his recovery at the NW200. He will race, for Honda and Padgett’s across the classes, but it will be asking a lot of even a TT talent such as his to be competitive.

And finally there’s the absence of the fans’ favourite Bruce Anstey, down to ride the Mugen TT Zero bike, and for Padgett’s in the other classes. The popular Kiwi is facing a serious illness for which he’s receiving treatment at home in New Zealand. Which means, with so many top riders missing or riding below their best, 2018 must be the year for younger studs to step up develop into the characters we want to follow.

Well, I say ‘young’; leading the charge is Michael Dunlop, born into the most famous TT family and tied with Hutchy on 16 wins, 10 behind Joey (and seven behind McGuinness). Dunlop is a relatively youthful 29 (Hutchy is 38, McGuinness 46 – it’s worth noting although McGuinness started winning at the TT in 1999 age 27, he was in his mid-30s before his era of dominance, meaning Dunlop has plenty of time to surpass even his uncle).

But other notable ‘young’ TT riders in the 128mphlap-list include Josh Brookes (35), Peter Hickman (31), Manxman Conor Cummins (31), Dean Harrison (29) and James Hillier (33). Think also of Gary Johnson (37), Michael Rutter (46), Dan Kneen (30) and David Johnson (34). Codgers, to a man.

What was that about old pilots and bold pilots?

Test Ride

38 Motorcycle Sport & Leisure – established 1962

LAUNCH 2018: Harley-Davidson Forty-Eight Special and Iron 1200

CONVERT FOR

THE MASSES Harley thumbs through the accessory catalogue so you don’t have to get your hands dirty.

I get it now.

WORDS: Matt Hull PHOTOGRAPHY: Harley-Davidson

E

ven Marmite divides opinion less than Harley-Davidsons.

Some riders let the archetypal American motorsickles become their world and would never look at anything other than the finest V-twin Milwaukee metal, while others would rather be seen riding a carousel pony than be seen on an American ditch pump.

Until recently I was unashamedly on the fence. As a high-mileage rider the smaller bikes just didn’t fit my remit; to be fair at just over 6ft I didn’t really fit them either. And the tourers felt too cumbersome at slower speeds, which with someone who’s ridden for over 20 years they shouldn’t feel (though I’m told by many that, like anything you get used to it). But I’ve always admired the company’s ability to keep to its ethos, stay loyal to its core customers and, somehow, keep those rumbling V-twins passing ever-stringent emissions and noise regulations. I’ve also noticed over the years that I’m getting more drawn to that chopper look and the never-ending ways to customise, or personalise your bike.

The majority of bikes H-D sells don’t even leave the showroom as standard – the company’s accessory catalogue has now reached biblical proportions and draws you in like a class A drug. And while in the US of A it’s the touring bikes that take centre stage, here in the UK (and the rest of Europe) we prefer the smaller Sportster range and larger naked models. So to make the most of this they’ve taken their Sportster; a model in constant production since 1957 and brought out two new models: the Forty-Eight Special and the Iron 1200.

At £9995 the new Forty-Eight Special model is the same price as the standard Forty-Eight. So you get Tallboy handlebars, the engine has a chromed bottom-end, a different seat finish and AMF-era decals on that tiny tank – I liked them but older Harley owners look back at that time with anything but fondness, so I’m not sure how they’ll go down. It looks great through these eyes at least, with a true heritage shining through. www.mslmagazine.co.uk 39

Test Ride Specification HARLEY-DAVIDSON IRON 1200 AND FORTY-EIGHT SPECIAL Price: Iron 1200 £9395 on the road, Forty-Eight special £9995 Engine: 1202cc V-twin, air-cooled Power: 66bhp Torque: 70.8lb-ft (96Nm) @ 3500rpm Wet weight: 256kg Fuel tank: 12.5 litres Seat height: Iron 1200 735mm, Forty-Eight Special 705mm

Meanwhile, the Iron 1200 is cheaper than the Forty-Eight at £9395, giving you an Iron 883 with 30% more power (up to 66bhp), more torque, higher bars, café racer-style seat, a small cowl, some black engine parts and those graphics for just an extra £500. This could be the big one for Harley – their biggest seller now has the powerplant everyone really wants. And though you can already have your 883 converted to 1200cc, the Iron 1200 has the gear ratios of the 1200, so gearing is tailored to the bigger engine, whereas converted bikes accelerate better but cruise at higher revs.

Finish and features are great on both bikes. Switchgear is easy to use, the remote key doesn’t even need to come out of your pocket to start the bike and for my height the tallboy bars and forward foot controls give a dominant, somewhat macho legs-in-the-wind stance. Sons of Anarchy – I’m a’comin for you.

The Tallboy bars look high but somehow once on the bike they place your hands in a seemingly natural position. And forward controls are the way forward for a lanky git like myself, though those shorter of leg also had an affection for having their feet in the breeze as opposed to the Iron 1200 with its more traditional mid controls. The seat is low, at 710mm, which helps. After quite some miles, you find yourself with an arched back, but there’s a multitude of positions to sit in. 50-60mph is most comfortable in a chilled-out kinda way, while 70 plus is easily achievable but a lack of any wind protection starts coming into play. What you do notice is overtakes at 50mph plus – lorries need more planning than with bikes like the Bonneville, also a 1200cc retro-styled bike.

The engine is superb in a silky, ironed-out kind of way. Power, or should I say torque is there from idle

40 Motorcycle Sport & Leisure – established 1962

TOP: Cheaper than the Forty-Eight but not as comfy (we thought so).

BELOW: After market bits make a big difference.

but there is no point in revving the Sportster; it’s all over from half way through the rev range. Just ride the torque and enjoy how infrequently you have to change gear.

The Forty-Eight has a 16in front wheel fitted with a balloon-like 130/90 tyre, whereas the Iron 1200 wears a 100/90 19in tyre (both have the same 150/80 16in rear, but with different-styled wheels). You’d have thought this would make a large difference and the Forty-Eight would steer like an overweight doughnut with extra sugar sprinkles, but the honest truth is I couldn’t really feel the difference. Both felt sure footed and while these are no sportsbikes – despite the name – they were consistent, surefooted and predictable. Just as predictable was the sound of scraping underbellies as tighter corners started coming to us.

Various parts touch down depending on how your preload is set, starting with the heroblobs,

LAUNCH 1200 IRON CAFÉ RACER SEAT

sidestand on left turns, foot pegs, exhaust on right turns; anything after that starts to get serious. To a rider used to these kind of bikes its usual and a bit of preload or changing your riding style helps, or you could – dare I say it – slow down a little?

The rear shocks and front forks need a mention. Upgraded a few years ago they have transformed the budget boneshaker ride to one of comfort and agility. Even they could easily be improved on, but it’s a great start and will please most owners. According to several owners, the finish has got better too, some say since Indian motorcycles have been getting a larger market share – we could not possibly comment but any improvements are welcome.

I really enjoyed riding the Sportster, though for me the Forty-Eight is much more comfortable over the Iron 1200. It all comes down to the peg position – to me legs forward feels better, I have more control and it’s more natural

TALLBOY BARS

BLACKED OUT ENGINE PARTS

ABOVE LEFT: Look at the quality of that seat. Lovely stuff. In fact, the whole bike is finished to a high standard throughout.

Forty-Eight Special

CHROME ON ENGINE FOOTRESTS

HEADLIGHT COWL

TINT OLDSTYLE TANK 16IN FRONT WHEEL

– though it doesn’t look it. And while the heritage of that peanut-sized tank goes right back and aesthetically it look good, filling up every 75 miles will get right on your nerves. But hey, if you want sensible, go to your Honda dealer…

I didn’t understand really HarleyDavidsons until this year. But having experienced riding the new 1200cc models this month, I can see why they’ve been so successful. And will no doubt continue to be – Harley has promised 100 new models in the next 10 years. They are a classic in every sense – continuous production since 1957, V-twin, primary drive, everything on display (the modern electronics are cleverly hidden on a bike with such minimal bodywork), sound great (insert potato joke here) and give a great, engaging ride if you are in the right speed range.

Whether what they offer suits your riding, well, that’s up to you.

But I can now say I get it. www.mslmagazine.co.uk 41

42 Motorcycle Sport & Leisure – established 1962

Test Ride 2018 Ducati Scrambler 1100 Special

Scrambler 1100.

THE ORDER OF THINGS Evolution works in a complicated way at Ducati – especially in the joyful corner of the Bologna factory where Scramblers are built.

WORDS: Roland Brown PHOTOGRAPHY: Milagro

44 Motorcycle Sport & Leisure – established 1962

LAUNCH

Specification DUCATI SCRAMBLER 1100 SPECIAL (2018)

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his bigger model follows the 803cc Scramblers and 399cc Scrambler Sixty2 to expand the range across three capacity classes, echoing the Scrambler 250, 350 and 450 singles of the early Seventies.

Yet while the Scrambler 1100 Special that I’m riding along a picturesque coast road near Lisbon looks as though it’s clearly related to its 803 and 399cc siblings, and its name and relaxed character confirm the link, there’s enough of a familiar feel about the air-cooled V-twin to suggest that its lineage stretches a lot further back than to 2015, when the new-generation Scrambler was launched.

This bike’s 1079cc capacity and SOHC, two-valves-per-cylinder V-twin in a tubular steel trellis frame are characteristics that Ducati has used for many years with the Monster 1100 and 1100 EVO. They also formed the basis of the Hypermotard 1100 models, before both families were revamped with a new range of liquid-cooled models some years ago.

So while in one sense the 1100 Special is a mid-sized Scrambler that has grown up and filled out a bit, at heart it’s perhaps more of a Monster 1100 – brought back to life with a fresh Seventies wardrobe of tie-dyed T-shirts and flares, and given something relaxing to smoke to

Price: £11,495

replace its bare-chested Monster aggression with a calmer, more laid-back character. Just how much more chilled the Scrambler is can be gauged by a glance at its maximum power output of 86bhp – closer to the 803cc Scrambler’s 73bhp than to the 100bhp that the Monster 1100 EVO made on its launch seven years ago.

Not that this means the Scrambler is a backward step for Ducati. On the contrary, its retro image is a little misleading, because it’s more sophisticated than any previous air-cooled Ducati. Its new injection system features ride-by-wire throttle control and gives three riding modes, labelled Active, Journey and City. It also has a four-level traction control system, governed by an IMU that also allows Bosch’s cornering ABS. Although the basic engine format is familiar, the 90° desmo V-twin is almost all new. Softer cams and a lower, 11:1 compression ratio help reduce peak output while giving strong midrange output and a smooth low-rev response. The black-finished cases are neatly machined but the biggest visual difference from the smaller-engined Scramblers is the 1100’s high-level exhaust system, whose thick downpipes meet and run under the engine before rising up to end in a pair of fat silencers.

Those downpipes are chromed on the Scrambler 1100 Specials that we’re

Engine: 1079cc, air-cooled, SOHC 4-valve V-twin Power: 85bhp (86ps) @ 7500rpm Torque: 65lb-ft (88Nm) @ 4750rpm Transmission: 6-speed, chain Chassis: Tubular steel main frame, cast aluminium rear subframe Suspension: (F) 45mm Marzocchi usd telescopic with preload, compression and rebound damping adjustment (R) Kayaba monoshock with preload and rebound damping adjustment Brakes: (F) 2 320mm discs, four-piston Brembo radial Monobloc M4.32 calipers (R) Single 245mm disc, single-piston caliper; with cornering ABS Tyres: Pirelli MT60 RS (F) 120/70 x 18 (R) 180/55 x 17 Seat height: 810mm Fuel capacity: 15 litres Kerb weight: 211kg (claimed; 194kg dry) Contact: www.ducati.com/gb

riding on the launch. The Special is one of three models, along with the basic Scrambler 1100 and the 1100 Sport, which has Öhlins suspension. The standard model and Special have fully adjustable 45mm Marzocchi forks, and a Kayaba shock that’s adjustable for preload and rebound damping.

The Special is also distinguished by its grey paintwork, aluminium mudguards, black wire-spoked wheels, and brown seat. All three models use the same frame, which www.mslmagazine.co.uk 45

Test Ride

ABOVE: Give the light-feeling throttle a twist and you can be sure of a strong response.

combines a traditional tubular steel main section with a new cast aluminium rear subframe. They also share wheel diameters of 18in front, 17in rear; and Pirelli’s MT60 RS tyres, plus a Brembo brake set-up of 320mm front discs and four-pot radial monobloc calipers.

One of Ducati’s aims was to make the Scrambler 1100 physically larger and more comfortable than the 803cc models. That’s confirmed when you throw a leg over a broad, thick seat that is still low enough, at 810mm, to let most riders get both feet flat on the ground. The view across the rounded tank (which at 15 litres holds 1.5 litres more than the 803cc Scrambler’s) is of a simple digital instrument panel, and the front brake

The Scrambler 1100 fam mily

Ducati’s grown-up Scrambler comes in three varieties, e each with the same powerplant and frame but with some different bodywork and cycle parts. The standard Scram mbler 1100 has black or yellow paintwork with a bla ack seat, cast wheels, slightly higher bars than the oth her two models, and costs £10,695.

The 1100 Special, as tested, comes only in n grey paint and brown seat, with aluminium mudguards and brushed-aluminium swing-arm, and costs s £11,495. The Scrambler 1100 Sport has black k paint with yellow stripes, Öhlins forks and sho ock, cast wheels with machined spokes, and a £12,295 2,295 price tag.

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hose looping over it in slightly curious fashion.

The slightly pulled-back, one-piece handlebar gives a riding position that felt very natural to me, although some shorter riders found it a bit of a stretch. I was glad of the handlebar’s width not long after we’d set off from the launch base near Lisbon, as the leverage helped keep the bike pointing straight ahead on a blustery day as we rode over the suspension bridge that crosses the River Tagus to the south of the Portuguese capital.

In some ways the city is a Scrambler’s natural habitat, and the Ducati had done a decent job of cutting through the traffic. At 211kg wet the Special is 25kg heavier than a typical 803cc Scrambler (and 5kg up

on the other 1100s) but felt respectably light and manoeuvrable, helped by generous steering lock that made tight turns very easy.

The twin-spark V-twin feels admirably refined at low revs; the hydraulic clutch’s action is reasonably light. I found the six-speed box reliably positive, too, although a couple of riders complained of occasional false neutrals. The lack of a quick-shifter almost seems like an oversight these days; perhaps Ducati think a shifter would be too sporty for the Scrambler.

Heading south on the broad A2 and then the narrower, twistier N377 towards the coast, it was clear that the Scrambler was created with relaxed cruising rather than speed and excitement in mind. Throttle response was crisp in either Active or the slightly softer Journey (City is softer still, cutting the maximum to 75bhp), which are easily toggled via a button on the left bar. But there was little of the slightly raw, wheeliehappy enthusiasm that I recall from the Monster and Hypermotard 1100s.

The desmo lump’s flexibility meant that twisting the light-action throttle resulted in a fairly strong response when the small tacho bar was showing well below the 4750rpm at which the torque maximum of 65lb-ft is produced. But although the V-twin

LAUNCH Claudio Fonti

Scrambler project manager The first target for this project was to get an engine with very smooth behaviour, because our aim was to make a bike that was not at all intimidating for anyone. We increased the power compared to the 800, but not very much because it’s not necessary for this type of bike.

With what we have, it’s quite enough to have a fun ride.

Our target rider is anyone who rejects the Scrambler 800 because it’s too small or doesn’t have enough performance. And also Scrambler owners who bought the 800 when they were beginners, and are now ready for more performance. They could still be quite inexperienced, because this bike’s level of electronics allows anyone to manage it without any difficulty.

stayed pretty smooth at higher revs, power died away towards the top end so there wasn’t much encouragement to keep revving towards the 10,000rpm maximum mark.

That made the Scrambler pleasant rather than particularly exciting to ride, but was in keeping with a bike whose near-upright riding position was fine at up to 80mph on a chilly day. However, it would soon have become tiresome nearer the top speed of about 130mph. Far better to throttle back a bit, take things easier and enjoy the engine’s lazy V-twin beat and the rumble and occasional crackle from those high-level silencers, which added significantly to the entertainment on offer. Chassis performance was generally good.

Those wide bars and fairly sporty geometry (24.5º of rake and 111mm of trail) helped make up for the fairly long wheelbase, and for that 18in front wheel, whose 120/70-section tyre is wider than the smaller Scramblers’. The 1100 handled well on the smooth N379 that runs along the coast near Setúbal, flicking effortlessly into turns and holding its line accurately, those chunky Pirellis finding plenty of grip even when the surface was damp.

There was plenty of ground clearance, despite footrests that are sufficiently low to give plenty of legroom. I found the Ducati pretty comfortable although its suspension, which had been firmed-up slightly for the launch with some extra preload,

We decided to separate the main frame from the rear subframe. The cast aluminium subframe has a special finish, which is one of several details we took care of to make the Scrambler a precious product. It’s mainly for style reasons, but also allows the rider to customise the bike, because they can easily remove the subframe to make some special components.

This bike is very different to the Monster – less sporty. The Monster is essentially a naked sports bike, but the Scrambler 1100 is a bike for everyday. It’s designed for carefree use. It allows its rider to have fun because it has very good handling, but at the same time the riding position and the shape of the seat give very good comfort for short or medium range travelling.

Closest rival

BMW R NINET SCRAMBLER X – £11,295

There’s not much doubt about which rival the 1100 Special is closest to: the X-rated version of BMW’s Scrambler has a brown seat, wire-spoked wheels (instead of the standard NineT Scrambler’s cast ones), and an almost identical price. The 1170cc boxer makes 110bhp so is quicker than the Italian V-twin. It also handles and stops well although its Brembo front calipers are not radial monoblocs, and it can’t match the sophistication of the Ducati’s IMU-controlled traction control and cornering ABS.

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Test Ride EXHAUST

Another component unique to the Scrambler 1100 Special is its exhaust system, which shares the high-level layout of the other two models but has chromefinished downpipes.

REAR WHEEL

The 1100 Special follows the standard 1100 and the 1100 Sport in having an 18in front wheel and Pirelli MT60 RS tyre, but it has black-finished wire spokes instead of cast wheels.

FUEL TANK

The Scrambler 1100’s fuel tank is made from steel with aluminium side panels, and in the Special’s case is grey.

Capacity is up to 15 litres from the 833cc model’s 13.5 litres.

FRAME

While the Scrambler follows Ducati tradition with a main frame made from tubular steel sections, its rear subframe is a very different design of cast aluminium construction.

wasn’t particularly compliant despite providing what should have been a generous 150mm of travel at each end. On bumpier roads the front end, in particular, felt harsh. One light rider found the bars shaking on bumpy sections until fork preload was returned to standard.

At least Brembo’s twin-disc front end gave plenty of stopping power, and is a distinct improvement over the smaller Scramblers’ single disc even if you don’t get round to activating the cornering ABS. The sophisticated traction control was also worth having, especially on wet roads; other distinctly nonSeventies features include a USB socket under the seat.

Practicality seemed generally okay for a naked bike. The broad seat is well-padded for both rider and pillion, though there’s not much for the latter to hold. A likely 40mpg fuel average (the dial has a fuel gauge but no consumption info) would give a realistic range of 120 miles or more.

The switchgear, self-cancelling

HANDLEBAR

ENGINE

The instrument panel is relatively compact and simple, but has room for a gear position indicator and fuel gauge as well as showing which of the three riding modes is selected.

The 1079cc, air-cooled, SOHC V-twin engine has a similar layout to that of the old Monster 1100, but its black finish and machined sections gives an attractive new look.

indicators and mirrors all worked as Ducati no doubt intended.

