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Used Yamaha MT-09: sensible price, crazy fun Security secrets that will protect your b

SHOWDOWN
IN SNOWDONIA
Exploring the best roads in Wales on the hottest new adventure bikes

FEATURING
BMW R1200GS
Ducati Multistrada 1260S
Triumph Tiger 1200
KTM 1290 Super
Adventure S
JUNE 2018
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Welcome... THE ALTERNATIVE
ADVENTURE BIKE:
ROYAL ENFIELD
HIMALAYAN 48

Do you need a big

budget to get a big
adventure bike?
ADVENTURE BIKES GET more
popular every year and they’re
getting more sophisticated with it…
generally. In this issue we have the
latest hi-tech trailies tackling snowy
Snowdonia (p14). They’re a sharp
contrast to the low-cost, low-tech Royal Enfield COULD YOU LIVE
Himalayan — a bike that really was built to ride in WITH A CHINESE
BIKE? 70
the world’s highest mountains (p48). Which would
give the kind of adventure that’s right for you?
It’s not all adventure bikes — there are plenty
of other great machines in this issue. We have
good-value used naked bikes (p82), sports tourers
(p76), sportsbikes (p81) and even a potentially
game-changing Chinese bike (p70) — not to mention
all the latest naked roadsters (P58).
But never mind the metal, it’s the riding that
counts. The Great British Ride Out continues on
p32. Enjoy the issue — and enjoy your ride.
OFF-ROAD
SIMON WEIR EDITOR ACADEMY IN
WALES 112

This month WHAT THE REST OF THE TEAM IS EXCITED BY IN THE JUNE ISSUE…

Martin Fitz-Gibbons Kev Raymond Caroline Barrett

Deputy editor
Last October I woke up to a
space where I’d parked a
BMW R1200GS. After the disbelief and
denial I felt sick, angry, guilty and
violated. Bike theft happens to other
people, until it happens to you. Don’t let
it — follow our security special. PAGE 92
Features writer
The grapevine suggests he’s
done it — Bruce has got the
project F650 through its MOT and back
on the road. I’m waiting to see what then
went wrong with it — my experience is
something always does. Too cynical?
Let’s find out… PAGE 108
Editorial assistant
Normally I’m not carried away
with the hype about new
bikes, but there are a couple being
launched this month that really have got
me interested. Particularly the compact,
lightweight KTM 790 Duke — that looks
great to me. What is it like? PAGE 58

Get involved
See p32 for this month’s
great routes — and you
can take part by going
THE GREAT BRIT SH OUT
to www.ride.co.uk/gbro

JUNE 2018 |3
Get in touch
EDITORIAL
RiDE, Media House, Lynchwood,
Peterborough PE2 6EA
Editor
Simon Weir
01733 468086
simon.weir@ride.co.uk
Deputy editor
Martin Fitz-Gibbons
01733 468091
martin.fitzgibbons@ride.co.uk
Art editor
Andrew Beswick
01733 468102
andrew.beswick@bauermedia.co.uk
Production editor
Jim Blackstock
01733 468015
jim.blackstock@ride.co.uk
Editorial assistant
Caroline Barrett
01733 468081
14 Four go wild in
Snowdonia
caroline.barrett@ride.co.uk
Features writer
Kev Raymond
ridemagazine@orange.fr
Regular contributors Contents JUNE 2018
40 Steph finally
heads home

Roland Brown, Jason Critchell,

Jimmy Doherty, Bruce Dunn, TRAVEL
Simon Hargreaves, Gareth
Harford, Steph Jeavons, Mark Your rides.......................................................... 8
Manning, Chris Moss, David Your next great ride ................................... 12
Stokes, Jon Urry, Chippy Wood
Group ride: road-focused adventure
ADVERTISING bikes in Snowdonia .................................... 14
Commercial director
Gareth Ashman One-day ride: Spa, Belgium.................. 30
Group commercial
Great British Ride Out.............................. 32
manager
Rhonda Janes 01733 366445 Travel gear .....................................................34
Head of key accounts
Shaun Collin 01733 468229
Extreme travel ............................................. 38
Classified Destination: Hawes................................... 46

THE GREAT 32
Sarah Frisby 01733 366323 This summer’s
Jessie Hutchings 01733 366376 best riding
NEW BIKES
MARKETING
Sarah Norman 01733 468845 The RiDE road test: BRIT SH
Angela Humphrey 01733 468499 Royal Enfield Himalayan ......................... 48
MANAGEMENT
Managing director,
motorcycling
Rob Aherne
Editorial director
First rides ..................................................... 58

Could you live with a

Chinese bike? .............................................. 70
OUT
June Smith-Sheppard
Group MD USED BIKES
Rob Munro-Hall
Affordable adventure bikes ..................56
Chief executive
Paul Keenan New v Used: Kawasaki Z1000SX ........ 76 76 New v old
Z1000SX

SUBSCRIPTIONS Head to head: sports scalpels ............. 81

and BACK ISSUES Used buying guide:
01858 438884
bauer@subscription.co.uk Yamaha MT-09 .............................................82
greatmagazines.co.uk/ride Icon: Yamaha RD350LC .......................... 90

4| JUNE 2018
 82 Buy a cracking
used MT-09
SUBSCRIPTION OFFER
GET AN OXFORD
TAILPACK WORTH
99 £49. RRP

62
Retro looks,
latest tech
BIKES IN
THIS ISSUE
BMW F650 .................................................. 108
BMW F650GS Sertão ............................... 56
BMW F750GS ............................................. 68

BMW R1200GS .............................................14

CF Moto 650MT.......................................... 70
Ducati Multistrada 1260 S .......................14
Ducati Scrambler 1100 ............................ 62
Honda CB1000R ......................................... 64
Honda NC500X .......................................... 38

Husqvarna 701 Vitpilen ............................ 6

Kawasaki Z1000SX ................................. 76
KTM 790 Duke ............................................. 58
KTM 1290 Super Adventure S ................14
MV Agusta Brutale 800.............................6
Royal Enfield Himalayan ....................... 48
Suzuki GSX-R750........................................81
Suzuki SV650X .......................................... 68
Triumph Daytona 675 ...............................81
Triumph Tiger 1200 ....................................14
Yamaha MT-09 .......................................... 82

102 The latest

gear tested
On the cover
82 14 92

92 Guide to best
security tips

PRODUCTS
The RiDE product guide:
100 Exclusive
Scottoiler test

Security ...........................................................92
Scottoiler xSystem ................................. 100 REGULARS
Quick Kit tests ............................................102 RiDE’s month in bikes ................................. 6
One-year review....................................... 106 Subscribe to RiDE...................................... 28
Ask the lawyer ............................................ 37
EXPERIENCE Where to go .................................................. 44
Project F650… lives! .............................. 108 Letters ............................................................ 118
Sweet Lamb Adventure Academy .... 112 Back in the day ..........................................122 32 70 76
JUNE 2018 |5
 New Vitpilen is a
stylish single

A HUSKY VOICE

Vitpilen gets Husky on the road

IN THE PAST 11 years Husqvarna has and numerous neat details.
gone from being owned by MV Agusta
which sold it to BMW and then passed
on to KTM. There it’s been reunited with
The unchanged 693cc motor makes a
healthy 74bhp, enough for lively
acceleration from a bike weighing just
The 401 Svartpilen
The second road-focused Husqvarna is the
Husaberg, the company formed by staff 166kg with its 12-litre tank brimmed. Svartpilen 401, built around the 375cc single
who didn’t want to move Especially as the Vitpilen from the KTM 390 Duke. Peak power is an
to Italy when it was sold
to MV back in 1987. says comes with a two-way
quickshifter that’s a
A2-friendly 44bhp and it’s a lightweight
150kg without fuel — though with a tiny 9.5L
At long last, the brand We’re delighted that the historic pleasure to use. tank it’ll be less than 160kg when ready to
seems to have stability, a Husqvarna name is on street Handling is superb: ride. The ‘Black Arrow’ shares the styling of
new direction and a bikes once again. At almost £9k stable yet brilliantly agile the larger Vitpilen but with spoked wheels
fresh focus. The new for a single-cylinder café racer, and precise, but only a and a single-disc front brake and more
Vitpilen 701 spearheads the Vitpilen is clearly a niche single disc up front, at basic suspension. It’ll be £5599 — making it
KTM-owned Husqvarna’s within a niche but its existence the expense of some a very premium A2 machine.
attack on the streetbike makes the motorcycling world a stopping power. The
market, initially with a more interesting place. clip-ons get uncomfy in
family of über-cool the Vitpilen’s urban
looking singles. The heartland and, at £8899,
Vitpilen 701 (which translates as ‘White it costs more than KTM’s more powerful
Arrow’) shares the 690 Duke’s format of and sophisticated 790 Duke (p58). But
a powerful single-cylinder engine in a it’s great fun and more versatile than it
tubular-steel frame with WP suspension, looks, and gets Husqvarna’s street
but differs from the Duke by its café- comeback off to a flying start.
racer styling, incorporating clip-on bars ROLAND BROWN

6| JUNE 2018
 Good month for…
FAST AT (NEARLY) 40
New Brutale Valentino Rossi has signed a
signals MV’s contract extension with
new direction
Yamaha, ensuring that
he’ll be on the
MotoGP grid until
the end of 2020, by
which time he’ll be
41. Already the
oldest winner of a
modern MotoGP race,
the reassurance that the
ET TU BRUTALE? most popular rider in MotoGP
doesn’t plan on retiring any time soon led to

Brutale leads MV fightback simultaneous sighs of relief from MotoGP

race organisers, Yamaha dealers, the Italian
MV AGUSTA HAS launched an family to replace the current models, motorcycle industry and manufacturers of
updated version of the Brutale 800RR, which aren’t Euro4 compliant. A new fluorescent yellow paint.
and announced a refocus on high-end Brutale four is due in production next
bikes, following its recent financial year, followed by a ‘neo-classic’ café LEARNERS IN SWINDON
problems and restructuring. The latest racer in 2020, and an F4 in 2021. This If you want to pass your bike test, move to
Brutale 800RR’s specification and is likely to involve hybrid technology, Swindon. Finance company
138bhp output are unchanged but the said MV’s CEO Giovanni Castiglioni. Moneybarn has crunched the
triple is overhauled with new cams Meanwhile the existing F4 is set to most recent Module 2 test
and other engine parts, go out in style later results data and revealed how
revised fuelling and
quickshifter, new says this year, with a
limited-edition model
dramatically different success
rates are across the country.
frame and suspension. We have to admire the tenacity called the Claudio, in Top of the table was Swindon,
It costs £13,700 and of MV, which has had more honour of the late where 86.8% of riders passed their test,
retains the old 800RR’s comebacks than Rocky. The fact former president. while the lowest rate was in Glasgow, where
character with more it is focusing on naked machines Another nostalgic just 52.7% of riders were successful.
refined power delivery demonstrates it is at least touch is reviving the

Bad month for…

and handling. adapting to the dramatic decline Cagiva name — for
MV is developing in sportsbike sales. electric bikes.
a new four-cylinder ROLAND BROWN

RENEGADE MASTER

New Arai Renegade V

THE LATEST LID from top-end helmet brand Arai is the
updated Renegade V. This is an all-new shell, with a BURNED SAUSAGES
fresh venting structure and a new liner with revised The Hartside Top Café — at 1904ft, the highest
cheekpads and recesses for intercom speakers. café in England — has been devastated by a
The Renegade V shares the latest visor system with fire. Hartside Top is a long-running biker
top-end RX7s, where the sidepods hinge out for visor meeting point and one of the 186 checkpoints
swaps. It comes with a Pinlock anti-fog insert. that form our Great British Ride Out (p32).
Though it obviously works on all bikes, the Renegade Nobody was hurt, but the blaze gutted the
V is designed with naked bikes and sports tourers in mind. building and caused the roof to collapse. Local
Plain colours will be £449.99, patterns up to £529.99. supporters are raising funds for its repair.

RIDE QUALITY
More than 24,000 miles of
WE LAUNCHED IT last month, just in time for the roads across England and
THE GREAT snow but as the weather improved, we started Wales could fail if they don’t

BRIT SH getting riders taking part in the Great British Ride

Out (p32). The idea is just to ride a bit more,
visiting interesting places. You don’t have to send
us a route, though — just visit some destinations
receive essential maintenance
in the next 12 months, according
to a survey by the Asphalt Industry
Alliance. The AIA also noted that even with

OUT and send us selfies. The person visiting the most

each month will win a Bridgestone helmet bag.
This month’s winner: Chris Jones of Northolt.
adequate resources — local authorities
currently face a £556 million shortfall — the
work required to fix the road network would
take 14 years. Adventure bike, anyone?

JUNE 2018 |7
 TRAVEL

Your rides
Been somewhere inspirational? Ridden
an amazing road? Email ride@ride.co.uk
to tell us about your trip and your bike

Lakes, Norway
Mark’s Yamaha Fazer 600 and my BMW
GS Adventure by a frozen lake in Norway,
on our nine-day, 2555-mile trip from
Northern Ireland. John McKeefry

Norfolk, England
My Triumph Trophy SE at Holkham
Hall, with a few deer for company.
Andrew Leeming

Inverness, Scotland
A large group of us on a 1200-mile,
three-day trip around the Highlands. Here
we all are by the A9 in the Cairngorms
National Park. Martin Thompson

8| JUNE 2018
 Get your bike in
& win a BikeTrac system
Each month, the Star Picture will win a BikeTrac
unit, plus a year’s subscription. As well as boosting
security, it logs journeys and even gives live
battery voltage information, too.
How to send us your photos
Email your most inspirational biking photos to us
at ride@ride.co.uk with ‘Your Rides’ in the
subject line. Please send us the original unedited
photo file, ideally at least five megapixels in size.
And don’t forget to include your full name, too.

STAR PICTURE
Middlesex, England
Left Belfast and covered 1500 miles on
a museum tour on my Honda Africa Twin,
visiting Duxford, Biggin Hill, Beaulieu,
Bovingdon, RAF Hendon (where this pic
was taken) and RAF Coningsby. It rained
every day but the last one. David Filson

Wester Ross,
Scotland
Getting ready for
the hairpins of the
Bealach na Ba on the
North Coast 500.
Nobody said you had
to have an adventure
bike for an adventure. Andorra
My Suzuki VanVan Travelling from Ireland, though France into Spain, then
125 is on L-plates. onto Andorra and home via the UK — 14 days with
Charlie Orr great routes provided by RiDE. Michael Finlay

Austria
My Ducati Multistrada and my Son’s
Yamaha Fazer on our trip to Austria.
Steve Davison

JUNE 2018 |9
 TRAVEL
Baden-Württemberg,
Germany
Following RiDE recommendations,
we headed to the Black Forest on
my BMW R1200 GS. Matthew Bridge

Mo i Rana, Norway
When 20 of us went to the Arctic Circle
in Norway, these four (Rob, Rob, Paul and
John) blagged onto the Arctic Circle
Raceway. It was a great trip. David Moule

Switzerland
We found a photo opportunity halfway through a
2250-mile, week-long tour of Europe to celebrate my
dad’s retirement. I’m on a hired BMW R1200GS and he’s
on his Honda VFR1200F. James Crawford

Midi-
Pyrenees,
France
My father on his
2012 BMW
R1200GS with my
Triumph Tiger Sport
in the Gorge de
Galamus, following
your excellent
Cathar tour. It was
4°C on the passes,
26° at the bottom… Grimsel Pass, Switzerland
No better way to A quick stop to take in the breathtaking scenery on
spend ten days. Grimsel Pass, on my way to Splügen from Interlaken.
James Webb Patrick Kennedy

Yorkshire, England
Early morning ride to Filey
on my Harley-Davidson 1200
Sportster. Glorious sunshine,
empty roads. Brian Bulley

Dorset, England
My Kawasaki Versys
650GT and my son Cameron
on our last camping trip
before he gets his own bike.
Neil Brown

10 | JUNE 2018
 Photo: R. Schedl
Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

ADVENTURE
IS OUT THERE
GO GET IT!
-
With so many challenging roads to explore, the KTM 1090 ADVENTURE is a great
way to start conquering the miles. Built to go the distance, this touring master has
an impressive 125 hp (92 kW) and advanced electronics to meet every challenge.
The exceptional rider comfort and lightweight feel will leave you with enough energy
to take the adventure even further.

