That’s why you can now get your hands on a new Suzuki with 0% APR representative over 48 months, with just £99 deposit. And with monthly repayments as low as £125 (plus a £1,135 deposit on the GSR750) nothing else even comes close.

Jonathan - Motorcycle Sales Manager

You want the thrill of a new Suzuki?We get it.

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Visit suzuki-gb.co.uk to see the full range of models included.

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3

1976-2016 Bike contributors on the difference that 40 years makes

John Westlake Ducati’s canteen

» There were just 140 workers at Ducati’s factory in 1976 cobbling the 900SS together. The workforce is now 1200 – a vision of precision.

Rupert Paul Triumph Bonnevilles

» In 1976 I was told that Triumphs were great bikes for real men, but I discovered that they were oily heaps. Now they’re properly good.

Mark Williams I remember when…

» In 1976 we had a long summer, empty roads and the first adventure trailie. All best viewed in a rose-tinted rearview mirror.

Issue 519June 2016

Hello Contact us: bike@bikemagazine.co.uk or 01733 468099.

facebook.com /bikemagazineUKtwitter.com /BikeMagazine

» People have been banging on

about the good old days since

Adam and Eve left The Garden

of Eden; ‘Apples? They don’t

make ‘em like they used to.’

But it’s a fact that biking’s heroic and

hilarious past is a critical part of what

makes motorcycling cool in the 21st

century. Triumph know the score. It’s

what the brand new, stuffed with the

latest technology but old looking

Bonneville is all about.

Barry Sheene was a great racer and the

40th anniversary of his first world

championship is an irresistible excuse to

raid the picture archive, but there’s more

to the summer of ’76 than celebrity

racers and their glamorous girlfriends.

The second half of the 1970s were a

golden age for motorcycling, when

teenage communication wasn’t about

Snapchat, it was about riding your Honda

SS50 or Fantic GT, flares flapping in the

breeze and visor studs rattling, to the

youth club disco in the next village. The

summer evenings were long and hot.

Barrelling down a Northamptonshire

B-road in April 2016 on the new T120

Bonneville, complete with analogue

clocks, chrome badges and spoked

wheels, is still about freedom. We’re

older, but what’s great about

motorcycling hasn’t changed in 40 years,

even if the bikes (at least under the

surface) have.

Enjoy the issue.

Hugo Wilson Editor

GET THIS

EVERY MONTH

SUBSCRIBE TO BIKE PAGE 28

4

BONNEVIL

86G U Z Z B OX D OU B L E

V9 Roamer and Bobber tested

86G U Z Z B OX D OU B L E

V9 Roamer and Bobber tested

86G U Z Z B OX D OU B L E

V9 Roamer and Bobber tested

56M U LT I E N DU RO Romping across Sardinia on a 160bhp trailie

56M U LT I E N DU RO Romping across Sardinia on a 160bhp trailie

56M U LT I E N DU RO Romping across Sardinia on a 160bhp trailie

14C L A S S I C S :

Aromatherapy in Sussex

8 NEW BIKE SHonda revamp the NC750X to great effect, EBR bounce back (again) and the CB1100 hot-rod.

12 RACINGBike turns the spotlight on the teenagers set to rampage their way to the very top.

14 CLASSICS World’s fastest Velocette plus smoke and small-end rattles from Goodwood.

16 BIKE TO AMERICA We’re off to the USA, on a Suzuki Hayabusa. Hayab-USA is born...

18 ADVENTURE Why it pays to listen to no one and go exactly where you want when you want.

20 CUSTOMSImagine a motorcycle mocked as an ugly duckling morphing into a beautiful swan.

22 OFF-ROAD Where to go to get off-road kicks without the hassle. And how tough is Jonny Walker?

24 LETTERSA progressive head teacher writes, plus that Malaysian MotoGP incident refuses to go away.

32 SUMMER 1976 ON THE COVER

The way you were in that endless sunshine.

36 GRAND PRIX 1976 Race by race recap of Sheene’s first title year.

44 RIDING IN 1976 ON THE COVER

Wales on an XT500. Adventure bikes are born.

46 TED SIMON’S T100 ON THE COVER

The Triumph that started adventure biking.

54 YEAR OF THE TOP BOX When glass fibre and moulded plastic ruled.

56 MULTISTRADA ENDURO Ducati’s big twin decides that it wants it rough.

62 TRIUMPH TIGER SPORT Timely spruce-up for the overlooked do-it-all.

68 TRIUMPH TE ST ON THE COVER

Three Bonnies: two newbies meet an original.

79 INSIDE: DUCATI CANTEEN And it’s not all exotic pasta fayre. Oh no.

86 TWO GUZZI TEST The new V9 Roamer and the new V9 Bobber.

90 ADVENTURE A GO-GO Around the world options for fly-ride GS frolics.

ON THE COVER

Contents8

N EW B I K E N EWS :

Honda NC750X tested plus a look at 2017

8N EW B I K E N EWS :

Honda NC750X tested plus a look at 2017

8N EW B I K E N EWS :

Honda NC750X tested plus a look at 2017

NOT ONE, NOT TWO, BUT THREE

OF THE THINGS:

NEW STREET TWIN, NEW T120 (2016) AND OLD

T120 (1969)

68

16A DV E N T U R E : Bike to America: Hayab-USA is go

16A DV E N T U R E : Bike to America: Hayab-USA is go

16A DV E N T U R E : Bike to America: Hayab-USA is go

16A DV E N T U R E : Bike to America: Hayab-USA is go

16A DV E N T U R E : Bike to America: Hayab-USA is go

5

LE-VILLE

102B I G T E ST: 2750miles on Yamaha’s rounder and retro-er 700

102B I G T E ST: 2750miles on Yamaha’s rounder and retro-er 700

102B I G T E ST: 2750miles on Yamaha’s rounder and retro-er 700

119 K IT D E A L E R :

Best of the open faces

Bikes in this issue

126B I K E L I F E : Mob-handed Armitage Enfield jamboree

126B I K E L I F E : Mob-handed Armitage Enfield jamboree

126B I K E L I F E : Mob-handed Armitage Enfield jamboree

31SUM M E R OF

Sheene’s World Championship

Kawasaki 900

That long, hot summer

Best biking yea r ever?

102 BIG TEST ON THE COVER

Yamaha XSR700 with 2750 miles on the clock. It loves a furry fastener or twenty-seven.

110 YOUR ADVE NTURE Titus Drummond on a very small bike on the really quite big island of Madagascar.

114 ADVENTURE GUIDE ON THE COVER

How to get the most from the Lincolnshire Wolds. Includes sex at Cadwell Park.

116 NEW PRODUCTS Searching and uncompromising assessments of things as diverse as Meccano motorbikes, electronic maps and fancy techno-fibre suits .

119 KIT DEALER The best open face lids on the market as seen by the one and only Emma Sulway of Infinity.

121 INSTRUCTOR Doing some daft stunts is good for you, like stoppies. Others are less good, like wheelies.

122 THE TESTS ON THE COVER

All the current UK bikes we’ve tested, with data, sometimes witty comment and accurate rating.

126 BIKE LIFE ON THE COVER

Enfield family affair plus our 2016 test fleet.

BMW R1200GS 90 / Ducati Multistrada Enduro 56 / Harley-Davidson XA750 122 / Honda Africa

Twin 127 / Honda Ascot 129 / Honda CX500 20 / Kawasaki 250TR 129 / Kawasaki ZX-10R 126

Kawasaki Z900 50 / Moto Guzzi V9 Bobber 86 / Moto Guzzi V9 Roamer 86 / Moto Morini Camel

128 / Royal Enfield Classic 130 / Suzuki GSX-RR 4 / Suzuki RG500 36 / Triumph Tiger 100 46

Triumph Tiger Sport 62 / Triumph Bonneville T120 68 / Triumph Street Twin 68 / Yamaha

TZ350 14 / Yamaha XT500 44 / Yamaha XSR700 102 / Van Veen OCR1000 125

ON THE COVER

Blue is back

66

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» It’s a long time since Suzuki dominated the 1976 GP season. They haven’t even had a MotoGPpodium since 2008. This will change soon. Hotshot Maverick Vinales slipped off while third inArgentina, then scorched to fourth in America (teammate Aleix Espargaró was fifth, puttingtwo Suzukis in the top five). We love to see the beautiful blue GSX-RR near to the front, but areless keen on all the colourful painted tarmac in Texas. Give us Cadwell’s greenery any day.

77

with Mike ArmitageWe rate Honda’s NC range – the NC700X was our 2012 Bike of the Year, and the newer 750 is an even easier workhorse. Now it doesn’t look so dull we’re willing to admit to this soft spot in public...New Bikes

PracticallyperfectPracticallyperfectPracticallyperfectBike swings a limb over the 2016 revamp of Honda’sbest-selling NC750X parallel twin

Bike swings a limb over the 2016 revamp of Honda’sbest-selling NC750X parallel twin

8

EBR rise again » Erik Buell is making bikes again. Dumped

by Harley-Davidson, he set up Erik Buell

Racing (EBR), joined forces with Indian

giants Hero, folded, tried to restart, stalled...

and is back with EBR Motorcycles. Owners,

Liquid Assets Management were expected

to sell the firm’s assets, but production has

started again in Wisconsin, USA. They hope

EBR will build value as they hunt a buyer or

investors. We wish them luck – the bikes are

good and Erik’s enthusiasm is relentless.

» How do you get teens only interested in FaceTube to engage

with two wheels? With an app. Honda India’s new

Navi is a 21st-century monkey bike with a 110cc

motor and storage space under the tank. And,

as it’s aimed at youngsters, you have to

download an app to buy one. Yamaha and

Samsung are going further, developing a

‘smart windshield’ showing emails and

other stuff. Won’t be distracting at all.

Doing it for the kids...

‘Honda’s best-selling big bike in Europe now has

the style to match and an improved dynamic too’

UK’S BIGGEST TEST

YAMAHA XSR700 2750 retro miles. Page 102

HONDA’S NCs ARE not performance bikes. Instead, the ‘New Concept’ twins are hugely versatile, peerlessly easy to ride and irresistibly useful. They’re successful too: the adventure-styled NC750X is Honda’s best-selling

big bike in Europe with over 70,000 having rolled out of showrooms. And now it has the style to match and an improved dynamic too.

Friendliness, practicality and low price can only compensate for a lack of sexy styling and performance to a point, so a major makeover is aimed at improving image and dynamism. New and more aggressively-styled bodywork now mimics the rest of Honda’s adventure range, and has natty LED lights front and rear. Paint is livelier, and there’s a colour-customisable LCD digital display, better detailing and a restyled exhaust, which has a new catalytic converter to get through Euro4 and also sounds better.

Practicality has also been upped. The scooter-style storage compartment in the fake fuel tank (the real one’s under the seat) is now a litre bigger at 22 litres, so swallows a full-face helmet with greater ease. The screen’s 70mm taller and there’s a new, bigger luggage rack-cum-grabrail.

Best of all, though, the new 750X not only looks better. In the popular DCT trim we’re testing (Honda sell more NCs in Dual Clutch Transmission form, despite the £400 premium) it goes better, too. System tweaks now give two additional ‘Sport’ settings, clutch action has been smoothed, and operation generally enhanced. So while the low-revving twin’s easy and unstartling performance is unchanged, for 2016 its delivery is significantly more engaging and entertaining; flick a switch and it’s higher revving with sharper response. And, with uprated suspension and brakes, there’s a better ride from the chassis. We see that best-selling status remaining intact.

.

ChooserThe month’s most tempting dealer delights

The cuts begin Triumph T100» New models mean tasty savings on previous versions. With Triumph’s new Street Twin and T120 heading to dealers there are deals to be done on the old Bonneville. Fowlers (fowlers.co.uk) have ex-showroom T100 models for £6999, which is an £800 saving. We expect prices to slip even lower as the year goes on.

Old-school deal Kawasaki Versys» The PCP boom is great, making new bikes very affordable. However, if the idea of effectively renting a bike isn’t for you it’s nice to see 0% finance still exists. Kawasaki offer it for three years on all models under 800cc, including the Z800 and ER-6. We’d pop £2k on a do-it-all Versys 650 that’s then just £135 a month… and all yours at the end.

Much more like it Yamaha Fazer8» Eager 779cc four, ex-R1 brakes, fine screen, good comfort... the only thing wrong when the Fazer came in ’10 was a duff shock and £9k price. Suspension was fixed for ’13, and being superceded by the Tracer now means ace price: get a spanker at bridgemotorcycles.com for £6999. That’s XJ6 Diversion cash.

Exclusive exotica Bimota SB8K» Want delicious? Bimota’s SB8K Santa Monica uses alloy frame spars mated to carbon swingarm pivots, Öhlins suspension, a tuned TL1000R V-twin with 142bhp, OZ wheels and carbon bodywork. It’s just 175kg. Only a few were made. There’s a zero-mile 2006 bike at thebikespecialists.com for £19k – two grand less than a new Panigale S.

Value adventure Moto Guzzi Stelvio» Adjustable seat and screen, cases, crash bars, centrestand, ABS, Aprilia-developed chassis, soulful V-twin, plus brand resonance. Useless off-road and not as easy to ride as a GS. However the Stelvio NTX is an underrated high-quality mile-muncher. Get a classy red one at corsaitaliana.com for £11,499 – £1735 off list. Individuality assured.

£1500 saving Honda Blade SP» If you want a superbike with all the electronic whatnots then a Yamaha R1 is £15k. Alternatively shun gizmos and instead go for the exquisite suspension and finesse of Honda’s Fireblade SP. List is £15,799 but wheelsmotorcycles.co.uk are firing them out at £14,299. See that, Marquez? That’s me, that is.

9

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10

New Bikes

Coming soon Bike rubs its crystal balls and looks at what 2017 holds

Yamaha» Pretty, isn’t it? Wheeled out at the Vietnam

Motorcycle Show, Yamaha’s new 04GEN

concept mixes retrotastic lines with

modernity. Bodywork is translucent, allowing

a sense of the (humdrum) mechanicals

beneath and features pivoting side panels

that swing up to allow access and look like

insect wings. There’s no dash – instead mount

your smartphone and use it as a speedo and

satnav. Check out the enclosed front brake

too, presumably fitted to ensure problematic

future maintenance.

Husqvarna» The arrival of sharp Husky road bikes is

now definite. The annual report by

owners KTM says ‘for 2017 the next step

will be realized with the arrival of the first

two Vitpilen production models,’ implying

the 401 (based on KTM’s 390 Duke) and

701 version (based on the 690 Duke) are

both coming. The report also confirms the

scrambler-style

Svartpilen will

follow in short

order.

Honda» A hot-rod version of Honda’s CB1100 inline four appeared at Japan’s Osaka show.

The CB Concept Type II features uprated suspension and brakes, and a new swingarm

(below). Alongside the CB was the CRF250 Rally. The Dakar-influenced adventure

version of the CRF has been shown wearing a concept tag, but in Osaka was labelled

as a production prototype. Get a deposit down.

RECALL CORNER» Triumph’s new Street Twin and T120 (see p68) have been

recalled due to ‘fuel may leak/risk of fire’. Kawasaki are taking

ZX-10Rs back as a steering damper bolt can break, your Yamaha

XJR1300 may have a faulty ‘primary chain’, and Honda are

looking at the VFR1200F as the rear wheel may lock up.

‘The CRF250 Rally is

production ready’

Broaden your horizons with a ferocious V-twin engine, wind-slicing aerodynamics and a

full electronics package that includes Cornering ABS and WP Semi-active suspension.

Dominating distant roads has never been more achievable. If hunting for new riding

grounds is what you’re after, look no further than the KTM 1290 SUPER DUKE GT

Find out more from your local authorised dealer or visit: www.ktm.com.

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RIDE LONGER

GO BEYOND YOUR BOUNDARIES

KTM Group Partner

Racingwith Neil MorrisonNew Racing correspondent Morrison has spent years deeply embedded in all things MotoGP, WSB and BSB. At time of going to press he’s thought to be working hard on his post Circuit of the Americas jet lag.

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12

Fancy a long-term bet on a future MotoGP winner? You could do worse than dropping a fiver on Nicolò Bulega or Kyle Ryde, two young guns with serious corner men…

Two to watch in 2016

Nicolò Bulega» If you happen to catch a gangly Italian

teenager with a luminous yellow

number plate breaching the top three in

Moto3 don’t adjust you TVs – Valentino

Rossi hasn’t miraculously knocked 20

years off his age. However, Nicolò

Bulega is a new national sensation in

the making. And he doesn’t just resemble a younger version of the

nine-time world champ, he has the speed to match.

A member of the VR46 Academy, Bulega graduates to Moto3 as the

reigning FIM Junior World Champion – a fierce formula to cut your

teeth in – and is a regular on Rossi’s training ranch, where he’s been

known to beat the great man and a host of other GP regulars. The long-

haired prodigy’s performance in Qatar, where he finished sixth and

rattled more experienced team-mate Romano Fenati’s cage, showed

his undoubted precociousness.

Aside from his ranch commitments Bulega spends his free days

go-karting or cutting around the Misano circuit on an R6 with his peers.

Italy could have another star on its hands. Don’t be surprised to see this

kid on the podium in the near future.

Kyle Ryde» What do reigning world champions do in their

spare time? According to World Superbike’s

Jonathan Rea, you spot, help and manage younger

riders who you feel have the necessary talent.

Watching English teenager Kyle Ryde claim a

podium finish in his debut World Supersport

appearance as a wildcard at Donington Park a year

ago was enough to convince Rea the 18-year-old is the real deal.

The two worked together to find a suitable package, with Ryde

signing for the Ranieri Med SC Yamaha team, riding the bike that took

Sam Lowes to World Supersport honours in 2013.

‘There aren’t many young riders coming through who are

exceptional,’ said Rea. ‘Kyle did an incredible job at Donington last year.

The way he approached the weekend and worked with his team was

impressive. In the paddock show after the race, I offered my support.

The thing about this paddock is if you have someone knocking on

doors, saying this person is the real deal, then you get taken more

seriously. He’s got a good bike. Now it’s up to him.’

Ryde has been finding his feet in the world championship and has

showed positively in his first races, despite a broken hand.

Ryde of your life:

‘Listen lads, when you say

“initiation ceremony” what

exactly does that mean?’

No bike experience...» Vision 9, a firm that organises a surfing festival, will promote the Isle of Man TT from ’17. The idea

is to cut costs and increase economic benefit.

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EVENTSOptions, options, options…

» 30 April-2 MayOulton Park, British Superbike

Championship

Time to suss out the new names and faces in

BSB. It’s a bank holiday weekend, so expect the

usual packed schedule.

britishsuperbike.com

» 8-14 MayNorth West 200, Portrush/

Portstewart/Coleraine,

Northern Ireland

Northern Ireland’s biggest sporting event

regularly draws crowds of over 100,000.

Stunning seaside views make the backdrop.

northwest200.org

» 19 -22 MayMugello MotoGP, Tuscany, Italy

The circuit, scenery and atmosphere

combine to make this the worthy centre piece of

a long-distance ride or long weekend away.

motogp.com

All hail the underdog

» The MotoAmerica Superbike series kicked off

alongside the MotoGP round in Texas. Suzuki’s

rider Jake Lewis injured himself in training, so

they drafted in Toni Elias to ride his GSX-R1000.

The Spaniard won a MotoGP race in 2006 and

took the first Moto2 title in 2010 but has drifted

into obscurity, failing to make an impact in WSB

and with a few forgettable GP stand-in rides. Yet

despite riding someone else’s bike on tyres he’d

not used before, Elias dominated – fast changes

made under a red flag in race one saw him win

the restart by 1.7 secs, then bugger off to a four

second advantage in race two. The Yamaha R1s

that won every race last year couldn’t get close.

Stoner: poacher turns gamekeeper» Anyone thinking Casey

Stoner was only taking a

passing interest in Ducati’s

affairs in his new testing role

with the Bologna factory need

only listen to the comments of

satellite Pramac riders Scott

Redding and Danilo Petrucci on

the Australian’s input. Stoner

has not only been keen to test

Ducati’s 2015 and ’16 MotoGP

machines but has also offered

his advice to its riders after

watching them track side.

At a pre-season test in

Australia two-time world

champ Stoner spent time in

Redding’s garage and watched

him out on track in an attempt

to ease the transition from

Honda to Ducati.

‘He’s a good guy to talk to,’

Redding said of Casey’s time in

his garage. ‘I learnt quite a lot

from him, from the way he

approached racing. It was good

to see that from his side. In

terms of riding there are some

things I can take, others I can’t.

I’m quite a bit bigger, the way

we ride is different. But when

you have someone like Casey,

they don’t say something just to

say it. They say it because they

mean it. It gives you a bit more

self-belief. He doesn’t tell you to

do things, he gives you the

option. If someone wants to

give you an option then why

not try it?’

It’s this desire to pass on

wisdom which led Redding to

conclude a full-time return to

racing isn’t on the cards for

Stoner. ‘I didn’t expect to see a

rider want to help other riders.

For me that’s why he won’t

come back and race. He just

wants to help. It’s good to see he

truly wants to help and put

Ducati on top.’

Stoner is, however, widely

believed to be interested in

racing as a wildcard at least

once this year. We’ll see.

Two-stroke fumes filled the air for the Hailwood

Trophy race at Goodwood’s Member’s Meeting

Smokingin

Sussex

GOODWOOD’S FIRST MIKE Hailwood Trophy race, for 250cc and 350cc GP bikes made between 1970-82, featured a packed grid of Yamaha two-stroke twins. The race was part of the car-dominated

Member’s Meeting on 20 March.The bulk of the field were classic racing

regulars but eight-time TT winner, 65 year-old Charlie Williams, brought along his own 1974 Maxton Yamaha 350. Charlie retired from racing in 1981 but still managed to finish a creditable sixth.

Winner was three-time TT victor Ian Simpson. A rare Harley-Davidson RR250, later version of Walter Villa’s World Championship-winning machine from the mid-seventies, was also on the grid.

The next Goodwood event is the Festival of Speed 24-26 June.

Classicswith Hugo WilsonBrilliant to see a grid full of TZs at Goodwood. Brilliant too, that classic racing came about as an alternative to grids full of TZs. And what have we here? Funny old world.

14

Still got it. Eight-time

TT winner Charlie

Williams on his own

1974 Maxton Yamaha

350 at Goodwood

Still got it. Eight-time

TT winner Charlie

Williams on his own

1974 Maxton Yamaha

350 at Goodwood

Warming up Robin

Lamb’s Yamaha TZ in

the paddock. Closest

to camera is Richard

Ellis’ ’81 TZ 350

Warming up Robin

Lamb’s Yamaha TZ in

the paddock. Closest

to camera is Richard

Ellis’ ’81 TZ 350

V is for vintage» Suzuki has added the TL1000S to its Vintage Parts Programme, which already includes iconic models like the GT750, X7 and GSX-R750. And would-be customers can now order through Suzuki’s own eBay store. For the full list of models covered, visit suzuki-gb.co.uk/vintage-parts

EVENTSBurgundy or Lincolnshire?

» 21/22 May Coupes Moto

Legende, Circuit Dijon Prenois,

FranceBrilliant event and a great

excuse to take a ride into the

heart of France. Watch

everything from wheezing

mopeds to GP racers

circulate on the superb Dijon

circuit. Freddie Spencer and

fellow American ace Steve

Baker have already

confirmed they’ll be there.

Off track there’s a classic

auction, club and trade

stands, an (eclectic)

autojumble – great party too.

coupes-moto-legende.fr

» 3-5 June

CRMC, Cadwell Park Circuit, Lincs

Fabulous classic race action

at one of the country’s most

picturesque circuits. A great

mix of bikes, from booming

Manx Nortons, through

screaming ’70s 125s, to early

GSX-R750s, FZ750s and

VF750s in the new Post-

Classic Superstock class.

crmc.co.uk

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World’s fastest single » A supercharged 700cc Velocette, based on a 1960s road

bike like your dad/grandad rode, has officially become the

fastest single cylinder motorcycle in the world. The bike,

built by Velo fanatic Stuart Hooper and his team hit

193.061mph on Lake Gairdner salt flats in South Australia.

But a further run to attempt to crack the 200mph barrier

had to be abandoned due to mechanical issues.

And, while there are numerous one-off components,

including crankcase castings, gearbox and a barrel

machined from solid, it’s still a Velocette, says Stuart

Hooper. ‘Even the clutch is Velocette. The only reason we

run modern wheels and brakes is to comply with the tyre

regulations for record runs,’ he says. Double-ton in 2017?

Classic Bike Live» An all-new event hosted by our sister titles Classic Bike and

Practical Sportsbikes, Classic Bike Live is at the Peterborough Arena

on 29/30 October. Autojumble, concours

display, club and trade stands, a fire-up

paddock and restoration demos by

CB ’s tech guru Rick Parkington. Plus

special guests and a best in show

concours comp. classicbikelive.co.uk

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with John WestlakeI’d been planning to take the usual yearly jaunt into Europe, but riding across America on a Suzuki Hayabusa should turn a summer holiday ride into a full-on adventure.

16

Adventure

WE’VE ALWAYS BEEN up for an adventure on Bike. And a good story. Two years ago it was Bike to Japan, riding a Suzuki V-Strom 1000 from Peterborough, back to the factory where it was made, 16,000 miles across Europe and Asia, through Azerbaijan, Tajikistan and Mongolia to Vladivostok, then to Suzuki’s plant in Hamamatsu.

Last year we attempted Bike to South Africa, but only achieved Bike to mid-Africa. Our £1000 Kawasaki Tengai, bought unseen on eBay, smoked its way down through Morocco, Senegal and Nigeria before we abandoned it in Cameroon. Anyone want a used Tengai? Buyer collects.

So what to do this year? As always, the best ideas come about in the pub where, after a couple of pints of Old Brewery bitter, someone realised that Suzuki make the perfect touring motorcycle. Not because it is equipped with panniers and satellite navigation, but because the name tells you exactly where to go; Hayabusa became Hayab-USA and it seemed essential to ride a 180bhp, 180mph motorcycle across a country where they’re quite officious about speed limits and the Police carry big guns. What could possibly go wrong?

The United States of America seems familiar. Easy almost. They speak English, it’s in films and they’ve got Disneyland. But it’s big and in places it is deeply inhospitable. It’s a compelling place that’s capable of delivering great motorcycling adventure and is on everyone’s bucket list. It’s certainly on ours.

The plan is simple: John Westlake will ride the bike coast-to- coast, from East to West, taking in some of the USA’s greatest roads along the way. Through canyons, mountains and deserts, along highways and boulevards. And maybe a bayou too. Along the way we’ll stop off to meet people and take part in amazing events. Does anyone know anything about sand drag racing?

It turns out that shipping the bike (or more likely air freighting it) 3500 miles across an ocean requires more planning than nipping down to Dover and putting it onto the Eurostar train to Calais. Nothing complicated. Just awkward. Especially for us. The logistics are, at the moment, sketchy. Though it would appear inevitable that they will include aeroplanes and boats.

By the next issue we should have organised shipping, made a definite route, and taken the bike out for a spin. And in two months time we’ll be in America. Yeehaw.

Hayab–USA: Bike to America

In 2014 we did Bike to Japan. In 2015 we did Bike to Africa. Now, for 2016, our big trip takes us to the USA. Coast-to-coast by Suzuki Hayabusa via the deep South, Texas and lots more…

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Bike to Africa What’s happened» Last winter Jamie Duncan set off for Cape Town on Bike’s £1000 oil

burning Kawasaki Tengai. They limped through West Africa, getting

an engine rebuild along the way. Jamie negotiated visas, carnets and

monsoon rains before grinding to a standstill in the Cameroon. Jamie

had to come home to deal with stuff. He hoped to return to continue

the journey. Sadly life has got in the way. It’s the end of the road.

with Lois PryceThis month I have been preparing my 1978 XT500 for the great British summer and have been plotting a trip to Oman for some desert riding.

18

Adventure

» Where are you now? Camped out on the Orange River, which forms the border between Namibia and South Africa. I’m expecting to reach Cape Town in a few days. » What’s the big plan? I’d always wanted to see more of Africa and after a bit of research, and passing my CBT, a motorbike seemed the best way to explore the continent. I left the UK on 4 November, 2015. Cape Town was my ultimate destination, but now I’m almost there I want to continue as long as the motorcycle and funds allow. After hopefully arriving in Cape Town next week I’m going to try and find work so I can ride back up the east side of the continent. I’m also raising money for the Malaria No More charity (you can contribute here: justgiving.com/mzungurides)» You left a high-falutin’ job in Westminster. What was your

inspiration for a motorcycle adventure? The job was originally only intended as a stop gap for a few months. My heart wasn’t in it,

but every time I tried to leave I was roped back in. Like many office workers I longed to escape and daydreamed about adventure. I saved up for as long as I could and then took the plunge. » What bike are you riding and what was your thinking behind

the decision? I wanted something reliable, light, simple and capable of being thrown down bad African roads. I originally had a rocking Suzuki DRZ400. Sadly it was stolen before I left (and eight months later MCE still haven’t paid out). I replaced that with a Suzuki DR350 and I can’t say a bad word about it. » Africa is a tough continent. What have been your biggest

headaches? The staggering level of corruption took some getting used to. Police constantly attempting to extort you. Crossing both Congos in the wet season was tough, but rewarding. Flooded laterite roads (soil) certainly add a touch of excitement. » Best moment so far? Crossing the Sahara. That’s when it really

Westminster no more…Novice biker James Harrison-Allen (27) left a high-flying job in Westminster to live his

daydream – a ride to Cape Town via the ‘West Coast Route’. That’s Morocco, Western Sahara, Mauritania, Senegal, Gambia, Mali, Burkina Faso, Ghana, Togo and much more…

T H E A D V E N T U R E I N T E R V I E W

Pick your own

prickly pears

EVENTS

A fine brace. So brace yourself…

» 26-29 August

Overland Weekend,

Oxfordshire

A celebration of adventure

riders including speakers,

films, rides and music.

overlandevent.com

» 21/22 July

Twinshock

Trailfinder,

Catalunya, Spain

Austin Vince’s legendary

dirtbike adventure challenge

in the Spanish Pyrenees.

austinvince.com

Ayatollahholidays

» Iran used to be the highlight of

the old overland route to India and

has always been an intriguing

destination for adventure riders.

The bad news is that since 2014,

visa restrictions have prevented

Brits from travelling there

independently. I was lucky to have

managed to spend a couple of

months riding around Iran before

the rules changed and it’s the most

fascinating and friendly country I

have visited – a very different

reality to any fear-mongering

news stories. Visa regs aren’t

changing any time soon so Iran

specialists, Magic Carpet Travel,

are planning a 20-day guided

motorcycle tour of the Islamic

Republic. Pick up a BMW700GS in

Turkey and head east, cross the

border into the mountainous

northwest before the southern

deserts via the capital, Tehran,

the Persian city of Isfahan and the

ancient ruins of Persepolis. 20

days, from £8600, Dates TBC

magiccarpettravel.co.uk/

motorcycling-in-iran/

You have to give

him a bit of

latitude

You have to give

him a bit of

latitude

Fifth gear down

straight down

the middle

Fifth gear down

straight down

the middle

Giant Loop ‘Gasbag’ » Giant Loop have gained a rep for their super-tough panniers.

Their new Gas Bag is the answer to those long wilderness rides

where petrol is scarce and you need to travel super light. This

American-made fuel-safe nylon bag can be stuffed in a pocket,

weighs 300g and holds a gallon of fuel. Go forth into the desert!

£140. Available in UK from Adventure Spec. adventure-spec.com

sunk in that the dream was a reality, and that the reality was everything I had hoped it would be. » Worst moment so far? Trying to get a set off tyres out of customs in Gabon. Three days of forms, bureaucracy and fees. » Biggest surprise? That I could actually make it this far on my own, as a novice biker. Before I left I’d only ever ridden 200 miles. I look at the map and can’t believe I’ve made it this far. » What bit of kit could you not live without? My sheep skin. If you’re sitting on a bike all day you want it to be as comfortable as you can possibly be. » What does the future hold? Do you think you will ever

return to the jungles of Westminster?! No. It’s a complete career change for me when I get home – I’m going back to working as a chef. I’ve always loved being in a kitchen and that more than makes up for the antisocial hours. But I’ll still daydream about the next trip. » What advice would you give someone in a similar position

– young, good job but itching for adventure? Ignore the naysayers. Why should you listen to someone back home who has never left Europe and never ridden a motorbike?

If you’re new to motorbikes learn how to service and do basic repairs. I did classes at Hackney College and the teachers were brilliant – they gave me the confidence and knowledge to start pulling my bike apart on the side of the road.

Buy a cheap reliable bike and go. Don’t buy pricey adventure gear. £100 saved on kit is 200 beers on the trip. Do the math.

Iran rocksIran rocks

Not properly loved first time around, the Honda CX500 is nowone of the brightest stars in the custom firmament

JUNE 1978 AND the CX500Z arrives in town. With camchain tensioner issues. The problem is quickly fixed with a longer tensioner support, but what could have been bigger sales are compromised. The bike is good. A little heavy and a little top-heavy – but way comfy and easy to chuck around. Despatch riders adore it.

Production stops in 1983. Most have been despatched to death, the remaining few are cared for by riders who value economy and dependability over being ribbed for riding a ‘plastic maggot’.

