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THE CALIFORNIA SUPERBIKE SCHOOL – improve your riding
HONDA SH300i
LONG DISTANCE ECONOMY TEST
BIKES & SCOOTERS RATED OR RIDDEN
BULLIT HUNT S 125cc and 250cc retro bike test
APRILIA RS4 125 REPLICA TEST RIDE
ALL YOU NEED TO KNOW
CITY PLUS 50 REVIEWS
ON THE LATEST PRODUCTS
KYMCO’s new two-stroke pocket rocket
November/December 2016 Issue 113
BOOT BUYING GUIDE
IMPROVING YOUR RIDING IN ONE DAY
18 Editor: Mau Spencer mspencer@mortons.co.uk Publisher: Steve Rose Contributors: Gary Chapman, Pete Henshaw, Mau, Mikko and Duncan Moore Apologies to anyone we’ve forgotten. Design: Fran Lovely Picture desk: Paul Fincham, Jonathan Schofield Divisional advertising manager: Martin Freeman mfreeman@mortons.co.uk 01507 529538 Advertising: Zoe Thurling zthurling@mortons.co.uk 01507 524412 Subscription manager: Paul Deacon Circulation manager: Steve O’Hara Marketing manager: Charlotte Park Publishing director: Dan Savage Commercial director: Nigel Hole Associate director: Malc Wheeler Twist & Go magazine PO Box 99, Horncastle, Lincs LN9 6LZ www.o2w.co.uk www.whatscooter.com Editorial call: 01507 529408 General queries and back issues: 01507 529529 (24hr answerphone) Email: help@classicmagazines.co.uk Web: www.classicmagazines.co.uk UK: 6 issues £22 Europe: 6 issues £27 ROW: 6 issues £31 Archivist: Jane Skayman 01507 529423 jskayman@ mortons.co.uk Subscription Full subscription rates (but see page 16 for offer): (12 months 12 issues, inc post and packing) – UK £24.60. Export rates are also available – see page 16 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. Customer services number: 01507 529529 Telephone lines are open: Monday-Friday 8.30am-7pm Saturday 8.30am-12.30pm Distribution: COMAG, Tavistock Road, West Drayton, Middlesex UB7 7QE. Tel 01895 433600 © 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 No 1471–0501 USA SUBSCRIPTIONS Twist & Go magazine TWIST & GO (ISSN:1471-0501) is published bi-monthly by Mortons Media Group Ltd., PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK . USA subscriptions are $36 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Wisconsin Rapids, WI. Postmaster: Send address changes to TAG, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com Printed by William Gibbons & Son, Wolverhampton. Some articles within these pages express the opinions of the contributors and are not necessarily those of Twist & Go. E&OE: While we do our best to ensure our information is accurate, all mention of special offers or other deals are subject to alteration by the companies mentioned. NEXT ISSUE (114): Published on December 21, 2016 EDITORIAL DEADLINE: November 21, 2016
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WHO’S WHO? MAU SPENCER Heading up the T&G team, Editor Mau has been riding bikes since he was 16. He’s also the founding editor of Classic Scooterist magazine – often leading to him being ribbed by his scooter-riding buddies – he gives as good as he gets. MIKKO NIEMINEN Staff writer Mikko had his first taste of biking at the age of 15 on a 50cc Suzuki. Since then he’s been happiest on two wheels – regardless of the make or size of the bike. He’s an all-year rider and is never happier than when he’s road testing a new bike, or a new bit of kit.
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CONTENTS
6 12 18 22 24 28 32 34
GOSSIP ‘N’ GADGETS
38
A quick glance at the latest naked bike from the Sinnis stable.
PRODUCT REVIEWS
40
Styled to take the Japanese naked bikes.
CITY+ 50
42
Up-to-date news and product information. A closer look at some of the latest goodies. KYMCO’s two-stroke pocket rocket.
APRILIA RS4 124 REPLICA
Pedigree and speed in the lightweight category.
SINNIS RS 125
ZONTES PHANTOM S250
HONDA SH300i – GOING THE DISTANCE How does it fare as a long-distance mount?
MONSTER MASH
46
Mopeds are a way of life for riders in Holland.
CITYBLADE 125
48
Whatever your riding style, there are boots to match.