Find out more from your local authorised dealer or visit: www.ktm.com
 YOUR MONTHLY GUIDE TO
GREAT TIMES ON TWO WHEELS

Rush hour on the

stunning Col de la
Tana in the southern
part of Corsica

12 | JUNE 2018
YOUR NEXT GREAT RIDE
CORSICA
FRANCE IS PACKED with brilliant places
for the touring motorcyclist. The Alps,
the Pyrenees, the Vosges, the Tarn
Gorges, the volcanoes of the Auvergne,
the wooded hills of the Morvan,
Ardennes and Limousin, the rugged
coast of Brittany and the sandy shores
of Normandy. They all have great
scenery and even better roads. But they
all pale in comparison with Corsica.
France’s largest island is chock full of
contrasts. Wide, sandy beaches, rocky
coves and towering cliffs, wooded hills
and tall, grey-tipped mountains. There
are bustling towns and cities and large
expanses of empty wilderness (nearly
half its 3350 square miles is given over
to nature reserves). And then there are
the roads. Some are smooth as race
tracks, others are rough and neglected.
But all of them wind their way across
this island in gloriously serpentine curls
with million-dollar views.
While sportier machines may need to
pick their routes with a little care to keep
to the smoother roads, it’s adventure-
bike heaven. It’s some of the finest riding
in Europe, from the towering mountains
of central and southern Corsica to the
coast-hugging rollercoaster of the D80
41.765234, 9.041583
around Cap Corse — the raised finger
on the fist of the island — and the
astonishing coastal run between
red-rock spires from Piana to Porto.
WHEN TO GO Avoid August: too hot, too busy.
Early summer or autumn are best. Corsica’s first
bike festival is in Galeria fishing port on June 3-5.
HOW TO GET THERE By boat, from Toulon or
Nice in France or Livorno or Genoa in Italy. So it’s a
good ride just to get to the port.
WHERE TO STAY Avoid the cities. There are lots
of hotels but few budget ones.
WHERE TO RIDE We have a complete tour at
www.ride.co.uk/tour2015
JUNE 2018 | 13
 TRAVEL

Adventure
playground
Can the revamped Triumph Tiger 1200 XRT, enlarged
Ducati Multistrada 1260 S or romping KTM 1290
Super Adventure S finally put a dent in the
all-conquering BMW R1200GS?
A 600-mile weekend to
Wales reveals all…
Words Simon Hargreaves Pictures Chippy Wood

W
ALES, AS WINTER fades
into spring. Mountain,
lakes, castles… and
brilliant roads. The perfect
place for a start-of-the-
year adventure with the latest
adventure bikes. The Triumph Tiger
1200 and the new Ducati Multistrada
1260 S are heavily updated versions of
massively popular models but can
they catch the market best-selling
BMW R1200GS? And where does the
dark horse, hi-tech, hi-spec KTM
1290 Super Adventure S fit into this
complex, competitive market? We set
off for Snowdonia to sort them out.

14 | JUNE 2018
I N A S S O C I AT I O N W I T H

This is the Pass of Llanberis,

on the shoulder of Snowdon.
Epic... but bumpy

JUNE 2018 | 15
 TRAVEL
Llanberis to Blaenau
Ffestiniog 30 miles
“We couldn’t have timed this better.”
Chippy peers up from behind his camera
pointed at an Iced Chocolate R1200GS TE
Exclusive. The BMW flagship is bathed in a
pool of sunlight, melting into the snow-
speckled Welsh mountains behind.
Biking weekends in early spring have to
be timed right. Yesterday, bombing along
the M6/M54 corridor heading for our
overnight stop in Llanberis, on the far side
of Snowdonia National Park, it chucked it
down. A few days previously, the country
had been gripped by snow. Tomorrow, the
forecast isn’t much better. But today is
warm sunshine all day.
And we have Britain’s most popular big
bikes, in one of Britain’s most popular
biking locations, where dramatic scenery
mingles with memorable roads and
picture-postcard villages. But you need to
be here when tourists aren’t; the roads get
busy when school’s out.
And they’ll be busy with BMW GSs
anyway. The R1150GS scaled sales charts
RiDE’s Formation
Parking Team clearly has
some work to do...
16 | JUNE 2018
BMW lacks Tiny speedo markings
cornering lights but were tricky to read for
the main LEDs are OK one of our old testers
back in the early 2000s but the 1200GS
topped them, deposing Fireblades and
Bandits to become the UK’s favourite bike.
The Triumph Explorer, Ducati Multistrada
and KTM 1190 Adventure and 1290 Super
Adventure have nipped away since but
never got close to usurping the Beemer.
There’s a good reason why not: when it
comes to giving riders what they want, the
GS is targeted with the same laser-guided
“The Beemer feels as
if it rides itself”
accuracy as the RAF jets that routinely
sweep between Welsh mountains.
The bike is the TE Exclusive — for Touring
Edition — so it’s a standard R1200GS with
self-adjusting preload and technical
updates added last year, plus the brown
paint with gold calipers and all the optional
packages thrown at it — adding Dynamic
ESA, keyless, DRLs, cruise, heated grips
Busy switchgear with
thumbwheel for
controlling sat nav
and up/down quickshifter. That brings the
price to almost £16,000 but, oddly for a
bike with “touring” in the name, the
luggage is an extra — another £1000.
We’ve all done plenty of miles on GSs
— RiDE’s guest tester Nick owns a GSA —
and it’s almost too familiar. Chip shrugs:
“What can you say? ‘It’s rubbish’? That’d
be different, but it wouldn’t be true. We
should be suffering from GS fatigue, but it’s
hard to find anything to complain about.”
As we head up the startlingly wall-lined
Llanberis Pass — they don’t do run-off in
Snowdonia — any second thoughts about
steering would likely end up in an
expensive, painful game of motorcycle
pinball. But going where you point it is the
GS’s ace card. It’s not so much ride quality
as sheer road-holding that impresses most
— the GS has an implacable, unshakable
resolve to pin its impressive Bridgestone
A41 tyres (fitted to all the bikes as a control
tyre) to the bumpy tarmac, and serenely
place itself exactly where you want, when
you want. It’s as if steering and weight
balance are precision-tooled to convey the
 I N A S S O C I AT I O N W I T H

bike to the right line with maximum

intuition. With a low centre of gravity
rolling the GS around, and wide bar
leverage over the front wheel, the Beemer
feels as if it rides itself. The level of
confidence it gives the rider on nadgery
mountain roads is breath-taking.
After the rollicking romp along the
A4086 to Capel Curig, and then the
civilized change of pace along the A5
through Betws-y-Coed, we dive off onto
the A470 heading toward a tea-break at The GS is
popular for a
our first RiDE waypoint, at the Lakeside
reason — it’s
Café at Blaenau Ffestiniog. As we wait at a very good at
set of temporary traffic lights, Chip leans everything
across: “The suspension is so supple,” he
shouts. “Following the GS, you can see the
back wheel jumping up and down like a
IN DETAIL

jackhammer but you’re oblivious to it all.”

We all rate the 123bhp flat twin too. It’s
the least powerful lump in the class
(another shortfall, if you see it that way),
but you’d need to be chasing fighter planes
at over the ton to find it getting breathless.
As we sit down in the café for a brew and a
sandwich, Jimmy goes one further: “I
actually find the BMW encourages me to
ride faster,” he says, “because the chassis
lets me get away with murder. You can
hammer it and it just goes, ‘Yeah, well?’”
Yet the BM is starting to fall behind its
rivals in a few areas. Chippy again: “Maybe
it’s an eyesight thing,” says our snapper.
“But I struggle to see how fast I’m going
because the speedo numbers are so small.
It takes longer to double-check and that’s
not healthy — a TFT would be better.”
You could have one — BMW’s TFT dash
BMW R1200GS TE Exclusive
The TE (Touring Edition) Exclusive GS is preload debuted last year plus a long list of
basically an R1200GS with the optional extras extras including all riding and semi-active
added already; aside from the established suspension modes, fully-enabled dynamic
1170cc 123bhp flat twin, Telelever front end traction control, cornering ABS, keyless
and Paralever rear we’re all familiar with, the ignition and filler cap, heated grips (not seat)
Exclusive comes with the self-adjusting rear and an up-and-down quickshifter.
SPEC Price £16,959 (as tested) Engine 1170cc 8v flat-twin, l/c Power 123bhp @ 7750rpm
Torque 92lb·ft @ 6500rpm Transmission 6-speed, shaft Chassis steel tube Front
suspension 37mm Telelever, 190mm travel, semi-active damping Rear suspension
monoshock, 200mm travel, auto preload, semi-active damping Front brakes 305mm discs,
4-piston calipers Rear brake 276mm disc, 2-piston caliper Front tyre 120/70 R19 Rear tyre
170/60 R17 Wheelbase 1507mm Rake/trail 25.5°/99.6mm Seat height 850/870mm Kerb
weight 244kg Fuel capacity 20 litres
PCP FINANCE Price £15,930 (minus luggage) Deposit £2500 Monthly repayments
35 x £221.15 Optional final payment £8168.26 APR 7.9% Total payable £18,408.51
Annual mileage 6000

JUNE 2018 | 17
 TRAVEL

The KTM is a much

more active beast
than the BMW

Heart of the KTM’s

sophisticated electronics
is the colour TFT screen

is an optional extra — but asking buyers to

spend £600 more for the pleasure on an
‘Exclusive’ is a bit sour. And, as Nick points
out, you’ll then probably want to shell out
yet another £600 for the integrated sat nav.
“I have to say, I think that’s a little on the
strong side,” he says.
IN DETAIL

KTM 1290 SUPER ADVENTURE S The BMW falls slightly short — especially
compared with the Tiger 1200 — when it
Launched a year ago alongside the off-road than just muscle though, featuring a comes to luxuries such as an electronic
Super Adventure R, the Super Adventure S, sophisticated suite of customizable wind screen (but only from an ease-of-use
with cast wheels and road-orientated lean-angle-based traction control modes, point of view. There’s nothing wrong with
semi-active suspension, features a 1301cc engine braking, cornering ABS and alternate the GS’ wind control; it’s adjusting it on the
V-twin derived from the Super Duke R. It semi-active damping set-ups. It also features move that’s the problem). Its headlights
makes huge torque — more than a a keyless filler cap as standard, but the up/ aren’t the best either and it’s the only bike
supercharged Kawasaki H2. The KTM is more down quickshifter and heated grips are extra. of the four that hasn’t got cornering lights,
even as an option. However, with the
refined Telelever front end managing fork
SPEC Price £16,731 (as tested) Engine 1301cc 8v 75° V-twin, l/c Power 158bhp @ 8750rpm dive, the BM keeps its eyes fixed firmly on
Torque 103lb·ft @ 6750rpm Transmission 6-speed, chain Chassis steel-tube trellis Front the road when you hit the brakes.
suspension 48mm forks, 200mm travel, semi-active damping Rear suspension monoshock, Tea drunk, we rejoin the A470 and head
200mm travel, auto preload and semi-active damping Front brakes 320mm discs, 4-piston calipers for the loopy B4391. Which sounds like a
Rear brake 267mm disc, 2-piston caliper Front tyre 120/70 ZR19 Rear tyre 170/60 ZR17 cue to try the loopy KTM...
Wheelbase 1560mm Rake/trail 26°/120mm Seat height 860/875mm Kerb weight 240kg
(est) Fuel capacity 23 litres

PCP FINANCE Price £14,699 Deposit £2500 Monthly repayments 36 x £217.79

Optional final payment £5981.88 APR 5.9% Total payable £16,322.32 Annual
mileage 6000

The stunning Snowdonia

roads were thankfully
traffic-free when we
went testing...

18 | JUNE 2018

Chain drive…
enough to put off
some shaft fans
Blaenau Ffestiniog to
Tal-y-llyn 50 miles
As we peel off onto one of Wales’ barmiest
B-roads, I ask BMW GSA-owning Nick,
what he thinks of the Austrian challenger.
“Blimey, that thing absolutely goes!” he
says, eyebrows arched. “It can easily keep
pace with the others and that’s just in Rain
mode. What an engine! The up and down
quickshifter is impressively smooth too —
stick it in first and just forget about the
clutch.” Jimmy agrees; “It’s the best
gearbox here. It’s not over-sensitive but
there’s hardly a break in power delivery.”
Sounds good. We charge off, I give the
1290 S a handful, and the other three bikes
disappear from the KTM’s mirrors.
Unchanged from its launch a couple of
years ago, the KTM’s hair-trigger, 158bhp,
75° V-twin is a wanton, stampeding beast
of a power unit. It can be persuaded to ride
in a civil manner — throttle goes both ways,
etc — but it’s so good at going nuts it’s hard
I N A S S O C I AT I O N W I T H
BridgestoneBattlax
Adventure A41
Bridgestone’s new adventure sport-touring
tyre, the A41, is designed to exceed the wet
weather performance of the outgoing A40 and
Controls are well laid
is said to have more grip, a larger contact patch
out and control the
electronics via the screen and equivalent wear. To give them a proper
road test, we fitted A41s across all the test
to have self-control. The bike wants to leap bikes, with sizes ranging from the Multistrada’s
and cavort up the B4391 like a... “...like an 120/70-17 front and 190/55-17 rear to the
RC8 on stilts,” completes Chippy, when we others’ 120/70-19 fronts and 170/60-17 rears.
finally pull up at the T-junction with the The result is impressive; in torrential rain and
A4212. There’s a loose, thrilling, raw on cold roads the Bridgestones are steady and
aggression to the KTM that the others can’t, reassuring, but when conditions become mixed,
or choose not to, match. It’s intoxicating they come into their own, delivering instant
and could all too easily cost you your confidence. All the riders were impressed and
licence but you have to admire its i with the
dedication. When it comes to outright ing the A41’s
pace, the KTM leaves the Beemer standing. re inspiring
The downside is low-speed civility; the m cold.
1290 S is the lumpiest in town — as we owever,
prowl though Bala, dropping to 30mph, ike most
it stammers in top; you have to change ‘dual-sport’
down. The others, especially the BMW and tyres, the
Triumph, purr at low revs. A41s tend
And the KTM’s riding position is very to be better
different. “My first thought is it’s slim and suited to
the handlebars narrow for an adventure sealed
bike,” says Nick, as we fuel-up at Bala’s surfaces
vintage filling station. “And on the han loose.
motorway, the riding position is exposed
“There’s a loose, thrilling, raw
aggression to the KTM that the
others can’t – or won’t – match”
JUNE 2018 | 19
 TRAVEL I N A S S O C I AT I O N W I T H

and wind protection isn’t great, even with
the screen wound up. But I’ve had no
discomfort while riding — a twinge in my
knees, but that’s just age. The seat is thin
and hard, but it’s a good shape.”
Yes, sometimes shape is more important
that hardness, apparently. But the KTM
can’t escape its off-road DNA; it has the
tallest seat height, and you sit on the bike
not in it, leaving your upper body wide
open like a big rain trap. But try standing
on the pegs and you soon discover the 1290
S is road-only: “Off-road DNA?” says Nick.
“Nope, it’s horrible to stand up on — the
bars are too low and too narrow. Your
hands are in completely the wrong place.”
But the 1290 S is the youngest bike here
in terms of attitude: “It’s the sportiest,
most pure look of the four,” says token
30-something Jimmy. Agile, lightweight
and flickable, the Super Adventure
destroys corners in a flurry of buried front
end on the brakes and wheelies on the exit.
Actually from mid-corner. For thrill-
chasers, the KTM’s sophisticated engine
management is tuned to allow a modicum
of misbehaviour without having to turn all
its electronics off.
However, this KTM is pretty good at
turning itself off. Our test bike comes
up-spec’d from standard, with almost
£2000 of extras: engine covers, heated
grips, Akrapovic can, Hill Hold, up/down
quickshifter and MSR auto-slipper clutch.
But an electrical gremlin plays a game of
KTM Failure Bingo for the trip; at various
times we see ECU, SCU or MSC failure,
auto-preload failure and even heated-seat
failure (surprising, because it’s not even

“Is that 147 arches or 148?

Bugger. One, two, three...”

OUR ROUTE
Start/Finish: Llanberis Time: 6 hours Distance: 170 miles GET THE
ROUTE

tes
ww

ou
w

ri /r
de.
.

Snowdonia is a popular co.uk

biking destination but there
are always new roads and
places to find. We planned
our route using a couple of
RiDE’s Great British Ride Out
waypoints (www.ride.co.uk/
gbro) and there were others
we could have visited if we
hadn’t stopped for pictures.
The route we came up with
was a cracker: while the
A4086 Llanberis Pass and
the run into Capel Curig and
along the A5 to Betws-y-
Coed are well known (to
police as well as riders), I
hadn’t ridden the section
from the Mach Loop (A487)
before peeling off at Minfford
Map data © 2018 Google

onto the B4405 and dropping

down to the coast. The run
back to Llanberis via
Caernarfon was equally
diverting, especially the
fiendishly good B4410.

20 | JUNE 2018
 XRT version of the Tiger Full-colour TFT screen
1200 gets high-spec from across the range
carbon/titanium Arrow can makes it to the Tiger

fitted). The traction control and engine
management warning lights come on a few
times too. Like a moody teenager, the 1290
also refuses to start, needing to be turned
off and on again in classic IT Crowd style.
It’s probably a loose connector or low
battery voltage. Either way, it’s distracting.
“The KTM is all about attention-seeking,”
says Jimmy as we pause mid-journey to
watch fighter planes hammering along the
A487 Mach Loop. “Look at the colours, the
attitude, the engine performance. It
demands you notice it. Look-at-me!”
Which is true – even on the motorway, the
KTM is an active, alert ride, with clinical
WP semi-active suspension always
conveying precise road condition
information, even in Street mode. It’s not
bad ride quality — more that sometimes it’s
a bit too much information. It’s not as easy
to wind your brain back a notch and just
cruise on the KTM as it is on the BMW and
Triumph. Which is handy as after all that
excitement, it’s time to ride the Tiger...
Tal-y-llyn to Fairbourne
30 miles
If GS development has stood relatively still
for a while (unlike the KTM which can’t sit
down even for second), the Tiger 1200 is
revamped for 2018. It’s not called an
Explorer now, just Tiger 1200, like the 800.
And, also bringing it in line with the 800,
the 1200 gets Triumph’s adjustable,
multi-screen TFT dash. Backlit switches,
keyless ignition, cruise control, cornering
lights, up-and-down quickshifter and
heated grips and seats, semi-active springs
and multiple rider modes… on spec, the
flagship XRT shades it over the GS.
And it quickly becomes obvious, as we
dive off the A487 and onto the fabulous
little B4405 running downhill to the sea,
past Llyn Mwyngil in a series of dazzling
left/right/left combinations, the Tiger 1200

“The Triumph is just

so comfy, smooth,
fast and easy to use”

Apparently,
this is “work”...