Scroll forward to 2016 and the CX is achieving status as the new darling of the customising classes. It’s a V-twin – always a good start. It’s cheap – better yet. Its monolithic 497cc water-cooled lump can be used as a stressed-member – easy to wrap fresh tubing around (should you have the desire and skills).

And now the best bit: they’re still almost sensible money. At £500 for a non-runner, £1200 for an average runner and £2500 for an immaculate import, this is still a bike, a good bike, within spending range for builders of vision and good sense. Like this…

Sacha Lakic out of Luxembourg, Europe did this. ‘I’ve always been a great fan of the motor,’ he said. Not alone then. But he chopped up the frame rear to make a monoshock and installed 50mm Marzocchis getting the weight down to a very creditable 125kg. Very tidy pipework too. In limited production now too (unsurprisingly).

All hail theMaggot

Customswith Mark GrahamOld-timers dig a maggot, so nice to see it’s getting the adoration it deserves after all these years. I’d have a Silver Wing (in silver) with a silver topbox. Please.

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Summer Of Glove» Numbers are important when you’re

long overdue a decent summer, or at

least deserving of a season with things

like the occasional ray of sunshine and

the odd ice cream van peppering the

landscape. And 2016 is a good number.

1976 was a scorcher, 2006 was very

decent and with luck (and The Jetstream

and whatnot) 2016 should be another.

With the magic number six in mind, it’s

fair to expect something half-decent.

For too long items from the

motorcyclist’s wardrobe have been

appropriated by car drivers and

fashionistas; leather jackets, foul and

ineffective wax cotton ‘waterproofs’,

even clunking boots of the Engineer and

MX varieties are seen on catwalks.

It’s time for us to steal the initiative

with a raid on someone else’s cherished

staples. So, your ever-alert Bike Customs

correspondent suggests items straight

from the classic car drivers’ dressing-up

box, to wit: stringback gloves. String;

more breathable than Gore-Tex, tougher

than MX glove polythene and easily

repairable with a darning needle should

the need arise.

Bike, as ever, first on the scene. You

know it makes summer sort of sense.

Dent’s Burghley £199

The absolute big

swinging dick of

stringback gloves.

Mildly surprised to

see the string is not

actually 24 carat gold

for this sort of money.

dents.co.uk

20

Gear knob optionsSuicide clutch all set for suicide? Now you need a pool

ball for your handshift. Don’t pocket them from your

local. Support Mike Ashley, Sports Direct (and very

indirectly Newcastle United FC too) by buying these

American pool balls for £17.99 – a different ball for every

day of the week (all eight days of it). sportsdirect.com

EVENTSTwo wheels good, three not bad either

» 13-15 May

Flanders Chopper Bash, Assenede,

BelgiumHuge European custom

shindig. East of Bruges on the

N9, prebook tickets are E30, E35

on the gate including camping.

Modern, stock bikes welcome,

but you have to park by your

tent, out of sight.

sinnersupply.com for details

» 27-30 May

Trikefest, Littleport Leisure Centre, Camel

Road, Littleport, Ely,

CambsIf you think the trike scene is

still beer keg fuel tanks and

47bhp 1200 VWs – think again.

No ticket details as yet but free

patch for pre-bookers. Strict

500 limit.

trikesrus.co.uk

‘Hacked it up to make amono rear and get theweight down to a very

creditable 125kg’

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Off Roadwith Jonathan PearsonAs an instructor at Si Pavey’s Off-Road Skills school I’m always seeing how riding on dirt improves your riding on any bike. People go home better riders. There’s never been a bigger choice of places where you can give it a go.

And you don’t need a van either, or a jetwash, or even expensive kit for most schools

Berm, baby, berm! This

could be you after a few

lessons from experts

Berm, baby, berm! This

could be you after a few

lessons from experts

TRY BEFORE YOU buy, test before you invest and crash before you part with cash? Not everyone wants the expense or trouble of owning a dirt bike. Most ‘Try-Outs’ are geared up for any level of rider; fish around

and you’ll find them spread right across the UK. This is a list of tried and tested options, but there are more – your local off-road dealer is the best resource for this info.

You’ll need kit for dealer try-outs (helmet, boots and gloves minimum) but most others have kit available.

1 Kawasaki UK team up with Bike Safe

for their training to make better riders

of us rather than off-road demons – dirt

bikes being the best way of learning control

skills. £200 kawasaki-bikesafe.co.uk

2 Honda’s school in Mid-wales

employs former multi-world MX

champ, Dave Thorpe to run the school. Any

level rider on Adventure, Enduro or MX

bikes. £209 davethorpehondaoffroad.com

3 Yamaha also base themselves in the

middle of Welsh Wales. A range of

courses for any level of rider includes an

‘off-road experience’ day aimed as a taster

session. £205 off-road.yamaha-offroad-

experience.co.uk

4 Husqvarna UK’s ‘try-out days’ don’t

provide instruction, just 15-20minutes

sessions on the Husky range at practice

days organised with key off-road clubs .

Prices around £20-30. husqvarna-

motorcycles.com/gb/dealer-search

5 KTM also run ‘try-out days’, again it

is TBC for the imminent 2017

motocross and enduro models, which is a

huge range, so plenty to choose from.

Prices TBC again £20-30 is likely per

session. ktm.com/gb/dealer/

6 KTM being the biggest off-road

manufacturer, there are plenty of

schools to choose from. KTM UK support

two schools: enduro training with

adysmith.co.uk (from £190) and MX with

ktm-experience.co.uk (£185).

7 Wheeldon Farm has been running

off-road training in Devon since 2003.

Their 30,000ft track inside a barn helps

training in all weathers, though outdoors is

an option too. From £225 per day.

wheeledontwo.co.uk

8 Slow-speed skills are the basis for

good bike control on any bike and

popular as a training tool for many road

racers. These three schools can provide

bike, kit and training.

» inchperfecttrials.co.uk from £125 per day.

» trialsday.com from £150 per day.

» trickinthesticks.co.uk from £150.

9 Speedway could be the best value

way of trying off-road. Regular

sessions at Scunthorpe give you tuition, kit

and a small capacity bike to learn the art of

slide. £70 scunthorpescorpions.co.uk

10 Another way of learning the

technique of slide is at the Flat

Track School with Mr Lincolnshire ,UK bike

sport legend and Bike road tester Peter

Boast. £159 flattrackschool.co.uk

10 Ways to ride off-road without buying a bike

‘To make better riders of us rather

than off-road demons’

Harold Martin Lampkin » Trials legend Martin Lampkin passed

away on 3 April. He was 65. The first-ever

FIM Trial World Champion in 1975, he also

won British and European titles, and the

Scottish Six Day three times in a row. In

later life he was known for supporting his

son, multiple world champion Dougie.

EVENTSBelting Celtic entertainment

» 21/22 May Baja GB Rally, Sweet

Lamb, Pant Mawr, Wales

A bona fide rally here in the

UK? Over 150 miles of riding? A

paddock full of rally bikes,

quads and cars? What’s not to

like? Check out the regs but it’s

open to more or less any bike so

long as it’s road legal. So don’t

spectate – enter.

allterrainrallychallenge.co.uk

» 2-7 May Scottish Six Days Trial, Fort

William, ScotlandThe SSDT is an event harking

back to the very dawn of

off-road sport. It’s spectacular

scenery to ride and spectate in

and still immensely popular

with all levels of riders from

around the globe. There can’t

be many better ways of

spending a wet bank holiday.

Monday. ssdt.org

» Britain’s Jonny Walker

proved hardest man in the hard

man contest, riding the final

two rounds of the Super Enduro

world championship with a

broken fibula.

At the penultimate round in

Prague, Walker ‘felt something

pop in his leg’ when his foot hit

the ground. Not that it stopped

him racing that night – or the

following week in Madrid.

Having led the series to this

point Jonny still took third

overall in the 2016 series.

Walker’s loss was

Husqvarna’s Colton Haaker’s

gain. Trading blows with fellow

American Cody Webb right

down to the very last corner of

the final race of the series

Haaker took the title.

Walker races with broken leg (twice)

Husqvarna’s Colton

Haaker overtaking

Walker, broken right leg

under Haaker’s wheel

Husqvarna’s Colton

Haaker overtaking

Walker, broken right leg

under Haaker’s wheel

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Heading the right way

I am a head teacher but sometimes I get the chance to just sit and talk with my weans, and we like to talk about motorbikes. For the last couple of years the buzz has been Power

Bands. ‘Has your bike got power bands?’ they ask. ‘My pit bike has power bands in every gear.’ The general theory is a power band is an additional extra, something that a lucky owner can bolt on and for a bit more cash you can have power bands in every gear.

At that age, I was just as daft, getting very excited about a high lift cam on my Triumph Tiger Cub or a Ramair system on my Suzuki GT250. In my dad’s time he spoke with great reverence about a ‘swinging’ arm.

But this feels different. It feels like exploitation rather than education. This seems to prey on lack of knowledge rather than developing knowledge. But before I climb on this particular ranting horse I must remind myself that, it’s claimed, Socrates worried about a future that would be in the hands of his students, while he was teaching Plato!

So maybe I have got it wrong and just like in school if you make it fun the engagement and the learning follow. Perhaps just getting excited about motorbikes no matter what the reason is a good thing.Martin McGovern, North Lanarkshire

Sounds like a bit of a rock ’n’ roll high school you’ve got going there Martin. Does Plato play for Brazil now like his teacher did? – MG

Nasty Swiss killjoysTalking to a couple of Swiss bike fans at the recent Goodwood event it became clear to me just how lucky we are in the UK to still be able to fettle our precious machines. These two died-in-the-wool enthusiasts showed me some extremely well-rendered computer visuals of a proposed new BMW makeover that had my mouth watering just from the pictures. But pictures would be all these guys’ dreams would ever be, by LAW. According to them if you so much as change an exhaust on a bike in Switzerland without manufacturer’s approval you leave yourself open to roadside inspection, confiscation and even having your dream machine crushed into the bargain. That’s quite a fearsome vision. Martin Wilkie, Reigate

Broad fraud Last year I decided to join a motorcyclists’ dating website. Sadly, I could find nothing that was quite what I was looking for in the motorcycle press classifieds, so I surfed the net and found one that looked like it was offering what I needed at a decent price.

After a few months I decided that the website was not for me and ceased to pay my regular debit card subscriptions. In July and August of this year I received letters from my bank regarding an unauthorised

Should have got an

AP50 you mug

Should have got an

AP50 you mug overdraft. I telephoned the bank, and they soon confirmed my account had been the subject of 64 fraudulent transactions, none of which were over £30 but totalled slightly over a grand.

It was partly my own stupid fault, for not checking my bank statement closely enough. Wherever possible I’m going to use companies and firms who advertise in the motorcycling press for anything associated with biking. In my 35 years on the road, not one of them has ever let me down. There is a happy ending. I went on to join another (non-motorcycling) dating website and have met a very nice lady.Roy Riley, Cheshire

She’d prefer not to see you again Roy – MG (just jokes)

All all-roundersI have a ’98 VFR800 that Ilove. It gets me to work all year round and takes me out for fun rides;even better since my son passed his test a few years back and we often go out together. So anyway, this morning I fancied a little adventure of my own. I discovered a road in the middle of nowhere (it can feel like that even in deepest, darkest Kent) that said it was a Public Highway Gated Road. Just sounded interesting, and was in the middle of a load of tiny, muddy, grassy roads near some woods. Soon had to go

Trail bikes come in all

shapes and sizes

Trail bikes come in all

shapes and sizes

PLUS A BIKE

SUBSCRIPTION

FOR A YEAR

NEED NEW TYRES?

EACH MONTH’S STAR LETTER WINS

Letters

24

S T A R L E T T E R

Not remotely convinced» Wow! Bike April 2016. After reading about the new Africa Twin I read about three old ones. I need to see three new ones do the same to be convinced. Don’t think any one of them would be taken to an old shack to have an exhaust cover cut to get at a clutch cable. Old bikes wear scars better and will still be outperforming young pretenders in years to come. Great read. Let’s see another article in 20 years time.Mark Crawford, Cambridge

Had it with bad ads If any of you happen to speak to anybody wearing white denim jeans with a Ducati name badge on your travels please tell them from me that it’s not 1978

any more. This sort of sub-sexist crap just looks gormless in 2016. Ciao, ciao!Mark Hucke, email

Use it or lose itOne of the things I really hate about other bikers is that so many of them don’t seem to use their bikes. I believe the average annual mileage is 4000 miles, which is pathetic. I recently did that in four months commuting.

The result for those of us who do get out and ride is that our bikes depreciate more quickly.

I was thinking of trading in my two-year-old Honda CB500X with 17,000 miles on it but the dealer was so amazed at

through some quite deep water, then the road turned tightly and started twisting uphill. Thethin layer of solid tarmac disappeared, the road got steeper. I was riding on mud, but some of the mud still had solid bits under it, kicking the front wheel around and testing the ancient suspension. Kept going barely above tickover, not daring to stop for fear of losing momentum and not being able to start again (you’ll note, I have no idea about off-road riding, especially on a sports tourer). Felt a sense of achievement upon reaching the top, surely the worst was over. Stopped at a crossroads to take a photo and work out which way to go. Soon came across another 50 yards of pure mud. Shortly got back to onlyslightly less dodgy roads, but these ones I’d explored before, so at least I knew I could get to the end of them and find some proper tarmac. When I did, it felt great to open up the bike on what passes for a good surface round these parts. Muddy or gravelly patches suddenly seemed less of a worry than previously.

All I’m saying is you can have fun an any bike, whatever part of the country you live in. Sure, there are better roads up north, but go with what you’ve got, and if your bike isn’t as suitable for the task as the latest wonderbike, it just makes it more of a challenge. Although I’d probably be feeling less pleased with myself if I’d fallen off.Paul Weatherly, Deal, Kent

You wouldn’t have been able to afford the stamp if you had – MG

Will the new version

make the grade?

Will the new version

make the grade?

the mileage he could only offer me £300 more than the PCP settlement value. I have to hope that after the full PCP term of three years there’s some more equity in the bike.

The irony of all this is that modern bikes will easily take higher mileages. Back in the ’80s and ’90s 17,000 miles would have meant servicing five times. Now for the CB500X it is merely twice.

Now: how to get all those bikers out riding? After all Bike is regularly highlighting numerous great routes.Mike Johnson, email

What more can we do? – MG

Pedestrian precinctCan I just write to say what a brilliant article Graham Allen wrote last month (Instructor, page 128). I am a rider at the more pedestrian end of the motorcycling spectrum and over all too many years I’ve got bloody fed up with bar room experts and biking’s ‘great and good’ telling me I should ride

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25

using the techniques of a Grand Prix god. Those guys are genii and have bikes to match their talent, whilst ‘normal’ folk like me would just like some good, non-judgmental, sound advice on how to stay upright riding real bikes on normal roads, and that is what Graham gave us – more please.

Meanwhile true story of the best motorcycling advice I ever received... After tootling about behind me for most of a French trip I asked George, a ludicrously fast great friend, top bloke and ex-racer why he wasn’t getting frustrated at my lack of speed? His reply was simply: ‘Until you’re Valentino Rossi there will always be someone faster than you, so leave your ego at home, and just enjoy the ride.’Richard Booton, email

Hassle with tassels With reference to Andy Platt’s letter in the May issue I would like to welcome him back to the biking fold. I am sure he’ll enjoy the summer days out and about on the Cornish Lanes.

I live in Somerset and have been riding for just over 50 years and still enjoy the roads around Somerset, particularly Exmoor, Devon and Cornwall.

The best times are now in early spring and again in autumn when there are not so many holiday makers around.

The main point of the letter is to point out to Andy and anyone else coming back to biking that it is not a good idea to use the old kit.

As we all know helmets have a limited life and helmets from the 1970’s are vastly inferior to modern ones, the production standards and materials have improved dramatically.

Also protective jackets and trousers are a world away from the standards we had in the 1970s and 80s. Body armour, for example with the new D30 armour, is light years away from a bit of foam, if we were lucky to get even that.

Mrs Platt looks very fetching

Lettersmodelling her retro fashion but it should be kept in a museum and NOT worn on the road today in the false hope that it will provide some protection in the event that things go pear-shaped.Derek Rudge, email

All very sensible Derek, but new gear is dear and not nearly as much fun – MG

Ahead of ourselvesI’ve read it once, cover to cover,but I’ve nothing else to read so I am reading it again. I still can’t get my head around the fact that Bike came through the door in March and it’s the ‘May’ issue.

But time travel seems to be the norm with you lot. Otherwise, how do you explain page 138 (April issue)

announcing the Harley Forty-Eight and Honda NM4 Vultus for May, then again on page 103 (May issue) for June? Suppose it’ll be proclaimed again in June for July. I’ve heard of being ahead of the competition but that’s stretching it a bit. Great magazine by the way.John Smith (really), email

Nuff NEC alreadyI couldn’t agree more with the sentiments in the ‘Pay up Suckers’ letter last month about motorcycle-related products. Just look how we’re ripped off at the NEC Bike Show; sky high admission prices, extra for a programme/guide, crap food at ridiculous prices and nowhere to sit! And as for the £13 parking charge... get stuffed, you won’t be seeing me again.Ken Pallet, Swadlincote

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Wreck your bike on shale » Anyone fancy trying a new, very different and inexpensive class of racing? It’s called Road Bike Speedway. We gave it a trial run at the last event of the Amateur Winter Series and it was a lot of fun. There’s now a full summer series planned starting on 1 May, and I’m trying to promote this to get a bigger entry. If any of you guys are up for it, you’ll be very welcome.

Entries are £30 and you need a full face lid and leathers, MX gear is OK too. info@madeinashed.co.ukJon Lawson, email

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It won’t go awayMotorcycle racing at the top level is a tough, hard sport and nothing is given away. The comments by James Haydon relating to the infamous Rossi/Marquez incident made me wonder if I’d been watching the same race. What Rossi did was unparalleled. There have been a few dodgy overtakes in the past, Capirossi on Harada, and Rossi on Gibernau to name but two, but they were both last corner lunges in the heat of the moment, still both bad moves but more understandable in the context of the races. Rossi turned and watched Marquez, went very slowly, then appeared to leg him off. The race officials should have given him a ride through straight away, or a red card, but they didn’t because it was Rossi.Bob Deane , email

Cease FJR moansWill you lot stop slagging-off the new FJR1300 and the bike in general. Quote from Feb issue; ‘Sports tourer, they say. That’s pushing it.’ Well I reckon it IS a sports tourer. It’s lighter than some of the lardy bikes in the same class and miles better than a Honda VFR1200. I ride a VFR1200 Crosstourer as a blood bike and am constantly playing tunes on the gear shift trying to find the right gear for the right conditions. The FJR can sit in 5th all day even down to 20 mph and then simply roll it on to warp speed. Kelvin Turner, email

All vexillological I refer to the letter entitled ‘Run up the flagpole’ in your May 2016 issue. Remember when pandering to captious flag wavers like David Holmes that a large proportion of the population of N. Ireland are Irish citizens like myself and Eugene Laverty. We like thousands of others were born and breed in N. Ireland and hold Irish passports.Paul Taggart , email

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31

I�BARRY

It was the hottest summer on record, Barry Sheene won his first World Championship

and bike sales soared; was ’76 biking’s best ever year?

By Hugo Wilson

Photography Many and Varied

Somewhere in the middle of nowhere near Newton Stewart. Clive Brown in his Mars bar cagoule rides a Yamaha YDS7 (left) Marco Rossi’s RD250 on L-plates (right). Picture taken sitting backwards on Grant Jacobsen’s Norton

Leslie Cooper on Honda 400 Four on Prestwick airport by-pass

Robert, standing, wearing sawn off denim and flares

Triton leans against wall,

stands add weight

Massive Brutus bags took 10mph

off top end

Grant Jacobsen’s Norton and Ian

Smith’s Triumph

Robert, standing, wearing sawn off denim and flares

Grant Jacobsen’s Norton and Ian

Smith’s Triumph

Triton leans against wall,

stands add weight

Leslie Cooper on Honda 400 Four on Prestwick airport by-pass

Somewhere in the middle of nowhere near Newton Stewart. Clive Brown in his Mars bar cagoule rides a Yamaha YDS7 (left) Marco Rossi’s RD250 on L-plates (right). Picture taken sitting backwards on Grant Jacobsen’s Norton

Massive Brutus bags took 10mph

off top end

Here comes the summerIn the summer of 1976 every town in the country had a gang of happy teenagers on motorcycles. At Troon in Scotland 19-year-old Robert McFarlane, with a BSA and a Zenit camera, caught his mates, and a moment in time on black and white film…

Photography Robert McFarlane

32

BSA chopper had

handling

problems even

when stationary

Dave Hanvey’s

garage. His mum

provided bacon rolls

Stopping for a fag

break on the

road to Maybole

Robert Abbott

with the hose

gives Chris Read

and Gordon

Dickie a shower

Messing about on

a Suzuki GT185

behind bike dealer

Cooper’s of Troon

Dave Hanvey, in oily

‘pollution jacket’ and

Clive Brown in

stylish nylon

Dave Hanvey’s

garage. His mum

provided bacon rolls

Messing about on

a Suzuki GT185

behind bike dealer

Cooper’s of Troon

Stopping for a fag

break on the

road to Maybole

BSA chopper had

handling

problems even

when stationary

Dave Hanvey, in oily

‘pollution jacket’ and

Clive Brown in

stylish nylon

TEENAGE KICKS

33

APPROVED EN 13634:2010

TranAmW O R L D C L A S S B R A N D S

Grant’s just fallen off his

Commando at Tudor Cafe

corner

Visors didn’t last long before they were scratched and scrapped

Marco Rossi, still on L-plates

Team Teen Troon on the coast road. Isle of Arran in the background

Z1 fills garage with rubber smoke

Clive Brown (in that cagoule) on the road

near Robert Burn’s birthplace

Kawasaki triple chases on the scenic route near Newton

Stewart. The big loop road was a great summer ride

Scotland, the summer of ’76» Troon’s biking gang from the summer of ’76

were; Robert Abbott, Clive Brown, Leslie

‘Coop’ Cooper, Gordon Dickie, Dave Hanvey,

Grant Jacobsen, Stuart Jacobsen, Brian

McCrory, Robert McFarlane, Gerry McGhee,

Dave Merrikin, Dave ‘Smooth’ Patterson, Jim

Paxton, Chris Read, Marco Rossi, Ian Smith.

And apologies to any who’s names we’ve

missed. It was a golden moment.

T140 Bonnie was stolen at Knockhill

Visors didn’t last long before they were scratched and scrapped

Grant’s just fallen off his

Commando at Tudor Cafe

corner

Z1 fills garage with rubber smoke

T140 Bonnie was stolen at Knockhill

Kawasaki triple chases on the scenic route near Newton

Stewart. The big loop road was a great summer ride

Clive Brown (in that cagoule) on the road

near Robert Burn’s birthplace

TEENAGE KICKS

35

36

‘Well developed sense of his own

worth, a lot of talent and a big mouth’

The Sheene

machine just

kept a rollin’

AT THE START of the 1976 Grand Prix season Sheene was a cocky (and Cockerney) 25-year-old with a well developed sense of his own worth, a lot of talent and a big mouth. He’d almost won the 125cc World Championship in 1971, had won the FIM’s Formula 750 Championship in 1973 and had scored multiple UK race wins and titles.

But he was more famous for crashing; injuries sustained in get-offs in ’71 may have cost him his first World Championship. And in ’75 the massive Daytona crash in March filmed by ITV turned him into a bigger name than another win at Snetterton ever could. He was racing again seven weeks after the huge Daytona smash.

He had won his first 500cc GP, the Dutch TT at Assen in ’75 on a Suzuki RG500, but in ’74 and ’75 the RG was fragile if fast, and finishing wasn’t guaranteed. Plus, for ’76 there was no ‘works’ Suzuki team and Sheene would run as part of Texaco Heron Team Suzuki, factory supported, but run by the British Suzuki importer.

500cc class opposition was unknown too. Giacomo Agostini had won the title in ’75 on a Yamaha. It was the first time that a two-stroke had won the premier class championship, but bizarrely he’d chosen to switch back to the four-stroke MV Agusta for ’76. The most likely Yamaha man was the reigning 350 champion, Venezuelan, Johnny Cecotto who was big mates with Barry. Phil Read, most distinctly not mates with Barry, second in ’75, and champion in ’73 and ’74 on MV Agusta, had switched to a privateer Suzuki RG500.

In the April ’76 issue of Bike, columnist Jim Greening reviewed the Championship possibilities, having dismissed Ago’s MV as, ‘a non-competitive bike in ’75 hardly likely to turn winner in ’76.

‘Sheene must be rated highly to collect the Big One for himself and Texaco Heron Team Suzuki,’ he continued. ‘To state the obvious, his talent is unquestioned and his GP ability proven. In addition, he has an acquired knack of nagging mechanical problems into submission, and of continually searching for the .001 per cent of extra performance. So Sheene is the bloke the opposition’s got to beat.

‘Which brings me to Johnny Cecotto, another man to overcome. Team Ippolito-Cecotto, equipped with semi-factory Yams, are without apparent distractions threatening the true course of 500cc campaigning. It’s one rider, one team, one boss, one ambition, and one 500cc World Championship waiting for grabs, why not? Certainly Cecotto has the right temperament (he is cool) and the correct qualifications as incumbent 350 champ. Alright then, pen Johnny in as short odds contender.

‘In the “conceivable winners” category composed of professional privateers, heavily sponsored, cosmopolitan Phil Read (Team Read-Saiad-Life International) is the most likely to disturb the MV Italy, Suzuki GB, Yamaha Venezuala riders when in full flow. But the “probable victors” field really narrows down to a couple, Cecotto and Sheene. Who’s it to be? Patriotism screams Sheene, logic Cecotto, I’m putting reason first by going for the Caracas Kid.’

And so to Le Mans, for the first round of the Championship...

French GP, Le Mans, 26 April

Pole; B.Sheene 1.43.16

Fastest lap; M.Lucchinelli 1.41.40

Result; 1. B.Sheene, 2. J.Cecotto,

3. M.Lucchinelli

Standings; 1. B.Sheene (15), 2. J.Cecotto (12),

3. M.Lucchinelli (10)

» Sheene qualified on pole while Cecotto

crashed three times in practice and qualified

third behind 22-year-old Italian Marco

Lucchinelli riding a Suzuki.

Bazza made a poor start, struggling with an

uphill gradient for the push start with a

damaged right leg. By lap 15 he’d worked his

way through the field, overtaken Cecotto and

had a comfortable four second win, with

Lucchinelli third. Ago on the MV was fifth,

nearly a minute behind the winner. The

previous week’s MotorCycle News reports

that, realising that the MV was passed its

sell-by date, he’s planning to switch to a Suzuki

for the premier class. Read suffered from

engine failure on lap two. It was a perfect start

for Barry.

37

BARRY SHEENE SUPERSTAR

Who do you think you are, Barry Sheene?

A household name at the start of the 1976 Grand Prix season, by the end of the summer he was World Champion and every top box had a Texaco Heron Team Suzuki sticker

When Le Mans was a

country shack with a

tarmac drive

PIC

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PIC

: HE

NK

KE

UL

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AN

S

Austrian GP, Salzburgring, 2 MayPole; B.Sheene 1.23.38 Fastest lap; B.Sheene 1.23.93

Result; 1. B.Sheene, 2. M.Lucchinelli, 3. P.Read

Standings; 1. B.Sheene (30), 2. M.Lucchinelli (22), 3 J.Cecotto (12)

» Sheene made headlines in The Sun the week

before Austria; ‘Race Ace Stole My Wife’

screamed the headlines as Stephanie’s ex sold

his side of the story to the redtop. More profile

for Barry who’s womanising days were now

over (maybe) and Steph now became a

paddock fixture who brought the

superstitious Sheene ‘good luck’.

Barry was on pole, but Phil Read led early

on before clouting a kerb with his knee and

finishing third. Cecotto crashed out on lap 13

and Barry’s Heron Suzuki team mate John

Williams also crashed, while avoiding a

marshal who’d run onto the track. Lucchinelli

was second but fellow Italian Agostini was

already regretting his choice of bike. ‘The MV

is just not quick enough, I stand very little

chance of winning until we get something

new,’ he was quoted as saying in MCN. Ago

finished sixth.

Italian GP, Mugello, 16 MayPole; G.Agostini 2.08.08 Fastest lap; B.Sheene/P.Read 2.07.60

Result; B.Sheene, 2. P.Read, 3. V.Ferrari

Standings; B.Sheene (45), P.Read (22), M.Lucchinelli (22)

» Two weeks later Agostini turned up for his

home GP with a new Suzuki painted up in

Marlboro colours and was part of an epic three

way battle for the lead with Sheene and Read,

who was celebrating 20 years of racing that

weekend. Agostini dropped out after ten laps

and the lead changed three times on the final

lap but Barry beat Read by a fifth of a second.

Sheene was sounding cocky. ‘If I win the

next three rounds, I don’t think I’ll bother to go

to some of the tail end meetings,’ he said in his

MCN column. In those pre-Dorna days there

was little financial incentive to race at every

round, and only a rider’s best six results

counted towards the World Championship.

Cecotto was a spent force. He’d survived his

seventh crash of the season in practice and

was about to give up on the 500cc title chase

to concentrate, unsuccessfully, on defending

his 350 crown.

38

Prince of Speed, Bazza and Lucky (left to right)

Williams totally in charge – until lap six

When kerbs really were kerbs

39

BARRY SHEENE SUPERSTAR

‘It was reported that he’d runout of fuel, but there was still a

pint and a half in the tank’

Tourist Trophy,Isle of Man, 10 June

Pole; J.Williams 21.03.40

Fastest lap; J.Williams 20.09.80

Result; 1.T.Herron, 2. I.F.Richards, 3.B.Guthrie

Standings; B.Sheene (45), P.Read (22),

M.Lucchinelli (22)

» Sheene, Agostini and Read had all made

well publicised and understandable

objections to racing at the Isle of Man for

World Championship points and this was to be

the final year that the TT was to be a Grand

Prix. Top riders had been staying away for

years – Sheene’s only racing visit was in 1971,

Ago and Read hadn’t been since ’72 (although

Read went back again in ’77).

Sheene wasn’t universally loved by British

race fans. He was booed at some circuits

(especially Scarborough when racing local

hero Mick Grant), TT fans loathed him and he

was seen as a money grabber. MCN ’s letters

pages dripped with vitriol.

He was ruthless, he wanted the best

equipment, thought he deserved it, and he

didn’t like having team-mates who could beat

him. And John Williams was undoubtedly a

threat, if not for the Championship, then

certainly for race wins. Friction within the

team started when Sheene bagged all the

team’s new bikes at the start of the season,

leaving Williams and John Newbold with

older machinery.

But the TT was still a big deal for British race

fans, Heron Suzuki were a British team and

they were going to make a big effort. John

Williams would start as favourite for the

Senior and posted the fastest practice lap at

107.511mph . And he utterly dominated the six

lap, 226-mile race. Except for the final mile.

The Suzuki’s tank was brimmed at the start

but the bike, having rattled off three laps at 110

(from a standing start), 112 and 106mph was

spluttering when Williams pitted to refuel. But

he was also having to ride without a clutch

which made the post refill restart difficult

ruling out a second ‘splash and dash’ safety

stop after lap five.

Despite this he was almost 30 seconds

ahead of Tom Herron (riding a 352cc Yamaha

in the 500 class) at the end of lap four and

nearly a minute in the lead by the end of lap

five, but he was now having gear selection

problems as the gear selector return spring

had broken.

On the very last corner, the super tight

Governor’s Dip, Williams couldn’t find a low

gear (or disengage the clutch) and the bike

stalled and couldn’t be re-started. Williams

pushed the bike a mile to the finish line, and

then collapsed. He was placed seventh. It was

reported that he’d run out of fuel, but there

was still a pint and a half in the tank.

The race was won by Tom Herron, who

would ride for Suzuki in 1979 and who lost his

life racing at the North West 200 that year.

Takazumi Katayama (350 World Champion in

’77) was fourth, and Jon Ekerold (350 World

Champion in 1980) sixth. But the rest of the

finishers, without disrespect, weren’t Grand

Prix riders, they were TT specialists. It was the

end of an era.PIC

: DO

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41

BARRY SHEENE SUPERSTAR

‘It was 40º centigrade for the

race and riders were collapsing’

Belgian GP, Spa-Francorchamps, 4 JulyPole; B.Sheene 3.52.70 Fastest lap; J.Williams 3.52.60

Result; 1. J.Williams, 2. B.Sheene, 3. M.Ankoné

Standings; B.Sheene (72), J.Williams (24) P.Read (22),

M.Lucchinelli (22), T.Länsivuori (22)

» There were two talking points at Spa. Sheene didn’t win and, in a

bizarre move even by his own standards, Phil Read drove home to

England in his Roller on Saturday morning after a bust-up with his wife.

At this point he was second in the title race and usually did well at Spa.

Sheene was fastest in practice, but complained of a misfire during

the race. John Williams, leading into the last lap slowed to allow

Sheene to catch up and was prepared to let him win to secure the

Championship. But he could only dawdle so much and crossed the line

seven seconds in front. Williams’ average speed on the 8.7 mile road

circuit was 133.41mph and, in a convincing show of dominance, the top

eleven finishers were all Suzukis.