SCHOOL OF SPEED
BITING THE BULLIT
52
SYM SYMPHONY ST 125
57
WHICH BIKE?
Triple bike launch from French company Mash. Keeway claims the cheapest feetforward scooter on the UK market. Cruising around on the latest Hunt S 125 and 250 models. More Radio 3 than Kiss FM.
PETE HENSHAW Pete doesn’t own a car and is happily dependent on two wheel transport – anything powered by petrol, diesel, pedals or slight electrical assistance. He specialises in riding small, slow bikes for very long distances; he’s also a sucker for anything ecofriendly, or out of the norm.
It’s showtime!
GOING DUTCH
BOOT BUYING GUIDE
Good training can improve your riding more than hundreds of miles riding. Our expanded guide to new scooters and motorcycles.
By the time you read this, the three major international shows (Intermot, EICMA and Motorcycle Live) will be getting ready to show us what new metal will be available for 2017. If you’ve never been to any of these events, then it’s really worth finding time to go along, as it’s the perfect opportunity to see it all first-hand. You can sit on the bikes (well, most at least) and try on the clothing – it’s also a chance to get ‘touchy-feely’ without being overly pressured to actually buy something from an over-enthusiastic salesperson. And the bonus is that you get to see all the new gadgets. Who knows, you may even get to rub shoulders with one of your biking heroes.
PRODUCT REVIEWS Coolflow ST jacket RRP: £99.99 Reviewer: Mau
the shoulders and elbows; a pocket is also provided for a back armour insert Part of the Buffalo range, the Coolflow (available separately). ST has been designed as a threeStandard features include a brushed layered summer weight textile jacket collar lining, two way cuff zippers, four manufactured from a 600 Denier internal pockets and reflective detailing polyester; it has integrated mesh panels to aid visibility at night. There’s also an which provide air ventilation once the adjustable twin Velcro retained waist belt. inner waterproof and thermal linings One other feature I particularly liked was have been removed. Because the mesh the adjustable popper-retained upper/ panels are on the chest, vital areas like lower arm straps which not only ensure arms and the back still benefit from 600D that you get a personal fit, but also helps polyester, which the manufacturer claims prevent the jacket from billowing in the offers sufficient abrasion resistance. The wind – and these certainly helped to jacket also has removable CE armour on improve rider comfort when I was out on the open road. Having used the jacket on many of my low/mid-range journeys, I can vouch for its versatility. With the linings removed, the vented airflow provides a nice cooling effect in the hot summer sun; but this is the UK and the evenings can turn cool very quickly, so when I knew I was going to be out riding till late, I simply carried the inner lining under my scooter seat, ready to quickly fit in place for the colder ride home, thus providing me with a little more insulation when needed. The jacket is available in a red/stone colourway, in sizes S to 5XL, so there’s a size to suit most statures. Matching trousers (RRP: £79.99) are also available which can be attached to the jacket via its 8in connecting zipper. Info: www.thekeycollection.co.uk
Ammo helmet cleaner, polish and sanitiser RRP: £5.95 upwards Reviewer: Mikko I don’t always clean my bike after a ride, but I simply can’t make myself leave my helmet all grubby and covered in dead mozzies when I get home. This insistence on keeping the lid clean means I scrub it on a daily basis. Using water and soap works, but having decent products makes the job easier and quicker. The Ammo X-Clean helmet cleaner (£6.95) is a handy spray that you apply on the helmet, leave for a little while and then scrub off. It helps get the bugs and road grime off more easily than regular soap, and leaves the helmet sparkling clean. About once a week I also use the X-Glide helmet
Forcefield Pro L2K Evo back protector RRP: £119.99 Reviewer: Mikko A good back protector is an essential piece of protective gear for anyone on a motorcycle or a scooter. The Pro L2K Evo back protector is one of the lightest that I’ve tested, and it’s very easy to get used to. The protector is CE-certified to Level 2 of the motorcycle back protector standard EN1621-2, which means it’s tested to the highest standard currently available. The multi-position waist strap system ensures the best possible individual fit, and extra side adjustment straps provide a more secure fit against the spine. The soft shoulder straps help keep the protectors where they should be. The Forcefield Pro L2K Evo back protector is designed to be soft, flexible and comfortable while still providing maximum impact protection. It adjusts to the shape of your back, so after using it for a little while, it becomes very comfortable. You can still feel that you’re wearing a back protector, but it’s not restrictive of any movements. There are no rigid plates on this protector, instead it features NitrexEvo technology, which ensures that even after multiple impacts there is no loss of protective performance. The Pro L2K Evo is constructed in multiple layers, stitched with Kevlar thread for increased strength and durability, and perforated to allow partial movement of the inner layers. This allows it to mould to the body shape and to pump air through the multiple perforations for ventilation.