22 | JUNE 2018
 I N A S S O C I AT I O N W I T H

In terms of
XRT is up there alongside the BMW with touring ability,
the Tiger gives
what it offers on the road, too. “If I had to the BMW a run
ride 1000 miles right now, I’d take the for its money
Triumph,” says Chip. “I wouldn’t complain
at the others, but the Triumph is just so
comfy, smooth, fast and easy to use.”
“The screen is excellent,” says Jimmy.
“It’s the most effective. It goes up higher
than the rest and it’s wide enough to get
fully behind. Being electronic, it’s easy to
set exactly where you want it.”
When tent-pole adventure bikes are
making plenty of power (139bhp in the
Triumph’s case; more than the GS but not
as much as the KTM and Ducati), when
they all handle supremely and when
they’re all comfy, it’s the tiny details and
the overall experience that separate them.
It might seem churlish but the ability to
flick a joystick on the move to set a screen
height rather than stop and twiddle a knob
IN DETAIL

is a nice thing. Convenience matters.

Adds Jimmy; “With the Triumph, you
don’t immediately suffer from option
paralysis; where there are so many
electronic choices on the others you
wonder if there’s a setting you’re missing
TRIUMPH Tiger 1200 XRT
The range-topping Tiger 1200 XRT has the
same steel-tube trellis frame, steering
geometry, WP semi-active suspension and
20-litre fuel tank as before but riding position,
power delivery, rider modes, TFT dash,
screen, switchgear, headlights, brakes, seat,
bars, wheels and pannier mounts are all new
or revised. The 1215cc inline triple motor gets
new fuelling which smoothes low-rpm running
and permits a reduction in balancer weights
and crank, giving the engine a free-revving zip
and allowing the bike to steer more keenly.

SPEC Price £16,150 (as tested) Engine 1215cc 12v inline triple, l/c Power 139bhp @ 9350rpm
Torque 90lb·ft @ 7600rpm Transmission 6-speed, shaft Chassis steel-tube trellis Front
suspension 48mm forks, 190mm travel, semi-active damping Rear suspension monoshock,
193mm travel, auto preload and semi-active damping Front brakes 305mm discs, 4-piston
calipers Rear brake 282mm disc, 2-piston caliper Front tyre 120/70 R19 Rear tyre 170/60 R17
Wheelbase 1520mm Rake/trail 23.2°/99.9mm Seat height 835/855mm Kerb weight
266kg (est) Fuel capacity 20 litres

PCP FINANCE Price £16,151 Deposit £2500 Monthly repayments 36 x £224.62

Optional final payment £8862 APR 9.9% Total payable £19,448.32 Annual mileage 6000

out on, or a choice you should’ve made.
The riding modes are easy to understand
and switch between. Even riding hard on
unfamiliar roads in the dark, I can adjust
the suspension using the joystick. I can’t do
that on the others.”
You might argue this is down to
familiarity — with time on each bike the
options become clearer — and also
personal preference. “But, for example, the
Triumph’s backlit switches are more than
just a thought,” says Chip. “Unlike the
Ducati’s, you can read them at night.”
The centrepiece of any Triumph is its
motor and the Tiger 1200’s 1215cc triple
has lost 3kg of weight internally as a result
of fuelling refinement and smoother
running, meaning less counterbalancing.
In turn, the engine’s inertial-weight loss
lets the Tiger steer with a sweeter precision
than before, which demonstrates how
unexpected consequences can stack up in
bike development. And even if the motor is
less massive internally, it still has a massive
presence, with torque spilling from all
throttle positions in a sumptuous cascade.
The Tiger’s fuelling is pitch perfect – less
snappy than the KTM, less insistent than
the Ducati and as crisp as the BMW.
The Tiger certainly feels taller between
the knees than the GS but while it hasn’t
got quite the same sense of riding
autonomy, it has its own brand of
confident, stable, agile riding dynamic and
balance. “Until you turn it round on full
lock,” points out Chip. “It’s not quite got
the low-speed skills of the BMW.” It has a
smoother clutch though; the Triumph is
easier to get off the line than the Beemer.
And boy, it is comfy. Higher spec’d than
the GS, including heated rider and
passenger seats as standard — and they’re

JUNE 2018 | 23
 TRAVEL

Ducati’s attention to
detail is superb but
the riding position
feels compact

Ducati’s new display is

excellent but fuel range
can be inaccurate

The Ducati is the best-detailed bike here

and we spend a while admiring the quality:
“Everything is finished beautifully,” says
Nick. “There are no rough edges anywhere.
If you want an example, look at the pillion
pegs on the Tiger — they’re clumsy, old
fashioned lumps of rubber. The pegs on the
IN DETAIL

DUCATI Multistrada 1260 S (Touring Pack) Ducati fold up and integrate with the peg
carriers; they’ve been thoughtfully
The Multistrada 1260 S gets a stroke increase altering valve overlap to optimize efficiency. designed. It’s very Italian, in that sense.”
and new rods, crank and cylinders, taking The chassis gets a longer swingarm with less Like the others, the Multistrada comes
capacity to 1262cc, up 64cc on the old rake and more trail for extra stability and with two seat heights as standard, usually
1198cc 1200. Power is claimed to be 158bhp lighter aluminium wheels. An up/down delivered in its high setting (still lower than
@ 9500rpm and torque, now spread over quickshifter is standard and can be disabled all the others). To swap to the low setting
wider area, peaks at 96lb·ft @ 7500rpm. DVT in the vastly deep and re-arranged menu you remove bolted-on plastic inserts. But
variable valve timing remains as before, system and new, hi-def TFT dash. our test bike is already on low, minus the
inserts, which means we’re stuck with it.
And it causes a few complaints: “I’m
SPEC Price £18,489 (as tested) Engine 1262cc 8v 90° DVT V-twin, l/c Power 158bhp @
9500rpm Torque 96lb·ft @ 7500rpm Transmission 6-speed, chain Chassis steel-tube
trellis Front suspension 48mm forks, 170mm travel, semi-active damping Rear
suspension monoshock, 170mm travel, semi-active damping Front brakes 330mm discs, Even if it’s raining, north
Wales offers great riding.
4-piston calipers Rear brake 265mm disc, 2-piston caliper Front tyre 120/70-17 Rear tyre
When it’s dry, it’s a whole
190/55-17 Wheelbase 1585mm Rake/trail 25°/111mm Seat height 825/845mm Kerb different, better ball-game
weight 235kg Fuel capacity 20 litres

PCP FINANCE Price £18,489 Deposit £2500 Monthly repayments 36 x £279.71

Optional final payment £8623 APR 7.3% Total payable £21,192.56 Annual mileage 6000

very welcome. Nick recalls: “I didn’t notice Fairbourne to Llanberis

the heated seat was on until I tried another
bike; then you notice. But there’s not a lot
of heat from the grips, or from the Ducati’s
or KTM’s for that matter.” He’s right — only
the GS’ grips have enough heat to keep
fingers fresh at 5°C; and if there’s one thing
more annoying than no heated grips, it’s
tepid heated grips. “You want the
reassurance you’re going to feel the benefit
whatever the weather,” says Nick. And,
while he’s complaining: “I couldn’t settle
my feet on the Tiger — the bulge around the
shaft output is annoying.” I actually quite
like the width of the Triumph motor at foot
level – I can hook my toes under it.
And, as we arrow up the coast on the
A493 towards Fairbourne and a fish-and-
chip supper by the seaside, the lowering
sun across the sea drops the temperature
by a few degrees. Whoever’s got the
Triumph’s hot seat for the last leg of the
loop back to Llanberis is in for a treat.
60 miles
As we kick our heels on a rock, infused
with the salt and vinegar tang of a sunset
Fairbourne fish supper, the Ducati is
positively glowing in the dusk. Like the
Tiger, the Multistrada is also revamped for
2018 — the longer stroke, variable-valve,
1262cc 90° V-twin now makes 158bhp with
more torque spread over a wider rev range.
Steering geometry is tweaked with a
longer wheelbase, less rake and more trail,
which suggests a calmer, more stable ride
and the bike also gets further refinement to
throttle control, fuelling, semi-active
suspension settings, plus an up/down
quickshifter as standard, a revamped TFT
display with new menus, and tweaked
bodywork. This 1260 S comes with white
paint (£200 extra) and Touring Pack
panniers, centrestand and heated grips for
an extra £949, bringing the total to £18,344.
But you can see where the money’s gone.

24 | JUNE 2018

Cornering lights Busy switchgear is
(only on S) supplement actually straightforward
LED headlights and easy to use
surprised how close the screen is to the pummel along at a higher speed. “The
rider,” says Chip. “It’s a compact riding BMW’s engine has a natural cruising pace
position compared with the others. Too somewhere around 80mph,” points out
compact for me.” Jimmy’s not bothered: “I Nick. “The Ducati’s happy place is nearer
like that I can really get my legs tucked into 100mph. And at that speed the ergonomics
the tank.” But I find myself slumping really start to work — no buffeting and
forward, tilting my pelvis, sitting on my really quiet.” The screen doesn’t really alter
coccyx and wishing I had a higher option. much up or down but the one-handed,
The Ducati is the closest to a normal road sash-window-style operation is the
bike — it’s the only one with a 17in, not simplest and easiest here (even quicker
19in, front wheel — and it’s the one with than the Triumph’s toggle switch).
the most-obvious sporting heritage. The And Nick’s observation is backed up by
1260 S delivers a connected, engaged ride Jimmy: “With the Ducati, you’re thinking
— the semi-active suspension quality and about riding all the time; you don’t switch
control is outstanding — but even in off. It’s never demanding, but you don’t
Touring Mode the Multistrada has very kick back and relax as easily as on the GS
obvious off-the-leash tendencies. It’s lively or Tiger.” And the Ducati’s default setting is
and taut, always looking for an excuse to nowhere near as barking as the KTM.
I N A S S O C I AT I O N W I T H
And the modern big Ducati motor is the
most refined, smooth, civilised and
un-Ducati engine ever built. With its
variable-valve timing and 64cc over the
old bike, the new V-twin is even more
powerfully muscular, and possesses
colossal overtaking whump in any gear.
But it’s also tractable and flexible, reaching
down to just about pull through villages in
top gear without chattering or lashing. We
all appreciate the Ducati’s good manners,
but as Chip suggests, it could also be
described as less charismatic than a classic
Ducati lump. “Sometimes you forget it’s a
V-twin; it’s just an engine,” he says.
As a result, the Ducati is an even-more
settled road bike. The only niggle is the
tank range; or, at least, what it thinks is its
range. The average consumption of all the
bikes is within 3mpg; 50mpg on the
motorways and 42mpg on the back roads.
The tank sizes are also similar; all are 20
litres, except the KTM with 23. So all
should comfortably stretch to 150 miles.
However, because the Ducati recalculates
its tank range more often than the others,
it decides it’s running out of fuel much
sooner, with the warning light coming on
with as few as 125 miles showing.
“The Ducati is the one
with the most-obvious
sporting heritage”
JUNE 2018 | 25
 I N A S S O C I AT I O N W I T H

At the endoftheday...
This is a story of four bikes, all equally “And what do you think you
can bring to this role?”
sophisticated, in two groups: on one side
we have the smooth, unflappable
shaftdriven Triumph and BMW, designed
and refined to ease your passage
(especially the Triumph’s heated seat,
ahem). And on the other we have to the
sportier, more highly-tuned chain-driven
KTM and Ducati: just as top-spec but built
with an extra dollop of thrills.
And that’s the big picture; when your
choices come so comprehensively tooled-
up, your winner is either which one has professional one — because, professionally, I
the cornering lights and a USB port or, more can’t split them.” And that’s good news for
likely, it’s the one that delivers the flavour of anyone in the market for a new adventure bike
road adventure you prefer. There’s no good or — they’re all so objectively good now that finding

“This is the closest bad choice (unless your KTM plays up).
“On adrenaline, it’s KTM, Ducati, Triumph,
the best one has to come down to which one
works best for your subjective tastes.

test I’ve ever been BMW,” says Jimmy. “For touring, the reverse.”
“This is the closest test I’ve ever been on,”
There was one clear winner in this story:
Snowdonia. The roads and scenery make it an

on. I can’t split them” says Chippy, a road-test veteran of some 20

years. “It’s genuinely a personal choice, not a
amazing place to ride — on whichever adventure
bike takes your fancy.

The end of a superb day on

outstanding roads on four
excellent bikes. Our testers
want to do it all again...

JUNE 2018 | 26
 St
an FE W
d
a R
ch RY
IN
an
ce VO P&
w
ith UC O
ev
er HE
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pu
rc
RS
ha
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Simply unhook the bag and
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- BiKE magazine.

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 SUBSCRIPTION OFFER

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 TRAVEL

One-day ride

CIRCUIT DE SPA
A classic destination for bikers — with some
classic riding roads in the Belgian Ardennes

A
LONG WEEKEND ON the near-
Continent in late spring is the
perfect way to start the summer. It’s
a good shakedown before any bigger
tour, without actually piling on too
many miles or costing a fortune — just a
stress-free ride somewhere foreign enough
to feel like a real holiday. Somewhere that
brews a decent beer is a plus, too…
So there are many reasons why we love
riding in Belgium, though the quality of the
roads has become a bit hit-and-miss in the
past few years. Many are still fabulously
well-finished but others have deteriorated
to near-British levels. One thing that’s still
un-British though is the level of traffic, with
very few vehicles on most country roads.
There’s one other big attraction of going
to Belgium: the Bikers’ Classic at the
Spa-Francorchamps circuit. Take a day to
enjoy our one-day ride and you get great
riding, vintage race bikes… and Belgian beer.
OUR ROUTE
Start/finish Moulin-du-Ruy Distance 185 miles Riding time 5.5 hours
STAGE ONE
Moulin-du-Ruy to Hamoir
40 miles
Leave the village of Moulin-du-Ruy on
the road for Coo and Trois-Ponts. After
the hairpin turn left on the N633 to
Stavelot. Go under the railway and into
Trois-Ponts then opposite the second
garage turn left, under the railway again,
on the N68 to Stavelot. Go straight over
two roundabouts in Stavelot, staying on
the N68 to Malmedy. Leaving town, bear
right to Francorchamps and take the
N62 past the Spa circuit. Stay on this
road across Spa town and turn left
(opposite a garage) on the back road to a mile, turn right on the N86, still
Stoumont. After a few hundred yards, towards Durbuy. After six miles, turn
turn right on the N697 to Remouchamps. right on the N66 to Huy.
After the road goes under the huge
motorway bridge, turn left to Aywaille Morning coffee Hamoir
on the N633. Turn left at the lights in Couple of options for a coffee in Hamoir.
Aywaille on the N30 to Durbuy. After half Either turn right immediately after
crossing the bridge for Taverne Rive
Gauche, or stay on the high street, cross
the railway line and park at the tourist
office for the Restaurant du Commerce.

