Motorcycle Sport & Leisure April 2018

TRIUMPH TIGER 800 20 00+ upgrades that make a REAL difference

SUPERCHARGED

KAWASAKI ◆ POWER: 207bhp ◆ WEIGHT: 260kg ◆ MOVES: like Jagger

NOT INTO HARLEYS?

The Sport Glide will change your mind

Honda Africa Twin Adventure Sports

April 2018 No.691

PLUS:

Used buying guide: Kawasaki Versys 650 Honda Fireblade story 1981 Triumph TR7 Tiger 750 Superchargers explained Suzuki V-Strom 250 Aurora Hellfire V8

WHY THIS IS THE AFRICA TWIN FOR YOU

The best bike ever Mikko Nieminen

W

hat’s the best bike you’ve ever ridden? The one that makes all others seem like mere props in the wings; the one that leaves you searching for words of praise strong enough to do it justice; the one that makes your knees go weak.

I get asked this quite often, and I always fail to give a coherent answer. Not because I can’t think of a bike that qualifies, but because there are too many to choose from. In the last couple of months alone I’ve had the privilege of riding half a dozen new bikes, and pretty much all of them have felt like the best bike ever, at least in some way, for some time.

The sensation doesn’t always last for that long, but it keeps coming back.

The Honda Gold Wing that I tested for the last issue wowed me with the sheer luxury of its ride quality and the new DCT system (I believe I went on about it a bit!). The Kawasaki H2 SX SE supercharged the smile on my face as I listened to it chirping and whirring as the scenery turned into stripes on either side of me. And the Triumph Tiger 800 had me scratching my head trying to figure out how it managed to feel so incredibly balanced off-road. There were moments on all those rides where I could have happily declared each of these bikes the best ever.

And, apart from some rare exceptions to the rule, the same goes for pretty much all bikes I’ve ever ridden.

You see, I don’t think it’s so much about a bike’s performance, equipment or ride quality as it is about the way you feel in the moment you ride.

Now, I appreciate that I’m a spoilt journo who gets to ride a lot of cool bikes, but that’s not the only reason behind my excitement towards all bikes.

Even before I got into this profession I couldn’t have picked a single bike I’d ridden that was clearly superior to all the others. There’s just something exhilarating about almost every bike I’ve ridden, from my first ever taste of freedom on a clapped out 50cc Suzuki to the finest examples of modern motorcycle engineering I review today. They might be worlds apart in terms of performance, spec, and intended type of riding – but they all get my heart racing.

That’s because there’s something incredibly immersive about the sensation of riding a bike – call it adrenaline, thrill of speed, sense of freedom, whatever it is – and in that moment, I have never thought, ‘well this is nice, but I bet it would be even better if I were on a Blade’. Bike envy somehow disappears in that moment. You only regain it when you get off your bike and assess the other options around you.

And that’s one of the great things about motorcycling. You don’t need to have the biggest, baddest bike to enjoy it. Sure, you’ll get more enjoyment and use out of a bike that suits your riding habits and style, but pretty much any bike can give you that warm and fuzzy feeling that only bikers know.

So, what’s the best bike I’ve ever ridden? Well, on Tuesday it was the Kawasaki H2 SX SE, and as you’ll find out on page 18, it wowed me with its supercharging, sharpness and sporty handling.

By Thursday however, I thought nothing could beat riding the Triumph Tiger 800 across the deserts in Morocco – you can read all about that on page 28.

And by the time the next issue comes out, I have no doubt it’ll be something different altogether!

