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ON THE CHEAP How to keep the costs down on your next adventure
Taking three of the most special superbikes on the market to the limit BMW M 1000 RR
HONDA FIREBLADE RR-R SP
STAYING TOASTY
DUCATI PANIGALE V4R
Our favourite winter gloves to beat the cold
THE INSIDE LINE Ducati’s MX racer, Husqvarna’s pair of funky 401
roadsters and Harley-Davidson’s newest specials
NEWS 3
THIS MONTH INSIDE arch M 2024
Why a middleweight scooter could be the perfect choice for a low-cost road trip
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37 OFF LIKE A SHOT Scraping pegs with Royal Enfield’s sporty cruiser
16
PSEUDO SCRAMBLER?
18
Taking to the trails with Triumph’s retro off-roader
ROADSIDE RECOVERY
The basics of biker first aid
A nod from the Editor
H
ave you ever ridden an automatic (or semiautomatic) bike? I’m not talking about a twist n’ go scoot, but a ‘proper’ motorcycle that’s without a clutch. I’m only asking because I’ve just got back from a blast on Honda’s new Africa Twin Adventure Sports which came fitted with Honda’s seriously-clever but sometimes-divisive Dual Clutch Transmission. I’ve tried it out quite a bit over the past few years; on Gold Wings, X-ADVs and on other Africa Twins.
MoreBikes, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Ross Mowbray
Editorial design Fran Lovely Publishing Director Dan Savage Email editorial@morebikes.co.uk Production Editor Mike Cowton Group Advertising Manager Sue Keily
Advertising Simon Meyer 01507 529310 Advertising deadline for April issue February 29, 2024 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm
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I can see the benefit; particularly for those who have injuries which might make it difficult to use a traditional set up, or those who cover big miles on motorways, and even riders who spend a lot of time pottering around town. It makes riding (comparatively) easy and the bike un-stallable – and there’s no doubt that the technology is becoming more capable and intuitive with each passing year, too. But I’m still not entirely convinced (despite being a fan of the seamless and super-smooth
rmowbray@mortons.co.uk up/down quickshift buttons on the bars). I quite like crashing my way up and down the box, I quite like finding the perfect gear for that next corner and I quite like the mechanical nature of the process. That’s just me though, and Honda is selling more bikes than ever with this undeniably smart technology. Are you one of them? We’d love to hear why you’ve gone over to the DCT side. Editor
Call 01507 529529 or visit classicmagazines.co.uk/MB10 or email subscriptions@mortons.co.uk MoreBikes is published monthly by Mortons Media Group Ltd and printed by Mortons Print. Subscribe to MB and just pay the postage!
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4 NEWS
The Swedish-cum-Austrian firm has just announced a big batch of changes to its small capacity Svartpilens and Vitpilens. Here’s what you need to know
Husqvarna’s small capacity Svartpilen and Vitpilen range has done well since it was first introduced in 2018 – but it’s time for a few tweaks to bring them bang up-to-date for 2024. Sharing plenty with their KTM Duke cousins, the stripped-back 125cc and 401cc Huskys have proved different enough in design to appeal to a whole new biking demographic; finding favour with stylish younger riders who approve of the sharp edges and raw and surprisingly raucous single cylinder motor. The big news is that they’ll now be built in India. That’s no great surprise, as Pierer Mobility Group (who also own KTM, GasGas and a bit of MV Agusta)
have been working with automotive giant Bajaj for a few years, and the latest generation Dukes (on which the Huskys are based) are built by them, too. Styling has been tweaked, but not overhauled, so anyone who was a fan of the original machines will find plenty to like here. However, it’s been said that they’re now a little easier to live with, particularly in the case of the sportier Vitpilen, which gets a lower seat and flatter bars. The ‘bigger’ £5599 401s are A2 licence compliant, with 44bhp and 28.8lb-ft of torque to play with. They also get a new trellis frame, which is
Learners rejoice! Electronic specialist Bosch is rolling out its trick rider aid technology to smaller capacity bikes You’ll likely know all about the swathes of sophisticated electronic rider aids that adorn the latest generation of topshelf motorcycles from the big names in the game. You can’t move for the stuff. It’s now common to get a brand-new ride kitted out with lean-sensitive cornering ABS, traction control and specific riders modes for specific condition – and now we’re starting to see radarguided cruise control with increasing regularity. Up to now, they’ve been the preserve of big bikes with big power. But that’s about to change, with German tech giant Bosch beginning to introduce stripped-back, simplified versions of its clever electronics into smaller and more affordable machines. In fact, Geoff Liersch, the boss of Bosch’s Two-Wheeler and Powersports unit, has spoken about his desire to supply electronic safety aids to all motorcycles globally, in an effort to make bikes safer. It’s already happening, with KTM
at the forefront (as per usual), kitting its newest generation 390 Duke with a Bosch 3D inertial measurement unit (IMU), which integrates various functions via a Bosch Motorcycle Stability Control system. Indian firm TVS are at it, too, fitting an even more sophisticated 6D IMU-backed motorcycle stability control system to its top-spec Apache RTR 310. But what does all that actually mean? In simple terms, Bosch’s MSC system works to moderate braking via the ABS, while continually monitoring the inertial measurement unit (IMU) which provides information about the dynamic state of the motorcycle. That basically means it’ll help keep you upright if something untowards happens in a corner. Clever stuff, right? There’s no doubt the technology will make a great addition to any learner legal ride, and will certainly help keep more fledgling bikers safe out on the big, bad roads as they’re learning their craft. Credit to Bosch.
paired with a rebound and preload adjustable WP Apex rear shock and compression and rebound adjustable 43mm WP Apex upside-down open cartridge forks. The wheelbase is a little longer; the steering head angle has increased; and there’s a new curved aluminium swingarm, too. For stopping there’s some ABS-equipped Bybre brakes – and there’re 17-inch wheels fitted with Michelin Power 6 rubber on the Vitpilen and Pirelli Scorpion Rally STRs on the Svartpilen. The electronics have had an update, too, with a new TFT dash which makes it easy to flick through the three levels
of traction control, ‘Street’, ‘Rain’ and ‘Supermoto’ rider modes, and even activate the speed limiter. The £4899 125s benefit from many of the same upgrades, and remain a great option for learners riding on an A1 licence. Kicking out 14.8bhp, it gets the same ‘Supermoto’ ABS system, though there’re no rider modes or traction control settings, and the springs are only adjustable for preload. If you want to know more, sit tight because we’ll be out on the launch of these little beasts in just a few weeks’ time. Keep an eye on the MoreBikes website for first impressions as soon as we get off them at the end of the day.
6 NEWS
Ducati gets ready to race with its Desmo450 MX The Bologna-based bike builder is going MX-ing in 2024 – and it’s got a legend of the game in the testing hot seat Ducati has officially whipped the covers off its newest bike; and in a slightly strange turn of events, it’s a motocross racer. The Italian factory is renowned for building quality road bikes with price tags to match, with top technology that’s trickled down from its racetrack-ready superbikes. Now it seems it’s hoping to work a bit of the same magic in the off-road world. The new Desmo450 MX will be getting put through its paces in the Italian Motocross Pro Prestige MX1 Championship throughout 2024 sandro with eight-time Italian champion Alessandro Lupino at the helm. He’s got someone special helping him out though, with nine-time MX World Champion Antonio Cairoli on hand as a test rider. The main aim for this year is to learn as much as possible, acquiring data to fine-tune, fettle and finesse the bike so that it’s ready to race in the MX World Championship in the not-toodistant future. The bike is set to make its race debut at the
opening round of the Italian Motocross Pro Prestige MX1 Championship in March, which gives Ducati a lot of time to get things right before it goes into ‘proper’ production in the latter stages of 2025. It’s an interesting move from Ducati, with the firm following closely behind Triumph in its off-road endeavours – but chances are the bike’s going to be a fine thing indeed when it finally rolls off the production line.
The bike of the future? Chinese firm CFMoto has filed a patent for some clever technology which links a camera with an electronic suspension system
With each new model year, we’re seeing ever more technology-advanced motorcycles making it to market. The biggest names in the game continue to push the boundaries and come up with clever solutions to make riding safer, easier and more comfortable. Alongside cornering ABS, heated seats, electronic screen and radar-assisted cruise control, we’re seeing ever more firms rolling out electronic suspension systems. They’re clever bits of kit which allow riders to fine-tune their bikes more easily - and get the springs set up just so. And some of the IMU-assisted systems are even capable of reading your riding and the road conditions to firm things up when the pace picks up and soften again when the going gets bumpy. Clever.
But CFMoto has just filed design drawings for another solution, which uses a camera to scan the road in real time to feed information to the electronic suspension, allowing it automatically to adjust compression and damping for what it can see ahead. The technology actually already exists. Mercedes has something similar fitted to some of its cars, so it’s not such a stretch to imagine it making its way on to bikes in the near future. That said, it’s a bit of a surprise it’s coming from CFMoto rather than one of the big-name, futurefocused firms in the bike industry. Credit to them.
All-weather riding kit Indian Motorcycles has filed a patent for some futuristic biker gear which’ll make riding all-year round even easier
How’s it going to do that? The American firm has come up with an idea for some clever kit which has both heating and cooling technology and is linked to the bike through contact points, rather than cables. Heated gear is nothing new. We’ve all heard winter riders wax lyrical about the benefit of a wired-in vest or a battery-powered pair of gloves. But Indian’s planning to take this stuff one step further, with designs for full climate-controlled kit The patent doesn’t go into great detail about the whos, whats, whys and hows – but it does give us a few hints about how exactly it’d manage to be wireless. Inductive charging points. Just like the latest phones, Indian’s designers reckon that by installing contact points on to the handlebars, seat, footboards and backrest of its bikes, they can power a rider’s gloves, jackets, trousers and boots. The filing also suggests that the technology would be capable of working out how the rider’s body is reacting to temperature, airflow and humidity – and would be capable of making automatic adjustments to make sure everything’s set up just so. What do you reckon? Brilliant idea or a bit of a gimmick?
NEWS 7
Harley-Davidson new range of specials for 2024 The American factory has added a pair of super-cool custom models to its line-up for 2024 – but you’ll need some deep pockets to get your hands on them Harley-Davidson’s CVO bikes are renowned for being pretty trick bits of kit. That shouldn’t come as a massive surprise… after all, CVO stands for Custom Vehicle Operations. What that means essentially is that H-D takes an existing model and gives it a makeover to make it even funkier and more premium than before. And that’s exactly what it’s done for 2024, tweaking two of our favourite models in the current line-up. First up, we’ve got the adventure-ready Pan America. It’s a bike which surprised the motorcycle press when it was launched a few years back, by being seriously capable and different enough to the rest of the current crop to stand out (no matter what you think of its Marmite looks). The CVO special retains all the good stuff that made the standard Pan America 1250 Special so good, including that peachy 1252cc ‘Revolution Max’ V-twin engine, semi-active suspension, selectable rider modes and
adaptive front headlights. But it gets a sharp new paint job, a full suite of aluminium luggage, a tough aluminium bash plate and that much-sought-after quickshifter. You’ll have to stump up a whopping £23,495 if you want one in the garage though. Getting back to Harley’s bread and butter, there’s also a new Harley-Davidson CVO Road Glide ST in the mix. The firm reckons it’s the fastest bagger it’s ever made – thanks to its whopping 1977cc V-twin motor (exclusive to this model) which kicks out a healthy 126.1bhp and 145lb-ft of torque. That’s probably why they’ve decided to fit some King of the Baggers race-inspired bodywork and fit and a new solo seat that’s a substantial six inches higher than the standard model. It weighs in at a fairly hefty 363kg – but it’s actually lighter than the standard ’Glide thanks to a whack of titanium and forged carbon fibre parts across the board. Elsewhere, there’s fully adjustable Showa suspension; Brembo brakes; five riding modes
(including Track and Track Plus); a big colour touchscreen dash; a 500-watt amp; and a pair of chunky speakers tucked neatly in the fairing. This one’s even more expensive; though its £38,995 price tag won’t come as a huge surprise to H-D aficionados who’ve kept an eye on the CVO specials in the past. On that subject, the factory has confirmed last year’s £38,295 CVO Street Glide and £38,795 CVO Road Glide will remain for 2024. Plenty of choice then. Which one would you go for? ■ Want to know more? Visit www.harley-davidson.com
Get revved up for Suzuki Live The trackday-cum-festival is back at Cadwell Park this summer – and there’s a packed programme of biking brilliance going on across the weekend Suzuki Live has gone from strength to strength over the past few years; growing from a oneday trackday to a weekend-long party for fans of all things Suzuki. If you like your bikes blue and Japanese, then there’s no better place to be on June 22 and 23 as Suzuki takes over the hallowed grounds of Cadwell Park in the Lincolnshire Wolds for its now annual bash. There’s plenty to keep you entertained, from a smorgasbord of iconic Suzuki race bikes to check out in the paddock and on track; a bunch of big-name riders on hand to spin laps and regale
visitors with tales of their careers; plus a whole load of stalls to browse and potentially bag a bargain, ahead of some top music and a chance for a few beers on the Saturday night. There’s also the chance to get out on track yourself, with full weekend track sessions set to go on sale soon for £279. That’ll grant you the chance to head out for a blast through the course of the weekend, and you’ll even have access to tuition, and tyre support from Continental. Plus there’s a trackside photographer on hand to catch you looking like a hero in front of the crowds.
If you fancy muddy, there’s also a woodland loop and skills area to go for a blast – and there’s even a few Suzuki V-Strom 800DE and Suzuki V-Strom 1050 models to try. And there’s on road demo rides happening, too, with all the latest machines from the Suzuki line-up on hand for a spin. Sounds like a good ’un, right? We’ll see you there.
8 PRODUCTS
NEW GEAR FURYGAN RAPTOR EVO 3 JACKET £479.99 / www.furygan.com
We’ve said it before: the Furygan logo jacket is a classic of the modern era, and still looks great. This time it’s in the form of the Raptor Evo 3 leather jacket, which aims to suit colder weather, using a thermal insert equipped with aluminium heat reflector tech. Neoprene cuffs and collar add comfort; there’s extensive adjusting tabs and stretch panels to improve fit; and it has pockets for armour in the back, chest, shoulders and elbows. The Raptor Evo 3 comes with D3O protection in elbows and shoulders, with optional back and chest fitments also available.
HJC RPHA 71 HELMET £399.99 / www.hjchelmets.eu A new full-face sport-touring carbon composite lid from top Korean lid maker HJC. The RPHA 71 claims to be ideal for all street riding, from commuting to cruising, with the latest ECE22.06 safety compliance and premium features. It’s got a new aerodynamic design, in three shell sizes, with extensive air venting and a three-step internal sun visor. The quick-change visor has a secure locking closure and smooth ratchet system, with improved weather sealing, and is Pinlock-ready (Pinlock included in the box). It’s also ready for the HJC SMART Bluetooth intercom/comms system and comes with a five-year warranty.
T.UR G-WARM 3 GLOVES RRP: £270 / www.t-ur.com Another solid entry in the burgeoning ‘electric heated gloves’ sector, this time from Italian brand T.UR, a sub-brand from Tucano Urbano. The firm makes some pretty good kit, so these G-Warm 3 Hydroscud gloves should be worth a look. They have a solid spec: waterproof outer with protective Superfabric and leather shell; 3M Thinsulate liner; and Hydroscud breathable membrane. The three-level electric heating function is clever; you can select to heat the fingers, palms, and back of the hand separately, which will let you fine-tune the temperature when using heated grips. The gloves can use the supplied battery packs or wire into the bike for longer trips and come with all the kit needed.
WEISE AXEL SOFTSHELL JACKET £179.99 / www.weiseclothing.com This softshell jacket, designed primarily for urban rides and commuting, has the flexibility, warmth and waterproof qualities of a softshell jacket and the outdoorsy style of such a jacket with the necessary protection required by motorcycle wear. It has CE-certified impact and abrasion protection thanks to a Level 1 back protector and Level 2 shoulder and elbow armour (all removable, allowing the jacket to be washed), with a waterproof and windproof, yet breathable, fixed lining with insulation provided by a quilted thermal lining. The main zip (a quality YKK item) is covered by a storm flap, and the jacket is topped with a fleece-lined hood (detachable) and tailed with a zip and stretch panel to connect to trousers. Two zipped ‘handwarmer’ pockets and a Napolean pocket adorn the outer, while internally there are two pockets, one specifically designed for a smartphone.
OXFORD STRADA LEATHER JACKET
full-width loading ramp – and the base is fitted with transport wheels to make it relatively easy to shift the big lump into the right spot. Though thankfully, there’re lock-downs to prevent it moving during use.