GET THE
tes
ww

ROUTE Huy
ou

Spa
w

ri /r Andenne N66
de.
.

co.uk Namur Circuit de Spa

Ohey Moulin-du-Ruy Malmedy
Hamoir
Suggested 41
Stavelot
stops Trois-Ponts
Durbuy
Morning coffee N 0
N3
N30
Hamoir 8 N68
Lunch Ciney
Dinant Dinant
Afternoon tea
N94 Marche-en-Famenne
La Roche-en-
Ardenne La Roche-en-Ardenne
Rochefort

N86

30 | JUNE 2018

SEE
Maison Leffe
Want to know more about
this Belgian beer? The
visitor’s centre in Dinant is
open daily and costs €7 —
though groups of 15 or
more should book ahead.
www.leffe.com
STAY
AE Aventures
A RiDE favourite, the AE
Aventures B&B is run by
English couple Neil and
Anne Leigh. Neil’s a Spa
and Nürburgring riding
instructor who knows the
local roads like a local, so
can advise on routes in the
Belgian Ardennes and the
German Eifel mountains.
www.aeaventures.com
SPECTATE
Spa Bikers’ Classic
June 29-July 1
A huge festival of biking
fun, with machines from
all eras of racing on one
of the great historic
racetracks, including the
Belgian Classic Grand Prix.
A weekend ticket is €30 in
advance ( Public/Tickets;
‘Booking’ is race entry),
camping is €25.
www.bikersclassics.be
STAGE TWO
Hamoir to Dinant
45 miles
Carry on along the main road
through Hamoir; don’t miss the
left turn half a mile outside town
to stay on the N66 to Huy. At the
roundabout in Huy, turn left on the
N641 towards Marche. At the
traffic lights in front of the hospital,
turn right into a one-way street: at
the end of it, turn right onto a
cobbled lane and keep going
straight across the railway as it
becomes the N698 to Dinant. In
Ohey turn left on the N921 to Ciney.
After a mile-and-a-half, turn right
on the N946 to Dinant – it becomes
the N937 then the N948 but just
follow the one road all the way to
Dinant. When you reach the River
Meuse, turn left to go into Dinant.
Lunch Dinant
Lots of choice for lunch. We’d stop
at Café Leffe, opposite the church,
with its river terrace. Best to lay
off the Leffe itself though.
STAGE THREE
Dinant to La Roche-
en-Ardenne
50 miles
Leave Dinant on the N95 (on the
east bank of the Meuse). After
passing Rocher Bayard, turn left
on the N94 to Neufchâteau. After
16 miles turn left on the N86 to
WICKED
The roads
surrounding the
Belgian circuit are
smooth and offer
superb scenery
RIDE
GUARANTEED
Rochefort. At the roundabout
in Rochefort, turn right on the N803
to Bouillon. After three miles, turn
left at the roundabout on the N889
to Champlon. When it meets the
N89, turn left then take the first exit
to go into Champlon and continue
along the N843 towards Ortho. At
the roundabout in Ortho, turn left on
the N834 to La Roche-en-Ardenne.
Afternoon tea La Roche
The N834 arrives at the café-lined
Place du Bronze. We’d walk to the
Brasserie Ardennaise, with its
riverside terrace and castle views.
STAGE FOUR
La Roche to Moulin-du-Ruy
50 miles
Go straight over the roundabout on
Place du Bronze, up the hill and at
the top (by the tank) turn right
towards Liège and Vielsalm. Cross
the river and turn left on the N89
— the La Roche hillclimb. After five
miles, turn left on the N841 to
Durbuy. After eight miles, turn right
at the roundabout in Pont d’Ereze on
the N807 to Manhay. At the N30, turn
right towards Bastogne. After five
miles, turn left on the N89 to
Vielsalm. In Salm-Château, turn left
on the N88 to Vielsalm and follow it
through the town to Trois-Ponts. At
the T-junction in Trois-Ponts, turn
right and after three miles, turn right
to return to Moulin-du-Ruy. T 0117 971 9200
F 0117 972 5574
E info@thekeycollection.co.uk
W www.thekeycollection.co.uk
 TRAVEL

OUT
Welcome to the Great British Ride Out.
We’ve picked more than 180 great
destinations across the country — and we
want YOU to show us the best way to link
them together, by getting out and
having a brilliant ride, then
sharing your route with us.
It couldn’t be easier to plan your route:
just go to www.ride.co.uk/gbro and
click on the map to open the
route-planner. Simply click the
waypoints you want to visit to add
them to your route, adjust where it
goes by dragging it onto your favourite
roads, then go and enjoy yourself.
Better still, your Great British Ride Out WIN
might win you a prize. All you have to OUR
do is save the route with “GBRO” as part TOP
of the title and share the route with us ROUTE
by emailing it to ride@ride.co.uk.
THIS MONTH’S WINNING ROUTE
There’s a different prize to win every Midland masterclass
month and at the end of the year, the Reader Brian Martin created this great run
most popular of the submissions will from Cannock Chase to Matlock Bath
be crowned as the 2018 Greatest British
Ride Out and will land its creator an HJC WIN Start Cannock Chase Finish Matlock Bath Distance 55 miles
Rpha 90 helmet worth £449.99. Time 2 hours Checkpoints 2 (Cannock Chase, Matlock Bath)

Brian Martin sent in this classy weekend run from Cannock into the Peak
Join us online to swap route and ride ideas with District. He’s added a café stop halfway along — at a café we haven’t
other riders: go to Facebook and search “Great visited before. That makes us keen to get out and try this route, so Brian
British Ride Out” to join the group wins this month’s prize of an Oxford Montreal 3.0 jacket worth £149.99.

32 | JUNE 2018
2 Wolds and Moor…
Start Market Rasen Finish Whitby Distance 125 miles Time 3.25 hours
Checkpoints 4 (Willingham Woods, Humber Bridge, Helmsley marketplace,
Whistestop Café)

This route from Stephen Stone takes in some of our favourite roads, including
a stretch of Caistor High Street in the Lincolnshire Wolds and the majestic
B1248 to Malton, building up to a fabulous ride across the North York Moors
on the way to Whitby. He skipped the Seaways café this time...

3 Ancient
and modern
Start Swindon
Finish Swindon
Distance 145 miles
Time 4.25 hours
Checkpoints 4
(Avebury, Stonehenge,
Airfield Diner,
2
Bradford-on-Avon) 1

Steve Thompson’s
circular route heads
out from Swindon past
the ancient monuments
of Avebury (free-to-
enter) and Stonehenge
3

(you now have to book

ahead if you want to
visit). It then goes
down Zig Zag Hill to the
Airfield Diner, then
heads home past the
Map data © 2018 Google

Cerne Abbas giant. A

fantastic day’s ride
around some of the
UK’s most iconic and
enduring sights.
 TRAVEL

TRAVEL GEAR
Good touring kit for you and your bike

TanklockED tankbags From £120

www.givi.co.uk
Tankbags are incredibly useful and modern ST605 comes
tankring connections are a great facility for quick with a handy
detachable
removal if you nip into a shop or at a café stop.
smartphone
But they’re also vulnerable to theft if you decide pouch
to leave them on the bike. Givi’s new range of
lockable tank mounts change that. The design is
an evolution of the company’s existing lockable
mount but much more secure. It features a
proper lock that uses the same type of key as
Givi’s panniers and topboxes, so you can have
one key for all your luggage.
The smallest of the three new bags is the ST605
(£120), a five-litre hardshell example with
removable waterproof smartphone pouch and
zip pulls designed to be padlocked together. The
UT809 (£177) is 20 litres if you’ve got room to use
that much storage space. It has a removable
inner bag and tablet holder, two external pockets
and a rain cover, and can be used as a backpack
when removed from the bike. The UT810 (£186) is
an extendable bag that also has an inner bag,
tablet pouch and rain cover. At 23 litres it’s even
bigger when it is fully extended, but is smaller UT809 has inner bag and Biggest is the UT810 at a Locking ring uses same
can be used as a rucksack massive 23 litres key as pannier range
in normal use.

Laser thinwall spanners RiDE Guide to Europe

From £48.24
www.lasertools.co.uk
These are normal open-ended spanners but
they’re much thinner at the business ends than
normal — 2.1mm for the smallest sizes. That means
they’re great for cable adjusters and other double
locknuts where normal spanners get in each
others’ way. It also means they’re a bit more
compact for packing away under the seat or in a
pannier. A set of six (code 6788) covering 6-17mm
is £48.24, and is probably the most useful for
bikes. Set 6789 covers 18-24mm, at £63.14, and a
full set with foam toolbox drawer liner is £130.46.
Slimline
spanners help
with locknuts
Sculpted £7.99 inc P&P
grip, non-slip www.ride.co.uk/ride-guides
pad and power
If you’re thinking of a trip anywhere in
supply
Europe, this is the best place to start.
164 pages of inspirational journeys all
over the Continent — each of them
painstakingly researched and ridden
by us — and with beautiful pictures and
links to downloadable GPX files of the
actual routes involved. This is the
second edition, with even more routes
and hints and tips on European travel.
Smartphone holder £10.99
www.mandp.co.uk
More and more people are using phones on their
bikes. However, it’s hard to find a secure mounting,
especially for larger models. This one does the job
nicely and won’t break the bank. The four arms are
sprung and ratcheted for security, have moulded
corners to grip the phone and there’s a non-slip
pad to stop it wriggling about. You have a choice
of round clamp or bolt-on ball mounts and it comes
with its own USB power supply that can be
hard-wired into the bike. You just need a short
USB lead to connect your phone.

34 | JUNE 2018
 Protect your Africa Twin
with these crash bars

AltRider crash bars for

Africa Twin From £230
www.adventurebikeshop.co.uk
REAL
BIKERS.
These bespoke stainless steel crash bars from US
company AltRider come in three parts. The lower bars

REAL
are formed in 1.25in (31.75mm) tubing which is twice as
strong as 1in (25.4mm) diameter steel while only adding 10% of
the weight. The lower crash bars use a bracket to mount to the frame,
allowing clearance for the rear-brake lever. The upper crash bars use 1in
tubing and are mounted at three points for strength. The reinforcing bars bolt
to both the upper and lower bars, creating a roll cage for the bike, which
maximises the strength but also spreads the load across the whole system.
Available as individual parts or pick and mix, prices start from £230 for the
lower bars with mounting brackets up to the full system at £574.

Bumot panniers for BMW R1200 GSA £665

www.adventurebikeshop.co.uk
LAWYERS.
REAL
These Bulgarian-made boxes use BMW’s
original mountings, so they’re a straight
replacement for standard BMW gear.
Capacity is 45 litres for the left box,
39 litres on the right (exhaust) side.
Quality is high — 2mm aluminium,
welded and bonded construction
with heavy duty hinges and
reinforced corners. Strap loops on

ANSWERS.
the lids are standard and they’re
available in silver, black and grey.
Options include inner bags, lid bags, carry
handles and bottle holders. A matching 41-litre
topbox is £310. Also available for other adventure bikes.

Robens Lite tents From £299.99

www.robens.co.uk
If you’ve ever camped by bike, you’ll know that small, lightweight tents often
aren’t that small or lightweight once packed up — they’re bulky and surprisingly
weighty. Not these ones... Ultra-light polyester fabric with aluminium and
carbon-fibre poles mean these pack down to nothing and they’re featherlight.
The single-person Goldcrest 1 weighs just 1.17kg, and the friendlier two-person bike specialist solicitors since ‘94
version is 1.33kg. Not cheap at £339.99 and £449.99 respectively but they are
serious bits of kit that can cope with winds up to 100mph… If you really want
to get minimalist you could go for the Swift (£299.99) which is little more than a
flysheet and weighs just 830g but you need a
pair of adjustable walking poles
to pitch it.

whitedalton.co.uk
Even the two-
person version is tiny 0800 7836 191
 MOTORCYCLE ACCESSORIES FOR ADVENTURE, TOUR, STREET, SPORT AND RETRO BIKES.

NEW 2018 RANGE

Class-leading innovation. Real-world practicality. German quality engineering.

SIDE CASES AND RACKS VARIOUS TANK BAGS TOP CASES AND RACKS GPS COCKPIT MOUNTS BAR BACK RISERS BRAKE RESERVIOR GUARDS

UPPER & CYLINDER CRASH BARS ENGINE GUARDS EVO FOG LIGHT KITS EVO FOOTREST KITS RADIATOR GUARDS MIRROR EXTENSIONS

Available for hundreds of different makes & models of bike.

Find a dealer near you by visiting the UK distributor at www.
 Ask the lawyer
Andrew Dalton, ex-dispatch rider, now a solicitor-advocate and
barrister with 20 years’ experience with bikers, gives the inside track
on what the biker needs to know to stay on the right side of the law.

Cover for riding the Ring

Q
I HAVE CHECKED my insurance policy and
it specifically excludes “toll roads with no
speed limits” and in addition, mentions the
Nürburgring. I am planning on riding in
Germany and I am concerned that I will not be
able to use unrestricted autobahns. I would also
like to ride the Nürburgring. Is this policy even
legal? I thought we still had free movement in
Europe. Can my insurers stop me, legally, riding
a German public toll road?

A
YOUR INSURANCE IS governed by English
contract law which must be compliant (for
the time being at least) with EU law, which
puts a trans-European structure on how
insurance is governed. The short answer is, the
contract is perfectly lawful. Your rights under EU
law are irrelevant as this is not a free-movement
question, it’s a contract-of-insurance question.
Contracts of road-traffic insurance must
comply with certain minimum EU and national
criteria. However, as long as the insurance meets
those general criteria of paying out for third-party
losses, insurers can impose whatever conditions
they like. Your insurer can exclude any risk it
chooses to — be it Power Commanders, luggage,
pillions or any other voluntary risk. Most insurers
do not want to insure bikes on the Nürburgring
and when you applied to take out the insurance, it
would have clearly stated “you are not riding the
Nürburgring on this policy” if you had checked
— and it was your choice to take that policy. A specific would be coming after you for their outlay. This
Nobody is stopping you going round the Nürburgring could easily run to tens of thousands of pounds
Nürburgring; they are just not going to insure you insurance exclusion or, if you caused serious harm, potentially
clause is not
if you do. However, as the Nürburgring is a public uncommon. It
hundreds of thousands… or more.
toll road, you will be committing an offence in doesn’t stop you Riding without proper insurance is one of the
German criminal law if you ride it without riding the Ring but it most dangerous things you can do. The criminal
insurance. Trackday insurance will be of no help does mean you are sanctions are not terrible but the civil
uninsured, which is
to you as it only insures your bike for damage, not consequences can be appalling. Being caught
both illegal and
third-party loss. The chances of being caught for ill-advised without insurance can send you to penury and
this are slim but if the Polizei has a crackdown you risk losing your house and even your pension
you could find yourself in front of the German pot. It is one risk that you really do not want to
beak, with your bike seized. German summary take if you have anything to lose.
prosecutions can be extraordinarily quick. However, as far as I am aware, the Nürburgring
That would be unfortunate, but it’s nothing is the only unrestricted-speed toll road in the
compared with the consequences of having an European Union. This means your policy does not
uninsured crash. Under current EU and UK law exclude riding on German autobahns, as none of
your insurers could be named as a defendant and them are toll roads (and not all of them are
would have to meet any claim brought by any EU unrestricted). There are toll motorways in other
citizen in their own country, or in a German action countries but none of those are unrestricted. So
for a non-EU citizen. After paying out for the the policy will not stop you touring, even if it won’t
various legal costs and damages, the insurers cover you for riding the Ring.

JUNE 2018 | 37

T i n
It’s exotic, easy to reach and your pound
goes a long way. David Stokes explains the
attractions of Eastern Europe
Words and pictures David Stokes
I
T’S MORE THAN 1500 miles from
Dover to Bucharest in Romania. But if
Eastern Europe sounds as though it’s a
long way away and therefore hard to
reach, don’t worry — it’s not.
For my most-recent trip, I headed off on
my two-year-old Honda CB500X stopping
en route in Düsseldorf, Nuremberg and
then Budapest – where I stayed two nights
for a rest, taking pictures of the Danube
and the Chain Bridge. The next day, I
headed down the motorway to Romania.
My first stop was Timisoara, just over the
38 | JUNE 2018
border from Hungary, where I stayed for
a week. A good friend of mine, Senia who
used to be the manager of Hostel Costel
where I was saying, took me to a local
restaurant called Fabrica De Bere. As the
name suggests it was in a brewery, where
huge amounts of meats were served with
half-litre mugs of the brewery’s beer.
Timisoara is a very picturesque city with
some magnificent squares. On a sunny
afternoon Senia, her sister and I followed
their friend Ludavik about the city, getting
a potted history of Romania with the
Just like Paris,
Bucharest has its
own Arc de Triomphe
emphasis on Timisoara, the battles and the
buildings. In the course of the week I
visited Opera Square, Union Square and
Victory Square before I was on my way to
another absolute gem of a city, Sibiu.
Sibiu is my favourite Romanian city
– small but beautifully formed and very
pedestrian friendly. It’s on two distinct
levels: the Upper Town where you find
most of the city’s historic sites; and the
Lower Town where you can walk along
cobblestone streets lined with colourful
houses. The streets are bordered by the city
walls overlooking the river Cibin.
“Bucharest has a
frenetic pace”