Hopefully most 1100 Special owners will enjoy polishing their bikes as well as riding them, because the cut-down mudguards ensured that both bike and rider soon got filthy on damp roads. Then again, the Scrambler 1100 isn’t designed for practicality, any more than it is for performance.

It’s aimed at providing “fun, iconic style, simplicity and self-expression”.

And at £11,495, it doesn’t come particularly cheap.

Heading back over the big bridge into Lisbon after an enjoyable if not memorably exciting ride, I couldn’t help wondering whether I’d have had more fun on a modern Monster (the 821 is more powerful and less expensive), or even an old Monster 1100. Then I reread my launch report of the 1100 EVO, and discovered that I’d criticised it because its aggressive riding position was uncomfortable, its suspension lacked adjustability and its tank was too small.

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INSTRUMENTS

The 1100 Special’s slightly raised, one-piece handlebar contributes to the roomy if windswept riding position, and helps give light steering despite the 18in diameter front wheel.

FRONT SUSPENSION

The 45mm Marzocchi usd forks are fully adjustable for preload, compression and rebound damping, and can feel harsh on bumpy roads despite having 150mm of travel.

FRONT BRAKE

Brembo’s combination of 320mm discs and four-piston radial monobloc calipers give powerful stopping, backed up by Bosch’s IMU-governed cornering ABS system.

The Scrambler 1100 Special improves on all those points and adds a more relaxed, rider-friendly character as well as its attractive retro look. If that’s what you want from a naked Ducati, this latest V-twin might just be the answer – even if, beneath the Scrambler name and Seventies image, it’s essentially a big, soft air-cooled Monster in disguise.

ABOVE: The Scrambler 1100 is designed for fun – rather than outright performance.

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Test Ride KTM 790 Duke

Parallel UNIVERSE Back in 2015 KTM teased us with the drop dead gorgeous 790 Duke Prototype. Three years later it’s finally here – but is the ‘Scalpel’ sharp enough to cut down its naked middleweight rivals?

WORDS: Carl Stevens PHOTOGRAPHY: KTM

I

t’s been a long time coming, but KTM has been pretty busy since it whetted our taste buds with the prospect of a class defining mid-capacity hooligan. Building ground up bikes always takes a while, and thanks to KTM’s methodical approach – that’s seen the 790 kitted with more new features than you can shake an orange stick at – it’s easy to see where the time’s gone.

Ditching the single cylinder lump of old, the Austrian marque’s added another chamber into the Duke’s mix.

And thanks to a succinct design and some snazzy components such as forged pistons, dual balancer shafts, a painstakingly honed cylinder head and precise valve timing, the compact and lightweight twin-pot’s delivery dwarfs the (still available) 690’s output with a claimed 105bhp and impressive 64lb-ft of pulling torque.

Even if you’re one of those die-hard KTM single-cylinder fans and are struggling to digest this change in small-bike powerhouse direction, you’ll hopefully be able to take comfort in knowing the brand’s maintained that raucous deep Barry White-esque tone that we’ve come to

love and expect from Dukes. This is thanks to a 75º crank offset and 435º firing order, mimicking the bark and brilliance of the big bad 1290 Duke.

KTM’s even angled the exhaust system to deliver the engine note to your ear with more vigour.

On the subject of exhausts, I know a lot of people are disappointed with the pipe’s location (the prototype had a jaw-dropping MotoGP under-seat style when it was unveiled to the world in 2016). But while the production-approved can doesn’t match up to the prototype’s visual draw, its positioning does permit space under the seat for the bike’s electronic nerve centre, and airbox.

Everything about the KTM is built with purpose at heart, from the way it’s styled to the way it handles, the way it makes its power to the way it makes you want to wind its throttle to the limiter.

Yep, it’s a pretty calculated machine and the same goes for its stressed member steel chassis and load

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bearing rear sub-frame. With handling and agility being so vital to a middleweight, KTM has gifted the 790 high quality suspension in the shape of WP forks, which, although they aren’t adjustable, have a pre-defined setting that is claimed to suit every type of riding (and a broad range of rider weights), coupled with a WP preload-adjustable shock and hidden KYB damper to save you from tank slapping your way to infinity and beyond. To keep you sunny-sideup, another first for KTM is its decision to head down the Maxxis tyre route. Sports-touring Maxxis Supermaxx ST rubber has been developed specifically for the bike.

On top of all the mechanical goodness, the 790 comes with an impressive set of electronics which has been, essentially, taken from the flagship Super Duke.

LAUNCH IN DETAIL 169kg – 105bhp @ 9000rpm – 64lb-ft of torque @ 8000rpm – 825mm seat height –

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Test Ride Fully adjustable traction control, a power assisted slipper clutch, ride-by-wire throttle, adjustable cornering ABS, plus a quickshifter and blipper lead the technological charge, with four different rider modes offering different pre-defined levels of power and throttle response (Track, Sport, Road, Rain) that are all changeable at the flick of a finger.

There’s wheelie control too, plus a launch control system.

EASY PEASY

Having made my way out to a sweltering Gran Canaria for the model’s glitzy launch, the time eventually came to cock a leg and kick off the inevitable joy ride. A short and slow jaunt was the first order of the day, but not before I’d had chance to take in the bike’s low seat height (it’s even lower than the 390 Duke’s) and its low weight feel – at just 169kg wet it’s definitely no lookalike sportster.

The supermoto-esque toy made my hobbit-like frame feel immediately at home and was pleased to see a decent size seat, some tall mounted ’bars and low(ish) pegs. With the motor booming and the 790’s dash lit up like a Christmas tree, I scrolled through the rider modes and slot the Duke into ‘Street’ mode.

The motor’s initial throttle pick up still felt sharp and punchy through the bike’s slick operating ride-by-wire system. It may have only been a half hour trek down a highway and through villages but I instantly got a feel for the 790 Duke which proved playful on demand, and containable when tootling. Hitting the motorway was my first real chance to perform a speed test, so I got the motor singing and found the bike’s straight line speed and stability to my liking.

Getting back on some smaller roads, we hit a load of slow stop-start sections, which weren’t to the liking of the KTM. Dawdling along, the motor did feel a bit lumpy, with the only cure being to throw more revs

Specification KTM 790 SUPER DUKE Engine: 799cc 2-cylinder DOHC parallel twin Bore x stroke: 86 x 65.7mm Compression: 12.7:1 Fueling: DKK Dell’Orto Power: 105bhp @ 8000rpm Torque: 64lb-ft @ 8000rpm

into the mix and run a gear lower than you’d expect. Switching to Rain mode improved matters somewhat.

BELOW: Dash is clear and uncluttered.

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HOME SWEET HOME

The 790 Duke might’ve shone while being well behaved, but being ragged was where it was happiest – as I soon grasped having knocked mine into Sport mode just in time for a 70 mile stint on dazzlingly twisty roads no wider than a kart track. This was where the Duke’s sublime chassis came into its own, offering the kind of change-of-direction rate that you’d expect from a shopping trolley.

The bike was carving corners with minimal effort. You could really feel the benefits of the 111,111 man hours (yes, that many) that’ve gone into building this bike and, as we swept effortlessly through third gear flowing

RBW/riding modes: Yes/4 modes Traction control: Yes ABS: Yes Quickshifter: Yes Wheelie control: Yes Launch control: Yes Autoblipper: Yes Frame: Steel frame with engine as stressed element Front suspension: WP-USD 43mm forks Rear suspension: WP Shock absorber Front brakes: 2 x 300mm discs with 4 piston calipers Rear brakes: 240mm Single disc with 2 piston caliper Wheelbase: 1475mm Seat height: 825mm Wet weight: 169kg Fuel capacity: 14 litres Price: £8499 From: www.ktm.co.uk

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Test Ride ELECTRONICS

twisties there wasn’t any soft wallowing or head shaking nastiness to write home about, not even when we hit one section riddled with hairpins and short straights.

It was here that I really got a taste for the engine delivering what it does at its best. The throttle instantly picked up and the torque just catapulted me out of bends. I soon learned that as fast as I could throw gears through the slick operating ’shifter, the Duke’s motor was more than eager to consume them and throw revs and pace back my way.

In general, the whole bike was performing very well on the roads, including its four-pot stoppers that were doing a good job of hauling the 790 up on demand, although if you’re going to be fussy the initial bite could’ve been a little bit sharper.

I am also a fan of the slipper clutch and autoblipper, which performed in tandem like troopers as I stamped down three or four gears at a time, encouraging the best kind of pops from the can on tap. Fair play to KTM, it hasn’t just bolted on electronics, the factory has given the 790 a considered armoury, which in turn feeds an huge amount of confidence to the rider.

To step things up a level, KTM had organised a track workshop at Circuit De Maspalomas. It was here that I got the chance to unleash Track mode.

No matter how good a bike is on the road, the track will usually weed out any issues, yet as soon as I got out and gave it some stick the 790 Duke felt staggeringly good.

I’d been looking forward to this but I secretly had two standard reservations about the spec of the bike: the non-adjustable forks and the Maxxis rubber. Those fears were – happily – unjustified. Not only did the tyres perform a treat offering great grip, feedback and agility, but the suspension offered impressive

KTM has gone to town here, giving the 790 Duke a whole host of riding aids and electronics derived from the Super Duke 1290. Adjustable traction control? Check. Wheelie control?

Check. Launch control? Check. Cornering ABS? Check. Quickshifter and blipper? Check and check. The 790 Duke even comes with Motor Slip Regulation, which essentially works as adjustable engine braking.

FRAME ETC.

A light yet sporty feeling chassis constructed from a whole range of materials (mostly steel) to keep things compact and nimble, the 790 Duke even uses the engine as a stressed member, contributing to a sophisticated chassis geometry which delivers a precise feeling even with its relatively long wheelbase.

BELOW: KTM has worked hard to ensure cornering stability.

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SUSPENSION

Developed for the 790 Duke, the WP 43mm open-cartridge forks offer an aggressive dynamic.

Even though they’re not adjustable, they offers a huge scope of feel, with 140mm of fork travel. The WP rear shock has adjustable preload as standard.

ENGINE

New for the 790 Duke comes KTM’s first parallel twin engine, which has been designed to be the most compact in its class.

The DOHC power plant has been dubbed the ‘LC8c’, or ‘liquidcooled, 8-valves, compact’. With two overhead camshafts and a crank pin of 75º, it delivers 64lbft of torque at 8000rpm and 105bhp at 9,000rpm.

stability through the faster bends and offering loads of feel and confidence at full lean in the corners.

But it wasn’t just the handling characteristics that grabbed my fancy; the motor won me over too. This bike’s not stupidly powerful, but the way it delivers its torque and linear power is addictive. I always found the KTM to have the power I desired on tap, and to be easily accessed too – even with the traction control turned off. The power would surge through from 3000rpm and keep pulling up to its 10,000rpm limiter.

I was having a lot of fun on the bike, and the pleasure continued when we switched the race track for the Japanese-style Motogymkhana course, where the sheer agility of the package was brought to the fore. The course was marked out in an insanely tight manner, but it was nothing the Duke couldn’t handle. It’s incredible just how nimble the 790 is even with the long wheelbase, which is mainly down to having a steering head angle of 66º and 98mm of trail – a clever move from the Austrian brand to have an agile bike without compromising stability.

COSMETICS

KTM says that functionality trumped fashion, meaning every part bolted onto this bike serves a purpose and this is why the 790 Duke is so aesthetically raw and aggressive. For example, the seat houses the airbox and electronics. This means that there’s no room for extra clutter or unnecessary plastics.

This might sound like tosh but it’s mightily impressive considering the Duke is actually 65mm longer than the Street Triple, yet is one of the easiest bikes I’ve ever ridden to get from side to side. Clever stuff.

Of course, a bike will always have compromises, yet KTM has done an absolutely cracking job of creating an impressive and fun package. For under £8500 you get a ridiculous amount of bang for your buck, but how would it stack up against the competition? Does the ‘Scalpel’ genuinely cut the Street Triple from the middleweight throne?

Is it user friendly enough to lure new riders away from the likes of an MT-07? Is it really that much better than the 690 Duke? They’re all toughies to answer, but what I will say is that with the 790 you get a unique experience. It will suit some riders a treat, and others will hate it.

But as for me, I’m definitely one of the former. Having spent last year blitzing around on the 390 Duke, I found the 790 the perfect tonic to my desires for more; more power, more agility, more fun. It sure ticked all my boxes.

TOURING Your rides ◆ Expert advice ◆ Places to go

BRITS DO THE TRANS-AM TRAIL Dirt roads and forestry tracks on a 4500-mile coast to coast ride across the USA. WORDS: Peter Henshaw

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ou could be forgiven for never having heard of it– it’s not on every British motorcyclist’s wavelength – but Geoff McGladdery and John Roach have ridden the Trans-America Trail, and on old classics to boot. They rode a 1971 Cheney Triumph ISDT Replica and a 1983 350cc Moto-Morini Kanguro respectively.

The ‘TAT,’ as it’s better known, is a 5000-mile route right across the USA which avoids tarmac, taking in dirt and gravel roads, farm tracks, creek beds and abandoned railways. You couldn’t do it on a Goldwing, but it looks like a common or garden trailie would tackle it without a problem. Geoff and John, joined by their Canadian friend Bill on his KTM, took up the trail at Atlanta and rode down into America’s deep south before turning west through Oklahoma and over the Rockies

to the west coast. It took 30 days, and wasn’t without its challenges, as Geoff described: “It wasn’t just keeping the classic bikes going, but riding the terrain and surviving the American diet. We had to deal with deserts and mountain passes, not to mention officialdom and bureaucracy in the land of Trump. The police stopped us three times!”

The Triumph suffered gear selection gremlins (stuck in second on the first day) while the KTM’s stand broke, though the Morini seems to have behaved itself. One recurring problem was finding lunch, though eating places and shops did turn up unexpectedly, miles from anywhere. One ‘seafood’ restaurant appeared just at the right time, 400 miles away from the nearest ocean! Lack of water in the more remote areas was another genuine challenge, and one reason why they seldom camped.

John Roach takes up the story in Oklahoma: “As we

Shops miles from anywhere turned up.

Cinnamon Pass is one of the highest in Colorado.

reached the plains the trees started to disappear, along with the hills. The roads became arrow-straight and extremely dusty. The gravel took some getting used to – it was impossible to ride below 30mph but speed brought on other problems, though I did get better as the miles built up.

“Once in Bartlesville it was time for a day off for bike maintenance so we checked into a motel. Kanga was treated to an oil change and valve check and I removed the right-hand cover to brush out all the dust, then twiddled my thumbs while the Triumph got the works. During the day there was a continuous feed of men of a certain age dropping by to talk bikes, and one of them invited us to drop by and see his bikes later on.

“We couldn’t resist taking advantage of the heat and local laws by riding down main street helmetless, to the sound of my mother tutting away in the back

Typical TAT scenery... and road.

of my head. We arrived to discover that Debbie, Doyl’s wife, had cooked for us. Fuelled with home made buritos we spent a happy hour in Doyl’s sheds looking at bikes. Once again, people making for a fantastic trip.”

Read the full story of John and Geoff ’s TAT in MSL soon.

Did this 47-year-old Triumph make it? Wait and see...

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Day Ride

ESCAPING THE DOG

Not just any old day ride – Simon Free took up motorcycling for his mental health. WORDS AND PHOTOGRAPHY: Simon Free

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very time I sit on my bike I find myself smiling like a Cheshire cat under my lid. As a youngster, I used to spend a lot of time with my Uncle Phil whose motoring influence on me was huge.

He was a complete petrolhead, and I love all things motor-related because of him. Even now, 30 years on, and I still remember the sound of his Honda starting up and the thrill of riding pillion. At an early age I wanted a car and motorbike – maybe I could have been the next Steve McQueen or Evel Knievel! But when I finally reached the age of 16 ready to get started on a moped, my mum said no. There was no changing her mind so that was the end of that!

Fast forward to my mid-forties and I finally took my bike test. I’d had an epiphany! Well actually I had some mental health issues, then along the road to recovery I had a dose of realisation that I shouldn’t be living to work. Being the age I am you would think I would know this already, but no, it took chronic stress, anxiety and depression for me to work that one out.

Anyway, after my revelation I started to look back to what I wanted to do with my life: not what do I want to achieve, but what do I want to do for fun.

58 Motorcycle Sport & Leisure – established 1962

ABOVE: Simon tells us this is good therapy.

Well, duh.

BELOW: Simon was delighted with his first proper ride out

After my strenuous walk with the black dog of depression I needed to find something for me, and this was it. I wanted a motorbike. No, I needed a motorbike. I needed to be reminded that life is about the journey and not the destination. This little idea grew and grew; I started to look at bikes on the net, read the magazines and eventually visited the bike shows and showrooms. Biking looked like the perfect way out, and I knew I had found what I needed all along, a positive hobby.

Once my wife was on board with the idea I went straight into Camrider for some training. It took about 10 weeks to get through everything and I actually failed Mod 3 a couple of times before eventually gaining my licence. Then I bought a 2009 Triumph Bonneville and was ready to go.

FIRST RIDE

For my first big day ride, to visit Lincolnshire’s RAF heritage, my friend Mike came with me – he’s an experienced biker and would lead the way along some nice roads. I live in Bourne, from where the Battle of Britain Memorial Flight at RAF Coningsby and the Lincolnshire Aviation Heritage Centre at East Kirkby aren’t too far away.

TOURING & ADVENTURE

Woodhall Spa

Revesby

East Kirkby

Coningsby

A15

Billinghay A16

Ruskington

Sleaford Heckington

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A17

Boston

Swineshead A52

Osbournby A52 A52 Horbling

Donington

Kirton A16

A15

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Bourne

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DOWNLOAD

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Mike led us through Bourne on what promised to be a warm day and within seconds I began to relax and started to feel alive again. As we trundled through town I caught the odd glimpse of my reflection in the shop windows, thinking how cool I looked on the Triumph. The Bonneville incidentally, has so far been a great first bike, easy to ride and getting plenty of positive comments from other bikers.

We headed north out of town on the smooth tarmac of the A15 before turning off onto the more twisty B1177 and trundling through the small villages of Dunsby, Dowsby, Pointon and Billingborough. This led us out and onto the A52, a much faster section – we quickly hit the speed limit, enjoying the change in pace. One thing that you really notice in this part of the world is the wide openness of the views. The countryside endlessly unfolds with a huge panoramic picture coming in through your visor. Especially stunning on this ride when the clouds were light and the sky almost Californian.

The A52 wasn’t all that busy so with a clear road ahead we pressed on, banking slightly through the corners – I was smiling inside the helmet. After a bit we left the main drag for another B-road, the 1192, which took us past a patchwork of ploughed fields and through some gorgeous tree-lined stretches. At the Lincolnshire Aviation Heritage Centre, we parked

ABOVE FORM TOP LEFT: You don’t get to see this every day – Lancaster about to fire up four Merlins and go for a taxi.

Dakota – the Honda stepthrough of flying?

Spitfire PR Mk XIX PS915 gets some TLC.

up and went in for a full English breakfast and coffee in the NAAFI, which was just the ticket. I can highly recommend the Aviation Centre. Not only does it do a good breakfast but you can see a real Lancaster bomber (Just Jane) taxiing – the roar from the four Merlin engines is just stunning. It’s worth spending a bit of time here and reading some of the accounts from the time – you can really gain an insight into the lives of the pilots and crews who manned and maintained these planes. Both wonderful and saddening at the same time.

Suitably refuelled, we hopped back on the bikes for the short ride to RAF Coningsby where the Battle of Britain Memorial Flight planes are kept. Consisting of Hurricanes, Spitfires, a Lancaster, Dakota and for training a couple of little Chipmunks, all the planes are kept in full working order and do about 100 displays a year, plus 300-400 fly pasts. We were given the guided tour, which lasted about an hour, and the stories told were fascinating.