£229.99
Oxford has built up an enviable reputation for making excellent gear at a great price. And its funky, sporty Strada leather jacket fits the bill perfectly. It’s a summer one, designed to keep the air flowing when the weather warms up. That said, there are some handwarmer pockets to help take the chill off when you stop for a brew. Protection comes in the form of Level 1 CE protectors at shoulders and elbows, and there’s also a pocket to take an Oxford back protector (though you’ll have to pay extra). www.oxfordproducts.com
£149.99
CABERG AVALON X
You can spend a fortune on a lid from one of the ‘big name’ manufacturers. And they’re great… of course they are. Quiet, comfortable and kitted out with the latest tech. But if you’re after a simple, capable, but still affordable option that offers good protection, removable lining, and a decent amount of ventilation, you’d be wise to give the Avalon X a nosy. www.caberg.co.uk
MACNA ERA RTX HEATED GLOVES
£159.9 95
We’ve heard good things about these short heated gloves from Macna. They’re a good whack cheaper than most of the competition, and yet they’ve got some decent features that mean they should be well up to taking a battering from the elements. There’s a goat leather and nubuck outer; a Raintex waterproof membrane; four heating levels; and a touchscreen-compatible Touch Tip finger. They’re flexible, too, and can be powered by batteries or direct from your bike – though you’ll need to decide which is best for you and buy an additional kit. www.macna.com
LS2 BOLTON JACKET
£129.99
(back protector, £29.99; chest protectors £14.99) LS2 is better known for its helmets, but it’s also got a strong budget clothing range which is growing all the time. This Bolton jacket is a new all-season urban design, with CE armour, a three-layer softshell outer, and a smart design at an impressive price. It’s claimed to be water and windproof, with a removable thermal lining, and has an integral hood for off the bike. www.ls2helmets.com
ROTHEWALD BIKE MAINTENANCE LIFT T
SEALEY 365KG HYDRAULIC MOTORCYCLE LIFT £719.94 (exc VAT) / www.sealey.co.uk
This a serious bit of kit that’d be a welcome addition to any workshop. The good folks over at Sealey know what they’re up to – and this has everything you’d need to safely lift up any bike that’s not a total whopper. Constructed entirely from steel, it features a foot-operated, integral hydraulic pump and ram assembly. There’re safety locks to allow you to fix the 480mm x 1350mm platform at three working heights. That’s 500, 640 and 760mm. You’ll also get a support platform fitted with
CHEAPER OPTIONS
£130.00
Not got room for a full bike work bench? This handy maintenance lift might help. Itt’s a hydraulic jacking work platform, form, ideal for bikes with a double cradle frame, that raises the bike up by about 40cm, with braked wheels and safety locking bar. So, you can lift the bike up, take off wheels or suspension parts, and still move it around your garage. Tie-down loops let you strap the bike in place, and it pumps up and down with a handy foot pedal. www.louis-moto.co.uk
10 DIARY DATES
READY FOR THE RACING? If you’re partial to a weekend tucked in front of the telly watching the fastest lads in the land hare around the finest racetracks, we’ve got you covered
To help you start planning your year (and give you enough time to fabricate an excuse to miss that ‘all-important’ family gathering), we’ve pulled together the three batches of dates for MotoGP, WSBK and BSB action. There’s plenty more good stuff to get into, from the roads to trials and speedway, but this is a good start if you’re into elbows down, cooked tyres kind of fun.
Motorrad Grand Prix Deutschland July 5-7 / Sachsenring
MOTOGP
Gran Premio de Aragón August 30 – September 1 / Motorland Aragón
Grand Prix of Qatar March 8-10 / Losail Grande Prémio de Portugal March 22-24 / Autódromo Internacional do Algarve Grand Prix of the Americas April 12-14 / Circuit of the Americas Gran Premio de España April 26-28 / Circuito de Jerez
British Grand Prix August 2-4 / Silverstone Circuit Motorrad Grand Prix von Österreich August 16-18 / Red Bull Ring – Spielberg
Gran Premio di San Marino e della Riviera di Rimini September 6-8 / Misano World Circuit Marco Simoncelli Grand Prix of India September 20-22 / Buddh International Circuit
Gran Premio Motul de la Comunitat Valenciana November 15-17 / Circuit Ricardo Tormo
WORLD SUPERBIKES Australia February 23-25 / Phillip Island Grand Prix Circuit Catalunya March 22-24 / Circuit de Barcelona – Catalunya Netherlands April 19-21 / TT Assen Circuit Italy June 14-16 / Misano World Circuit Marco Simoncelli
Round 2 May 4 -6 / Oulton Park Round 3 May 17-19 / Donington Park GP Round 4 June 14-16 / Knockhill
Round 6 July 19-21 / Brands Hatch GP Round 7 August 9-11 / Thruxton
Grand Prix of Japan October 4-6 / Mobility Resort Motegi
Portugal August 9-11 / Autódromo Internacional do Algarve
Gran Premio d’Italia May 31-June 2 / Autodromo Internazionale del Mugello
Australian Motorcycle Grand Prix October 18-20 / Phillip Island
Hungary August 23-25 / Balaton Park Circuit
Grand Prix of Malaysia November 1-3/ Petronas Sepang International Circuit
Round 1 April 20-21 / Circuito de Navarra
Czech Republic July 19-21 / Autodrom Most
Gran Premi de Catalunya May 24-26 / Circuit de Barcelona – Catalunya
TT Assen June 28-30 / TT Circuit Assen
BRITISH SUPERBIKES
Round 5 July 5-7 / Snetterton
Grand Prix of Indonesia September 27-29 / Pertamina Mandalika International Circuit
Grand Prix of Kazakhstan June 14-16 / Sokol International Racetrack
Spain October 18-20 October / Circuito de Jerez – Angel Nieto
UK July 12-14 / Donington Park Circuit
Grand Prix de France May 10-12 / Le Mans
Thailand Grand Prix October 25-27 / Chang International Circuit
Spain September 27-29 / MotorLand Aragón
France September 6-8 / Circuit de Nevers Magny-Cours Italy September 20-22 / Cremona Circuit
Round 8 August 24-26 / Cadwell Park Round 9 September 13-15 / Oulton Park Round 10 September 27-29 / Donington Park GP Round 11 October 11-13 / Brands Hatch GP
ROUTE FINDER 11
WHAT’S YOURS?
RUTLAND You’d be forgiven for not giving Rutland much of a look in when you’re contemplating where to go riding. But England’s smallest county actually has plenty going for it Tucked neatly between Lincolnshire, Leicestershire and Northamptonshire, the 147 square mile patch of rural England offers a surprisingly saucy selection of top roads to explore which splice through its gently rolling landscape and pass swiftly through a selection of picturepostcard towns and villages. There’s Rutland Water, too, if you
B664
This might be the highlight of the whole ride. Running from the top town of Uppingham (where there's a Harley-Davidson dealer which is worth a nosy), the B664 is a cracking 14-and-a-bit mile run down to Market Harborough through lovely little villages and wide-open farmland with plenty of twists and turns along the way. We’ve used this for photography more than once, which should tell you all you need to know.
fancy swapping the engine for pedal power. If not, we’d recommend getting stuck into the infamous Rutland TT, a cracking near-100-mile loop which passes through Melton Mowbray, Uppingham, Market Harborough, Corby and more. To help you on your way, we’ve picked out our three favourite stretches of Rutland Tarmac.
B6047
This is slightly less thrilling, but still plenty of fun to ride. Winding its way from Market Harborough to Melton Mowbray, this follows on neatly from the B664 and offers big skies and plenty of chances to press on. There are some cracking big sweepers along this stretch to enjoy.
B1176
Running from Old Somerby near Grantham, this 20-mile run takes you right down to Stamford, where you’ll join the A6121 before carrying on across to Uppingham. The first few miles down to Corby Glen are probably the best, with a few nice twists and turns to keep you entertained – after that it’s mostly big, long straights.
There’s nothing quite like a bit of local knowledge when it comes to finding the best roads an area has to offer. If you’ve got a top blast on your doorstep (and you don’t mind sharing), we’d love to hear from you.
12 COMPETITION
THE S E K I B E R O M QUIZ
WIN!
It’s time to get out your pens and pencils and put your grey matter to the test
We love a bit of trivia here at MoreBikes. No matter whether we’re at a pub quiz with a beer in one hand and a pencil in the other, or being questioned by our mates when we’re stood around at a bike night, there’s something about knowing the answer to an unexpected question that gives us a nice fuzzy feeling inside. And if we don’t know, then there’s a good chance we might learn something. That’s why we’ve decided to introduce a regular quiz section sponsored by our good pals at Fowlers (who’ll be supplying the prizes). We’ll be asking you questions about all manner of two-wheeled stuff, pushing your
1
memories to the limit and asking you to dig deep to try and remember all manner of strange stuff from right across the biking spectrum. It’s a chance for you to show off your infinite wisdom and be in with a shot of bagging some cool prizes. All you’ve got to do is jot down the answers on the entry form below, and send it in using the details provided. We’ll then pick the winner from an upturned helmet crammed with correct answers, and that person will be sent a brand-new bit of kit that’ll help them stay safe out on the road. It’s that simple. Get cracking for the chance to win. Good luck!
What’s does Harley-Davidson’s CVO acronym stand for?
6
Having cold hands on a long run is no fun at all. That’ss why we reckon there’s nothing quite like a quality pair of winter riding gloves to help make riding through the colder months that bit m mo ore e pleasurable. If you’re without some, we’ve got some good news. We’ve teamed up with the lads and lasses at Fowlers to sort out one lucky rider a pair of these all-weather Weise Malmo gloves. The key thing is that they’re waterproof and come with a chunky Thinsulate G60 thermal lining to help keep your hands warm and dry; but there’s also a breathable lining, a proper full grain leather palm, and padding on the fingers, thumbs and palms. Nice. Find out more at www.weiseclothing.com
Worth £74.99
Name the German helmet firm which was founded in 1922.
7 2 How much power does Ducati’s Which bike is Royal Enfield’s Shotgun 8 Panigale V4R kick out? 3 650 based on? Name the two firms owned by the same When did Triumph first release its 9 parent company as KTM. 4 Scrambler 1200? In which year did F.B. Mondial first win Which iconic racer was Eddie Lawson’s the 125cc World Championship? 10 team boss in 1986? 5 Which Italian firm has just revealed its first MX racer?
At which circuit does Suzuki hold its now annual summer bash?
K5, 999cc, Honda and Yamaha, 47mph, 1986, Honda, LAST MONTH: Triumph, 1993, Red Bull Ring, QJ Motor
Here’s the legal bit that you need to know
Fill in your details on the form or enter online and return to: MoreBikes, Weise Malmo gloves, 2024 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: March 8, 2024 ANSWERS: 1.......................................................................... 2. .................................................................................. 3. ............................................................................. 4. ........................................................................ 5. .................................................................................. 6. ............................................................................. 7. ........................................................................ 8. .................................................................................. 9. ............................................................................. 10. ...................................................................... Mr / Mrs / Miss / Ms (please circle) First name:...................................................................................... Surname:............................................................................................................................... Address:....................................................................................................................................................................................................................................... Town/City:........................................................................ County:.......................................................... Postcode:.................................................................... Email:............................................................................................................. Telephone:............................................................................................................
✂
There are no cash alternatives available. The winner(s) of the Weise Malmo gloves will be the first name(s) drawn at random from the upturned MB helmet. YOU can also ENTER online! Just check out the MoreBikes social media channels for more information. Terms and conditions apply. To view the privacy policy of MMG Ltd (publisher of MB) please visit www.mortons.co.uk/privacy
WHITE DALTON 13
Q&A
Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles
Q
Just over three years ago I was out with my local bike group riding the green lanes of Hampshire on my trusty Husqvarna 701. We had left one byway and were on a Tarmac road heading for the next muddy section when a tractor driving from the opposite direction just hooked a right in front of me. I literally had no time and nowhere to go, and hit the side of the tractor, breaking my leg and pelvis. The tractor driver literally couldn’t give a monkey’s and wanted to chip off. However, my three mates hopped in and forced him to wait until the Police and ambulance arrived. Thereafter, the tractor driver got done for careless driving, his insurer admitted liability, and my solicitors obtained rehabilitation funding and a couple of interim payments that broadly matched my loss of income. So far, so simple, insofar as the legal side of things are concerned. However, I have just had a letter from my solicitors telling me that as I failed to issue Court proceedings, the tractor driver’s insurer does not have to pay any more money (I had just requested another interim payment as I had been unable to work since the accident) and I needed to take legal advice. I was flabbergasted. Surely that is their job!!! I phoned up to speak to my solicitor, only to find she had left (who knows when?!) and a ‘litigation caseworker specialist’ (whatever that is?) had been in charge of my case for six months. He then refused to talk to me and told me to get legal advice. Help.
SOLICITORS
www.whitedalton.co.uk
A
I am genuinely sorry you have been put in this position. First things first, this is not your fault, it is your solicitors’. Secondly, unless someone is called a solicitor they aren’t, and your ‘litigation caseworker specialist’ may not even have any legal qualifications (scary, especially in a case as serious as yours). Reading between the lines, I suspect what has happened is your qualified solicitor left the firm, it got palmed off on to an unqualified person, and they have missed what is known as ‘Limitation’. In simple terms, under the Limitation Act 1980, you had three years from the date of your accident with the tractor to have either settled your claim, or to have issued Court proceedings. As that has not happened, the tractor driver’s insurer no longer has to pay you compensation. I appreciate you may now have fallen off your chair, however, all is not lost. From what you describe, this is your solicitor’s fault for missing ‘limitation’ and not issuing Court proceedings on your behalf. So if it’s their fault, you can sue them for negligence because: 1. You were owed a duty of care by your solicitors; 2. Those solicitors breached the duty of care; and 3. The breach caused you to suffer a loss. So long story short, as this was a liability-admitted case and on the basis your solicitor has cocked up, they will now have to pay the compensation the tractor driver’s insurers would have had to. My advice is get some legal advice ASAP from a solicitor
who deals with ‘professional negligence’ claims. If your solicitors have cocked up and missed limitation, you will win and you will get compensation.
Q
I've been thinking of getting my MT09’s ECU ‘flashed’ to release a bit of horsepower and smooth out the throttle response, and wondered what effect this might have on my insurance premium. I posted a question on an internet forum and was surprised that I got answers like, ‘Why would you tell your insurance company’ and ’They'll never know’, and so it seems some riders don't reveal these details to their insurers. These days most insurance companies ask us to list all non-standard modifications when applying for a quote for motorcycle insurance, so it seems to me that not providing a full answer to this question is asking for trouble. I don't want to miss out on a payout for me or someone I injure of possibly several thousand pounds following an accident or theft because I've been less than truthful in order to save a few quid. Flashing an ECU is a modification that can directly affect the performance of a motorcycle, like aftermarket exhaust pipes, and the interest of insurance companies is understandable, but there are many other modifications such as heated grips and top boxes, etc., that are more related to comfort and convenience. What are the possible repercussions for omitting any of these items?
The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors. The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer
A
I appreciate I may sound like a boring old solicitor. However, you are meant to go with ‘clean hands’ to your insurer and you are right to be cautious of anyone on the internet who tells you otherwise (everyone is an ‘expert’ nowadays!). There are several repercussions potentially. I will give you an extreme example. Your top box falls off as you have not secured it properly and causes a serious accident on a motorway, i.e. a car swerves, crashes and the occupants suffer serious injury. You have insurance so legally your insurer has to pay out money to those who have suffered a loss because of your negligence. However, because you did not declare the top box, your insurer could look to you to recover the money they had to pay out. I had a case where something similar happened and the chap’s insurer were chasing him for £130k. Not good. Another example is maybe you fall off and your motorbike is a write-off. If the insurance company finds out you have given incorrect information, i.e. you had the ECU flashed and not told them, it could be classed as a breach of the contract terms. This could result in the policy being terminated and you do not get paid out for your trashed bike despite paying for fully comprehensive insurance. I appreciate the above may all be doom and gloom and seem unlikely things. However, it does happen, and insurance companies do not like paying out money. As such, my advice is declare everything.
to your question, there probably isn’t one. Don’t rely on the advice from your insurance-appointed solicitor, get proper independent advice. For road traffic offences, call the Motor Defence solicitors on 0800 280 0912. For non-offence cases, call White Dalton motorcycle solicitors on 0800 783 6191. If you need advice on a biking-related legal question or query, email mail@whitedalton. co.uk. The best Q&A will be published in MB, in confidence, of course.