Ceausescu’s folly — the Palace of
the Parliament, second in size
only to the Pentagon in the USA
The main square in Sibiu is called Piata
Mare (The Great Square) and is at the end
of a long pedestrian street. You cross Piata
Mare and walk through a pair of high
arches to Piata Mica (The Small Square.)
A road leads away from the small square,
going downhill, over a bridge called The
Bridge of Lies. Legend has it that if you tell
a lie while standing on it, it’ll fall down.
This can’t be true as I stood on it and
whispered; “I am Major General David
Stokes” and it’s still standing…
The journey from Sibiu to the capital,
Bucharest (or Bucuresti as the locals call it)
takes you over the Carpathians – though it
rained all the time I was in the mountains.
The final part of the journey is motorway…
which I reached just as the rain stopped.
Like most capitals, Bucharest has a
frenetic pace after the calmer and easier
lifestyle of Timisoara and Sibiu. Where the
motorway ends and city roads start, there
is an arch over the motorway: I rode under
Bird’s-eye view of the
Grand Square in Sibiu
The Orthodox
Metropolitan
Cathedral in
Timisoara
Favourite hostel -
the Podstel Hostel
TheBikeandtheKit
My bike is a Honda CB500X, a medium-sized ride and
eminently suited to long-distance touring; light on fuel,
unbeatable reliability and I can reach the ground in its lowered state
— always a plus. Two good-sized Givi panniers grace the sides and I
use a Givi two-helmet topbox, in pink — try saying you don’t see me.
Some of my biking friends say I take too much stuff but they go away
for no more than two weeks; I’m away for at least six so I need more
than two changes of clothing. Tools carried are; a Clarke International
it and joined the throng lithium jump starter, a Rocky Creek Motopressor Tyre Pump, a Ring
almost immediately. Smart Charger and all the spanners that fit all the nuts — as well as
The next few miles to spare fuses, bits of wire and a collection of nuts and bolts. Of course,
my hostel took more none of this stuff was needed…
than an hour and my
feet were rarely on the
pegs, as the bike was
stationary. The traffic was so dense and my with Paris, though this is the most startling.
panniers so wide, I dared not try filtering. The massive Monument to the Heroes of
I was staying in Podstel Hostel, a the Struggle for Freedom and Socialism
well-placed five-minute walk from high on its hill dominates Carol Park,
dictator Nicolae Ceauşescu’s folly called created for the ‘Romania in the World’
the Palace of the Parliament, a building exhibition of 1906. Two soldiers guard
second only in size to the Pentagon. It’s so the eternal flame by the tomb of Romania’s
vast a building that only 30% of it is used Unknown Soldier, which gives a good
— a frightful waste of material for any view of the city.
country but in one as poor as Romania, it’s After exploring Bucharest, I said my
a crime it exists. I wandered down only to goodbyes to the good people of Podstel and
find a passport was needed for the tour. rode west. I headed back through Sibiu and
Not far away in the middle of a Timisoara then settled in for the long trip
roundabout, just like its namesake in Paris, home via Bratislava, Nuremburg, Aachen
is Bucharest’s Arc de Triomphe. You’ll find then to Dunkirk and the ferry to Dover —
a tour of the city has many similarities and home in 40 minutes to Maidstone.
JUNE 2018 | 39
 TRAVEL
It’s possible to stay on
sealed roads but it’s
so much better off...
STEPH JEAVONS
RiDE’s globetrotting adventurer
Out of Africa
The final continent is complete — but
Steph’s in a reflective mood as she
reaches Africa’s Mediterranean coast
SOMETHING HIT ME as I rode through
the chaos of the Cairo traffic. Thankfully,
it wasn’t one of the many unpredictable
cars or bike-blind truck drivers in their
daily scrum. It was the realisation that
I had arrived at the end of the seventh
continent. The road was coming to an
end and, with it, the journey that had
given me some of the happiest, most
exciting, and most terrifying days of my
life. Soon I would be back in Europe and
ending this chapter with no idea what I
would find in the next. A surge of
conflicting emotions rushed through me.
None of them a stranger and all of them
a welcome reminder that I was alive and
– most importantly – I was living.
My often questionable and always
unpredictable life choices have led me
to many strange places in the past 42
years. This journey alone has taken
me to some of the remotest and most
STEPH JEAVONS
has now completed her solo, three-year, round-the-world trip on a Honda CRF250L, taking in all seven
continents. Steph writes this column exclusively for RiDE but you can also read her One Steph Beyond blog.
She will be rounding-up the journey in her final column in next month’s issue.
40 | JUNE 2018
hostile environments on earth. I struggle
to choose a favourite place, because I
remember the moments, not the
countries, and there is a mixed bag of
ups and downs in each.
However, these recent few months —
despite hitting me with more sicknesses
and bugs than the rest of the trip put
together — have given me some of my
favourite moments. Africa is clearly ‘not
for pussies’ as I was told so many times
before arriving, but it certainly is a
place to remember.
With eight months on this continent
under my belt I wonder how leaving it
will affect me. Perhaps my love for the
place is partly down to the sense of
achievement I feel in completing what I
set out to achieve so many years ago.
I have often said that your state of mind
is more important than where you are —
and lately I have been on a roll — but I
suspect it is more than that. Africa has all
the ingredients for great adventures.
You just need to choose your difficulty
level and dive in. If you want to take a
road bike from Cape Town to Cairo, you
can do it pretty much all on sealed roads.
Watch out for the man-eating pot-holes
and the killer road goats, of course, but
it’s all do-able. The best parts though, are
off the beaten track — and that requires a
dual-sport tyre at least.
Africa is ever changing and often
unpredictable. That is part of the fun but
add into the mix the diversity of culture,
the unique wildlife, not to mention the
friendly locals and the fellow travellers
you bump into along the way, and you
soon begin to understand how it leaves
an indelible mark on any two-wheeled
nomad who dares to cross its beautifully
red soil. The only question remaining is…
When can I come back?
End of the (off) road
— the Med and a
short hop home
 TRAVEL

GLOBEBUSTERS GUIDE
Expert advice from lobal adventurers Kevin and Julia Sanders

South Africa
Garden Route

Smooth tarmac, stunning

scenery and excellent food and
wine. When’s the next flight?

Why you should go Whether you prefer Must ride/see Cape of Good Hope and the £800-900 (one way) — see
smooth tarmac or dusty gravel tracks, spectacular coastal road of Chapman’s www.motofreight.com for details.
the Garden Route has both and can Peak Drive; perfect mountain dirt roads Alternatively, hire bikes are plentiful and
appeal to all types of riders. It also has crossing the Swartberg Pass and reasonably priced for short trips. Expect
quite simply some of the best tarmac spectacular views on the ride ‘Die Hel’ to to pay £105-115 per day for a Triumph
coastal riding in the world. The coast is Gamkaskloof Valley; Elephants, cheetah, Tiger 800 or BMW F800GS.
dotted with excellent beaches, beautiful buffalo and kudu in Addo Elephant
roads and inland lagoons, lakes, rolling National Park; The pristine white When to go The Garden Route region has
hills, with the mountain backdrops of the beaches at Wilderness (you can spot a Mediterranean maritime climate, with
Outeniqua and Tsitsikamma. For a bit whales too); the southernmost point of moderately hot summers and mild to
more adventure, try the Road to Hell, the African continent, Cape Agulhas. chilly winters. October is one of the
Swartberg Pass or Prince Alfred’s Pass. most settled times: it’s the start of the
South African food, wine and Getting your bike there For a duration of summer season and the weather is
hospitality are second to none — you can four weeks or more, we’d recommend generally mild, with average
do a wine tour of South Africa’s best sea freight to South Africa as it is temperatures around 21°C. The Cape
vineyards around the town of relatively cheap and quick (around has beautiful hot, dry weather in its
Stellenbosch and savour a delicious 12 days). Shipping the bike from the UK summer months, between November
steak at The Butcher Shop in Cape to Cape Town will set you back around and February.
Town. Being located in the Southern
Hemisphere means our winter is their
summer, so it’s a great place to get away Documents you’ll need
from the long dark winters. And it is one
of the few places in the world that still Passport and visa licence and obtain an your own motorcycle and
offers good value for money, despite Passport must be valid International Driving can be obtained from
the weak pound. for at least six months Permit from the RAC. C.A.R.S Ltd.
beyond your date of entry.
What’s it like to ride there? At time of writing, UK, USA V5C Vehicle Registration Insurance You must have
The overall standard of driving is and most EU Citizens do Document For your own both travel and medical
generally good but can be a little not require a visa in bike, you’ll need the insurance. If on your own
variable. Overtaking on main highways advance of travel. original logbook to be able motorcycle, you must
can occur in any lane including the hard to temporarily import it have motorcycle
shoulder. On single-lane roads, the hard UK Driving Licence and into South Africa. insurance and your UK
shoulder is also sometimes used by International Driving Permit insurer will not cover you.
trucks and slower vehicles to allow Take your UK driving Carnet de Passage For Try www.alessie.com
faster vehicles to overtake.
Once out of the main towns, animals
can be everywhere. Everything from Who is Globebusters? Set up in 2004 by double Guinness World Record holders
chickens to baboons can and will dart Kevin and Julia Sanders, www.globebusters.com Motorcycle Expeditions & Tours
out in front of you. Dung and damaged takes riders on amazing journeys to unusual destinations.
trees are a good indication of animals.

42 | JUNE 2018
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 TRAVEL

WHERE TO GO
YOUR GUIDE TO THE BEST
UPCOMING BIKING EVENTS
Are you organising a bike event?
Tell us about it ride@ride.co.uk

1 MONTH
AHEAD
THE BIG EVENT
WORLD SUPERBIKES, ASSEN

Triple world champion

Rea ahead of team-mate
Sykes at Assen in 2017

April 20-22, Assen, the
Netherlands
Always a popular destination for British
superbike fans, whether it’s for World or British
championship rounds. It’s close enough to be
accessible, far enough to make a decent trip and
most of the locals speak better English than we do,
so it’s no surprise so many of us make the trip. And
then there’s the track itself. It’s been dumbed down
a little over the years, with a couple of fast
sections tamed to suit modern machinery but
riders still love it and it always provokes a good
scrap. Last year Jonathan Rea took both races
but was pushed hard all the way by Chaz Davies’
Ducati and his own teammate Tom Sykes. Early
indications suggest Marco Melandri’s going to be
sticking his nose in too. So if you can’t make the
trip, fire up the telly and enjoy the show.
www.worldsbk.com
60th Motorcycle Meeting for
World Travellers
April 27-29, Malmedy, Belgium
Anyone who’s ever seriously researched an
extended overland trip will have heard of the
legend that is Bernd Tesch. The bearded
globetrotter and manufacturer of metal luggage
has been travelling, and supporting fellow
travellers, for decades, and a big part of the
following is his series of organised gatherings like
this one. It’s an ideal opportunity to meet and hear
from people who’ve been there and done that. And
this event includes an appearance by record-
setting legend Nick Sanders, who rode around the
world in just 31 days and 20 hours. Camping and
food and drink are available and there are some
fantastic roads to explore as well. Tickets are €45
including dinner on Saturday.
www.berndtesch.de
Touratech Travel Event
May 11-13, South Wales
This is a great opportunity to try out all manner of
off-road and adventure travel kit and bikes, in great
surroundings. Organised by accessory specialists
Touratech, it’s supported by all the major
manufacturers, who’ll be providing fleets of bikes
for visitors to test over a long weekend in the
Welsh mountains. At the time of writing, the exact
venue had still to be confirmed but by the time you
read this, it should all be sorted. As well as bike
and kit tests (bike tests normally need to be
booked in advance), there are talks and seminars
on everything from helmet and bike choice to hints
and tips on wild camping, plus trade stands and
catering. Best of all, the whole event is absolutely
free to attend. Well worth putting in your diary —
more than 1500 people made the trip last year.
www.touratech.co.uk/travel-event/

RACING British Superbikes

April 13-15 Brands Hatch
World Superbikes
April 13-15 Aragón, Spain
MotoGP
April 20-22 COTA, America
Other
April 19-22 Le Mans 24hr, France

DIARY May 5-7 Oulton Park

June 15-17 Snetterton 300
July 6-8 Knockhill
July 20-22 Brands Hatch GP
April 20-22 Assen, Netherlands
May 11-13 Imola, Italy
May 25-27 Donington, England
June 8-10 Brno, Czech Republic
June 22-24 Laguna Seca, USA
July 6-8 Misano, Italy
May 4-6 Jerez, Spain
May 18-20 Le Mans, France
June 1-3 Mugello, Italy
May 10-12 8hrs of Slovakia Ring,
Slovakia
May 26-June 8 Isle of Man TT
June 15-17 Catalunya, Spain
June 29 - July 01 Assen, Netherlands
July 13-15 Sachsenring, Germany

44 | JUNE 2018
 2
Plenty to see and do
MONTHS at the East of England
Arena in May

AHEAD ®
ALTBERG
B O OT M A K E RS Est. 1989

YORKSHIRE • ENGLAND

THE
ROADRUNNER BOOT

Carole Nash MCN Festival of Motorcycling

May 19-20, East of England Arena, Peterborough
Probably the biggest outdoor show of the year, with trade stands,
dealers, manufacturers and clubs with live music, speedway racing and
new-model test rides. Day tickets £15, weekend with camping from £30.
www.mcnfestival.com

Isle of Man TT
May 26-June 8, Isle of Man
With John McGuinness moving to Norton, it ought to be a cracking TT.
After last year’s North-West smash, it’s touch and go whether he’ll be fit
enough but don’t be surprised if he adds to his tally of 46 podium finishes.
www.iomtt.com

Touching the Cloth 4, Bike and Trike Rally

June 8-10, Frettenham, Norfolk
Raising money for the National Association of Bikers with a Disability.
Bands, booze, bikes, trade stands, BBQ, camping and a bike show.
www.touchingcloth.wixsite.com/motorbikerally

3
Riding and navigation
MONTHS skills tested on the
National Road Rally

AHEAD
In 1969 I started working at the factory in my
home town of Richmond, Yorkshire. The factory
was forced to close in 1989 and that’s when I started
Altberg.
The Altberg factory stands just 100 yards
from where the old shoe factory once
stood, most days I look across at where it
used to be and have good memories.
I’ve always been a biker, I got my first bike
VMCC Festival of 1000 bikes in 1961 - a 98cc Excelsior!! And the first
July 6-8, Mallory Park circuit, Leicestershire bike boots I made were for the police in
A cracking weekend for anyone interested in classic motorcycles. Cumbria.
Owners ride their machines around the original circuit without the I still work every day at my factory in
Richmond and one week each month at our factory in Italy
chicanes and spectators get to watch.
making classic leather boots which have brought comfort and
www.malloryparkcircuit.com protection to many bikers feet.
Altberg Senior Bootmaker
National Road Rally
MC0005g
July 7-8, multiple start points
AVAILABLE FROM:
Choose a distance, a start and a finish point, and visit checkpoints
between the two to get your card stamped. Simple. £30 entry fee. THE ALTBERG FACTORY SHOP | www.altberg.co.uk
www.nationalroadrally.co.uk Unit 2B Racecourse Road, Gallowfields Trading Estate,
Richmond, North Yorkshire DL10 4TG
Barry Sheene Road Race Festival Tel: 01748 826922
July 27-29, Oliver’s Mount, Scarborough SILVERMANS LONDON | www.silvermans.co.uk
Top-class road racing on a twisty, hilly circuit that always guarantees
422-426 Mile End Rd, London E1 4PE
plenty of action. Weekend ticket £33.33. Camping available.
Tel: 020 7790 0900
www.oliversmountracing.com
 TRAVEL

Lavenham Lavenham isn’t

Picture-postcard timbered town is
a great base to explore East Anglia
What makes it so special?
It’s nestled in the lovely countryside of
Suffolk. The town — it’s really little more
than a village — is largely made up of
ancient crooked timber buildings, many
dating back to Lavenham’s heyday in the
15th and 16th Centuries. At one point
it was one of the richest towns in the
whole of Britain.
miles away, flying Liberators and Flying
Fortresses. Nearly 60 planes and their
crews didn’t make it home. There’s an
interesting display of memorabilia in the
Swan Hotel on the High Street.
Danger aside, I bet the Yanks loved all
that olde-worlde charm.
Not really. It was all a bit run down and
neglected in those days. Astonishingly,
big on straight
lines or walls...
FACT FILE LAVENHAM
How to get there Lavenham is
near the A134 between Bury St Edmunds
and Sudbury. Use M11/A120/A131 from the
South or A1/A14 and A134 from the North.
How long for? It’s perfect for a long
weekend. That’ll give you time to explore the
countryside in the day and then eat and

© travelibUK / Alamy Stock Photo

Where did that dosh come from then?
Sheep. Or more specifically, wool. There
were huge fortunes to be made in the
wool trade in the late middle ages, with a
large proportion of wealth concentrated
in East Anglia — not because of the
sheep, but the ease of trade with the
Continent. The merchants lived very
well, as the size of their houses and the
beautiful Guildhall in the village square
testify. However, they also ploughed
enormous sums into a parish church on
a scale to rival cathedrals elsewhere.
Buying their way into heaven, eh?
Indeed. Though later visitors found a
quicker route — during WW2 there was a
large American bomber base a couple of
the whole village came within a whisker
of being bulldozed in the Sixties and was
only saved after a public outcry.
Phew, lucky escape. Much else to see
round there?
Plenty, including more pretty villages
such as Kersey (try not to crash in the
ford at the bottom of the hill), Long
Melford (another outstanding wool
church) and Finchingfield, just a little
further away over the Essex border.
For larger towns, Bury St Edmunds
and Sudbury will provide most of
your needs, but you could also pop to
Stowmarket and get your suspension
fettled by MCT (and there are some great
roads out that way as well).
drink plenty in the evenings.
When to go? High summer’s a bit busy
with coach parties and tourist traffic, so late
spring or early autumn is a better bet.
How much?
Hotels can be pricey but there are plenty of
B&Bs and holiday cottages in the area.
Anything else to report?
Lavenham’s crooked old houses have
featured in various films over the years.
It was the setting for the Witchfinder
General in 1968 and more recently was
the village of Godric’s Hollow in the
Harry Potter films. And there are lots of
excellent restaurants and pubs, from a
decent Indian to gourmet painting-on-
plates, so you won’t go hungry.

A
TRAVEL

Most people allow two
days but if you want to
stop and take lots of
pictures or if you’re doing it
two-up, taking three days
will make it a bit more
a Mac user, copy the GPX file onto a
MicroSD card, then put that into the
TomTom. In either case, when you turn
the Rider 400 on, it will say it’s found
new routes and ask do you want to
import them? Yes, you do.

Q I’m saving up to ride to

Nordkapp in 2019. Can
you give me any advice?
relaxed. That’s after you’ve
reached Inverness of
course — and you need Q Can I take my crash helmet
as hand luggage on a plane?
time to ride home again. It’s the wrong shape to fit in the

A Take flexible kit with you —

Norway has four seasons (June,
Allow two or three days for the full NC500 If you live in the South of
England, the round trip is
bag-checking bins.

July, August and winter) and you will

definitely get rain for some (or all) of
won’t get dark. Plan your fuel stops
well ahead and, if you can, carry a
probably six or seven days.
A We often fly with helmets as hand
luggage and it’s never a problem.
the trip, which can be cold. When it’s
not raining, it can be seriously hot.
Don’t get too ambitious with the
small jerry can for emergencies (a 2L
can plus pannier mount is about £40
at www.touratech.co.uk).
Q How can I get one of your
GPX routes installed on to
my TomTom Rider 400?
A bit of common sense shows it’s not
as big as those massive wheelie cases
some people take on. You could carry
distances you plan to ride each day, it or use a rucksack like the Givi EA104
especially on days that include
ferries (there will be lots of ferries).
Don’t keep riding until it gets dark: it
Q How many days would I
need to ‘do’ Scotland’s
North Coast 500?
A You should be able to drag-and-
drop the GPX file onto the unit
when it’s connected to a PC. If you’re
that has a helmet carrier (around £50
online) or a helmet bag like the Oxford
Lidstash (around £20 online).