Mikko Nieminen, Editor

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 58-year-old 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 PAY LESS

Get the original & best bike magazine every month

P16

18 NEWS & OPINION: 7

News The latest biking news

12

36

Your letters MSL readers have their say

14

Products Interesting kit and accessories

16

Subscription offer Save £££ by subscribing

34

Maynard Hershon Children’s hospital toy run, pt. 1

42

The High Sider Testing times for all

TOURING & ADVENTURE 71

Touring news Tours of note

72

Day ride Lake District passes ridden

75

Richard Millington One week or ten – it’s all the same

76

Mid ride Technical troubles in Portugal

28 4 Motorcycle Sport & Leisure – established 1962

80

Long ride 1902 FN finally reaches Belgium

86

Adventure planning How to prep your bike and kit

44 TEST FLEET 92

Suzuki GSX-S1000F Bertie very nearly plugs and plays

94

Yamaha X-MAX 400 Making a fish and chip run to Matlock Bath

96

Suzuki V-Strom 650XT Mossy is converting minds

KNOWLEDGE 26

Tech talk

ROAD TESTS 8

Supercharging explained

51

Baba’s Blades

One week with the mini-adventurer

18

Honda Fireblade story

85

What’s on?

Dates for your diary

98

Tried & tested Winter jacket, trousers, gloves and more

102 Buying guide

The natural man

122 Tony Carter Bandit territory

102

Supercharging sports touring Kawasaki H2 SX SE

28

Triumph Tiger 800 Now more off-road orientated

36

Even tougher than before Honda Africa Twin Adventure Sports

44

2017 Kawasaki Versys 650

110 Kevin Cameron

Suzuki V-Strom 250

Harley-Davidson Sport Glide The cruiser that does it all

58

Winter trip to Skegness Yamaha X-MAX and KTM RC390

112 Classic test 1981 Triumph TR7 Tiger 750

April 2018 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, Angie Sisestean PUBLISHER: Dan Savage: asavage@mortons.co.uk GROUP KEY ACCOUNTS MANAGER: Steff Woodhouse: swoodhouse@mortons.co.uk 01507 529452 / 07786 334330 DIVISIONAL ADVERTISING TEAM LEADER: Zoe Thurling zthurling@mortons.co.uk 01507 529412 ADVERTISING SALES: Sam Lawson: slawson@mortons.co.uk 01507 529468 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 16 for offer): (12 months 12 issues, inc post and packing) – UK £51.60. Export rates are also available – see page 16 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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NEW Need to know ◆ Your letters ◆ First rides

New Triumph Speed Triple S & RS unveiled Triumph’s sophisticated hooligans gain a range of upgrades but retain their fun-loving nature.

T

he latest generation of Triumph Speed Triples are, according to the manufacturer, the most advanced and powerful Speed Triples ever built. The upgrades include a major engine update for improved performance and a weight saving. Peak power is now 7% higher than the previous generation at 148bhp and peak torque is up 4% at 86lb-ft.

There’s a new lighter crank gear, lighter Nikasil-plated

aluminium cylinder liners, a smaller starter motor, and lighter battery and alternator.

New profile pistons and a new cylinder head with optimised exhaust ports improve gas flow and deliver a higher compression ratio to achieve the increased power output.

A new sump lowers the oil level in the engine, reducing drag and improving weight distribution. The re-routed oil system now runs the oil internally through the head gasket to the cylinder head, allowing for the removal of external oil pipes, improved

styling and reduced mass.

Both models now feature angle adjustable full-colour 5in TFT instruments, backlit switches, ride-by-wire, riding modes, cruise control, Brembo front brakes, switchable ABS and traction control, Pirelli Diablo Supercorsa tyres and a USB charging point.

The RS adds Öhlins suspension, comfort seat, adjustable levers, cornering ABS and traction control, an inertial measurement unit (IMU), and a keyless steering lock and ignition system to the list of standard equipment.

Specification TRIUMPH SPEED TRIPLE S (RS) Engine: 1050cc liquid-cooled, 12-valve, DOHC, inline 3-cylinder Power: 148bhp (110 kW) @ 10,500rpm Torque: 86lb-ft (117Nm) @ 7150rpm Seat height: 825mm Dry weight: 192kg (189kg) Fuel capacity: 15.5 litres

www.mslmagazine.co.uk 7

Test Ride

One week with Suzuki’s V-Strom 250

ADVENTURES ON A SHOESTRING

Suzuki’s mini-adventurer looks big, handles well, and doesn’t cost the earth. We spent a week with one.