14 LONG-TERMERS
BMW R1250 R
£14,580 / Alan Dowds / Five months / 1306 miles
Progress – it’s an amazing thing. In just 30 years or so, the bike industry has doubled the power output of 1000cc bikes, added incredible electronic safety aids, and improved tyres so much that you could win a 1993 superbike race on 2023 commuter rubber (probably). But there’s a downside, too. Things sometimes change so fast that aftermarket parts suppliers are caught on the hop. Worst of all, things which don’t look like they’ve changed – or had any need to change – are tweaked in an almost invisible fashion. All of which is a meandering pathway towards a bit of a moan on my part. I asked the lovely Norman Birtles of Nippy Norman’s BMW parts store if I could try out a windscreen for the mighty R1250 R. He duly sent me a sweet Wunderlich Marathon screen with mounting bracket – but the Bavarian factory has subtly changed the headlight/dash mounts since the original 1250 R was released in 2019. Both are neat cast aluminium parts, with similar styling, but about an inch narrower. Gah. Wunderlich does have a new part in production, but you can see why it’d be peeved at the change. Anyway – the point of the screen was to help tool me up for a long jaunt. As we went to print, I was planning a trip to my homeland: back to Greenock to see the family. The R1250 R has impressed me so much all summer that I’ve no qualms about taking on the 450mile haul north from SW London. The 1250 engine, comfy seat, high equipment levels and solid tank range are all big tick marks for a tour, even for a naked machine. A screen would help, no doubt, but if the weather stays decent, and I keep the motorway speeds down, then it’ll be no biggie. I’ve got my luggage sorted: the cavernous Hepco and Becker Xplorer 60 top box, and the nice semi-hard SW-Motech Blaze panniers. Add in a chunky old Givi tank bag, and a Bridgestone Tyres dry bag that I won in an auction recently, and I can fit in all the camera gear, laptop, extra jacket, pants, socks, toothbrush and dancing shoes required for 10 days at my Caledonian office. Next up is riding gear. I get my big touring suit out of the kit wardrobe: the Alpinestars Big Sur jacket and trousers which have done great work for the past few years. Then I charge up my Tech-Air 5 airbag, and Sena Bluetooth headset. Fill the 1250 with fuel, set the alarm early, and I’m all set for the big ride north…
Kawasaki Z H2 SE
£19,799 / Andy Bell / Five months / 1740 miles
With the bike about to go back, I decided to plan one last hurrah: a twoday trip up to the Scottish Borders and back again. To make swift progress and get to the good stuff as soon as possible, I spent the first leg of the journey on dual carriageways and motorways. A perfect chance to test the cruise control. After a quick play figuring out the relevant buttons on the move, I found myself clicking it on quite frequently; mostly so I could move around and stretch out after holding the same throttle position for mile after mile. I was doing a few shuffles from side to side to relieve some pressure on my backside, too. I normally like this seat, finding that it offers a good amount of cushioning without taking too much rear-end feel away. But sat in the same position was proving to a little uncomfortable. Thankfully, I was leaving the monotonous motorway within a few miles of filling up and heading northwest on the A68. For the remainder of the day I was going through villages and towns, taking the chance for a short blast between them; all while dealing with the ever-changing weather and road conditions. This was one area that the Kawasaki proved itself. The Pirelli Rosso IIIs helped. They came as standard on the bike, still look good as when they rolled out of the factory, despite having to find traction every time I’m calling on its near 200bhp motor. After three tanks of fuel and hours spent riding towards the horizon, I knew I wasn’t far from my digs for the night. Time to use the sat-nav. Or it would be if the Kawasaki had a USB adaptor fitted as standard. It's not make or break, but the small things do make a difference… For the trip home, I was treated to non-stop torrential rain. Despite that, I found myself looking back fondly at our time together. It’s hard to fault the motor; there’s bags of power for when you need it, but the bike’s also happy to potter at a sedate and legal pace (with just enough chirping to remind you that you’re riding something special). The electronics were brilliant for the road, and it was super-easy to switch between rider modes. Getting a bit deeper is slightly more difficult, and navigating the menus wasn’t as straightforward as some of the other bikes I’ve ridden recently. Maybe the manual would need consulting for the first few times? The lack of screen is actually a good thing, with the blast of wind acting as a useful reminder of the speed limit. I would have liked some heated grips and a USB outlet but ultimately, I’m happy to overlook a couple of small niggles for this bonkers, but brilliant, motorcycle.
16 QUICK SPIN: ROYAL ENFIELD SHOTGUN 650
OFF LIKE A GUN Royal Enfield’s new Shotgun 650 is a funky-looking performance cruiser for the masses. Does it fit the bill? We spent a day blasting about in Californian canyons to find out WORDS: Ryan Moloney PHOTOS: Royal Enfield Royal Enfield has taken the sensible step of flipping its Super Meteor 650 retro cruiser and turning it into a more youthful and possibly easier to sell (in the UK anyway) miniperformance cruiser. Despite starting out life as a Super Meteor 650, there’s more going on than first meets the eye. The most notable change is the stance of the bike, and to achieve this Royal Enfield’s engineers have lowered the front and raised the back, with the Shotgun running 43mm Showa forks that are 33mm shorter than those found on its sibling. To help jack up the back and put more weight on the nose, the rear twin shocks are 20mm longer than those on the Super Meteor. Because of these changes, the bike’s geometry has changed quite drastically, and it features a shorter wheelbase of 1463mm and a steeper rake of 25.3 degrees – the Super Meteor has a more easy-going 27.6 degrees of rake and a wheelbase of 1500mm. The final piece of the geometry puzzle is more conventional and sporty wheel sizes, with an 18-inch front and 17-inch rear on the Shotgun, as opposed to a 19/16-inch combo on the Super Meteor. The heart of the bike is pretty much the same as found on the other 650s, meaning an airand oil-cooled SOHC 648cc parallel twin with four valves per cylinder. The 270-degree crank engine has performance figures that match its stablemate and the other 650s, with 46.4hp available at 7250rpm and 38.6lb-ft of torque at 5650rpm. The only other real change is the weight, and the Shotgun tips the scale at 239kg, which is still chunky but marginally lighter than the 241kg Super Meteor. And how’s the build? It’s a question that comes up in the UK, basically with any bike not built in the UK (which is weird as we hardly build any bikes) but it’s worth mentioning. Royal Enfield has made huge strides recently, and while it’s not quite as well finished as something like a modern classic from Triumph, all the coatings, paint finishes, and fixings look very nicely put together. It’ll take a much longer and more strenuous test to see how they handle a UK winter, though. To start this ride we had a couple of miles of traffic light bingo in Downtown LA, which gives me an hour or so to get to grips with the lowspeed handling of the bike. First impressions are that it doesn’t feel like a 240kg bike. The seat is low (795mm), as is the centre of gravity, and it’s responsive enough in first and second gear to not feel sluggish when getting away from the lights. The bumps and lumps around town are a little bit jarring, but I find with all these sporty(ish) cruisers they’re set up on the firm side. I am, however, liking the gearbox, which is backed up with a slip/assist clutch so the endless gear changes aren’t yet giving me any arm pump. It’s mid-set controls on the Shotgun, but they’re a little further forward than I’ve found on some other bikes. That does make the riding position quite comfortable, but I’m not sure
they’ll last an afternoon of canyon carving in the mountains. After a mountain-top lunch break, we slip off the freeway and on to the stunning Angeles Crest Highway. These are the roads that could make or break this bike. We start slow, as is sensible, and start to carry some more lean angle and begin to feel out the Ceat hoops. It doesn’t take long to get the thing decked out on both sides, and as the speed rises, every turn is that distinctive SSKKKRRRTTTTTCH as the hero blobs cry enough. Abusing the footpegs I might be, but I’m unable to fluster the little Shotgun. It’s a very sweet handling little cruiser. The bars kick a bit if you hit a bump mid-corner, but the rest of the bike doesn’t seem fazed by it, and it just tracks the line neatly and carries on unflustered. With 47bhp on tap, you are going to have to work hard to go fast, but the Shotgun seems to be up for it, and as long as you don’t mind carrying corner speed and trusting the chassis it’s more than up to shaking a tail feather on a twisty B-road. Another point of note is the braking system. It’s all ByBre kit on the bike, with two-piston calipers front and rear; the front disc is 320mm and the rear 300mm. The rear brake is very sharp, great for around town and for tightening a line in a faster turn. The front is much more progressive, but a fairly heavy squeeze will provide a surprising amount of stopping power should you need it. The limiting factor will be the tyres though, and I suspect most UK owners will ditch the OEM Ceat tyres within a few hundred miles and opt for something a little stickier. The new bike will be starting at £6699 for the base model grey bike, rising to £6799 for the Plasma Blue and Green Drill bikes. The topspec bike is the one you can see being ridden here and that comes in at £6899. To find a true rival for the Shotgun in the UK market we have to look to China (via Italy) and the Benelli 502C (£5499) and Japan with the Kawasaki Vulcan S (starting at £7299). Both are fairly close to the Shotgun on specs, and about right on the price. To say the Shotgun is a pleasant surprise is a bit of an understatement, as it’s actually a very entertaining, great-looking and easy-to-ride bike. There are no modes to fuss with; no IMU to flummox; and just the bare minimum of ‘toys’ in the form of the Tripper navigation system to keep it feeling up-to-date. The comfort is okay for a couple of hours in the saddle, although with a 16-litre fuel tank, it’s not like you’ll be planning many big riding days. There is also enough performance on tap to keep more experienced riders entertained, and enough tech to keep the kids happy. The best thing of all though, is it’s a Royal Enfield, and that means great value, and with it starting at £6699, the little Shotgun 650 really does feel like a performance cruiser for the masses. Oh, and in case you were wondering, the pegs didn’t last the canyon roads; it might be investing in some spares…
QUICK SPIN: ROYAL ENFIELD SHOTGUN 650 17
BUYING USED
The middleweight cruiser market in the UK’s never been huge; but thankfully, it’s now easier than ever for A2-licence holders to get their fix of laid-back cool This is just a tasty little snippet of a longer, more in-depth review that’s on its way into MSL magazine very, very soon. If you want the full lowdown on this funky little cruiser to roll out of the increasingly busy Royal Enfield factory, scan the QR code and snag yourself a copy.
Kawasaki Vulcan 650 S
2015-on / £3000-£8495 With its Ninja 650 derived motor, it should come as no surprise that the Vulcan’s a hoot to ride. With handling that belies its raked forks and a decent amount of cruiser heritage, this is a great choice that can be snapped up for half the price of the Enfield.
Benelli 502C
2019-on / £3500-£5500 If its Ducati Diavel adjacent looks aren’t enough to tempt you, maybe its smooth, but characterful, motor will do the trick. It might be built in China, but this is a very well-built, capable and costeffective choice for those who want something a bit different.
TECH SPEC Royal Enfield Shotgun 650
Engine: 648cc parallel-twin 270-degree crank, 4 stroke, air-/oil-cooled, SOHC Power: 47bhp @ 7250rpm Torque: 38lb-ft @ 5250rpm Transmission: 6-speed Frame: Steel, twin-spar tubular frame Suspension: (F) 43mm Showa USD with 119mm travel (R) Twin-shock with 88mm travel Brakes: (F) Single 320mm disc, two-piston caliper (R) Single 300 disc, one piston caliper Wheels: (F) 100/90-18 (Tubeless) (R) 150/7017 (Tubeless) Fuel tank: 13.8 litres Seat height: 795mm Weight: 239kg (wet) Contact: www.royalenfield.com
Honda CMX500 Rebel
2017-2019 / £3000-£5000 The Rebel’s a joy to ride – and we’ve covered some big miles with this brilliant little thing. There’s that classic Honda build quality, a flexible, near bulletproof motor and a whole host of custom parts available to make it your own. What else is there left to say?
18 QUICK SPIN: TRIUMPH SCRAMBLER 1200
RAUCOUS RETRO If you like your bikes long-legged, superstylish, and suited to the dirt, Triumph’s new Scramblers should be on your wish list… WORDS: Tim Neave PHOTOS: Triumph
QUICK SPIN: TRIUMPH SCRAMBLER 1200 19 The Scrambler 1200 joined the Triumph line-up back in 2019 and was an instant hit. New for this year, we see a reinvented 1200 XE and the all-new 1200 X model. The Scrambler 1200 XE might just have nabbed centre stage with it being the all-singing, all-dancing spec’d up model, but that’s not to say the X isn’t worthy of some limelight. Costing £800 less than the outgoing XC model (at £11,895), it has a much lower 820mm seat height, which is a whopping 50mm lower than the XE model. This bike is way more road-focused with its reduced suspension travel and a stiffer, more progressive suspension setting; a shortened swingarm that adds agility to faster road rides; narrower handlebars; and higher foot pegs for better ground clearance when you’re cranking it over in the corners. This bike has been designed for maximum accessibility to give the shorter riders a chance to try the package, and for those wanting to spend a little less cash. In essence, the X model shares all the same core capabilities and character as the XE but has a slightly lower spec. Both Scramblers benefit from the same engine upgrades, which sees improved midrange torque and better fuel efficiency. Both also share the same tubular steel frame and high-quality bodywork specific to the Scramblers, and the bigger 21-inch front wheel provides a whole new level of control and stability in off-road riding. Triumph has done away with the faffy keyless ignition after listening to customer feedback, so it’s back to a traditional key start (which I’m all for).
As I blasted away during an hour-long road ride consisting of tight, technical twisties and wide, open, high-speed sections, I got a real flavour of the bike’s capabilities and instantly felt more in control. The narrower bars and higher footpegs meant for a sportier riding position, but don’t get me wrong – there is still so much room on this bike, and it has the same option to move the handlebars forward or back, just like on the XE. The suspension is much firmer on the X and initially didn’t feel as nice because I’d really enjoyed the weight transfer from the softer, taller suspension, but as the pace picked up on the road, it soon made more sense. I could push the bike into corners, braking deeper and later, and the support was exactly what I needed. This bike felt incredibly confidence-inspiring and very intuitive; it went where I looked, and the feeling from the chassis was the same at all lean angles, to a point where I was soon dragging the footpegs through the corners. At first, the scraping really unsettled me, but once I knew what to expect it wasn’t so bad... With the X being the more focused road bike, I did query why it didn’t also get the better Brembo Stylema calipers, rather than the Nissins, but the answer was quite frank: ‘The Nissins are up to the job and are all you need’ – which, I must say, I agree with. As far as the road riding maps are concerned, I had a flick through and found sport mode to be best by a good margin. If you’re feeling a bit fruity and want to
do some skids and wheelies, it’s no hardship to enter the settings and dial out the TC and ABS, but with all that grunt from the 1200 motor, leaving the TC on isn’t a bad idea. If 820mm is still too tall in the saddle height department, there’s now a shorter seat available (it fits both models) that’ll drop the height by a further 25mm. Thankfully, comfort isn’t compromised as you’d commonly expect with cut-down seats, and it’s ergonomically sculpted to feel identical to the standard one. If touring is your thing, I wouldn’t dismiss this model. It has the legs and the comfort, and with onetouch cruise control and new accessories available, such as the windshield and up to 102 litres of pannier and tank/tail bag storage, this bike very much wants to be considered. And despite having two large exhaust pipes running close to your right leg, I thought the heat management was impeccable and would be lying if I said I noticed it once. It’s refreshing to see real changes based on real customer needs, and Triumph has delivered. Improved performance and an improved price tag are hard to come by in this day and age, so kudos to Triumph for ticking that box. But when it’s all said and done, if it’s good enough for James Bond, it’s good for me.
BUYING USED
If you don’t fancy spending over 10 grand on Triumph’s big retro trailie, why not consider something from back in the day?
Honda XL600R
£2500-£6000 / 1983-1987 It might not have that classic Brit styling, but the bulletproof XL is a funky-looking retro Dakar-inspired trailie with plenty of class. Rugged, reliable and still affordable (for now), it’s a great option if you’re budget’s a bit tighter.
Norton P11A Ranger 750
£4000-£10,000 / 1967-1969 Carving out a solid reputation as a top desert racer in the late 60s, the short-lived 745cc P11A is a top choice if you don’t mind doing a bit of fettling to get your ride running sweet. We’d love one of these in the shed. If off-road riding is on the agenda, then the XE is a no-brainer. It’s a properly capable machine – and if you want the inside line on what the dirt-ready fully-loaded Scrambler 1200 (and the slightly more affordable X) can do in the hands of a top rider, you need to get yourself a copy of the February issue of Fast Bikes magazine.
Triumph TR5T Trophy Trail
£3500-£8000 / 1973-1974 While it’s not as big or as powerful as the modern Triumph, this super-cool machine is an important part of British motorcycling history – and you can bag a mint one for a fraction of the price of the newest Scrambler 1200.
KNOWLEDGE 21
BIKER FIRST AID
PART FOUR
DEALING WITH A BLEED
Riding bikes involves risk. There’s a chance that even the most sensible and switched on of bikers could come unstuck by some sketchy surfaces or dodgy driving. Knowing what to do should the worst happen is invaluable and could be the difference between life and death if you spot someone in trouble. That’s why we’ve joined forces with LIVES, an emergency first responders service made up of trained personnel (including doctors, nurses and paramedics) who give up their time to help save lives. They’ve been up to MoreBikes HQ to share their wisdom, equipping us with the basic skills to save lives by the side of the road, and over the next few issues we’re going to be sharing what we’ve learnt, outlining some key tips, tricks and techniques to help you manage the scene should you happen across a road traffic accident. If you’ve been picking up MoreBikes every month, you’ll now know how to assess a scene and casualty, safely remove a helmet, and deliver effective CPR. This is a basic guide, so we were never going to be able to cover everything in extensive detail – but you should now be much better equipped to act fast should the worst happen when you’re out on the road. The final piece of the puzzle is learning how to deal with a bleed.