Dutch TT, Assen, 26 June

Pole; B.Sheene 2.57.90

Fastest lap; B.Sheene 2.59.60

Result; 1.B.Sheene, 2.P.Hennen, 3.W.Hartog

Standings; B.Sheene (60), P.Read (22),

M.Lucchinelli (22)

» The summer heatwave wasn’t just affecting

the UK. At Assen it was 40° centigrade for the

race and riders were collapsing in the heat.

From pole Sheene made a poor start and was

22nd off the line, but eighth at the end of the

first lap, second on lap two and in the lead on

the fifth lap. John Williams finished sixth.

Lucchinelli crashed in practice and broke his

collar bone putting him out of the

Championship for two races. Phil Read retired

after four laps and Ago retired from second

place on lap ten. American Pat Hennen scored

his first podium finish. He would be Sheene’s

team-mate the following season. It was four GP

wins in a row for Sheene.

Williams did his

level best to help

Sheene but still won

Assen: always a

tough place to race

PIC

: AP

/PA

IM

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ES

42

Swedish GP, Anderstorp, 25 JulyPole; T.Länsivuori 1.42.70 Fastest lap; T.Länsivuori 1.41.64

Result; 1. B.Sheene, 2. J.Findlay, 3. C.Mortimer

Standings; B.Sheene (87), T.Länsivuori (30), J.Williams (24)

» John Williams crashed in practice and it was

Sheene who stopped, removed Williams’

helmet and cleared his tongue from his throat.

Lucchinelli was back, but ran into bike trouble.

Ago wasn’t there. Länsivuori appeared to be

the most likely rival, but he also suffered

mechanical problems and dropped to fourth.

Sheene cruised to the win and, with five wins

and a second place, to an unassailable lead in

the World Championship.

43

BARRY SHEENE SUPERSTAR

‘Pat Hennen became the first American to win aGrand Prix, but he would not be the last’

• THIS STORY COULDN’T HAVE BEEN PRODUCED WITHOUT REFERENCE TO TEAM SUZUKI BY RAY BATTERSBY; IT’S A GREAT BOOK

Finnish GP, Imatra, 1 August

Pole; G.Agostini 2.19.50 Fastest lap; J.Newbold 2.15.20

Result; 1.P.Hennen, 2.T.Länsivuori, 3.P.Coulon Standings; B.Sheene (87), T.

Länsivuori (42), P.Hennen (35)

» Having won the Championship Sheene

stayed at home with Stephanie. At Imatra

23-year-old Pat Hennen became the first

American to win a GP. He wore a cowboy hat

on the rostrum but had to wait 15 minutes

while the race organisers found a tape of the

Star Spangled Banner. Heron Suzuki’s John

Newbold got fastest lap and finished fourth.

Czechoslovakian GP,Brno, 22 August

Pole; T.Länsivuori 3.49.20 Fastest lap; T.Länsivuori 3.42.16

Result; 1.J.Newbold, 2.T.Länsivuori, 3.P.Coulon

Standings; B.Sheene (87), T.Länsivuori (54), P.Hennen (35)

» After Read’s Spa walkout, Finn Tepi

Länsivuori had taken over the Life-sponsored

Suzuki, but he had the worst luck of any rider

that season. At Brno he ran out of fuel while

leading to allow John Newbold, riding with

Sheene’s lucky number seven, to win his only

Grand Prix.

West German GP,Nürburgring,

29 AugustPole; V.Ferrari 8.53.90

Fastest lap; M.Ankoné 8.59.90Result; 1.G.Agostini, 2.M.Lucchinelli,

3.P.HennenStandings; B.Sheene (87), T.Länsivuori (54),

P.Hennen (46)

» Agostini, having used a Suzuki for most of

the season, switched back to his MV for the 14

mile Nordscheiffe circuit. On a damp track he

was in a class of his own, finishing 52 seconds

in front of Marco Lucchinelli. Pat Hennen was

third and John Newbold was fourth. This was

Ago’s 122nd and last GP win, MV’s 273rd and last

GP win and the last GP win by a four-stroke

until the MotoGP era. It was also the only 1976

GP not won by a Suzuki. And one of just three

that weren’t won by the Texaco Heron Team

Suzuki squad; Sheene five, Newbold and

Williams one each.

Sheene won his first World Championship

by a country mile and Suzuki utterly

dominated; Tom Herron’s TT win the only

victory for Yamaha. Hennen became the first

American to win a Grand Prix, but he would

not be the last.

Ago’s last stand

as a winner on

the rostrum

Team Sheene; enjoy

the thrills and spills

of not racing at Brno

Real grass not

manicured astroturf

Hennen closes in on

local boy Länsivuori

PIC

: DP

A/P

A I

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S

PIC

: HE

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KE

UL

EM

AN

S

44

Baking hot on the road to Wales

Baking hot on the road to Wales

Baking hot on the road to Wales

40 years ago Bike’s first editor was nervously negotiating the A40 aboard Yamaha’s XT500, their forerunner to the adventure trailie…

40 years ago Bike’s first editor was nervously negotiating the A40 aboard Yamaha’s XT500, their forerunner to the adventure trailie…

By Mark Williams Photography Bauer ArchiveBy Mark Williams Photography Bauer Archive

TO MUCH FANFARE Yamaha had just launched their XT500, the street-legal version of their USA-only TT500 desert racer, and riding one the 170-odd miles from London down to my rented

Welsh millhouse in May 1976 was a revelation. And although ‘ENDURO XT’ was emblazoned on its side panels it was actually the advance guard of the adventure-trailie crowd that’s now so ho-hum.

I was slightly nervous about riding a knobbly-tyred, big single without

vibration-sapping balancer shafts on a long road journey, but

needlessly so. My standard riding gear comprised a bright yellow TT Leathers jacket, patched jeans and suede ex-Dutch Army boots that many of us bought in Amsterdam… the rest usually wore wellies. Open-face helmets with press-stud visors were de rigueur, and kitted out thus you were closer to nature – or grim reality in case of a spill – than in today’s Gore-Tex’d, body-

armoured suiting. So I somewhat nervously headed

out along the A40, rushing air and engine noise telegraphing

much of what was going on around and beneath me, but as I left the still

unfinished Oxford Ring Road the smells of baking-hot summer – roadside foliage and leaded fuel fumes – offered a familiar welcome.

The traffic was loads less then, the dawdling Cortinas and Vivas of the day far more easily dispatched than today’s tin-tops, and there were masses more bikes around. Licences were easily won,

Jap lightweights and sports-mopeds abounded and there was a palpable camaraderie – all flashing headlights and waving gloves – that barely exists nowadays. The well-upholstered XT, with upside-down shocks and pliant forks was comfy enough to ride, the roads weren’t nearly as pocked-marked, but mere rubber mountings couldn’t adequately quosh mechanical vibes at the 55-70mph cruising speeds the big SOHC lump easily delivered. But either due to youthful ignorance or higher thresholds of tolerance, I often rode with deadened digits – my daily ride was a Yamaha XS-2, after all.

And also back then, I took a very different route down to Wales, one involving Moreton-in-Marsh, Stowe, and Tewksbury with its intoxicating scenery, empty roads and favourite transport caffs en route offering cheap sustenance and relief from whatever ailed us, although frankly there wasn’t much of that. Now it’s all speed cameras, monster trucks and three-quid lattes...

My destination was party-central for me, my journo and biker mates – all off-road dabblers keenly anticipating the XT’s arrival which soon proved favourite for T-shirted rides into town through Radnor Forest for urgent provisions – Special Brew, mainly – because it was so grunty, forgiving suspension-wise and 20lb lighter than Honda’s vaguely comparable XL250. Its only drawback was rubbish hot-starting, and it was hot a lot – largely cured post ’78 with a carb re-design – but weaned on big Brits that were just as bad, we soon got the knack.

When you’ve been at it as long as me, moisty-eyed nostalgia for past riding conditions and landmark machinery comes easy, but that glorious summer aboard a revelatory dual-purpose bike will never be repeated.

RIDING IN 1976

45

46

Ted’s global Triumph

In 1976 Ted Simon, the prototype motorcycle adventurist, was three quarters of the way

around the globe aboard his Triumph T100…

By Lois Price and Ted Simon Photography Jason Critchell

IN 1976 TED Simon, the reluctant godfather of Adventure Motorcycling, was on the last leg of his ground-breaking ride around the world. After leaving the UK in 1973, he had ridden his 500cc Triumph

T100 the length of Africa to Cape Town, then slipped aboard a cargo ship to Brazil. Upon landing he was banged up in prison. Thankfully he wangled his way out and rode up through South and North America, taking time out to join a hippy commune in California (well, this was the ’70s) before Australia beckoned. From there all that remained were the tropics of South East Asia and the last leg home.

Three years into his trip, while his countrymen were getting sunburned by Britain’s hottest summer, Ted was basking in even hotter climes.

That summer of 1976 found Ted in the Indian city of Madras, three-quarters of the way through what would become a four-year, 64,000-mile journey and ultimately result in the surprise best-seller, Jupiter’s Travels, the book that launched a thousand trips. As fate would have it Ted did return briefly to London during that long hot summer, to attend the funeral of his step-father. However, after three years on the road he found it hard to slot back into ‘normal life’ and quickly returned to India, keen to complete his legendary journey.

As he is quick to point out, ‘I wasn’t the first person to ride a motorcycle around the world, although I thought I was at the time,’ but thanks to the success of Jupiter’s Travels, he is probably the most influential. He puts that down to his writing style. ‘At the time I wrote that book it was not customary for people who did things like that to confess their fears and their emotions. Women readers, in particular, were really pleased that some bloke could admit he was afraid and that he had various problems. It wasn’t all heroics.’

These days Ted wears the mantle of ‘godfather’ with good grace and is always quick to point out that he was no expert motorcyclist, just an everyman who had a hunch that a motorbike would be the finest way to see the world.

When he set out in 1973 Ted sensed his venture would touch the lives of many. As he states in the opening chapter of Jupiter’s Travels, ‘It was going to be the journey of a lifetime, a journey that millions dream of and never make, and I wanted to do justice to all those dreams.’

Ted’s global Triumph

In 1976 Ted Simon, the prototype motorcycle adventurist, was three quarters of the way

around the globe aboard his Triumph T100…

By Lois Price and Ted Simon Photography Jason Critchell

Ted’s global Triumph

In 1976 Ted Simon, the prototype motorcycle adventurist, was three quarters of the way

around the globe aboard his Triumph T100…

By Lois Price and Ted Simon Photography Jason Critchell

Ted’s global Triumph

In 1976 Ted Simon, the prototype motorcycle adventurist, was three quarters of the way

around the globe aboard his Triumph T100…

By Lois Price and Ted Simon Photography Jason Critchell

KICK START

What more can I say?

Seemed easy and

natural at the time.

Today I don’t think I

could handle it.

THE BOXES

The best boxes available

were fibre-glass ones

made by Ken Craven.

They were white and too

dazzling so I painted them

green in Libya, and in

Argentina

I did the artwork.

THE BOOK

Jupiter’s Travels was an unexpected

success. I don’t know if it really

started anything, but it did send a lot

of people out into the world, and it

seemed to bring everything together.

KICK START

What more can I say?

Seemed easy and

natural at the time.

Today I don’t think I

could handle it.

THE BOXES

The best boxes available

were fibre-glass ones

made by Ken Craven.

They were white and too

dazzling so I painted them

green in Libya, and in

Argentina

I did the artwork.

THE BOOK

Jupiter’s Travels was an unexpected

success. I don’t know if it really

started anything, but it did send a lot

of people out into the world, and it

seemed to bring everything together.

KICK START

What more can I say?

Seemed easy and

natural at the time.

Today I don’t think I

could handle it.

THE BOXES

The best boxes available

were fibre-glass ones

made by Ken Craven.

They were white and too

dazzling so I painted them

green in Libya, and in

Argentina

I did the artwork.

THE BOOK

Jupiter’s Travels was an unexpected

success. I don’t know if it really

started anything, but it did send a lot

of people out into the world, and it

seemed to bring everything together.

47

TED SIMON’S JUPITER’S TRAVELS BIKE

THE TANK BAGS

My first panniers were canvas and caught fire

on the exhaust so I thought tank bags would

be better. I got some made in Nairobi but they

were too small. All the way to Argentina I

worked on a better design and had these

beautiful bags made there. THE T YRES

Avon sponsored me with six sets

of Roadmasters, and sent them

out to Lucas depots around the

world. I averaged 15,000 miles

from the front tyres, and 12,000

from the rear ones. I got punctures

everywhere.

THE SADDLE

It was a police bike so it

had a single saddle. When

the police locked me up in

Brazil, they cut it open

looking for who-knows-

what, so I made a new

cover for it in Argentina.

ODOME TER, E TC

The instruments and electrics were

Lucas. The cable broke in Africa but

I met a man at the bank in Morogoro,

Tanzania who sold me a cable from

Dar-es Salaam for thirty shillings.

KICKSTAND

The grass-track champ, Don Godden welded a

disc on the kickstand. Everyone has that now.

What you can’t see here is the air filter. It was

the cause of most of my problems. But it was

the problems that made the journey.

FA IRING

There wasn’t

one. It was

windy and wet.

THE TANK BAGS

My first panniers were canvas and caught fire

on the exhaust so I thought tank bags would

be better. I got some made in Nairobi but they

were too small. All the way to Argentina I

worked on a better design and had these

beautiful bags made there. THE T YRES

Avon sponsored me with six sets

of Roadmasters, and sent them

out to Lucas depots around the

world. I averaged 15,000 miles

from the front tyres, and 12,000

from the rear ones. I got punctures

everywhere.

THE SADDLE

It was a police bike so it

had a single saddle. When

the police locked me up in

Brazil, they cut it open

looking for who-knows-

what, so I made a new

cover for it in Argentina.

ODOME TER, E TC

The instruments and electrics were

Lucas. The cable broke in Africa but

I met a man at the bank in Morogoro,

Tanzania who sold me a cable from

Dar-es Salaam for thirty shillings.

KICKSTAND

The grass-track champ, Don Godden welded a

disc on the kickstand. Everyone has that now.

What you can’t see here is the air filter. It was

the cause of most of my problems. But it was

the problems that made the journey.

FA IRING

There wasn’t

one. It was

windy and wet.

THE TANK BAGS

My first panniers were canvas and caught fire

on the exhaust so I thought tank bags would

be better. I got some made in Nairobi but they

were too small. All the way to Argentina I

worked on a better design and had these

beautiful bags made there. THE T YRES

Avon sponsored me with six sets

of Roadmasters, and sent them

out to Lucas depots around the

world. I averaged 15,000 miles

from the front tyres, and 12,000

from the rear ones. I got punctures

everywhere.

THE SADDLE

It was a police bike so it

had a single saddle. When

the police locked me up in

Brazil, they cut it open

looking for who-knows-

what, so I made a new

cover for it in Argentina.

ODOME TER, E TC

The instruments and electrics were

Lucas. The cable broke in Africa but

I met a man at the bank in Morogoro,

Tanzania who sold me a cable from

Dar-es Salaam for thirty shillings.

KICKSTAND

The grass-track champ, Don Godden welded a

disc on the kickstand. Everyone has that now.

What you can’t see here is the air filter. It was

the cause of most of my problems. But it was

the problems that made the journey.

FA IRING

There wasn’t

one. It was

windy and wet.

From February 1976

Barry Sheene and the Suzuki RG500 might have been rulers on the race track, but in

1976 the king of the street was the Kawasaki Z900. Good looks, 130mph

performance, and available on easy terms

Test

The

Classic

48

FEBRUARY 1976 CLASSIC TEST

49

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START YOUR

LEGEND.

Designed with style and exceptional performance in mind for all skill levels, the new ScoutTM Sixty features a61ci (999cc) engine, 78 horsepower,89 Nm of torque and a linear powerband with a 5-speed transmission. A low center of gravity, ABS and 643mm seat height make for a comfortable urban commute, and also excellent handling when pushed hard on the open road. With the lineage of the old ScoutTM clearly visible in the style of the bodywork, modern and heritage have never found a moreperfect balance than in the ScoutTM Sixty.

51

FEBRUARY 1976 CLASSIC TEST

52

FEBRUARY 1976 CLASSIC TEST What are they like now?

» Mildly terrifying. Not on account of the ‘power’ (all

80bhp of it) but the wobbly handling and marginal

brakes. With a headstock somewhere up near

your chin it all feels very precarious but, if the

original four pipe exhaust is intact, they still

rate as one of the best looking bikes ever

made. Good Z900s sell for up to

£10,000. Earlier Z1s might get

double that.

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TH

AN

KS

TO

MA

RK

EM

ER

SO

N F

OR

TH

E L

OA

N O

F T

HE

TO

P B

OX

Year of the topboxStylish yet practical, trendy but worthy, there has been no greater

contribution to motorcycle luggage. Let us celebrate... By Mark Graham Photography Jacques Portal

BRITAIN’S LOVE AFFAIR with glass-fibre reinforced plastic (glass fibre to you and me) has been intense and typically messy. And its appetite huge: from kayaks and water tanks to car bodies and boat hulls, and yes, perhaps the greatest of them all – the motorcycle top case. The topbox.

When The Wurzels topped the charts in June 1976 with (I’ve got a brand new) Combine Harvester topbox sales were fuelled by the idiotically optimistic notion Britain was somehow going to continue basking in sub-Saharan-style summers and that all it took to transform a commuter bike into a holiday home was a modest GRP receptacle on a rear rack. That the topbox obtains as perhaps the luggage GOAT is testament to the men (and women) of such stalwart firms as Craven, Rickman and Top Tek, who resolutely laid up countless gels and resins, at great risk to their well-being, in order that spotty youths had somewhere to carry sandwiches and tins of Ind Coope Long Life bitter to the shag spots of their choice.

Anyone with a topbox was ahead of the game. It gave you all the advantages of a car, with none of the stifling conditions, slowness, feeling of ever-present danger and general awfulness of being ferried about in things like Morris Marinas. The topbox came of age in 1976 when Rickman offered colours. Actual colours. Until then choice had been black or white; black for the doomed-rider-of-

the-lost-highway and white for why-don’t-you-look-where-you’re-going-we-could-have-been-killed types. A polyproylene injection-moulded box was available in two sizes and now in blue or red too.

Kawasaki’s Z1 was MCN Machine Of The Year (had been for the previous three years) and had been offered in plenty of colours other than black and white during this time. Suzuki were the only manufacturer consistently turning out machines in varying shades of red or blue, though. Barry Sheene was about to be World 500cc Champion. He was British and rode a Suzuki and so it followed that if you wanted to sell luggage to the people these were the nailed-on colours. And if you plastered your topbox in Texaco Heron Team Suzuki stickers they all matched up too (more or less).

Now, 40 years on, the accessory market, both aftermarket and factory, is one of the wonders of the modern age. Aside from their farsightedness and the gift of the modern sense of style to us, the Rickman brothers, Don and Derek, owe much to the pioneering work of Ken and Mollie Craven (Craven Equipment) who in 1951, despairing of the paper bags and other containers available in post-war Britain, resolved to build the glass fibre ‘Clubman’ top case for

discerning riders. The rest, as they say, is biking history. And

thank goodness.

ACCESSORY MASTERPIECE

54

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no other. Its innovative tread

design ensures you get the

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performance, mileage and

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Bike’s off-road editor hard

at work, checking whether

Ducati have done sufficient

off-road R&D on the

Multistrada Enduro

FIRST TEST MULTISTRADA 1200 ENDURO

57

Ducati’s Multistrada is a versatile, capable and good-looking Adventure bike with one major flaw – it’s notdesigned to go off-road. Has the 1200 Enduro finally

addressed the muddy elephant in the room?By Jonathan Pearson Photography Milagro

£16,690160BHP

254KG

ABRIEF HISTORY OF the Ducatis I’ve ridden: Nori Haga’s WSB bike, Michael Rutter’s JHP BSB bike, Hypermotards with Ruben Xaus, more Monsters than Monsters Inc, sportbikes from 916 to Panigale and my personal landspeed

record holder from East Anglia to South Wales, the Multistrada. There are others but that’s enough. The point? Ducati are damn good at making bikes. Road or track, those Bologna boys and girls know how to bolt a bike together and make it work for a sport-minded rider like me.

Take a Ducati off-road though? Frankly it is a bit like watching Arsène Wenger doing pitch-side keepie-uppie. He’s never dressed for it, his shoes are too shiny and it all looks awkward.

You will excuse me then for pitching up in Sardinia for the Multistrada 1200 Enduro launch with a giant question mark stowed in my hand luggage: can Ducati make an Adventure bike?

A true Adventure bike copes with any road, trail, speed and a passenger. The Multistrada can already do this. What I really want to know is can I take this Ducati seriously in the dirt?

WOULD YOU TAKE IT

OFF-ROAD?

58

FIRST TEST MULTISTRADA 1200 ENDURO

SUMPGUARD

Most practical of the Enduro’s new parts list is

the bashplate. Though a tad thin, it isn’t just a

token like so many. Protecting the engine

usefully high, it bolts sensibly to the frame and

therefore won’t stress fragile engine cases.

SUMPGUARD

Most practical of the Enduro’s new parts list is

the bashplate. Though a tad thin, it isn’t just a

token like so many. Protecting the engine

usefully high, it bolts sensibly to the frame and

therefore won’t stress fragile engine cases.

SUMPGUARD

Most practical of the Enduro’s new parts list is

the bashplate. Though a tad thin, it isn’t just a

token like so many. Protecting the engine

usefully high, it bolts sensibly to the frame and

therefore won’t stress fragile engine cases.

SUMPGUARD

Most practical of the Enduro’s new parts list is

the bashplate. Though a tad thin, it isn’t just a

token like so many. Protecting the engine

usefully high, it bolts sensibly to the frame and

therefore won’t stress fragile engine cases.

RIMS

19-inch front, 17-inch rear rims are designed

and built by MTB manufacturer, Giant. Very

similar in look to those you can spec for a GS

1200, and if the comparison is a good one

they’ll be strong.

RIMS

19-inch front, 17-inch rear rims are designed

and built by MTB manufacturer, Giant. Very

similar in look to those you can spec for a GS

1200, and if the comparison is a good one

they’ll be strong.

RIMS

19-inch front, 17-inch rear rims are designed

and built by MTB manufacturer, Giant. Very

similar in look to those you can spec for a GS

1200, and if the comparison is a good one

they’ll be strong.

RIMS

19-inch front, 17-inch rear rims are designed

and built by MTB manufacturer, Giant. Very

similar in look to those you can spec for a GS

1200, and if the comparison is a good one

they’ll be strong.

GE ARING

Multistrada Enduro uses the

lower gearing trick of the GSA

BMW compared to its standard

sibling. Three extra teeth on the

rear sprocket plus a first gear

ratio dropped from 37/15 to 38/14

from standard Multistrada.

ELECTRONICS

Some aspects are common between the

Multistrada models: the engine is unchanged plus

the traction control, cornering ABS, cruise control,

and anti-wheelie. The Enduro has ‘hold control’ to

help you pull away on steep slopes.

SUSPENSION

Sachs ‘Skyhook’ suspension on the

Enduro is slightly softer for off-road

use and has 200mm more travel than

the Multistrada. Just over 30mm

more ground clearance is handy as is

a higher-level silencer if you’re

crossing rivers.

INSTRUMENTATION

The smartphone-like dashboard makes choosing

between the multitudes of traction, wheelie, power

and suspension options an easy task. Over 20 preload

steps help you adjust front or rear to your needs.

CHASSIS

Compared to the Multistrada, the Enduro

chassis has a degree more rake, 4mm more

trail, 16mm more offset and 65mm longer

wheelbase plus the 19-inch front tyre. It’s also

heavier by 16kg (claimed, dry).

CHASSIS

Compared to the Multistrada, the Enduro

chassis has a degree more rake, 4mm more

trail, 16mm more offset and 65mm longer

wheelbase plus the 19-inch front tyre. It’s also

heavier by 16kg (claimed, dry).

CHASSIS

Compared to the Multistrada, the Enduro

chassis has a degree more rake, 4mm more

trail, 16mm more offset and 65mm longer

wheelbase plus the 19-inch front tyre. It’s also

heavier by 16kg (claimed, dry).

CHASSIS

Compared to the Multistrada, the Enduro

chassis has a degree more rake, 4mm more

trail, 16mm more offset and 65mm longer

wheelbase plus the 19-inch front tyre. It’s also

heavier by 16kg (claimed, dry).

59

We can dismiss immediately the myth that says the 1200 Enduro is a Multistrada with a bigger tank and knobbly tyres. Ducati made a big point of displaying the differences on the launch in Sardinia: new bodywork including aluminium side panels, strong spoked wheels, lowered gearing, changed offset and steering angle, stiffer conventional swingarm, increased wheelbase, raised suspension travel and ground clearance, 30-litre tank, smaller and higher-level exhaust, handlebars, adjustable rear brake lever and wider, grippy footrests.

It’s quite a list and it evolved during four years development (in tandem with the Multistrada, but held back a year). Ducati claim 150,000km road testing, 40,000km around Porsche’s Nardo handling circuit and 10,000km off-road testing in Spain and Italy.

If you sat on the 1200 Enduro at one of the bike shows over the winter you may have felt it narrower between your legs by comparison, making it easier to sit or stand on. Standard height on the new seat is 870mm (850-890mm with optional seats) but that belies the slender midriff. Some Adventure bikes are either too tall or have a broad seat and it puts people off. My first impression is the Enduro’s more slender midriff will help more riders feel at home.

With 50mm higher bars, grippier footrests (with easily removable rubbers) and adjustable rear brake lever to suit off-road boots, the Enduro is also a happier bike to stand on and ride off-road. As development rider Bepe Gualini puts it: ‘great attention was given to the ergonomics for the standing riding position as much as the seated long distance riding position.’ As a man with ten Dakars and 65 African rallies under his belt I’d say he knows a little about riding a bike in the standing position.

Drawbacks are few, but I find one early doors. Rotating the bars and levers slightly forward for a better standing position you can’t see the road behind as well because the mirror stalk runs out of swivel. Maybe I’m too soft on the gear lever too but I found a neutral between every gear at one point or other during a day’s riding.

The positives quickly add-up and I enjoy the multitude of settings and options available via simple controls and the intuitive, smartphone-like dashboard. And the Enduro doesn’t need preferences resetting every time I turn the key. I’m also won over by the keyless ignition system.

Out of preference I always switch off ABS, traction and anti-wheelie but if you really want to liven things up off-road try throwing 160bhp into the mix. How much power arrives at the back wheel depends on how much throttle you use of course, and the character of the Desmo engine is smooth enough within the lower reaches of the power curve to be rideable in full power mode on the dirt. But off-road it needs a steady hand and short gearshifts to keep it from either spraying the world behind you with roost or propelling you down a trail at epic speeds.

The point is you don’t need 160bhp on a dirt trail. It’s a bit like a 1000cc sportsbike versus a 600 on a trackday. The litre bike might be mind-blowing but the 600 is more enjoyable because you feel in charge and thrills are cheaper without the risks. The Ducati engine presents itself to the throttle in such a linear way that 100bhp is easily the best setting for grip. Or not, if you’re as addicted to power slides as I now am.

Chucking the Enduro around in the Southern Sardinia hills is confidence-inspiring, the chassis happily holds lines or changes direction accurately depending on rider input. A bike which responds well to footpeg pressure is a bike

‘Those Bologna boys and girls know how to bolt a bike together and make it work’

‘Those Bologna boys and girls know how to bolt a bike together and make it work’

‘Those Bologna boys and girls know how to bolt a bike together and make it work’

‘Those Bologna boys and girls know how to bolt a bike together and make it work’

BRAKES

Brembo brakes match the Multistrada.

Linked in all but ‘enduro’ mode and though

not strictly a guide, they have enough

power and feel for an off-road stoppie

should you need to do one.

BRAKES

Brembo brakes match the Multistrada.

Linked in all but ‘enduro’ mode and though

not strictly a guide, they have enough

power and feel for an off-road stoppie

should you need to do one.

BRAKES

Brembo brakes match the Multistrada.

Linked in all but ‘enduro’ mode and though

not strictly a guide, they have enough

power and feel for an off-road stoppie

should you need to do one.

BRAKES

Brembo brakes match the Multistrada.

Linked in all but ‘enduro’ mode and though

not strictly a guide, they have enough

power and feel for an off-road stoppie

should you need to do one.

W H A T I T A L L

C O S T S …

» The base-level Multistrada

1200 Enduro is £16,690 in red.

Grey and white are £200

extra. The pack options are

also extra but offer plenty of

goodies. We like the ‘enduro’

pack plus we’d opt for the

Termignoni silencer and

aluminium water pump cover

from the ‘sport’ pack.

Urban Pack £853

» Aluminium top case

» Tank bag and locking flange

» Cable for USB socket

Enduro Pack £799.64

» Bar protectors

» Lower chain guard

» Rear brake guard

» Radiator protector

» Oil radiator protector

» Auxiliary fog lamps

Sport Pack £917.10

» Billet reservoir caps

» Ducati Performance by

Termignoni

» Homologated silencer

» Billet aluminium water

pump cover

Touring Pack £1493.60

» Aluminium side panels

» Handlebar bag

» Heated grips

(Top) Footrests with easily

removable rubbers (Above) A

good bike ruined by panniers

(Below) Simple. Really

Some of the test bikes

came fitted with

Touratech panniers. Not

beneficial to handling

claims our tester

Some of the test bikes

came fitted with

Touratech panniers. Not

beneficial to handling

claims our tester

Some of the test bikes

came fitted with

Touratech panniers. Not

beneficial to handling

claims our tester

Bike rating 9/ 10

Contact ducatiuk.com

Price £16,690 (red, all other colours

£16,890)

Typical finance TriOptions PCP: £4121

deposit, 36 months at £195,

final fee £7813. Total payable

£18,954

Engine liquid-cooled, desmodromic,

4-valve, V-twin

Bore x stroke 106 x 76.9mm

Capacity 1198cc

Power 160bhp @ 9500rpm

(claimed)

Torque 100.3 lb.ft @ 7500rpm (clmd)

Transmission six-speed, chain

Frame tubular steel trellis

Front suspension 43mm fork, 200mm travel,

fully adjustable

Rear suspension monoshock, 200mm travel,

fully adjustable

Brakes (front/rear) 2 x 320mm discs, 4-pot

calipers/265mm discs,

2-pot caliper

Rake/trail 25 /̊110mm

Wheelbase 1594mm

Wet weight 254kg (560lb)

Seat height 870mm (850-890mm

optional seats)

Tank size 30 litres

Economy N/A

Top speed 140mph (est)

Electronics ABS, traction, anti-wheelie,

riding modes, throttle maps,

suspension

Colours red, grey, white

Availability Now

Bike verdict Ducati deliver a genuine contender

to the Adventure bike category. A capable and

accomplished road-eater tweaked to not only cope

with off-road but to make it fun as well.

S P E C I F I C A T I O N S M U L T I S T R A D A 1 2 0 0 E N D U R O

6060

that steers well. Off-road this is what you want: if you’re confident steering with the rear then having so much faith in the chassis and feel from the throttle makes power slides easy… ish!

Few Adventure bikes let you play so readily without an occasional slap on the wrist. Usually weight bites you in the arse but the Enduro, though heavier by 16kg (claimed dry weight) than the Multistrada, hides it well and it takes true dedication to the cause to end up in a heap.

The role of the conventional swingarm shouldn’t be underestimated here. With 200mm taller suspension and my own preload settings dialled in (more on the rear than default ‘enduro’ mode) it dealt with most of the grief I threw at it. It cleverly knows when you do a jump too, softening for the landing. Not a bad trick.

The swingarm is the 1200 Enduro’s key says Gualini: ‘stiffness is the main point, it is much stronger and has an even spread of movement for the back of the bike. It is more linear which means better handling off-road.’ Clearly Ducati built this bike with performance, rather than marketing, in mind.

We switched between road and off-road bikes during the launch, which meant a few minor changes including different tyres. Other testers on the launch were happier with Pirelli’s Trail IIs sharper effect on steering but I preferred Pirelli’s Scorpion Rallys because they made steering lazier, road or trail. I’m probably in a minority.

Lower gearing is appreciably useful too. First gear is handy and ready to go at things, the clutch lever is light and needs less use to ride slowly. If you want to tackle something technical it’s better placed with revs and power too. In the same situation the standard Multistrada needs more clutch feathering and is harder work. A spiral multistorey carpark ramp, loading yourself onto a ferry or negotiating the Hardknott pass will all be easier with the Enduro’s gearing.

Ducati’s Multistrada 1200 Enduro rivals BMW’s GS, Honda’s new Africa Twin and KTM’s 1290 Super Adventure. Triumph’s Explorer and Aprilia’s Caponord aren’t as developed off-road which drops them down the order. The 1200 Enduro sits in among the best – time will tell exactly where. Being a good Adventure bike means full-lock turns in your back garden,

FIRST TEST MULTISTRADA 1200 ENDURO

comfort and covering big mileages, and happily putting up with a giddy fool like me asking it to do power slides and wheelies. Or, in other words, treating it like a trail bike half its size and weight. Fit the Adventure bike bill? Ducati’s Multistrada 1200 Enduro emphatically does.