It was time to head for home, and the ride back was just as much of a blast as the outward journey.

Although this was only just over a couple of hours on the bikes it was my first proper ride out, and it was great. So far, motorcycling has delivered exactly what I was hoping for. Now there isn’t a goal or target to hit, just a desire to get out there and ride.

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Mid Ride

900 MILES BY MT-03

Touring France on a 321cc single, just short of 1000 miles – what happened?

WORDS AND PHOTOGRAPHY: John Willis

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itting comfortably reading a copy of MSL, I was struck by the following words written about the Yamaha MT-03: “...but if you are thinking of downsizing,” it went, “... it’s worth bearing in mind that with a smaller capacity bike you might also need to consider how and where you ride.”

This is true, but don’t let size stop you. Have any bike, have a map, have fun, is my mantra, even if both this rider and his machine are near the bottom of their respective food chains. A Yamaha MT-03, all 321 yappy, enthusiastic ccs of it, was my steed and I – the rider – possessed the wisdom and folly of three-score years and one, quite a lot of it stored amidships.

Oxford bags adorned the tank and tail, a vestigial Puig screen suggested a hint of protection and a hugger looked good, if nothing else.

All of this luggage meant an undignified posture when mounting, certainly for someone with the inside leg length of a wine bottle. It began with waving a foot held up with one hand over the seat, while leaning back to the point of collapse, before subsiding onto the bike, which sagged helpfully. We were ready for the off.

SNAPPING AND FILTERING

The first leg was the Guernsey overnight ferry to Poole for a brief stop-over in Cerne Abbas, a village in the depths of Dorset. It was an 80-mile stint that saw the little MT-03 head north of 35mph for the very first time. The roads were clear at 6.30am, though cold fog hid in the dips and kissed my visor. Meanwhile, the

gods had decreed that Cerne Abbas would be inaccessible that day, as the Weymouth Iron Man triathlon had closed all the surrounding roads.

However, a little initiative and a friendly marshal or two saw me join the lycra-clad carbon-fibre mounted athletes (7mph uphill, 45mph down) and an hourr later, we made it to Cerne, shaken but not stirred.

Back at the ferry terminal, son Sam arrived on his immaculate 10-year-old SV1000, all handsome gear and snazzy helmet, every inch the cool dude. I won’t describe my outfit, suffice to say that it works and that bin bags are surprisingly effective.

Heading out of Cherbourg, a minor geographical whoopsee (by me) cost us an extra 20 miles, both bikes sniffing fumes by the time we could get fuel.

Meanwhile, instead of the 70mpg promised by Mr Yamaha 60mpg was nearer the mark with the booming SV not far behind. Still, light traffic, fine road surfaces and comfortable scenery meant life aboard the yappy Yammy was bearable, even at motorway speeds. That little engine is a gem – pickup was impressive and 80 plus on the speedo

ABOVE: Ruins of Oradour sur Glanes are preserved as they were left in 1944

BELOW: Church at Oradour sur Glanes

TOURING & ADVENTURE

quickly achievable as the little bike popped away on the up and down changes.

Skirting north of Rennes, we turned off at Junction 8 heading southwest for St Nazaire under a threatening sky, wrapped in bovine aromas and soothed by passing fields of maize and asparagus.

Briefly caught in a traffic jam, Sam, a veteran of London riding, fired his SV between the lines of traffic, the MT yapping gingerly at his heels. We stopped for the night in Trignac, just short of St Nazaire and 225 miles from Cherbourg. So far, it was clear that the MT-03 had a depth of ability far in excess of its rider, but I couldn’t award it five stars, and couldn't quite put my finger on why.

Later we marvelled at the awesome, sinister immensity of the U-Boat pens, which remain permanent memorials to the souls of lost submariners.

Sunshine dispelled the gloom as the bikes headed south for La Rochelle, galloping along fine D-roads through huge countryside, filtering like pros past the rare tailbacks. Wind blast from artics hit us like sledge hammers, but the little MT-03 stuck stubbornly to its line. Later, we swept past a huge low-loader with ‘Load Exceptionale’ emblazoned across its tail and much later, its escort vehicle, the crew of which had clearly got bored trundling along with mother ship and rushed ahead for a leisurely roadside lunch – how French.

Sticking to D-roads meant the little MT did just fine, while maintaining respectable speeds, though it was important to keep an eye on speed limits since we passed burly Gendarmes in several places.

We stuck to one-and-a-half hour sessions, as any longer meant our posteriors began to wish they were elsewhere. Standing on the pegs as we pottered slowly through sleepy villages helped.

Lunch with sunshine in a village square in France, what could be better? Home-made smoked eel and assorted scrag-ends of smoked fish, followed by what looked like the reproductive organ of a horse brought me down to earth. Sam looked very smug with his steak and we later realised that my main was a homemade sausage stuffed with crude tripe.

But the service was friendly and prompt, the coffee good and the price low, so pas de problem.

TOP LEFT: La Rochelle.

TOP RIGHT: Don’t do it John – the MT can’t be that uncomfortable.

ABOVE: Roadside halt after rain – John swears by binbags.

BELOW: John’s waterproofs were thoroughly tested before leaving.

The sunshine held as we entered La Rochelle, where we realised that you really can park a bike almost anywhere in France. Our trip had a military flavour, so we had a poke around a bunker built underneath one of the houses, It was built as a bomb-proof R&R facility for the crews of the Black Cat U-boat unit, quite appropriate as that seminal film, Das Boot was made in La Rochelle.

PUPPY AND THE BULLDOGS

We headed for Niort before swinging south on near empty D-roads with wide open fields for company.

The little MT was at the heels of the booming SV as ever, nimble on its skinny tyres and pulling strongly past diesel trucks like a gazelle, 60 to 80 and back in before the oncoming traffic arrived. Impressive.

We stopped at Oradour sur Glane, the village where members of the 2nd SS Panzer Division murdered 672 men, women and children on June 10, 1944. To this day I can hear the names of the dead being read out in the museum, as they are every single day, morning until dusk. Next morning we walked slowly into the village to pay our respects in the silent ruins.

Neither of us was looking forward to the next leg north to Le Mans. Parts of our kit were still damp from a previous downpour, and we were tired. But at least it was warm and those D-roads are just great – soon we were having fun again and the miles swept by.

Our first impressions of Le Mans were unfavourable.

Beggars squatted by the hotel entrance, the huge station near which we billeted had few facilities and the hotel receptionist had disappeared.

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S Guernsey Caen

Jersey

St-Malo

F Parc naturel regional du Perche

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ABOVE: Concrete U-boat hideaways are still forbidding, 70 years on.

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Saint-Nazaire

Angers A85

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RIGHT: This French village was destroyed a few days after D-Day and many of its inhabitants were killed.

BELOW: All-black SV1000 is 10 years old and still going strong.

Tours

Nantes Choles

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Vannes

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We were in no mood to be patient, so I checked in on the hotel computer system and grabbed our room key.

Later we walked into the old city and then headed out to the Le Mans 24-Hour race museum.

Disappointed, we paused at a downbeat biker café for a coffee, the little MT a puppy among bulldogs. The day was salvaged when we came across two enormous motorcycle shops, selling everything from back protectors to bikes, all under one roof. We both voted the Triumph Thruxton R the most gorgeous bike on display, though I just know I couldn’t ride it, even if I could afford it. Still, it would look great in the lounge.

We rested a day, dined on galettes and marvelled at carafes of wine for €6.50, but now it was time to go home, Sam north to Ouistreham for a late ferry, and me to St Malo via lunch. By journey’s end, the little Yammy, less than a year old, had covered well over 900 miles. The bike was caked in road dust, flies splattered the screen and it had never missed a beat. But five stars? Not from me. Straps from the Oxford luggage had worn through the thin paint finish in places and the lovely blue wheels were scarred. And while it has a huge heart, that engine lacks the soul of a V-twin.

Capable? Certainly. Loveable? No. But perhaps that misses the point. This nimble, peppy little bike can easily manage a cross country trek, is easy to ride, will not let you down and has just sufficient power to keep up with traffic and manage safe, smooth overtakes. Well done Mr Yamaha, though I might look elsewhere next time.

E62 Poitiers

A83

La Rochelle

E601

Niort A10

Limoges Parc Naturel Regional Perigord Limousin

Long Ride

HEADING FOR MUSIC

Glastonbury? Womad? Music fan Jeremy Torr rode his KTM to a real world music festival – in Morocco. He tells us how he got there...

WORDS AND PHOTOGRAPHY: Jeremy Torr

PART ONE

KTMs can smell mountains a mile away.

I

was in Morocco to see the Sahara and a music festival at M’Hamid al Ghislane. It’s a three-day event in October, when the desert nomads gather once a year to play their music and celebrate their culture. I had spare time, a nearly new KTM Duke 690, some dodgy secondhand throwover panniers and a map. I felt like Lawrence of Arabia, but without the fancy headgear.

After riding across Spain, I caught the ferry to Melilla. Multi-cylinder BMW riders festooned with widescreen GPS, Bluetooth headsets, hard luggage and probably desert-proof underpants into the bargain, looked sympathetically at my small, floppy, paper map-equipped bike as we queued for the on ramp.

Undaunted, I disembarked and headed optimistically south, running parallel to the Algerian border. Straying over the borderline itself seemed a bad idea – it is still studded with minefields following a bitter territorial war some 20 years ago.

64 Motorcycle Sport & Leisure – established 1962

No going back now – this is the ferry to Africa.

TOURING & ADVENTURE

The first night saw me arrive at the Auberge Riad at Tougedite. This tiny village nestling in the foothills of the Atlas Mountains had just this one place to stay, with part of the ‘hotel accommodation’ cut cave-like into the side of the hill. My room was functional – a dirt floor with carpet, a wooden bench with rugs on it to keep you warm as you slept, and tiny windows cut into the thick blue-washed wall.

The owner – I think his name was Ayoub – heated a welcome shower for me, which consisted of an oil drum full of water with a wood fire doing the business underneath. More hot water? Just throw on some more wood and open the tap a bit more. It was brilliantly reviving after some of the challenging roads the Duke and I had slogged up to get there.

ABOVE: First night in Morocco, at the Auberge Riad, Tougedite.

ABOVE RIGHT: Food on the road.

BELOW LEFT: Helmets are obligatory here, and he has one – so that’s all right then.

BELOW: Not Hampshire, but just outside Azrou.

I ate an amazing home cooked tagine (with my hands) while Ayoub, his wife and I (sitting on the floor) discussed the merits of being married. I think this was related to the presence of a heavily tattooed Berber divorcee friend of theirs, who was apparently looking for a husband. I locked the door that night.

When I mentioned I was heading over the Atlas Mountains on my way to the desert, Ayoub warned me of rain, snow and howling winds due to arrive the next day. He suggested I wait a couple of days for some good weather before I set out up the valley to the

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A long way from nowhere.

Tizi-Tiherhouzine (2700m) and Plateau des Lacs (3080m) passes. He said it would get worse the higher I got, and that he definitely wouldn’t be going up there tomorrow.

MOUNTAIN CROSSING

However, I knew better. I had a good bike, that good old paper map, and a plucky demeanour, so what could go wrong? One thing that obviously could was the road. What Ayoub forgot to mention was that it was regularly washed away by the rivers on its way up the pass. So it was an interesting ride; the first 80km took about three hours in near zero-degree conditions and saw me narrowly miss piling into a snowdrift as I skidded sideways to avoid plunging into a ravine. I didn’t see a single other vehicle in those three hours either. The locals had either been talking to Ayoub, or were smarter than I was.

The one thing that nobody can prepare you for up in the High Atlas though, is the vastness and grandeur of its landscapes. Nothing you have ever seen or been told can make them less than awe inspiring. Thousand-plus foot deep gorges and snow-capped escarpments to take your breath

RIGHT: It’s not all desert in Morocco.

BELOW: Tagines are everywhere, and delicious.

BELOW RIGHT: Two generations of friendly Moroccan.

BOTTOM LEFT: Mountain roads can suffer from erosion...

Twisties wherever you look.

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TOURING & ADVENTURE

Malaga

Gibraltar Tangier

Saidia

Nador

N2 Oujda N6

Taourirt Taza A2

Fes A2

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Local transport.

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away. Breathtaking, that is, if you have any breath left from the strength of the wind up at 3000 metres. I stopped once to take in an impressive view, and the wind casually blew the KTM off its stand. Another time, I checked my speed and saw I was riding at 60mph... but the cloud shadows were overtaking me.

However, I think the most abiding memory of the trip over the spine of the Atlas was the procedure required to stop for a pee. The previous night Ayoub had related grim stories of travellers dying of dehydration in the mountains, and plied me with lots of sweet tea to prepare me. This kept me hydrated, but had another effect.

As the temperature dropped, and the treacherous roads made me clench everything, pee stops became more urgent. Every time it was a small torture.

First, I would have to find a stable patch of rubble where I could stop the bike, not always easy with the wind constantly trying to tip it over and ice patches sneakily waiting to let the stand skid sideways. Then I would unglove, hitch up my overjacket, unzip my riding jacket, pull down my overtrousers, unzip my fly, and try to do the business. All very tricky, given the multiple layers of clothing to navigate through, the strength of the wind – and the effect of the intense cold on the size of the old chap. As a result, I had very little directional control, which didn’t make things any neater.

Useful stuff

Time is flexible in Morocco; be prepared to wait for everything. Cash machines sometimes work, so carry cash. Everything is haggle-able, so don’t settle on a given price. The thousands of Peugeot/Mercedes public taxis are death traps; avoid them. It isn’t always hot; take warm clothes. Spoken English can be mangled; learn a little French. The Melilla ferry is not like DFDS; be ready for a visit to the World of Randomness.

www.mslmagazine.co.uk 67

Coming down out of the empty high altitude wilderness past snow-capped mesas was utterly surreal.

Then I had to reverse the process and put everything back without freezing, getting soaked or leaving gaps that the rain/sleet could penetrate, all the time keeping an eye on the bike teetering on its stand.

I also had to do all this with limited vision. I had to keep my helmet on as taking it off would mean sleet would get in and the visor would immediately mist up making visibility even worse than before.

Nobody said adventure motorcycling was easy.

ABOVE LEFT: Deserted village high in the Atlas.

ABOVE RIGHT: Spectacular gorge... and spot the cyclists.

THE OTHER SIDE

I managed to make it over both the Tizi-Tiherhouzine and the Plateau des Lacs, with the wind thankfully at my back over the very highest parts. Coming down out of the empty high altitude wilderness, past snow-capped mesas like something from the Arizona desert, was utterly surreal. But even more surreal was coming across a very bedraggled man dressed in full length jellabia with a slightly medieval monkish hood – literally in the middle of nowhere.

My Arabic was not good enough to enquire WTF he was doing there in the middle of a sleet storm, up in some of Africa’s highest mountains, and about 35km from the nearest town. But I got the message he would like a lift.

He sat on the back okay but didn’t seem happy about putting his feet on the pillion pegs, so he just hung them down horsey-style. The lack of passenger stability, the howling wind along with his flapping jellabia, and the rutted road all combined to give us an interesting ride to Imchil. Boy, did we wobble.

As we descended – and the visibility improved – I could see how dramatically the terrain had changed.

Going up from Tougedite the road up to the passes was completely alpine; all fir trees, hairpin bends, steep craggy valleys and rushing rivers. But once over the top the scenery changed. I had arrived on the edge of the desert highlands, and from here, the desert took over. I carried on south.

68 Motorcycle Sport & Leisure – established 1962

ABOVE: Moroccan ethnicity varies.

RIGHT: Jeremy’s hitchhiker in a jellabia.

Write about your adventure

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The long game Richard Millington

O

ne of our tour leaders in particular will tell you: “I spent a lot of time arranging security for officials in high risk, low infrastructure environments.” For those that don’t speak police, this means wearing dark sunglasses in dodgy places trying to look harder than the locals. One of the things that 30 years in the police does for you it seems, is furnish you with some great stories, although our ‘dark sunglasses’ man doesn’t tell any of his. The traffic guys are, however, full of stories that make you roll with laughter, but us lesser mortals have some from the other side as well.

Dealing with police as you travel can be a joy and the source of a great story, or a nightmare with the recurring loss of sleep and cold sweats. Partly this depends on the police, but a lot depends on our attitude when we interact with them. The good experiences do result in some ‘great war’ stories.

Travelling in Peru, a number of the group had been stopped for speeding. Some of it was genuine, some of it was a ‘tourist tax’ stop. You are travelling on a bike from far away that is worth a year or more’s wages, so how about $20 for the widows and orphans fund?

You can view this as a local fee or as corruption and the thin end of the wedge. To our amusement in Peru we had a retired copper, Gary, who definitely saw it as corruption and was having none of it.

I saw the flashing lights from about half a mile. As a tour leader when you see emergency beacons your heart always misses a beat. Is it one of ours? Is it an accident scene? Quickly it became clear it was a police pick up and there were two GSs stopped on the side of the road. This is better than many alternatives but can always be tricky. One bike was stopped 10m back with the other bike and rider talking to the officers. I stopped next to the bike further back and asked Mark what was going on.

They had been stopped for speeding but, while they admit they probably were, there is no evidence.

No radar gun and the old pick-up would no more have had a ‘calibrado velocímetro’ than a DVD player and heated seats. They had been there for 15 minutes already, with Gary, the retired copper, very civilly arguing his case. The policeman was pointing, pointedly at the page in his little book showing the offence and the fine. “No no,” countered Gary, taking the book off the policeman and flicking through to a random offence worth about $2. “This is what we did.”

He has almost no Spanish and could have been pointing at jay walking for all he knew. The policeman snatched the book back and went back to the page he started at. This went on for another 10 minutes. It was 70 Motorcycle Sport & Leisure – established 1962

Several of our tour leaders are former police officers. Mainly traffic, but some in other disciplines...

Who is Millington?

Richard Millington has been riding for more than 30 years, touring for more than 25, and has never looked back.

He’s the founder of Motorrad Tours, and has ridden on five continents, guiding motorcycle tours in Europe, Africa, North and South America and Asia. www. motorrad-tours.com offers a wide range of adventures, with something for every rider...

all very courteous but the policeman was getting more and more frustrated. As onlookers we realised this was a dangerous game to play and were keeping well out of it, until… The policeman threw the book through the window of his truck and dismissively waved Gary just to go. Gary, full of apology, now dug in his top box and pulled out two Snickers bars and gave one to each of the policemen, thanked them, shook their hands and off he went! Half an hour arguing and eventually surrendering two Snickers for what was probably a $20 fine, for which he was probably guilty. Even the police were smiling as we rode away.

In Vietnam, you are supposed to always be with the official guide when travelling although they are pretty relaxed about it, until you get stopped for speeding.

Then of course the rule book comes out. It is a country where the police have great powers and the locals seem to be afraid of them. However they do not know how to deal with mature foreign tourists. Fortunately one of the policemen had some English and Len, the rider, managed to communicate that the official guide, who would be snoozing in the support vehicle as it trundled down the road somewhere, had got lost and would be along, at some point, soon-ish, probably.

“You must wait for the guide,” was the message, seemingly with the inference that when the guide arrived both the rider and guide would be severely dealt with. So Len, Pam and Ian who was riding with them set up camp at the police stop. They got out cold drinks and snacks and laid back to wait in the sun.

“How long will the guide be?” “Maybe another hour or so?” It is a waiting game and now the police are stuck. They cannot leave this roadside stop until the guide arrives. The only alternative is to arrest three foreign tourists for a minor traffic offence which seems like overkill and could be very troublesome.

After another 10 minutes with no guide and they were all told to go about their business and strictly not to speed in Vietnam again. Courtesy goes a long way, but sometimes so does playing the long game.