Stopping bleeding can be very simple. The body will try and help you; it just needs a chance to form a clot. In most scenarios, a series of simple measures will do the trick. In fact, 90 per cent of the time, direct pressure on to a wound will control the bleed. Remember this. For minor cuts and lacerations, (after making sure you’ve got your protective gloves on) it’s ‘just’ a case of exposing the wound; applying pressure if there’s any bleeding; cleaning the wound using a saline wash (or drinking grade water); before finally applying a plaster or small dressing. That’s the simple stuff out of the way – but there’s a good chance if you’re on the scene of a fallen biker, things might be more serious. For casualties suffering from minor or major bleeding, you’re going to need to make some decisions based on the nature and severity of the wound. Any major bleed which cannot be controlled or any bleed with arterial ‘spurting’ needs immediate action to stop or reduce the blood loss and preserve any circulating blood volume. The basics remain the same: expose the wound and stop the bleed – though now you need to call for an ambulance, too. And fast. You also need to ensure you’re wearing proper protective gloves.
HOW TO If you can’t reach the bleed; there are multiple injuries (or casualties); you have to leave the casualty to go and get help; or you haven’t got any protective gloves; then it might be time to consider a improvised tourniquet. Tourniquet’s have often been avoided in first aid. They can be considered dangerous, due to risking the loss of limbs due to loss of blood supply. But if there’s severe bleeding from a limb, the effective application of a tourniquet could be a life saver. The call handler will be able to guide you in how to manage a patient if you're not trained.
A proper ‘windlass’ tourniquet would be a welcome addition to any bikers first aid kit, but you can improvise one as a last resort, using any fabric long enough to wrap and then firmly tie around the limb (bandage, long sock, tea towel, etc.). Then you’ll need a rodlike item (scissors, spanner, penknife, etc.) to slide into the tourniquet knot – which is then twisted tight so that it stops the bleeding. Fix it in place with an elastic band or more fabric and be sure to reassess to make sure it’s doing its job.
TOP TIPS If the casualty is losing consciousness or is feeling faint, lie them down and consider elevating their legs – providing this won't make the injury worse. If the casualty is having difficulty breathing, sit them up – as long as the injury isn’t on their chest (for which you’d need specialist dressings to cover). Reassure the casualty. They’ll likely (and quite understandably) be very anxious.
IF YOU WANT TO KNOW MORE ABOUT LIVES, ENQUIRE ABOUT TRAINING, DONATE, OR EVEN GET INVOLVED, VISIT: www.lives.org.uk
STEP-BY-STEP APPROACH SAFELY
Don’t risk your own life; if the casualty is in a dangerous spot on the road, you need someone to help stop traffic and ensure the scene is controlled. The priority here is to get some help and make sure the scene is safe.
CALL FOR HELP
While this is all going on you need to call 999, calmly and efficiently explain what’s going on and where you are, so the emergency services and first responders can hit the road and get to you fast. If possible, ask a bystander to call for help while you attend to to the casualty.
EXPOSE THE WOUND (AND CHECK FOR OTHERS)
Pain and bloodstained clothing may help you to locate other injuries. Always check the whole of the body to locate all major bleeding, including the torso and sides of the chest.
APPLY PRESSURE
Firmly press down on any external bleeds. If there’s more than one you’ll need help from the casualty or a passer-by. You don’t have to just use your hands; your knees and elbows can work well, too. Direct pressure can be really effective, while makeshift dressings are not always successful and should not be used insteead.
22 PRODUCTS
BUYING GUIDE:
WINTER GLOVES It seems like we’re still some way off the warmer weather arriving, so to help make riding in the first few months of the year that bit more tolerable, we’ve had a proper think about the one bit of kit we couldn’t cope without...
e-Numbers
Motorcycle gloves should be tested to EN 13594:2015. On top of that (there is always an ‘on top of that’) there is Level 1 or 2 rating. Level 2 is the highest performance. Knuckle protectors are mandatory for Level 2, optional for Level 1 (if the knuckle protection is tested, the label will show KP).
My summer gloves are tested to EN 13594. Can’t I just wear those? You could, but you’ll suffer. Your hands need to stay warm (not going to happen in summer gloves); they would like to stay dry (many summer gloves aren’t built to be waterproof). A heated clothing company designed jackets for the GB Olympic team’s swimmers and gymnasts. They found staying warm until the last moment gave a 7% improvement in efficiency. The Highway Code states stopping time as 24 car lengths. Cold hands get stiff, reaction times slow. 7%? That’s a car-and-ahalf. A car-and-a-half you just hit.
Okay I’m sold/scared. What else do I need to know?
It’s not as simple as just buying the thickest gloves. They’ll keep your hands warm, but if they’re like wearing boxing gloves, throttle control goes out the window, as does fine brake control. Try before you buy; make sure they have enough give for you to operate controls. Many winter gloves contain membranes that help reduce windchill. Materials like Gore-Tex stop water reaching your hands but allow sweat to escape (cold sweat makes your hands get colder); foil linings or materials like Thinsulate increase warmth. There is debate whether gloves that go inside or outside the sleeve are best. The argument is outer lets rain slide down your sleeve, inner doesn’t, but unless the sleeve seals effectively, wind can get in, increasing chill. Whichever you go for, the glove must cover your wrist; wrists lose a huge amount of heat, keep ’em warm, your hands stay warmer.
Anything else?
Cold and wet means slippery grips. Winter gloves often have leather (or similar) to increase grip. It’s possibly even more important that winter gloves protect. Check if they have something like a Kevlar layer. Aside from knuckle protectors, things like hard armour on glove edges and back of fingers, gel pads to aid comfort, and even a wiper blade (to clean your visor) on the left are all worth having.
What about heated gloves?
Heated gloves keep digits warm when even the thickest ‘ordinary’ gloves are struggling. All the things we just talked about apply, plus you have to think about where the power to heat them is coming from. You can wire to the bike, otherwise they can be powered by battery. Some will carry little batteries that fit inside the gauntlet, others run power from a gilet or inner jacket. If you’re running on battery power, there is a time limit to how long they’ll work.
PRODUCTS 23
GERBING XRL XTREME HEATED MOTORCYCLE GLOVES Ross Mowbray / £189.99 / www.gerbing.co.uk
I’ve done my fair share of rides cursing myself for not being better prepared for the cold. But now I’ve got no excuse, because I’ve got my hands on a set of Gerbing’s flagship gloves. They’re a quality set of bike gloves in their own right, made from soft 0.6mm premium full aniline leather and featuring hard knuckle impact protection; a plush Thinsulate liner for warmth and comfort; and a Hipora liner which helps make them waterproof, windproof and breathable. They’re pretty toasty to start with, but add in the new and improved Gerbing XTREME heating technology and you’ll be laughing. They’re so potent that the hottest setting for the gloves is actually deactivated when they arrive. You’ll have to check out the instructions and permanently activate
them if you think you need it. It’s easy enough to cycle between the heated settings using the integrated push button controller that sits neatly on the top of the gloves. You can even press it on the move if you need to up the temperature a touch – and there’s even a visor wipe built in to make it easy to shift any road gunk that’s been chucked your way. I’ve had them wired into the bike (which is a simple job using your bike’s battery), but if you’d prefer to be mobile, they can also be powered by batteries. I’ve no idea how well they perform, but given the firm’s track record, I suspect they’d be more than up to the job of keeping you warm during a long, cold day in the rider’s seat.
SPADA OSLO GLOVES
Chris Bailey / £39.99 / www.spadaclothing.co.uk k
It wasn’t until the weather starting changing for the worse back in the autumn that my pair of Oslo gloves started seeing proper use. They’re proper comfy, due to the mix of goatskin leather and softshell textiles – but they’re also protective, thanks to the CE certified Level 1 knuckle protector and thermoplastic polyurethane moulds on the knuckles. My favourite feature is a visor wiper on the left thumb, which has been a saving grace in many a downpour! The thermal insulation works really well, but there comes a point on any really cold ride where you quickly become aware that your hands are feeling the cold. I’ve been out for hours with the thermometer at three degrees and my hands have been absolutely fine. However, on my half-hour commute home in -2 degrees it only
took about 15 minutes for my hands to be icy. By the time I was home the ey were so cold I contemp plated knocking on the door so myy other half could let me in, instead of trying to fit my key in the lock. I’m probably quite an extreme case, as my hands always feel the cold long before the rest of me, so there’s a chance many of you wouldn’t have had quite the same reaction to the ride as me. That said, I do think there’s a limit to what these are capable of. I’ll be keeping my Oslo gloves for most cold weather conditions, but I think I’ll be investing in a pair of heated numbers before I tackle any more sub-zero night rides again. For anyone looking for a cost-efficient pair of winter gloves, I’d happily recommend these.
CAPIT WARM ME HEATED GLO OVES Mark Lancaster / €165 / www.capitshop.com
When it comes to keeping your hands warm, protected and able to function in cold weather conditions, there’s nothing better than having a quality pair of heated motorcycle gloves. That’s why I decided to try out the WarmMe Heated Motorcycle Gloves from Italian firm Capit (courtesy of the good folks at Parts Europe). When it comes to gloves, fit is key. These have a close fit, which is important for both keeping the heat in and maintaining dexterity. These are actually the first heated motorcycle gloves I’ve owned, and I’m now converted! I’ve completed the regular 20-minute commute to work in them, as well as a fair few weekend rides in temperatures as low as -2 degrees, and my hands have stayed consistently warm thanks to the gloves on the ‘high’ setting. I’ve even used them for walking
HELD TWIN II
Dom Humby / £179.99 / www.sportsbikeshop.co.uk
Held have come up with a clever solution to keep your hands warm when the weather worsens: fitting two gloves into one. There’s plenty of good stuff, like touchscreen leather; plenty of armour across the back of the knuckles; a visor wipe; and Gore-Tex lining. Inside the cuff you will see two chambers. The top chamber is fully thermal lined for use in colder conditions. The bottom chamber retains the thermal liner across the top of the glove but just leaves the Gore-Tex lining on the palm. I found this adaptability very useful when travelling in harsh conditions on my early-morning daily commute to work, whilst eliminating the need to carry a second pair of gloves for the afternoon run home. Being Gore-Tex lined means that they are 100 per cent waterproof. Having hit
DAINESE TEMPEST UNISEX D-DRY RY
KEIS G701S ‘SHORTY’
The Tempest gloves are made from Amica Suede and Digital Suede. They feature a reinforced palm; thermal padding; and a breathable, waterproof D-Dry membrane to keep you dry and warm. Welcome features are Dainese’s Smart Touch (allowing operation of mobiles/satnavs, etc.); a visor wiper on the left thumb; and reflective inserts. The Tempest gloves are certified to CE Cat. II - Pr-EN 13594/2010 Standard cat. II lev. 1. They’re immediately comfortable, the pre-curved fingers letting your hands rest comfortably on the bars. Feel is always a compromise for warmth, dryness and added protection, but the Tempests give a decent level of feel. I’ve worn them in heavy rain and they’ve done their job; the D-Dry membrane does a good job of keeping the wet stuff at bay.
The G701s are made from a Ballistic Spandex outer shell with a semi-bonded Hipora waterproof and breathable membrane. The outer hydrophobic (water-repellent) textile is attached to the Hipora waterproof layer using strategically placed bonding tape in the palm, fingers and top areas of the gloves. During the manufacturing process the gloves are exposed to extreme heat around the bonding tape. They also feature soft armour across the knuckles; a Scaphoid protector; a visor wipe on the left index finger; and touchscreen sensitive panels on index fingers and thumbs. The waterproof layer works well; my hands have stayed dry (Keis tested them by immersing in a tank of water for two minutes, and no water got past the hydrophobic layer). Unsurprisingly, they’re warm, too. Each glove has an independent
Bob Pickett / £119.95 / www.nevis.uk.com
They’re good for both commuting and distance riding iding, giving a decent mix of comfort and feel. A niggle is the cuffs. They’re not broad enough to fit over all winter jacket sleeves (try before you buy). And finger protection is light. The Tempest gloves are really best for two-and-a-half season use, ideal for spring and autumn. They get sweaty in summer and the coldest parts of deep winter test their limits; used in conjunction with my heated grips they’re fine. There are warmer gloves, but the resultant loss in feel isn’t a compromise I’m willing to accept.
the dog, too. Why not? They have built-in heating elements that cover the entire back of the hand and down the fingers, providing uniform heat distribution and preventing cold spots. The gloves come with Lithiumion battery packs that are compact and quick-charging. You can also buy spare ones – this will ensure that you always have batteries on hand in case they run out of juice. That said, even on the ‘high’ setting, you’ll get three hours of heat. The battery packs slip inside each glove on the underside of each wrist; you don’t notice they’re there. I would recommend them to anyone looking for a good pair of heated motorcycle gloves. I will be wearing these whenever it’s nippy from n. m no now on
sheer walls of wate er and wind on the roa ads over the last four win nters of owning them, the T Twin II gloves kept my handss warm and nd dry dr throughout. I’ve been able to t physically squeeze a good few millilitres from the outer shell and still have dry, toasty hands. The long gauntlet design with dual Velcro closures gives a snug, comfortable fit that allows a brilliant seal to be formed once your jacket is secured over the top, meaning you won’t find any of those pesky drafts seeping through. There’s also a clever little pocket on the dual chamber separator, which can be used to house a handwarmer; turning a well-equipped glove into one with some extra heating. Held have made a fantastic winter glove that continues to perform with without issue.
Bob Pickett / £190 / www.keisapparel.com controller, which you must turn on (by pressing for a couple of seconds) to activate. On the lowest setting the gloves gave a gentle warmth on the backs of my hands and fingers; upping the heat using the glove’s separate controllers I felt the heat surge quickly. The controls are easy to use, even with both gloves on. The gloves, aside from keeping my hands warm, have a good feel for a winter glove with no breaking-in required. One minor gripe... the socket made it hard to do up my jacket’s cuffs (on my leather they fasten tight to the wrist). Despite that, these have quickly become an essential part of my riding kit, which get whipped out as soon as the thermometer drops.
ULTIMATE SPORTSBIKE OF THE YEAR 25
HOMOLOGATION Sportsbikes… they’re utterly awesome. They always have been, and for us, they always will be. While we can appreciate all kinds of bikes, there’s a special allure to machines that are built first and foremost to go really fast; to handle like nothing else; and stir your emotions in a way that simply can’t be mirrored by any other sector
WORDS: Bruce Wilson, John McAvoy, Tim Neave and Joe Akroyd PHOTOS: Chippy Wood The other thing we like about these types of machines are their rich seams of innovation, technology, and thinking outside of the box. If you’ve ever been up close to a MotoGP machine, you’ll know exactly what I’m on about – every inch is heaven-sent, purposeful, and often built of materials so precious that they can make the Crown Jewels look duller than dishwater. Impressive doesn’t cut it, and the great thing is that in the same vein as your parents handing down your sibling’s finest knitwear, all the tech, spec and mindblowing performance has a habit of trickling its way on to the street bikes you and I can scoop up down the local dealership. Of course, some models are more loved than others, meaning they get the very best of the bits… the carbon fibre, aero and precious metals that allow engines to reach unholy amounts of revs. There’s nothing new about this format, and in days of old, these kind of models would have likely been stamped with the ‘homologation special’ mantle, hammering home to the world that behind their fancy paint jobs and hiked-up prices, you’d find something rather relishable. The kind of bikes that were produced in limited runs, with the sole intention of giving manufacturers that edge on track against the best of the competition. Of course, then there’s the
kudos attached to building something truly unique, which never seems to do any harm in motorcycle showrooms. Over the years, and even more so recently, we have become accustomed to the announcements of supertrick sportsbikes that seem to sell out online in minutes, months before anyone gets to see the machine in the flesh. While there are those who argue that sportsbikes have had their day; that their levels of performance are way too much; and that such motorcycles are simply not ‘practical’; we completely disagree… and so to those aforementioned ‘flash sales’. Too much is never enough, as someone once said, and especially so in this world of two wheels. We want our bikes faster, smarter, lither, and sexier, dripping from head to toe in the most audacious of features, imitating the bikes we see on the telebox and making us feel even an ounce as special as the brilliance we are sitting on. And to celebrate some of the best in the biz, we thought there was no better time than now to bring together three of the most sophisticated and exotic models of 2023... live with them on the road and track to get a semblance of what they’re all about, what makes them tick, and why we should want them in our lives. Let’s meet the contestants…
This is just a little snippet of the mega feature that our sporty pals over at Fast Bikes have worked tirelessly to pull together. If you bag yourself a copy, you’ll be treated to the most comprehensive test of some of the most special motorcycles on the market today. And there's a video to go with it, too. Get yourself over to the Fast Bikes YouTube channel and settle down for 30 minutes of audio-visual goodness as the three bikes get put through their paces on the racetrack at Donington Park and on the road on the iconic Isle of Man TT Mountain course. What are you waiting for?