WORDS & PHOTOGRAPHY: Ross Mowbray

L

ast year saw the introduction of a swathe of mid-capacity A2 licence-friendly adventure-oriented bikes to the market. Suzuki joined the party with a new V-Strom 250, which accompanies the bigger DL650 and DL1000 in Suzuki’s adventure tourer range.

Suzuki has got the little Strom’s looks spot on, borrowing styling cues from its grown-up adventurer tourer siblings. It looks rugged, agile and bigger than its capacity would suggest. The V-Strom’s chassis is also deceptively large and roomy, retaining a big bike feel. Nevertheless, shorter riders should find the

V-Strom 250 easy to get on with, thanks to its 800mm seat height and 188kg wet weight. It’s well equipped too, featuring an LCD dash with fuel gauge and gear indicator, 12V connection and tail rack – plus Suzuki offer a wide range of optional luggage and other touring-related accessories so you can easily kit the little Strom out for an adventure.

The V-Strom 250 is powered by the same parallel twin engine as the GSX250R – which was originally pulled from the Inazuma 250. It’s a pretty standard single overhead cam motor – and out on the road, it’s sadly a little uninspiring, offering a fairly meagre 24.7bhp and 17.3lb-ft of

8 Motorcycle Sport & Leisure – established 1962

ABOVE: The V-Strom 250 shares the same DNA as its V-Strom siblings, with rugged lines, a solid stance and its distinctive ‘beak’.

ABOVE RIGHT: A reverse-lit LCD instrument panel offers plenty of info, including a speedo, tacho, gear position and rpm indicator.

torque to play with. Meanwhile, the competitors have gone for slightly larger engines: Kawasaki is using the engine from its Ninja 300 for its Versys X-300, and BMW is using a 313cc engine for its mini-GS. The Suzuki is capable of sitting at motorway speeds, but you’ll have to work it hard to get up there. Having said that, the engine’s low end pick-up is good, and it’s smooth and vibe-free through the rev range.

For braking, the V-Strom offers smart wavy-type brake discs and non-switchable ABS on both of its 17in wheels. Nothing fancy, but they are more than capable of pulling you to a stop in a hurry. Suspension-wise,

ROAD WHEELS

17in 10-spoke wheels front and rear confirm the V-Strom 250’s road-going bias. It handles well, with plenty of grip available from the tyres.

SCREEN

The V-Strom 250 protects riders from the elements with its compact windscreen, providing surprisingly effective shielding for a more comfortable ride, despite its small stature.

Closest rival Kawasaki Versys X-300 – from £5149 The all-new 296cc Versys-X 300 is a lightweight, nimble, parallel twin that is perfect as a multi-purpose machine. With 39bhp it’s more than capable as a commuter, or even a tourer – and although you’re going to have to work it harder than you would a larger capacity bike, it feels more than up to the job.

EXHAUST

The two-into-one exhaust system features a unique chamber in front of the catalyser, which helps to maximise acceleration performance at mid-range speeds, while reducing exhaust emissions.

RANGE

Overall engine efficiency translates to high levels of fuel economy. With a full 17.3 litre tank of fuel, the V-Strom 250 has a claimed range of over 310 miles.

ENGINE

The V-Strom’s 248cc parallel twin has been designed to maximise low- to mid-range torque.

BRAKES

Stopping power is provided by petal-type front and rear disc brakes – plus there’s front and rear Bosch ABS to help deliver greater confidence and control.