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www.mslmagazine.co.uk 71

MOTO GYMKHANA

MSL does MOTO

GYMKHANA Getting to grips with the Japanese dark art of Moto Gymkhana.

A

WORDS: Ross Mowbray PHOTOGRAPHY: Gary ‘Dumbledore’ Chapman

t Motorcycle Sport & Leisure, we’re always looking for something new and different to get our teeth stuck into. And while poring over videos of small Japanese men tearing through a pre-set course of multi-coloured cones on motorcycles twice their size, we couldn’t believe the level of skills and close quarters control on display.

It caused our jaws to drop - and we knew we had to give Moto Gymkhana a go.

It’s a high-energy technical motorcycle sport that doesn’t take itself too seriously. It’s all about skill, accurate control, bursts of speed and ruthless braking to navigate a pre-designed course in the shortest amount of time, with the least number of errors.

All that you need to take part is a willingness to improve and learn, along with your licence and a road legal motorcycle – and from there you’ll be able to improve your throttle control, steering and braking, and push your skills in ways you probably never thought possible on a motorcycle. And best of all, it’s an open displacement competition – which means you

can take part on any machine you like, providing it’s road legal – and is all about a rider’s ability, rather than about how much (or little) horsepower a particular bike kicks out.

On the day you’ll rock up, grab a coffee, say hello, meet the organisers, sign on, grab a numbered bib and listen to the riders’ briefing.

From there you’ll be given a course map, and will be partnered up with another experienced rider or a course marshal, who will be on hand to assist you and help you learn the course.

When your number is called, you’ll head across to a short warm up course (typically a figure of eight) to get you ready for your run. You’ll then be called to the start box by the marshal, and told “When you’re ready, in your own time.” Then it’s over to you – you’ll get two attacks to set your best time around the pre-set course, hopefully without any penalties (from touching a pylon to missing a jink line or dabbing your foot down).

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MOTO GYMKHANA As soon as your front wheel breaks the beam the clock is ticking, and it won’t stop until you make it back to the finish box. Simple. Well, in theory – providing you can remember which way the course goes and what the coloured cones mean.

So, now you know what Moto Gymkhana is and how it works, we’re going to be delving deeper into the specifics of the sport. We’ve spent some time with Andrew Freeman, boss man at the Moto Gymkhana Association – who’s been showing us the ropes; explaining what the different coloured pylons (cones) mean, how a competition course works, teaching us a few moves.

If you’ve seen any Moto Gymkhana before, you’ll see some big lean angles on display. And while being able to bank the bike over at low speed is a key part of Gymkhana, it’s more important that you’re up to speed with your throttle control, clutch control and braking, using both front and rear.

Our bike

We’ve got our hands on a budget Bandit 600S for less than a grand. At the minute, we’ve left it as standard, but we’re looking to make a handful of changes to make it competition ready. Nothing too wild – but we’re planning to tweak the front forks, firm up the rear brake, shed a little weight where possible, and maybe stick some wide bars on it too.

Of course, it needed a little bit of work to get it running sweet. So our resident spanner-man Rob Bean gave the little Bandit a once over and made sure everything was in good working order ahead of our training days with Andrew.

ROB BEAN Our resident mechanic

Rob’s very handy with a set of spanners.

From building bad-ass endurance racers from the ground up in his shed to fettling fuel systems and cleaning carbs – if you’re based in Lincolnshire, and you’re looking for someone to sort your trivial twowheeled problems, Rob’s your man.

GET IN TOUCH: 07825 267668

MOTO GYMKHANA TOP TIPS

Staying in control is vital. Lock your legs onto the bike and squeeze the tank with your legs. Don’t tense up.

Relax your arms, keep your elbows in and make sure your movements are smooth.

Positioning is key too. You need to sit forward on the seat, and as you turn, tilt your torso from your hips since your body weight and position will make a massive difference at low speed. Also, make sure you look into turns – the bike will follow.

Oh, and don’t be afraid of the rear brake. It’ll help you bring your turns in tighter. The bike wants to turn – so let it. Once you’ve tipped in, the bike will follow the arc of the turn, don’t fight it, just use throttle and brake to keep it under control.

Moto Gymkhana courses are created using a number of set pieces. There are slaloms, figure-ofeights, full rotations, 180º turns and jinks which are linked together to create a full course.

The real trick is working out which way to go around this maze of manoeuvres. Admittedly, the colour of the cone does let you know which direction you need to pass. If it’s red, you pass on the right, if it’s blue, you pass on the left.

But, some sections can be completed in any number of ways, so it’s imperative that you learn the course in detail right at the start of the day – because if you get it wrong, and fail to correct yourself, you won’t post a time. Which is not good.

WHAT’S TO COME?

So, now you know what Moto Gymkhana is, how it works and have an idea of some of the techniques to employ out on the track – it’s about time for us to give it a go. In the next issue of Motorcycle Sport & Leisure, we’re going to be heading to Donington Park to get stuck into some competition. Wish us luck.

The history of Moto Gymkhana

Moto Gymkhana combines ‘Moto’ – shorthand for motorbike, with ‘Gymkhana’ an event consisting of speed pattern racing and timed games for riders, traditionally on horseback. In fact, its origin can be linked to the term ‘O-Mok-See’, which is thought to have originated from the Native American Blackfeet tribe, who used it to describe a particular style of riding horses.

Admittedly, Moto Gymkhana is a relatively new phenomenon in the UK and Europe, but it first started in Japan over 40 years ago, with motorcyclists with limited budgets getting together to enjoy informal and fun competitions between themselves on non-dedicated racetracks – before dealers and manufacturers caught on to the idea, and began holding competitions to advertise and promote their products. But since then, it’s done a full circle and moved from manufacturer/ dealer led, back to rider led events open to any make of motorcycle.

74 Motorcycle Sport & Leisure – established 1962

FOR MORE INFORMATION, VISIT:

www.motogymkhana.org

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TOURING & ADVENTURE

Places to visit

Th T he His H story y Boy B oy y ALFRED EARNEST Age 11¾

History Boy recommends:

EBEN EMAEL

MSL has hired a trainspotting schoolboy to give us some destination ideas for this year’s roadtrips. Wise beyond his years, Alfred won the History Prize at St Cuthbert’s-inthe-Marsh in both the fifth year and the lower fourths, so his expertise is to be taken seriously.

He’s still restricted to his bicycle but looks forward to hearing back from readers who have taken heed of his recommendations of biking destinations.

You can reach him at msleditor@mortons. co.uk

Eben Emael is a forgettable village in south east Belgium. This place is classic ‘History Boy’ material because when you arrive, it’s not obvious what took place there, but what happened was unbelievable.

WORDS: The History Boy PHOTOS: Anton Raath

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mile from the village is the gigantic Eben Emael Fortress; a warren of deep tunnels, concrete embrasures and mystery, almost entirely underground but in the 1930s, the lynchpin of Belgium’s national defence.

The Belgians had two immense water obstacles thwarting any thrust from the east, the Albert Canal (amongst Europe’s widest navigations) and the Meuse.

In an era soon to be characterised by agile armoured assaults, massive water obstacles were gold dust to the defender. This was a time before high speed temporary bridging kits (like the MGB used by our Royal Engineers) and so defensive plans in this area hinged initially on blowing all bridges and then bombarding the stranded Wehrmacht while it was on the ‘far’ bank.

That’s where Eben Emael came in. It was a single location where heavy artillery could be concentrated, centrally garrisoned and resupplied but crucially, within range of a substantial folio of key obstacles.

What’s more, the Belgians, as the defenders, had all the time in the world.

In peacetime, endless ‘ranging’ exercises were held so the gunners, despite being ‘blind’, would simply consult the range card, adjust their weapon’s settings and lay fire onto a pre-determined target. With careful dry training, they accrued pinpoint accuracy.

Armoured and infantry unit colleagues ascertained all the best locations (likely and surprise) that any invader might use for transit, rest areas, hides etc. and all these locations were duly shelled in 1938 and 1939 so that the fire, when any conflict actually kicked off, would fall in exactly the right place.

Seriously, in 1940, with a complement of 1300 troops, totally self-contained and autonomous (water and air supply ‘off-grid’) Eben Emael was almost certainly the most advanced static fortification in the world and you-know-who knew it.

You see, I’m only 11 but even I know that all these concrete behemoths had a massive Achilles heel.

Well, two actually; 1) The attacker knew they were there, and 2) They were designed to resist only EXISTING threats. Today, we might say they weren’t ‘future proof ’ and that, oh reader, is one hell of an Achilles heel.

Eben Emael gun position.

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While the Belgian artillery practiced, in 1939 a small research lab in Gütersloh was intensively busy.

The inventor’s group of Cranz, Schardin, and Thomanek had developed a high explosive format that was inordinately powerful for its mass.

A ‘shaped charge’ (a literal translation from the original German hohlladung) but back then, it was cutting edge. They determined that a certain shape of casing could help generate what was essentially a ‘blob’ of extraordinarily high temperature matter that could actually melt a path through solid steel and even more incredibly, concrete.

In a hush hush document the Führer himself was told of this ‘miracle’ weapon which even more startlingly, had a variant that was man-portable.

First piece in place.

Reel back a few years and even a casual observer would have noticed that Europe was in something of a craze surrounding Gliders. Fledgling Nazi Germany, tentatively pussy-footing around the strict terms of the Versailles treaty, was forbidden an air force but Gliders were exempt. Fatso Goering was quick to invest in this genre and squadrons of pilots cut their teeth in this period. By 1938 there were loads of first-rate German pilots and a robust glider developed, the DFS 230. Second piece in place.

A special unit of paratroopers was formed to conduct research and prepare specifically for a glider attack on Eben Emael and was given the codename: Granite. Third piece in place.

Rehearsals needed real bunkers and so the paratroopers moved to the Czech border. Why? Because the Czech version of the Maginot line, after the 1938 Munich Agreement, had been taken with barely a shot being fired. It remained intact and the paratroopers busied themselves blasting holes in the steel cupolas of the bunkers, eagerly feeding back to the boffins at Gütersloh. In conjunction, with ordnance R&D, the shock troops practised endless night-time glider landings.

On the night of May 10, 1940, Granite force was go!

Eleven gliders carrying a mere 89 men were airborne.

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ABOVE: The fortress was made of extremely thick concrete and would have been very hard to defeat by conventional means.

INSET: The damage left behind by a shaped charge. Impressively confined.

BELOW: The flimsylooking DFS 230 glider was crucial to the Germans’ success.

They followed a 30km chain of bonfires that had been lit across the Rhine-Westphalia province. Evenly spaced at 5km intervals, they ran arrow-straight on a bearing, to Eben Emael. The last fire, just inside the German border on the outskirts of Aachen, was known to be exactly 33km from the fortress.

Just after midnight, the gliders landed in carefully rehearsed positions many hundreds of meters apart.

This is where the vastness of the buried fortress played into the attacker’s hands, by essentially having a basically level, grassy ‘roof ’, that was well over 100 acres in area. There were a handful of local defence machine gun turrets but no-one on the Belgian staff had anticipated a glider landing so the roof was devoid of stakes, mines and other anti-airborne defences!

Worse still, the fort was girdled by colossal anti-tank and anti-infantry trenches which were heavily covered by fire but Granite had negated them at a stroke!

The team methodically blasted through the steel domes of the light artillery, and using massive long sticks to put charges into the barrels of the heavy guns in their concrete embrasures. To complete the terror the squads were equipped with flame-throwers that neutralised what few look out points there were.

The Belgian defenders were simply not ready for this kind of assault and soon the fortress’ tunnels were filled with smoke. Incredibly, the garrison wasn’t at full strength, half the troops being billeted in the villages nearby, waiting for a general order to mobilise.

With surprise, determination and revolutionary thinking, force Granite prevailed. Within 16 days Belgium’s King Leopold had surrendered and the rest, is history.

Get your bike, get your passport, get out there. Get up close and you can see that the massive blast holes from Granite’s shaped charges are still there…

RIDING THE

LONG O G WHITE CLOUD Zoe Cano is famous for her various solo-riding travels documented in her excellent books. This time, she’s riding the length and breadth of New Zealand, and MSL readers get the first taste of her adventures even before the new book is out.

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or the past 30 days I’ve intrepidly toured solo through the North Island of New Zealand, and already covered 3600km across eclectic riding countryside with its extreme weather from sweltering heat to freezing dangerous cyclones sweeping across the country. Now I’m crossing over to the South Island for four more weeks of riding adventures on my Triumph 900cc Bonneville.

DAY 31 – FERRY FROM WELLINGTON TO PICTON – A 30KM RIDE TO RAPAURA

The ferry, packed with a couple of hundred bikers all heading for the famous Burt Munro Challenge in Invercargill, arrived at Picton in the late afternoon.

We all rode off heading for the furthest southern tip of the island where the races would take place. But feeling mightily thirsty, I rode along the Classic New Zealand Wine Trail on Route 1 into nearby Marlborough wine country for a vineyard stop-over.

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DAY 32 – BLENHEIM TO WAIPARA; 264KM

The South Island has a calmer and slower pace with just a fraction of the population living there. Riding through the vineyards at dawn with the red skies was a pure delight. Again I was following the Pacific coast on Highway 1. The weather had cleared but the wind was still treacherous. The massive, fast trucks racing past me didn’t help! Just an hour north of Christchurch I decide to stop at Waipara, which is a wonderful small community with a campsite with authentic old passenger train carriages you can stay in.

So that was me sorted. Puff-puff!

DAY 33 – WAIPARA TO LAKE TEKAPO; 311KM

There was no respite with the heavy, cold rain so I had no choice but to set off just after sunrise to race to Swannanoa just outside Christchurch to get the bike checked over before the next month on the road.

PART TWO NZ: The So Island

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TOURING & ADVENTURE WORDS & PICTURES: Zoe Cano

ABOVE: The T100 looks Bonnie outside Waipara Gardens. Handy if you need to stock up on ‘Vegez’. And it’s open.

BELOW: When panniers alone aren’t enough.

Trailer time at The Oasis.

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I headed off again, well off Highway 1, heading inland through Mayfield and the quaint town of Geraldine before Route 79 took me through vast merino wool land, up through the ever widening valleys and snow-capped peaked landscapes on the Starlight Highway to the aquamarine blue Lake Tekapo famous for the Church of the Good Shepherd and unadulterated views of the Milky Way at night!

ABOVE: Sweet bridge.

Blues water.

DAY 35 – KAKANUI TO INVERCARGILL; 343KM

DAY 34 – LAKE TEKAPO TO KAKANUI; 225KM

A spectacular ride on the remote Route 8 west took me through the High Country with the ever bigger majestic mountains on either side of the vast plains.

The roads now were fantastic, smooth and a lot quieter with perfect uninterrupted sunny weather. Then it was south at Omarama, after a hearty breakfast at one of

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the roadside cafes, and down along Route 83 through fertile agricultural lands to Oamaru – known for its Victorian architecture and penguins that come onto the town’s shores.

BELOW: Pit-stops in decent weather negate the need to squeeze into an already busy garage.

I started out on the small roads, hugging the coast with their miles and miles of untouched beaches, then swept south through wild countryside which ultimately turned into something very similar to the Highlands of Scotland when I approached the city of Dunedin. Getting off the main highway 1, I rode down the famous Route 92 which with a lot less traffic was a dream. There was plenty to stop and see including the Moeraki Beach Boulders and the quirky Lost Gypsy Gallery in Papatowai. The day ended on a high, as I attended the drag racing event at the Invercargill Racetrack with thousands of others that evening.

So for the next few days in Invercargill, events were packed back to back from Beach Races, Speedway Racing and the Street Races through the city.

The bars were also jammed!

TOURING & ADVENTURE

LEFT: Middle Earth’s a Triumph’s dream.

DAY 39 – INVERCARGILL TO TE ANAU; 184KM

After an incredible four days at the Burt Munro Races (a future article in MSL will cover this unique event) I’d pretty much reached the furthest southern part of New Zealand and would now be navigating my way up and along the Western coast. Today I was venturing into Fiordland (yes that’s the correct spelling!), famous primarily for two key fjords you can travel and boat out onto: Milford Sound and the lesser known and more difficult to access Doubtful Sound.

My destination was Te Anau located on the pretty Lake of the same name, which I would use as a base for the next few days.

DAY 40 – MILFORD SOUND

For the next few days I decided I needed to relax somewhat. Today someone else did the driving through 95 kilometres of spectacular landscapes of Fiordland together with a small group of fellow adventurers where we would then kayak down and through the incredible natural wonder of Milford Sound, the massive fjord. On arrival, we were suitably waterproof attired and dropped off by boat at dawn in double kayaks to paddle the 13km back to shore, experiencing natural glacial waterfalls plummeting down the mountainside cliffs and even getting to kayak under them!

DAY 41 – DOUBTFUL SOUND

This was without a doubt, the most incredible experience so far! I was looking for something a little bit ‘off the radar’ if that’s still possible in New Zealand.

Cook spotted Doubtful Sound in 1770 but he didn’t enter as he was ‘doubtful’ of his ability to sail back out of the steep-walled fjord. But today I jumped onto a great package trip where we sailed out from Manapouri Lake, just 20km from Te Anau, to its other side where the southern hemisphere’s largest hydroelectric scheme operates. After another 40 minutes in a bus winding ever further through the remote tropical forests we looked down thousands of feet to the spectacular and isolated Doubtful Sound. On our small boat, we’d encounter dolphins, seals and spectacular waterfalls plummeting down from the enormous waterside cliffs. Due to its isolation and zero access by road, you really do feel that you have this magical place to yourself!

DAY 42 – THE LAST DAY OF REST

This was the last day of rest, well, besides undertaking a 13km tramp, as they call it here, through part of the famous Kepler Hiking Track just outside Te Anui. A place I was privileged to still see protected virgin forests that have never been cut down and isolated beaches. Later in the day it was also time to check the bike over and get ready for an early start. www.mslmagazine.co.uk 83

DAY 43 – TE ANAU TO GLENORCHY; 217KM

Today I rode for a couple of hours through flat countryside which was quite a shock to the system from all those curving, mountainous roads I’d been riding so recently and throughout the country.

But it was here, passing the adventure capital of Queenstown, that I got to ride one of the most iconic routes in New Zealand – 40km of beautiful winding coastal roads hugging Lake Wakatipu to the quiet settlement of Glenorchy at the head of the lake.

This beautiful place, surrounded by massive mountains, is famous as a base used by film crews from all over the world including The Hobbit and The Lord of The Rings for the spectacular unique scenery and jaw-dropping vistas. Over the next few days, I got the privilege of visiting the private farmland and valley of Paradise just another 30km further north and even further into the remote wilderness.

be honest something I wasn’t looking forward to. By mid-afternoon a large number of the country’s roads, airports and schools had already been forced to close in anticipation of the hit! The rain started to pelt down, the temperatures dropped to freezing cold and I was glad I was staying at the isolated Cardrona Hotel high up in the mountains with a burning log fire and hot toddies to keep us all warm and safe.

DAY 48 – CARDRONA TO WANAKA; 25KM

DAY 47 – GLENORCHY TO CARDRONA; 75KM

The previous day it had been confirmed that yet another cyclone, this time Cyclone Gita which had just devastated the Pacific Islands, was coming in later today and the South Island would be hit the worst.

Weather patterns had been bizarrely changing and it was the first time that cyclones were reaching as far as the South Island. People were getting worried and my priority was to leave as early as possible before the incoming heavy rain and extreme winds hit, as I’d be riding back through Queenstown through the treacherous mountainous winding roads along Lake Wakatipu, then climbing even higher to more than 1000ft through the Crown Range. Although a short distance, this was going to be a challenging ride and to

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BELOW: Straight roads lead to the promised, mountain-land.

I decided I would not risk my last week of the trip unnecessarily riding up onto the north coast. So I needed to work out a plan to find a new place to stay.