26 ULTIMATE SPORTSBIKE OF THE YEAR
THE PLAN...
At this point, it’s probably prudent to introduce this test’s protagonists and explain a bit about them. In alphabetical order, we’ve got BMW’s M 1000 RR, a new face and new standard in aero. BMW claims to have made this M-spec missile 5mph faster through aerodynamics alone, while integrating improved downforce and cooler braking through other carbon additions. It is a feat of engineering and perhaps even a sign of things to come, as manufacturers look to areas outside of the engine to make their bikes faster. Next up is the Ducati V4R. In complete contrast, the focus of this bike is its engine. The V4 motor was ceremoniously handed down from the brand’s MotoGP efforts back in 2017 and ever since the design has been bettered and bolstered to the extent that the Italian firm claims, with the right oil and exhaust system on it, it’ll produce a mindblowing 204bhp. Lastly, there’s the Honda Fireblade RR-R SP. This bike’s been on the scene since 2020 and we’re still looking to find a better-handling litre bike. The secret to its loveable litheness is its frame and geometry, both of which started life on Honda’s RCV, before being passed down to the street machine. Special it most certainly is, as are all these bikes. But how exactly do you go about testing three super-special, super-fast specimens in a way that’ll do them justice and showcase their deepest sensations? We asked ourselves that question several times over many a pint, naturally coming to realise that a track test was very much in order, and that the utter awesomeness of Donington’s flowing disposition, backed up by its fast straights and hard braking zones, would be the best place. Job done? Well, no. Far from it. The track would surely show us a great deal about these machines, but a trip to the Isle of Man seemed about as befitting as a fry-up is after a big night out… it had to be done. Where else on earth can you pull the pin on the road and discover how they handle the odd pothole, drain cover and speedlimit-less mountain course? Yep, the TT was a natural magnet for our trio and we needed no encouragement. It would be the perfect playpen to assess these three mechanical masterpieces, giving us a solid idea of what some of the fanciest production fiends on the market are like to live with, scratching deep below their surfaces to upturn the good, the bad, and the quizzical idiosyncrasies of our offerings. Or, to put it another way, to see just how epic they truly are. So, that was the agenda – and this is how it panned out…
ULTIMATE SPORTSBIKE OF THE YEAR 27 IN ASSOCIATION WITH
Rubber at the ready… For the sake of consistency and peace of mind, we teamed up with our friends at Michelin to make sure each of the bikes were shod in top-spec rubber. For the track, we opted to use the brand’s brilliant Power Slick 2s – proven performance tyres that we’ve clocked many a mile on at tracks all over Europe, coming to love and trust for their consistent feel, high grip levels, and impressive levels of durability. We knew they’d be exactly what was needed to tackle Donny’s new, resurfaced, super-abrasive asphalt. The plan was then to fit super-sporty Power Cup 2s to the bikes. Arguably, they are a road-legal track tyre but still offer many of the key attributes you look for on the streets, such as high levels of feel, stability, and quick warm-up times. Their treadles shoulders tell you all you need to know about their DNA, which has performance at heart – perfect for dealing with the high-speed shenanigans we were intending for on the Isle of Man. They didn’t disappoint. For more info on either tyre, head to www.michelin.co.uk
28 ULTIMATE SPORTSBIKE OF THE YEAR
ON TRACK
BMW M 1000 RR WORDS: Tim Neave
Once I started to gel with the Beemer, I had a lot of fun and could push hard into the corners. The best bit about having a roomy cockpit and wide ‘bars is that you feel controlled on the brakes, and it’s a good job, too – because the brakes were awesome. Even with the ABS on, it was nowhere to be seen, and I could lift the rear in heavy braking with full trust that I was going to get stopped without the lever kicking back. The engine braking strategy complements the brakes wonderfully, but I did find that the gearbox felt much tighter than the Ducati and harder to engage the gear – maybe a bigger blip from the quickshifter would have helped? The BMW does not have electronic suspension and unfortunately for this bike, it’s probably the biggest downfall. The ride was generally much firmer than the other two machines and doesn’t feel half as plush. That said, even though it feels firmer, the rear shock seems to collapse and squat down under heavy acceleration, which makes the front go light on the exit of the corners; I call it a chopper sensation in racing lingo, and it unsettles me when trying to finish the corner in the best way possible. On the flip side, the front end feels really
good under heavy braking, with plenty of support to hold things in line and stop the bike getting squirrelly. On the rider modes front, the Beemer is loaded with goodies; for the first time, I didn’t have to turn off the aids altogether. I was able to dial down the traction control and anti-wheelie to a point where they still worked but didn’t spoil the riding experience like I’ve had in the past with BMWs. Finally, I’d like to talk about the motor. BMW’s reputation goes before it when it comes to speed, and the new M 1000 RR is no different. It is ballistically fast with strong torque, and the way it makes its power is so linear, right through the rev range, but I’ve got to say, the sound isn’t particularly engaging unless you’re screaming the tits off of it. In a nutshell, what we’ve got here is a futuristic missile riddled with carbon and loaded with goodies, and a real head-turner in any given circumstance – be it road or on the track, it does everything well, it’s at the forefront of performance, but it is lacking in character somewhat and, frustratingly, I can’t really but my finger on it... maybe it’s the fact it revs its nuts off when you first start it up and it doesn’t sound half as good as it looks – until you get it wound up, that is.
ULTIMATE SPORTSBIKE OF THE YEAR 29
D A O R E H T ON WORDS: Bruce Wilson Just like that, our three days of testing were done and dusted, barring a final blast over the Mountain. The question was, what bike would I be doing it on? The answer to that lay in the hands of our mate Nick, who’d picked three different lengths of grass for Tim, Joe and I to wrestle from his grasp. I went first… and the outcome was the Beemer. I was quite happy with the result, which said a lot about how much the M 1000 RR had come to appeal to me over the shoot-out. No, it wasn’t my favourite, but it was a solid choice and I felt a little smug as I readied my gear for one last roll of the dice. To be fair, I knew before I started exactly what I’d be in for, which I considered a good thing. Fast, sharp-handling, but maybe a little soulless is the truthful way we’d come to gauge the carbon-clad wonder-weapon that towered over its rivals parked up at Ramsay Hairpin. Yep, it sure was a big bike, with big wings, a big screen, and a fittingly big seat height. Everything about it was big, including the amount of attention it drew wherever it was parked. This was the head-turner
TECH SPEC BMW M 1000 RR
ENGINE Type: 999cc, liquid-cooled, 4-cylinder Bore x Stroke: 80mm x 49.7mm Compression: 13.5:1 Fuelling: EFI, variable velocity stacks Claimed power: 209bhp @ 14,500rpm Claimed torque: 113Nm @ 11,000rpm ELECTRONICS Riding modes: Yes Traction control: Yes Slide control: Yes ABS: Yes Quickshifter/Autoblipper: Yes Wheelie control: Yes Launch control: Yes Pit limiter: Yes Cruise control: Yes CHASSIS Frame: Aluminium twin spar F suspension: Fully adjustable, 45mm Marzzochi R suspension: Fully adjustable, Marzzochi Monoshock, adjustable ride height Front brakes: Nissin four-pot calipers, 320mm discs Rear brake: Nissin twin piston caliper, 220mm disc DIMENSIONS Wheelbase: 1457mm Seat height: 832mm Wet weight (claimed): 193kg Fuel capacity: 16.5 litres INFO Price: £30,940 From: bmw-motorrad.co.uk
of the pack, the bike everyone came over to ask questions about, to which we gave our best, uneducated replies, practically guessing at how beneficial/or not the carbon disc covers were… let alone why they’d been put on there in the first place. This bike had impressed me throughout the test in several key areas, not least of all for comfort. I know, I know… how boring is it to talk comfort when describing a 209bhp fire-breather, but if you were to ride the M 1000 RR, believe me, it’d be one of the first things to come to mind. It did in my case, and so, too, for Timmy and Joe. It all harks back to the size of this fiend, meaning that in contrast to what we’ve come to know and expect from contemporary sportsbikes, the Beemer bucks the trend. The pegs sit low and amicably beneath the spacious saddle, and the broad ‘bars nestle behind the wide fairings and the towering screen, cocooning you from the elements while smothering you with ergonomics so generous they could make a naked bike feel cramped. That said, it’s probably prudent to point out that I’m only 5ft 9in tall, Tim is no more than 5ft, and while Joe claims to be 6ft 2in, we’ve yet to have that verified.
“As well as having a good road holding, the agility of the Beemer was exceptional.” Nonetheless, despite our differences, we all concluded that the Beemer was the best when it came to long stints in the saddle, of which there’d been a fair few over the course of the test. During those spells, not only had its spacious nature come to the fore, but also how well the bike seemed to handle whatever the roads threw at it. On track, the suspension had been found a little wanting, but on the roads, the supple nature of the Marzocchi forks and rear shock seemed to suck up the Tarmac like a hoover, rolling with the punches and keeping my fillings where they should be. It was a smooth operator, especially so on the bumpiest parts of the track around Ginger Hall that felt nothing short of hellish on the super-firm Ducati. As well as having a good road holding, the agility of the Beemer was exceptional.
30 ULTIMATE SPORTSBIKE OF THE YEAR
Honda Fireblade RR-R SP 30th Anniversary ON TRACK WORDS: Tim Neave I decided the Fireblade would be the weapon of choice to get my senses sharpened and the ball rolling for this year’s Ultimate Sports Bike track test. I’d been using this very Fireblade SP for a couple of recent track guide videos we’ve made for the Fast Bikes YouTube channel, so I was somewhat familiar with its characteristics and figured it would be best to get up to speed with the Michelin Power Slick 2s and Donington Park before letting rip on the other rocket ships. My first impression of the Honda was that it felt fantastic straight out the box. The connection with the newly-resurfaced Donington Park Tarmac was loaded with feel, and when you’ve got that sense of control and understanding of where the grip level is at, you can really have a lot of fun. The chassis is very precise, poised, and spoke to me in a way I immediately understood; where I looked, the bike went, and when I cracked the gas, I could feel the rear tyre and build in the throttle with confidence. I say it was fantastic straight out
of the box, but I’d better add that I had fiddled with the electronic rider settings the week before when I’d been riding the bike, and this had massively improved the performance. The biggest change was selecting the A1 track rider mode (the sportiest setting) and then tweaking it furthermore with a custom set up. I turned the traction control down to level one, the lowest level of intervention, because I found that anything more massively reduced the power I was asking for, while building in the throttle on the edge of the tyre – and that took a lot of feel away and hampered my exit speeds. However, I didn’t set the wheelie control to minimum because when the Blade does come on song, especially in the lower gears, the power is so raw that it kicks almost like a two-stroke power band, so having a little bit of antiwheelie just meant I could concentrate on getting out the corners well without having to fight too much wheelie, so I set this at level two. I also set the engine braking to level two, which is in the middle; level three was too free and was pushing me into corners, and level one gave me too much backing
in. Finally, I added one level of support across the board in the electronic suspension settings, which firmed things up and allowed me to push harder on the brakes and when driving off a corner. The biggest let-down with the Fireblade is the brakes. The ABS algorithm is simply way too sensitive – to a point where it becomes dangerous on track. I understand that this is a road bike – but it’s a sportsbike nonetheless, designed around performance with the potential for track riding, so I feel the least they could have done is offer us a button to turn off the ABS system altogether as it just doesn’t serve a purpose in any track rider mode. It does take a little more understanding to get the best from it, and the window is smaller in terms of gear selection, but once you’ve got your head into it, nothing compares to the feeling from the chassis and sheer speed of it once you get it signing. If they can just sort out the ABS and add another tooth or two to the rear sprocket, I think they’d be on to an absolute winner in terms of road bike takes on track.
ULTIMATE SPORTSBIKE OF THE YEAR 31
D A O R E H T ON WORDS: Bruce Wilson This is a Marmite motorcycle. It will split opinions like pickled eggs at a bar. Some love it, others loathe it, with perhaps the biggest bone of contention being its physical size. This is the definition of a pocket rocket, and the only machine in the test where Tim could touch the ground without a stool. It’s condensed, cramped, and ideal for use on track, where you’re hopping all over the bike, attacking corners with your body position. High pegs and low ‘bars are the order of the day, folding you up like a paper aeroplane. I’m relatively flexible and my knees aren’t quite at the arthritic stage, meaning I can hack stints on this bike longer than most, but the pain in my wrists is something I’m not conditioned for. It wasn’t so bad up on the Mountain because we were cracking on and the wind pressure was supporting my body, taking the load off my arms, but through the slow, speedrestricted parts of the lap, the pressure was relentless. There’s not much more really to say about it and, as an owner, I’m not quite sure what to do to tackle it, either. It’s just down to physics. If you’re
TECH SPEC Honda Fireblade RR-R SP
ENGINE Type: 999.9cc, liquid-cooled, inline-four Bore x Stroke: 81mm x 48.5mm Compression: 13.0:1 Fuelling: EFI Claimed power: 214bhp @ 14,500rpm Claimed torque: 113Nm @ 12,500rpm ELECTRONICS Riding modes: Yes Traction control: Yes ABS: Yes Quickshifter: Yes Autoblipper: Yes Wheelie control: Yes Launch control: Yes CHASSIS Frame: Aluminium diamond F suspension: 43mm Öhlins NPX Smart-EC forks USD forks R suspension: Öhlins TTX36 Smart-EC monshock Front brakes: Four-pot Brembo Stylema calipers, 330mm discs Rear brake: Two piston Bremobo caliper, 220mm disc DIMENSIONS Wheelbase: 1455mm Seat height: 830mm Wet weight: 201kg Fuel capacity: 16 litres INFO Price: £23,999 From: www.honda.co.uk
“This bike was my favourite to throw around up there, never once stepping an inch out of line or leaving me secondguessing whether I was pushing my luck.” the right shape, it’ll be fine; if not, you’ll know about it. Moving on, another niggle that’ll get your back up is the gearing. In every test we have ever done on this bike, we’ve raised this issue – because it is ludicrously tall-geared and, unfortunately, the Blade is pretty flat at the bottom, below 6000rpm, which is where you tend to spend most of your time, tackling traffic. After that it comes to life with an absolute vengeance, but if you’re set for an overtake or simply wanting to get a wriggle on, you will have to stay on top of your gear selection like a ninja. First gear is good for about 120mph, believe it or not, which kind of says it all, but to get that gear pulling, you need to be giving the motor some stick. Luckily for us, we were able to take this thing to the max and legally ‘get away with it’ on the island. And so began this weird, unspoken game where none of us really wanted to ride the
Honda before Ramsay Hairpin, at which point we weren’t far off scrapping for the keys. On that area of Tarmac the Blade was exceptional, not just because of its motor, but also because of how it handled. The Öhlins electronic suspension, set to its firmest disposition (A1), offers amazing levels of feel, agility, and connection to the road. This bike was my favourite to throw around up there, never once stepping an inch out of line or leaving me second-guessing whether I was pushing my luck. It is a very talkative machine that really comes to life with speed and energy inputted. And when I was in that zone, riding in that manner, the lack of comfort never once came to mind. The only thing I wondered was whether everyone else could hear how awesome the Honda sounded as I blipped down a gear into the Bungalow. Seriously, this thing was electrifying.
32 ULTIMATE SPORTSBIKE OF THE YEAR
Ducati Panigale V4R ON TRACK WORDS: Tim Neave
Ducati settles for nothing less than perfection, and the V4R is right at the very forefront of that. Experience is the first word that springs to mind; it’s a truly special experience to ride this Panigale (just like the rest of the V4 range), and you can just tell that every last detail has been thought about with this bike. The first thing I notice when swinging my leg over this beauty is just how incredibly refined everything is, and I want to start with the throttle connection; it’s just next-level. When you’re on the edge of the tyres at maximum lean angle and you tap the throttle on in first gear, it is silky-smooth and I honestly don’t think I’ve ever ridden a bike with such a soft throttle response – and that is so confidenceinspiring while riding on track and pushing things to the limit. You know it’s a really good bit of kit when the only thing I can really pull it down on is the foot pegs being too low; I was scuffing my toe sliders on the deck. I suppose this does make for a roomier cockpit, which is okay if you’re a tall rider or if you’re commuting, but for me personally, on the race track I like a sportier, more poised riding position. Having said that, the handling was awesome – possibly not quite as sharp as the Honda or as connected in the slower speed hairpins, if I’m making a direct comparison, but the chassis spoke to me and I could feel everything that was going on. It felt
very stable and planted in all aspects... corner entry during heavy braking, mid-turn at full lean, and on exit when hammering the gas. It’s not quite as light in the change of direction as the BMW, but it definitely isn’t heavy or a black mark against the bike. The Brembo brakes are incredible, with progressive feeling in the lever that is just how I like them, and to complement this is the gearbox, one of the absolute highlights of the bike. You can literally bang it down the gears and the engine brake strategy is sublime; the gears slide in with ease and the transition of slowing down is seamless, with the perfect amount of backing in, which gives even more feel and confidence to attack the corner. The quickshifter is so light and positive, and when you’re railing it up the gears, there is nothing more thrilling than listening to the V4 roar and the ear-spitting crack from the shifter blip; it’s a sound that will never fail to put a smile on my face. There are no boxes left unticked with this Italian beauty. It feels like such a special machine, which talks to your soul, and has been designed with real care, affection and performance at the helm. It also feels extremely authentic, and the attention to detail is through the roof. If you’re looking for the full package, then absolutely, this is your girl.