46 | JUNE 2018
 NEW BIKES

THE ROAD TEST

Royal Enfield
Himalayan
Light, simple and affordable, isn’t this
what adventure bikes should really be?
Words Martin Fitz-Gibbons Pictures Gareth Harford and Mark Manning

A
DVENTURE BIKES HAVE become big business: big

BRITAIN’S investment, big popularity and big pricetags. And yet

while engine and sales volumes soar, so too does the
TOUGHEST volume of disapproving voices. The bikes have become

ROAD TEST too heavy, too complicated and too precious to perform
as proper adventure bikes, the naysayers reckon. Where are the SUSPENSION
B-ROADS smaller, simpler dual-purpose overlanders rugged enough to Right-way-up forks offer more travel
than an R1200GS’s front end. At the
A four-hour loop of deal with some proper rough and tumble? back is Royal Enfield’s first monoshock
brilliant roads Well, here’s one prospect: Royal Enfield’s Himalayan. First (rather than the normal twin shocks).
MOTORWAYS launched in its native India in 2016, the UK now welcomes the No damping adjustment but standard
cleaner, leaner, Euro4-compliant version for 2018. At its heart is settings are impressively plush
A solid two hours of
multi-lane mile-eating a long-stroke, air-cooled, 411cc single that shares nothing with
any other engine in Enfield’s range. Its long-travel suspension
IN TOWN and large-diameter wheels promise proper off-road ability.
How it copes with There’s no ride-by-wire, no engine modes or traction control —
filtering in traffic to some a lack of mod-cons; for others, less to go wrong.
ECONOMY And a lot less to pay for. A brand-new Himalayan costs just
What mpg and tank £4199 on the road, roughly a quarter of any bike in this month’s
range you can expect Group Ride (p14). So, is it a quarter of the bike? Or does it bring
a fresh perspective? The RiDE Road Test will reveal all…

Is the Himalayan a genuinely

practical alternative on the
adventure bike scene?

48 | JUNE 2018

HEIGHT
The Himalayan has Tardis-like dimensions.
Seat height is lower than a Triumph Street
Triple, yet its ground clearance is the
same as KTM’s 1290 Adventure S. That
means it’ll roll over rough ground without
bottoming out and without you needing
to have a huge inside leg to manage it
ENGINE
Air-cooled 411cc single with two
valves and an overhead camshaft.
Rare under-square design — its 78mm
bore is smaller than its 86mm stroke
— gives a low-revving character, with
maximum torque at just 4000rpm.
Peak power is a modest 24bhp
JUNE 2018 | 49
 NEW BIKES
On the
road
B-ROADS
The Himalayan doesn’t like to be hurried.
Its lolloping single-cylinder engine pulls
from 2000rpm, builds enthusiasm at
4000rpm, then stops at just 6500rpm.
Packing a pleasingly equal 24bhp and
24lb·ft of torque it builds speed in its
own time, slowly and steadily, yet the
power delivery is nicely proportioned.
It grunts politely, gently and willingly —
unlike some small-cc bikes (especially
those with multi-cylinder engines) the
Himalayan is never hard work or
demanding. Out on open B-roads, most
of the miles are spent at high revs in top
(fifth) gear, yet it isn’t laboured or buzzy.
Standard-fitment Pirelli MT60 tyres
are semi-knobbly but behave well on the
road. There’s no excessive noise or
vibration from their deep tread blocks,
and they grip well on the cold and
sometimes wet roads of the RiDE test
route. The Himalayan’s dual-purpose
compromises have no negative effect on
the steering — the wide bars feel solid
and stable in quick direction changes
and there’s no clumsiness from the 21in
front wheel. It rolls easily through the
countryside’s twists and turns, happily
50 | JUNE 2018
soaking up the scenery at its own
relaxed pace.
On the rare occasions they’re called
for, the brakes (made by ByBre,
Brembo’s Indian subsidiary) bite gently
and with what could be courteously
described as a ‘progressive’ action. You
need to squeeze the front brake lever
hard to dig into the meat of the stopping
power, though the trade-off is good feel
and delicacy in dodgy conditions. The
“The Himalayan is
never hard work or
demanding”
two-channel ABS monitors each wheel
separately but rarely intervenes.
The tighter and twistier the route, the
happier the Himalayan is. It’s not an
open-road thrillseeker — instead the
pleasure comes from chugging along,
getting a bit lost and spontaneously
exploring the odd byway. Turn off the
tarmac and the Himalayan inspires
The Himalayan gives a nice,
easy ride and a good way to
appreciate the scenery
bravery. Stand up and the tank feels slim
between your knees, the riding position
gives good balance (though the bars are
a little low) and the MT60 tyres bite into
dirt better than most adventure rubber.
The ground clearance and suspension
travel are generous enough that you can
thud happily down a green lane until
your internal confidence thermostat
trips out, safe in the knowledge that if
the bike does end up on its side, you
stand a decent chance of picking it up
again. At 185kg it’s no featherweight but
it is lighter than Suzuki’s V-Strom 250.
And when you eventually discover the
end of the track and wonder where to
head next, there’s a digital compass on
the dash to help you get your bearings.
MOTORWAYS
At 70mph in top gear the rev counter
needle hovers just 1000rpm shy of the
redline. There’s not much left in hand
— top speed is a datalogged 82mph.
Keeping up with the flow of traffic
means holding the twistgrip wide open
for long stretches, especially in the face
of headwinds and gradients.
You’d think an Enfield single being held
 Clocks are a
mix of old and
new but include
a gear indicator,
fuel gauge and
even a compass

Soft, doffing
single-cylinder
exhaust note has
a pleasing hint of
old Yamaha XTs

No chance of
shaftdrive here
but adjusting the
chain is at least
quick and easy

almost flat-out would rattle and shake
like a brick in a tumble dryer but the
Himalayan’s engine remains unbelievably
smooth. Thanks to an incredibly
effective balance shaft, there are no
intrusive tingles or thudding vibes
through the bars or rubber-topped pegs.
The ergonomics are accommodating
too. The seat isn’t as wide or luxurious
as a GS’s, but the soft padding holds out
well for a couple of hours without
ERGONOMIC
TRIANGLE
Small-capacity engine
but a reasonable amount
of space for the rider,
with a natural stance
MM
750
M
causing any numb bum. Legroom is
decent, the wide bars put no weight on
the wrists and the mirrors are small but
stay clear at speed. The small, fixed
screen doesn’t look much but does a
decent job of deflecting the worst of the
wind away from a peaked lid without
causing any turbulence.
The clocks have a simple, traditional
fuel gauge keeping an eye on the tank’s
titchy 15-litre capacity. At motorway
RAKE 260
speeds the engine returns 66mpg, giving
a theoretical range of more than 215
miles. In practice, a generous reserve
zone on the gauge means you’ll want to
stop 50 miles before that. It copes with
motorways commendably, rather than
demolishing them effortlessly.
IN TOWN
A light clutch action, generous steering
lock and excellent low-speed balance
make the Himalayan incredibly easy
to ride in traffic. Its low-revving
nature suits city work — open the
throttle and the small single chugs
forward with modest determination.
U-turns are utter simplicity and the
manageable seat height means no
teeter-tottering at traffic lights.
In daily use a couple of quirks
irritate. Despite its fuel injection the
engine stalls rather than idles until it’s
warmed up, while the choke lever on
the left-hand switchgear has no
perceptible effect. The speedo is
cluttered — priority is given to kph
rather than mph and the fat needle
obscures the markings, making it
hard to read. Not much of an issue on

the motorway, but potentially more of

0M
600

91

a problem in 30mph limits.

MM

Despite seeming fairly skinny, the

SEAT HEIGHT 800MM

Himalayan’s stretched-out handlebar

actually makes it fractionally wider
than a Suzuki V-Strom 650. It’s no
hardship to filter but if your regular
riding involves battling with wing
mirrors, there are slimmer options
at this engine capacity.
TRAIL 111.4MM
WHEELBASE 1465MM JUNE 2018 | 51
 NEW BIKES

Fully loaded
WITH A PILLION
The rear seat is higher than the rider’s,
and this elevated position requires quite
a high leg swing to get onboard. Size-
wise the seat pad is small-to-medium:
more generous than a 300cc sportsbike Pillion position is
but not as spacious as a middleweight. accommodating but
extra weight hampers
To be a true all-rounder, it needs to be
performance
meatier. There are grab handles built
into the luggage rack and the footrests
didn’t feel cramped to our pillion.
With only 24bhp, adding a second rider

“The Himalayan is
rated to carry 174kg
- two average riders” Luggage rack a bit small
but pillion pad helps
support a tailpack

noticeably hampers acceleration. The

shock copes fairly well though — preload
is adjustable but even left as stock the
bike’s nose-to-tail balance isn’t
dramatically upset at low speed.
One other note: the Himalayan is rated
to carry just 174kg — that’s barely two
average-size humans in their riding kit.

LUGGAGE AND LOAD

A small luggage rack is standard — handy Good-sized rubber-
topped footpegs help to
for bits and bobs but not large enough to
insulate from vibrations
hold RiDE’s Tailpack of Truth. Thankfully
the pillion seat pops off easily to secure
the tailpack’s underseat Velcro strap,
while the Himalayan’s grabrails provide
somewhere solid to run the bungee Options and
accessories
cords around.

Pleasingly slim when

standing up but the fuel A core part of buying and owning a big adventure
tank holds just 15 litres bike is the vast range of official bolt-on bits that
firms are all-too keen to sell you, from heated
grips and foglights to fancy electronic gadgets
such as hill-hold control. However, that’s not the
case with the Himalayan. As it stands there’s just
one accessory kit: a pair of aluminium panniers.
Each box has a 32-litre capacity and they’re
designed to fit and remove quickly from their
tubular mounting frame. The sides are
constructed from 2mm-thick aluminium, with a
thicker plate for the bottom. The corners are
reinforced with heavy-duty nylon protectors that
can be replaced as necessary. They come in
black or natural silver and the complete kit costs
an extra £499 including fitting.
Only
Royal Enfield says that there will be a “wide
accessories
range of accessories” for the Himalayan due soon are aluminium
but there are no further details. panniers
 Luggage rack is
standard and includes
pillion grab rails

What’ll it
cost you?
Finance
The Himalayan costs just £4199 on the road.
A PCP finance deal, arranged through
MotoNovo Finance, begins with a £499
deposit, followed by 36 monthly payments of
£87.04. After that, the optional final payment
to buy the bike outright is £1713.38. That all
adds up to £5345.82 with a steep APR of
14.3%, which doesn’t entice us much — we’d
rather pay cash and own it outright.

Seats remove easily but
there is no storage room
underneath
Service intervals
> 300 miles £130 (est)
> 3000 miles £200 (est)
> 6000 miles £200 (est)
Going by the letter of the owner’s manual,
valve clearances need to be checked not
only at the first 500km/300-mile service but
also every 5000km/3000 miles — or every
six months — after that. That’s twice as often
as the oil needs changing! Official dealer
Haywards of Cambridge supplied the
estimated prices above, but they’re only a
rough guide as the bike is so new. On paper
this makes it very expensive if you want a
dealer-stamped service history; we’d
strongly suggest having a word with your
Royal Enfield dealer about what’s needed to
maintain the two-year warranty. After that,
this is definitely one for home mechanics.

Fuel economy
UNDER THE SEAT Normally we publish fuel economy figures for
Both pillion and rider seats come off quickly and easily. The two side panels are held ‘slow’, ‘average’ and ‘fast’ speeds, but the
on with a few hex-head bolts. There’s no storage space under the pillion seat, while Himalayan’s modest power means it’s almost
the area under the rider’s seat is taken up by the airbox and battery. The battery’s always ridden at the same pace. Every time
terminals are slightly obscured by the main wiring loom, but adding the power lead we stopped for fuel it returned the same
for a sat nav or heated kit is straightforward enough. 66mpg, for a theoretical range of 217 miles.

JUNE 2018 | 53
 NEW BIKES

THE
IT’S IMPOSSIBLE TO give a fair assessment
of the Royal Enfield Himalayan without
highlighting its price first and foremost. It’s
just £4199 for a brand-new bike: that’s half a
Suzuki V-Strom 650XT; a third of a Triumph
Tiger 800 XCA; and a quarter of a BMW
R1200GS Adventure TE. It’s less expensive
than the Honda CRF250L, Kawasaki
Versys 300, BMW G310GS or Suzuki
V-Strom 250. It’s less than a lot of 125s.
In that context, the Himalayan gives a
hugely impressive account of itself. It feels
solid, the suspension has a plusher action
than plenty of more-expensive bikes, and
the whole bike is immediately easy to get on
with. The engine is tame but punches with
an admirable attempt at meatiness as the
single gives its grunt willingly, rather than
forcing you to go searching for drive at high
revs. All in all, it’s a genuine surprise that a
VERDICT
bike costing so little performs this well.
But there are some disappointing touches.
Some frame welds look messy, unused
threads sparkle orange with rust, the air
temperature gauge on the dash reads 10°C
high and, despite braided lines, the brakes
are weak. Build quality and durability remain
unknown — the bigger picture won’t be
revealed until owners have lived with theirs
for a year or two. Our biggest concern,
however, is the official service schedule
valve clearance check every 3000 miles or
six months. For an owner keen to keep their
new bike’s two-year warranty, it’s both an
inconvenience and a hidden cost, that eats
away at the initially tempting pricetag.
LET US KNOW...
Bought a Himalayan? Tell us about your
experience: email ride@ride.co.uk
SPEC ROYAL ENFIELD
HIMALAYAN
Price £4199 Engine 411cc 2v sohc
single, a/c Power 24bhp @ 6500rpm
Torque 24lb·ft @ 4250rpm
Transmission 5-speed, chain Chassis
steel cradle Front suspension 41mm
forks, 200mm travel, no adjustment Rear
suspension monoshock, 180mm travel,
adjustable preload Front brake 300mm
disc, 2-piston caliper Rear brake 240mm
disc, 1-piston caliper Front tyre 90/90-21
Rear tyre 120/90-17 Wheelbase
1465mm Rake/trail 26°/111.4mm
Seat height 800mm Kerb weight
185kg Fuel capacity 15 litres

“It’s a surprise that a

bike costing so little
performs this well”

The Himalayan is
great value though it
remains to be seen how Want off-road action on a
its reliability will stack up smaller budget? Turn over for
great used alternatives.
54 | JUNE 2018
agv.com
 ROAD TEST EXTRA

Dirt, cheap
Inspired by the Himalayan’s simplicity,
accessibility and price? These used trailies
also offer all-road ability for just £4000

The famous family member BMW G650GS Sertão

> £3495-£5000 > single > 47bhp > 193kg

A
GS, BUT MAYBE not as you know
it — the G650 is nothing like the
famous Boxer. Instead, it offers
entry to the family, on a bike a few
years old, for a fraction of the cost.
BMW’s original F650 had a long and
eclectic history dating back to the early
90s. But by 2009 the single-cylinder GS
was relaunched as a G650. To keep costs
down, its 652cc single was put together by
Chinese firm Loncin, then shipped to
Germany. The taller, trail-ready Sertão
version followed in 2012, with longer
suspension and larger spoked wheels.
Don’t think the G650GS Sertão is a posh,
precious, premium adventurer for posers.
It’s simple and affordable, with a rough-
and-ready workhorse spirit closer to the
Himalayan. Its motor returns 70+mpg and
the 47bhp is enough to pull it up to 70mph,
though it prefers town traffic.
It’s an agile, easygoing commuter and,
on the right tyres, plenty capable on green
lanes. As a used buy, just ensure it’s been
serviced by a BMW dealership and all
recall work has been carried out.

likes...
2012 BMW G650GS Sertão. Full service history
and described as in ‘excellent condition’. Comes
with ABS, handguards and a centrestand, and
is advertised at just £3495. Dealer advert on
www.mcnbikesforsale.com

The rugged rascal Yamaha XT660R
> £3000-£4500 > 660cc single > 47bhp > 188kg
The redesigned XT660 landed just as supermoto was experiencing
its flash of popularity, meaning the street-focused ‘X’ got all the
attention. But the off-road ‘R’ proved more enduring, the demand
for credible dual-purpose bikes keeping used values high.
The XT660R is low, light and manageable for an adventure bike
and the forgiving motor can be wrenched with aggression on loose
surfaces. Even with a five-speed gearbox, it’s smooth enough for
motorway stints and punchy enough for fun on backroads.
The V-twin Honda XL700V Transalp
> £2600-£4500 > 680cc 52° V-twin > 59bhp > 214kg
Simple, effective, reliable and overlooked. The Deauville-derived
engine is smooth, sedate and steady — but in this company it’s a
relative powerhouse. Mechanically the Transalp stands up to hard
use well, making it popular with tough commuters and home
mechanics. Suspension is basic but effective, while comfort and
carrying capacity are plenty for two-up touring. The previous 650
version is even less expensive, starting at under £2000. It’s also
more capable on trails, with a 21in front wheel (the 700’s is 19in).

56 | JUNE 2018
 Wrist ache?
EƵŵďĮŶŐĞƌƐ
EĞĐŬƉĂŝŶ
^ŚŽƵůĚĞƌƐƟīŶĞƐƐ
Back cramp?
&ĂƟŐƵĞ
WƵƚƚŚĞƉůĞĂƐƵƌĞďĂĐŬŝŶƚŽLJŽƵƌƌŝĚŝŶŐ

Lets face it - most motorcycles are designed for a mysterious

average-sized global rider. Someone of different proportions
from 99% of us UK motorcyclists. Customising your ride to
provide increased comfort and ease of control from better
ergonomics can not only increase your riding pleasure, but make
for increased confident, safe progress.