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The Pro L2K Evo protector is lightweight, won’t restrict your movements, and offers lots of protection. It makes sense to wear one. Info: www.forcefieldbodyarmour.com
polish (£6.50) to give the lid a bit of a protective layer and make it look good again. This only takes a short while and is well worth it as the polish also acts as a water repellent on the visor and keeps it free of droplets in the rain. Every now and again I reach for the X-Fresh helmet sanitiser (£5.95) too, especially in the summer when the lid gets sweaty and smelly and after a wet ride that leave the lining smelling a bit dank. I suppose these are luxury items that simply do a better job than water and soap, but I can’t stand a dirty helmet, so to me it’s money worth spending. Info: www.ammopro.co.uk
ST F F IR E RIDE
Aprilia RS4 125 Replica This 125cc sports bike has the pedigree and speed to make a claim for the top spot in the lightweight category. eeing both the Aprilia RS4 125 Replica and its firebreathing big brother, the RSV4, next to each other, it’s startling how similar they look in design, size and even detail. If you take a closer look, the small engine of the 125cc bike becomes obvious, but even so, it looks like a mean sports bike in its own right, not just a bogstandard low-capacity engine and chassis clad in replica fairings. This makes it the perfect weapon for some serious A1 licence-friendly hooning.
S
LOOKS
If you’re into sports bikes, it’s difficult to pick fault with the looks of this machine. Its proportions are very ryy similar to those
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of the bigger superbikes, with low clip-on handlebars, aggressive lines and all-round built-for-speed looks. The replica colours and graphics add to the racing feel. Italians sure know how to make a bike look cool! The fairings are relatively small, exposing the beautiful die cast aluminium frame, and allowing a glimpse of the engine. The upswept tail looks purp rposeful, p although the tiny pillion seat doesn’t look like somewhere I’d want to perch for long. A lovely design feature is how the exhaust muffler has been hidden under the right hand side rider foot peg, making the rear of the bike look tidy and light.
ENGINE
No matter how good a sports bike looks, it’s ultimately what’s under the fairings that
counts. And An n the RS4 125 Replica certainly has the muscles to match the looks. It’s powered by a 125cc single-cylinder, liquid-cooled, fourstroke engine, with fuel injection. Aprilia says the maximum power output is 15bhp (11 kW) at 10,500rp rpm. p Performance figures are one thing, but what counts is how the power is delivered in the real world. And An n the Aprilia delivers – a lot! From the first few metres the bike feels lively and capable, pulling away keenly. An And n the speed keeps on building nicely: the 70mph-plus top speed is achieved swiftly and with ease. Most of the power is found at the top end of the rev range, so to get the best performance the tachometer needle needs to spend most of the time somewhere north of 8000 revs.
ST F F IR E RIDE
SPEC: BULLIT HUNT S 125 HUNT S 250 ENGINE
Hunt S 125: 125cc 4-stroke air-cooled Hunt S 250: 250cc 4-stroke air-cooled POWER OUTPUT
Hunt S 125: 10.8bhp Hunt S 250: 22bhp STARTING
Electric with kick-start backup FINAL DRIVE
Chain TRANSMISSION
5 manual gears BRAKES
Front: 295mm single disc Rear: 205mm single disc TYRES
Front: 110/70-17 Rear: 110/70-17 WARRANTY
2 years CONTACT
www.bullitmotorcycles. com
PRICE £1799 (Hunt S 125)
PRICE £2599 (Hunt S 250)
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Biting the Bullit Retro bikes are all the rage right now, so we jumped on the band wagon and went cruising on the latest Bullit Hunt S 125 and Hunt S 250. etro-bikes are selling like hotcakes, and everyone wants a taste of the action. The latest bikes to join the party are the A1-licence friendly, 125cc, Hunt S 125 and the A2-licence compatible 250cc Hunt S 250 from Bullit.