With no room in Cardrona I rode through the rain to Wanaka and pitched up at the only accommodation I could find, a hostel in the centre of town.

Make sure to book your accommodation well in advance as it’s becoming more limited with the increasing tourist numbers coming to New Zealand in the summer. I’d heard stories of fellow travellers who hadn’t booked in advance and ended up sleeping in their cars or even sleeping in doorways in the towns.

With the current cyclone almost gone, I still needed to find accommodation in Wanaka before setting off on the new route but found it impossible. I took the extreme measure of desperately knocking on the door of an old lady pleading for a room for a night.

She couldn’t have been more welcoming, gladly offered me a very comfortable room, admitted she liked company and even offered me a beer!

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DAY 49 – WANAKA TO OAMARU; 229KM

So the plan was with the new route to head south, take advantage of the better weather and take time to get under the skin of a few places I’d missed spending time at. So I set off, crossing the spectacular Lindis Pass on Route 8 across the Highlands, praying for better drier and warmer weather.

I reached Oamaru without mishap in the early afternoon and planned to stay put for a few days. This is a beautiful, unspoilt Victorian town steeped in history and known as the penguin capital of New Zealand with two sorts living near the town; Yellow Eyed Penguins of Bushey Beach which is just a five minute ride out of town and the cute Little Blue Penguins which can be seen at Oamaru Harbour.

Incredibly I managed to see both!

DAY 53 – OAMARU TO AKAROA; 299KM

After a great few days, I set off again hugging the coastline northwards, over the broad Waitaki River and straight through the flat Canterbury Plain getting closer to Christchurch and encounteringg more and more traffic including those massive articulated lorries and even what I’d continuallyy seen across the rest of the country – the giant wood logging vehicles carrying their piles of newly chopped trees.

But I wasn’t going to Christchurch immediateely.

I was heading off onto the famous route 75 thatt winds around the old volcanic coastline of Banks Peniinsula

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to Akaroa. And what a wonderful heart-stopping ride through lush countryside, along Lake Ellesmere, then sweeping up and around the hills to the little ex-French colony township of Akaroa. Even the street names are French!

And here, I spent a few days brushing up on my French, going out on a sail boat to see even more dolphins and catching up on some good food.

DAY 57 – AKAROA TO CHRISTCHURCH; 56KM

More information on Zoe’s travels and books can be found at: www.zoecano.com

From here on your way back through the peninsula, you can ultimately take another route and ride the curving and challenging hilltop ride behind Akaroa through to Diamond Harbour if you want a real adrenalin rush.

The ride back on this sunny morning, to Christchurch where I’d be spending my last few days as a ‘normal tourist’ taking in the delights of the city including the beautiful botanical gardens and city museum ms, was a pure delight. The sun was shining and inccredibly there was very little traffic to annoy me and thee bike. But again, I had made sure to leave early.

Un nbelievably this two-month escapade through New N Zealand was almost over. And what an adventure! a The weather I’d experienced had been unimaginable – from extreme cyclone storms to the mo ost beautiful tropical sunshine paradise. And that’s what w I guess New Zealand is all about. A small countryy with the most eclectic landscapes anywhere with th he same changes in weather as you travel around. around So make sure to take clothes for all seasons!

This is certainly not a place for the faint hearted and it certainly throws up some challenges.

In all I completed just over 6000km and felt pretty proud about not incurring any major accidents or mishaps besides the weather which was out of my control. The outfit, South Pacific Motorcycle Tours based close to Christchurch, where I rented the Bonneville did well in providing useful weather forecasts when the three cyclones were due in over the country and even sent me an off-duty fireman to charge the flat battery when I was in Oamaru. Only in New Zealand! The hospitality was always welcoming and the people kind and generous when asking for advice. Hopefully this has whetted some appetites for a new riding adventure and challenge. And yes, if you are wondering, I have already started writing my next travel book (which will be entitled Hellbent for Paradise!), about this unique adventure and amazing part of the world! Happy travels wherever you go!

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TOURING & ADVENTURE

Featured Event

The Hunter’s Heaven WHAT: ’Normous Newark Autojumble WHERE: Newark Showground, Winthorpe, Coddington, Newark NG24 2NY WHEN: June 3, 2018. Early bird admission from 8am, standard admission from 10am HOW MUCH: £7 per adult, children under 12 get in for free. You can bring your dog, too (make sure they are on a lead).

Spanning over ten separate Sundays throughout the year, ’Normous Newark Autojumble is hailed as the go-to event for all things car and motorbike related.

Showgoers can revel in the vast array of parts, restoration services and related products for all things automotive.

If you want a bit for a bike then you’re very likely to find it at ’Normous. If you’re looking for a project to see you through the coming winter (it’s not that far away, folks) then ’Normous will have that too.

Each ‘Normous Newark Autojumble sees Newark Showground filled with hundreds of inside and outside trade plots, as well as a classic car and bike display area. On site catering units are available as well as an inside cafeteria.

Run by a friendly and experienced team of event staff from Mortons Media, each ’Normous Newark Autojumble attracts a large number of visitors from across the UK in search of the great finds and bargains on offer.

Newark Showground is just off the A1/A46 and A17 junction and has easy access from Newark, Lincoln and Nottingham. Early bird admission (from 8am) is £10 per person with standard admission (from 10am) at just £7 per person with under 12s being able to attend for free. Free trade newspapers are available for guests at the visitor gate, with friendly dogs welcomed as long as they are on a lead.

Event boss Nick Mowbray said: “We are extremely excited for the next ’Normous, it’s always guaranteed to be a great day out and we look forward to seeing faces old and new.”

Tell T ll us about b t your eventt

For the chance to be featured in MSL, email us at jclements@mortons.co.uk

EVENTS JUNE 2

Japanese Bike Day. Sammy Miller Museum. www.sammymiller.co.uk 2 Classic Motorcycle Show.

Halls Green, Weston, Herts SG4 8DP. Tel 07963 609143.

2 West Country Autojumble.

New Cattle Market, Driffield Road, Cirencester GL7 5QA. Tel Paul Powell 07831 421455.

2-3 The Classic Car Spectacular Car Show.

Tatton Park, Knutsford, Cheshire WA16 6QN. cheshireautopromotions.co.uk.

Tel 01507 529529.

2-3 Shetland Classic Motor Show and Tours.

Further details at shetlandclassicmotorshow.co.uk 2-3 Coventry Motofest.

15 Queens, Coventry, West Midlands CV1 3DE. coventrymotofest.com.

Email lee@coventrymotofest.com 3 Wells Classic Motorcycle Club ‘Tortoise & Hare Run’.

Wells, Somerset.

3 LE Velo Lancs & S Lakes.

Windermere, west of lake.

Tel 01772 782516.

3 ’Normous Newark Autojumble.

The Showground, Drove Lane, Winthorpe, Newark, Notts NG24 2NY. www.newarkautojumble.co.uk.

Tel 01507 529529.

3 The British Two-Stroke Club (Leicester section).

The John Lee Memorial Run. The Lady Jane, Coalville, Leics.

Tel Eric Hathaway 0116 275 0532.

3 Kenley Autojumble.

The Portcullis Club, Kenley Airfield, Victor Beamish Avenue, Caterham, Surrey CR3 5FX. Tel 07772 169524 or 07971 823314. www.facebook. com/KenleyAutojumble 3 Mad Sunday in aid of SERV. Ace Cafe, Ace Corner, North Circular Road, Stonebridge, London, NW10 7UD. london.acecafe.com 3 MotoGP – Round 6. Gran Premio d’Italia Oakley. www.motogp.com 6 Lincoln Bike Fest.

Brayford Waterfront, Lincoln LN1 1XW. Email Richard@pennells.co.uk Tel 07899 994341.

8-10 Lion Rally.

Gravelly Bridge Farm, Grazeley Green Road, Grazeley, Reading, Berkshire,

RG7 1LG. www.lionrally.com.

Email info@lionrally.com 8-10 Touching the Cloth 4 NABD Bike & Trike Rally.

Frettenham Village Hall, Church Road, Frettenham, Norfolk NR12 7NN. Email touchingthecloth4nabd@live.co.uk.

Tel 01692 402740 or 07786 773019.

8-10 The UK Summer Motorhome & Caravan Show.

Kent County Showground, Detling, Maidstone ME14 3JF. motorhomeandcaravanshows.co.uk.

Tel 01507 529529.

8-10 World Superbikes – Round 7.

Czech Round. www.worldsbk.com 9 Daventry Motorcycle Festival.

Daventry town centre, Market Square and High Street, Daventry, Northants NN11 4HT. www.daventrybikefest.co.uk Email info@daventrybikefest.co.uk.

Tel 07817 312718.

10 The North East Classic Motorcycle & Car Show.

Hardwick Hall Hotel, Sedgefield, Co. Durham TS21 2EH. Tel 01484 667776. www.classicshows.org 10 Sunbeam MCC Rose of the Shires.

Stoke Bruerne, Northants.

Tel Andrew Leslie 07599 291787.

Email ajdleslie@gmail.com 10 Triumph Bike Day. Ace Cafe, Ace Corner, North Circular Road, Stonebridge, London NW10 7UD. london.acecafe.com 10 Bikefest.

Knockhill Racing Circuit, Fife. www.knockhill.com 14 LE Velo Lancs & S Lakes.

Bridge Cafe Wray. Tel 01772 782516.

14-17 HUBBUK 2018.

Baskerville Hall, Wales. horizonsunlimited.com/events/ hubbuk-2018#preregistration 15-16 The Old Goats Grumble 4.

Sycamore Farm, Heavygate Lane, Shottle, Belper, Derbyshire DE56 2DS. Email league.of.zeal.mcc@ gmail.com. Tel 07786 065341.

15-17 British Superbikes – Round 4.

Snetterton 300. www.britishsuperbike.com

RIDE MORE

Spend less and ride more with a subscription

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Please email your event details to jclements@mortons.co.uk www.mslmagazine.co.uk 89

BE SMART

Coming classic: Ducati Monster

PART

THREE

The Ducati Monster started out as a styling exercise in late 1992 and was then put in to production in 1993. It caused a stir with its dramatic good looks which set it apart from Japanese offerings at the time. Yes, the Ducati Monster has turned 25 this year…

WORDS: Bertie Simmonds PHOTOS: Mortons Archive

U

p until the early 1990s, Ducati had a reputation for building expensive, excellent handling (and sometimes temperamental) sports bikes. All this changed in 1993 when the management at Ducati decided to build a bike that reflected their heritage but wasn’t a full-on sports bike and as such would not be as intimidating to ride. It was intended to appeal to a wider audience. Apparently the bike that became the Monster was inspired by designer Miguel Galluzzi’s own stripped-down and naked 888 that he commuted to the Bologna factory on. Either way, looking back now, you could argue that sales of the Monster, not the 916, saved Ducati…

The first model to be released was the M900 Monster followed by the M600 in 1994 and the M750 released in 1996 (there was also a 400 for the Italian and Japanese markets). The Monster M900 featured the engine from the 900SS although the gearing was lowered to work in conjunction with the bike’s lack of fairing and the frame and steering geometry taken from the 888 sportsbike to give it sharp handling.

The 600 version appealed to people who had just passed their

test and also people of smaller stature due its low seat height, low weight and unintimidating motor: 54bhp. Big horsepower was never the goal with the 900 Monster as it only pushed out around 80bhp.

What it did do was give people a cheap way into the Ducati family a little like the 883 Sportster was to HarleyDavidson. Like Harley, Ducati capitalised on the bike’s growing following with a catalogue of factory extras ranging from Marchesini wheels to carbon fibre accessories and even paddock stands. It soon had kudos all of its own with Barry

Who’s Berrtie Simmonds?

Bert is editor of M MSL’s sister title Classic Motorcycle Mech hanics. Since taking over in 2013, he’s been k keeping an eye on the movers and shakers of th he coming classic scene, so we’ve asked him to tell us what’s a dead cert and what we sh hould be tucking away in the garage for the e future!

The world’s best place for superbikes from the 1970s, 80s & 90s

www.classicmechanics.com 90 Motorcycle Sport & Leisure – established 1962

Sheene even describing it as iconic as he rode/owned an early model, later inspiring his own tribute Monster a few years after his passing in 2003.

Build quality is a bit hit and miss on the early Monsters but as with most Ducatis they’re usually looked after by doting owners who don’t skimp on maintenance, which is a good job really as these need servicing as per the schedule. Our advice is to buy a bike with a good history which has had regular belt changes and valve checks as it will be worth it in the long run, maintained correctly big mileages are easily achievable on these air-cooled motors.

With the 25th anniversary this year prices have been stiffening up. A few years back a nice enough M900 would start at around £1500, now you’re looking at a figure approaching double that. The smaller capacity machines demand less money but have their own allure. The 750 Monster is rare, but the 600 tiddlers can start as low as £1500 for a nice one.

With Monsters in production since 1993, there is a bike out there for you, if you look hard.

Specification DUCATI MONSTER M900 Years available: 1993-2000 Major changes: Moved to grey finish cam-covers in late 1994 and gold frame/wheels, Showa forks in 1997, new ‘DUCATI’ logo in Oct 1998.

Price new: £6200 at launch Values now: £2500-£4000

Verdict

A great way into Ducati ownership without (great) discomfort or a second mortgage!

FOR: Timeless styling, character, value (for a Ducati!)

AGAINST: Early ones poor engine finish/build quality, steering lock!

LONG-TERM REVIEW

Test fleet: Kawazaki Z900RS Bertie Simmonds gives us his first aesthetic impressions of the new Kawasaki Z900RS: does it spin his crank?

M

y slightly flared Red Route armoured denim jeans are snapping in the 70mph airflow, which just seems so right. I’m looking down at the best tank design ever and all is good with the world.

I’m not doing 100mph. I’m not scraping the foot-pegs. I’m not wearing full leathers. I’m not travelling to Timbuktu. I’m not carrying the kitchen sink. I’m not being a hero. I’m just riding a very attractive motorcycle and I’m having a hell lot of fun. This is motorcycling pared back to the good old days. This is what it is all about.

The motorcycle I’m having fun on is the Kawasaki Z900RS. I believe I’ve been chosen to ride this machine during part of

2018 because of what I do for a living. I run MSL’s sister-title Classic Motorcycle Mechanics.

This is a magazine which looks at bikes from (mainly) Japan which are more than 15 years old. We have a set of ‘core classics’ which include the likes of the Honda CB family, Suzuki’s Katana and GSX/ GSX-R range, Yamaha’s RDs/ LCs and Powervalves and of course the original big Zed Kawasakis, including the original Z1 from 1972/73 upon which the Z900RS is based in looks, if nothing else.

So, does it cut the aesthetic mustard? In a word: yes. Away from the lights of Motorcycle LIVE! in the dank half-light of a morning in the East Midlands and it looks simply stunning.

The attention to detail on the

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clocks alone is impressive.

Apparently they share the exact type-face/font of the original Z1 clocks and a centre-boss style on the needles. The clocks are pleasingly given a dash of

modernity thanks to the useful LCD centre display which has all the modes you could wish for, including current/average mpg, two trips and range left in the 17-litre tank.

LONG-TERM REVIEW

Oh and that tank. This is where we came in. The quality of paintwork on this tank – and the side-panels – you feel you could dive into: it’s that deep and lustrous. This is the Candytone Brown/Orange version – akin to the original and best ‘Jaffa’ colour for the first Z1s and it’s simply stunning and set off perfectly with those chunky badges: no decals of painted logos here thank you… I say this: take a bow, Z900RS stylist Norikazu Matsamura. Apparently he is a Z1 fanatic, owning a Z750RS which is a Japanese market version of the 1976 Z900.

Of course it’s not all faithful to the original. Some people (including me) would prefer a twin-shock layout rather than the horizontal back-link single shock; others bemoan the ultra-modern inverted forks with Monoblock brake calipers, or the lack of a 4-into-2-into-4 pipe, while some shake their heads at the lack of spoked wheels or that modern LED headlight.

To be honest, I can live with all of those things, but – once more on a modern roadster costing more than £10k – where’s the rest of it?

Like the rear end? The trademark duck tail and pillion seat needs to be bigger.

Recalling the Zeds of Yore, I remember my uncle turning up with a range of gorgeous early-1980s ladies on the back of his Z1000J: it’s why I got into motorcycling. The thing is – as seems to be the case with many modern machines – there’s not much of an arse-end to the Z900RS, which makes that tank seem even more bulbous.

But – whatever – okay, for me the Z900RS will be for solo missions only: so let’s bring on the summer…

THIS MONTH Rider: Bertie Simmonds Cost new: £10,949 Spec: 110bhp/73lb-ft Kerb weight: 215kg Tank: 17 litres (3.7 UK gallons) Seat: 835mm Miles this month: 75 Miles on clock: 86 Average mpg: 48.1mpg Current tyres: Dunlop GPR-300 Sportsmax Modifications: This is the ‘Performance’ so you’ve got that Akrapovic end can as part of the price.

Total value of mods: £0

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LONG-TERM REVIEW THIS MONTH Rider: Paul Fincham Cost new: £5999 Spec: 32.8bhp/26.5lb-ft Kerb weight: 210kg Tank: 13 litres Seat: 800mm Miles this month: 412 Miles on the clock: 3011 Average mpg: 58.2 Current tyres: Michelin City Grip Modifications: High screen, comfort seat, 39 litre city top box, passenger backrest cushion, rear carrier General impression: I’ll be sad to see it go

Test fleet: Yamaha X-Max 400 It’s that time when Paul is forced to hand the key (key-fob) back. He’s emotional about it.

I

’m going to miss the capable Yamaha. It’s been with me for the winter season and we’ve kindled a great relationship. Together we’ve seen sun, rain, wind, ice and snow, always looking after each other. As I’m writing this we’ve just had some fantastic bank holiday weekend weather. What a contrast to when I first got on the X-Max. During one of my first rides out on the bike it was so cold that when the damp air hit my chest it froze immediately to my jacket.

The X-Max didn’t complain.

I hit the starter button and it jumped into life. The next thing I did was turn on the heated grips and wait for them to warm up. When I arrived at work, outwardly I looked like Jack Frost but internally I was glowing. The heated grips are an added extra, true, but one I’d get if all year-round riding was on the cards.

Now the weather is improving I’m able to enjoy the daily ride rather than worrying about how

slippery the roads are. Even when the roads were more slop than smile it consistently felt like the X-Max had the situation under control. The traction control (yes, it’s very useful on a big scoot) feels like you have a safety net at all times. I’ve never felt the tech interrupting my ride, but knowing it’s there encourages me to take the bike out and use it in all weathers, no matter what the local country roads are like.

If at first I was taking it easy, I’m now pushing on a bit. These days I find myself catching the Yamaha’s centrestand when going around roundabouts. In truth it’s a little disconcerting at first but once I got used to it and settled in to riding a touch more aggressively the scraping sound became a guilty pleasure.

When I began with the X-Max I didn’t quite know what to make of the sports scooter. It’s got a single cylinder, liquid-cooled, four-stroke engine producing 32.8bhp, a seat height of 800mm and weighs in at 210kg. It isn’t

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exactly a 30mph plodder and it’s not a superbike, either.

But it works. The scoot puts all that weight low down and hides it well. It’s sat on Michelin City Grip tyres, 15in front and 13in back. The hydraulic dual 267mm disc up front and single disc at the back with ABS pulls the whole package up with confidence. After no time at all I’ve become converted to the delights of the superscoot. One of the only areas I have a slight gripe with is the lights. On the darkest of winter nights, I’ve found that the LEDs don’t cut through the gloom as much as I would’ve liked.