Bike’s off-road

editor JP being

impressed

Bike’s off-road

editor JP being

impressed

6161

‘Few Adventure bikes let you play so readily without a slap on the

wrist… it takes dedication to end up in a heap’

FIRST TEST TRIUMPH TIGER SPORT

62

63

I’M TRYING HARD to find fault, but all I can think of right now is how bloody nice is the new Triumph Tiger Sport? It’s happily barrelling along beside a Provençal precipice at about 75 per cent effort; rock face one side, a Wile E Coyote plummet into nothingness the other, and only Pirelli Angel GTs, Showa suspension and A-level physics preventing a

cartoon disaster. The sun burns off early mist in a Côte d’Azur sky, the road is warming up nicely, and the bike is doing everything right.

It certainly doesn’t feel precarious. Bolted solidly to the tarmac, the Tiger Sport is reassuringly pinned down by its mass. It’s implacable, lolling steadily from side to side through canyon bends with the dependable pulse of a clock tower pendulum. At this pace it’s well balanced and behaved, and its straight line stability is indisputable.

Long overshadowed by showier, flagship adventurebikes, Triumph have given their road-based

Tiger Sport some new claws to fight backBy Simon Hargreaves Photography Alessio Barbanti and Francesco Montera

Long overshadowed by showier, flagship adventurebikes, Triumph have given their road-based

Tiger Sport some new claws to fight backBy Simon Hargreaves Photography Alessio Barbanti and Francesco Montera

Long overshadowed by showier, flagship adventurebikes, Triumph have given their road-based

Tiger Sport some new claws to fight backBy Simon Hargreaves Photography Alessio Barbanti and Francesco Montera

EARNED ITS STRIPES

EARNED ITS STRIPES

64

It’s got some go in it, too. Twisting the Tiger’s new, fly-by-wire throttle lets a huge trowel somewhere in the engine start smearing out torque like it’s margarine – in third, fourth or fifth gear the motor snaps up and surges to the 10,000rpm redline with a distinctive yawning groan while the rider sits in a scooped seat, deep behind the newly adjustable tinted screen, hands guiding tapered bars in the appropriate direction like paddling a canoe.

This isn’t frenetic. The world is not a manic blur, the engine isn’t compressing time and space or shredding nerves, and the chassis isn’t pretending it’s a race bike. This is just an ordinary motorbike doing what ordinary motorbikes do: being brilliant as standard.

Triumph claim Tiger Sport owners keep their bikes longer and ride them further than any other Hinckley model. While it’s tempting (for Triumph) to think this is because the Tiger Sport is one of biking’s best-kept secrets, it could also be because the last time the Sport was updated was 2013, and the time before that was when the Tiger 1050 was launched in 2007. So if you have one and you like it, a) there’s only been one lightly-revised model to trade up to, and so b) you keep riding the one you’ve got.

Until now. For 2016, the Tiger Sport finally gets some factory R&D love with a long list of small upgrades that, cumulatively, improve things that need improving without changing the bike’s DNA. Triumph say there are over 100 alterations in the engine alone (are there even 100 components in the engine?).

The list of what’s the same is shorter than what isn’t. The 1050cc inline three-cylinder engine’s architecture and internals are the same, as is the aluminium frame, single-sided swingarm, steering geometry and long-travel Showa suspension. Gearbox, clutch, ergonomics and weight only change slightly.

However, on the outside the new Tiger Sport has a ton of detail improvements that ramp up the perception of quality: aluminium wheel spindle caps, embossed badges, two-piece mirrors, new belly pan, new exhaust shield, textured engine cases, plus numerous tasty fasteners and fittings. The overall impression is getting close to factory-bling, but stays the right side of tasteful.

The Tiger also gets some welcome ergonomic alterations. Most significant is a new screen, as the previous model’s afterthought was deafeningly short and narrow. The new bike’s tinted item is adjustable, on the move, using a push/pull spring-loaded ratchet system (if you can’t quite manage it with one hand, pop on the new cruise control and use both). At its lowest setting it’s the same height as the old screen; at its highest it’s two inches taller, and also an inch or so closer. New side deflectors help push wind off

shoulders, too. The new set-up is quieter and less tiring – you won’t be in a rush to buy an aftermarket replacement.

New tapered bars, with massive handguards, are slightly wider but feel as naturally positioned and comfy as before. Pegs are redesigned for more grip, and the seat has new padding (height and noticeable width are unchanged). The overall result is pretty much the same comfy, well-sorted riding position that has genuine distance potential. Only less noisy.

Clocks are as you were, only now with a extra symbols for new electronic functions. Switchgear is a clumpy arrangement of buttons and switches, and the brake and clutch levers are as we’ve seen on Triumphs (and Kawasakis) since the 1990s (although you can’t really see them inside the handguards). A few old touches are welcome – the fuel tank’s broad expanse is steel, not plastic, so magnetic tank bags stick and it’s easy to fuel up without splashback.

Changes are more substantial inside the Tiger. A revised gear shift mechanism and lighter clutch make ups and downs more accurate and less work. Electronics are where the news really starts, though. Euro 4 compliance ushers in total control over combustion which, in turn, means ride-by-wire throttle, cruise control, and a new, smarter ECU featuring three engine modes: Sport (full power/throttle response); Road (full power/softer throttle response); and Rain (less power/tamest throttle response). There’s also two-level traction control and alternate ABS response linked to the selected mode.

These modes can be swapped on the move, though by pushing a button on the clocks rather than the switchgear. Traction control can also be disabled, but only at standstill and it resets when the ignition is turned off. Cruise is on the righthand switchgear, and is simple to use and adjust.

Inside the motor, the Tiger Sport’s intake and exhaust ports are reshaped, with redesigned airbox, intake trumpets, fuel injectors and a less-restrictive exhaust system. The effect isn’t significant if you look at peak figures: claimed power is 124bhp at 9475rpm, up from 123bhp at 9000rpm, and peak torque climbs to 78 lb.ft, up

FIRST TEST TRIUMPH TIGER SPORT

Still a substantial lump, but the 1050cc unit gets the same reworking as

the new Speed Triple – so it’s more responsive, less thirsty and cleaner

Familiar dash but there’s now detail on riding modes, traction control

and other electronic fanciness. (Below) ‘Maker’s mark’ worn with pride

65

‘Bolted solidly to thetarmac, the Tiger Sport is

reassuringly pinned downby its mass. It’s well

balanced, behaved, itsstability indisputable’

Bike rating 8 / 10

Contact triumphmotorcycles.co.uk

Price £10,300

Typical finance Deposit £2198, 36 months at £125, final payment

£5580. Total £12,300 (estimate only)

Engine 12v DOHC inline triple

Bore x stroke 79 x 71.4mm

Capacity 1050cc

Transmission 6-speed, chain

Power 124bhp @ 9475rpm (claimed)

Torque 78 lb.ft @ 7000rpm (claimed)

Frame aluminium tube perimeter

Front suspension 43mm upside-down fork, adjustable

compression, rebound and preload

Rear suspension monoshock, adjustable rebound and preload

Brakes (f/r) 2 x 320mm discs, 4-pot calipers/255mm disc,

2-pot caliper

Rake/trail 22.8 /̊88.7mm

Wheelbase 1482mm

Dry weight 218kg (claimed)

Seat height 830mm

Tank size 20 litres

Economy 54.2mpg/160 miles (tested)

Top speed 145mph (est)

Electronics traction control, three modes, ABS, cruise

control, USB charger

Colours matt black/yellow, silver/red

Availability now

Bike verdict Fundamentally the same as before. So it’s fast enough,

comfy enough and totally reassuringly, only now with a better screen,

added electronic safety, peppier response and a nicer finish.

S P E C I F I C A T I O N S T R I U M P H T I G E R S P O R T

66

from 77 lb.ft. Very small changes. However Triumph say the difference is in the shape of the curves – the new bike makes more torque right across the rev range, with a flatter, broader spread.

It certainly feels fitter than the old model, which had slightly gloopy performance, as if sprinting though syrup. The triple spins up faster in a lubricated glissando of acceleration, but still with a deceptive, creamy, vibe-free loveliness. It’s a delightful engine to just use, as opposed to more powerful motors that impress with performance but don’t have much in the way of pillow talk afterwards. Triumph also say the engine and electronic changes improve fuel consumption by eight per cent; the old Tiger Sport sipped at 50mpg on the motorway, with its 20-litre tank topping 200 miles in theory but with the paranoia light coming on at 160-odd miles. The new Sport tank has the same capacity and its on-board econo-meter says it’s doing 54.2mpg – there’s your 8%.

Although the changes are all positive, some things have stayed the same. As riding pace increases, the suspension – supple and flattering at medium speed – becomes the Triumph’s weak link.

The bike is still a substantial block of metal (it’s actually a couple of kilos heavier) and hurtling around with a defiance of subtlety can have the plot wallowing and reminding you it’s big, broad, tall and top heavy. You won’t find semi-active wires coming out the forks either; suspension adjustment is manual, performed at standstill.

In terms of the sports-touring compromise, the Tiger Sport sits where it did before – on the hyphen between the two. The easy comparison is with BMW’s S1000XR, Ducati’s Multistrada and KTM’s new 1290 GT, against which the Triumph is less potent in engine performance, handling and technology. It’s less thrilling when it comes to pure speed and adrenalin as well. But these bikes cost upwards of five grand more than the Triumph and, while they’d be quicker on track, on the road you’re just as likely to enjoy using the Triumph’s three-cylinder motor as the V-twins or the inline four. And it’s just as true to say the Tiger Sport doesn’t have a demanding power output, high-energy handling or bewildering

‘It’s a well-built, good-looking, comfy and friendly motorbike’

FIRST TEST TRIUMPH TIGER SPORT

technology options. Instead, it’s a well-built, good-looking, comfy, friendly motorbike with a deeply enjoyable engine that makes merely using it a pleasure in itself.

In fact, and if it isn’t damning with faint praise, I can answer my own question: so just how bloody nice is the new Triumph Tiger Sport? Very.

ROAST BEROAST BEROAST BE

68

By Rupert Paul Photography Jason Critchell

New 900cc anddeliver 21st century

package. Are theythe legendary

EF DINNEREF DINNEREF DINNER

69

BONNEVILLES TEST

1200cc Bonnevillestechnology in a retroworthy successors to650cc original?

70

Above: speedo and tacho needles dance about

randomly on the move. Below: Check out the

green fleck cloth braid loom above the carb

WHEN THE MERIDEN factory boys screwed together this US-spec 650 Bonnie in 1969 – no doubt to the strains of Bad Moon Rising and A Boy Named Sue on the radio – they little suspected that it would, almost half a century later, be revered as a classic. The idea that someone would one day painstakingly restore the

thing to as-new condition, right down to the correct aluminium tie wraps and water transfers, would have had them spluttering sugary tea all over their spam sandwiches.

Back then, Triumph were churning out Bonnies for the American market by the tens of thousands. Never mind that they were obsolete technology, inferior in every objective sense to the new-fangled Hondas. They were cheap and easy to build on clapped-out tooling. And the average Yank rider rated charisma over progress any day.

It’s that charisma that inspired Triumph to build a modern day T120 (see over the page) – and owner Matt Newbigging to buy this Bonnie from Graham Cousens of Restoration Cycleworks in the USA. ‘I’ve always loved the look of the Bonnie, but never had one before,’ says Matt, who also owns a Ducati 996 and a Honda NSR250. ‘It looks pure, like the archetypal motorcycle.’

So with threats of extreme violence ringing in my ears if I drop it, I turn the right hand fuel tap until it fouls the air filter casing, tickle each Amal carb until petrol dribbles onto the gearbox below, rotate the choke lever, hold the throttle open a touch and give the kickstart a long, medium-speed swing. Success: after the initial roar a few throttle blips produce a throaty, free-revving growl, and the skinny air-cooled motor is happy to tick over like a sewing machine. I say tick over: the control cables jiggle, the rev counter drive tries to escape from its mooring on the crankcase, and the forks shudder back and forth. The whole bike jangles and pulses with life.

The gearbox is still tight, so I ker-snick into first as slowly and gently as I can. The one-down, three-up, right-side lever has a two-stage action for each gear, so each shift up comes with a pause – and a chance to savour the best bit of riding a Bonnie: the instant grunt. If you’ve never tried a T120, perhaps you’ve ridden a more

modern 650 twin, such as a Kawasaki ER-6. You have? Good. The Bonnie is nothing whatsoever like that. On an ER-6 you yank the throttle, jab the gear lever and eventually the bike ends up going quite fast. A Bonnie, on the other hand, talks to you through the soles of your boots. It doesn’t tear your arms off. It just feels healthy and lusty, in a way that today’s zippy middleweight twins simply don’t. That’s because it’s a long-stroke engine: the piston has lots of leverage in turning the crank.

Period road tests claimed the T120 could hit 110mph. This bike is still running in, but I know from other Bonnies that revving them hard just makes your eyeballs rotate backwards with the vibration. Instead, it feels best rolling on and off the throttle at legal speeds on B-roads and back lanes. It banks smoothly to modest lean angles (especially on these oe-spec Dunlop Gold Seal tyres), and generally encourages an unhurried approach. Braking hard into bends is both ill-advised and impossible, because it’s got drum brakes. So chill your restless mind and enjoy the ride.

Round town the light clutch and generous steering lock mean the Bonnie’s as good as anything modern – better, in fact, because everyone recognizes that you’re riding something old and beautiful. In that sense it’s the two-wheeled equivalent of an E-type Jag.

There is, of course, a price to pay for such a warm glow. Like all post-WW2 Brit twins, the Bonnie is a gorgeous idea marred by thrupenny-bit solutions. It’s not just the oil leaks (they’re almost impossible to stop for long), or the need for constant fettling; it’s things like the right air filter case barely clearing the oil tank, or the left chain adjuster banging into the rear brake arm return spring. Maddest of all is the horrible Lucas rear brake light switch, which is one step up from making something out of a biscuit tin. Builders such as Bill Gysin (Bike Nov 2012) have re-engineered old twins to eradicate this sort of thing, and now Triumph have productionised the same kind of clean, integrated design.

But if you want an original Bonnie, this is how they are. And this is how they make you feel, according to owner Matt: ‘I’ve spent the past month gazing at it and polishing it. Time to start riding it now!’.

‘It doesn’t tear your arms off. It just feels

healthy and lusty’

1969 Triumph Bonneville T120 The late 1960s were awash with T120 Bonnevilles. Were they really any good?

Ain’t it cute? That

export tank is four

inches across at the

narrowest point.

Ain’t it cute? That

export tank is four

inches across at the

narrowest point.

71

BONNEVILLES TEST

A quiet country lane, a

Bonnie in fine fettle and all’s

well. The eagle-eyed among

you will have spotted the

optional twin horns. Most

bikes came with one

72

You have to look twice to

see the radiator behind the

front wheel. And the cat

under the engine

BONNEVILLES TEST

73

Replica 1960s Smiths clocks, with sensible

stuff. Below: if bogus fins, carbs and air filter

look this right, how can they be wrong?

BIG CAPACITY RETROS have been around so long that the first ones have almost turned into classics. Kawasaki’s Zephyr 1100 appeared in 1992. Yamaha’s XJR1200 (later 1300) followed in 1995. But the basic idea of the new T120 is even older than the ’69 Bonnie on the previous page. I’ve got a 600 Panther in my garage with the same riding

position, wheelbase, seat, silencers and colour. And they were first built in 1932. So you could say that nothing on the T120 is particularly new.

Except that underneath the fake carburettors and air filters, pretend engine fins, supposedly pre-unit gearbox and 1960s silencers is a Euro 4-compliant bike with water cooling, ride-by-wire, traction control, ABS, heated grips, an LED headlight, a slipper clutch and the most absurdly relaxed engine you could imagine (more on which in a moment).

The result made itself apparent as I sat at the lights in Melton Mowbray on a sunny Saturday afternoon. The motor was making its usual pleasing thud thud, at exactly the same rate as counting to four as quickly as you can, when a guy in his 20s walked across the road. He clocked the bike, gave the thumbs up, then pointed and shouted, ‘I like that.’ Which, in a nutshell, is what this machine is for. It looks more like a motorbike than any other motorbike; it stirs some kind of ancestral memory in the general population about what is agreeable to the eye and ear.

All this happens at a casual glance. What’s more impressive – if you actually live with the T120 for a few days – is how beautifully designed it is. Where the original Bonnie is lovely despite its rough edges, the new one doesn’t have a hair out of place.

All the modern crap you don’t want to look at – radiator, header tank, catalytic converter, silencer, throttle bodies – is tucked away. There are no extraneous cables, wires or pipes, and no hideous plastic covers. Only BMW’s R NineT is in the same class.

Of course no one really believes the bike has Amal Monobloc carbs and pancake air filters... so what are these bits actually doing? Making people smile, is the answer. It’s the two-wheeled equivalent of a mock Tudor house with double glazing and solar panels. My favourite bit is the tiny heated grip button under your

left thumb. Prod once for off, once for low, once for high. So simple and understated. So welcome.

But the most extraordinary thing on the T120 is the engine, a great lolloping giant of a thing that completely disregards any notion of getting to your destination as quickly as possible. Its 270-degree firing intervals and heavy, slow-revving crank give it a delicious beat, and it’s so softly tuned that the torque feels like an almost flat line from tickover to 6000 revs (Triumph say it peaks at 77 lb.ft at 3100rpm). You’d think that such a short rev range would make the bike fussy about gears, but it can do 30mph through villages at 2000rpm in third, or 1500rpm in fourth. There’s a bit of emissions-related hesitancy at low rpm, but it doesn’t bother me.

Anyway, enough of that. Give a T120 a bit of open road and each gear seems to go on for ten seconds. Think being catapulted off a trebuchet, but with time slowed down so you can appreciate the momentum. It’s strangely different. At the same time, if you’re in a big hurry you suddenly find yourself astride a 1200 whose throttle

is against the stop quite a lot of the time. That’s strangely different too. In bald terms, it’s not significantly quicker than a Yamaha MT-07. But it is significantly lazier and more assured.

Ride and handling are very good. Soft springs, fine damping and grip make it stable over bumps and give a solid feel.

It’s not as agile or engaging as the lighter Street Twin, prefers a steady approach and the footrests go down too early, which can be alarming. Otherwise the chassis outperforms the engine.

You’d never dream something so heavy could be good on the brakes, but it stops pretty damn sharpish, sometimes with a little ABS-permitted howl from the back tyre. The 1960s knee pads on the tank really help: give them a squeeze during a crash stop and your upper body can stay relaxed.

It’s worth pointing out that bikes like this have a fairly narrow performance envelope. Just 100 miles at faired bike speeds will leave you battered. But if your bag is more about winning admiring looks, casting your own gaze over it, spending happy hours cleaning and fitting accessories, going for short blasts, or taking longer trips at legal speeds, then the T120 is a bit special. And you really need a go on one.

‘Think being catapulted off a

trebuchet in slowmo’

Triumph Bonneville T120It’s as retro as Elvis: harking back to the 1960s, a bit overweight, but still brilliant

A very well-

worked fusion of

good ancient and

necessary

modern

74

Speedo LCD shows time, range, mpg and

similar useful stuff. Mirrors work really

nicely. Below: subtle ABS accoutrements

Most of the silencing

happens under the bike.

That’s how the pipes

look so good

UNTIL YOU KNOW better, the all-new 900cc Street Twin looks very like the 1200cc T120. But don’t be fooled. The 900 is 26kg lighter, 30mm shorter and 35mm lower at the seat. The fuel tank is 12 litres rather than 14.5, there’s only one disc, you get a solitary speedo and have to make do with five gears rather than six. In short, it’s the budget

model, gunning for the same price point and emotional appeal as Kawasaki’s W800, Moto Guzzi’s V7 variants, and Ducati’s rather pricier Scramblers.

What the Street Twin shares with the 1200 is the wondrous packaging: boring stuff tucked away, traditional bits on show (though it does without the bigger bike’s pseudo-carb). There’s the same ultra-clean frame design with its thick black paint; same superbly-finished tank and mudguards; same gleaming fasteners and general air of solid quality. ‘It reminds me of a roast dinner,’ says Bike’s art editor Paul Lang. ‘You know where everything is. The tank is the beef. The engine is the roasties. The seat is the gravy. Next to it my Ducati Monster 900 looks like a big plate of Bolognaise spaghetti, with wires and cables spilling out everywhere.’

Other riders say the same thing, though without sounding like they’ve been eating magic mushrooms. ‘It’s everything the ’69 Bonnie isn’t,’ said my mate Dave, who owns a Triumph T140 and Suzuki DL650. ‘Oil tight, integrated design, easy to look after.’ And it’s true: the Triumph’s smooth surfaces make it easy to clean. It’s even got the bigger bike’s lopsided 270-degree firing interval. It sounds good on the standard stainless silencers, though it’s more V-twin than the regular-firing Meriden Bonnie’s growl.

So how does it go? You might think a 900 twin would deliver great gobs of torque. A short spin would disabuse you of that notion. It’s certainly a sweet engine, as smooth and flexible as you could possibly want. But select first, rev the nuts off it, repeat four more times and you’ll find the speedo needle just about nudging 100. That’s pretty much all there is, or maybe 110 down a hill. I mention this not because it’s important to reach these speeds on a bike like this (it isn’t) but to show that the 900 is actually quite ordinary. Triumph claim 60 lb.ft at 3200rpm, and a mere 54bhp at

5900rpm. My 1998 Ducati 900 twin, which has almost as much torque, makes 80bhp. OK, the Street Twin is about satisfying low-rpm performance, and it has plenty of that. But bikes are also about overtaking cars and having a blast. I just end up thrashing it everywhere like an LC.

The engine mapping is more of an issue. Most of the time, in the bottom two thirds of the rev range, there’s a harsh transition between wide open and shut. Say you’re approaching a bend. You roll off a bit, and instead of going neutral the engine lurches into overrun. It’s a classic emissions-related problem that affects dozens of bikes, but it’s particularly annoying on the Street Twin. On an older bike you could book it in for an ECU reflash at an establishment like BSD Performance. But Triumph’s Haydn Davies points out that Triumph ECUs already contain the EU-mandated anti-tamper function, and a remap will cause a shutdown that only the factory can reset. I suspect, or at least fervently hope, that Triumph can improve it by loading better software into the ECU at

service time. I think the suspension is

disappointing for a seven grand bike. The 1200 steams over rough tarmac like an ocean liner, but the Street Twin is more stiffly-sprung for its weight, and kicks off bumps rather than soaks them up. It doesn’t load up like the 1200 in

corners either, so getting to a decent lean is a more nervy affair, particularly on poor roads. Neither Paul nor I can scrub the rear Pirelli all the way to the edge, or touch down the footrests, whereas on the T120 you’d be rude not to. I certainly never troubled the traction control, but with the soft power delivery it’s hard to see how you could.

The single disc is fine; there’s less feel than a twin setup, but still enough power. It has decent ABS too, stopping the bike without the kangarooing jerks that were often a hallmark of earlier systems.

It’s pretty clear that the Street Twin is aimed at peaceful souls: older folk returning to biking, perhaps, or just guys and girls who don’t feel the need for speed. That crowd won’t be disappointed. The exceptionally low seat, docile power delivery and handsome looks combine to produce the most unthreatening of motorbikes. And it’ll obviously last for decades if you look after it.

‘The tank is the beef. The engine the

roasties. Seat the gravy’

Triumph Street Twin 900The acceleration won’t set your trousers on fire. But maybe that’s a good thing

7575

Normally he’d have stopped

to pick some flowers, but

sadly he was in a rush

Normally he’d have stopped

to pick some flowers, but

sadly he was in a rush

BONNEVILLES TEST

7676

‘It’s the Shere Khan of motorcycling – supple,imperious and devilishly handsome’

» Somebody once said that all motorcycle enthusiasts live somewhere on a spectrum. At

one end are the crazies who focus on the thrill and control; at the other end are the guys

and girls who appreciate the social bonds that bikes create. All three of these bikes are, to

a different extent, in the latter camp.

If spreading joy in the world (both yours and other people’s) is your sole objective, then

you can’t beat the original 650 Bonnie. Even harassed mums with pushchairs grin when

they see it. And you will grow tired of old geezers stopping you to say, ‘I ’ad one of them.’

You will also need time, tools and alternative transport for the days when riding a 1960s

machine is not a viable prospect.

The Street Twin combines 60% of the old bike’s charm with most of today’s mod cons.

It’s well made, easy to manage and as British as roast beef. It could perhaps do with softer

suspension, although the slight lack of ride quality is made up for with lighter handling

than the heavier, taller T120. Most of the Bike staff think it’s better looking, too.

But the winner – just – is the luxury liner T120 Bonneville. The look is right, the paint is

thick, the details are superb. And it has the heart of a whale. True, it’s as softly tuned as

the 900. But it’s got so many ccs that it’s still quick enough anyway. With its long, linear

torque delivery it would make a brilliant flat track engine. It’s equally at home

slingshotting round corners with the footrest on the floor, or tootling past a primary

school. It’s the Shere Khan of motorcycling – supple, imperious and devilishly handsome.

Verdict

BONNEVILLES TEST

777777

S P E C I F I C A T I O N S T R I U M P H S T R E E T T W I N T R I U M P H B O N N E V I L L E T 1 2 0 1 9 6 9 T R I U M P H B O N N E V I L L E T 1 2 0

Contact triumph.co.uk triumph.co.uk n/a

Price £7420 otr (£7300 in plain black) £9600 otr £6500-£12000

Typical finance Triumph TriStar PCP: £1975 dep, 36

months £85, final cost £3750 – total

payable £8600 (estimate only)

Not yet available Just scrape those readies together

(man)

Engine DOHC 8-valve parallel twin DOHC 8-valve parallel twin pushrod 4-valve parallel twin

Bore x stroke 84.6 x 80.0mm 97.6 x 80.0mm 71.0 x 82.0mm

Capacity 900cc 1200cc 649cc

Transmission five speed, chain six speed, chain four speed, chain

Power (claimed) 54bhp @ 5900rpm 79bhp @ 6550rpm 49bhp @ 6200rpm

Torque (claimed) 59 lb.ft @ 3200rpm 77 lb.ft @ 3100rpm 40 lb.ft @ 4500rpm (est)

Frame steel tube cradle steel tube cradle steel tube cradle

Front suspension 41mm fork, no adjustment 41mm cartridge fork, no adjustment tele fork, no adjustment

Rear suspension twin shocks, adjustable preload twin shocks, adjustable preload twin shocks, adjustable preload

Brakes (front/rear) 310mm disc, 2-pot caliper/

255mm disc, 1-pot caliper

310mm discs, 2-pot calipers/ 255mm

disc, 1-pot caliper

8in TLS drum front/

7in SLS drum rear

Rake/trail 25.1°/102.4mm 25.5°/105.2mm 24°/90mm

Wheelbase 1439mm 1445mm 1403mm

Weight (claimed) 198kg (dry) 224kg (dry) 165kg (wet)

Seat height 750mm 785mm 775mm

Tank size 12 litres 14.5 litres 11.35 litres

Economy 60mpg/158 miles 54mpg/140 miles 50mpg/100 miles

Electronics ABS, traction control, USB socket ABS, TC, rain mode, heated grips er... Zener diode

Bike rating 9 / 10 9 / 10 7/ 10

79

Ducati canteenGreat motorcycles are not built on empty stomachs. Which

is why, every day at noon, the bell rings and the good peopleof Ducati head for their just desserts…

By John Westlake Photography Alberto Cervetti

INS DE

UNHEARD IN THE Ducati canteen, a bell rings out on the Monster production line at 12 noon. Minutes later workers start pouring through the canteen doors. Some glance up at a screen showing

today’s menu then swerve left towards the hot food or right into the fast lane serving salads, meats and fruit. But most don’t bother looking, they just head straight for the hot food counters.

Ducati Corse race mechanics in their posh red jackets mingle with production line workers in their grey polo shirts. It looks chaotic, but isn’t – just when the queues reach the canteen doors, they subside and quickly dwindle to nothing.

Ducati employs 1200 people here in the Bologna factory so there has to be some form of order at lunchtimes. Each of the four production lines (one engine, three bike assembly) have their lunch hour off-set by 15 minutes, with other departments scheduled into later time slots to give a steady flow from 12 until 2pm.

Each worker carries a time card which clocks them in and out. It also keeps tally of what they had for lunch and knocks it off their monthly salary – a month’s meals rarely comes to more than 10 euros.

TH E FOOD

This Thursday is roast chicken day so the canteen smells rather like a KFC. The atmosphere and food, on the other hand, is that of an upmarket motorway services with an ambitious chef. So beside the piles of roast chicken and chips you have stuffed zucchine and an artichoke pie (both delicious). You get a selection of starters too, with a pasta ragu sitting alongside a local speciality dish called Passatelli Brodo

– extruded eggy bread tubes in chicken soup (tastes good, looks a bit like fishing bait). Instead of piling everything onto one plate you collect bowls as you go round, doing that continental thing of keeping everything separate, so you end up with a plate of chicken, a plate of veg and a bowl of Passatelli Brodo. Disappointingly, there are no Ducatisms. We were hoping for a Monster portion of Scramblered eggs at the very least.

INSIDE DUCATI CANTEEN

DANIE LE PUNTORIE RI, 29

WORKSHOP MANAGER

I’ve worked here for six years on all four production lines. That’s where you learn how to build different bikes. I studied to be a mechanic at college in the south of Italy and was contacted by an agency looking for workers for Ducati.Now I run the workshop looking after the press fleet and show display bikes, and I also prepare the bikes for the Ducati Riding Experience. When you show that you are good at what you are doing at Ducati, then you get the chance to move on – the best time for me was when I was involved in the development of the Superlegerra for production.

Now I use all the knowledge I have but my aim is to work for Ducati Corse in MotoGP. That is the dream. FAVOURITE DI SH: Chicken and chips.

Hair erection:

clearly working at

Ducati is exciting in

all kinds of ways

Hair erection:

clearly working at

Ducati is exciting in

all kinds of ways

No Spam fritters, no

steamed pudding

and custard. What on

earth is wrong with

these people?

No Spam fritters, no

steamed pudding

and custard. What on

earth is wrong with

these people?

Bowling for soupBowling for soup

The Great Ducati

Bake Off

The Great Ducati

Bake Off

80

‘A template for the Ducati Caffes that are springing

up all over Italy’

81

TH E DUCATI CAFFE

This adjoins the canteen and is where you go for your espresso after lunch. It’s a template for the Ducati Caffes that are springing up all over Italy, so is far more stylised than the canteen. Europop blares out, there’s footy on the big screens and a patio for the smokers. Some of the Caffe’s cooler crockery has had to be removed though. At first, espressos were served in beautiful little Ducati-branded cups but so many got pinched they keep those set aside for honoured guests now.

LEONARDO SE M FINO, 36

PRODUCTION LINE WORKER

When I started a year ago I was on the Panigale production line, working at several stations on the line. I love working at Ducati – though it’s big, it still has a family feel. Unlike some of the guys, I have always been into bikes. My first was a Monster 900 and I’ve always loved Ducatis. I now have a Streetfighter, which I have had since 2010. It is my perfect bike (gets out phone and shows numerous photos of the bike, a significant number of which involve burn-outs). I want to get more involved in Ducati around the world, perhaps working preparing bikes for foreign shows or working for Ducati Corse. FAVOURITE DI SH: Cotoletta alla milanese.

Post lunch arm

wrestling session

screams innovation.

Bike correspondent

Westlake pictured

letting the side down

Post lunch arm

wrestling session

screams innovation.

Bike correspondent

Westlake pictured

letting the side down

82

BIKE BY TH E CH ECKOUT

The posters and prints around the walls of the canteen are all from the modern era, with pictures of racers (particularly Casey Stoner and Troy Bayliss) and road bikes – the Scrambler wall hanging is in pride of place by the hot food counter. However, on a plinth in the centre of the canteen by the checkout lady is a reminder that there was life before electronic ignition and Australian nutcases. It’s a 1962 Ducati Diana 250, one of the fastest Italian bikes around at the time.

Admirably

orderly queue.

Carry on chaps,

carry on

Admirably

orderly queue.

Carry on chaps,

carry on

Cheap

bikes, great

food, life is

good if you

work for

Ducati

Cheap

bikes, great

food, life is

good if you

work for

Ducati

KETTY CH IAVEGATO, 46

SALESPERSON IN FACTORY STORE

I’ve been working here for 16 years and Ducati is in my heart. I even live in Via Panigale! (This is just round the corner from the factory – Ed). For four years I worked on the production lines, mostly on the engine production line because that’s where most of the women work – we are better at fine, detailed jobs, and don’t get bored as quickly as the men so our quality is higher. Then I moved to selling bikes in the store attached to the factory.

I have seen many changes with the owners over the years– first the Texas Pacific Group, then Invest Industriale, who are Italian, and now Audi.

Now is the best time to work here. We are selling more bikes than ever so there is a feeling of confidence. FAVOURITE DI SH: Meat/fish, steamed veg.

INSIDE DUCATI CANTEEN

RIGON ROBE RTO, 60

HEAD OF SECURITY

I have worked here for 39 years, all the time on security. When I started in 1977 they used to make around 17 bikes a day and there were 150 people in the factory. Now we make almost 400 a day and there are 1200 people. Also, when I started, the company was the property of the state so when it moved to private ownership with the Castiglioni family, that was a big change because the company had to make money without support. There were times when the workers were sent home because there was not enough work – they were paid 70% of their salary to stay at home.

Mostly my job is controlling who goes in the factory because we have had problems with some suppliers taking pictures where they shouldn’t and we check workers are not taking components home.