R
LOOKS
The bikes look great, and almost identical. The frame, suspension, brakes and most of the other parts from the peashooter exhausts to headlights, are shared between the two bikes – it’s mainly the engine displacement that separates them. There are subtle differences though. The Hunt S 250 has a physically bigger engine and the exhaust is routed round at a different angle. It also has a flat bench-style seat, while the one on the Hunt S 125 is gently moulded. The smaller bike
also has higher chrome handlebars and a centrestand (the bigger engine takes a bit more room, which means there’s no room for a centrestand on the Hunt S 250). Taking a quick glance at the bikes, especially the bigger one in black, you could imagine it’s a miniBonneville from Triumph. The styling takes inspiration from the British bikes of the 60s, and the results are very pleasing on the eye.
ENGINE
The 250cc engine of the Hunt S 250 is a lively single-cylinder motor, with enough power to make both urban and rural riding easy. Acceleration is pretty lively and once you get up to speed the bike cruises at 60-70mph without effort. The smaller 125cc engine is naturally lower on power, but not bad compared to many other 125s. It’s capable of decent speeds and pumps out enough power for leisurely rides.
DOING THINGS T THE WIGHT WAY
Go oing g the DISTANCE The Honda SH range has a strong following and to many commuters it’s their‘scooter of choice’; but taken away from its normal urban habitat, does it meet similar expectations as a long-distance mount? Mau finds out...
e haven’t taken a close look at the SH300i for a while – and certainly not since it has emerged in its latest incarnation. Honda first announced this new model in 2015 saying that this latest version has a brand-new steel ‘underbone’ frame with a slightly longer wheelbase which in turn, Honda claimed, increased the underseat storage space. Improvements were made to the engine as well and this latest version would be the first Honda engine unit to be compliant with incoming Euro 4 regulations; it offered faster acceleration and improved fuel efficiency (achieved through the use of low friction technologies. Honda claims the nine litre (1.98 gal) fuel tank gives a range of 300km (186.4 miles), which in my book equates to 94.1mpg, so that gives me a baseline to compare with my actual fuel consumption on the journey (I wasn’t expecting to achieve anything like that though, as my journey would include some fast speed limit riding on dual carriageways and motorways). Going on Honda’s claims for the SH300i, then handling a long distance ride should be well within its capabilities; I was already intending to ride about 220 miles south
W
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RIGHT: You can’t see it in this picture, but that LED headlight panel is surprisingly bright BELOW: Despite the additional topbox, space was still a little short. Luckily my Givi tunnel bag came to the rescue (even if I couldn’t use it in the way it was intended)
for the 2016 Isle of Wight international scooter rally, so a round trip in excess of 500 miles would the ideal opportunity to see how the SH300i would perform. What’s more, my riding companion, Denis, would be going on a Vespa GTS 300 Super – so this would be an ideal opportunity to make a direct comparison between the two.
SPACE WARS
There was, however, one fly in the ointment that was obvious from the start; as a commuter vehicle the Honda worked well, but as a long distance mount, Honda’s ‘slightly enlarged’ underseat storage wouldn’t cope well for your average long distance rider – let alone a journalist who also needed to carry cameras, laptop, iPad and all his other ‘tools of the trade’ before even thinking about clothing and other personal items.
BUYING GUIDE
BOOTS OTS Tall or short, casual or sporty – whatever your style, there are motorcycling boots to match it. Here are a few tips on choosing a pair that’s right for you.
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School of
SPEED
We’d heard that just one day at the California Superbike School can improve your riding more than hundreds of miles on your own, so we sent Mikko along to find out what it was all about...
T
GETTING STARTED
he California Superbike School runs rider training in all corners of the world, but in the UK, it uses iconic circuits such as Silverstone, Cadwell Park and Brands Hatch. I’d booked myself on a course at the Silverrstone Stowe circuit. It’s a perfect environment for riderr training, offering a selection of different bends an nd speeds. The school offers courses from Level 1 to o Level 4, with each level tailored to tackle differen nt issues that riders have. You have to complete the levels in order, so I started with Level 1 and hoped for the best.