ULTIMATE SPORTSBIKE OF THE YEAR 33
D A O R E H T ON WORDS: Bruce Wilson This is a hard bike to criticise, to the extent that I’ll jump in with both feet and lay my biggest hang-up on the table from the get-go… I don’t like the number one sticker on the front number board. There, I’ve got that off my chest, which means I can get stuck in and tell you why this bike is otherwise exceptional. For me, it’s the complete package, with the best looks, tech features and performance of any sportsbike I’ve ridden in a very long time. It is a pukka race bike on the road, unapologetically crafted to perform, to blow minds, but also to be ridden down the chippy to get your mate a pea fritter. While I enjoyed it on track at Donny, it’s fair to say I fell in love at the Isle of Man. The biggest appeal? The motor. For me, it just resonated the right way, offering a good spread of power, bucket-loads of character and a clinical execution when it came to winding back the throttle. This thing felt so fast up on the Mountain – and it sounded ballistic, too. If you’ve never heard a V4 up at 16,000rpm, believe me, it’s one hell of a treat, to the extent I could appreciate it
TECH SPEC Ducati Panigale V4R
ENGINE Type: 998cc V4 Bore x Stroke: 81mm x 48.4mm Compression: 14.0:1 Fuelling: Fuel injection Claimed power: 214bhp @ 15,550rpm Claimed torque: 112Nm @ 12,000rpm ELECTRONICS Riding modes: Yes Traction control: Yes ABS: Yes Quickshifter/Autoblipper: Yes/Yes Wheelie control: Yes Launch control: Yes CHASSIS Frame: Aluminium alloy ‘front frame’ Front suspension: Fully adjustable Öhlins NPX 43mm forks Rear suspension: Fully adjustable Öhlins TTX36 shock Front brakes: Brembo Stylema four-piston calipers, 2x semi-floating 330mm discs Rear brake: Twin-piston caliper, 245mm disc DIMENSIONS Wheelbase: 1471mm Seat height: 850mm Wet weight: 188.5kg Fuel capacity: 17 litres INFO Price: £34,995 From: www.ducati.com
regardless of whether I was the one riding it or watching from the sidelines as Joe or Tim gave it the big ’uns. From the shifter to the blipper, the traction control to the wheelie control, the systems on the V4R were beyond clinical and conducive. Some tech on modern bikes really ruins the ride, making riding awkward or staccato, but the package on this machine seemed to reassure me that I was safe, yet allowing me to get the kicks and the performance I was after. While the Ducati undoubtedly felt fast and feisty, it was nonetheless manageable – words I never thought I’d say about a bike this potent on the road I’d describe the Ducati as a halfway house between the Honda and the BMW in this respect. You have to input more than you do on the others, but the level of feel, ability to hold a line, and stability is pretty exceptional. It feels a stiff bike, taut and gagging to get stuck in with urgency, hunting out apexes to devour with ease. The faster you go, the better it feels, but it wasn’t exactly a handful at slower speeds.
Supported is the best way to sum up the suspension, with its only downfall being on the real bumpy parts of the course. No one wanted to be on this bike through the Ginger Hall section. It was a bit like a torture rack at that point, translating every bump and lump through to the firm saddle. But what else would you expect from a machine on track-suited Öhlins suspension? You can’t have it all. And the thing is, I’d sooner have stomached that little bit of discomfort in that area than lose out on all the goodness on offer everywhere else. Precious metals come at a price, so you could argue that all of the above should be on a bike costing roughly £40k, and maybe a few more trick bits for good measure, but the thing to remember is that all those ancillaries are just that… the real hook to this machine is the motor. An engine that simply can’t be matched by any other litre production bike on the market right now, in revs or output. That’s the heart of this machine and the bit that, ultimately, makes this motorcycle unrivalled.
34 ULTIMATE SPORTSBIKE OF THE YEAR
ROUNDING OFF It’s funny now, but this was one of those tests that so nearly didn’t happen. I won’t bore you with it all, but the list of challenges, right up until the night before the shoot-out, was staggering. But we pulled it off and the fruits of our labour were reward 10 times over. In my seven years on Fast Bikes, I can’t recall such a special opportunity... we had such a brilliant time and learned so much about the machines in question. Perhaps the most pressing thing to say is that each of these machines hammered home the great state of the sportsbike sector, highlighting in different ways the unimaginable engineering feats that can be achieved when the desire for unmitigated performance is put before everything else. Getting our
heads around these bikes was full-on because they had so much to offer, to the extent that I’d say we could have done with several more days to really get a comprehensive measure of their innermost intricacies. It’s easy to forget that roughly five years of research and development would have gone into crafting each of these bikes, with countless miles and big decisions being made at every crossroad. The results speak for themselves, and I’m grateful to Honda, Ducati and BMW for going to the lengths they have to produce such motorcycles. I also hope that the standards achieved will inspire other brands to get stuck in and blow our minds with more homologation specials in the future. In the game of risk versus reward, it’s probably likely
that none of the brands will recoup what they’ve spent to make these motorcycles happen, but the prestige on offer should be fulfilling enough. That, and the advantages offered to racers and teams the world over. Let’s not forget, the real reason for these bikes is that latter point: looking pretty, being affordable, and all the rest of it are very much secondary matters in this field. These are the elite, the true thoroughbreds, if you like, and they should be regaled for that reason. But which was our favourite, you’re probably wondering? Normally, we’d show our calculations on a USB test, scoring each bike in different ways, but by virtue of the fact that these three made the cut for this test means
they’re all winners. Tim, Joe and I all rated them differently, each preferring certain traits and machines for varying reasons. Not one of them was perfect – but they were all awesome. If I had to put an order in place, I’d say the Ducati seemed to come out consistently on top, with the BMW and Honda probably equal thereafter, each holding an advantage or two over the other in one area or another, as you’ll have read over the last chunk of pages. It all comes down to what you are looking for from a bike, what your preferences are, and even what size you are. In the world of homologation specials, one bike most certainly doesn’t fit all, but what you can be assured of is an exceptional and memorable experience, regardless of which one you pick.
HEAD-TO-HEAD: SUZUKI BURGMAN 400 VS. BMW C400X 37
ON AN
ADVENTURE
Life is hard, bills are high and time is tight, but we still want to get some kicks to liven up our dreary lives. Can we still have fun without forking out a small fortune on a big, fuelthirsty monster? Of course we can… WORDS: Dave Manning and Ross Mowbray PHOTOS: Gary Chapman and Dave Manning
38 HEAD-TO-HEAD: SUZUKI BURGMAN 400 VS. BMW C400X There are many of us who own more than one motorcycle, and a simple way of reducing costs would be to ‘thin the herd’ and cut overheads. Or, to take a more puritanical view, just buy a bike that can cover more than one role and be economical and practical at the same time as allowing us to have fun and use our one bike for trips that are slightly more adventurous than just riding to the office. What about a scooter? We know they’re practical and economical, but can they also be used for bigger jaunts than the daily commute? We spent a couple of days touring on two mid-capacity ones from BMW
and Suzuki to find out. The first thought about the Beemer is how cool it looks! The angular styling certainly sets it apart from conventionally-styled and proportioned scooters, and it actually also manages to retain a little bit of BMW aesthetics, particularly with respect to the headlight. And the saying about how you know that you don’t really like a bike if you walk away without looking back at it? That doesn’t apply to the Beemer... it’s certainly a looker, in my eyes at least. Of course, the first question that regular motorcycle riders ask is: “Is it any good?” And they’re not
talking about how well it can cut through town traffic or how much space it has under the seat, but how it compares to a conventional powered two-wheeler. The most difficult concept to pass over to those who’ve not ridden a largercapacity scooter is that, basically, there is no difference between the two – they’re both twowheelers with an engine, simple as, so let’s forget about the ‘scooter’ nametag, and just consider it as any other bike of similar capacity. Jumping aboard, it does have something of a ‘big bike’ feel, although for me the footboards aren’t quite long enough, with not enough forward reach (the Burgman is better in that respect), and the very rear of the boards kick your heels out and it would be slightly more comfortable if you could keep your feet straight. But there is the option of using the pillion pegs for what could approximate as a race crouch… Impressively, it will easily sit at 80mph, and although BMW claims that it has a maximum speed of 87mph, it was capable of showing 93mph on the clock.
The brakes are a tad vague, but nothing that is unusual in terms of scooters, and the rear is wooden in feeling, while the front is a little spongey, neither giving much in terms of feedback although they aren’t bad stoppers, despite the fact that it feels like the ABS kicks in a little early if you happen to really grab a couple of big handsfull. However, that is being overly picky, as the stoppers are perfectly acceptable, especially when compared to other bikes that are at the same price point. In terms of electronic
intervention, the traction control also seems a little severe, and while I was perhaps being a little heavyhanded (on purpose) on gravelly surfaces, the cut in power delivery was far more severe than with the traction control on, say, very recent sports bikes. Although, when put into context, a scooter is better off this way when it’s probably spending most of its life on diesel and oil-strewn city streets… But it handles impressively, with no ground clearance issues, and the potential of surprising bike riders that expect it to be much slower and to be incapable of tackling bends without any form of enthusiasm.
“Buzzing around the Lake District was as much fun, if not more, on the BMW and Suzuki as it would be on any other motorcycle...”
HEAD-TO-HEAD: SUZUKI BURGMAN 400 VS. BMW C400X 39
In short, buzzing around the Lake District was as much fun, if not more, on the BMW and Suzuki as it would be on any other motorcycle. And when the ride is over, you get benefits that are rare with a conventional bike. There’s a neat touch with the underseat storage, with clipped helmet ‘pod’ (the BMW ‘Flexcase’ system) that can only be used when parked as it extends the storage down towards the rear wheel, giving enough room to stash a full face helmet. The underseat ‘boot’ also has a light, which is far more useful than it sounds! The seat can be unlocked either by key or by a button under the dash, and there are two additional ‘glove
TECH SPEC BMW C400X
Price: from £6560 Engine: 350cc, single cylinder, overhead cam, four valve, water-cooling Power: 33.5bhp (25kW) @ 7500rpm Torque: 25.8lb-ft (35Nm) @ 5750rpm Frame: Steel tube Brakes: Twin 265mm discs and four piston radial calipers (F), 265mm disc and single piston caliper (R) Suspension: 35mm diameter telescopic forks, 110mm travel (F), twin shock swinging arm, 112mm travel (R) Wheels/Tyres: Cast aluminium wheels, 3.50x15”, 120/70 R15 (F), 4.25x14”, 150/70 R14 (R) Seat height: 775mm Fuel capacity: 12.8 litres MPG: 78.5mpg tested (80.7mpg claimed) Weight: 206kg (fully wet) 195kg (dry) Warranty: 3 years Contact: www.bmw-motorrad.co.uk
boxes’ for extra storage, one each side of the steering head, one of which has a 12volt socket. As per any other BMW product, there are several options available with their ‘individualisation’ program. Those that were fitted to our test bike included the ‘comfort package’ or heated grips and heated seat (both essential, in my view!); the daytime riding lights; and the keyless ignition, which actually controls the fuel cap, too, so you don’t need to use the key, although I never managed to work out exactly when the fuel cap was free to open, and when it was electronically locked – it seemed to be something of a lottery as to whether I had to have the ignition switched on, or off, or turned on then off, or to just have the key close… it was most definitely rider error, and I am easily confused, but even so… Anyways, those extras increase the price of the C400 to over £7800, which some may say is a lot of money for a scooter, but this is a scooter that is capable of doing far, far more than just commuting and remember that, as with other BMW products, the C400 has an impressive three-year warranty period. And, of course, the Beemer sipped unleaded at an impressive 78.5mpg over the duration of the trip to the Lake District. If you’re into your maxi-scooters, you’ll know all about Suzuki’s venerable Burgman. It’s been around for years, cutting through cloggedup city streets and bobbing down
bypasses in a sensible, but not exactly seductive, way. Launched way back in 1998, the original Burgman line-up consisted of two models: the AN250 and AN400Y. Over the last 20-odd years since, there’ve been a whole load of capacities and variants to choose from, including 125s, 200s and 650s. But since 2020, with the introduction of stricter emissions regulations, maxi-scooter aficionados have only had the 400 to choose from (although that changed for 2023, with the introduction of a new 125cc model). In typical Suzuki style, it’s not messed around too much with the tried-and-tested formula, instead gently tweaking to ensure the Suzuki still delivers on its promise of simple, fuss-free, friendly riding (just with a little more technology than before). But it’s not got an easy job on its hands. There’s more competition than ever, with all the big names (and plenty of smaller ones) offering their own slightly different take on the mid-capacity maxi,so the big question is whether the ruggedly reliable, but
slightly long-in-the-tooth, Suzuki can still hold its own. When it comes to big scooters, the name of the game is comfort – and the Suzuki has this side of things nailed. It is a lovely place to be, roomy enough for me to stretch out my 6ft-plus frame using the feet forward running
boards while nestled into the chunky 7.85cm-thick padded seat. Its wide front end and upswept (though sadly non-adjustable) windscreen offers ample protection from the elements, while its 15-inch front wheel and soft suspension eat up all but the roughest of roads with absolute ease.
40 HEAD-TO-HEAD: SUZUKI BURGMAN 400 VS. BMW C400X It might not be the most modern of machines, but its easy-to-read analogue speedometer and tachometer are accompanied by a well-formed digital display that offers all the information you’d ever need. And there’s even Suzuki’s Eco Drive Indicator, which glows gently to inform you when you’re riding in a way that helps the scooter to maximise its fuel efficiency. There’s also a mass of storage available, including 42 litres under the seat (which is enough room for two jet helmets) and a 3.5-litre and 2.8-litre ‘cubby hole’ on the right and left side respectively (and the right one’s actually equipped with a 12V DC outlet, too). It’s amazing what you can get stashed away inside it – and I was surprised to easily pack
TECH SPEC Suzuki Burgman 400
Price: From £7199 Engine: 400cc liquid-cooled DOHC 4v single Power: 29bhp Torque: 26lb-ft Frame: Steel tube Brakes: (F) Twin 260mm discs with two-piston calipers (R) 210mm disc, two-piston caliper Suspension: (F) Non-adjustable telescopic fork (R) Preload-adjustable monoshock Wheels/Tyres: (F) 120/70 x 15 (R) 150/70 x 13 Seat height: 755mm Fuel capacity: 13.5 litres MPG: 70.62 (claimed) 55mpg (tested) Weight: 218kg Warranty: 3 years Contact: www.bikes.suzuki.co.uk
enough gear for three days away and still have a bit of room to spare. It doesn’t exactly feel premium (particularly next to the BMW), with a few too many bits of plastic and its naff fauxcarbon dash surround, but overall the finish is good. And I can forgive a few bits of dated styling, because that stuff ’s not as important as its bulletproof engine which will be happily beating away for thousands and thousands of miles to come. Its 400cc twin-cam four-stroke single motor has actually had a bit of an overhaul to squeeze through the Euro 5 regulations. There’s a new twin-plug cylinder head, new camshafts, revised timing, different injectors and a fresh piston all in the name of emissions and efficiency. While it might be cleaner, it actually makes a little less power and a little less torque than the previous model. It’s not
much though, and the 29bhp and 26lb-ft proved ample for getting the jump on traffic, dispensing overtakes and bombing along the motorway smoothly. You’ve got to work it hard to get the most out of it though, and although Suzuki reckons the Burgman’s capable of returning just over 70mpg, I only managed 55mpg over the duration of our trip. Admittedly, we were flat out on the motorway for the first leg from Lincolnshire and I was enjoying myself far too much on the spectacular roads in the Lake District to think about fuel efficiency. I’m sure a more restrained rider would easily manage 60-65mpg (which translates to around 150 and 180 miles from a single fuel stop). Braking on the Burgman is a doddle – pull the right-hand lever for the front and the left for the rear. Both is best – and acting in unison there’s plenty of power from the small discs and two-pot calipers to pull the scooter up
quickly (and there’s ABS on hand if you grab too much). I much preferred the Suzuki’s braking to the BMW, which I found a bit sharp. The suspension is soft. Most of the time it’s perfect, allowing the Burgman to waft along smoothly and swiftly, though lumps and bumps can easily affect its poise in the corners if you’re not careful. That said, it’s still a joy to ride with its long, low chassis providing plenty of stability. It might not be as sporty as Yamaha’s XMAX, or as versatile as Honda’s ADV 350, or as stylish as BMW’s C400X, but the much-loved, tried and tested and pretty much bombproof Burgman is a cracking bit of kit that has earned its place in the maxi-scooter hall of fame and is well worth a look if you’re after something easy, reliable and practical. It’s just a shame it’s a little bit more expensive than the competition, otherwise I reckon it’d be even more popular than it is already.