REPLACEMENT HANDLEBARS

The solid bargain

Kawasaki KLE500 HELIBARS
> £1500-£2000 > 498cc parallel twin > 44bhp > 202kg
STANDARD
Primarily a dense, solid and functional
commuter but still capable of 100mph
BARS
and deceptively handy off-road too,
thanks to its wide bars and 21in front
wheel. One for fans of traditional
engineering, with its carbs and fuel tap.

The looker AVAILABLE FOR ALL TYPES OF MOTORCYCLES:

Honda CRF250L SPORTS, TOURERS, CRUISERS, ADVENTURE AND NAKED.
> £2495-£4000 > 250cc single > 23bhp > 144kg
Styled like a motocrosser but actually an
easy-to-ride, entry-level trailie. Not
rapid but light, which inspires massive
confidence off-road. The choice of
several round-the-world travellers, BARS
including RiDE’s Steph Jeavons (p42).
Comfort Without Compromise
The cult classic
Suzuki DR-Z400S www.helibars.co.uk
> £1750-£3500 > 398cc single > 39bhp > 145kg
Those in the know reckon this is one of
the best dual-purpose trailies ever built, The UK’s leading supplier:
with balance between road manners, www.bykebitz.co.uk
weight, speed, trustworthiness and or 01252 870900
green-lane ability. As such, prices are
extremely strong for a bike of its age.
 NEW BIKES

“An Austrian twist

on that classic
British layout”

ELECTRONICS
The 790’s electronics package
is incredibly advanced, from
lean-sensitive ABS and
traction control to a two-way
quickshifter, all as standard

PARALLEL LIVES
KTM’s first parallel twin thinks
it’s a Vee. The 799cc motor has
its crankpins offset by 75°,
which gives the same firing
intervals, sound and feel as
one of KTM’s LC8 V-twins

SUSPENSION
As you’d expect, forks and
shock are made by WP (which is
owned by KTM). Forks have no
adjustability, while only the
shock’s preload can be tweaked

58 | JUNE 2018
 FIRST RIDE KTM 790 DUKE
Middle-class
sophistication
KTM stirs up the middleweight division with
the raw-but-refined 790 Duke
Words Roland Brown Pictures Marco Campelli and Sebas Romero
T
HE 790 DUKE is a deceptively modern
middleweight. In one sense it’s an
uncomplicated naked roadster. It uses a
103bhp, parallel-twin engine and steel-framed
chassis to deliver a blend of lively performance
and agile handling at a competitive price.
Yet beneath its typically sharply styled surfaces, the
machine with which KTM launches an assault on the
multi-cylinder middleweight division is far from
simple. With its colourful TFT display, two-way
quickshifter and advanced electronics — including
IMU-governed traction control and cornering ABS as
standard — the Duke brings a new level of
sophistication to the class.
KTM’s first parallel-twin powerplant is an Austrian
twist on that classic British layout. The 799cc, dohc
eight-valve unit uses crankpins offset by 75°to give
some of the feel and sound of the firm’s bigger 75°
V-twins. It offers a choice of four riding modes, via
the familiar-looking button cluster on the left bar, and
produces a maximum of 103bhp.
On the launch ride on Gran Canaria, that output
gave plenty of straight-line entertainment from a bike
weighing just 187kg wet. In Street or the slightly
sharper Sport modes (there’s also softer Rain and
more direct Track), the Duke combines sweet throttle
LED headlight
TFT display reacts to engine
with running
temperature and speed as
lights takes
well as lighting conditions
design cue from
1290 Super Duke R
response with a decent amount of midrange shove,
chasing the 9500rpm redline with minimal vibration
thanks to twin balancer shafts.
It’s manageable too, thanks to its low weight, ample
steering lock and a slim seat that is a reasonably
accessible 825mm tall as standard (it can be lowered
further with an accessory seat or chassis kit). The
near-flat one-piece bar and the slightly rear-set
footrests give an upright riding position that provides
minimal wind protection but is respectably roomy.
Hard riding is enhanced by the light gearbox and
handy quick-shifter, which worked flawlessly on the
several bikes I rode, though some riders reported an
occasional false neutral. A bonus is the irregular firing
interval, which adds character and a thrap through
the high-level silencer. This parallel twin is not bland.
Especially on a twisty road, where the Duke lives up
to the “Scalpel” marketing hype by handling in
superbly sharp and accurate fashion, despite its
tubular steel frame supporting a less than glamorous
collection of cycle parts. Its WP suspension’s
adjustability is limited to shock preload, Maxxis
provides sports-touring tyres and the four-piston
radial front calipers are J.Juan rather than Brembo.
Which is just fine, because it all works really well.
The 43mm upside-down forks and shock give
JUNE 2018 | 59
 NEW BIKES
The sales blurb uses the
word “Scalpel” and it’s
certainly sharp...
plenty of travel (140mm front, 150mm
rear); spring and damping rates are well
chosen for a sporty but not harsh ride with
excellent control. One especially rough
section passed some bumps through the
bars and seat but even a softly-sprung
adventure bike might have struggled there.
Suspension and tyres did a decent job
even when we swapped twisty Canary
Island roads for a blast at the Maspalomas
circuit. I found the front stopper gave
plenty of power and feel, though one rider
who brakes with two fingers thought the
lever required too firm a squeeze.
What’s indisputable is the value of the
790’s IMU-controlled cornering ABS, part
of an electronics system as refined as that
on the range-topping 1290 Super Duke R.
Selecting Track mode lets you choose from
three throttle maps, disable the anti-
wheelie or rear-wheel ABS, and adjust
traction control on the fly with a single
button press. On track the Duke pitched
around slightly but generated extreme
confidence, which helped make it an
ParallelMotion–theLC8cEngine
Size was the key factor in KTM’s decision to
base the middleweight on a parallel twin,
according to Peter Gorbach, head of engine
development. “When we began we set a goal
of around 100bhp, and said we needed two
cylinders to achieve that.
We considered a 75°
V-twin, because that
was what we’ve done
in the past.
“In the bigger
capacity class the
V-twin is the better
concept but in the
smaller class a
60 | JUNE 2018
absolute blast to ride.
Back on the road it happily rolled
up its sleeves for the more down-to-
earth cruise back to base, remaining
fairly comfortable despite its firm
seat, its on-board computer
showing more than 50mpg to give
the 14-litre tank a near-150-mile
range. Less welcome is slightly
erratic low-rev running on a steady
throttle in town, which could Optional Akrapovic
become irritating back home. slip-on silencer to
The Duke is otherwise well- save weight
mannered and rider-friendly, as
befits a model that also comes in detuned,
94bhp form to be restricted for A2
licence-holders. Adjustable levers, LED
lights, a backlit menu switch and useful
mirrors (though not self-cancelling
indicators) add to that impression.
That A2-class variant, the 790 Duke L,
hints at the coming middleweight family
based on this platform. An Adventure
model, already teased in prototype form, is
due next year. We’re likely to see racier R,
parallel twin has more advantages, because our
main goal was to get the engine as compact as
possible.” Hence LC8c, standing for Liquid-
Cooled, 8-valve, compact.
Size wasn’t the only consideration. “The
perception in the market is that the parallel twin
is a boring engine,” says product manager
Adriaan Sinke. “The engineering side had to
convince us they’d be able to make a parallel
twin that would be exciting enough for a KTM.”
One way they did that was to offset the
crankpins by 75°, mimicking the firing intervals
and character of their bigger V-twin. The
resulting engine is smooth enough to form a
stressed member of the tubular steel frame.
Impressive
stoppers are
supplemented by
cornering ABS
Span is adjustable on both
sides. Lever protectors are
an optional extra
sports-touring GT and supermoto 790s, as
well as street and dual-purpose bikes from
sister brand Husqvarna in due course.
All of which mean that KTM had to get
this debut model right — and it’s done just
that. The 790 Duke looks sharp, has lively
acceleration and agile handling with
versatility and an engaging character. At
£8499 it’s very competitively priced for a
bike that looks set to redefine what’s
expected of a modern middleweight.
SPEC KTM 790 DUKE
Price £8499 Engine 799cc 8v dohc parallel twin, l/c
Power 103bhp @ 9000rpm Torque 64lb·ft @
8000rpm Transmission 6-speed, chain Chassis
tubular steel Front suspension 43mm forks,
140mm travel, no adjustment Rear suspension
monoshock, 150mm travel, adjustable preload Front
brakes 300mm discs, 4-piston calipers Rear
brake 240mm disc, 2-piston caliper Front tyre
120/70 ZR17 Rear tyre 180/55 ZR17 Wheelbase
1475mm Rake/trail 24°/98mm Seat height 825mm
Kerb weight 187kg Fuel capacity 14 litres
 Built to suit your rider
weight & riding style
2 year guarantee
Fully re-buildable
Stainless 304L damper body
Billet machined mounts
18mm piston rod
´5,'(1(:=($/$1'/,9(7+('5($0μ Made in England

www.motorbiketours.co.nz www.hagon-shocks.co.uk
020 8502 6222
0RWRUF\FOH5HQWDO)XOO\JXLGHG7RXUV,QGHSHQGHQW*367RXUV

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 NEW BIKES

FIRST RIDE DUCATI SCRAMBLER 1100

tro evo
The Scrambler 1100 revives the air-cooled
EVO engine to expand Ducati’s retro family
Words Roland Brown Photographs Milagro

ELECTRONICS
Despite the retro look, the
Scrambler is packed with
up-to-date electronics,
including cornering ABS and
four-level traction control

ENGINE
The 1100 Scrambler uses a
detuned air-cooled 1100cc Monster
motor with revised internals and
SUSPENSION cams to give a useable 84bhp
With 150mm travel at each
end and a decent range of
adjustment, the Scrambler
gives a good, solid ride
62 | JUNE 2018

Funky dash works well but
there’s no consumption info
C
RUISING ALONG ON a brand-new
Ducati with the gentle, loping feel
and off-beat exhaust bark of a big,
air-cooled V-twin engine isn’t
something I’d expected to be doing
again. The combination of 1079cc desmo
engine and tubular-steel trellis frame, a
Ducati staple, last seen in the Monster 1100
EVO, seemed to have had its day.
Now it’s back with the Scrambler 1100
which, with its higher bars, softly tuned
engine and extra suspension travel, feels
much less sporty than the Monster EVO
did. That faithful Bolognese format has
been revamped to create a first large-
capacity Scrambler. The 1100 is all about
ease of use rather than performance —
delivering the “Land of Joy” experience
in a bigger package than the 803cc models.
The sohc, two-valves-per-cylinder
engine is detuned with new cams and
other internals. Black cases with a
machined finish add some visual interest; a
siamesed exhaust with chubby, high-level
silencers helps get through Euro4. The ride-
by-wire throttle gives three riding modes.
Active and the softer Journey modes deliver
the full 84bhp; City is softer still, to a peak
of 74bhp, with traction control adjusted to
suit. Even the full output is 20bhp down on
the 1100 EVO, which was hardly scary.
The frame combines those familiar main
steel tubes with a cast aluminium rear
subframe. The Scrambler 1100 Special I’m
riding on the launch near Lisbon also has
aluminium mudguard and fuel tank
side-pieces, along with grey tank paint,
wire-spoked wheels, a brown seat and
chromed exhausts. There are two other
models: the basic Scrambler 1100; and the
upmarket, Öhlins-equipped 1100 Sport.
Chassis spec is fairly upmarket anyway.
All models get adjustable suspension
(Marzocchi front, Kayaba rear for the
SPEC DUCATI SCRAMBLER 1100 SPECIAL
Price £11,635 Engine 1079cc 8v desmo V-twin, a/c Power 84bhp @ 7500rpm Torque 65lb·ft @
8000rpm Transmission 6-speed, chain Chassis tubular-steel frame Front suspension 45mm
forks, 150mm travel, fully adjustable Rear suspension monoshock, 150mm travel, adjustable preload
and rebound damping Front brakes 320mm discs, 4-piston calipers Rear brake 245mm disc,
1-piston caliper Front tyre 120/70 ZR18 Rear tyre 180/55 ZR17 Wheelbase 1514mm Rake/trail
24.5°/111mm Seat height 810mm Kerb weight 211kg (tank 90% full) Fuel capacity 15 litres
Twin silencers
give the Detuned 1100cc
Scrambler a engine has a modest
meaty growl output but it’s useful
standard and Special) that give
a generous 150mm of travel at
each end. Despite the
Scrambler’s Sixties-inspired
Scramblerfamily
The Scrambler 1100 is available in three versions, bringing
style and layout, in some ways the sub-brand’s model count to 11, in three capacity classes.
it’s bang up-to-date. An IMU Alongside the Special (tested) the base-model 1100 comes
allows Bosch cornering ABS in yellow or black paint with a black seat, has cast wheels
and masterminds the four-level and costs £10,695. The Sport has black-and-yellow paint,
traction control, plus the self- twin tank stripes plus Öhlins forks and shock, at £12,295.
cancelling indicators. Last year’s arrival of the Scrambler Café Racer, Desert
The thick dual-seat is a Sled and Mach 2.0 brought the original range of 803cc,
pleasant place to be, provided 72bhp V-twins to seven, adding to the base-model Icon,
you’re not expecting too many Classic, Street Classic and Full Throttle. Prices range from
Ducati-style thrills. The softly £7850 for the red Icon to £9750 for the Desert Sled. Finally
tuned air-cooled motor is there’s the 399cc Scrambler Sixty2, with 40bhp at £6750.
admirably flexible and polite,
so pulling away is effortless. The
raised, one-piece bar is a bit of a stretch for the launch) to the standard settings.
smaller riders but the seat is low and there Handling is otherwise sound, with the
is plenty of steering lock for traffic. combination of broad handlebar and sporty
That 84bhp output might be modest for geometry helping give fairly light steering
a big V-twin but on the A2 motorway despite the 18in front wheel. Pirelli’s
chunky MT60 RS tyres worked fine even
“The 1100 is all about on damp Portuguese roads. As did the front
brake combo of 320mm discs and Brembo
ease of use rather monobloc radial calipers – an upgrade on
the 803cc Scrambler’s single disc even
than performance” before the cornering ABS is considered.
The 1100’s extra pace and size should
make it a bit more practical than the 803cc
models, in conjunction with a larger, 15-
towards Setúbal it always has grunt in hand litre tank that’s good for 120-plus miles.
to nip past any trucks. With its raised bars The gauges are neat if small and basic, with
the Scrambler is quick enough to give neck a fuel gauge but no consumption info. The
muscles some work as it heads towards a minimalist mudguards are fine in the sun
top speed of about 130mph. but bike and rider get spattered in the wet.
Despite the wind-blown riding position Many riders looking for a naked Ducati
I found the 1100 Special reasonably would have more fun on a Monster 821,
comfortable, helped by that long-travel which is quicker, lighter and cheaper than
suspension, though on minor roads the the 1100 Special, which costs £11,495. But
front in particular reacted harshly to for those who want the Scrambler’s relaxed
bumps. One smaller rider found the bike retro vibe with more size and punch than
shaking its bars on rough stretches, before the 800s, the 1100’s fresh take might just
he backed off the forks’ preload (firmed for hit the spot.
Old-school look
and feel with
new-school tech
 NEW BIKES

FIRST RIDE HONDA CB1000R

Future classic
Honda’s new naked sportsbike is an impressive
modern take on the retro café-racer theme
Words Jon Urry Pictures Honda

O
N THE FACE of it there isn’t much
to get excited about Honda’s 2018
CB1000R. Yes, it’s a cool-looking
‘neo-retro’ but it’s too easy to
assume that, like its predecessor,
it will deliver a disappointingly ride for a
machine built around a sportsbike motor.
The old CB’s problem was its aggressive
styling hinted at a bike with a bit of soul but
instead its retuned Fireblade engine was so
smooth it was a bit dull. As it turns out, this
is not the case with the new CB1000R.
Though it uses the same basic 2006 Blade
motor as the out-going CB1000R, for the
updated machine, the 998cc inline four has
been re-tuned for more midrange at the
expense of higher rpm power through
increased valve lift, bigger valves and larger
throttle bodies. It actually gains 20bhp and
4lb·ft of torque – both peaks coming lower
in the rev range than on the previus bike.
Honda has also lowered the first three gear
ratios. The really clever part is that the
increased power is modulated by a ride-
by-wire system to create a bike with
a split personality.
At lower throttle openings, the ride-by-
wire system takes the edge off the motor’s
performance, resulting in a sweet throttle
connection that makes the CB wonderfully
compliant and user-friendly. The revised
gearing means it’s sharper to accelerate,
which you want on a naked bike, but it’s
not so fierce it’s intimidating. Then once
the motor is spinning, the throttle releases
a new whack of power that transforms the
bike’s character and turns the CB1000R
from a cool-looking naked that isn’t very
memorable to ride into an impressive
machine with bags of performance.
When the new digital rev counter’s
needle is above 8000rpm the engine starts
to buzz with a slight vibration, while
there’s a pleasing grumble from the new
“The CB1000R stands
out — it’s a Honda
with spirit”
exhaust. This isn’t what I expected after the
far-too-polite previous model and it gives
this CB the spirit and soul that a retro-bike
needs. But despite the retro-ish looks, this
bike has genuine performance.
Pushing out a claimed 143bhp, when the
CB1000R is unleashed in its first three
gears, it’s a bloody quick bike. For me a
naked bike should fire forwards in the
lower gears – I don’t really want to be going
over 100mph, but I do want to accelerate
there quickly and with a thrill. That’s
exactly what you get on the CB.
The ride-by-wire system allows the rider
to switch between three levels of torque
control, engine braking control and power.
It also has the usual electronics — ABS and
traction control (but no IMU) — with three
pre-set modes (plus one user mode). In
Rain mode power and torque are cut in the
first three gears. Standard sees it reduced in
the first two while Sport delivers full power
in all gears – and it’s ready to let you play
the fool as it will wheelie off the throttle.
It handles, too. The CB’s new steel
backbone frame is 2.5kg lighter than the
out-going model’s (the bike is 12kg lighter
overall) with a slightly longer wheelbase
and a fatter rear tyre. While not super-agile,
it is sporty enough to be ridden with
enthusiasm. Its new Showa SFF-BP forks
and shock are set on the firm side, which I
reckon suits the bike’s sporty character. It’s
no slouch in the corners and is backed up
by strong radial brakes.
The CB1000R tested here costs £11,299 on
the road – exactly the same as a Yamaha
MT-10 (before its on-the-road charge), a
fraction less than the £11,350 Triumph

Thene C family
For 2018 Honda has created a new CB family consisting of the CB125R, CB300R and CB1000R; top
Speed Triple and about £1000 more than
Kawasaki’s even-more modernist Z1000.
With this update of the CB1000R, Honda
of the tree is the CB1000R+. This gains heated grips, aluminium front and rear mudguards, a has hit an interesting middle ground. The
flyscreen, single-seat cowl, radiator grille and up-and-down quickshifter. It costs £12,299, a engine give it a hint of the retro-bike soul,
premium of £1070 over the stock bike. The smaller members of the family share the same ‘neo- but it also has the performance and
sports-café’ styling. The CB125R is powered by a 13bhp liquid-cooled single-cylinder motor and electronics you expect from a full-on
features an LCD dash, radial front brake with ABS and LED lights and costs £3949. The CB300R sporty super naked. This ability to have a
shares the same basic chassis, brakes and wheels as the CB125R but is powered by a 286cc foot in both camps without going too far in
version of the liquid-cooled single that makes an A2-legal 31bhp and costs £4429. either direction means the CB1000R stands
out – it’s a Honda with true spirit.