I’ve had the opportunity to put a few added extras on the bike over the past few months and, not surprisingly, I’ve gone down the route of taking the X-Max from sports scooter to sport touring scooter. I’ve fitted Yamaha’s comfy seat and a taller screen; I’m 6ft 2in. This has helped deflect the wind over the top of me but I do find myself cleaning it at every opportunity.

The under-seat storage can take two full face helmets and a small bag with a couple of cubby holes up front, one with a charging point you can lock and the other that you can’t. I fitted the top box too.

The smart key is easy to use.

Not only will it switch on the X-Max but it’ll open the petrol cap, unlock the seat and put the steering lock on, all while you have the thickest of winter gloves on. A real bonus.

Something I’ve noticed that I ought to mention before I finish up here is the price. Since I’ve had the X-Max. After some six months and 3000+ miles covered, the price for a new one has gone up. It was £5999 for the standard model with no extras. It’s now £6149. Market economies aside, get out and try a X-Max 400. You’ll be glad you did.

And I’ll be listening for your centrestand scrape and looking for the wide grin as you blat down busy B-roads with ease.

A great bike.

LONG-TERM REVIEW

THIS MONTH Rider: Chris Moss Cost new: £9959 Spec: 54bhp/50lb-ft Kerb weight: 238kg Tank: 13.1 litres Seat: 820mm Miles this month: 152 Miles on clock: 152 Average mpg: 67 Current tyres: Bridgestone Trail Wings Modifications: None Total value of mods: £0 General impressions: Having already done a fair few miles on an X-ADV, I’m aware this one’s likely to draw admiration from me, though I expect it’s not going to stimulate at any point. As long as it copes with day-to-day needs and is easy to get on with, I’ll be happy.

Test fleet: Honda X-ADV Honda’s X-ADV may be unique, but our Mossy is expecting that it will suit him well.

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etting to ride such a variety of bikes as a tester has given me a chance to broaden my experience and preferences.

It’s something I feel I’ve really benefited from. If I’d not become a journo, it’s unlikely I’d have ever got to sample some of the sorts of machines I have.

I dare say I’d never have got to ride stuff like Harley cruisers and super tourers such as Honda’s Gold Wings.

Okay, there’s a fair chance my former obsession with sportsbikes would have waned in the end, and I’d have probably gone down the adventure bike route. After all, they’re just too damned capable to ignore. But perhaps the biggest surprise my line of work has helped me develop is my penchant for maxi scooters. Before I ever had the chance to give them a go I would never have expected to find them in any way appealing.

Since I tried the first one though, and I can’t remember exactly which one it was, they’ve got my vote every time. I’ve done thousands of miles on many different ones. They’ve all won me over with their comfort, practicality and convenience.

Better still, their middleweight motors give them more than enough performance to take you far and wide. I’ve ridden a Silver Wing 600 all the way home from Barcelona, and toured Scotland on a Suzuki Burgman 650, both coping with the journeys with absolute ease.

There’s not much they can’t do, and do well.

Which brings me nicely up to date and the chance to give you the news of my new long term test bike, Honda’s X-ADV adventure scooter. It’s a slightly curious machine and unlike any other scooter on the market. It’s perhaps an advantage that I rode around 500 miles on an X-ADV about a year ago. That baptism allowed me to understand the Honda a little more and realise its potential. Like everyone else, I did wonder who on earth the scooter was aimed at when I first took the keys.

But within a few miles I didn’t care, having come to appreciate it’s a machine with many real world virtues. It’s right up my street really as when I’m away from some of the more thrilling higher performance machines I get to test, I’ve always got a soft spot for anything that’s easy to live with. On that basis,

I admired the X-ADV enough to take up the offer of having one for a longer period as soon as I got the chance.

Of course I need to spend a few months with it and ride it regularly to discover if it’s actually as agreeable as I expect.

But I’m confident the Honda will fit the bill and earn plenty of approval from me. I already know it performs well, is very good on fuel and has enough comfort to let me sit in its saddle all day long. And I’ve no doubt I’m going to praise the clever DCT semi-automatic gearbox and standard-fitment heated grips on a regular basis. What I want to learn more about is stuff like how well it copes with a few days away and all the luggage I’ll

need for that. Its underseat storage is decent, and as it comes with a roomy top box it should serve me well enough in that respect.

There’s a couple of things I don’t care for, and although I’d say they’re minor at the moment, it’ll be interesting to see if they become more irritating in time. My aim is to use the X-ADV for all manner of tasks and treat it like a bit of a workhorse. I may modify it a little to see if I can improve it, though as I’ve not even done 200 miles on it yet I’ll leave thoughts of that for a while yet. I’m look forward to spending some time on it and telling you all about my experiences next month.

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LONG-TERM REVIEW THIS MONTH Rider: Roger Jones Cost new: £11,599 Spec: 124bhp/80lb-ft Kerb weight: 205kg dry Tank: 23 litres Seat: 850mm Miles this month: 696 Miles on clock: 960 Average MPG: 44.1 Current tyres: Metzeler Tourance Next Modifications: Heated grips, GPS bracket, touring top case with carrier bracket and back rest, touring panniers, quick-lock tank bag and 12V socket Total value of modifications: £1,822.62 General Impressions: As a lover of large capacity adventure bikes, this beauty fulfils nearly all my needs already.

Test Fleet: KTM 1090 Adventure Service time for Roger’s orange bike. The weather ain’t playing along, though.

I

t is 6.30am on a Monday morning, the rain is coming down by the bucketload as I set off to KTM Headquarters at Silverstone in order to have the first service carried out on the 1090.

Rider mode was set to Rain but after a few miles it was obvious that for overtakes and general higher paced travel I’d need to put the bike in to Sport mode. And that’s where the bike’s power and brain was left for the remainder of the rain-filled day.

By 8.30am I was outside KTM HQ quite chuffed with myself that the odometer showed exactly 600 miles, as required for first service. This magic

figure was pointed out to Alan, one of the technicians who then promptly told me that strictly speaking 621 miles (1000km) was actually the order of the day and that perhaps several trips around the roundabout outside the entrance to the site would complete the job. Thanks Alan...

Eugene carried out the service that required oil and filter change with cleaning of the oil screens, tyre pressure and chain adjustment check, with the usual visuals on brakes and fluids. Finally the KTM diagnostic tool was plugged in to read out any error memory and re-set the service display.

A word of advice from Eugene: “Ensure this service is

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carried out not just to ensure warranty cover but to have the specific running in oil drained and long life oil put in as the replacement.”

While at KTM HQ several modifications were fitted to push the profile of the bike towards touring. The Touring Panniers were the easiest to fit as the frame brackets were already on the bike.

A word of warning here, the panniers are 41in wide and the handlebars 36in at their widest – just be mindful when filtering.

The cut out on the offside pannier for the high level silencer means a capacity of 30 litres while the nearside pannier holds 36 litres.

The Touring top box had to be fitted to a base plate which is mounted on top of the standard rear rack that, in turn, raised the pillion grab rails to ensure adequate space above the panniers, a neat set-up.

The touring top case holds 36 litres and comfortably takes my Arai X4 peaked helmet and inner bags are available for both the panniers and top case to keep everything neat and tidy.

The Quick-Lock Euro system tank bag has a capacity of 13 to 16 litres and features a map pocket. The rain hood and carrying strap are standard issue on this quality bag. It’s also worth mentioning the elasticated net holder at the rear of the bag and the two zipped side compartments.

Beauty is in the eye of the beholder but I reckon all these modifications when fitted make the 1090 Adventure look a real purposeful machine. Even more so than it looked when it was delivered fresh from the factory.

The ride home was just as wet as it had been a while before and just to add to the fun, the wind had increased, but with all this new gear, the whole bike felt wonderfully stable on the move and I bet that when it’s fully loaded with touring kit the KTM would feel even more planted.

TRIED & TESTED Things we’ve worn ◆ Kit we like ◆ Things we put on our bike

Shoei RYD Helmet

RRP: £349.99 // Tested by: Ross Mowbray // www.shoeiassured.co.uk First unveiled last year, Shoei’s RYD lid sits one step up from its entry-level QWEST helmet – and for the money (only £50 more), it’s a really well packaged helmet boasting many top quality features. And after nine months wearing this lid, there’s very little I can find fault with.

Despite its relatively reasonable price, the RYD is really well-equipped and comes with many of the features often found on more expensive Shoei lids. It boasts a compact, aerodynamic shell design, coupled with aggressive, street-fighter inspired styling – and most importantly, it’s really very comfortable.

It has exceptional airflow and as a consequence, the visor remains resilient to fogging (something I often have a bit of a problem with, as a glasseswearer). There are multiple vents and extractors – including a chin vent, inlets around the brow area for fresh air supply and a couple of outlet vents at the rear to get rid of the warm air.

In reality, the new RYD from Shoei is anything but ‘entry level’ – with its quick-release, anti-fog visor and mounting

set-up offering protection from (a claimed) 99% of damaging sun rays. It also offers an excellent field of vision (that reaches right round to the side of your head, and isn’t far off normal peripheral vision). It features a fully removable liner, including detachable and washable centre pad, cheek pads, and chin strap cover – in addition to ear pods to help reduce noise.

The Shoei RYD comes with a race-spec Double-D ring and emergency quick release system. This allows emergency medical personnel to safely remove the cheek pads from an injured rider’s helmet, meaning the helmet can be gently removed with only a minimal amount of load being placed on the rider’s neck.

Although Shoei has aimed this lid at younger riders, and those who own streetfighter/ naked bikes, I think this helmet has an even wider appeal, and would be spot on for anyone in the market for a ‘reasonably’ priced, well equipped touring helmet too. I’ve been using it for all manner of riding – and I love it.

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LS2 Valiant Helmet

KIT

RRP: £249.99 // Tested by: Rebecca Graham // www.ls2helmets.com/uk I loved the look of the LS2 Valiant FF399 right from the start, and testing it for a few months has made me love it even more. It’s incredibly light (in fact, it only weighs 1700g) you can actually forget you’ve got it on!

The locking mechanism of the visor is firm, closing with a satisfying click that instils confidence in the integrity of the helmet. However, if you prefer a bit more wind in your face, the Valiant is double certified as a full face and an open face helmet, so the choice is yours.

Other features include a secondary drop-down inner sun visor that is easy to operate with the slider being on the left hand side of the helmet. In fact everything about the helmet is easy to operate, even in gloves, including the steel quick release buckle. The 180° swing round chin bar is an excellent feature, and I’m told that when fully open, it gives the helmet a fighter pilot look!

The Valiant also features a Dynamic Flow-through ventilation with adjustable intake ports that keep the visor lovely and clear even when riding at low speeds.

It also features the Pinlock Anti Fog system should you wish to use the additional insert lenses.

In short, if you’re after a versatile flip-front helmet, that’s comfortable, well ventilated and easy to use – the new Valiant helmet from LS2 is worthy of careful consideration.

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Tried & Tested

TCX Fuel Waterproof Boots RRP: £199.99 // Tested by: Ross Mowbray // www.nevis.uk.com I’m pretty partial to a pair of TCX boots.

Over the last couple of years I’ve had the chance to test a few pairs, from fashion styled boots through to dedicated touring and adventure boots. More recently, I’ve got my hands on (or rather, feet in) a pair of the latest Fuel waterproof boots – and after 12 months, I can’t fault them.

In short, the Fuel boots are casually-styled boots with a retro/vintage aesthetic, and I reckon they look just as good on the bike as off. But most importantly they are packed with all the necessary safety features, as well as being really comfortable too (thanks to the internal side zip, Velcro band and external buckles, which allow the boots to be adjusted to suit particular foot shapes and leg widths).

They are CE-certified in line with the new European EN 13634:2015 regulations, featuring both toe and heel reinforcements, meaning you can be secure in the knowledge that the boots will offer all the necessary protection if the worst happens and you’re involved in an incident.

The boots feature a full-grain leather upper, with a gear change protection pad, in addition to a deep tread on the sole which offers pretty outstanding grip – and come with a waterproof and highly breathable lining, which means that the boots are more than capable of holding their own in the very worst of weather conditions.

I can testify to how well they hold up, as I’ve been wearing them nonstop, and during that time I’ve experienced some truly terrible conditions. The only time the boots were bested is when I overenthusiastically rode through a ford (post-heavy downpour), causing water to pour into the top of the boots – though I have to confess, they did dry out surprisingly quickly.

I’m impressed with these boots from TCX. They’re comfortable, versatile, properly waterproof, and (I reckon) pretty stylish too.

If you are looking for footwear capable of keeping your socks dry in all but the very moistest situations, TCX’s Fuel boots fit the bill nicely.

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Tried & Tested

Bull-it Tracker SR6 Denim Jacket RRP: £199.99 // Tested by: Ross Mowbray // www.oxfordproducts.com Bull-it Jeans has made a name for itself producing quality denim motorcycle jeans – and now it’s branching out to jackets too. I’ve been wearing its new Tracker jacket, which was first introduced to the range in 2017.

Basically, it’s a traditional style denim jacket, that wouldn’t look out of place in your local on a Friday night – but it also comes equipped with an abrasion resistant Covec SR6 liner (which covers 60% of the jacket) and some well-placed armour at the shoulders and elbows to help protect you should you and the bike part company. There’s also a pocket to fit an op ptional back-protector.

More specificallyy, the jacket uses a denim m and twill external layer, combined with a sp pecial non-melting Covecc textile abrasionresistant liner which h is tested and certified to deliver an impact abrasion resistant tiime of 6.26 seconds – an nd it meets incoming PP PE regulations for motorcycle clothingg,

with an AAA rating for its abrasion resistance.

It also comes with a wickaway mesh-liner, which works with the Covec SR6 liner to help keep you cool in the summer and warm in the winter. There’s air vents on the front and rear, internal belt loops – to allow you to connect the jacket to a pair of trousers – and the denim is also finished with a waterrepellent membrane, so it’s capable of taking a light soaking in its stride too.

Battery Tender Dellran Dual Selectable 4amp Charger RRP: £94 // Tested by: Mau Spencer // www.bikeittrade.com If you’re like me and ride old classic bikes as well as modern ones, then you’re likely to need to carry out maintenance on both 6V and 12V battery systems – and that’s where this dual 6V/12V switchable battery charger system from Battery Tender comes in really useful.

It’s a lightweight, compact charging unit designed for use with a wide range of different battery types. The fully automatic microcontroller system constantly updates the charging sequence to provide a smooth transition between the charging steps which makes it very easy to use, especially in small spaces.

The charging unit comes with a raft of features including ‘state

of charge’ LED indicators and reverse polarity protection which protects both the battery and the charging unit from being damaged if you do happen to accidentally touch the output leads together.

There’s also a built-in safety timer limit to protect against overcharging (25 hours for lead acid batteries, or 15 hours for lithium types). If you’re in the market for a versatile battery charger for your classic or modern machines – this is well worth a look. Battery Tender produces a wide range of battery maintenance equipment, including this 4amp charger which has a five year warranty.

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BUYER’S GUIDE

Used: 2014 HONDA CB1100 EX Retro-styled bikes were nothing new back in 2013 when Honda introduced its first truly authentic, classically styled CB1100A to the UK market.

WORDS: Chris Moss PHOTOGRAPHY: Lel Pavey

T

hat bike’s high-barred, oil/ air-cooled, twin-shock roadster, which accurately mimicked the look of some of its own 70s and 80s icons such as the original CB750 and latter day CB900F superbikes, had plenty of appeal.

It wasn’t of course an exact replica of those machines, and though its basic overall design shared much in common with them, far more contemporary engineering gave it significantly superior performance.

Chassis components were especially more up to date, with brakes and suspension easily able to handle all the speed that the inline four-cylinder engine could dish out.

By 2013 standards, the five-speed powerplant only had what could be fairly labelled as modest power.

Even so, the fuel-injected 88bhp motor’s tune helped it to deliver more than enough real world, very user-friendly performance. It was an ideal combination for its intended market.

Rather strangely, though the Honda had all the design hallmarks of a period when side panels, one-piece seats and centrestands were considered de rigueur, the original UK A version of the 1100 came with cast wheels, even if they were apt with their 18in diameter. Only a year later did the arguably more bona fide spoked-wheel EX model also become available to join the now-labelled SA version. Both the 2014 1100s now came with six-speeds, a three-litre bigger fuel tank, twin exhaust pipes, and colour-coded side panels. It’s the second-generation EX version of the bike we’ve tested here.

In 2017, the CB got its first significant upgrade, now coming with a seamless and slightly bigger tank, upgraded brakes, suspension and seat, a freer flowing, slightly louder exhaust system and a slipper clutch.

It was joined by the marginally sportier RS version with its stiffer suspension, 17in cast wheels, slightly more committed riding position, radially-mounted calipers, and black rims. Both versions continue in the Honda line up to this day. www.mslmagazine.co.uk 105

WHAT’S IT LIKE TO RIDE

We may well like what the future has in store, especially when it comes to bikes. Every year they get better and better, constantly improving, sometimes radically. In the competitive world of bike manufacture, advances in design and technology are quite naturally relentless. But though machines are far superior than they were a few decades ago, several of us motorcyclists hanker for stuff from what we deem as the ‘good old days’. Some buy and restore bikes originally from that era. Others chasing an easier life want to ride something a lot newer that might look the part, but performs in a much more contemporary fashion. The retro trend has been around since the mid-80s. It’s been gaining pace more recently, with the production of yesteryear machinery likely to continue forever. We enjoy reliving the past.

Honda’s contribution to the world of reflective appreciation comes in the form of the CB1100. Aping the bikes of the 70s, the roadster really does look like bikes from that era. Most authentic in look and design is its oil/air-cooled motor. Deeply finned it has, just like the bike overall, a solid and purposeful appearance. Continuing with the theme, the twin shocks, side panels, chromed mudguards, spoked wheels, and centrestand all play a significant part in conveying an image from the ‘halcyon days’.

Giveaways to the bike actually coming off the production line much more recently are its fuelinjection, hydraulic clutch and digital information within its clocks.

The initial feel of the 1100 is a reminder of days gone by. There’s a solidity about the Honda, evident as 106 Motorcycle Sport & Leisure – established 1962

ABOVE: What it lacks in grunt the CB1100 more than makes up for in retro style and reassuring solidity on the road.

I own one

soon as you get on it. It’s a big, spacious bike and in direct contrast to the relatively tiny, super compact machinery of the current era. This bike has a presence.

Firing it up brings a refined, typically Honda and very quiet sound from both the engine itself and the twin silencers. You won’t offend the hearing of anyone easily with the CB. That sophistication continues once you get under way. It’s tempting to say the only evidence of the engine actually revving is the tacho reading. The inline four really is super smooth and so easy on the ear. It’s an excellent engine for fans of

“I suppose it’s a bike made precisely for people like me,” says 59-year-old Mark Pleat who’s had his 2014 CB1100 for the last two years.

“I was running around on an old 2006 CBF600. I’d had it around four years and only done about 9000 miles on. I’m not really what you’d call an avid biker. I used to be, but you know what it’s like… you move on. I’d gone into my local Honda dealer, just a get a few ‘while you wait’ jobs done on the CBF. “As I wandered round the showroom I looked at stuff like Fireblades, and ‘kicked the tyres’ of a few other models.

I was just waiting really. But when I came across the CB1100 I started to look at it more closely. I really liked its

retro style and thought it looked like it was built really well.

“The salesman was obviously taking notice and asked me if I wanted to have a go on it. At first I politely declined, but when the mechanic said the work on my CBF would take a bit longer, I changed my mind. I ended up taking it out for an hour, even though all I expected to do was around half that.

“I still can’t believe how things turned out. If it wasn’t for my bike needing more time in the workshop, I wouldn’t have even ridden the 1100. But I’m really glad I did.