My wife works in the quality control department and we share a bike. Ducati allows you to buy a bike cheaply, with all insurance paid for and then you can swap it for another one in six months, so we do that. We currently have a new Monster.FAVOURITE DI SH: Fish and chips.

TH E UNIFORM

Each worker gets three T-shirts, two jumpers, two pairs of trousers and a pair of safety shoes which they are obliged to wear (though not all at once). Most T-shirts are clean – rarely do they look like clothing that has been involved in building motorcycles and most are grey with small Ducati logos. There is no apparent hierarchy, but then at 12.30 Ducati Corse come in, with their red jackets and sweatshirts. These are the elite, Ducati’s special forces. There’s 150 of them, but plenty are out on active duty with the MotoGP and WSB teams so only a couple of dozen can be seen in the canteen. Working for Corse is the aim for most here.

DE DICATION

Clichés exist for a reason, because in the main there is some substance behind them. Dedication and passion are two such clichés long associated with the Italian bike industry. And it takes some serious dedication to get yourself a Ducati tattoo. Clearly the pain, suffering and expense involved were well worth the effort. Hard to imagine a similar scenario at the Lexmoto facility. No matter how good the food in their canteen might be.

TH E HALL ITSE LF

The canteen was built in 2002 and was originally part of the factory so it has the same high-arched ceiling with skylights that give it an airy feel. It’s also slap bang in the middle of the Ducati site – you get to it by walking down the long access corridor where Ducati’s first tiny mopeds were speed tested in the 1950s. Now the centre of this thoroughfare is for forklifts carrying wheels, tyres and anonymous boxes, with pedestrian walkways on either side.

Happy in

her work,

and who

wouldn’t

be bearing

in mind

Ducati’s

recent

runaway

success

Happy in

her work,

and who

wouldn’t

be bearing

in mind

Ducati’s

recent

runaway

success

The long walk

to the canteen:

anticipation is

everything

The long walk

to the canteen:

anticipation is

everything

There are uniforms and

there are UNIFORMS.

This one is the latter

There are uniforms and

there are UNIFORMS.

This one is the latter

83

‘ I was more into racing cars before I joined but I’m going to buy a bike

this summer’

‘ I was more into racing cars before I joined but I’m going to buy a bike

this summer’

‘ I was more into racing cars before I joined but I’m going to buy a bike

this summer’

84

TOM MASO NATALE , 28

PRODUCTION LINE MANAGER

I am in charge of the Monster and XDiavel line so my job is to ensure that my line hits its targets in terms of safety, quality and performance. My previous job was working for a pharmaceutical company as a process supervisor. I started at Ducati in September last year, so I’ve only been here seven months.

This job has made me fall in love with bikes – I was more into racing cars before I joined but I’m going to buy a bike this summer, though probably not an XDiavel. Perhaps a Scrambler. I now manage about 150 people and we have to make 150 bikes a day at the moment – 70 of them are Monsters, 80 are XDiavels. We will keep this rhythm through March and then in April the numbers will drop to 120 bikes a day (March is the peak month supplying dealers for the summer buying boom). The most difficult part of my job is managing the people because they make the difference, and my success relies on them.

Because I am young compared with some of the workers, I rely on having credibility with them – I need to be a leader, not a boss. I have to be the first one to confront problems. It’s all about actions, not just words. FAVOURITE DI SH: Fish and mashed potato.

CANTE E N FACTS

1450 meals served (200 more than there are staff – we assume this is because of guests rather than pigging out), 130kg of fresh pasta, 40kg of veg, 100kg of potatoes,50kg of turkey, 20kg of ragout.

CANTE E N FACTS

1450 meals served (200 more than there are staff – we assume this is because of guests rather than pigging out), 130kg of fresh pasta, 40kg of veg, 100kg of potatoes,50kg of turkey, 20kg of ragout.

CANTE E N FACTS

1450 meals served (200 more than there are staff – we assume this is because of guests rather than pigging out), 130kg of fresh pasta, 40kg of veg, 100kg of potatoes,50kg of turkey, 20kg of ragout.

INSIDE DUCATI CANTEEN

Team colours throughout: rumours

regarding genetically modified red and

white cucumbers have been denied

Lifetime warranty to original purchaser. Calls may be recorded for training/security purposes. Prices correct at time of press and exclude delivery. E&OE

Distributed in the UK by HPSQuantity dealer pricing availableHPS • Derwent House • Alfreton • Derbyshire • DE55 7BP • UK

www.BikeHPS.com

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Moto-Guzzi respond to the increasingly rumbustious retro market with the Roamer and Bobber. And they’ve stuck with air-cooling… By Mark Williams Pics Marco Campelli and Sebas Romero

Moto-Guzzi respond to the increasingly rumbustious retro market with the Roamer and Bobber. And they’ve stuck with air-cooling… By Mark Williams Pics Marco Campelli and Sebas Romero

TWIN TREATS

STARTING AS I mean to finish, these new Guzzis are very nice. They’re also really new, not merely a simple re-hash of a previous model. Which isn’t something one can often say

about Moto-Guzzi. Or any established Continental marque. This newness is largely down to the dratted Euro 4 regs which substantially up the ante emissions-wise and while other manufacturers’ 2016 models resort to liquid engineering to lessen the environmental woe, Guzzi have stuck with air-cooling.

What’s also significant, if perhaps not nice if you’re an old-school Guzzisti, is that the Italian company is the first major manufacturer to wholeheartedly embrace the stripped-down, fat-wheeled fashion that is bobberdom, by designing and calling one of their new V9-powered models, well, the Bobber. But the other one is christened Roamer which is something else entirely, although I’m not sure what. A lightweight, everyday cruiser, perhaps?

Both bikes are actually very similar except for their wheel-ware. Their engines, which for an 853cc item put out a modest 55bhp, sit in a typical twin downtube Guzzi chassis with removable bottom rails and adjustable twin-shocks married to non-adjustable front forks. Fuel injection, ABS and three-stage Traction Control (governed by the leveraging of the individual ABS circuits)

are sops to Euro4 and contemporary trends respectively. And, as befits the style of both bikes (which is pleasingly, cleanly retro) there’s but a single instrument pod, albeit with a plethora of info available at the prod of a gloved left thumb, though annoyingly this doesn’t include engine revs. (There’s a USB connection and a smartphone app that supplies such data, but come on?)

Guzzi claim that there are 6250 of these when the engine hits peak power, which is some 13bhp less than their ‘old’ 844cc motor was delivering 750rpm higher up. But from dimly remembered experience I reckon that this new one delivers its power more smoothly and in a more linear manner than its predecessor. Plus, it has six instead of five gears to get it on the ground via a clutch mechanism far superior to Guzzi transmissions of yore, even the recent yore of Breva and Griso. Which all-in-all adds up to a much nicer and faster accelerating package.

The low rev engine shake of this transverse, 90° twin is still there of course which makes clutch slippage mandatory during low-speed manoeuvres. But, the fuel injection mapping and ignition timing ensure that above a not-very-high rev level these are smoother and really responsive bikes to ride – and easily-induced clutchless up-changes are a bonus. And because the seats are comfy and the suspension compliant without being soft, and well-

FIRST TEST MOTO GUZZI V9

Roamer (left) and

Bobber. And that’s

not the toolkit

behind them

Roamer (left) and

Bobber. And that’s

not the toolkit

behind them

87

E U R O E N G I N E E R I N G A T I T S D A N D I E S T

» Guzzi’s challenge with the V9’s engine was to make it E4 compliant

and retain the air-cooled character. This involved stroking the base

744cc Breva engine from 74 to 77mm. There’s a new barrel, piston

and head with a curved, lip-edged piston to increase combustion

efficiency, and oil jets to control piston temperature. Air flows

deeper into the barrel through holes at the front and cold air from

the airbox is drawn into the heads through a special valve. The

lubrication system is also new .

All this means cooler running

temperatures and cleaner emissions.

The torque curve is fit and flat, running

from approx 40 lb.ft at 2000rpm to a max

of 45.7 lb.ft at 5800rpm, that’s just 700rpm

below its 55bhp max power.

Also new is the primary drive design and a larger diameter clutch

actuated by a lighter control mechanism.

damped without being too jouncey, in most situations they handle very nicely. In most situations. Where they aren’t is on damp roads around seriously tight, steeply-graded corners, which brings us onto the geometry issue.

Both models have a rake of 26.4°, with the Roamer’s 19in front wheel offering 125mm of trail, while the Bobber’s 16-incher wearing its massive ContiMilestone tyre reduces that to 116mm. This makes the latter twitchier at low speed although with fashionable flatter, straighter handlebars, it’s as stable as the Roamer on its Sport Demons. It was therefore a tad ironic that Moto-Guzzi chose to launch the V9s on the early summer – for which read cold’n’damp – roads adjacent to their venerable Mandello

Del Lario factory on Lake Como. Over the decades I’ve

ridden these roads many times and by

no means exclusively on

Guzzis. The

‘Additionally impressive was build quality, the equal of anything else European’

Alpine hairpins thereabouts can be tricky to traverse smoothly or confidently but the Bobber, in particular, was an especially ungainly negotiator of such hazards. But this shouldn’t really daunt any prospective V9 owners because there aren’t too many tight, hillside hairpins in Britain. The Bobber’s ride also felt a tad stiffer.

But the suspension and rubberwear coped admirably blatting around the lake’s

bendy, largely well-surfaced perimeter, which compounded the fun of gunning these surprisingly rev-hungry but torquey engines in their light (199kg claimed), nicely balanced chassis. What’s more, the ergonomics are spot-on. The footrests are inclined slightly forwards, the ’bars – in either case – well sited and of course adjustable and the seats, although quite thin and in the case of the Bobber, short,

88

Snazzy two-tone

switchgear

Bobber - ungainly

negotiator of

Italian hairpins

Bobber - ungainly

negotiator of

Italian hairpins

FIRST TEST MOTO GUZZI V9

Roamer: Bike’s first

editor aboard new

V9 at Lake Como

Bike rating 7/ 10

Price £7989 (Roamer), £7999

(Bobber)

Typical Finance PCP: £1999 deposit, 36

months at £109, final fee

£3503. Total payable

£9419 (Roamer)

Engine air-cooled, pushrod,

2-valve, V-twin

Bore x stroke 84 x 77mm

Capacity 853cc

Power 55bhp @ 6250rpm

Torque 45.7 lb.ft @ 3000rpm

Transmission 6-speed, shaft

Frame steel, twin downtube

Front suspension 40mm, non-adjustable

Rear suspension swing-arm, twin shock

w/preload adjustment

Brakes (front/rear) 2 x 320mm discs, 4-pot

calipers / 260mm disc,

2-pot caliper

Rake/trail 26.4°/125mm (Roamer),

26.4°/116mm (Bobber)

Wheelbase 1480mm

Weight 199kg (dry, claimed)

Seat height 775mm / 30.5ins

Tank size 15 litres

Colours red, white (Roamer),

matt black w/yellow

stripe (Bobber)

Availability current

Bike verdict A quantum leap for Guzzi

engine-wise that doesn’t compromise its

V-twin heritage. Trendy looks, decent

performance and handling, plus keen price.

S P E C I F I C A T I O N S M O T O G U Z Z I V 9

eminently supportive during the relatively short time we were aboard. And although fuel consumption figures are still a mystery, with just a 15 litre tank you would never be sitting there for too long.

Additionally impressive, certainly compared with earlier Guzzi I’ve tested or owned was the build quality, which looked the equal of anything else European or Oriental. Keenly priced at £7999 (Bobber) and £7899 (Roamer), these new Guzzi are certainly an attractive proposition for enduring ownership.

Like more and more makers these days, the Piaggio-owned company offer an abundance of fairly pricey accessories so’s punters can personalise their products,

and they rightly make much of Guzzi’s heritage, the welcome lack of plastics and the claim that it’s all Italian-made.

So I stifled a laugh during the presentation when I noticed a Made In China sticker on the bottom of a Moto-Guzzi stainless steel mug. But as it’s between friends we will let that one slide, for now. Finishing as I started: these genuinely new Guzzis are decent bikes for reasonable money.

You want a rev counter,

you need a smart phone.

Now that’s retro irony

89

9090

Around the world without

quitting your job Thanks to fly-ride rental bikes it’s never been easier to have a real

adventure. All done and dusted in two or three weeks…By Ben Lindley

Adventure

The

Iceland with Simon Hewitt

» Iceland is wild. It’s the first

place we’ve ridden abroad

where we’ve had to stop and

stare at the scenery. The island is ringed by Route 1’s

tarmac, but turn inland at Grafarkirkja and you’re met by river

crossings and tracks galore. The liquid-cooled BMW R1200GS

copes well with deep river crossings – the air intakes are

positioned high so that the engine can breathe when water is

running well over the tops of the cylinder heads. Keep riding the

dirt tracks north west until you hit tarmac again on Route 32.

Stay in mountain huts. These are dotted all over the interior

and come with natural hot running water courtesy of the local

volcano. Don’t worry about booking in advance.

Paved roads can be dull in Iceland, but check out the twisty

Routes 360 and 435 close to Nesjavallavirkjun geothermal power

plant. Be careful of high winds, though, they can drive at 20 metres

per second and switch direction in an instant – pretty difficult to

cope with when you’re leaned into them on a dirt track.

» Test your off-road riding with Simon and Chris on their

Icelandic Adventure. Six days on a BMW F800GS will cost £2900.

Go to offroadskills.com for more information. Visit later in the

season after all the snow has melted. September is best. Return

flights will only cost £100. offroadskills.com

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Iceland: volcanoes and

Bjork. What more could

any adventure need?

Iceland: volcanoes and

Bjork. What more could

any adventure need?

9191

New Zealand: land of

Lord Of The Rings and

some of the best riding

in the world

Adventure

The

New Zealand with André Newlands

» Phenomenal riding roads with minimal traffic set against

a backdrop of movie-set landscapes and laid-back locals

who love sharing their country with visitors. Its small

geographic area is stuffed with turquoise blue lakes, alpine

passes, winding coastal roads, sub-tropical rain forest and

perfect surfaces. You’re also never days away from civilisation, so it’s

possible to have an adventure but still have easy access to petrol, food

and accommodation. This means you pack a lighter bike, which in turn

means you’re riding a better-handling machine.

Simply put, the North Island is ‘bush and beaches’ to the South’s

‘mountains and epic landscapes’. You can

get off-road on both. Ride out along the 90

mile beach at the top of the North Island, or

follow the Rainbow Road when it’s open to the public between Boxing

Day and 5pm Easter Monday.

» Ride one of André’s 44 BMWs on a Paradise Motorcycle tour. Going

on the 18-day North and South Island with a friend sharing a twin room

solo-riding R1200GSs will cost £5595. Flights cost as little as £550, but

avoid touring in the colder months between May and September.

Renting a R1200GS will set you back £122 per day.

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South Africa with Damon I’Anson

» The biggest difference

between riding here and most of

the planet is the space. The whole South African coastal

mountain range, which stretches 500 miles from Cape

Town to Port Elizabeth, is riddled with routes. On one side

lies the Little Karoo semi-desert and on the other the Garden Route.

The best riding – tarred and gravel – I’ve seen anywhere is in the

mountain Kingdom of Lesotho, a land-locked country rising above the

heart of South Africa. Miles of near-deserted snaking black-top that

make the most of the vast landscape. It’s proper Africa.

The prime reason for using a big GS in southern Africa is availability

of both bikes and spares. Every second bike out here is a GS and BMW

have by far the biggest dealer network. Range is an important factor –

250 miles between fuel stops is not uncommon. Tyre choice is super-

critical on the loose stuff, with big-block knobblies the way to go.

However, weight and grunt mean the big GSs mash dual-purpose

rubber at quite a rate. My advice: keep it nice and light.

» Ride with Damon I’Anson on a Blazing Trails Tour. Ten days costs

£1795, or £2445 flight-inclusive. Going solo? Try for £450 return flights

in spring or autumn when the weather is best. Hiring an R1200GS with

luggage costs around £100 per day. blazingtrailstours.com

‘The North Island is bush and beaches to the South’s

mountains and epic landscapes’

The ‘Outrun a Cheetah’

option costs extra

A D I F F E R E N T K I N D O F A D V E N T U R E

» The GS Trophy is not a race,

insist its organisers. But it’s

certainly a competition and an

alternative way to see the

world without quitting your

job. It happens once every two

years, each time in a new

off-roading mecca, and

comprises a week of tough and

technical trail riding on nearly-

standard R1200GSs – 114 bikes

in total take part. The first

event took place in Tunisia…

South America and Canada

have followed.

2016’s enduro-type event

made use of the trails

surrounding Thailand’s

northern city of Chiang Mai.

Routes like Day 3’s twisting 165

miles from Mae Hong Son to

Mae Sariang were pretty

tortuous. Team UK ended up

sharing second place with

Team Germany.

Teams are chosen in

regional qualifiers, and one

team from each country makes

it through to the international

event. The British qualifier is

usually in South Wales. As

there’s no Trophy until 2018, a

weekend GS Challenge takes

the place of this year’s qualifier.

It’s happening at the Walters

Arena in Wales 29/30 May and

costs £99. Teams or solo riders

are both catered for. There’s no

need to apply, just turn up with

the cash on the day.

offroadskills.com

Give it a go: BMW’s GS Trophy

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Moki Dugway, Utah:

steer clear of the tourist

traps for epic rides and

life-long memories

Moki Dugway, Utah:

steer clear of the tourist

traps for epic rides and

life-long memories

Moki Dugway, Utah:

steer clear of the tourist

traps for epic rides and

life-long memories

‘Top Of The World Highway in Alaska and the Yukon. It’s

challenging and twisty at times, but it’ll give you great memories’

‘Top Of The World Highway in Alaska and the Yukon. It’s

challenging and twisty at times, but it’ll give you great memories’

‘Top Of The World Highway in Alaska and the Yukon. It’s

challenging and twisty at times, but it’ll give you great memories’

Adventure

The

North America with Richard Millington

» There are epic distances to travel in North America, a

continent full of massive variety. Avoid Route 66 – which

was built as a trunk road and is best compared to the UK’s

A1 – and a wealth of different opportunities appear. Turn

off the tarmac just north of Mexican Hat in Utah and find

yourself in the Valley of the Gods. Race up the side of the nearest

mesa on the Moki Dugway, a dirt road full of hairpins.

Chances are you’ll drop the GS at least once on a long journey, but

they’re surprisingly easy to pick up. When they topple, the cylinder

heads rest on the ground, stopping the bike about 30° from

horizontal. It’s much easier to pick it up from that point, than haul on

another adventure bike that’s lying flat.

Further North, dirt roads become more

frequent. My favourite is the Top Of The

World Highway in Alaska and the Yukon. It’s

challenging and twisty at times, but it’ll give

you great memories: the tiny Dawson ferry operated by one man, the

outpost in Chicken, the dirt road on the way to Boundary where one

bloke serves you coffee. Only problem is, the border’s actually two

miles further up the road.

» Ride North America with Richard Millington’s Alaska and the

Canadian Rockies Tour. 20 days on a BMW R1200GS will cost £6495.

Book flights three months in advance to get the best deal and expect

to pay £830 for a return to Anchorage. motorrad-tours.com

PIC

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‘You can pull the throttle on the GS without fear of landing yourself in too much trouble’

Salar de Uyuni:

no matter what the

terrain, or altitude the

GS can handle it

Salar de Uyuni:

no matter what the

terrain, or altitude the

GS can handle it

96

Adventure

The

South America with Mirko Heilhecker

» Prefer riding on tarmac? The

best routes are definitely in

southern Peru. High mountains and curves all the way – no

traffic at all – and you can pull the throttle on the GS without

fear of landing yourself in too much trouble.

Ride east from Nazca on the 26A to Izcahuaca and then north to

Abancay and Cusco. That road is stuffed with corners and the tarmac is

very good quality – better than nearly anything you can find in Europe.

There aren’t many local cars, but watch out for buses. Peruvian bus

companies employ hell-drivers and as you might expect they don’t give

an inch. Nazca is close to the ocean, but as you head up into the Andes

it’ll hit 5000 metres above sea level. The GS handles the altitude much

better than my old carburettor-fed Honda Africa Twin, but it does lose

power as you ascend.

Want a serious challenge? Ride the Paso de Jama between Chile’s

Atacama Desert and Argentina. But when you get to the top of the pass

just before crossing into Argentina, take a small road north into Bolivia.

It’s a three-day ride through volcano, hot springs, and flocks of

flamingos. Take extra fuel because – surprise, surprise – there aren’t

any petrol stations .

» Ride South America with Mirko Heilhecker on Edelweiss’ Adventure

Altiplano Tour: 17 days for £4973. Or plan a solo trip in June, September

or October and fly to Santiago for £580 return.

O R R I D E Y O U R O W N

B I K E T O K Y R G Y Z S T A N

» Kyrgyzstan sounds like it’s at

the other end of the world, but

it takes just ten days to ride

there from the UK. Most of its

population is nomadic and live

in yurt camps. They’re a

friendly lot, even if you don’t

have any language in common

– with a bit of gesticulating

you’ll be invited in to eat and

sleep with a local family.

Getting there involves riding

through Ukraine, Russia and

flat Kazakhstan. The latter is

vast and if you’ve got time,

drop off the road and cut

corners wherever you want.

Some yurt camps are at

10,000 feet and get very cold at

night. Sheep dung fires work

well if you don’t mind the

smell, but don’t last all night.

Take a thick sleeping bag.

You can ride your own bike

to Kyrgyzstan and China with

Steve Hotson on a 66-day

journey. Check out

motoexplorers.co.uk for more

information.

You know it’s good when it yurts

PIC

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98

The UltimateRiding Machine

BMW Motorrad UK

bmw-motorrad.co.uk

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102 The Big Test» Yamaha’s XSR is the latest

retro to lock horns with the

fearsome Bike Big Test. 2750

miles it is then…

110 Your Adventure» Second Officer Royal Fleet

Auxilary Titus Drummond goes

in search of 800 year old trees

on Madagascar, on a £600

Chinese trail bike.

114 The Adventurer» The ups and downs of the

Lincolnshire Wolds… and the

coast. Your guide? Bike’s very

own Peter Boast.

116 New Products» BMW Rallye suit, retro leather,

Garmin satnav, Mitas tyres,

Schuberth E1 helmet and a

Meccano Ducati.

119 Kit Dealer» Café racer, customiser, classic

enthusiast or commuter. There’s

a quality open face lid for every

persuasion…

121 Instructor» Do wheelies and stoppies

make you a better rider? Well

yes, actually, they do…

122 The Tests» Every current bike we have

ridden with a score out of ten

and a cutting/postive comment.

126 Bike Life» Armitage family Enfield run,

reluctant Camel issues, narrow

nicking let-off and Monster

security resolved.

T H I S M O N T H

Riding technique tips, travel

destinations, buying advice

and workshop inspiration.

Come in…

Essential knowledge

102

103

Yamaha XSR700

2750 mile test

Inspiring and dependable cool, or curious mix of now and then that lacks true purpose? Bike spends four

busy months with Yam’s affordable retro twin

By Mike Armitage Photography Stuart Collins

and Mike Armitage

Yamaha XSR700

2750 mile test

Inspiring and dependable cool, or curious mix of now and then that lacks true purpose? Bike spends four

busy months with Yam’s affordable retro twin

By Mike Armitage Photography Stuart Collins

and Mike Armitage

Yamaha XSR700

2750 mile test

Inspiring and dependable cool, or curious mix of now and then that lacks true purpose? Bike spends four

busy months with Yam’s affordable retro twin

By Mike Armitage Photography Stuart Collins

and Mike Armitage

The Big Test

104

YA M A H A X S R 7 0 0 E S S E N T I A L D A T A

» The Yam is

grunty – there’s

5bhp more at

any given revs

than a Ducati

Scrambler,

with a thicker

torque spread.

They’re better

curves than a

Suzuki Gladius

or Kawasaki

ER-6 too (but

Suzuki’s 650

has more top

end). Gearing

is short (2nd

feels like 1st)

so there’s lots

of thrust in all

the gears. On

the road it feels

sweet shifting

between 5000

and 7000rpm

– using more

revs doesn’t

bring much

more speed.

3000 4000 50002000

20

10

30

40

50

60

70

90

80

100

6000 7000 8000 9000 10,000

P O W E R A N D T O R Q U E

T Y R E S

P E R F O R M A N C E T E S T I N G

49

MPGA V E R A G E

F U E L F I G U R E S

Tank size:

14 litresDistance to

fuel light:

120 milesRange:

150 miles

Contact yamaha-motor.eu/uk

Engine 8v DOHC parallel twin

Capacity 689cc

Fuel system injection

Transmission 6-speed, chain

Frame steel tube trellis/backbone

Front

suspension

41mm telescopic fork, no

adjustment

Rear

suspension

monoshock, adjustable preload

Brakes (f/r) 2 x 282mm discs, 4-pot/

245mm disc, 1-pot

Tyres (f/r) 120/70 ZR17 / 180/55 ZR17

» Pirelli’s Phantom is a modern tyre with a ’70s pattern. They’re

not like the latest sport touring stuff (no sipes, quite firm ride)

and can squirm on white lines in the wet, but have no grip, wear

or feel issues. We also tried Pirelli’s new Rosso Corsa III. It’s very

sporty and overkill on a bike that runs out of lean angle before

getting to the edge of its tyres. However, there’s more feedback

and ‘softer’ feel, even crisper steering and better wet confidence.

» Punch and low gearing make it easy to tool about

pulling wheelies, but the Yam gets away cleanly.

0-60mph it’s just 0.05s off a Ducati 1299 Panigale S.

Yes, really, and the XSR is way more consistent. Very

respectable roll-on time, and brakes are better than

expected – stopping from 70mph in 52m with ABS on

is sportsbike territory. The rubber-mounted bars

move a lot during an emergency stop, which feels

odd – it’s like the headstock is bending.

183kg

W E T W E I G H T

P E R F O R M A N C E

0-60mph: 3.77s

0-100mph: 10.12s

1/4 mile: 12.5s @ 107.3mph

Top speed: 119.8mph

(indicating 128mph)

40-80mph top gear: 7.61s

Braking 70-0mph: 52.4m

(ABS on)

S P E E D O A C C U R A C Y30mph: 27.8

60mph: 56.2

90mph: 84.3

Power

70.1bhp @ 8700rpm

Torque

48.1 lb.ft @ 6750rpm

Wheelbase 1400mm

Rake

24º

Seat height

815mm

Price

£6385 otr

Trail

90mm

F A C T S A N D F I G U R E S

» Bars are closer and wider than the

MT-07, the seat’s 10mm higher and

the tyres are stiffer – not big changes,

but they separate the XSR’s dynamic.

‘Leap out of corners in fourth with the gusto that needs second on revvier, heavier bikes’

NAKED BIKES ARE flourishing, with sales up year-on-year-on-year. Yamaha’s twin-cylinder MT-07 is responsible for a large chunk of this, its balance of price and ability a hit across Europe. However, the retro scene is also a booming part, with massive sales for Ducati’s Scrambler and tasty bikes from BMW, Moto Guzzi, Triumph and more. Aware

of this trend, Yamaha re-engineered the MT into the XSR700, a bike supposedly inspired by the XS650 of the late 1960s. ‘Takes the best of design from Yamaha’s history but is very much the motorcycle of tomorrow,’ says the marketing. More interested in today than tomorrow, we’ve spent four months piling over 2750 miles onto the XSR to see if this really is the best of both worlds.

On a short ride Just wheeling it around in a bike park you know it’s going to be a breeze to ride. The chassis proves light and super-manageable as soon as you set off, and with almost the entire torque reserve accessible at 3500rpm the 689cc twin is like an enthused puppy even on modest throttle openings. Few bikes give the XSR’s sense of eagerness. It just wants to play.

Cheerful sensations increase out in the countryside. Outright pace isn’t hot – it can’t top 120mph – but the free-revving XSR has short gearing and twisting the throttle always finds response. 0-60mph matches Triumph’s gruntier Tiger 800. Crack the gas at 40mph in top gear and it gets to 80mph as swiftly as Aprilia’s 1197cc Caponord. There’s real flexibility: go for a stress-relieving bimble and thrum politely in higher ratios; or thrash it, wheelie off the gas in first and second gear, and leap out of corners in fourth with gusto that requires second on revvier, heavier bikes.

Controls are light, from twistgrip and unadjustable clutch to gearshift, although the throttle has slight off-on snatchiness. You get used to it, though it will irk if you let it. Brakes are strong – stopping from 70mph in 52 metres is as good as the new Kawasaki ZX-10R, but the XSR lacks initial bite. It gets worse when the bike’s mucky or after lots of wet rides.

It’s smooth and perky on open A-roads, though stereotypical British Bs are where the Yamaha is at home. It’s only 186kg wet and the ’bars are wider than the MT’s, and changing direction never needs effort, and comparatively soft forks and shock mop up bumps like mechanical sponges. The ride’s a tad firmer than the MT-07 purely because of stiffer sidewalls on the retro tyres, but come from something even semi-sporty and the XSR feels squidgy for a few hundred miles. You then learn it’s good road suspension, masking shoddy resurfacing with a supple ride, and only gets wibbly ridden too fast down a rutted lane, or lobbing into corners as if you’re at Cadwell Park, not on the B676.

I enjoy the modern dynamic, but not everyone is convinced. ‘I look at the XSR and imagine a charismatic, relaxed ride, but it’s nippy and revvy and modern,’ muses Bike’s designer, Paul Lang. ‘Not sure I like that in a bike that looks retro. Yet at the same time I’m not as confident as on an MT-07. The MT feels like I can control it, boss it, have fun, but the XSR feels tall and flat, and you’re more upright. I’m perched on top and not as confident.’

On a long ride Sat upright with nothing to deflect the wind, the XSR is as naked as nakeds get. Clearly it’s not designed for bashing out big miles, although it’s not exactly unbearable on hefty rides.

105

Minimal weight, punchy

motor, easy ride – XSR gives

quick-access joy on B-roads

The Bike Big Test» No other magazine or website tests bikes as

comprehensively as Bike. Every month our

team of full-time testers puts serious miles on a

key bike, speed tests, dynos, weighs, and tries

tyres and accessories. It’s the UK’s biggest test.

A C C E S S O R I E S

» Festoon your XSR and show

you’re an individual. Yamaha

have umpteen official bolt-ons

– here are some that stand out.

» Fly screen: transparent or

dark tint. Locates over the

headlight for a small amount

of wind deflection. £111

» High-mounted exhaust:

stainless Akrapovic, titanium-

coated can. Needs optional cat

(£100) to be road legal. £1100

» Single seat: shorter solo

perch improves XSR’s lines,

but means no pillions. Ah well,

can’t have everything. £135

» Radiator cover: stainless

grill stops stones. Black alloy

edges make the prominent rad

look less imposing. £92

» Rear rack: perfect for safer

transportation of egg ’n’ cress.

Can only be used if you’ve got

the single seat (above). £80

106

The Big Test

Four

months,

wet winter

rides, and

hooter’s

decided to

turn orange

Four

months,

wet winter

rides, and

hooter’s

decided to

turn orange

Four

months,

wet winter

rides, and

hooter’s

decided to

turn orange

Furry bolts we can

deal with. But we

spy rust under the

paint on that weld

Furry bolts we can

deal with. But we

spy rust under the

paint on that weld

Furry bolts we can

deal with. But we

spy rust under the

paint on that weld

It’s good how

today’s bikes

are kind to

flowers and

butterflies.

Or, well, um...

It’s good how

today’s bikes

are kind to

flowers and

butterflies.

Or, well, um...

It’s good how

today’s bikes

are kind to

flowers and

butterflies.

Or, well, um...

Lamp and

seat have top

detailing

Lamp and

seat have top

detailing

Lamp and

seat have top

detailing

You’d never

believe we kept

it covered in

protective

spray. White fur

is everywhere

You’d never

believe we kept

it covered in

protective

spray. White fur

is everywhere

You’d never

believe we kept

it covered in

protective

spray. White fur

is everywhere

Rear pegs are the only

bungee points – we loop two

straps under the seat instead

Oil level barely

moved in 2000

hectic miles

Oil level barely

moved in 2000

hectic miles

Oil level barely

moved in 2000

hectic miles

Retro? Make bits

round. Display is

neat – and check

the average mpg

Retro? Make bits

round. Display is

neat – and check

the average mpg

Retro? Make bits

round. Display is

neat – and check

the average mpg

Brrrr. A long

sub-zero

weekend

outside and

the Yam fires

first touch

Brrrr. A long

sub-zero

weekend

outside and

the Yam fires

first touch

Brrrr. A long

sub-zero

weekend

outside and

the Yam fires

first touch

107

The riding position is more bearable on a motorway than the Ducati Scrambler we ran last year. Yam’s seat is more comfy than the Ducati and also the MT-07, and stays welcoming all day. At 70mph the XSR’s twin is quiet, calm and tingle-free. Increase speed, hold 85mph, and things are less relaxed: it’s doing around 5600rpm, which is only 600 or so revs more than a long-legged Triumph Explorer at the same speed, but the Yamaha feels a bit flustered and passes a few buzzy vibes through the footpegs.