HEAD-TO-HEAD: SUZUKI BURGMAN 400 VS. BMW C400X 41
If this does it for you, the good folks over at Motorcycle Sport and Leisure have plenty more good stuff to get your teeth stuck into. In addition to big road tests that take in some of the finest roads the UK and beyond has to offer, there’re three different routes supplied by riders who are out there exploring. Nice.
42 KNOWLEDGE
MIND THE PENNIES Budget travel can be tricky. But if you already own a bike and you’re happy to be flexible, there’re lots of ways you can save cash when you’re out exploring, without compromising your experience
There are three things that you are likely to spend money on if you’re touring in the UK: fuel, food and accommodation. They’re going to be our focus, and we’re going to break down how you can make some key savings that’ll help you stay on the road longer and get the most bang for your buck. Some of these might seem obvious, but it’s worth highlighting some of the ways we’ve saved a few quid on our latest scooter adventure.
ACCOMMODATION
Unless you’re going to be wild camping under the stars, you’re going to be spending a good chunk of your budget on digs for the night. Prices range from hundreds of pounds for plush, luxury hotels, through to beds for less than a tenner. It all depends on who you are, what you’ve got to spend, and what your expectations are. If you’re wanting to really keep a handle on costs, then there’re really only two options: camping or a hostel. But if you’ve got a little bit more money to spend, you could be surprised with what you’ll find, particularly if you’re booking well in advance (or at the very last minute). Camping’s the cheapest option in the long term. But you’re going to have to buy all the kit in the first place, and then you’re going to have to carry it on the back of the bike for the duration of the trip. And the good stuff can cost a small fortune. If the weather’s good, you’d be able to snag a bargain tent and bag for less than a tank of fuel, but don’t expect it to hold up should the conditions take a turn for the worse. Another option’s a hostel. This is our preferred choice. There’s no need to bring all your own gear; they’re warm; they’re dry; and there’s usually a reasonablypriced bar attached. For our last few big trips, we’ve stayed at Youth Hostels
Association (YHA) places. They’ve been spot on; clean, comfortable and very welcoming. Prices vary dramatically, depending on season and availability, but we’ve had nights for just over £12 per person. You can’t really grumble at that, can you? ■ Booking in advance is the best way to secure a reasonably-priced bed for the night, but if you can be flexible with your plans, you could find an excellent deal by leaving it until the very last minute. ■ Trust your gut. If you don’t like camping, don’t camp. It might be the cheapest option, but is it really worth saving a few quid and being miserable? ■ Make sure you don’t have to bring your own towels. We’ve been caught out and had to nip out and buy our own. ■ Unless you’re in a hotel, bring your own toiletries. Campsites and hostels won’t provide them and you might end up paying over the odds for something you could have got for pence down the local supermarket.
FOOD AND DRINK
There’s a massive amount of wiggle room when it comes to keeping yourself fed and watered. Most of us aren’t going to be wandering into Michelin-starred restaurants in our textiles, but it’s far too easy to spend a small fortune on grub. Keeping costs to a minimum is actually really easy though, providing you’re happy visiting budget supermarkets and doing your own cooking. But it’s not necessarily much fun, particularly after a long day in the saddle. Most of us want to grab a couple of beers and eat a decent meal, which is going to involve spending a bit of money. In which case, the best thing to do is set a budget. Work out what you’re happy spending across the trip and then divvy it up by how many days you’re going
to be away. That means if you want a swanky meal out at the end of the day, you’re going to have to compromise on your breakfast or lunch – or maybe even the food from the day before (or after), to make sure you can afford it. It’s also worth having a little stash of snacks to keep you going. Sometimes it’s not convenient to stop for a proper meal, but if you’ve got some nuts, cereal bars or dried fruit handy you’re not going to starve. And for drinking the trick is not to buy fresh bottles every time you get thirsty. Get a decent-sized water bottle and fill it up when you stop. Most places will have no problem topping you up, as long as you buy something, too. You’d be surprised how much you save with just this one trick.
TOP TIPS
■ If you want to be really frugal, invest in a little camping stove and prepare your own food. You’ll have a load of money for your morning coffee, too. ■ If you’re happy spending a bit of cash, breakfast’s a good place to start. Something hearty in the morning can keep you going for a full day. ■ Budget, budget, budget. And stick to it. If you want to eat well, you should – but remember you might have to compromise in other ways to ensure you don’t break the bank. ■ Have some food on you. You don’t want to get so ravenous you’re forced to head into the first place you find. You’re better having a quick snack and taking a bit of time to find somewhere that’s good value for money.
TRAVEL
Keeping fuel costs down is difficult. Sure, you could ride a little 125cc machine that’s getting 100mpg, but you’ll need
to take weeks off work if you want to cover any serious distance. That said, bikes are generally pretty fuel efficient, though there’s still a huge amount of variation depending on what you ride and how you ride it. You can ride with economy in mind; rolling on the throttle smoothly and shifting up earlier will help. As an example, the two scooters on the previous pages are capable of returning nearly 80mpg – which means that for less than £15, we were able to cover nearly 200 miles. That’s not bad going, is it? There’s also something to be said for not covering thousands of miles to start enjoying your journey. While we actively encourage people to get out and explore, it’s important to remember that there’s a whole load of spectacular riding on our own shores – and that means you’ll be get into the good stuff without spending a full day on the motorway (unless you’re going from Bournemouth to Inverness). And you also won’t have to spend a load of cash on ferries or freight, or splash out on a flight and a hire bike if you’re heading to some faraway land.
TOP TIPS
■ You don’t need to fork out on expensive planes, trains and ferries. Ride your own bike in the UK and make the most of your budget on the actual fun stuff. ■ Don’t fill up on the side of the motorway. The prices are inflated and you’ll often find much cheaper fuel elsewhere. ■ Make sure your bike is running sweet. Any mechanical issues can have a big impact on fuel efficiency. ■ Unless you’re running a classic or something a bit special, there’s no need to splash out for E5 (or even higher octane) fuel. E10 is just fine for most modern-ish machines.
44 LEARNER LEGAL: F.B. MONDIAL PAGANI 1948 SPORT CLASSIC
CLASSIC DESIGN,
MODERN PERFORMANCE? WORDS: Chris Bailey PHOTOS: Ross Mowbray I’ve made no secret of my love of sportbikes. I’m a fan of everything from their performance-focused riding position to their aggressive angular styling. Not that sportbikes always looked like that. Back in the day, sportbikes were much more curved than their modern successors, with large domed fronts instead of the sharp angles that are in vogue right now. There’s still a lot of love around for those old icons, with prices steadily rising and tracks all around the country hosting classic sportbike races and trackdays. Thankfully, if you’re into the look but you want a bit of modern reliability, you’re spoilt for choice. Classic-inspired bikes are all over the market these days, and it was only a matter of time before we got our hands on a funky little racer. Enter F.B Mondial’s Sports Classic 125cc.
Also known as the Pagani 1948 Sport Classic, the learner legal pocket rocket pays homage to legendary rider Nello Pagani who won the first-ever 125cc World Championship on an F.B. Mondial, despite the company only having opened its doors a year before. Founded 76 years ago, Mondial (like many ‘smaller’ Italian firms) have had some tough times in their long history. Relaunched back in 2015, today they specialise in scooters, nakeds, modern retros, dual-sports and sportbikes between 50cc and 450cc. Though thankfully, they’ve remembered their history. The moment I laid eyes on the Sports Classic I was struck by what a great-looking machine it was, perfectly paying homage to its heritage. The first thing you notice when you look at the bike head-on is the large singular headlight, which sits front and centre at the domed
face of the bike. A curved windshield covers the screen and handlebars, and the screen displays all the information you like to see: gear indicator, speed, revs, all the good stuff. The mirrors come out on storks off of the fairing, and honestly in the month I had the bike, I could never quite get the optimal positioning of the mirrors. I was constantly adjusting them and, never quite satisfied with the view, I ended up settling for having to lift my arm slightly to see out the right mirror, and tuck my left elbow in more to check out the left mirror. The curving fuel tank leads back to the tailored, ribbed leather seat. It’s one of the comfiest motorbike seats I’ve ever had the pleasure to be sat on (especially surprising since sportbikes aren’t known for their comfort factor).
“This is a great-looking specimen for any of you with a taste for the retro, backed up by some great modern engineering to make a very wellrounded bike.”
LEARNER LEGAL: F.B. MONDIAL PAGANI 1948 SPORT CLASSIC 45
The single cylinder, 4-valve DOHC engine kicks out 13.4bhp, which along with the twin shotgun exhaust, emits a pleasing noise both at start-up and when you’re pressing on, up to 60mph and beyond. 70mph is perfectly reachable but it definitely takes some time after you hit 65mph. I’ve reached that golden 70faster on other 125 sportbikes, so I had to wonder if the less aerodynamic domed front plays a part in that struggle. There’s a reason manufacturers have ditched the curves in exchange for the sharp lines instead after all! The front braking set up consists of a simple disc with ABS, and there’s another disc at the rear. I found the rear brake needed a bit of extra firm pressure, though the front brake more than makes up for that lack of bite by being perfectly responsive and capable of stopping the bike in a hurry. Suspension’s looked after by a USD fork up front and 120mm double shock absorbers at the back. They provide the perfect balance of comfort and firm performance that you would hope for from a sporty-styled (but
TECH SPEC F.B. Mondial Pagani 1948 Sport Classic
Price: £3999 Engine: 125cc single cylinder, 4-stroke, DOHC, 4 valves Power: 13.4bhp Transmission: 6 manual gears Suspension: (F) USD fork (R) Double shock absorbers Brakes: (F) disc, ABS (R) disc Wheels/Tyres: (F) 100/90-18 (R) 130/70-17 Seat height: 785mm Weight (empty): 133kg Fuel tank: 9.5 litres Contact: www.motogb.co.uk
ultimately, learnerfriendly) motorcycle. The punchy motor, capable front brake and poised springs combine to create a great handling little bike. The Sports Classic seemed to be in its element whether I was tucking down behind the screen to cut down on wind resistance for that cheeky double overtake, or whether I was flipping it from side to side round some of Lincolnshire’s finest twisties. Basically, the bike always responds in a reassuring way for a great level of control. Gripes? Well, when I took the Sport Classic out for some night rides I was a bit disappointed by the visibility provided by the dipped beam. I could see where I was going in a fair radius, but it all just seemed a bit dimmer than I would have liked. However, I couldn’t fault the full beam, more than making up for it and revealing plenty of the road in a bright enough light that I could make out everything on the road at a fair distance. All in all, I thoroughly enjoyed my time with the F.B. Mondial Sport Classic. Whilst personally I prefer the modern styling of sportbikes, this is a great-looking specimen for any of you with a taste for the retro, backed up by some great modern engineering to make a very well-rounded bike. And at £3999, I reckon it’s a great middleof-the-road option for any sportbike fans belting about with their CBT certificate for the time being.
DEALER DEMO: KAWASAKI Z650 47
ALL-ROUNDER A quick i k bl blastt on K Kawasaki’s ki’ muchh loved middleweight naked
Kawasaki introduced the Z650 in 2017 to replace the ageing ER-6 range, but aiming for the same multifunction market: new riders stepping up to their first big bike, commuters, and experienced bikers who wanted something with usable power but not ‘on the edge’ WORDS and PHOTOS: Bob Pickett 2020 saw the first updates including those to the engine to make it Euro5 compliant; new bodywork and a TFT dash – and 2023 saw even more enhancements to the whole package.
Give Me Some Spec
A 180-degree crank 649cc parallel twin engine putting out 50.2 kW/68PS @ 8000rpm power with maximum torque 64Nm/6.5 kgf-m @ 6700rpm, resides in a high-tensile steel trellis frame. Holding it to the road are front 41mm telescopic forks and single horizontal back-link rear spring. Bringing the 188kg to a halt are twin 300mm semi-floating petal discs with dualpiston caliper up front, supported by a single 220mm petal disc with single-piston caliper rear. Seat height is 790mm.
Changes From Last Year’s Model
KTRC Traction Control (two modes); LED lights; and colour TFT display.
What’s It Like To Ride?
I really like the chunky ‘Transformers’ vibe of the Z650. Seating position is quite tucked in; at 5’10” I felt a little cramped at times (there is a replacement seat available for taller riders). Feet rest rear of centre, arms bent as you lean into the narrow bars; you sit in, rather than on, the bike. The 180-degree (almost retro in this age of 270-degree cranks) 649cc parallel twin is the shining star. It pulls strongly (overtakes are easy, take it to 6-7k and it punches hard, leading you into maximum power at 8k to complete the move) and wants you to open the throttle. Not far behind is the handling. The suspension is quite soft, but once leaned over it’s confident and composed, allowing easy direction changes. It does the back road thing well, but a joy is describing perfect arcs, using every inch of the road. That said, the front forks dive under firm braking and the rear did have me bounce out of the saddle over a couple of bumps that I’d
have expected the suspension to handle. Easing off and into town, the Zed is a joy. It’s balanced, happy to amble, filters easily, and your fingers and toes appreciate the light clutch and accurate box. Back with the brakes, they bite hard initially but with a little practice give decent feel and have all the power you need with this package. The TNT screen is great. All the important stuff is at-a-glance available, with a mass of other information via the toggle on the left control cluster. Mirrors give good feedback. The saddle is surprisingly comfortable given how small it is, but this isn’t a distance bike – that compact riding position was okay for a couple of hours but longer than that and aches creep in. The Z650 does pretty much everything, but try it and make sure the fit is right.
How Much Does It Cost? Starting from £7399.
Want to try one To test this bike, contact: East London Kawasaki/Bacons Motorcycles 737-741 Eastern Avenue, Ilford, Essex IG2 7RT Tel: 020 8252 6020 www.baconsmotorcycles.co.uk/ www.eastlondonkawasaki.co.uk/
48 READERS’ RIDES
In partnership with Forcefield Body Armour We love to see what you lot are riding – and we know the rest of you like it, too. It’s just like pottering around a bike night and checking out what’s been brought out for a blast. Now we’ve decided to bring the bike night to you, asking readers to send us photos of their pride and joy for the world to see. Here’re some of our top picks from the last month.
We love Andy Underhill’s Yamaha 350LC Hybrid from 1980 (and his badged up VW, too).
Darren Shepherd’s pair of retro Yams: a YZF and FZR. Which would you choose?
Gabriel Kacprzak’s lean and mean Yamaha R1. We bet it sounds fruity with that Akrapovic exhaust.
Mike Stuart’s bought this MT-09 this year to complement his BMW R1200GS. It’s smaller, lighter, and much easier to push around the garage – and is just perfect for an old hooligan.
Geoff Lowe’s a lucky man. This Honda CX is one of 47 bikes in his collection.
We bet Herman Buurman has some fun on his Honda Fireblade.
John Meredith’s Honda CB1100RS looks good while soaking up some sun, sea and sand.
Lynn Bee’s lovely little Honda CMX500 Rebel is ready for action. Love the whitewall tyres.
And here’s Steve Mc’s super-cool Yamaha R6. They don’t make them like this anymore… quite literally.
Another R1. This one’s Paul Davies’ bold beast.