“During the demo, the 5000-mile 2014 bike got under my skin within just a few miles. Not only did it look good,

BUYER’S GUIDE

VALUES

£5000£8000

*Prices are for 2013-2016 models only ranging from early bikes sold privately in average condition to newer, well cared for examples available at dealers.

civility and the way it delivers its power matches the overall polish of the bike. We tested the six-speed version, and quite why Honda felt the need to add an extra ratio to the original model I’m not sure. The spread of power and torque is so broad and useful you get excellent throttle response even in top gear from low rpm. Gearchanges are a rarely needed thing. The unhurried character ensures making progress on the 1100 feels really relaxing and all the more pleasurable.

It’s definitely a sedative to stress, and you can almost feel all your inner emotions just getting calmer and calmer as the miles go by. Suddenly, the need to get everywhere quickly just disappears and taking things easier becomes all the more appropriate. Another trade off of the laid back motor is its economy, with the digital readout for the fuel consumption just about always in the 50s. I think you’d have to be on a trackday to see it drop much lower.

Fitting in with things nicely are the Honda’s handling manners. Planted if a little weighty in feel,

but the smoothness and torque of the engine very much appealed to me. It just pulled cleanly and keenly whatever the revs. It seemed to handle nicely too.

In short it felt a lot more civilised and relaxed than my 600, and was dead easy to ride. It really was a happy hour. But things didn’t really dawn on me until I got home that night.

“The ride back on the CBF didn’t feel anywhere as good and highlighted just how much more the 1100 suited me. If I’m honest, it was the last thing I ever expected, but I wanted to call the dealer and buy the bike the next day!

“I thought I was being daft, but I couldn’t resist thinking about things and about a week later I decided I was going to have it!

cornering is a very composed experience. The steering isn’t especially light or sharp but it still has a nice and direct enough feel to make good and confident headway. Those wide chromed bars really help to negate the actual weight of the 1100 and don’t need much force put through them at all to get the bike to alter its direction. The forks and twin shocks are basic in terms of adjustment and only offer preload tuning.

Though in the case of the 6000-mile, near four year example we tried that didn’t matter much at all.

Okay, it’s quite easy to start dragging the undercarriage along the road which soon limits pace.

But both ends offer a good balance of control and comfort, with the wheels tracking the road pretty well over bumps and at the same time distancing you from their effects. Quite how they’d perform in another 10,000 miles I’m not sure, but at this stage in their life they still felt fresh enough. Besides, you’re never really going to need the finest wheel control on offer given the Honda’s encouragement to take life easier.

“Since then I’ve done 7500 miles on it and really enjoyed what it’s got to offer.

Main thing is, it encourages me to get out and ride. I might prefer it when the weather’s good, but if it starts raining I don’t stop. It takes me back to my early days when I had a CB900F. I’ve used the 1100 for stuff I wouldn’t have done on my 600, like going for much longer rides just for the hell of it. I spend quite a bit of time keeping it clean.

“I don’t think I need to change it for anything else, as it does all I want it to.

It’s been super reliable and is quite cheap to run. I’ve only just put some new tyres on it, even though they probably could have done a couple of thousand more miles,” added the happy Hereford-based village farm shop owner.

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It’s a similar story with the brakes, and whenever you’re required to slow down, their action is effective without being spectacular. You can certainly depend on them.

Few buy the CB to cover big miles, but I’d say the Honda would be pretty adept at this role. The roomy riding position can accommodate a multitude of different sized bodies. And though the strength of the wind will ultimately dictate comfort, as was the case with the bike we tried, fitted with a small screen, that restriction is noticeably reduced. Add a couple of panniers, or depending on just a tank bag and backpack, I really don’t see why you couldn’t have a pleasant enough look around Europe.

As good as the 1100’s dynamic performance is though, it’s the style of roadster that’s probably going to be its biggest attraction. Accurately aping a bygone age, the CB is very pleasing on the eye. Okay, it’s probably going to appeal more to those in the age group who can remember when machines like this set the standard of aesthetic attraction and performance.

But whatever your own personal vintage, I’d wager most would find the Honda pleasing to look at and very much representative of another very important period in biking.

WHAT TO LOOK FOR

The Honda CB1100 is an almost perfect used buy.

Virtually all bikes on the market are in superb condition, and their history is a lot more likely to be favourable. Owners are almost always in their 50s or above and take great pride in looking after their bikes.

Part of the attraction of the Honda is the way it looks and they almost always spend more time cleaning than riding them. They are very rarely ridden in poor weather. Average annual mileage is very low. Very few bikes have exceeded 15,000 miles yet.

Given that supply exceeds demand, there are plenty to choose from. It’s an almost perfect storm for a buyer, so you can be as fussy as you fancy. Don’t pay more than you need to, and if you are considering an example in poorer condition or with higher than

Other bike to c consider SUZUKI GSX1400

2001-2009, 1402cc, inline four, 105bhp, 229kg Like the Honda, an air-cooled, twin shock retro, though quite a lot older and cheaper. The 1400’s s massively torquey motor readily gives strong acceleration, but handling is limited by heavy weight, basic suspension, and average ground clearance. Even so, the GSX is pretty comfy and practical. Pillion comfort is good.

Fit a screen and big-mile trips are certainly possible.

TRIUMPH T BONNEVILLE B T100

YAMAHA XJR1300

1999-2016,, 1251cc,, inline four,, 98bhp, 232kg Another real retro, the air-cooled XJR apes a 70s superbike. Tough and torquey, the five-speed XJR’s engine has immense pulling power. A heavy old lump, handling suffers a little if you ask a lot from it, however. Soft, underdamped suspension and limited ground clearance are likely to call time on ‘enthusiastic’ riding. Braking is strong however.

Unlike the CB, the XJR has masses of character.

108 Motorcycle Sport & Leisure – established 1962

2005-present, 2 790cc, parallel tw win, 62bhp, 214kg The T famous Bonnie has more modest m performance than the Honda, H but just like the CB its design reflects a bygone era.

Air-cooled A twin delivers drive in an easy and relaxed way.

Similarly, the twin shock chassis helps to sweep through bends with unhurried ease. Classically styled, the Triumph looks even more authentic with official aftermarket f k accessories. i

BMW R NINET

2014-present, 1170cc, flat twin twin, 110bhp, 205kg Cool-looking, period-styled Beemer works very well dynamically and is dead easy ride. Punchy, user-friendly air-cooled flat twin makes its power and torque very readily without the need to be revved.

Capable, modern-spec rolling chassis ensures forward motion always stays safe. Lovely, exudes quality and unique 80s/90s-aping look makes it a head-turner.

BUYER’S GUIDE

I sell them

Richard Granville of Honda dealer Thunder Road in Gloucester has plenty of experience with CB1100s, though he readily admits that they don’t sell in huge numbers.

“It’s the first proper retro with air cooling and chromed mudguards. Not like the liquid-cooled CB1300. The CB1100’s a really lovely, solid bike and I thought when the press fell in love with it, it would do really well. But it’s been disappointing for us. It’s done a bit better in the bigger cities I think.

“The second generation of the model should have been the one that came out first. It’s a much better bike with its spoked wheels and twin pipes making it look a lot better. I think part of the problem might have been its higher price. Bikes like the XJR1200/1300 have done really well, but the CB just hasn’t quite had the same effect.

“The ones that we have sold have gone to older riders, usually in their 50s, who absolutely love them.

They especially like the engine and the easy way it rides. One of our customers runs a training school and swears by his which he uses for instruction. He says he won’t ride anything else. Most buyers like the fact the 1100 reminds them of their youth. They’re fair weather, pleasure only riders who like to pamper and polish their bikes.

“They don’t clock many miles at all, usually between just 2000 and 4000 miles a year. We never see any with lots of miles on the clock. Longer distance touring rides aren’t their thing. Though with no real weather protection, you can understand that.

The seat’s quite hard too. Lots of owners fit fly screens and the Honda chromed rack.

“We’ve had a few come back to be part-exchanged for newer versions, but we know we might need to hang on to the one that’s come in. The CB isn’t a quick mover, and we have to price it right to sell it. It’s a niche bike.”

ABOVE: Acres of shiny chrome is part of the CB1100’s appeal.

DEALER SERVICING

MINOR EVERY 4000 MILES/ 12 MONTHS =

£160-£180

INTERIM (INCLUDING VALVE CHECKS EVERY 8000 MILES/ 12 MONTHS =

£350-£400

MAJOR EVERY 16,000 MILES/ 24 MONTHS =

£400-£450

*Costs will vary depending on labour rates and condition of your bike and parts required.

www.mslmagazine.co.uk 109

HOME MAINTENANCE

Given its lack of bodywork, the CB is easier than most to service at home.

Engine oil and filter, which is an easy job, should be changed annually regardless of mileage. Valve clearance inspection is also more straightforward, and though it should be done every 8000 miles some US owners have done over 60,000 miles without any shims needing to be changed. No special tools are required to make adjustments, but as the cams need to be removed and re-timed, it’s a best left to experts

TYRES

Though good quality tyres can be fitted, the choice for the pre-2017 A, EX and SA models is more restricted thanks to their slightly less fashionable 18in rim diameters.

OVERALL CONDITION

Though it’s hard to find one in less than excellent condition, be wary about buying an example that’s a bit rough round the edges. The Honda’s value and attraction is heavily dependant on its condition, and though a tattier one might be cheaper, it’s likely to be difficult or prove costly to move on.

EXTRAS

The Honda is not a bike that attracts those who like to modify. Most common fitments are sensible things like flyscreens, racks, chain oilers, and crash bars.

ACCESSORIES

A wide range of official accessories are available for the CB1100 at Honda dealers. A 48 litre top box (£265), 39 litre top box (£200), heated grips (£280), and chrome rack (£325), engine crash bars (£180), anodised preload adjusters (£125), chrome clock covers (£70), and chrome headlight surround (£150) are some of those available

average mileage, make sure it’s going for significantly less money. Or when the time comes to move it on, you’ll have a tougher job. Make sure anything that’s been stored more than ridden has been laid up correctly. It should be parked in a dry environment, the battery kept on trickle charge and not started unless it’s subsequently ridden for at least 30 minutes.

Regardless of how many miles it does in a year, the oil and filter must be changed every 12 months. Home maintenance is easy, and it’s worth checking the valve clearances yourself. Access to the top end is very good, and though inspections should be done every 8000 miles, it’s almost unheard of to need to change shims.

The cams have to be removed and re-timed to do this.

There are no commonly known issues with the CB and its reliability record is outstanding. Make sure the bike is kept in good condition. If you don’t, values will be significantly reduced. No-one wants a scruffy CB1100.

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ENGINE

AVAILABILITY

The are plenty of CB1100s on the used market. It’s rare to find any in less than superb condition or with very low mileage.

Even some of the very earliest 2013 bikes are on offer with less than 3000 miles on the clock. Owners are, almost without exception, older caring types who take a lot of pride in keeping their bikes in top order.

Examples in poorer condition are extremely rare. It’s a buyer’s market.

A major asset of the bike, the inline four has friendly manners. Lots of low rpm torque makes changing gear far less necessary, and the engine’s very smooth nature gives it a high level of civility. The low state of tune gives it a brilliant reliability record, though very few have yet to exceed 15,000 miles.

BRAKES

If serviced on time, the Honda’s brakes have good stopping power.

If the work is ignored they will deteriorate, and though faster CB riders are very rare, they’d benefit from fitting braided lines or aftermarket pads. The later 2017-on RS models, with their radial calipers, offer more performance.

LEFT: It may be all about those retro looks but the switchgear is reassuringly modern.

USEFUL WEBSITE Consult other owners for tips and advice on the CB1100 owner’s forum; www.CB1100forum.com

www.mslmagazine.co.uk 111

Classic test:

YAMAHA’S RD350 LC:

ICON

It’s the noise and acceleration above 6000rpm that is still so addictive; the sudden burst of activity every time the throttle is wound back in anger and the 347cc two-stroke motor comes alive.

WORDS: Roland Brown PHOTOS: Phil Masters

Y

ou might think the thrill would have worn off after all these years, especially now so many bikes produce far more performance than this elderly machine from the early Eighties.

But if the RD350LC can no longer deliver the giant-killing speed on which its mighty reputation is based, the little Yamaha still puts a broad smile on its rider’s face with every ride. So much so that, if you were to make a list of the most popular motorcycles of all time, it should surely feature prominently. In fact when a certain weekly paper recently held a vote to decide just that, the ‘Elsie’ came out on top – ahead of the FireBlade, R1200GS and all the rest.

That’s quite an achievement for a humble Japanese twin that produced less than 50bhp and had a top speed of not much more than a ton, but for many riders Yamaha’s raw, racy LC was the high-performance bike of its day. Certainly, few machines can have brought so much fast and furious enjoyment to so many as the liquid-cooled two-stroke twin that Yamaha unleashed in 1981.

In many ways, the LC had the lot: speed, excitement and handling – plus reasonable practicality, reliability and economy. Although it had an appetite for fuel and two-stroke oil, it was relatively cheap to buy and to run. And it looked great too, with a restrained style that contrasted with its outrageous personality.

No wonder it was such a success.

The RD350LC was a descendant of the string of outstanding air-cooled two-strokes with which Yamaha had established an unmatched reputation for middleweight performance. The line had begun with the YR1 model in 1967. And throughout the Seventies, models such as the 350cc YR5, RD350 and RD400 had kept the tuning-fork logo to the fore. The ‘RD’ initials

112 Motorcycle Sport & Leisure – established 1962

REFLECTIONS

www.mslmagazine.co.uk 113

stood for Race Developed, and were well earned because most of the Yamaha twin’s gains in performance and reliability were due to the firm’s efforts on the track.

Stars including Phil Read and Jarno Saarinen had won on Yamaha’s air-cooled twins in the Sixties and Seventies, before Yamaha introduced the liquid-cooled TZ250 and 350, with equally spectacular results.

When the RD350LC roadster was launched in late 1980 – the ‘LC’ standing for Liquid Cooled – South Africa’s Jon Ekerold had just won the 350cc world championship on a Bimota-framed TZ, and Kenny Roberts had completed his hat-trick of titles in the 500cc class.

The new LC roadster engine, whose 347cc capacity came from dimensions of 64 x 54mm, produced its 47bhp maximum at 8500rpm. It differed from the racing TZ motor in numerous ways, including its use of two separate cylinders, reed valve induction, and rubber mounts to combat vibration. Its liquid cooling allowed a more constant engine temperature and closer tolerances, as well as reducing noise. Not that this was enough to get the two-stroke through emissions regulations in the US, where it was never officially imported.

Chassis layout was also influenced by Yamaha’s racers, as the air-cooled RD400’s twin-shock design was replaced by a monoshock system, featuring a cantilever swingarm operating a shock unit located under the seat. The 18in cast wheels had stylishly curved spokes but in other respects the chassis was conventional, with a twin-downtube steel frame, slightly raised handlebars, and a twin-disc front brake, with a drum rear (the similar RD250LC, introduced at the same time and popular with learner riders, was visually near-identical apart from its single front disc).

114 Motorcycle Sport & Leisure – established 1962

ABOVE: Relatively conservative styling contrasts sharply with the RD350 LC’s exuberant persona.

BELOW: Liquid-cooled two-stroke parallel twin lump was a big improvement on Yamaha’s earlier air-cooled efforts.

Perhaps surprisingly the initial reaction was not universally positive, with some testers wondering whether the LC was too peaky and aggressive to appeal to more than a limited section of the market.

Well, maybe it didn’t appeal to everyone – but for all those riders looking for high performance on a low budget, no other bike even came close. With 110mph top speed, wheelie-popping acceleration and racetrack credibility, this was the stuff of a speed-crazed teenager’s dreams.

The LC needed little help to become a hit for Yamaha, but got some assistance anyway in the form of a hugely popular one-make racing series. This began in Britain as the RD350 Pro-Am Series, which was contested by a mixture of professional and amateur riders (hence the name) including future

REFLECTIONS

500cc works GP racer Niall Mackenzie. They rode identical LCs, prepared by Yamaha and allocated after keys were drawn out of a hat.

The result was outrageously close, aggressive, crash-littered and generally spectacular racing, which became unmissable TV viewing for millions at a time when bike racing was rarely seen on the box.

The original Pro-Am challenge soon led to an international series that included riders from many European countries plus Australia. In the last couple of years, some of the original stars have squeezed into their leathers to take part in Pro-Am revival races, contested on restored LCs (so far at Silverstone, Knockhill and Cadwell; this year hopefully at the last two plus Castle Coombe).

As well as being fast the Yamaha was versatile, as one of my own favourite ever motorcycling trips confirmed. Back in 1982, I rode an RD350LC the length of France and back, laden with girlfriend, throw-over panniers and tent. And although the screaming stroker was about as far from a touring bike as you could get, it handled the journey really well. It cruised at 80mph-plus on the autoroute, was superbly quick and agile over some winding Alpine passes, and didn’t miss a beat in 1500 miles.

Reliability was one of the LC’s many attributes, both on road and track, although it wasn’t infallible. Engine studs sometimes broke, and exhausts cracked due to engine vibration before the design was changed.

Yamaha modified the carbs to prevent misfiring, revised the rich-running oil pump and beefed-up the exhaust mounts with tie-rods under the engine. They also introduced a new black/red ‘Mars Bar’ colour scheme along with an optional bikini fairing and belly-pan, and in some markets a full fairing.

The original LC’s reign was short, because for 1984

Specification YAMAHA RD350LC (1981) Engine type: Liquidcooled two-stroke parallel twin Displacement: 347cc Bore x stroke: 64 x 54mm Compression ratio: 6.2:1 Carburation: 2 x 26mm Mikunis Claimed power: 47bhp @ 8500rpm Transmission: 6-speed Electrics: 12V battery; 60/55W headlamp Frame: Tubular steel cradle Front suspension: Telescopic, no adjustment Rear suspension: Monoshock, adjustable preload Front brake: Twin 267mm discs Rear brake: 203mm drum Front tyre: 3.00 x 18in (Avon Roadrunner) Rear tyre: 3.50 x 18in (Avon Roadrunner) Wheelbase: 1550mm Seat height: 787mm Fuel capacity: 16 litres Weight: 140kg wet

it was replaced by an all-new model, characterised by the new exhaust, whose flap moved at certain revs to optimise volume for both high- and low-speed running. The YPVS, or Yamaha Power Valve System, gave slightly stronger midrange delivery with no loss of top-end, and led to the bikini-faired Yam, officially the RD350LC YPVS, being known as the Power Valve.

Other mods including a bikini fairing, air-assisted forks, rising-rate shock and tubeless tyres helped make it another hit. That mid-Eighties period of the Power Valve’s rule was probably the high point of the RD350LC’s existence, but the model was not finished yet. The fully-faired 350LC F2 and naked 350L N models were also fairly popular, partly because switching production to South America helped keep prices low. The fully-faired LC initially had a rectangular headlight, then went to twin round headlights in the early Nineties, remaining in Yamaha’s range until 1994 as the RD350R. With its performance little changed the Yam’s reputation had inevitably faded, and most young riders dreamt about the more glamorous and expensive FZR400RR four instead. But by the time the two-stroke was phased out in the mid-Nineties it had lasted in its various forms for well over a decade, sold in huge numbers all over the world, and confirmed its status as the ultimate poor boy’s superbike.

WHAT’S IT LIKE TO RIDE?

The entertainment begins the moment you kick the engine into life (there’s no electric starter), and the two-stroke powerplant comes to life with a burbling, rather harsh sound through those twin pipes, which also belch out a fair bit of smoke and fumes. Along with good, clear instruments, the Yam has excellent controls and a light clutch. www.mslmagazine.co.uk 115

FRAME

The LC’s biggest chassis change from the previous RD350 was that its tubular steel frame held monoshock rear suspension, in place of the air-cooled model’s twin shocks.