EARLY BIRDS
The day at the Silverstone Stowe circuit started at 7am with registration. Then it was time for bike and kit checks: my Kawasaki Ninja 300 got its dash and mirrors taped up (so they don’t create a distraction), and my leathers, helmet, gloves and boots got the thumbs up. It’s great to see s that the guys at the school take rider safety seriou usly; the last thing you want when you’re concentrating on improving your riding is someone’s bike falling to o pieces in front of you. You need to wear leathers for the training as they offer better protection than textiles. The school has suits for hire if you don’t have one. They also have a deal with Ducati, so you could hire a bike for the day. The red hire Panigales looked amazing, but I stayed true to my Ninja.
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Debriefs after each session give instant feedback and advice
My expectation from the training was that it would be very ryy much based on racing and skills limited to track use – slightly daunting considering I have very ryy little track experience. Luckily, as the day started it soon became clear that the whole day was about stabilising the bike and impro oving our cornering. The skills involved would be just as useful on the roads as they weree on track. Great! This sounded just like what the doctor ordered. The beauty of practicing on track is that th here’s no other traffic to worry ryy about; no lorries pulling out in front of you, no oncoming vehicles, and no pedestrians. It’s a great environment to simply focus on the job at hand. The school started with a classroom session explaining track etiquette, including the different flags and signals. Theen we learned more about what we were goingg to do over the day. It was all going to be abou ut increasing our confidence and skills in cornering, but stabilising the bike. To achieve this, we were going to have five classroom sessions and five track sessions. Each step would add elements to our riding that would help to improve the bike’s stability; it wasn’t about getting the fastest lap, or scraping your knee against the track, it was about getting the basics right, which would then result in faster and safer cornering.
Issue 4 Produced in conjunction with Twist & Go magazine
BIKE REVIEWS
THE NEC CYCLE SHOW 2016 Full report inside
JUICY SPORT CLICK
Building on the success of its predecessors
KUDOS FOLDING E-BIKES Ideal for short distance commuting
PRODUCT REVIEWS A llook k at the h latest gear
BURGAMONT TRAILSTER C-90
Getting off the road and having some fun
WATTS NEW? All the latest gossip
CHOOSING THE RIGHT COMMUTER PEDELEC
Should you buy a folder, Dutch-style, eMTB, or other variety of pedelec – which one fits your personal riding requirements the best?
SHOW TIME! There were plenty of pedelec developments at the NEC Cycle Show in September; the Watt Bike team went along to investigate... Words/images: Pete, Jonathan, Finch, Mau
T
he annual Cycle Show is always bursting with a huge variety of pure-pedal road bikes, mountain bikes, expedition bikes, kids’ bikes... not to mention every accessory you can think of. But every year, the pedelec content grows. This time there was a big e-MTB test track available, as well as the usual outdoor track for electric road bikes.
This is the e-pod, a neat pedelec kit that fits the Cincelli Mystic Rat, the Moulton and the Brompton folder – more bikes may follow. Designed and built in Cambridge (that’s England, not China) it uses a standard Bosch battery, the sort that powers your lawnmower and which costs about £100. It’s very neat, and we like the idea of such a cheap, off-the-shelf battery, but the price of the whole kit is an eyewatering £1795. And that’s just the kit, fitted to your bike – the maker insists on doing the fitting at its Cambridge factory.
No, it’s not a water bottle – it’s the battery!
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One message is clear, pedelecs are now coming in just as many varieties as pedal cycles, if only because add-on kits are getting more sophisticated. Elsewhere, quality drivetrains from Bosch, Panasonic and Yamaha were in evidence, while Batribike’s move to European-made pedelecs could be a pointer to the future – as Chinese prices rise, so EU bikes look better value than they used to.
The latest Juicy range; we’ll be testing something from them soon – watch this space!
Whatever your pedelec preference might be, there was something available in the test area to suit every riding style and level of ability. BMW has been selling a pedelec in Britain since 2012; it’s been very low key and only available through BMW car dealers. This Cuise e-bike has got the same distinctive frame as BMW’s pedal bikes, uses a Bosch power train (of course) has a twoyear warranty and comes in at the odd price of £2501. Very nice too – but why haven’t they made more of it?
Kudos
The K16 is a little Secret; bold and not my normal kind of machine – Jonathan explains...