THE INSIDE LINE TO CLASSIC JAPANESE IRON WITH STEVE COOPER FROM THE VJMC 49
LAWSON’S LAMENT Eddie Lawson didn’t have an easy go of it in 86. But a frosty relationship with his famous boss and kinks to iron out with the OW81 weren’t enough to stop him running away with the Championship. Words: Steve Cooper Photo: Mortons Media Archive The fates that guide the Grand Prix circus can be fickle on occasion – Honda’s triumphs were revoked by the capricious gods that watch over the sport. Star rider Freddie Spencer with health issues and their latest version of the NSR500 suddenly developed massive handling issues. This played into Yamaha’s court and even more so given the now relatively reliable and predicable nature of the OW81. Not that it was all plain sailing as Eddie Lawson began
his attack on the 500GP title for 1986. The American wasn’t delighted with the bike’s power delivery and setting up the fuelling proved to be a huge challenge for the mechanics. Yet, over the season the supply of new carburettors and reed valves gradually moderated the major issues. With just one retirement and no DNFs across the entire season, Lawson was otherwise never off the podium taking seven firsts, two seconds and third. He took the crown leaving Honda rider Wayne Gardner 22 points adrift. If there was a downside to the season it was Lawson’s relationship with team manager Agostini. A
clash of personalities would be the polite term. Yamaha took five of the top six places that season with Randy Mamola making third place on his Lucky Strike Yamaha-Roberts. With King Kenny still contracted to the factory, the multiple world champion was earning his corn mentoring Mamola and sorting out various bike issues. And the American-based team did much better than just okay that year. Mike Baldwin riding the second YZR500 (henceforth the OW designation was offially dropped) managed to finish in 10 of the 11 rounds gaining 78 points to finish fourth – it would be his best season in
500GP racing. Britain’s Rob McElnea managed fifth on the big YZR riding under the Marlboro Yamaha-Agostini banner and Christian Sarron would take the sixth slot for Sonauto Gauloises-Yamaha. A good year all round but certainly no reason to be complacent and sit back on your laurels as the leading manufacturer… you’d assume. But that’s pretty much what Yamaha did. Yes, there were considered upgrades to the 1987 YZR500; revised mounting position for the engine; increased radiator capacity; and expanded air ducts for improved cooling performance helped boost power output. And just like all the
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other teams, Yamaha had to reduce noise emissions from 110db to 105db. Despite having another potential winner on their hands, the factory gurus also embarked on internal engine revisions by lengthening conrods, and playing around with cylinders. The mechanics would be kept busy for the 1987 season! The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo. co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am4pm (please leave a message)
50 PRODUCTS
WHERE ARE THEY? Schuberth are based in Magdeburg in Germany. UK distribution is handled by TranAm via the extensive Bikerheadz retailer network.
SPECIALIST SPOTLIGHT: SCHUBERTH
What does it take to carve out a reputation as one on the best helmet manufacturers in the game? WORDS: Bob Pickett German helmet manufacturer Schuberth have been in existence for just over 100 years. Yet helmet design was far from their thoughts when the company began. In 1922, Schuberth were formed as a joinery, initially assembling beer crates. 1929 saw their entry into the helmet business, patenting an inner lining for a military helmet from their knowledge of leather processing. But it was the 1950s that saw Schuberth make their full entry into the protective helmet world, with their first industrial safety helmet (for miners) released in 1952. The same year saw the release of an inner lining for steel helmets for border protection and state police forces. 1954 was the year Schuberth moved into the motorcycle helmet market with the release of the ‘Aero’. The 1970s was when motorcycle helmet
design really took off with their first full-face helmet, the introduction of thermoplastic shells and applying for a patent for a flip-front design. The 1980s saw further innovation with a new ventilation system for motorcycle helmets preventing insect penetration. Over the next few decades Schuberth continued to innovate, introducing the use of Aramid; releasing the first flip-front helmet; introducing their self-developed revolutionary helmet shell technology (Direct Fibre Processing); plus partnering with or purchasing specialist companies to help develop carbon use, integrated communication systems, and create an in-house ballistic laboratory. The 1980s saw Schuberth become the first helmet manufacturer to build and use a wind tunnel for the
construction of motorcycle helmets. Since this time, Schuberth have made aerodynamic efficiency and acoustics core elements of their designs, also becoming heavily involved in the world of motorsport where quiet, aerodynamic helmets are essential. Schuberth make helmets for worker protection, the Police, the Fire Brigade, Formula 1 sports and motorcycling. They are rightly proud that renowned Formula 1 drivers rely on their helmets as much as numerous life-savers and provide protection across multiple industries. Producing helmets across multiple disciplines give Schuberth a unique opportunity to crossover patents, taking what they learn from one range and apply to another where applicable. Every Schuberth helmet comes with a five-year warranty as standard.
PRODUCTS 51
TRIED AND TESTED D
Schuberth C5 Helmet
£539.99 / Bob Pickett / www.bikerheadz.co.uk The C5 is new from the ground up, sharing no parts with its predecessor. Homologated to the new ECE 22:06 standard, it is P/J rated (use with the front up or down). The C5 is festooned with smart features. The flipfront can be locked in place via a (tiny) switch on the side. The visor has a ‘memory’; flip open and the visor pulls back; drop down, the visor returns to the same position before flipping. Sticking with visors, there is a tiny lever by the sun visor control. For those with more Roman noses, push across and it reduces how far the visor lowers. Plus pre-installed speakers, cable harness and radio antenna for Schuberth's plug-and-play communication systems, developed with SENA (not supplied for testing). Schuberth helmets are on the small side. When I first slipped it on, there was a moment of discomfort then it felt… right. I can feel the lining press against my forehead more than my other helmets, but riding in it for extended (two-hour) periods it was fine. Definitely try before you buy (Schuberth recommend wearing at home for a time (labels on). If it isn’t right the dealer will be able to exchange it for another size or adjust with the custom headsets available separately). The plush lining is designed for glasses wearers; mine slid in easily. The chin lock is simple to operate: push to release. It can be closed with one hand, locking with a firm
click. The micro ratchet chin strap is placed forwarrd (so it doesn’t rub against the neck), but intelligent design with the Schuberth Anti-Roll-Off-System (A.R.O.S.) ensures the helmet is kept in place in ca ase of an accident, meaning it holds the C5 in place ass firmly as any other helmet. It does mean the strap is much closer to the (removable) chin curtain. Ventilation is outstanding. Two front vents (chin/ visor) and a top vent let in jets of cold air; this is a cool place even on hot days. Keeping with visors, the C5 has an excellent field of vision; with Class 1 optics there is no distortion. The Visor comes prefitted with a Pinlock 120 (my large boy hands thank you) so I didn’t test the release but it's a simple lever mechanism. The sun visor slider is well placed, coming easily to hand to open (oddly I don’t find it as intuitive to close). The visor itself is a light tint but enough to filter out sufficient UV. The wind-tunnel testing has paid off. It’s quiet even up to motorway speeds (Schuberth state 85dB at 60kmph. I found scientific tests recording 98dB at 130kph/80mph – one of the 10 quietest, let alone flip-fronts), and so stable, with no hint of turbulence at speed even with an over-the-shoulder glance. It’s beautifully balanced, feeling even lighter than it weighs (just 1650g - around the same as a full-face). Quiet, stable, comfortable, this is a first-class flipfront helmet, make no mistake.
WHAT’LL IT COST? The motorcycle range concentrates on Open-Face (M1 Pro £373.74), Sport Touring (S2 Sport £389.99 plain, £469.99 colours, S3 £449.99 plain, £529.99 colours). Schuberth is a major player in the flip-front market with the C3 Pro £379.99 plain, £449.99 colours, E2 Adventure flip-front (£569.99 plain, £649.99 colours) and the new C5 Touring flip-front (£539.99 plain, £629.99 colours).
GET IN TOUCH
To find your nearest Schuberth retailer, visit: www.bikerheadz.co.uk
ACCESSORIES
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For Sale
AJP SPR240 Enduro, September 2022, warranty, road legal, on Sorn, 270 miles, ADJ suspension, spares, sprockets etc, raised gearing, new battery, £3500 ono Tel. 01322 556013. Kent.
BSA Shooting Star, 1958, immaculate, 500cc twin, Akront alloys with Avons, very genuine bike, running well, V5C, also included topbox and panniers, from private collection, free delivery arranged, £5950 Tel. 01723 372219. North Yorkshire.
BSA Golden Flash, 1961, metallic grey, matching Avon fairing, alloy rims, crash bars, T/L/S brake, chrome Hagons, new clutch, from private collection, ready to ride, outstanding condition, free delivery arranged, £5950 Tel. 01723 372219. North Yorkshire. DUCATI ST2 in blue, 2001, easy project, good engine with V5, £1350 + ST2 in silver with V5 £1175 + Multistrada 1000cc 2004, red frame with V5, + other Ducati spares for sale, all bikes have V5 Tel. 07930 473221.
DUCATI 900ss 2004 rolling chassis with V5, £925. Tel. 07930 473221.
HONDA Firestorm 50th Anniversary Edition, 1998, number 4 of 50, useable appreciating classic, 23,000 miles, family owned 16 years, MoT, currently on Sorn, £3850 Tel. 07787 121178.
KAWASAKI ZZR1100, 1997, D5 in scarlet, 11,450 miles, not original, new Black Widow exhaust, new rear tyre, new mono shock, new fork springs, race front brake line, new suspension bearings, the carbs have been sonic cleaned twice and new jets fitted, in good condition with an MoT till May 2024, has a top box rack and a tank cover, open to offers, £1250 Tel. 07908 697363. KAWASAKI ER5, carburettors wanted in good working order, Tel. 07577 005168. West Yorks.
BULTACO 250 Sherpa, 1975/76, matching frame engine numbers, square swingarm, engine rebuilt, new carb, front wheel bearings, chain some pitting on forks, no side stand £1750 ono Tel. 01787 210865. Suffolk. HONDA KZ1000, 1979, Goldwing 1000cc, gauges on tank 32,000 miles, electronic ignition, new cambelts, carbs cleaned rejected, American import, imported Somerset motorcycles, new headlight, lower bars, battery. Tel. 01904 763175. North Yorkshire. HONDA CB125F, 2021, a reliable and economical bike that is perfect for commuting or leisure, low mileage 4200 miles and has been serviced regularly by Honda, comes with many extras, worth over £450, such as crash bars fitted by Honda to protect the engine and other parts, Givi rear rack with 50L Oxford top box for extra storage space, bike is in excellent condition and runs smoothly, £2950. Email. martinianocouto17@gmail.com
LEXMOTO Michigan 125cc, 2020 and only 9400 fair weather miles done, owned by retired ex-hydraulics Instructor for day trips, excellent overall condition and selling to buy 350cc, MoT July 2024, £1750 Email. nodrog. robert.son@hotmail.co.uk Wiltshire.
ROYAL ENFIELD Bullet, pre 65 model, 2020 reg, fsh, MoT August 2024, 855 miles, heated grips, light cover number board on side, great motorcycle, contact for more information, £3995 Tel. 07772 797112.
ROYAL ENFIELD Classic 350, Halcyon green, reg’d August 2023, warranty till August 2026, mileage 60 miles, showroom condition, fine/dry use only, genuine enquiries only, £3100 Tel. 01513 345927. Wirral.
ROYAL ENFIELD Thunderbird 350cc, just 3600 miles and lovely condition, part service history but Main Dealer serviced in May this year, £2500 Tel. 07785 516700. Derby. LONGJIA LJ50QT, 2016, low mileage in good condition, no MoT suit learner rider Tel. 07886 567706. SYM ADX, 2023, 1800 miles, only 125cc, learner legal grey gloss, 2 keys, superb condition, used to pass test my fifth Sym Ace Maxi scooter, 23 reg, garaged, offers around £2899. Tel. 07784 499299. South Yorks.
TRIUMPH Bonneville T140E, 1978, 29,000 miles, starts and runs very nicely and oil tight, used regularly on TOC summer runs, lots spent over the years and bills to prove, lovely condition, £5200 Tel. 07714 213045. Wirral.
TRIUMPH T955I Daytona, loads of recent parts, good tyres, runs great, slight problem with 3rd gear which isn’t there sometimes from cold but once it shows up stays for the day, possibly a bent gear change shaft after a low speed fall in IOM last year, I have spare gear parts to go with it, 52,000 miles, £750 Tel. 07808 823688.
TRIUMPH Tiger 800XC, 2011, current MoT, only 4300 miles, garaged, lovely condition, as you would expect a bike with such low mileage, fitted Triumph centre stand and pyramid rear hugger, £3900 Tel. 07748 477821. TRIUMPH Bonneville, 1970, T120R 650cc, matching frame and engine numbers, excellent condition, runs very well, no smoke or rattles, can send photo by phone, £6995 ono Tel. 07887 674467. Hampshire.
YAMAHA XT350, 1985, 350cc, Enduro motorbike motorcycle 30,000 miles, for restoration, owned for a number of years, full V5, matching frame and engine numbers, £1495 Email. andy_at_home@hotmail.co.uk
TRIUMPH T400 Tiger 855, 1996, Caspian blue, 14,000 miles, MoT until September 2024, heated grips, Shad top box, fully serviced this winter inc new brake pads all round, all fluids and filters, valves checked and new chain, Led headlights, hand and service books, plus original tool kit, great condition, £2200 Tel. 07714 213045.
YAMAHA Virago 250cc, MoT until 14/08/2024, 11,2663 on the clock, all paperwork provided, it’s in great shape but does have a very small dent in tank and broken latch on one of panniers, although still operational with the straps, price to sell quickly, offers closest to £1450 Tel. 07971 295741. Huddersfield.
Parts For Sale DUCATI 600SS, 750Ss, 900Ss, full fairing, headlight, bracket, rear mudguard, forks wheels, disc, sprocket, carrier, carbs for spares, clocks, wiring loom Tel. 07816 043480. Staffs. HONDA XR75, engine frame, parts tank, wheels, PDC please contact for details Tel. 01760 338522. SUNBEAM 1930’s, British parts, Moto Guzzi, chain 25 length 5/8x3/8ths and various other spares for sale, willing to sell as one lot or separately Tel. 07833 906288.
Choose one of the following methods:
1 ONLINE www.morebikes.co.uk 2 EMAIL freeads@morebikes.co.uk 3 POST MB Reader Adverts, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR
TRIUMPH Thunderbird 900, brand new chrome sprocket cover, original box, £400 + £7 postage. Also rechromed sprocket cover, £300 + £7 postage. Chrome headlight bucket + £90, £5 postage Tel. 07434 513161. Lancashire. TRIUMPH Thunderbird 900, chrome headlight bucket, mint, £90 + £7 postage. Also chrome sprocket cover new in box, £400 + £7 postage fits also Legend Sports Adventurer 7” diameter Tel. 07434 513161. Lancashire.
Wanted CLASSIC BIKE wanted consider anything a BSA Bantam to a Yamaha RD400, any bike in any condition, good price paid, genuine buyer Tel. 07432 566835. Tamworth. CLASSIC MOTORCYCLE wanted for my recently retired father consider anything in any condition British or Japanese good price paid we can collect Tel. 01514 470147. HONDA CB125, 93, 1963, Keihin carburettors, manifolds wanted Tel. 07807 504202. Staffordshire. KAWASAKI ER5 carburettors wanted in good working order Tel. 07577 005168. West Yorkshire. Email. michaelmoriarty@gmail.com SUZUKI GR650, 1983, Tempter starter motor and clutch lever wanted Tel. 07434 762911. Manchester. TRIUMPH T100, 500cc, 1966, high level exhaust pipes Tel. Chis 07593 438795. East Surrey.
Miscellaneous APRILIA Complete Story, 2000, Walker. Yamaha Legend Macauley, 1979. Honda Goldwing, Portfolio Contemporary Reviews, Brookland Books 10001500 Models, £10 each Tel. 07974 822880. West Midlands.
BOOTS mens Alpine Stars boots, size 10, £25. Womans Daytona boots size 6, great condition, £15. Haynes Manual book, No 5572 for CBF600N, CB600F, CBR600F, as new condition, £10 Tel. 01582 601467. CRAVEN classic carrier and top box struts, suit CB750K2, easy modification, suit other classics, dry stored, 40+ years, vgc, all trade marks intact, £125 ono Tel. 07974 822880. West Midlands. LEATHER JACKET womans medium size, with back shoulder arm protectors, hardly used, £45. Womans Daytona boots, size 6, hardly used, £15. Honda Manual, £10 CB600F, CBF600, CBR600F, Haynes Book No 5572 Tel. 01582 601467. LOOKING FOR my old CB750 K2, reg PHN 616L Tel. 07736 759291. East Yorkshire. MANUALS for sale Haynes Kawasaki 550 Fours 1979 to 1986 Honda CB100 125, SL125, 1970 on, Yamaha RS/ RSX 100/125 Suzuki GP100/125 1978 to 1991, £10 each Tel. 07852 921265. NUMBER PLATE rare cherished number plate ‘TON 90’ on retention for immediate transfer to your super bike or car, highest offer secures Tel. 01522 703687. Lincolnshire. SUZUKI TS125ER factory manual, vgc, hardly used, 1983, very comprehensive, £20 can post Tel. 07852 921265. SHOSHONI armoured motorcycle jeans, Blue Denim, removable hip and knee armour, waist size 40 inches, inside leg 30 inches, unworn, wrong size ordered, never returned, £50 plus £4.50 postage Tel. 07889 828410. TOOLS large collection, all brand new, spanner sets socket sets, drill bits etc, unwanted legacy must be few hundred in total, £400 ono will split if required Tel. 07708 701866. Edinburgh.