REAR WHEEL

Curved spokes gave the LC’s cast aluminium wheels an eye-catching look, and in the rear wheel’s case were combined with a drum rather than disc rear brake.

HANDLEBARS

FRONT BRAKE

Even the sporty LC had a slightly raised, one-piece handlebar and an upright riding position, but plenty of riders fitted clip-ons to help cheat the wind at speed.

REAR SHOCK

The original LC’s swingarm worked the diagonally mounted shock via a simple cantilever arrangement, unlike that of the later Power Valve with its rising-rate rear end.

Some play in this LC’s gear linkage means the change is less smooth than it should be, but the six-speed box still works well. For a rev-happy two-stroke the Yamaha is very easy to ride in town, where its relatively upright riding position also helps make it impressively comfortable.

It’s out on the open road, though, that the 350LC comes alive. One moment the bike is dawdling along behind a line of cars. The next, there’s a gap in the oncoming traffic so I’m cogging down two gears, winding back the throttle, and holding on tight as the Yamaha streaks towards the horizon with enough force and noise to send a tingle down my spine. The wind-blown riding position and the high-pitched shriek of the exhaust combine to make the bike feel as though it’s travelling faster than it really is – in many ways a good thing.

The Yamaha also provides plenty of entertainment in corners, where its light weight (140kg) is the main reason for its flickable handling. Nobody who ever saw the outrageous manoeuvres that took place during a typical RD350LC Cup race will doubt that the bike’s frame is stiff enough, and its basic geometry and chassis layout good enough, to allow fearsomely hard and fast riding. This ageing bike’s suspension feels soft 116 Motorcycle Sport & Leisure – established 1962

The twin-disc front stopper’s small calipers gave plenty of power for a bike with a wet weight of just 140kg, especially on this bike with its braided hoses.

ENGINE

The 347cc, liquid-cooled two-stroke parallel twin engine made a claimed 47bhp at 8500rpm, and was a notable improvement on Yamaha’s previous air-cooled unit.

PETROL TANK

Attractive, rounded styling was one of the LC’s attributes. Original white/blue or white/red colour options were soon joined by black/red ‘Mars Bar’ scheme.

and bouncy at times, but still encourages me to throw the bike into turns with plenty of enthusiasm.

Among this LC’s few non-standard parts are the braided front brake lines, which help the twin discs’ old-fashioned single-piston calipers deliver a respectable amount of stopping power. A narrow pair of Avon Roadrunners doesn’t have anything like the grip of modern radials, but they’re well up to making the most of the slim twin’s ground clearance, of which there is plenty.

One reason the LC is such fun to ride after all this time is that its components are still nicely balanced; there’s just enough power for some full-throttle excitement without crazily illegal speeds, and just enough handling and braking ability to cope with the

Ride an RD350LC at Silverstone?

There might soon be a chance to thrash an LC round Silverstone circuit, because Daryll Young, who’s preparing yet more Yamahas for this season’s racing events, is planning a handful of LC Experience track days on the shorter Stowe circuit at Silverstone, where his firm IDP Moto is based. “We’ll hopefully get Niall Mackenzie and some other Pro-Am riders along for tuition and to tell some stories,” Daryll says. If you’re interested, email him at info@idpmoto.com

REFLECTIONS straight-line performance. It’s certainly easy to understand why it captivated so many who rode it back in the day, and is still so fondly remembered all these years later.

WHAT THEY COST

The inevitable drawback of the LC’s popularity and recent high profile is that prices have risen steeply.

“You’re looking at £8000 for a really good, restored 350LC now – or up to ten grand for a mint bike with a bit of history,” says Daryll Young, who should know.

The boss of Silverstone-based IDP Moto (www. idpmoto.com) masterminded the recent LC racing revival, and has bought and restored several dozen 250s and 350s over the last couple of years.

Even settling for an unrestored bike, or an RD250LC rather than a 350, is unlikely to result in finding one going cheap. “With the 350, I’d say £3500 to £4500 for a slightly scruffy runner,” says Daryll.

And the smaller model shares most parts, so prices are not much lower. “A good 250LC will go for around £5000, up to £7000 for a mint one.”

ABOVE: Those pipes make a wonderfully evocative noise.

WHAT TO LOOK OUT FOR

The recent explosion of interest in RD350LCs means that not only have prices risen, but that many parts which used to be readily and cheaply available are now scarce or very expensive. So buying an old, scruffy LC with many bits missing might not be as smart a move as it seems, especially as restoration is expensive.

“Some people will tell you they’re cheap to restore but they’re really not,” says Daryll Young of IDP Moto. “It can easily cost £4000. A tatty pair of 350 barrels is £500.”

The fact that so many LCs were tweaked, raced and crashed makes some parts especially sought-after.

“Headlight rims and mph clocks are hard to find,”

BELOW: All these years later and the LC still has the power to thrill.

says Daryll. “Lots of riders cut down rear mudguards and binned parts like grab-rails and centrestands.

Years ago Fowlers did a clearout, and we bought a load of new LC exhausts for £20 each; now even rough ones are expensive and hard to find.”

When buying an LC it’s also worth bearing in mind that although checking that the engine and frame numbers match is a good idea, as with any used bike, this can be misleading. Many UK-based LCs were originally from elsewhere in Europe, where bikes weren’t originally stamped with the engine number.

Some people are skilled at adding a genuine looking engine number at a later date.

Another slightly dubious modification is the old RD250LC owners’ trick of fitting 350LC barrels (and modifying the exhaust) for a performance boost. “We bought 30 bikes from Europe, all registered as 250s, and four turned out to be 350s,” says Daryll. Whether that would be a drawback or a bonus is up to you…

www.mslmagazine.co.uk 117

www.mslmagazine.co.uk 119

Classified

APRILIA RST 1000 Futura, 2002, Sports Tourer, 13,700 miles, Sorned, 50+mpg on last trip, £2000 ono. Tel. 07929 747165. Email: lowerwynters@ outlook.com for details.

ARIEL RED HUNTER 350cc, 1959, original colours, rides nice, V5, history papers, recovered seat, new piston rings, £3300.

Tel. 01767 691209 (please leave message). Sandy, Beds.

BMW K1200GT 2004, 1200cc, dark blue, 40k miles, vgc, £3000.

Tel. 01604 714483. Northants.

BMW R80/7 LG7 380W, 1980, 27,605 miles, good condition, MoT Nov 2018, rebuilt 2013, £2500. Tel. 01793 3778160.

BSA GOLDSTAR 1956, beautiful ‘56 BSA Goldstar m/cycle, runs perfectly, rust free, private collector. Asking price $12,000.

Email: otokram55@gmail.com USA

DUCATI SCRAMBLER Sixty 2, black, 2016, 2,228 miles, exc cond, R&G bar ends, £5199. Tel. 07813 128992. London.

HARLEY-DAVIDSON FATBOY 1450cc, 2006, 33k, 2 owners, Vance & Hines exhaust, Stage One Roland Sands a/filter, crash bars, orig h/bars inc, s/h, £5500.

Tel. 079230 14615. N London.

HONDA immac, a truly honest bike, fantastic, only done 8,500 miles, s/h, one lady owner, orig Honda panniers, orig bike key, lots of extras. Tel. 07812 812884; 01704 831968. Liverpool.

HONDA powder blue, 2005, one lady owner, immac, full s/h, 2,500 milles, coded panniers + many extras, dry stored, £4000. Tel. 07835 090546. Berks.

HONDA 450 REBEL 1987, 18,178 miles, good condition, MoT Sept 18, £2000. Tel. 01793 778160.

HONDA CBR400 Foxeye Fireblade, standard, good condition, 8 months MoT, £1850 or swap good Classic Bike (big ZED)? Tel. 07909 502193. W Yorks.

HONDA HARDTAIL CHOP/ LOWRIDER/BOBBER 900cc, MoT, black with custom paint WWI theme, show quality, new tyres, built in 2015, £4975. Tel. 07790 177352. Norfolk.

HONDA NC750S dual clutch trans, auto, v economical bike, purchased new 2014, 10,750 miles, serviced, new tyres, brake pads, £3700. Tel. 07860 583363 for more info. Notts.

HONDA SHADOW 750cc, 2007, less than 7.5k miles, MoT Aug 18, leather panniers, pillion seat, large windshield, gc, reliable, £3000 ovno; no time wasters. Tel. 07912 600251. E Sussex.

HONDA VFR 30 year old, unique, orig VFR made before the 750cc, strong bike was made for only 2 yrs, mint, starts/rides well, Sorned. Email: sea voyage2011@ gmail.com Liverpool.

HONDA VFR750FJ 1989, very good orig cond, sympathetically restored, zinc plating painting, refurbed, all done to original spec, 40k, £1900. Tel. Stephen 01283 210624. Derbys.

JAMES 200 1963, AMC engine, in regular use, nice patina, some spares, buff log book & V5, MoT exempt from May, £995. Tel. 07810 162057. Northumberland.

KAWASAKI ER6F 2007, mature owner since 2009, 36,572 miles, well maintained, repaired, damage r/h fairing, Pilot 4 tyres, Scottoiler, Givi £1800. Tel. 01964 551089; 07925 494026. E Yorks.

MATCHLESS WOG3 1940, rare WW2 bike, girder forks and panel tank, full history, V5C, £7995; Moto Guzzi Nuovo Falconi, military model, kick/elec start, £5500. 07798 866071. Middx.

NIPPONIA BRIO 125 excellent example of this Cub bike in as new condition, only 2,400 ams, MoT, new battery, disc brake at rear, genuine sale, £550 ono. Tel. 01626 834007. Devon.

SUZUKI 600 INTRUDER 2002, 20,887 miles, good condition, reg 07 53 PZ, MoT Jun 18, £2000.

Tel. 01793 778160.

SUZUKI BANDIT GSF1200 silver, 04, 25,490 miles, MoT 26/09/18, three owners, s/h, Datatool immob, rack, std exhaust, gc, £1750 ono. Tel. 07944 176232. Middx.

SUZUKI BURGMAN 400 2008, 2 owners, dealer history, MoT May 2019, 25,500 miles, 2 keys, Haynes manual, £1495 ono. Tel. Jon 07593 299752. Leamington Spa.

SUZUKI SV650S K6 2006, nice cond, only 2,196 miles, owned past 10 yrs, dry stored, MoT - HPI clear, £2249. Cash on collection only. Questions to roger.sweeting @sky.com Viewing welcome.

TRIUMPH DAYTONA 955I 1999, (T), 22,830 miles, stored last 4 yrs, MoT, h/bar risers, Scorpion can, new foam grips, good condition, £1850 ono. Tel. 07837 655259. Hertford.

TRIUMPH T100C 650cc, import from USA, full nut & bolt restoration, no expense spared, engine rebuilt, match nos, all parts are genuine OEM, £9000 ovno. Tel. 01189 734072. Berks.

TRIUMPH T100SS 1962, a lovely example of this classic 500cc Triumph sports twin, exc cond, 12v elecs, transistorised ign, engine rebuild, oiro £5995.

Tel. 07970 088234. Hants.

YAMAHA FAZER I am selling my 2004, great bike, fun to ride, comfy commuter, this bike has had new chain and sprocket and MoT Dec, bargain price of £1700.

Tel. 07704 141083. Berks.

YAMAHA THUNDERACE 1000cc, 35k, 1996, new tyres, chain, sprockets, battery, braided hoses, stainless exhaust, datatag, £2000. Tel. 07597 850784. Man

YAMAHA TRACER 900 red, April 2016, one owner, immac, full s/h, 6,500 miles, extras, comfort seat, rack, fenders, etc, £6250. Tel. 07516 527870. Glos.

120 mslmagazine.co.uk

Classic Bike

insurance

0800 781 9318

Carole Nash Insurance Consultants Ltd is authorised and regulated by the Financial Conduct Authority.

VESPA LX50 63 plate, hardly used with 760 miles on the clock and in great condition, extras such as top box, foot mats and handle grips, £1300 ono. Tel. 075720 42519. Hull, Yorks.

YAMAHA YB100 1989, excellent original condition, some new parts and well maintained, good running order, MoT, £1100. Tel. 07867 904777. Email: cb. shipley@hotmail.co.uk Derbys.

YAMAHA XT 500 1981, MoT, Sorned, new tyres, new exhaust, new Koni rear shocks, chain and sprockets, 12v conv, improved camshaft, £4800 ovno. Tel. 07841 430866. Kent.

VINCENT COMET 1952, full matching numbers, just fully restored from the ground up with all the right parts, £23,500. Tel. 01322 666455. Kent.

YAMAHA YDS7 250 excellent orig cond, sensible updates, good running order, not used for years, MoT, 5,217 miles, £2900.

Tel. 07867 904777. cb.shipley@ hotmail.co.uk Derbys.

SUZUKI B KING 1340cc, 300 bhp, TTS Supercharger, extended s/arm, 5,310 miles, 57 plate, over £30k spent, MoT, grab yourself a bargain, £12,000 ovno. Tel. 07877 291813. Lancs.

YAMAHA MIDNIGHTSTAR 950 XVS, 62 plate, sissy bar, crash bars, heated grips, 10,195 miles, one owner from new, £4750 ovno; genuine reason for sale.

Tel. 07890 281899. S Wales.

YAMAHA YZF R125 2011, only done 7,550 miles, new Pirelli tyres in Nov, new MoT, new chain and sprocket, great bike, best looking 125cc on the road, £2475. Tel. 07949 407381.

SUZUKI DRZ 400SM 08 reg, only 3,898 miles, immac, careful owner, serviced, Renthal bars, h/ guards, 2 new tyres, all keys, tool kit and docs, £3550. Tel. 07773 870908. S Yorks.

TRIUMPH BONNEVILLE 865 2014, one previous owner, 2,863miles, MoT Oct, many extras, near immac, £5350 ono.

Tel. 07594 506435. N Kent.

Parts for sale

TRAILER made to carry scooter, 188cm long, lengthened, c/w trailer board, lights, spare wheel and ramp, £130. Tel. 07836 505163. Email: clive. pearce1@btopenworld.com Wolvs.

MOTO GUZZI NUOVO PARTS: Frame sprayed (delugged suitable Bobber or Cafe Racer), forks, wheels (spoked), brand new tyres, (make good special project), £450 the lot. Tel. 01978 842668. Wrexham.

HONDA TOP BOX large size, like new, £70. Tel. 01943 463935. W Yorks.

MOTO GUZZI rear shocks, less than 5k miles, vgc, £75 pair; Moto Guzzi original custom screen, vgc, £20.

Tel. 01902 884225. W Mids.

PIPEWERX end can chrome, oval, as new, removable baffle, £100 ono.

Tel. 07971 104884. Shrops.

TOURING KIT for Kawasaki Versys 650 (2010-2013), 1 PLXR450 Quick Release pannier rack, £75 ono; one pair of monorack arms for rear rack, £30. ono; all in good condition. Tel. Alan on 077150 56674. Groby.

WIPAC HORN 6v, good condition, working, £40.

Tel. 01943 463935. Leeds, W Yorks.

Wanted ANY MAKE OR SIZE classic motorcycle wanted, in any condition from a basketcase to one in nice condition, cash waiting. Tel. 07811 189755.

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mslmagazine.co.uk 121

Full engine lubrication Kevin Cameron

E

very generation likes to think it is the first to live in modern times, and ours is no exception. The errors of history are dismissed in retrospect as failure on the part of our forefathers and mothers to admit they were living in the past and thinking outdated thoughts.

The achievements of our own time will be similarly dismissed by generations to come.

One small conceit of the present is the notion that all the moving parts of present-day engines are fully lubricated by pumped, filtered, and probably cool recirculating oil. We hop on the bike, hit the button, and speed off, secure in the assumption that oil flow begins instantly and comprehensively.

There remain, however, some imperfections in this picture. Not so long ago, certain Honda V4s suffered valve train failures traced to oil systems that took four minutes to urge and ooze the life-giving fluid to the most distant of the 16 valve tappets. The aftermarket stepped in with kits that provided large-bore lines to communicate oil pressure to distant provinces promptly, and basic design was altered similarly in later models.

The man who can tell you when an obscure frame weld has been moved 12mm on Yamaha’s latest MotoGP chassis, Neil Spalding, has counselled wouldbe buyers of used Ducatis (US Cadillac dealers call it ‘pre-owned’) to ask the owner to start the engine. If he or she starts the engine and just lets it idle, refusing any temptation to ‘jazz’ the throttle, that bike is a possibility. It is because that indicates the owner waits for oil to circulate throughout the realm before asking for any operation above idle. But if the owner works the throttle – blip-blip – say thanks but no thanks and move on to the next possibility. Why? Because this bike very likely has a history of being ridden off before its oil system is fully on the job.

We have reached even this degree of lubrication excellence by degrees, beginning with so-called ‘totalloss’, progressing through various bodges employing gravity, crankcase vacuum, and even hope-filled reliance on oil vapour. When Velocette was faced with the problem of returning oil from the cylinder head, where it had lubricated that make’s celebrated overhead cam and rockers, an early solution to getting that oil down past the huffing-and-puffing crankcase pressure caused by piston motion was provision of a tiny dedicated pump. Harley-Davidson, in the process of developing its dearly-beloved ‘Knucklehead’ E-Model one-litre OHV twin of 1936, found that oil supplied in minute quantities to lubricate exposed rocker tips and valve stems could somehow multiply like loaves and fishes to a flood. In reply, they sat its 122 Motorcycle Sport & Leisure – established 1962

Modern bike engines are always fully lubricated with cooling oil, aren’t they?

Not necessarily, says our Kev.

Who is Cameron?

Kevin is one of the most widely-respected technical gurus on the planet. Author of some of the most iconic and landmark books in motorcycle publishing, the American brings the innermost workings of what goes on in an engine to the fore in an easy-to-access way.

Simply put, Cameron is a genius of all things metal that are fixed to two wheels.

valve springs in little cups to collect that oil, whence it was drawn by timed crankcase vacuum through little pipes, into the pushrod tubes and thence homeward to crankcase and oil scavenge pump.

Problem somewhat solved.

The Swiss firm of Motosacoche, early suppliers of proprietary MAG engines to other motorcycle makers, had patented full enclosure and pressure lubrication of OHV valve gear, and during the Great Depression engine makers had no desire to pay them royalties.

However, no less a firm than US aero-engine builders Pratt & Whitney understood necessity and adopted full enclosure and positive lubrication in the mid1930s as preferable to oil-darkened windscreens and hundred-gallon oil tanks.

It is a well-known fact of the engine development process that oil is perverse, and will find ways to accumulate where it cannot, and to become scarce where it is essential. In desperation, makers of Formula One engines constructed tilting dynamometers in hope of simulating what happens to oil during downforce-enhanced multi-G braking and acceleration. Even so, such engines typically have multiple oil scavenge pumps located in several places to keep the palliative liquid under control.

Honda, finding that traditional automotive methods of crank and rod lubrication left dark warning streaks on RC-45 Superbike con-rod bearing inserts, were finally driven to the next step. The normal method, which works well in engines whose cranks turn like millwheels (at least as compared with F1’s former 20,000rpm), is to pump oil into grooved main bearings, from which it enters drillings in the crank to carry it to the rod journals. But when rpm becomes arbitrarily large, inertia discourages the oil from flowing radially into the crank, and rod bearings starve, showing their distress with black streaks indicating the next thing to actual surface-to-surface contact. End feed was the final step.

Velocette was a pioneer in understanding that in air-cooled engines, plentiful circulation of oil lowered temperatures. More than 40 years later, as MV Agusta narrowed the valve angle of their race engines, they realised that cooled oil could compensate for the resulting loss of cooling fins formerly located between the more widely-spaced cam boxes of their classic early four-cylinder designs. Lubrication remains a work in progress.