Specification SUZUKI V-STROM 250 (2017) Price: £4599 Engine: 248cc liquid-cooled, single overhead camshaft, eight-valve parallel twin Power & torque: 24.7bhp, 17.3lb-ft Seat height: 800mm Wet weight: 188kg Fuel capacity: 17.3 litres Contact: www.bikes.suzuki.co.uk

the Suzuki is equipped with telescopic, coil spring oil damped forks at the front and a swingarmstyle, coil spring, oil damped unit at the rear. It leans towards the softer end of the scale, but throughout our week together the little Strom soaked up a range of road surfaces and potholes with little trouble. The V-Strom 250 stands apart from its mini-adventure competition because of its vehement road-going bias. Its 17in wheels help the V-Strom to

handle extremely well, delivering an impressive and assured ride.

The V-Strom is undeniably an impressive machine. With its big bike looks, authoritative riding position, and confidence-inspiring handling, it could be the perfect for aspiring adventurers. It’s comfortable, lightweight and its 17.3-litre fuel tank gives the V-Strom 250 a range of over 310 miles. It’s a great bike to ride – and it’s the cheapest of the mini-adventure bunch too. www.mslmagazine.co.uk 9

Top Stories News in brief BIKES ON BUS LANES PROJECT

• A countywide initiative in Northamptonshire will see bus lanes opened to motorcycle and scooter riders later this year. The aim is to convert car drivers to bikers in a bid to cut congestion and emissions, as well as ease parking problems.

The initiative is backed up by radio, social media and poster campaigns encouraging the switch to two wheels.

GENERATION TEXT IN TROUBLE

• Close to 11,000 new drivers lost their licence in 2017 – and the number of new drivers who lost their licence for using a mobile phone at the wheel rocketed by 356% in 2017.

Following new laws introduced in March 2017 which saw drivers handed six penalty points and a £200 fine for using their phone while driving, some 533 new drivers lost their licence for breaching the rule – up from 117 the year before.

John McGuinness joins Josh Brookes at Norton TT legend set to ride for the Norton factory team in the Superbike and Senior TT Races in the 2018 Isle of Man TT. John McGuinness has joined 2015 British Superbike Champion Josh Brookes in a two-man team using the latest specification Norton ‘SG7’ machines, derived from the firm’s V4 RR road bike.

McGuinness last won a Superbike class race in 2015, winning the Senior TT and breaking the outright lap record with a lap of 132.701 in the process. He achieved podiums in both the 2016 Superbike and Senior TT but missed last year’s TT race meeting due to serious injuries sustained in the North West 200, from which he is still recovering. However, he expects to be back to full fitness in time for his TT debut with Norton this June.

Speaking about signing for Norton, John McGuinness said: “I didn’t want to end my career due to an injury, but the truth is

I didn’t know whether I would be able to come back as I didn’t know how fit I was going to be.

Right now, things are going well.

I feel a lot sharper and my head is in gear and ready to go. The plan is to get the external fixator cage off my leg by the end of this

month and after that, we can start working towards getting bike fit and testing.

“I’m definitely ready for a change of manufacturer.

I needed an injection of enthusiasm and I’ve found it with Norton.”

The most valuable motorcycle y ever auctioned A rare, original condition, British-made, Australian speed record-setting, 1951 Vincent Black Lightning motorcycle was sold for £658,019.99 ($929,000) at a Bonhams auction in Las Vegas, making it the most valuable motorcycle ever sold at auction.

MAYOR OF LONDON CALLING

• Motorcycle and scooter manufacturers and the Motorcycle Industry Association (MCIA) met with London Mayor Sadiq Khan to discuss how to tackle the theft of bikes and scooters in the capital. The mayor called for improved bike security, while MCIA CEO Tony Campbell emphasised the importance of a ‘layered’ approach with tagging, tracking, locks and chains used in unison.

10 Motorcycle Sport & Leisure – established 1962

Built by special order and imported new into Australia by Tony McAlpine, the Vincent Black Lightning – number 7305 – is one of only around 30 Black Lightning models ever built at the company’s Stevenage factory.

In 1953 the motorcycle smashed the existing Australian speed record when Jack Ehret achieved an average speed of 141.5mph. Under the ownership of Ehret, the Black Lightning would also clinch numerous race victories throughout Australia and become renowned around the globe.