On a 300-mile round trip to the London Bike Show at ExCel, I developed the habit of hooking the heels of my boots on the pillion footpegs for sustained high speed. Bum shuffled back, it tips you forward into a sports touring stance, making it easier to fight windblast. With a 14-litre tank there should be at least 150 miles with consistent multi-lane cruising, but the fuel light can ping on at 110 miles, so running-dry paranoia limits useful range.

Daily useFour months in and it still brings joy to open the shed and find the XSR. Partly because its slightly gangly form looks best viewed rear-three-quarter, and partly because you know you’re in for an effective, light-hearted scurry to work.

It’s not the perfect workhorse. Its clutch is light, but has no span adjustment and has developed slight grabbiness, especially when making quick-ish starts from the lights. (This has absolutely nothing to do with lots of second-gear wheelies.) The ignition is buried by the headlight, and with a fob on the key it’s fiddly to turn or extract, and editor Hugo notes that ‘wearing a full-face helmet you can’t see the display without physically moving your head’. Strapping on a bag has limited options too. There’s on-trend brown accessory luggage available, but

without this your bungees only have the pillion peg hangers to hook to.

Otherwise the 700 is a fabulous commuter. Easy-access drive and light-on-its-tyres handling mean even short morning rides are invigorating and fun, without speed or heroics. Nimble, slim and with fine feel for what’s going on, you thread lines of traffic as if riding a supercharged moped. The sidestand is easy to deploy. Slightly higher ’bars than an MT clear most mirrors while filtering. Grunt and ability to rev lets you hold one gear in a stop-start ring-road race. Mirrors aren’t the best, but they’re good. With normal use (brisk, then) the XSR does 49mpg; breeze along nearer the speed limit and the frugal twin gives 62mpg over a mixed route. So range goes to 190 miles, with many commutes between fill-ups. You get pretty accurate average economy info, with real-time economy, a fuel gauge, two trips, time, engine and air temperature, plus an ‘eco’ logo when you’re dawdling. A fuel trip is automatically shown when you get to reserve – not as handy as remaining range would be, but better than my memory for knowing how far I’ve been with the warning flashing.

Riding at night It might be fashionably old-fashioned and round, but the Yamaha’s protruding headlight is very good. Dip has a wide spread, main beam is excellent. Pity the white-ish dash is too bright – you have to spend longer than you’d like looking at it while your eyes adjust, or end up doing a series of glances. I also find it reflects inside my visor unless I make myself more prone, and is worse with a Pinlock visor insert (I know you’re not always supposed to use them at night, but c’mon – do you stop and take yours out when the sun buggers off?).

‘Even short morning rides are invigorating and fun’

Take inspiration» Yamaha gave Sport Heritage models to European

dealers for a ‘Yard Built’ custom competition. Amid the

predictable deluge of scramblers was this ‘Sixtynine’

XSR built by WS-Motorradtechnik in Austria. Love it.

108

S E R V I C I N G

» 600 miles:

change engine oil and oil filter,

clean air filter, synchronise

injection, safety checks (hoses,

controls, brakes, steering).

Cost: £99

» 6000 miles/one year:

change oil and oil filter, clean

air filter, clean and re-gap spark

plugs, safety checks.

Cost: £199.

» 12,000 miles/two years:

change oil and oil filter, clean

air filter, new spark plugs,

grease head bearings and

swingarm linkage, checks.

Cost £249.

» 18,000 miles/three years:

as 6000-mile service.

» 24,000 miles/four years:

as 12,000-mile service, plus

change air filter, and check and

adjust valve clearances.

Cost £459.

Typical prices from Webbs

Yamaha (01733 223444). The

600-mile service cost is if

you’ve bought the bike from

them – add another £50 if not.

In addition to this schedule the

XSR700 needs new brake fluid

every two years, new coolant

every three, and the brake

hoses changing every four.

The swingarm pivot needs a

dap of grease at 30,000 miles.

P AY F O R I T

» Yamaha offer their own

finance through MiYamaha.

Typical examples:

» Hire purchase (three years):

Deposit £1345, 36 monthly

payments of £138.45, total

amount payable £6980.

» PCP (three years):

Deposit £2000, 36 monthly

payments of £86.85, final fee of

£2291*. Total amount payable

£7410.

*pay fee and keep the bike;

alternatively part exchange it

against a new bike, or return it

and walk away.

The Big Test

108

Keeping it shiny Before the XSR turned a wheel we larruped it with Putoline’s PPF-52. This is an anti-corrosion spray that stops road salt from attacking, makes it easier to wash dirt off, and is rather handy for applying a glossy shine to both chassis and bodywork. We’ve used it on loads of bikes and know it works. However it seems the thin paint and plating Yamaha have used can’t be saved.

There isn’t a fastener, from pillion peg to brake banjo bolt, that isn’t hidden behind deep-pile white fur. The gearshift looks like it’s been coated in glue and dipped in talc, and the shock linkage appears 20 years old. A good clean, a fresh coat of spray, and most parts look good again – although get close and surfaces are lightly pock-marked. And fur grows back.

The chain went orange as soon as it rained, although it’s only the sides of the plates; the lubed-up rollers are good. Pity about other rust evidence – screws in the bar-end weights are orange, the underslung exhaust collector quickly got ugly, and there’s a glimpse of orange under the paint on a couple of small brackets.

I know Yam need to save cash somewhere to keep the price attractive (the XSR undercuts Triumph’s Street Twin, Ducati’s Scrambler and Guzzi’s V7), and I’d rather have a great dynamic and less-fine finish than vice versa, but it’s disappointing. Body and wheels look box-fresh, and nowt’s gone wrong or come off.

In your garage No oil has been used since changed at the first service. Nice to have an easy-read sightglass that’s on the same side as the stand – gives more confidence when kneeling and holding the bikeup to check the level (engine off, oil warm). Despite looking knackered the chain hasn’t needed more than a couple of small adjustments, with simple twin-locking-nut adjusters. The design of the cups around the spindle on the swingarm makes it fiddly to use a paddock stand, though. The battery’s under the seat, easy to attach accessory gubbins to (and no issues with powering stuff), and there’s a decent toolkit. The lock release for the seat gets mucky, mind; keep it clean or the key won’t slide in or turn.

Yam has post-

thrum breather in

ExCel at The MCN

London Bike Show

Yam has post-

thrum breather in

ExCel at The MCN

London Bike Show

Yam has post-

thrum breather in

ExCel at The MCN

London Bike Show

Slim build, high

bars, small light –

XSR looks like an

XV950 head-on.

Pegs easy to drag

Slim build, high

bars, small light

– XSR looks like an

XV950 head-on.

Pegs easy to drag

Slim build, high

bars, small light

– XSR looks like an

XV950 head-on.

Pegs easy to drag

A LT E R N A T I V E S

Ducati ScramblerPros: very fashionable, plenty

of feel-good, lots of nice details

and touches, pleasing noise,

must-have name on the tank.

Cons: comfort isn’t too good,

suspension is a bit crude, and

two grand more than an XSR.

Price: £8531 PCP deal: £2115

deposit, £99 for 36 months, final

payment £4027. Total payable

£9706.

Suzuki SV650Pros: fruity V-twin with strong

top-end, bulletproof reputation,

safe handling, super-cheap.

Cons: modern styling is a bit

nondescript and hasn’t XSR’s

charm. Not very different to the

old SV and they’re cheap used.

Price: £5635. PCP deal: £1104

deposit, £95 for 36 months,

final payment £1982. Total

payable £6506.

Triumph Street TwinPros: rich low-rev stomp, classy

looks and finish, very easy to

ride, sounds brilliant... and let’s

not forget that Bonnie heritage.

Cons: not as keen and eager as

the XSR – it’s a more old-school

feel. Um... that’s about it, mind.

Price: £7420 PCP deal: £1975

deposit, £85 for 35 months, final

payment £3750. Total payable

£8600 (estimate only).

109

‘No disputing the ability of the perky

but practical, fun yet friendly XSR700’

‘No disputing the ability of the perky

but practical, fun yet friendly XSR700’

‘No disputing the ability of the perky

but practical, fun yet friendly XSR700’

Bike rating 9 / 10

Order yourself a Big TestBikes include Triumph Tiger 800XCx (May ’16),Kawasaki Versys (Apr ’16), Aprilia

Caponord (Mar ’16), Ducati Multistrada (Feb ’16), Ducati Scrambler (Jan ’16), Suzuki GSX-S

(Dec ’15), KTM 1050 (Nov ’15), Yamaha Tracer (Oct ’15), BMW R1200R (Sep ’15), KTM RC390

(Aug ’15), Yamaha MT-07 (Jul ’15), Honda VFR800F (Jun ’15)... and many more.

Download back issues for your iPad or Android device, or call 01858 438884.

VerdictNo disputing the ability of the perky but practical, fun yet friendly XSR700. Its light-hearted air makes me look forward to every ride. Rapidly looking scruffy is a pity, though you can argue it’s not supposed to be an all-weather all-rounder – and if you ride all year you’ll want a fairing anyway. Langy hasn’t warmed to the mix of old and new (‘The Ducati Scrambler and Triumph Street Twin are modern evolutions of old designs, but the Yam is a shellsuit made of tweed’), and the looks haven’t pleased all – my brother Nick says it looks like an RD350 that’s crashed into a washing machine and deck chair. I’m convinced by the modern dynamic and trad’ looks however, and as a bike for frequent mixed-purpose use it’s better than a Scrambler. Being a tight-arse I’d buy an MT-07 instead and save £900, but Hugo is smitten: ‘The better seat and better-looking tank swing it, even for a style cabbage like me.’ What a cracking motorbike.

Good scrub, some

PPF-52 spray, and

the 700 comes up

shiny. But the fur

slowly returns

Good scrub, some

PPF-52 spray, and

the 700 comes up

shiny. But the fur

slowly returns

Good scrub, some

PPF-52 spray, and

the 700 comes up

shiny. But the fur

slowly returns

Second Officer Royal Fleet Auxiliary Titus Drummond sails the world for a living and enjoys his shore leave in exotic far flung corners of the globe. This time it’s Madagascar…

AFTER TWENTY-FOUR HOURS drinking Three Horses Beer, getting my camera stolen, sitting over twelve hours on a minibus, exploding in some of the scariest

toilets on the planet – and explaining to the Madagascan hire shop that I intended to ride their Honda round the island – they withdrew their offer and told me to bugger off. Their excuse? It was the rainy season and most of the roads were impassable. I tried countering that these were exactly the conditions their little SL200 was designed for – but I found myself sitting on the pavement, their door slammed behind me.

An hour later I was in a little bike shop and had selected a lovely Milango 150 Chinese trail-bike-looking-thing – just over £600 brand new.

After a week of sitting on a toilet I decided to risk it and depart Mahajanga, bypass the capital, Antananarivo (Tana), and head south-west for my mystical Avenue of the Baobabs (a journey of probably some 600 miles). I obviously didn’t have a road map, I’d given zero thought to what the weather might offer and I knew I wouldn’t make Tana in a day. But, slightly annoyingly, I didn’t even get halfway. I was stopping every five minutes, mostly to rescue bloody chameleons from the road. I mean, what did they do before I arrived?

The first chameleon I rescued was dithering about in the middle of the road. There was a distant lorry getting larger and larger so I panic-parked the bike, leapt off and went charging into the road. The thing was massive, about two feet long but as I went to snatch it up (geriatric English tourist savaged

by local wildlife) it scarpered off to the safety of a tree. The two guys in the lorry gave me lots of encouraging hoots – but never slowed down. Later on I found a big brown snake, presumably venomous, a skinny little one that was leaping about like it was on a hotplate and, finally, and beautiful but dead rock python which had exploded at the point where a recently consumed rat had been. Yeuk. I also had to brake hard to avoid a two-foot long monitor type lizard who was going hell for leather to cross the road and then, for absolutely no reason at all – right in front of me – stopped dead. And later on I got swathed in butterflies.

Having no map I had no idea about ‘big’ towns, petrol stations (or anything

really) so I just filled up every time I saw a petrol station. I think I did 120 miles on one stretch, but this is a desolate part of the country and if you run out you might just be in the deepest do-do.

I pulled over to check my bungee straps at one point and a man appeared with an axe to ask for money. He didn’t get any.

A bit after lunchtime I came to a flooded road that had successfully stranded the majority of traffic. As I came closer to the mêlée all the excitable young bloods leaped forwards shouting and gesticulating to explain that the road was impassable (imagine Kenny Everett saying it) and I had to force my way through the crowds, to check it out.

I assessed the situation. No problem. I started forward. I was quite happy until I discovered I couldn’t lift my feet to put them on the foot pegs because a number of the young men had decided to cross with me and wouldn’t let go of the bike – and were making it completely unstable. I stopped, turned round in the saddle and shouted at them to ‘let go and go away’. Surprisingly, they got the message and complied. It was only then that I realised there was a second point of flooding, much more powerful than the first, and I would need those guys if I was to get across this next stage. They were more than happy to swarm around me again and this time their efforts literally saved my ass. About four of them had to put

their full weight against the side of the bike to combat the opposing force of the current. The bike was at such a steep angle my right foot couldn’t get even close to the ground (very disconcerting) but I

kept a light throttle on and they kept me from falling – and they got me across. Of course, we then had to have a row about how much money I should give them. But we parted as friends.

I celebrated my 57th birthday in the Imperial Hotel in Antsirabe. Bollocks, I didn’t want to be 57. I’m around 330 miles short of Morondava (and the Avenue of the Baobabs) and I’ve discovered that Madagascan fillet steak (zebu) is the best in the world. To celebrate I drank numerous Three Horses Beers, had a double steak and chips and watched the first three ever episodes of Captain Scarlet (on Youtube). Does it get any better?

And all this just to see a tree…

110

Your adventure

‘There was a distant lorry so I panic-parked the bike, leapt off and went

charging into the road’

Now that’s

commitment

Now that’s

commitment

Good Karma, Karma,

Karma, Karma, Karma

from rescued chameleon

Good Karma, Karma,

Karma, Karma, Karma

from rescued chameleon

River deep Milango

high: Titus applies his

sailor skills to

Madagascan flood

River deep Milango

high: Titus applies his

sailor skills to

Madagascan flood

All aboard the Milango:

150cc Chinese trail bike

conquers Madagascar

Thankfully it wasn’t

all floods and gullies

Thankfully it wasn’t

all floods and gullies

Madagascan chapter

of RNLI prepare to

tackle swollen river

Madagascan chapter

of RNLI prepare to

tackle swollen river

111

by Titus DrummondSailor Titus Drummond likes a bike trip

(or ten). He’s ridden every country of the alphabet from Albania to Zanzibar on anything from Harleys to Senke 125s.

This is his excursion to Madagascar

I rode the 150 miles (it turned out) to Miandrivazo without too many dramas. My starboard aft indicator fell off (and now sits on top of the exhaust, dangling by its wires). My engine developed a strange and exceedingly intermittent misfire (which I think might have more to do with the quality of the petrol than the bike) and it only rained once. Mind you, it was the heaviest rain I have seen so far. It covered the road so I couldn’t see the potholes and I hit a few fairly hard.

I rescued another chameleon and, a little while on, there was one disconcerting incident. I came to a deep gully across the road, really quite wide and deep. A bunch of guys were frantically waving for me to stop. I pulled up to risk-assess but it didn’t look that bad (for a Milango). There were a lot of other people around too, all sort of ambling about (which is quite unusual, bearing in mind we were in the middle of nowhere) and there were even some stalls set up on the other side (I guess the locals were taking advantage of the fact that everyone would be stopping before crossing this obstacle). Suddenly all the guys that had been waving for me to stop were right up in my face demanding ‘argent’ and ‘cadeau’. Probably for the best, I didn’t stop to think but just rode straight through them, through the gully in the road and out the other side. I’d seen real aggression in one of the guy’s eyes (he was an unusual looking guy with thick long hair – something you never see), I knew he was going to go for me,

there and then. Scary. I stopped about a mile up the road and moved my knife to the front of the bike. Having a knife visibly to hand has certainly helped me in mainland Africa.

I arrived in Morondava (and the Avenue of the Baobabs) 300km and about six hours later. The journey had been fairly uneventful (for riding a motorcycle across Madagascar). I saw a woman winnowing something, might have been rice or sago – I dunno – but she let me take some photos. I met all her family (most of whom ran away when they saw me). The smell from my boots was now visible to the naked eye.

The worst thing that happened today was being attacked by a dog. I’d read that Madagascan dogs can be pretty aggressive but had yet to meet any and, bearing in mind my experiences in the former Eastern Block countries I’ve ridden

R E A D E R A D V E N T U R E S

» Every month Bike publishes a reader travel

story, just like Titus’s. So please tell us yours.

It can be in words, or pictures, or both. It can

be about speeding through Siberia on a

Suzuki, meandering to Morocco on a Moto

Guzzi or diverting to Derbyshire on a Ducati.

You can get plenty of stories on a C90 in

Cumbria. The best reader stories published

in 2016 stand a chance of winning a biking

trip to an exotic location; 2015’s winner was

Tom Hartland who went to Peru (Bike, March

2016). bike@bikemagazine.co.uk (subject

line: adventure)

through (and Turkey), I’ve had quite a bit of practise avoiding them. So it’s not a big deal – it’s just a shame. I saw this one lining me up and I could straight away see that he was going to get it all wrong. Which he did. He completely misjudged my speed and I flew past him without trouble. And then snarling and frothing at the mouth he chased me up the road. But his acceleration was no match for Milango the Merciless.

The people in the hotel told me they thought the road through the Boulevard was impassable. This is what I came to Madagascar for. Everything else, the lemurs, the fillet, the beer, all the other adventures were just bonuses. I came to ride the Avenue of the Baobabs. There was water, I assessed each crossing. At the largest flood I waited until an ox cart turned up – and I watched its progress. And then I went through about six times – so I could get a photo.

And then I was there – the mighty baobabs stared down at me. I grinned and giggled but nothing changes. Angels don’t descend from The Heavens, there wasn’t any music and up the road there are still wars and murders and all the horrors of reality. A bit of an anti-climax maybe, a trigger to start planning my next adventure for sure. Then I swung the bike around and headed back towards Antsirabe, for more fillet steak and Captain Scarlet. When I arrive back one of the maids did my washing. She nearly collapsed when she smelled my socks. I’d nearly collapsed giving them to her.

Little Chef

Madagascar:

Olympic

Breakfast sir?

Little Chef

Madagascar:

Olympic

Breakfast sir?

Note to self: big hole in

road means man with

knife demanding

money with menaces

Note to self: big hole in

road means man with

knife demanding

money with menaces

The Avenue of the

Baobabs: trees are up

to 800 years old

The Avenue of the

Baobabs: trees are up

to 800 years old

112

Your adventure

BRING YOUR EARPLUGS

See and hear motorcycling’s iconic machines as they fire up

for the Classic Race Parade.

BAG A BARGAIN

With a massive retail zone you’ll be able to finish that project

and get a deal on new riding kit.

NEW AUTO JUMBLE

Loads of great motorcycling finds and bargains on offer.

HIT THE OPEN ROAD

Take test rides on spanking new 2016 bikes.

Massive test fleets available from major

manufacturers.

NEW STUNT ACTION

Watch the world’s best stunt trials rider Steve Colley

performing jaw dropping, gravity defying tricks

and stunts!

HUNDREDS OF TRADE STANDS

GREAT GEAR AT LOW PRICES

See Texas Tornado

COLIN EDWARDS

Take on the Brits!

CAMPING AVAILABLE

Book now from only £30*

* T&C’s apply. £30 per person for group booking of 4 adults or more. Standard camping £35 per person

www.mcnfestival.com

PETERBOROUGH ARENA

May 14-15 2016

DROOL AT THE METAL The world’s most important and influential motorcycles will be displayed throughout the Festival.

NEW LOWER PRICE

ONLY £15in advance

Bike’s Pete Boast grew up riding his C90 full speed through the hills and valleys of Lincolnshire’s under-the-radar Wolds. There’s

no-one better to chalk up your list of its must-ride roads…

Bike’s Pete Boast grew up riding his C90 full speed through the hills and valleys of Lincolnshire’s under-the-radar Wolds. There’s

no-one better to chalk up your list of its must-ride roads…

Bike’s Pete Boast grew up riding his C90 full speed through the hills and valleys of Lincolnshire’s under-the-radar Wolds. There’s

no-one better to chalk up your list of its must-ride roads…

» Lincolnshire riding is Wolds riding. It’s the most scenic part of the county, and most importantly it’s not flat. It’s not a big area, but because of that it’s accessible. Beautiful rolling hills that you can attack from whatever angle you want. Most of the best riding takes place between Market Rasen, Louth and Horncastle. All three are proper traditional Lincolnshire towns with market squares with shops and places to eat. Whenever you visit there’ll be a market happening in one of them. And you’ll get people talking broad Lincolnshire. There’s a nice little twisty route south of Horncastle. It’s the B1183 and heads to Revesby through Moorby. But turn back after Revesby: there’s not a lot going on further down south.

» Willingham Woods is famous around here. There’ll be at least 150 bikers there on a Wednesday night in summer. We head there to have a cup of tea, talk crap and then go home again, but there are some fantastic roads close by. From Horncastle, take the A158 west towards Wragby, but turn onto the B1190 as soon as you leave the town. For me this is one of the most exciting roads in Lincolnshire. It’s not super hilly, but it’ll give you corner after

corner. Pick up the B1202 in Bardney and ride north to Wragby. Cross the main road and keep north to Market Rasen through Lissington and Linwood. That’s a real good road that sees a lot of bikers on a summer evening. This route’s a little round the houses, but that’s the way I’d take to Willingham Woods.

» Tealby’s a real picturesque little village on the edge of the Wolds. The B1203, which gets you there, is pretty flat to the west of the town, but to the east it’s full of rises and valleys – a complete contrast to the B1190 to the south. There’s a left-right section just east of Tealby that I enjoy. I used to ride this road as a 16-year-old on my C90. I was racing at the time, but wasn’t allowed to ride anything like my TZ250 on the road. I’d do these bends after a day on the bikes until I’d run out of fuel. Keep on this road all the way up to East Ravendale and the junction with the A18.

» The B1225 is still a really good road. A bit wider than most, it’s also seriously fast and fires you along the top of the Wolds all the way from Horncastle to Caistor (pronounced Kayster). This is superbike-stretching territory, but roam further east if

you want something a little narrower. The Bluestone Heath Road passes Cadwell Park as it runs around south-east Louth from Welton le Wold to Calceby. It’s well surfaced but is just small enough to avoid having a white line painted down the middle. Riding south and leaving Cadwell behind you, the road opens up and you’ll see some of the best views in Lincolnshire – for my money it’s better than the B1225.

» I have no idea how many laps I’ve done

at Cadwell. I’ve worked there since 1990 and raced on it since 1980, and by ’92 we were doing a minimum of 200 laps a day, three days a week. I know every nook and cranny of that place. I’ve motocrossed there, trials biked there, even had sex there. Cadwell’s like Oulton Park: it’s a unique track in a unique natural setting. The terrain gives you the sense that you’re watching racing inside an amphitheatre, especially through the Mountain and Hall Bends section. If you’re there for a track day, you could always stay at the circuit, but the Admiral Rodney Hotel in Horncastle would give you an excuse for a life-affirming dawn ride to the racing. A night in a double room would set you back around £100.

Lincolnshire WoldsLincolnshire WoldsLincolnshire Wolds

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» The Golden Fleece in Louth is famous

with racing lads. Back in the mid-eighties, Cadwell Park was the place where racers would come to learn their trade and they’d go to the Golden Fleece every Friday and Saturday night. The King’s Head on Mercer Row is an older pub right in the centre of Louth. Riding from Market Rasen to Louth, you’d take the A631. It’s not tricky but it takes you from one side of the Wolds to the other through some great scenery.

» The A157 from Louth to Mablethorpe is another great road thanks to its quick straights and tight corners. Go south-east from Louth and through the village of Legbourne to Maltby le Marsh. Then head north on the A1104 to Mablethorpe and an ice cream on the sea front. How many more reasons do you need to come to the Wolds?

G E T T I N G T H E R E

» From the north ride south over the Humber Bridge and on

to the A15. Take the A18 east past Humberside Airport and

head for Caistor and the beginning of the Wolds.

» From the south take the A16 to Boston. Exit the town on the

B1183 and follow the waterway to Frithville. Ride through

Carrington and New Bolingbroke, then Revesby to Horncastle.

with Peter BoastTT racer, Bike tester and ex-Speedway rider. Boastie’s done it all. He enjoys an ice cream on Mabelthorpe seafront, lives in Market Rasen and has done more laps of Cadwell than you’ve had hot breakfasts.

W O L D S

Lincolnshire is

about way more

than the flat

Fens. Much of it

is a rollercoaster

of undulating

rises and

sumptuous

bends

“Not a drop of water made it

through the drenched outer

layer. It never failed to impress

with the comfort. Don’t be

surprised if you see me wearing

it lots on test” Bruce Wilson

“A much more streamlined

and considered fit. Very

impressed—it’s a quality

item” Mike Armitage

It’s spec-sheet reads like a

RIDE editor’s dream. Quality

feels ‘top-end’

Matt Hull

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New Products

116

Garmin Zūmo 595LM

Price: £549.99 Info: garmin.com

BMW Rallye suit

Price: £985 Info: bmw-motorrad.co.uk

» They say ‘For the start of the 2016 season, this

globetrotter is available in the new colours blue/grey

and black/red. The suit’s essential new feature is not

immediately obvious: from now on the Rallye suit is

made of the new material ProTechWool. This modern,

sophisticated fabric – a mixture of synthetic fibre and

technical wool – is highly breathable, dries quickly and

has excellent thermal conduction properties. All in all,

ProTechWool provides an improved climate and more pleasant

wear properties. A carbon fibre finish compresses the fabric,

giving it increased abrasion resistance.

‘The Rallye suit is essentially designed for off-road riding and

lengthy tours in summer temperatures. But if the supplied

waterproof insert is zipped in, the suit’s range of use

can be extended to include cooler temperatures

and bad weather, too.’

Vents here, vents

there, vents

everywhere

Hydration bladder

pouch: not the

catchiest name,

but useful

They say ‘Featuring Garmin

Adventurous Routing options for those

twisty, hilly, terrain-hugging rides you

love, Zumo 595LM is the motorcycle

navigator “built to thrill.” Its large, glove-

friendly 5.0-inch high-res touchscreen can

be viewed in landscape or portrait mode.

Transflective screen technology reduces

glare and makes the display easy to read,

even in bright sunlight. ‘

We say ‘The outgoing 590LM is the best

sat nav I’ve tried, so if the extra features –

like music streaming from your MP3

player or smartphone or Spotify, and voice

command phone calls with text display –

work and don’t make it harder to use the

new 595LM will be excellent.’ Steve

Herbert

We say ‘This new version of the

massively popular Rallye suite feels

lighter and softer than the previous

version, but the spec also includes

adjustable and removable back,

shoulder, elbow, hip and knee armour

plus numerous vents, adjustment and

pockets. It even has removable sleeves

and a hydration bladder pouch on the

back. Perfect for the Sahara. Or the B616

(more likely).’ Hugo Wilson

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Meccano Ducati Monster 1200S» Non-runner for sale. All 292 bits are in the box,

including complete sticker kit and all the tools you need. It even comes with instructions.

If only all projects were this simple. Price: £29.99 Info: meccano.com

Mitas Terra-Force R Price: £180 a set Info: mitas-tyres.com

They say ‘Radial dual-purpose tyre

wth a more street-oriented tread

pattern offers excellent traction on wet

or dry roads and outstanding

performance on light off-road surfaces.

Special emphasis is made on durability

and stable performance of the tyre…’

We say ‘We haven’t tried these new

adventure bike tyres, but their enduro

rubber is really good.’ Jon Pearson

We say ‘Schuberth lids have a

good reputation. I’ve found

them comfy and quiet, with

no buffeting. But the visor

seal on my C3 Pro was

awful. In heavy rain there

was a waterfall inside the

visor.’ Mike Armitage

Ventura Adjustable Pack-Rack Price: £59 Info: ventura-bike.co.uk

They say ‘This advancement allows

the rack to pivot, mounting in various

positions on the same bike depending

on the chosen luggage options. It means

only one Pack-Rack is required for

owners of multiple bikes as it will adjust

to almost any width bike.’

Schuberth E1 Price: From £479.99 Info: tranam.co.uk

They say ‘On the way to work or to the seaside, whichever way you take, the new

E1 by Schuberth lets you concentrate entirely on what’s in front of you.

‘Let the others use the trodden paths. The innovative dual sports helmet for

enduro touring and adventure bike

riders offers the highest comfort,

flexibility and safety for on- and

off-roading.’

Choice of nine

colours including

Hunter (left) and

Guardian (right)

New pivoting elbow

joints allow the rack

to fit to any width

tail unit

Spada Redux Price: £249.99 Info: spadaclothing.co.uk

They say ‘Not much, the Spada

catalogue has plenty of different styles of

leather jacket but is pleasingly free of

waffle. The Redux is a retro style leather

jacket with CE armour and brass zips.’

We say ‘Been using this last few weeks

since the sun came out. It looks and feels

great. Chunky leather infills on the cuffs

mean I prefer to use short gloves and leave

them open. I reckon the stitched-in quilted

lining and lack of vents will make it too hot

for summer though.’

Steve Herbert

We say ‘The Ventura rack is a touring

essential for me and making it adjustable

so it can easily be switched between bikes

makes it even more useful.’ Steve Herbert

Including: Marquez, Rossi and Lorenzo: three mates out for a ride (not) ] Crutchlow: “I love going out and battering myself” ] WSB riders quizzed on money, puking and testicle size ] Do you need huge muscles to ride MotoGP? ] Joe Average vs World Enduro’s Johnny Walker ] How Stoner forced the 800 Ducati to win a championship ] Aussie classic superbikes

132 page glossy bike racing magazine

www.greatmagazines.co.uk/motorcycling

Available in all good newsagents from April 6th or

Buy now with one click – free P&P

On sale now!

119

How to buy an open face helmet

Café racer, custom, classic or commuter. There’s an open face for every persuasion

F IT

A well-fitted open face helmet should feel

similar to a full face, snug yet not

uncomfortably tight – you need to feel

the helmet’s liner touching all the

way over your head. Measure

round your head at the widest

point to find out what size you

need, but bear in mind not all

helmets use the same fitting

guidelines. For example,

Davida helmets come up

small so you may need a size

up. Just like Shoei and Arai

suit different types of head

shape, so Davida suits a more

narrow head.

ST YLE

Customers who buy this kind of

helmet normally have a classic or

custom bike, or ride a scooter. The

jet-style classic helmets like the £200

Arai Freeway are good for classic bikes. Buy

a helmet with popper studs so that you can fit a

bubble visor if you want a café racer look.

Integrated visors are fitted to more modern designs,

such as the Shoei J-Cruise or £75 Caberg Riviera – these are

popular with scooter riders and commuters. The Caberg sells well

because it’s small enough to fit under a scooter seat. Helmets come in

a range of colours. Expect matt black as an option on nearly every

model, but Davida offer a range of options that cannot be touched and

the quality is fantastic too.

SAFE T Y

The main body of open facers passes the same

safety checks as full helmets: the European

standard ECE 22.05. More expensive

helmets will have passed the standard

by a much higher margin than

cheaper options and this normally

comes down to the materials used

in the design. For example, the

average helmet over £200 will

have a fibreglass shell like the

Arai Freeway, or composite like

the Shoei J-Cruise. These

materials are much stronger

and lighter than the cheaper

polycarbonate you will find in

the £45 Spada Open.

BRANDS

Caberg, Scorpion and Spada have

the entry-level market covered and

a lot of their designs include decent

features that the high end

manufacturers have been slow to adopt.

Of the premium manufacturers Arai’s X-Tend

(£300) is a direct competitor of Shoei’s J-Cruise

(£310) and both feature full face visors that run right

down to the chin. Shoei are also bringing out the J.O jet-style

open face, with interesting graphics options – it’ll cost around £80

more than the Arai Freeway. Schuberth’s £330 M1 is a quiet helmet

beloved of commuters. Davida only make open face helmets hand-

made to order. They take two weeks to reach you from placing the

order at a base price of £265. It’s £40 extra to customise each element.

Bugs in teeth at no extra cost…OPEN FACE LIDS

» Caberg Riviera – £75This entry-level helmet comes

in a range of colours. Graphics

cost an extra £90. The full-face

outer visor lifts up out of the

way, and an internal sun visor

can be dropped down when

needed. Small and light, it sits

easily inside a scooter seat or

top box.

» Arai Freeway – £200Simple open-face helmet with a

fibreglass shell. Lots of people

want a simple black helmet with

no big logos, and the Freeway

does this nicely. We sell lots of

them in matt black, but they also

look really good in gloss black

with retro gold logos. Arai fit and

quality is impressive.

» Davida Jet – £265That’s its base price. The

catalogue is full of designs, and

each time you customise an

element of the helmet it’ll add £40

to the price. My colleague Johnny

has a Davida and he can’t believe

how quiet it is on the road –

quieter than his full-face Shoei.

The interior’s all leather.

» Schuberth M1 – £300Schuberth make quiet helmets

and that’s true of their open

face. Add £30 for any colour

other than white. Speakers and

microphone for Bluetooth come

installed. Customisation options

include country flags, peak,

visor colours, interior leather,

colour and vents.

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with Emma SulwayEmma Sulway has worked for motorcycle clothing specialists Infinity for six years. She’s Assistant Manager at their Holborn, London branch and commutes on a Z750.Kit Dealer

WORTH

£7420!