T
hat’s not a bad way to start this. I must be honest, I’m not a city banker and I’m not a junior doctor living in the middle of a sprawling metropolis, needing to jump from taxi to train and spending a large amount on public transport. I’m a picture desk operator at a magazine publishing company in the heart of rural Lincolnshire. I live metaphorically on the doorstep of the Mortons ranch and can walk to work if the inclination and energy are available first thing in the morning – but I choose to throw myself into cycling. It’s my way of staying just that little bit healthy in the ever-so-slowly expanding waistband called mid-life. Kudos cycles (an offshoot of the well-established automotive parts company Rally Design) are manufacturers and a distributor of many models of e-bike and I’ve tested their top end off-road Tornado in a previous issue of Watt Bike, so when the two folding bikes arrived and I was asked to test them, I was under no illusions and had no issues with saying yes – but hold on a minute, what’s this, back wheel swung under the main part of the frame and what a colour! The K16 has tiny wheels, no gears and a very basic display with no speedo. This will be a very different kind of ride and test than the kind I’ve been used to. A quick look around and I can see the more standard look of the Secret, akin to the small-wheeled city bikes from many other brands but with the option to fold it up.
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Bergamont Trailster C-90
I must be honest, when I picked up the Bergamont from my local dealership I was sceptical as I’d already had the pleasure of riding some of the Haibike range – so the C-90 had a lot to live up to.
A
s I mentioned in a previous issue test I’m far from an e-MTB expert and do lack a little fitness, so moving on from a daily cycling commuter to an off-road beast, I did wonder if it was going to be a test that would finish me off before I even warmed the bike up. However, I couldn’t have been more wrong, and this is why I just love e-bikes of any format; they allow you to have all the fun you see on the YouTube videos of serious e-MTB riders throwing the bike around without having to have the full-on fitness. So at the end of my working day, I get kitted-up, chargedup, safety’d-up and I was ready to go!
I decided to go out with one of my colleagues (he was using one of the Haibike S Duro range, which is pitched in the same price range as the Trailster C-90). We started off from Mortons’ Horncastle offices riding to nearby Woodhall Spa, which has some lovely off-road trails and woodland. The route we took to Woodhall Spa was a cycle lane (not flat tarmac, but far from rough terrain) as I wanted to see how the Trailster C-90 felt on a gentle surface (when I rode the Haibike I felt that some flat surfaces were a little like riding through treacle, as it prefers to be off-road through the rough stuff). The Bergamont, on the other hand, allowed me to cycle steadily and it didn’t feel so difficult to keep momentum, even when I stopped peddling and allowed the bike to just roll along. Arriving in Woodhall Spa, it was now time to get rough and ready off-road, so we set out on the trails through the woods. The Bergamont Trailster C-90 is a full suspension e-MTB using the Rock Shox Pike RCT3, 150mm with three compressions positions on the front, and the RockShox Monarch RT3
200mm travel at the rear – boy do these iron out the lumps and bumps. This awesome shock system that the Trailster C-90 comes fitted with as standard gave me great confidence, especially when I cranked-up the ‘assist’ to full; the bike kept its head and tail nicely on the ground, giving me the stability to really push it through tight turns at speed. Even with ‘eco assist’ I found I could keep up the momentum through the trail’s ups and downs, where I’d normally be faltering, ready to give up and go home. The awesome Bosch motor is like my personal second motor; I’d found that when my legs started to burn, or I needed to catch my breath, I’d up the assist a little more and the Bosch
SPEC: FRAME
Aluminium-made 6066 T6 frame with brazing FORKS
Front: Rock Shox Pike RCT3, 150mm, three compressions positions Rear: RockShox Monarch RT3 200mm travel HANDLEBARS
Answer PO Taper 750 AM Stem Answer XCM GEARSHIFT
SRAM X1 11-speeds BRAKES
Hydraulic disc brakes, Magura MT4 TYRES
Schwalbe Nobby Nic 60-584 AXLES
Sun Ringlé Charger Pro SL SADDLE
SDG Falcon RL SEATPOST
RockShox Reverb Stealth 31.6mm WEIGHT
21.5kg ELECTRICAL SYSTEM
Bosch Central Engine Performance Line CX. 250W – 75 Nm DISPLAY
Bosch Intuvia, backlighted, remote control, USB dock, removable BATTERY
Bosch PowerPack 500, Li-ion 36v, 13.9 Ah, 500 Wh CONTACT
www.bergamont.com/ gb_en/
PRICE £4199 (tbc)
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