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 ou can also join us at facebook.com/mslmag

★ Star Letter Brit bike invasion While I read most of the articles, I particularly enjoy the contributions from Opinion and Knowledge writers such as Maynard Hershon and Kevin Cameron. With that in mind, would it be possible to get them to write about the American perspective of the British post war production – Triumph, Norton, BSA, Velocette etc.

It seems odd to me in a country synonymous with Harley-Davidson and Indian heavy metal that many people clearly wanted something else, no matter how outdated or unreliable. Who were the devotees of the British bikes – the city slickers, Texas rangers, hillbillies, Californian hippies, or perhaps it was all or none of those?

What was the attraction of the British bike and why couldn’t a yes-we-can country like America produce its own versions?

John Rickett

I started riding in ’62 and bought my first bike, a CB72 Honda, from a BSA/BMW/ Honda shop in Indianapolis.

The shop was owned by an old racer who’d developed a tilting sidecar. At that point he’d been selling BSAs for years and Hondas for months, I think.

I’ve thought for years about that era and come to almost no conclusions. All evidence is anecdotal; charming stories old guys tell.

I can’t even tell you when Harley riders and import riders became inhospitable to one another. I think of The Wild Ones and try to remember if Marlon’s guys rode Triumphs and Matchlesses and Lee Marvin’s rode Harleys and Indians. Anyone know?

I’ve heard that our GIs returned from Europe and the Pacific wanting motorcycles. I have heard that many of those men brought British bikes back with them when they came home, but I don’t have a clue as to how many and what models they might have brought home. More hassle to bring home a Speed Twin than a Luger or Nambu pistol or an SS uniform with only one patchable hole in it.

Some guys, I suppose, rode Harleys in the war. Some rode British bikes while stationed in the UK. Did guys who’d ridden Harleys want Harleys when they were discharged? Did the men who’d ridden Triumphs and BSAs come home wanting British bikes? I don’t know.

Maybe the Harley riders had never been exposed to Triumph twins or Ariels or Velocettes.

The story is that Buddy Holly and the Crickets went to a Harley store to try to buy bikes.

They were ignored at that shop and went to an import shop, where they bought two or three British bikes, including Holly’s Ariel 650.

Maybe when guys of the Greatest Generation thought of motorcycles, they thought of Harleys. Maybe, having just come home from fighting a patriotic war, they lusted for US-made motorcycles. Seems corny in the second decade of the 21st century, but you and I have probably never been fired on by future Honda or BMW assembly technicians.

I know there were Triumph shops and BSA shops here in the 50s. I am not nearly so sure that there were many of them pre-war. Shops that sold Matchless, AJS and Ariel were

12 Motorcycle Sport & Leisure – established 1962

Maynard at Nelson Ledges Raceway in northern Ohio in 1965, ready to race his Ducati Diana 250.

primarily BSA or Triumph stores, is my feeling. A standalone Matchless store would have been a tough row to hoe almost anywhere in this great land.

In the 60s I saw lots of BSAs and Triumphs, and very few of anything else. Except for my own and my friends’ Velocettes, I could count the number of them being ridden on the streets on one hand.

I cannot remember seeing a Square Four on the road. Ever.

I feel sure that in the eastern US, British singles and twins were used in enduros and scrambles. The same goes for desert racing in the west and for events like Catalina. You could ride for years and not see a Velo, Enfield or Matchless

single ridden on the road.

When I bought my sweet red Honda in ’62, I saw a Gold Star on the showroom floor. I remember being intimidated by that bike, thinking that it was the fastest thing on wheels, that it would just keep accelerating until it and its rider burnt up from friction with the atmosphere.

First I told you that I couldn’t answer your question satisfactorily, then I spent hundreds of words telling you about what I do remember of those days. Thanks for a great letter, one that will send dozens of silver-haired guys on long journeys in decades long past. Who knows what dreams may come…

Maynard Hershon