TERMS AND CONDITIONS This competition is open to UK residents aged 18 and over. The prize consists of one standard Triumph Street Twin and includes delivery to the UK mainland Triumph dealer

nearest the winners address and UK on the road charges. Winner will have a choice of colour from the range once announced. The prize also includes one motorcycle jacket of the winner’s choice from

Triumph’s 2016 Spring Summer Collection. The competition closes at midnight 15th May 2016. The fi rst name drawn at random will win and will be notifi ed by phone within fi ve days of the closing date. No

purchase is necessary, to enter for free visit www.motorcyclenews.com/winatriumph . This prize may be offered in a limited number of other promotions. It is the responsibility of the winner to have in place

the legally required motorcycle licence and insurance cover in order to take delivery of the prize. Full terms and conditions can be found at www.bauerlegal.co.uk/competition-terms.html

Enter online now at

www.motorcyclenews.com/winatriumph

WIN A NEW STREET TWIN!

AS A CRASH investigator I see quite a few accidents that have been caused by wheelies. The problem is even if people do lots of practice, it’s usually in areas that are quiet and controlled. But when they try

to show off, it’s often not in similar circumstances and it only takes something to go slightly amiss for it to end in tears.

The second problem is a wheelie will never ever go down well with the magistrate’s bench. It doesn’t matter how technically brilliant it was, you will always be seen as a lunatic. A well-timed, well-executed wheelie brings a smile to my face, but legally there’s no hope.

Practicing wheelies will improve your control, balance and feel for the bike to a certain extent, but the third problem is the basic skills you need – dropping the clutch suddenly at the right revs, overcoming your instinct to shut the throttle when the front comes up – don’t transfer directly to normal riding. If you learn to wheelie, then practice, all you do is get better at doing wheelies.

Stoppies on the other hand are harder to argue against. Not only do I rarely see crashes caused by them, there is also a direct benefit to normal riding. Most of us are poor at braking – I see many, many crashes caused because the rider hasn’t braked properly – so the more we exercise our ability to wang the front brake on successfully, the better. A stoppie is harder to criticise than a wheelie because you are actually stopping the bike, albeit in a flamboyant way. Stoppies are still showing off, but they will do more for your riding than hoiking a monster.

A gentler form of showing off is being able to ride very confidently at low speed. Like stoppies, this has a real benefit to everyday riding because lots of riders drop their bikes during low speed manoeuvres – and you’re usually doing this in places where people can see so it’s embarrassing. In some respects going slowly is harder than going quickly because tiny errors become very obvious very quickly.

Doing silly things is tradition. Just make sure you practice the right silliness…

Will wheelies, stoppies and other

silliness improve my riding?

»DON’T BOTHER WITH

wheelies. At the right time and

place they’re hilarious but are also

dangerous, don’t improve your

riding and are a red rag to the police

and magistrates.

»STOPPIES HAVE MORE value

because they’ll teach you to brake

more effectively. Either go on a

course (stuntasylum.com) or build

up slowly on a quiet road.

»LOOK SILLY IN a supermarket

car park. Practicing low riding is

likely to boost your confidence

more than any number of half-

arsed wheelie attempts.

Practicing in the corner of a supermarket car park on a Sunday morning, seeing how slowly you can go and riding figure of eights, might seem a lot sillier than wheelies to many, but your riding will benefit no end.

Getting silly with electronics is potentially beneficial too. In the wet there is an advantage to be gained by triggering the traction control to see how much grip there is – the percentage drop in grip is usually far less than people imagine. Riders often ask where the limit is, but until traction control the only way to find out was by going past it and banking the experience (which can be quite painful and expensive). Playing with the traction control is a safer way of assessing grip. Similarly, trying to trigger the ABS on a deserted road can help demonstrate how hard you can brake in the wet and dry.

T H R E E T I P S F O R B E I N G S I L LY

Members of the jury

I can assure you

this is making me a

much safer rider

» Gary is an instructor with Rapid Training. You can book a course at rapidtraining.co.uk or call 01296 630638

with Gary Baldwinis director of hugely respected Rapid Training, professional crash investigator, and ex-racer. If anyone knows how to improve your riding technique it is Gary.Instructor

Members of the jury

I can assure you

this is making me a

much safer rider

121

APRILIA uk.aprilia.com, 00800 15565500 Bike ’s choice: RSV4R is everything a full-on race rep should be

Caponord Rally £14,135 1197cc V-twin 136mph 99bhp 40mpg Knobbly tyres, crash bars, but actually a great tourer. Ride quality and comfort exceptional. 9 / 1 0 May ’15

RSV4 RF £18,135 999.6cc V4 186mph* 198bhp** 36mpg* Super-sharp, fast, high-tech and underrated. Bit much on road but top-class sports exotica. 9 / 1 0 Jun ’15

Tuono V4 1100 RR £13,135 999.6cc V4 168mph 146bhp 36mpg RSV4-based naked is easier to ride but still loud, fast, edgy, powerful. Factory gets Öhlins. 8 / 1 0 Aug ’15

Shiver 750 ABS £7135 750cc V-twin 131mph 81bhp 49mpg Looks, handling and solidity, if a little big-boned. A few reliability doubts, otherwise sound. 6 / 1 0 Nov ’08

Dorsoduro 750 £8135 750cc V-twin 129mph 81bhp 44mpg Shiver-based supermoto. Steady handling, basic suspension, but decent V-twin motor. 5 / 1 0 Dec ’13

RS4 125 £3871 125cc single 75mph* 15bhp** 80mpg* Four-stroke single is essentially Derbi’s decent GPR125 with tweaks and RSV4 styling. 7 / 1 0 Dec ’13

ARIEL arielmotor.co.uk, 01460 78817 Bike ’s choice: loads of options and extras, but it ’s got to have girder forks

Ace £20,000 1237cc V4 165mph** 173bhp** 40mpg* Machined alloy frame, Honda motor, endless choices. Fast, capable, and a work of art. 8 / 1 0 Aug ’15

AVINTON krazyhorse.co.uk, 01284 749645 Bike ’s choice: there are various finishes and parts available – make it yours

GT Originale £26,000 1640cc V-twin 130mph* 120bhp** 37mpg* Mighty S&S motor, direct chassis, glorious hand-made feel but factory back-up. Lovely. 8 / 1 0 May ’15

BENELLI benelli.co.uk, 0844 4128450 Bike ’s choice: the 898cc TNT models are the most affordable and usable

Tre-K Amazonas £11,299 1130cc triple 130mph* 106bhp 32mpg* Grunty, stylish, but basically an average road bike wearing its gardening clothes. 3 / 1 0 Dec ’07

Tre-K 1130 £10,499 1130cc triple 150mph* 125bhp 32mpg* Like an Italian Tiger Sport. Looks and sounds good, but dated and gruff. Will Euro 4 kill it? 4 / 1 0 Oct ’07

TNT 899 £9499 898cc triple 140mph* 108bhp 29mpg* Essentially a naked version of old Tre sportsbike. Decent enough, but it’s no Triumph. 4 / 1 0 Oct ’08

BI MOTA bimota.uk.com, 01630 655720 Bike ’s choice: Tesi is clever, beautiful, different and works

Tesi 3D Naked £25,450 1078cc V-twin 135mph* 92bhp 40mpg* Exquisite hub-steered super-stable genius, usable Ducati twin. Feels just different enough. 9 / 1 0 Aug ’15

DB9 Brivido £24,900 1198cc V-twin 170mph* 160bhp** 40mpg* Sexy, beautifully made, stupid-fast, yet remarkably civilised and comfortable. Not cheap. 8 / 1 0 Apr ’15

BMW bmw-motorrad.co.uk, 0800 777155 Bike ’s choice: all are great... but nineT has appeal you can’t ignore

K1600GT £16,300 1649cc inline 6 154mph 142bhp 41mpg Syrupy six-cylinder, toys, comfort, hugely impressive handling. Full-on GTL Exc is £22,950. 8 / 1 0 July ’11

K1300S Motorsport £15,550 1293cc inline 4 169mph 162bhp 42mpg Fast, practical, top front-end, but lacks ZZR’s appeal. Naked R dropped – last year for the S? 7 / 1 0 Aug ’13

S1000XR Sport SE £14,800 998cc inline 4 155mph 161bhp 43mpg Truly ace high-tech mix of sports, adventure and tourer. But Kwak Versys 1000 is £5k less. 9 / 1 0 Sep ’15

R1200RT £13,810 1170cc flat-twin 142mph 117bhp 50mpg Defining tourer has many options, top tech, better-than-ever ride... but still not to all tastes. 9 / 1 0 Aug ’15

R1200GS £12,185 1170cc flat-twin 133mph 115bhp 44mpg Fast, crisp, agile, easy. Mildly iffy pillion, otherwise ace. Adventure (£13,050) has big tank. 9 / 1 0 Apr ’16

R nineT £11,900 1170cc flat-twin 135mph* 100bhp* 49mpg* Cheap? No. Beautifully made? Oh aye. Glorious mix of modern ability and classic charm. 9 / 1 0 Apr ’14

R1200R Sport £11,595 1170cc flat-twin 145mph 117bhp 48mpg GS motor, top chassis, ace gadgets. Speed Triple for BMW fans. Half-faired RS from £11,065. 8 / 1 0 Sep ’15

S1000RR £13,850 998cc inline 4 186mph 194bhp 35mpg UK’s best-selling sportsbike is mighty device. Options (semi-active, quickshifter) all mega. 9 / 1 0 Jul ’15

S1000R £10,350 998cc inline 4 156mph 159bhp 40mpg Presence, performance and practicality. Sport has all tech widgets for just £11,750. Superb. 1 0 / 1 0 May ’16

F800GS £8850 798cc twin 128mph 79bhp 61mpg Frugal, punchy, tall, convincing. Adventure is £10,750. F700 version (£7815) lacks appeal. 8 / 1 0 May '16

F800GT £8350 798cc twin 140mph 90bhp** 50mpg The old F800ST with more bhp and comfort. Nimble, stable, lively, somehow plasticky. 8 / 1 0 Feb ’14

F800R £7595 798cc twin 133mph 86bhp 57mpg Better looks and spec than ever, but hasn’t edge to match its solid chassis... or fit rivals. 7 / 1 0 Aug ’10

G650GS £6290 652cc single 106mph** 48bhp** 61mpg Looks the part, rides well, and mild use can return 90mpg... but needs to be a grand less. 6 / 1 0 May ’11

CC M ccm-motorcycles.com, 01204 544930 Bike ’s choice: GP450 has serious round-the-world potential

GP450 Adventure £7459 449cc single 90mph** 41bhp** 52mpg Classy trailie with BMW single, great chassis, no weight. Go anywhere. Exquisite S is £8985. 8 / 1 0 Mar ’16

DUCATI ducatiuk.com; 0845 718500 Bike ’s choice: Multistrada is fast, comfy, well equipped and desirable

1299 Panigale S £21,186 1285cc V-twin 181mph 196bhp 35mpg Mighty grunt, super-sharp, excellent semi-active Öhlins. Friendlier than 1199, but still mad. 9 / 1 0 Jul ’15

XDiavel S £18,531 1262cc V-twin 150mph* 156bhp** 40mpg* Feet-forward cruiser style yet trad’ Ducati grunt and able handling. Less tasty non-S is £16k. 8 / 1 0 Apr ’16

Multistrada Enduro £16,826 1198cc V-twin 145mph* 142bhp 45mpg* Brilliant, clever, classy all-roads adventure bike with real – and surprising – off-road ability. 9 / 1 0 Jun ’16

Diavel £14,631 1198cc V-twin 150mph 160bhp 37mpg Bruiser-cruiser with thunderous twin, attitude, but finesse. Better seat than early ones. 8 / 1 0 Jan ’15

Multistrada 1200S £15,861 1198cc V-twin 156mph 142bhp 47mpg Ace vary-valve twin, fit chassis, all-roads skill. Semi-active ride good but Caponord comfier. 9 / 1 0 Sep ’15

Monster 1200S £13,686 1198cc V-twin 153mph 127bhp 42mpg Fast, usable, classy. More Speed Triple than Tuono. R model (£15.4k) adds extra track skill. 8 / 1 0 Dec ’15

959 Panigale £13,231 955cc V-twin 160mph* 157bhp** 36mpg ‘Enty-level’ superbike feels like previous 899. So that’s fast yet friendly, sharp yet usable. 1 0 / 1 0 Mar ’16

Hypermotard 939 £10,131 937cc V-twin 140mph* 113bhp** 45mpg* Grunty, fun, good spec, but limited by its supermoto nature. Firm SP (£12,731) is track-ready. 7 / 1 0 May ’16

Monster 821 £9286 821cc V-twin 145mph* 99bhp* 47mpg Style, noise and feel are right for a Monster. Great mix of performance and posing. 8 / 1 0 Sep ’14

Scrambler Urb. Enduro £8531 803cc V-twin 123mph 71bhp 56mpg Looks, sounds and feels good, and easy to ride too. Easy to love, but Street Twin is classier. 8 / 1 0 Feb ’15

HARLEY-DAVI DSON harley-davidson.com, 0871 6412508 Bike ’s choice: the Breakout has looks, finish and rides great

Ultra Limited £21,845 1690cc V-twin 105mph* 67bhp* 43mpg H-D take on a tourer. Best-ever ride and handling, water-cooled heads. Good, if not ace. 7 / 1 0 Nov ’13

Road Glide Special £19,845 1690cc V-twin 105mph* 67bhp* 42mpg Fairing looks mad, but works. Not perfect, but ride and motor better than ye olde H-D. 6 / 1 0 May ’15

Street Glide Special £19,645 1690cc V-twin 105mph* 67bhp* 43mpg Steers, rides, feels, stops like no Street Glide before, but still lacks widespread appeal. 7 / 1 0 Oct ’13

Softail Slim S £17,195 1801cc V-twin 115mph* 75bhp* 42mpg* Tyre-smoking motor, vivid sensations, lots of feel-good. Pay £400 extra for army paint. 8 / 1 0 Dec ’15

Breakout £15,995 1690cc V-twin 105mph* 65bhp* 50mpg** Low-slung, drag-inspired cruiser looks great... and, amazingly, rides as well as it looks. 8 / 1 0 Jun ’13

Fat Bob £13,195 1690cc V-twin 110mph* 65bhp* 45mpg* Chunky flat-bar streetfighter. It’s OK, but not as refined as latest Harley-Davidsons. 5 / 1 0 Oct ’07

V-Rod Muscle £13,995 1247cc V-twin 137mph 110bhp 36mpg Surprisingly fast, usable, engaging, refined. Very un-H-D and top weekend amusement. 7 / 1 0 Jan ’15

XL1200 CA £9575 1202cc V-twin 110mph* 55bhp 45mpg* Sportster has iconic H-D silhouette. CA tag means comfier ’bars and mid-mounted pegs. 6 / 1 0 Dec’12

Seventy-Two £9595 1202cc V-twin 110mph* 55bhp* 46mpg Clean, undiluted, chopper-ish Harley-Davidson experience with nice styling touches. 6 / 1 0 Aug ’12

Bike Price Engine Top speed Power mpg Bike verdict Rating Tested

The TestsT

his isn’t a limp brochure-style round-up of all the bikes

you can buy. No, your guide is far more useful as it only

contains bikes that we have tested, with comparable

on-the-road prices plus data, expert opinion and must-know

detail gathered by fussy full-time testers. We do hundreds of

thousands of miles, dyno, datalog, weigh and answer the big

questions. Don’t buy a new bike without reading this first.

122

Æ FLATTERY-TWIN

This isn’t a normal Harley. Built for the US Army, the XA750 had a flat twin so its protruding cylinders stayed cooler in deserts. Based on Germany’s reliable and low-maintenance BMW R71, it even had shaft drive. 1000 were made. Rival firm Indian tried something similar, turning their V-twin round so its pots stuck out.

Bike Price Engine Top speed Power mpg Bike verdict Rating Tested

Forty-Eight £9675 1202cc V-twin 110mph* 55bhp 45mpg* Best-seller has hot-rod style, fuss-free charm, and this year even the suspension works. 8 / 1 0 Jun ’16

Iron 883 £7495 883cc V-twin 105mph 44bhp 56mpg Usual cruiser limitations, but good looks and details, and noticeably better ride for ’16. 7 / 1 0 Dec ’15

Street 750 £5795 749cc V-twin 105mph 55bhp** 55mpg* Indian-built, liquid-cooled entry bike. Decent, and cheap, but lacks real H-D character. 7 / 1 0 Jan ‘16

HONDA honda.co.uk/motorcycles, 0845 2008000 Bike ’s choice: hyper-refined and classy, the Fireblade remains superb

GL1800 Gold Wing £25,399 1832cc flat-six 124mph 101 bhp 32mpg Morphed from sportsbike (ish) into opulent QE2 of biking over 40 years. Feels unique. 8 / 1 0 Sep ’12

Gold Wing F6C £18,399 1832cc flat-six 120mph* 101 bhp* 34mpg* Honda’s huge tourer stripped down to a ‘power cruiser’. All very nice... except the price. 7 / 1 0 Aug ’14

ST1300 Pan European £14,699 1260cc V4 141mph 111bhp 43mpg Big cash for what looks and feels old. Buy a VFR12 or Crosstourer with extras instead. 5 / 1 0 Jan ’08

CTX1300 £14,999 1260cc V4 135mph* 111bhp* 45mpg* Pan Euro’ V4 in a cut-down comfort-cruiser. Nice spec and style spoilt by poor details. 7 / 1 0 Aug ’14

VFR1200F £12,999 1237cc V4 157mph 152bhp 38mpg Great engine, chassis, refinement, finish. Traction too. Pillion-pleasing DCT is £600. 9 / 1 0 Mar ’14

Crosstourer £12,399 1237cc V4 130mph** 133bhp** 43mpg Noise and floaty ride are GS-like, finish is classy, V4 is strong. The BMW for Honda fans. 8 / 1 0 May ’12

CB1100 £10,299 1140cc inline 4 130mph* 86bhp 43mpg Classy retro is smooth, usable and extremely charming. Not the cheapest, but quality. 7 / 1 0 Dec ’13

CBR1000RR Fireblade £12,199 1000cc inline 4 180mph 168bhp 42mpg Not R1-slick or S1000RR-fast, but better road bike. Plush SP is £15k. New one coming in 2017. 8 / 1 0 Jul ’15

Africa Twin £10,499 998cc twin 130mph* 94bhp** 60mpg** Not as fast or motorway-friendly as a GS, but way more able off-road. DCT option good. 9 / 1 0 Feb ’16

CBF1000F £9599 998cc inline 4 143mph 102bhp 45mpg Comfort, finish and chassis impress. However we all crave amazing, not merely nice. 7 / 1 0 Dec ’10

CB1000R £9999 998cc inline 4 140mph 110bhp 40mpg Mint do-it-all sports naked. Naff colours, otherwise like a big 600 Hornet. Overlooked. 8 / 1 0 Nov ’10

VFR800F £10,699 782cc V4 141mph 98bhp 46mpg Classic VFR charm and ability with modern air. In class of one. Furs-up in winter, mind . 9 / 1 0 Jun ’14

Crossrunner £10,299 782cc V4 134mph 98bhp 46mpg Classy VFR for adventurers is smooth, brisk, comfy, well-made... pretty much faultless. 1 0 / 1 0 Dec ’15

NM4 Vultus £9666 745cc twin 105mph* 54bhp** 70mpg* Whacky future-cruiser based on NC/Integra. Unique looks, surprising ability, salty price. 8 / 1 0 Jun ’16

Integra £7999 745cc twin 105mph* 54bhp** 70mpg* Based on NC750. Half bike, half scoot is nice, but somehow lacks the benefits of either. 6 / 1 0 Apr ’14

NC750X £6499 745cc twin 110mph* 54bhp** 62mpg Flexible twin, top mpg, big storage, well made. Not flash, just very useful. Naked S is £5999. 1 0 / 1 0 Jun ’16

CBR600RR £9799 599cc inline 4 165mph* 116bhp** 45mpg* Utterly sublime. But 600s don’t sell and Euro 4 looms, so it’ll be discontinued in 2017. Sad. 8 / 1 0 Nov’13

CBR650F £6999 649cc inline 4 140mph 86bhp 45mpg Tidy road tool is able and well priced. Naked CB (£6399) is overlooked Hornet replacement. 8 / 1 0 Mar ’15

CB500X £5499 471cc twin 110mph* 43bhp 68mpg* As well-finished and usable as 500F and 500R, but in taller, trendier adventure style. 7 / 1 0 Jul’13

CB500F £4999 471cc twin 110mph 43bhp 66mpg Good value, surprisingly able, proper Honda quality. Nice. Faired R version is £5499. 8 / 1 0 May ’16

CBR300R £3999 286cc single 95mph* 30bhp** 68mpg Previous 250 with more zip and Fireblade styling. Friendly, polite, but no mini blade. 6 / 1 0 Nov ’14

CRF250M £4299 249cc single 78mph* 23bhp** 70mpg* Polite supermoto. The 250L trail version is a top commuter and weekend green-laner. 7 / 1 0 Jul’13

CBR125R £3599 125cc single 70mph* 13bhp* 70mpg* Gears and suspension are not YZF-R125, but looks better than it used to and will last yonks. 6 / 1 0 Jul ’11

MSX125 £2899 125cc single 70mph* 11bhp* 105mpg Half Monkey bike, half proper bike. More giggles than a naked bouncy castle party. 8 / 1 0 Aug’13

CBF125 £2699 125cc single 70mph* 11bhp 122mpg Frugal, able, no real flaws and sells huge numbers, but lacks old CG’s charm. Ho-hum. 6 / 1 0 Nov ’12

I NDIAN indianmotorcycle.co.uk Bike ’s choice: classic character, modern quality, sensible price – Scout Sixty is a market leader

Roadmaster £21,999 1811cc V-twin 110mph* 90bhp* 40mpg* Fully-loaded, over-the-top celebration of touring opulence is actually very good. 7 / 1 0 May ‘15

Chief Classic £16,499 1811cc V-twin 120mph* 90bhp* 40mpg* Stupendous engine, superb ride, great finish, authentic style. Harley-beater? Oh yes. 8 / 1 0 Nov’13

Chief Vintage £19,999 1811cc V-twin 120mph* 90bhp* 40mpg* The impressive Chief but with CHiPs-style screen, soft bags and far too many tassels. 7 / 1 0 Nov’13

Chieftain £20,599 1811cc V-twin 120mph* 90bhp* 40mpg* Half-faired, long-haul version of Chief with luggage and quicker steering. Impressive. 8 / 1 0 Nov’14

Scout £10,499 1133cc V-twin 120mph 100bhp** 45mpg* Cast frame, liquid-cooled 8v V-twin, light handling, trad’ Indian style. Distinct and classy. 8 / 1 0 Oct '15

Scout Sixty £8999 999cc V-twin 110mph* 78bhp** 45mpg* Style, quality and details of big ’un (above), but affordable. Finest ‘medium’ cruiser there is. 9 / 1 0 Oct’ 15

KAWASAK I kawasaki.co.uk, 01628 856750 Bike ’s choice: has to be the Ninja H2. It ’s simply like nothing else

Ninja H2R £41,136 998cc inline 4 240mph* 310bhp** 30mpg* Wildest, loudest, fastest ‘production’ bike ever. Track only, obviously. Just sensational. 9 / 1 0 May ’15

Ninja H2 £22,136 998cc inline 4 183mph 205bhp 25mpg Glorious excess in a hi-vis cotton-wool world. So fast, so powerful. Bike of the Year 2015. 1 0 / 1 0 Jul ’15

VN1700 Voyager £16,835 1700cc V-twin 120mph* 72bhp 40mpg* Elec Glide rip-off with light handling, tech and big saving. More basic Classic is £12.5k 5 / 1 0 Jul ’09

ZZR1400 £11,935 1441cc inline 4| 186mph 193bhp 38mpg Sportier than a Busa, yet still smooth and plush. The legendary ZZR name is deserved. 1 0 / 1 0 Dec ’15

1400GTR £13,835 1352cc inline 4 158mph 139bhp 40mpg Fast with endless toys. But gizmos can’t mask steering and ride quality that aren’t good. 5 / 1 0 Dec ’10

Versys 1000 £10,085 1043cc inline 4 144mph 114bhp 47mpg Jacked-up Z1000SX is comfy, well appointed, brisk, smooth. Not flash, just hugely capable. 9 / 1 0 Apr ’16

Z1000SX £9835 1043cc inline 4 149mph 140bhp** 40mpg* Pleasing, sporty, Z1000-based do-it-all. Not perfect, but very good. Tourer has boxes. 8 / 1 0 Nov ’15

Z1000 £10,035 1043cc inline 4 147mph 131bhp 37mpg Eager chassis, fit motor, bold looks, firm ride. Very distinct... but why is faired SX cheaper? 7 / 1 0 Aug ‘15

Ninja ZX-10R £13,785 998cc inline 4 184mph 175bhp 41mpg Amazing race-derived engine, handling and electronics, yet still usable by normal people. 9 / 1 0 Jan ‘14

VN900 Classic £7585 903cc V-twin 110mph* 44bhp 45mpg* Stereotypical H-D clone is okay but nowt great. Accessory screen and bags look good. 5 / 1 0 Nov ’06

Z800 £8035 806cc inline 4 138mph 101bhp 49mpg Looks like origami but is ruddy good. Don’t buy a Z1000 or Street Triple without trying. 9 / 1 0 Dec ’13

W800 £7035 773cc twin 105mph 45bhp 59mpg Well-executed, easy-going ’60s retro. Convincing styling but doesn’t ride like a Street Twin. 7 / 1 0 Feb ’13

Versys 650 £6985 649cc twin 115mph* 62bhp* 54mpg* ER-6-based tall-rounder is able, easy to use and no longer ugly. Superb mid-weight tool. 9 / 1 0 Oct ’15

Vulcan S £6185 649cc twin 115mph* 61bhp** 63mpg* Affordable, good-looking, modern cruiser with ER-6 power. Surprising ability, keen price. 8 / 1 0 Jan ’16

ER-6f £6185 649cc twin 128mph 64bhp 60mpg* Fairing makes it more comfy, practical and grown-up than the naked ER-6. That’s nice. 7 / 1 0 Jul ’12

ER-6n £5935 649cc twin 126mph 64bhp 61mpg Light, frugal, welcoming, cheaper than it was... but Yamaha MT-07 makes it look dated. 8 / 1 0 Mar ’12

ZX-6R 636 £9135 636cc inline 4 165mph 116bhp 44mpg Still very sporty, but the more road-oriented Ninja is the best inline-four 600 road bike. 9 / 1 0 Dec’12

ZX-6R £9035 599cc inline 4 162mph 112bhp 42mpg* Scorching handling, howling four, proper suspension, but not quite CBR or 675 beater. 8 / 1 0 May ’11

** Claimed * Estimated

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123

Æ ZX-10R TRICYCLE

BSB hero and Kwak dealer Chris Walker is racing in British Sidecars. He’ll debut his ZX-10R outfit at Oulton in May. He’s not first to switch – Darren Dixon started on sidecars, then won the solo Brit F1 title in ’88, then was World Sidecar champ in ’95 and ’96. Here’s Chris getting some practise on his Z250 with a Squire chair.

Ninja 300 £4992 296cc twin 112mph 35bhp 60mpg* Revvy power, decent speed, nice details. Great intro to sportsbikes but RC390 is sexier. 7 / 1 0 Oct ’13

Z250SL £3742 249cc single 90mph* 28bhp** 72mpg Neat trellis frame, fit motor, agility, looks. Tiny, yes... but way cooler than an Inazuma. 6 / 1 0 Nov ’15

KLX250 £4292 249cc single 70mph* 18bhp 65mpg* Looks like a snorting, nimble, green lane-chomping enduro. Rides like a stifled 125. 3 / 1 0 Mar ’09

KLX125 £3021 125cc single 70mph* 10bhp** 90mpg* Learner-friendly trail bike can even go off-road but is more like a fluffy toy than a bike. 5 / 1 0 Apr ’11

KTM ktm.co.uk, 01280 709500 Bike ’s choice: 1190 Adventure R is the most authentic giant trailie

1290 Super Adventure £16,199 1301cc V-twin 155mph* 160bhp** 40mpg Traction, cornering ABS, semi-active ride, heated seats... Sports-enduro-tourer is mega. 1 0 / 1 0 Jun ’15

1290 Super Duke R £13,999 1301cc V-twin 158mph 161bhp 40mpg Wide-eye pace, sports handling, yet friendly. Faired GT (£16k) is class-leading sport-tourer. 8 / 1 0 May ’16

1190 Adventure R £14,149 1195cc V-twin 154mph 134bhp 43mpg Utterly convincing dual-purpose, go-anywhere all-rounder. Feels a proper adventure bike. 9 / 1 0 Sep’13

1190 Adventure £13,999 1195cc V-twin 154mph 134bhp 43mpg Desert-rally presence, comfort, trinkets. Lacks rugged GS feel, but laugh-out-loud ballistic. 8 / 1 0 Aug’13

1050 Adventure £10,999 1050cc V-twin 132mph 95bhp** 45mpg* Lowest Adv’ on spec, few vibes, but agile and punchy. Can be restricted for A2 licence. 8 / 1 0 Nov ’15

690 SMC R £7899 690cc single 115mph* 63bhp 56mpg High-quality supermoto. Classy bits, more usable than racier offerings, but still hardcore. 7 / 1 0 Nov ’12

690 Enduro R £7899 690cc single 100mph* 63bhp* 56mpg* Proper green-lane tool with road-friendly suspension and efficient, pokey Duke motor. 8 / 1 0 Sep ’14

690 Duke R £8999 690cc single 125mph* 73bhp** 60mpg* Staggering motor and suspension. Makes rivals feel flabby and vague. Pricey but we love it. 9 / 1 0 Feb ’16

690 Duke £7699 690cc single 125mph* 73bhp** 60mpg* Feisty yet frugal motor, practical but sharp chassis. Very good, but it’s still ‘just’ a single. 8 / 1 0 Feb ’16

RC 390 £4999 373.2cc single 107mph 42bhp 53mpg Fast, frantic, flighty, yet efficient and usable. Dissolves in winter. In 125 form too (£4199). 6 / 1 0 Jul ’15

390 Duke £4499 373.2cc single 108mph 41bhp 70mpg* Revvy, eager motor in agile 125 chassis brings much joy. Feels a bit fragile, otherwise great. 7 / 1 0 Mar ’14

125 Duke £3999 125cc single 75mph* 15bhp** 100mpg* Authentic Duke for teens. KTM designed, Indian made. 80mph 200cc version is £4195. 7 / 1 0 Jun ’11

LEX MOTO lexmoto.co.uk, 08445 678887 Bike ’s choice: Adrenaline shows affordable doesn’t have to be flimsy

Adrenaline £1499 1151cc V-twin 72mph** 11bhp** 96mpg* Suzuki motor, adjustable suspenders, fine finish. Not perfect, but impressive value. 8 / 1 0 Aug ’15

ZSF125 £1099 124cc single 62mph** 12bhp* 105mpg* Frugal, easy to ride, better than price suggests. No wonder Lexmoto sell so many 125s. 7 / 1 0 May ’15

MOTO GUZ Z I uk.motoguzzi.it Bike ’s choice: the Griso is unique, enjoyable and entirely Guzzi

California Custom £14,735 1380cc V-twin 130mph* 96bhp** 45mpg** Quality, able, comfy cruiser with top details. Touring spec (£16k) is as good as any H-D. 8 / 1 0 Oct ’13

Stelvio NTX £13,135 1151cc V-twin 129mph* 103bhp** 40mpg Shameless GS-alike at its best yet. Charm, good spec, but not as polished as BMW/KTM. 7 / 1 0 Sep ’11

Norge 1200GT £12,135 1151cc V-twin 129mph* 103bhp** 39mpg It’s not an Italian R1200RT, and feels cheap next to one. But loveable GT still has appeal. 6 / 1 0 Oct ’11

Griso 1200 SE £10,935 1151cc V-twin 145mph 98bhp 40mpg Sport-retro-cruiser hard to pigeonhole but really is great to ride. Viable nineT alternative. 9 / 1 0 Oct ’08

V9 Bobber £7999 853cc V-twin 110mph* 55bhp** 55mpg* Pleasing V-twin in a trendy, well-made package. Shiny Roamer (£7899) looks a bit too ’80s. 8 / 1 0 Jun ’16

V7 II Stone £7135 744cc V-twin 105mph* 51bhp** 56mpg Right noise, cool badge, great handling. It’s good. Flashier Special is £7635, Racer is £8635. 9 / 1 0 Oct ’14

MV AGUSTA mvagusta.co.uk, 0844 4128450 Bike ’s choice: F3 800 adds grunt to delicate, sexy middleweight

Brutale 1090RR £14,899 1078cc inline 4 154mph 124bhp 34mpg Speed and image of old MVs, but better built, more refined. Spec rivals KTM and BMW. 8 / 1 0 May ’10

F4 RR ABS £20,299 998cc inline 4 185mph** 201bhp** 35mpg* Posh suspension and brakes make high-spec F4 a bit special. Are you good enough? 7 / 1 0 Mar’13

F4 ABS £14,799 998cc inline 4 181mph** 195bhp** 35mpg* Brilliant on a hot track, gives you goosebumps, but demanding and fickle on the road. 7 / 1 0 Mar’13

Turismo Veloce 800 £12,199 798cc inline 3 136mph 110bhp** 48mpg* Adventure bike? Nah, it’s like a high-rise sportsbike. So-so ride, busy dash, but it’s good. 8 / 1 0 Dec ’15

Rivale £11,449 798cc inline 3 150mph* 125bhp** 45mpg* Supermoto-ish triple is perky, agile, top fun, not practical. Has MV’s best-yet fuelling, mind. 7 / 1 0 Jan ’14

F3 800 £12,299 798cc inline 3 161mph 148bhp** 34mpg* Crisp, punchy, trim. Easier than a 600 but still focused. 675 version (£11k) is one for the track. 8 / 1 0 Apr ’14

Brutale 800 £10,499 798cc inline 3 153mph** 125bhp** 40mpg** As 675cc but big motor. More usable yet still loopy. Dragster (£11k) has fat tyre, tiny seat. 8 / 1 0 Apr ’14

Brutale 675 £8899 675cc inline 3 150mph* 108bhp** 35mpg* Italian Street Triple is small, sexy and great fun, but not as usable or natural as the Brit. 7 / 1 0 Sep ’12

PATON krazyhorse.co.uk.com; 01284 749645 Bike ’s choice: There’s only one road bike available. Good job it’s brilliant

S1 Strada £16,574 649cc twin 135mph* 71bhp** 55mpg* Eager ER-6 engine in bespoke Italian chassis, based on classic racer. Pricey but feels proper. 8 / 1 0 May ’15

RI EJU rieju.es; 01526 834357 Bike ’s choice: Marathon will commute all week then blitz trails at the weekend

Marathon 200 Pro £3699 184cc single 70mph* 15bhp* 54mpg Great little enduro with bored-out Yamaha YZF-R125 motor. Genuine off-road potential. 7 / 1 0 Sep ’10

ROYAL E NFI E LD royalenfield.com/uk; 0844 412 8450 Bike ’s choice: Continental looks proper, but the Classic has the most character

Continental GT £4999 535cc single 85mph* 30bhp* 80mpg* Top looks, cheeky handling. But unfortunately vibrates like Ann Summers’ stock room. 5 / 1 0 Oct ’14

Classic 500 £4499 499cc single 80mph* 27bhp 80mpg* Slow, vibration, basic ride? All true. But also a disarming and engaging sunny weekend toy. 7 / 1 0 Jan ’16

Bullet 500 £3999 499cc single 80mph* 27bhp 85mpg Indian-built classic is decent, honest, authentic, if not of the absolute finest quality. 6 / 1 0 Mar ’09

SUZUK I suzuki-gb.co.uk; 0845 850 8800 Bike ’s choice: current GSX-R750 is a heady blend of usable poke and handling

Intruder M1800 BOSS £12,135 1783cc V-twin 120mph* 105bhp 45mpg* Looks good, sounds great, goes fast, but things move on – Ducati Diavel is heaps better. 5 / 1 0 Jan ’15

Intruder C1500T £11,135 1462cc V-twin 120mph* 77bhp** 50mpg* Decent looks, practical panniers and a screen that bobs your head over 50mph. 5 / 1 0 Jun ’13

Hayabusa £11,335 1340cc inline 4 182mph 184bhp 42mpg Tad dated, but syrupy smooth, comfy and bonkers fast. Z version with Yoshi pipes is £12k. 8 / 1 0 Dec ’09

GSX1250FA £8135 1255cc inline 4 139mph 93bhp 38mpg Dependable, solid, trusted – it’s a Bandit in GSX-R-ish full fairing. Not flash, but honest. 6 / 1 0 Dec ’10

GSX-R1000 MotoGP £11,535 999cc inline 4 181mph 165bhp 46mpg No widgets (ABS aside), but roomy, plush, hellish fast, and looks sharp in MotoGP paint. 8 / 1 0 Sep ’15

V-Strom 1000 £9935 1037cc V-twin 135mph* 99bhp** 45mpg* Not new or flash, but easy, comfy, solid, well priced. Titanium version is fully kitted for £11k. 7 / 1 0 Feb ’13

GSX-S1000F £10,135 999cc inline 4 153mph 143bhp 45mpg Upright sports, not a sports-tourer. Fast, composed, but not too much: think modern ZX-9R. 8 / 1 0 Sep ’15

GSX-S1000 £9235 999cc inline 4 149mph 143bhp 45mpg GSX-R motor, supple ride, comfy, fine finish, low price. Hard to fault, but lacks a little ‘wow’. 8 / 1 0 May ’16

GSX-R750 £9835 750cc inline 4 166mph 130bhp 49mpg Same chassis as the 600 means it’s lighter than a ZX-6R, yet has early R1 power. Legendary. 9 / 1 0 Feb ’13

GSR750 £7135 749cc inline 4 143mph 100bhp 49mpg Capable, perky, user-friendly and lacks flaws, but also lacks sparkle. Good, not brilliant. 6 / 1 0 Jul ’11

Burgman 650 Exec £9135 638cc twin 99mph 54bhp** 50mpg Big scoot is practical, good spec, but not as fast, comfy or refined as bikes for the same cash. 5 / 1 0 Jan ’14

Bike Price Engine Top speed Power mpg Bike verdict Rating Tested

The Tests

124

Æ MORE THAN A BIKE

Bonneville is Triumph’s famous model, but it’s been more than a bike name. As

well as being New Triumph Co. Ltd, Triumph Engineering Co and part of Norton

Villiers Triumph, the firm became Bonneville Coventry Ltd when Mr Bloor took

over in ’83, right up until ’88. The company’s still registered with JB as a director.

Bike Price Engine Top speed Power mpg Bike verdict Rating Tested

GSX650F £6435 656cc inline 4 132mph 76bhp 49mpg The style of a GSX-R (nearly), the practicality and worthiness of Bandit 650 (definitely). 6 / 1 0 Mar ’15

V-Strom 650 £7135 645cc V-twin 115mph* 60bhp* 45mpg V-Strom is better than earlier bikes. Still capable, cuddly and cheap, if not stand-out. 7 / 1 0 Jan ’13

SFV650 £5235 645cc V-twin 129mph 73bhp 49mpg Affordable twin is fit ‘n’ friendly. But new SV650 has same chassis and motor: cheerio SFV? 7 / 1 0 Jan ’10

SV650 £5635 645cc V-twin 135mph* 75bhp** 61mpg** Chirpy, light-hearted, usable, capable: the SV’s got its mojo back. Nicer than an MT-07? Ah... 9 / 1 0 May ’16

GSX-R600 £8813 599cc inline 4 165mph 110bhp 49mpg Old? Maybe, but thick seat, adjustable pegs and lush ride make a 600 you can live with. 8 / 1 0 May ’11

Inazuma £3692 248cc twin 88mph 24bhp 85mpg** ‘Inazuma’ means ‘lightning’. ‘Colin’ would be better name for the cheap cheery commuter. 5 / 1 0 Feb ’13

VanVan 125 £3271 124cc single 65mph* 11 bhp n/a Cute beach-style plaything. May only be ridden in shorts, flip-flops and metalflake piss-pot. 6 / 1 0 Feb ’76

TRIUM PH triumphmotorcycles.co.uk Bike ’s choice: all-new Street Twin is simply bang on the money

Rocket III Roadster £13,900 2294cc inline 3 124mph 125bhp 42mpg Sensory overload, low-rev balls, thunderous, half-decent comfort. It’s all about size. 7 / 1 0 Nov ’15

Thunderbird LT £14,800 1597cc twin 110mph* 93bhp** 44mpg* Cruiser with great seat and screen. Naked base model is £11.7k, butch Commander £13.5k. 8 / 1 0 Apr ’14

Trophy SE £14,599 1215cc inline 3 135mph* 111bhp 45mpg Class leading comfort, motor, weather protection, handling and extras. It’s even agile. 8 / 1 0 Jan ’13

Tiger Explorer XCA £15,800 1215cc inline 3 135mph* 137bhp** 45mpg Adventure-tourer is syrupy, agile, strong, comfy, with all extras. Base model from £11,800. 8 / 1 0 May ’16

Thruxton R £11,700 1200cc twin 130mph* 96bhp** 61mpg** Traditional charm and modern ability in biggest cafe racer ever. Lots of grunt, lots of style. 9 / 1 0 May ’16

Bonneville T120 £9600 1200cc twin 120mph* 79bhp 63mpg** Largest Bonnie yet is accomplished and pleasing, if not quite as together as ace Street Twin. 7 / 1 0 May ’16

Speed Triple R £10,999 1050cc inline 3 149mph 138bhp** 45mpg Modes, traction, ABS, responsive triple, great presence. Bit firm on road, but still a class act. 8 / 1 0 May ’16

Sprint GT SE £9149 1050cc inline 3 158mph 115bhp 42mpg Shy on gizmos, getting long teeth, but proven design and remarkable spec for the cash. 6 / 1 0 May ’14

Tiger Sport £9899 1050cc inline 3 140mph* 124bhp** 45mpg* Sporty, solid, comfy, easy – the best 1050cc Tiger yet. Adventure? No. It’s a tall Speed Triple. 7 / 1 0 Jul ’13

Street Twin £7300 900cc twin 110mph* 54bhp** 60mpg Low-rev grunt, easy ride, fine finish, proper noise. Class retro outshines Scrambler and V7. 1 0 / 1 0 Mar ’16

Tiger 800XCx £10,200 800cc inline 3 124mph 84bhp 48mpg Plush suspension, ample drive and lots of toys make a good road tool, but not too hot in dirt. 8 / 1 0 May ’16

Tiger 800XRx £9700 800cc inline 3 133mph 94bhp** 48mpg Cast-wheel, beak-free Tiger is proven and has lots of extras, though taller XC has better ride. 7 / 1 0 Feb ’15

Daytona 675 £9599 675cc inline 3 159mph 112bhp 44mpg Thin, light, punchy, charismatic. R model (£11k) has amazing handling, quality and looks. 9 / 1 0 Feb ’13

Street Triple £7499 675cc inline 145mph 98bhp 44mpg Fast, engaging, fun, easy to use. Ace. R (£8199) has uprated chassis but not obviously better. 10 / 1 0 Dec ’13

VICTORY victorymotorcycles.co.uk, 0800 9156720 Bike ’s choice: Hammer S styling and experience moves Victory away from H-D

Vision £19,699 1731cc V-twin 120mph* 92bhp 40mpg* Sci-fi über-tourer seemingly built using 1950s American car panels. Oddly appealing. 7 / 1 0 Nov ’07

Cross Country £15,999 1731cc V-twin 105mph* 92bhp** 42mpg* Cross Roads with screen, hard panniers and fancy clocks. Better than a Street Glide. 7 / 1 0 Oct ’10

Gunner £10,299 1731cc V-twin 115mph* 90bhp 42mpg* Nice, affordable entry into the Victory world, with usual cruiser dynamic limitations. 6 / 1 0 Oct ’15

Hammer S £12,999 1634cc V-twin 110mph* 83bhp 43mpg* Typical chopper handling and a serious engine. Makes ears bleed on accessory pipes. 8 / 1 0 Jul ’07

WK wkbikes.com, 01507 522900 Bike ’s choice: 650i busts Chinese preconceptions... well, almost

650TR £3599 649cc twin 125mph* 61bhp 50mpg* Chinese cross between ER-6 and Deauville. Won’t ignite your pants, but look at that price. 5 / 1 0 Oct ’13

650i £3299 649cc twin 121mph 61bhp 49mpg* First big Chinese bike is like a first-gen ER-6. Not amazing, but better than preconceptions. 5 / 1 0 Oct ’12

Trail 400 £3899 397cc single 70mph* 27bhp** 60mpg Like trailies of old – light, agile, usable. Pity about weak motor, poor forks, iffy details. 4 / 1 0 Nov ’15

125 Cruiser £1699 125cc twin 60mph 12bhp* 90mpg* Parallel-twin 125 looks and feels decent, has OK finish and ride, but unhappy above 55mph. 6 / 1 0 May ’15

YAMAHA yamaha-motor.co.uk, 01932 358000 Bike ’s choice: Cheap yet classy, basic but brilliant – the MT-07 is superb

VMAX £15,885 1679cc V4 136mph 179bhp 32mpg Bold, big grunt, lots of toys, terrible tank range. Viable Diavel rival now it’s not £22k. 7 / 1 0 Nov ’08

XVS1300 Custom £9435 1304cc V-twin 110mph* 72bhp** 45mpg* Stylish, raked-out, liquid-cooled semi-chopper is worth a look over US brands. Nice. 8 / 1 0 Jul ’14

FJR1300A £13,435 1298cc inline 4 148mph 131bhp 42mpg Best-ever FJR isn’t defining, but is very good. Semi-auto AS (£15.6k) has elec suspension. 7 / 1 0 Mar ’16

XJR1300 Racer £9735 1251cc inline 4 141mph 97bhp 35mpg Soft, smooth, able, loveable, but basically a big retro with cafe racer look. It goes next year. 6 / 1 0 Feb ’16

Super Ténéré £11,135 1199cc twin 135mph 96bhp 40mpg Manners, quality, ability, good price, but lacks GS charisma. Elec-suspension ZE is £13k. 7 / 1 0 Mar ’14

YZF-R1 £15,135 998cc inline 4 183mph 189bhp 35mpg Stiff, tall, high geared on road, but special and peerless on track. Had a few gearbox woes... 9 / 1 0 Jul ’15

XV950R £7935 942cc V-twin 110mph* 51bhp** 60mpg Trendy, straightforward rival to H-D Sportsters. Really rather nice. Racer spec is £8235. 7 / 1 0 Oct ’14

MT-09 Tracer £8285 847cc inline 3 129mph 113bhp* 47mpg Faired MT-09 is fun, high-spec, usable, affordable. Don’t buy a GS without testing one. 1 0 / 1 0 Oct ’15

XSR900 £7985 847cc inline 3 130mph 104bhp 49mpg Ace MT-09 (below) in ’70s get-up with tad sportier set-up. Not sure if worth the extra £900. 9 / 1 0 Apr ’16

MT-09 £7085 847cc inline 3 130mph 104bhp 49mpg Mint motor, nimble chassis, gurgling noise, easy to ride. No more snatchy throttle either. 9 / 1 0 May ’16

XSR700 £6385 689cc twin 119mph 70bhp 49mpg Mega MT-07 in period custome. Proof that retro looks can work with a modern dynamic. 9 / 1 0 Jun ’16

MT-07 £5485 689cc twin 125mph* 70bhp 48mpg Fit, able, classy, efficient, fun, cheap. Just mega. Boundary-blurring, giant-killing genius. 1 0 / 1 0 Oct ’15

XT660Z Ténéré £7135 660cc single 105mph 43 bhp 49mpg* Tall, well-appointed, capable device for global capers. Less trendy XT660R is £6635. 7 / 1 0 Jan ’13

XJ6 Diversion £6613 600cc inline 4 126mph 70 bhp 54mpg Keen 400-esque four, decent chassis. But it’s £1200 more than an MT-07. Why bother? 5 / 1 0 Oct ’09

YZF-R6 £9813 599cc inline 4 172mph 114bhp 38mpg Fastest 600 we’ve ever tested. Crazy power, super-slick, classy, but demanding on road. 7 / 1 0 May ’11

SR400 £5292 399cc single 75mph* 27bhp 62mpg Straight out of 1978. Charm, period feel, but just so old – there are far more able bikes for £5k. 4 / 1 0 Jul ’14

YZF-R3 £4892 321cc twin 102mph* 41bhp** 65mpg Light, revvy, fun-to-ride, well finished. Ability and spec fight for best A2 sporstbike title. 8 / 1 0 Jul ’15

YZF-R125 £4471 125cc single 80mph* 15bhp 92mpg Looks like an R6, feels proper. Not as sharp as it was, but still more satisfying than a CBR. 7 / 1 0 Aug ’14

WR125X £4271 125cc single 80mph 15bhp 95mpg* Full-on, full-size, beautifully detailed supermoto that happens to be a 125. Not cheap. 7 / 1 0 Nov ’09

MT-125 £3971 125cc single 70mph* 15bhp 100mpg* Stripped-down YZF in the popular MT model style. Rides well, looks good, nicely made. 8 / 1 0 Aug ’14

ZAETA krazyhorse.co.uk.com; 01284 749645 Bike ’s choice: SE street-tracker is more useable than focused DT variant

530SE £12,750 530cc single 80mph* 55bhp** 30mpg* Loud, expensive, impractical but also beautifully crafted and utter fun at legal speeds. 7 / 1 0 May ’15

BLUE = Available just on iPad RED = Available on iPad and AndroidORANGE = Available in print only

R O A D T E S T B A C K I S S U E S READ ROAD TESTS ON iPAD & ANDROIDSimply go to www.greatmagazines.co.uk, Apple Newsstand or Google Play to download back issues

** Claimed * Estimated

125

Æ LOAD OF WANKELS

Norton aren’t alone in trying rotary engines. The ’70s saw Suzuki’s RE-5, DKW’s

W2000, and this: Van Veen’s OCR1000. Built by the Dutch Kreidler importer, its

996cc, 100bhp motor was intended for Citroën’s GS car. Quality was high, but so

was price: by 1979 it cost £10,000 – £51k in today’s cash. Only 38 were produced.

Bike’s 2016 Big Test candidates have started to appear. Dodging showers and starting to rack up the miles to answer the questions that only distance and frequent use by all-comers can answer…

2016’s big questions

Bike Life

126

Royal Enfield Classic Total mileage: 503 Price: £4499 Info: royalenfield.com/uk

MODERN MOTORCYCLING appears to be split into two very separate clumps. One grouping is occupied by high-tech, high-price machines where accessories seem more important

than throttle feel, and the other is full of trad two-wheelers.Bikes don’t get more bare-bones than the Indian-built singles.

Triumph and Ducati are busying themselves making their products look old, but a thudding RE really is old. With sensations and even smells to match (see page 130).

While trends appear to be playing into RE’s hands, it could be they’re too antiquated for modern riders. And they fall apart, don’t they? We’re going to find out, racking up as many miles as we can over six months – all weathers, all roads, all types of pilot.

Could be the most revealing test of the year. It’ll certainly use the most Autosol. Mike Armitage

Kawasaki ZX-10R Total mileage: 510 Price: £13,785 Info: kawasaki.co.uk

B ECAUSE THE H2 is so rare and expensive, the new ZX10-R is Kawasaki’s real world flagship (if you can call a £13,785, 189bhp sportsbike real world). It has to sell – not only to justify

flying Tom and Jonathan round the world to win WSB races, but to act as a rolling reminder out on Britain’s roads that Kawasaki still builds the hairy fast ones.

It’s early days for Bike’s ZX-10R but we’ve already learned that it’s a surprisingly sophisticated headcase. Commuting along the A14 among the trucks and Fiestas is unreal. Like plonking a leopard in a petting zoo.

The ZX-10R reduces any journey time (with the possible exception of urban crawls) by at least 20% and increases the amusement factor by a similar percentage. It is ridiculously real world fast. John Westlake P

IC:

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127

Honda Africa Twin Total mileage: 327 Price: £10,499 Info: honda.co.uk/motorcycles

T HE AFRICA TWIN is Honda’s most important new bike in years, and the 1000cc adventure bike has been selling well, but foreign launches and comparison tests can only tell you so

much. To learn about its real strengths and foibles it needs big miles, long trips and short trips.

We’ve only managed the short trips so far and the AT is proving to be a serene speeder on my preferred B-road commute and on a late night blast on Fenland A-roads. It is utterly stable, soaking up bad surfaces and bumps. Ours is equipped with the optional DCT transmission. I’m not missing gear shifting per se but after three days and 300 miles I’m still intuitively reaching for the clutch lever during low speed manoeuvres.

And it’s maybe too easy to forget just how well put together a Honda can be. The Africa Twin reeks of quality. Hugo Wilson

Triumph Street Twin Total mileage: 613 Price: £7300 Info: triumphmotorcycles.co.uk

T HE NEW GENERATION of Bonnevilles are the most important bikes Triumph has built for years. And where the old ones were tough and moderately capable, they weren’t exactly the most

compelling machines on the road. You know it’ll be more than OK as a daily commuter, but we’re

also going to tell you what it feels like when riding with dozens of other bikers dressed as Evel Knievel through Wales… don’t ask.

Our inner hipster will be revealed as we improve/ruin it with recourse to the substantial Triumph accessory catalogue and it’ll even make an appearance on a few trackdays too. Whether or not it’s still here by the time I make my annual pilgrimage to some dull, faraway German city for no apparent reason remains to be seen, but if it is its credentials as European tourer will be tested to the fullest extent. Paul Lang

M O R E 2 0 1 6 T E S T B I K E S

SUZUKI SV650

The chirpy SV650

(and its Gladius

derivative) has been

around for years but

gets a big revamp for

this year. So does it still

cut it in 2016 and can it

compete with

Yamaha’s top value,

super frisky MT-07. Due

next month.

KTM 1290 SUPER

DUKE GT

KTM’s crazy version

of a sports tourer

combines 160bhp

potential of the Super

Duke with better

weather protection and

panniers. But is it

really a viable two-up

tourer? Coming very

soon. Hopefully.

DUCATI XDIAVEL

Possibly the best

‘cruiser’ yet built,

bloody fast, great

dynamics and stunning

looks too. But what’s it

like to live with on UK

roads, can you actually

persuade anyone to get

on the back and how do

you keep the bling

blinging? It’s imminent.

Jonathan Pearson » Off-road Editor

This month: Honda CRF250RE

Other bikes ridden: Ducati Multistrada Enduro, BMW R1200GSA Miles ridden: 29

Paul Lang » Art Director

This month: Ducati Monster M900 Other bikes ridden: Triumph Street Twin, Bonneville T120 Miles ridden: 233

We imagine

Langy’s sons

look on and

feel nothing

but pride...

Hugo Wilson » Editor

This month: Morini 500 Camel Other bikes ridden: Honda Africa Twin, Yamaha XSR700, Miles ridden: 354

N  OTHING MATCHES THE euphoric high that comes from kick-starting a bike with a freshly rebuilt engine.

The overhauled power unit of my Morini Camel was re-fitted into the chassis but there were issues. Kick, kick. ‘Did you re-join the block connector?’ Kick, kick. ‘I might have switched the transducer wires’. Kick, kick, brrrrrrrrm. Big smiles, deep joy and the smell of burning oil.

With the engine running we check the ignition timing with the strobe light then, using a Morgan Carbtune vacuum gauge (£59, carbtune.co.uk), the carburettor slides and idle mixture screws are adjusted. I ride the bike across the yard, load it into the van and take it home, dreaming of summer trail-rides.

Back home I fit a new battery (£16.79 from the local motor factor) and check the lights in anticipation of MoT test success. Time for a proper test ride. Kick, kick. Kick, kick. Kick, kick. Nothing matches the despair when a bike with a freshly rebuilt engine fails to start.

‘Cigarettes or

peace of mind’

Bike Life

128

» Honda CR250 Supermoto » Honda XR650R » KTM 300EXC » Suzuki RM250 » Gas Gas 321 trials bike » Honda FireBlade » Ducati

M900 Monster » Honda NCZ50 Motocompo » Mobylette V50 » H-D FXR Shovelhead » H-D FXR Evo » Hodaka Wombat » CZ 175 Trail » Suzuki

GT200 X5 » Mobylette AV33 » Morini 3 ½ Sport » Morini 500 Camels » Matchless 350 » Mobylette AV42 » Aprilia Falco » Yamaha FZ1 Fazer

Our old bikes

‘Smashed

metacarpals’

‘Kick, kick. Kick,

kick. Kick, kick’

I ’M A NATURAL WORRIER, and I’ve become paranoid about having my Ducati Monster stolen. It’s not about the

money, my bike isn’t super valuable, but it is my bike and I don’t want to lose it. I decided to fit a Bike Trac tracking device.

It’s a unit the size of a cigarette packet that is hidden on the bike, power is fed from the bike’s battery, but it has an independent power supply too.

If the bike is moved (for more than 20 seconds) without the ignition on you’ll receive a text and email. If you don’t respond, but movement continues, you’ll get a phone call and can then call the Old Bill. Bike Trac claim that 93% of bikes fitted with the device that were stolen last year were returned to their owners.

There are other benefits. I can check where my bike is on my smart phone. That’s reassuring. And there’s a crash sensor that gets to work if the bike is leant over at more than 80 degrees with the ignition on, but not moving. Plus RAC and insurance discounts.

The unit costs £299 plus an hour to fit. Then it’s £9.99 a month or buy a 1-3 year deal. Same as a packet of fags.

MOUSSE FIGHTING ISN’T a well-known sport outside enduro circles. And no, I haven’t spelled mousse

wrong either. A godsend or a bastard, depending on

your point of view, a mousse is a sponge tube you fit inside an enduro or motocross tyre, effectively an unbreakable inner-tube. They’re awesome because you can hit any rock, log or step as hard as you like and not worry about getting a puncture. Brilliant, so long as you never have to fit one.

If you’ve the hands and forearms of a caveman and/or an expensive mousse-changer things are relatively pain-free but I have neither. The tyre can’t go on basically because of the pressure the mousse creates inside. You need three arms, loads of tyre soap, industrial tyre levers and the reactions of a Ninja to prevent smashed metacarpals or teeth. It is as close to fighting as I ever get. My advice is get someone else to do it.

Forcefield Pro Vest X-V

Used for: four months Price: £119.99

Info: forcefieldbodyarmour.com

» Forcefield’s Pro Vest is made

from soft, breathable ‘Becool’

fabric, has a CE level 2 back

protector and chest armour which

moulds to body shape.

It’s a bit too hot and bulky for

MX. But it works well trail riding,

under leathers on road bikes and

really well with adventure kit.

Wear it on any bike? Just about.

Bell Star Carbon

Used for: five months Price: £479.99

Info: bellhelmets.co.uk

» At 1300 grammes

this is the lightest

full-face lid I’ve ever

owned. Apparently

the carbon fibre shell

is super strong, but

doesn’t have the plush feel of an

Arai though visor removal is easier. Vents

rattle slightly and allow draughts but perfect

fit makes it my current favourite crash helmet.

James May: The Reassembler

Used for: three episodes, 30 minutes each

Price: BBC licence fee Info: bbc.co.uk/iplayer

» The premise for The Reassembler TV

series was simple. Take a petrol

lawnmower, a dial telephone and an

electric guitar apart and then put them

back together. Compelling. And packed

with pearls of wisdom. The purchase of

the screwdriver tip on the screw

depends on it being completely square.

With a long screwdriver it’s easier to

get it square, so you get better drive.

Left side kickstart

for extra

aggravation

Left side kickstart

for extra

aggravation

Left side kickstart

for extra

aggravation

Tramp finds mousse

in someone’s garage

Tramp finds mousse

in someone’s garage

129

Steve Herbert » Digital Art Editor

This month: Aprilia Falco Other bikes ridden: Yamaha XSR700, Honda Africa Twin Miles ridden: 387

‘Says I’m looking

at a ban’

BLUE LIGHTS IN MY MIRRORS. Pull over. Angry looking policeman points, shouts, pulls in front and leads me to a

quiet bus stop. ‘What’s the speed limit on a dual carriageway?’ he asks. ‘70mph,’ I say. ‘And how fast were you going?’ I panic. Best be honest I reckon. ‘I’ve no idea, my speedo’s stopped working…

It’s only showed 0 since I left Bike HQ and it’s not clocking up any miles either.

He claims I was doing over 100mph which – if I’m telling the truth about my speedo (I am) – I can’t argue with. Didn’t feel anything like over a ton to me. He takes my details. Says I’m looking at a ban. I remain honest, respectful and terrified. After much telling-off, he says the memory card has dislodged from his recorder so there’s no evidence of my offence despite there being two officers in the car. He’s got something more important to do and I’m let off with a warning. I ride home very slowly indeed.

The speedo? Likely a crapped-out sensor. It’s now started throwing up all sorts of random numbers. Needs fixing very soon.

Alpinestars Orbit backpack

Used for: five months Price: £159.99

Info: alpinestars.com

» Expandable 35-litre

main compartment is

waterproof with a

separate, removable,

laptop carrier. Loads of

external pockets and

clever stuff like

stashable helmet carrier.

Slightly let down by cheap-

feeling, fussy (but comfortable) harness.

Seeing the light

Mark Williams » Contributor

This month: Yamaha XSR700

Other bikes ridden: Moto Guzzi V9, Yamaha T80 Townmate Miles ridden: 98

Understanding how ‘custom’ can often result in many

hours of needless frustration for a great many people

THE ASCOT’S PROW – all barmy 1980s Japanese cubism – looked ghastly on the otherwise svelte, dirt-

track stylee Honda but replacing it with summat prettier proved challenging. The 52° V-twin leaves no room under the tank for anything but the dual Keihins’ airbox, so Honda’s engineers stashed much of the electrical gubbins behind an ugly plastic panel and a horrid square headlamp, and with no obvious alternative, that’s where they’ve stayed. And after all the messing about, impinging on the goodwill of skilled craftsmen and general exhaustion of favours, you have to wonder if it was all worth it. Forever the nagging $64,000 question when operating in the custom sphere.

But I and my engineer mate Will – whose credentials include stuffing a Harley 45 motor into a rigid Norton

frame – fashioned a rounded alloy panel that hides the junction box, horn and a nest of tangled wiring, and after much cussing trying to fit fork-mounted brackets, also supports the five-inch Bates headlamp that well suits the bike.

Replacing the ugly instrument panel also proved exasperating but I had one beautifully wrought in stainless steel (by a coyly anonymous gent) which neatly cradles the CRK-sourced tach and speedo. But junking the stock unit meant that the 65mm tall Ascot ignition barrel stuck out like the sorest of very

sore thumbs. Much tedious research

resulted in a 35mm CX500 assembly which (just) fitted the Ascot’s top yoke and looks right, but caused further aggro as the circuitry serving them is almost entirely different. Finally Will and I fashioned an

old-school competition number plate into a teeny-tiny fairing which hides the remaining electrical eyesores and now my Ascot is ready for paint and some summer fun. Hopefully.

You could usefully point out that it already has paint, but let’s remind ourselves – this is custom world.

‘What I am dreaming about is...’KAWASAKI 250 TR. My CZ 175 Trail is frankly not much of trail bike and is now for sale. The

grey import Kawasaki TR is frankly not much of a trail bike either, but it’s Japanese so it won’t break and require unobtainable spares from defunct outlets. It will also cruise at 60mph as

opposed to 40mph and require only petrol when filled-up. I am so over old two-strokes . Mark Graham mark@bikemagazine.co.uk

‘Ignition barrel stuck out like the sorest of

very sore thumbs’

After: dog with

flea collar

After: dog with

flea collar

After: dog with

flea collar

Before: dog’s

dinner

Before: dog’s

dinner

Before: dog’s

dinner

Steve’s Falco;

faster than a

Veyron

Steve’s Falco;

faster than a

Veyron

‘Dad prefers the new motor but I like the look of his external oil

lines and separate gearbox’

Bike Life

130

I  ’VE JUST GOT THE OLD GIRL OUT of hibernation. It turned over for ages but wouldn’t start, so I took the carb off and

blew the jets out – I’ve owned it eight years and have had to clean the carb every spring. Still wouldn’t go, though.’

It’s a bright day in the Leicestershire lanes. I’ve brought our new Royal Enfield Classic for a ride with my dad, Les, on his 2006-model Bullet, and he’s introducing me to the finer details of Enfield ownership. ‘So I popped the carb to Charnwood Classics, who blasted every

nook and cranny with their airline.

Said it’s the cleanest they’ve seen, but it still wouldn’t fire. Then the starter button packed up. There’s a small lever that compresses a spring to make contact, and it needed cleaning. It’s fiddly to take apart, needed a good hour to sort, then another hour to get the switchgear located on the pin on the ’bars. The battery died next, so I charged it... and then the bugger went straight away.’

Our boxfresh Classic has much in common with dad’s ten-year-old bike. Lights, swingarm, controls and most of the frame are identical. There are significant changes too, however, including forks, tank, fuel injection and handlebars. There’s no visual similarity between our bike’s unit-construction single and his earlier design either. (Dad prefers the new motor – ‘be easier to clean’ – but I like the look of his separate gearbox and external oil lines.)

Despite differences the bikes sound and feel similar. They fire the same way, turning over for ages before croaking into life, and as we thud home for a cuppa at a cheery 50mph their performance is similar too. Dad says he accepts his bike’s ‘niggles’ because it feels good to ride.

Next morning, our Classic refuses to start. Then the filler cap won’t release the ignition key. I hope I’ve got my father’s levels of tolerance.

Mike Armitage » Deputy Editor

This month: Royal Enfield Classic Other bikes ridden:

Yamaha XSR700 Miles ridden: 503

Matching bikes,

lids, DNA, yes it’s

the Mike and Les

Armitage show

Matching bikes,

lids, DNA, yes it’s

the Mike and Les

Armitage show

Matching bikes,

lids, DNA, yes it’s

the Mike and Les

Armitage show

PIC

: J

AS

ON

CR

ITC

HE

LL

‘Thud home for a cuppa at 50’

Made like a gun

for father and son

Made like a gun

for father and son

ACCESSORY LINE FOR SCRAMBLER DUCATI®

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