Digital dash keeps Seat cowl does away with the Exhaust tuned to deliver
old-school styling pillion pad on ‘+’ model a high-speed howl

ENGINE
Based on the outgoing
CB1000’s engine, revised
internals mean more torque
and power but combined with
rideability and fun
Pillions need to be
brave or small
ELECTRONICS
Three rider modes tame the
beast in lower gears but let
you enjoy the power at high rpm
CHASSIS
Lower overall weight and new
Showa forks and shock mean
the CB1000R handles as well
as it looks - which is excellent
SPEC HONDA CB1000R
Price £11,229 Engine 998cc 16v inline four, l/c Power 143bhp @ 10,500rpm Torque 77lb·ft @
8250rpm Transmission 6-speed, chain drive Chassis steel mono backbone Front suspension
Showa forks, 120mm travel, fully adjustable Rear suspension monoshock, 131mm travel, adjustable
rebound and preload Front brakes 310mm discs, 4-piston radial calipers Rear brake 256mm disc,
1-piston caliper Front tyre 120/70 ZR17 Rear tyre 190/55 ZR17 Wheelbase 1455mm Rake/trail
25°/100mm Seat height 830mm Kerb weight 212kg Fuel capacity 16.2 litres
JUNE 2018 | 65

FIRST RIDE BMW F750GS
Road rider
BMW’s excellent on-road
adventurer gets
even better
Words Jon Urry
Pictures BMW
Optional TFT dash
I
N THE WONDERFULLY innumerate
tradition of BMW’s middleweight GS
models, don’t let the F750GS’s name
fool you. Much like its equally wrongly
numbered predecessors the F650GS
and F700GS, which both actually had
798cc, the F750GS displaces 853cc. OK?
The F750GS features an identical, all-new
parallel-twin motor to the F850GS.
However where the 850 makes 94bhp with
68lb·ft of torque, the 750 makes a more
relaxed 76bhp with 61lb·ft of torque through
changes to the fuelling map. BMW claims
the parallel twin motor does 69mpg, giving
a theoretical tank range of just over 220
miles from its 15-litre tank. It also features a
19in front wheel (the F850 has a 21in item)
to run wider tyres, which may limit its
off-road ability but makes for far-more
assured roadholding. For me, that makes
the F750GS a better bike for most riders.
When you ride the F750GS there is no
drama, no fuss and everything is just so
effortless and fun. In bends the tyre and
NEW BIKES
F850GS can be loaded on to the F750GS
as well — including the TFT dash, semi-
active, electronically adjusted suspension,
cornering ABS and traction control, plus
the two-way quickshifter.
The updates to the F750GS make BMW’s
road-focused middleweight adventure bike
853cc, not 750cc
far more appealing. The parallel-twin
motor has sacrificed a bit in terms of peak
wheel choice offers loads of assurance performance (and can be restricted down
while the parallel-twin thumps along with to 35kW/46.6bhp, making it A2-licence
little vibration and more than enough compliant) but it doesn’t harm the bike, as
performance. It’s one of those bikes that the small GS has never been about outright
just works, and works very well. Though I speed. It comes in basic (£7950) or
have to admit, it does still look a bit muted. spec’d-up Sport (£9200) versions and if
The F750GS has never been as sexy as the you want an easy going, adventure-styled
F850GS. To save costs its forks are bike with bags of features, the F750GS is a
conventional rather than inverted, but great option. But come on BMW, give it
effectively the rest of the bike is identical some more appealing paint options to add
and any features that can be fitted to the a spark of sex appeal…
SPEC BMW F750GS
Price £7950 (Sport £9200) Engine 853cc 8v parallel twin, l/c Power 76bhp @ 7500rpm Torque 61lb·ft
@ 6000rpm Transmission 6-speed, chain Chassis steel bridge Front suspension 41mm telescopic
forks, 151mm travel, non-adjustable Rear suspension monoshock, 177mm travel, adjustable preload and
rebound Front brakes 305mm discs, 2-piston calipers Rear brake 265mm disc, 1-piston caliper Front
tyre 110/80 R19 Rear tyre 150/70 R17 Wheelbase 1559mm Rake/trail 27°/104.5mm Seat height
815mm Kerb weight 224kg Fuel Capacity 15 litres
JUNE 2018 | 67
 NEW BIKES

FIRST RIDE SUZUKI SV650X

Cut-price
custom
A trendy twist
turns Suzuki’s
affordable V-twin
into the SV650X
Words Martin Fitz-Gibbons
Pictures Jason Critchell

SV650X retains the same

L
EAPING LEISURELY ON the custom its budget nature and the X steers eagerly LCD dash as the SV
bandwagon, Suzuki’s new SV650X and accurately, especially with the more
gives the company’s much-loved front-focused riding position from the
middleweight an on-trend café-racer clip-ons. Two-piston front brakes offer
makeover. Surprisingly, this has been disappointing power but decent feel.
in the pipeline for more than two years. Detailing is less inspiring. Despite
We know this because back in March 2016, Suzuki’s attempts to black everything
Suzuki whipped the covers off a show bike out so you won’t notice, up close both the
called the SV650 Rally Concept, which this cockpit and the right side of the bike are a
new X is virtually identical to. patchwork of cables, lines, hoses, tubes
That’s a long lead time for a pretty and, in places, even bare wiring. It’s not The X adds the 650’s
modest list of differences. Clip-on bars hideous, just messy – the SV650X lacks (optional) ribbed seat
(which look a lot like those once used the depth of considered quality style-
on the half-faired SV650S) give a much conscious custom bikes are renowned for.
sportier stance than the one-piece But then it lacks their horrifying
handlebar of the standard SV. The X also pricetags too. It’s just £6139 on the road —
has a different headlight cowling, two £300 more than the regular SV but £850
plastic panels that reach back from the less than a Yamaha XSR700. It’s almost
headstock to the tank, and a ribbed seat two grand less than a Ducati Scrambler,
(a £185 option on the regular SV). That’s and nearly £2700 cheaper than Triumph’s
X gets clip-on
pretty much it. The only other tiny tweak Street Cup. Suzuki’s low-rate PCP finance bars and fork
is that the X’s forks have preload adjusters. means you could put a brand-new SV650X preload adjusters
Dynamically the SV650X is a treat. The in your garage for a £1000 deposit and less
well-established 645cc V-twin carries over than £70 a month. It’s just a shame that,
its encouraging, engaging and even- with a frame from 2009 and an engine
handed delivery, the gearbox is light and that traces back to 1999, the SV650X is a
sweet-shifting, and the throttle response is modern retro that’s neither authentically
jerk-free. Suspension performs well given retro nor desperately modern.
Biggest difference is
sportier stance from
SPEC SUZUKI SV650X clip-on bars
Price £6139 Engine 645cc 8v dohc 90° V-twin, l/c Power 75bhp @ 8500rpm Torque 47lb·ft @ 8100rpm
Transmission 6-speed, chain Chassis steel trellis Front suspension 41mm forks, 125mm travel, adjustable
preload Rear suspension monoshock, adjustable preload Front brakes 290mm discs, 2-piston calipers Rear
brake 240mm disc, 1-piston caliper Front tyre 120/70 ZR17 Rear tyre 160/60 ZR17 Wheelbase 1445mm
Rake/trail 25°/106mm Seat height 790mm Kerb weight 198kg Fuel capacity 14.5 litres

68 | JUNE 2018
 PICTURES FOR ILLUSTRATION PURPOSES ONLY. PRICES ARE SUBJECT TO CHANGE WITHOUT NOTIFICATION. SUBJECT TO AVAILABILITY; WHILE STOCKS LAST; ERRORS AND OMISSIONS EXCEPTED.
OR 2018
NF
N E W E SIG
N E W E SIG

D
D

NF
OR 2018

£119.99 COLT £99.99 PLAIN

FULL FACE D405

XS - XL XS - XL
BLACK/ORANGE, BLACK/WHITE, WHITE, BLACK
BLACK/NEON YELLOW

Full Duchinni styling, great colour combinations and

aerodynamic design make the D405 as individual as you are.
Take to the streets and ride with confidence, thanks to its
synthetic ABS construction and multi-point ventilation.
When the sun restricts your view, simply pull down the
internal visor and ride.

PLAIN BLACK PLAIN WHITE

T 0117 971 9200 E info@thekeycollection.co.uk

F 0117 972 5574 W www.thekeycollection.co.uk
 NEW BIKES

COULD YOU LIVE WITH A

Chinese bike?
An all-rounder for just
five grand — meet the
potentially revolutionary
CF Moto 650MT
Words Martin Fitz-Gibbons Pictures Jason Critchell

70 | JUNE 2018
T
HIS COULD BE the most
important new bike you’ve never
heard of. CF Moto’s 650MT is the
most advanced, sophisticated and
complete motorcycle to come out
of China — and possibly the strongest
challenge yet to the escalating prices of
new bikes from Europe and Japan. It’s
an upright all-rounder, powered by a
649cc parallel twin. It comes with hard
luggage, adjustable suspension,
switchable power modes and nose-to-
tail LED lighting. And on sale in Britain,
right now, for just £5139 on the road.
To give that some context, its closest
rival is the £7889 Kawasaki Versys 650
Tourer. Swap from Japanese to Chinese
and the CF Moto saves you £2750 —
that’s almost 35%. It’s a brand-new bike
for the same money as a three-year-old
used Versys 650, and less than a new
Versys 300. So should you be tempted?
RiDE spent a fortnight living with the
650MT to find out…
Where has it come from?
Chinese firm CF Moto has been building
motorcycles for almost 20 years. It has
had a 650 on sale in the UK since 2012,
but until now they’ve all been rebranded
by UK distributors WK Bikes (www.
wkbikes.com, 01507 523900). The
650MT is different — no WK stickers and
the CF Moto logos have been left intact.
The engine is a clone of Kawasaki’s
first-generation ER-6 motor – same
bore, stroke, layout, firing intervals, gear
ratios and more. Previously CF Moto has
used it in both naked and touring
models, but the 650MT is different. It’s a
tall multi-role machine in the vein of the
Versys or Yamaha’s Tracer 700. It’s
Euro4 compliant and European brand
names are evident throughout. Styling is
by Kiska, the Austrian agency that
designed every modern KTM. Fuel
injection is by Bosch. ABS is by
Continental. Panniers are by Spanish
firm Shad, while tyres are Metzeler.
Could you commute on it?
Absolutely. The MT’s seat is tall
(840mm), but the clutch and throttle
action are both smooth enough to give
good low-speed control. The height may
make it tricky for shorter riders to put
both feet flat, but it also gives a
commanding view over traffic. The bars
are quite wide but don’t affect filtering
– without the panniers it’s the same
width as Suzuki’s V-Strom 650.
Suspension feels a bit basic over
broken, potholed city streets (backing
off the fork damping helps) and while
the ABS isn’t super-sophisticated either,
I’m still grateful to have it when a car
pulls out in the rush-hour scramble. In
slow-moving traffic the radiator fan
JUNE 2018 | 71
 NEW BIKES
whirrs persistently — your subconscious
thinks the engine is running hot, but it’s
actually because the thermostat is set low,
at just over 95°C.
Could you use it every day?
Certainly, with a few considerations. Like
the Versys 650 there’s no centrestand to
simplify chain maintenance, though there
are threads on the swingarm to fit
paddock-stand bobbins. Fuel economy
averages out at over 50mpg which is kind
on the wallet, as are its huge 26,000-mile
valve-clearance intervals. The service
schedule virtually replicates an ER-6’s —
importer WK Bikes estimates an annual
service costs £110-£130, with the more-
involved major service costing £200-£250.
At night the headlight illuminates a small
The CF Moto 650MT is a good
all-rounder, capable as an
everyday ride and a fun machine
72 | JUNE 2018
rectangle on the road but you can’t upgrade
it with brighter bulbs, as it’s an LED unit.
Could you take it touring?
You can – so long as you don’t carry a
pillion. The seat and upright stance are
“The power is
delivered with the
feel of an ER-6”
both all-day comfortable, though the pegs
are set quite high. The adjustable screen is
tiny and doesn’t deflect much windblast
even in its highest position but it generates
no turbulence or buffeting at cruising
speed either. Similarly there are no
unpleasant engine vibrations through the
seat, pegs, handlebars or its well-placed
mirrors, and it holds 75mph with ease.
The 18-litre fuel tank allows 150-mile
fill-ups and a 200-mile theoretical
maximum range, while the pair of
excellent 36-litre waterproof, lockable
hard panniers give plenty of secure space
to pack your possessions. There’s even a
handy USB charging point on the dash.
But the 650MT is not a bike for two. The
VIN plate reveals its gross vehicle weight
rating is just 368kg – that’s the maximum
weight that the bike plus any rider(s) and
luggage can add up to. Our calibrated scales
show that the MT weighs 230kg with a full
fuel tank and both panniers fitted. That

“I ride a Chinese 650”
Kev Bailey has owned his CF Moto for just over a year
“I bought my CF Moto 650NK in December 2016.
It was dirt cheap as the dealer had to register it
by the end of the year, because it didn’t meet
the new emissions standard. I paid £2000 for it,
brand-new. I’ve ridden about 2000 miles on it,
mostly leisure riding and commuting to work
when the weather’s nice. I mean, I have been
out on it in all weathers and it’s held up quite
Kev’s super-cheap
CF Moto 650NK
The 650MT is a
comfy place to be,
other than slightly
high footpegs
Suspension feels
a bit basic,
but damping
is adjustable
well. There’s no rust, though I did strip it down
and grease it all when I first bought it.
“I’ve owned loads of bikes — I’ve also got a
Kawasaki ER-6f. The CF Moto is just like an
early ER-6, it’s virtually the same. It handles
well, it brakes well. The
fuelling’s not great at low
speed but that’s the case
with most bikes now. A
lot of the early Chinese
stuff wasn’t particularly
Owner Kev
Bailey good, but they’ve really got
their act together now. My
experience has been positive,
that’s all I can say. People have this
perception about Chinese bikes, but it’s
never bothered me. At the end of the
day, the price was attractive to me — I
wasn’t bothered where it was made.”
Mode button has no
noticeable effect. Rusty
bolt not too pleasing
Hard panniers are a
good size, dry and
lockable
leaves a payload of just 138kg — fine for one
rider, but not nearly enough for two
normal-sized humans and touring kit.
Could you have fun on it?
On the right roads, yes. CF Moto claims the
650MT makes 70bhp, and our dyno test
confirms that 63bhp of it reaches the rear
wheel. The power and torque curves are
virtually identical to a first-generation
ER-6, albeit with a hole from 3500 to
5500pm that you do notice on the road and
makes the MT feel quite revvy. The power
is delivered with the exact same poppy,
burpy, thrumming feel of an ER-6 and it
even sounds identical through its
underslung exhaust. There are two power
modes, Sport and Touring, but there’s no
noticeable difference between them.
With very similar steering geometry to a
Versys the MT handles well — it’s stable,
steers naturally on its Metzeler Z8 Interact
tyres and the high pegs give plenty of
ground clearance. Suspension has more
travel than a regular roadster but both ends
JUNE 2018 | 73
 NEW BIKES

If it sounds like an ER-6,

there’s a good reason — the
motor is virtually identical

are set very firm, which means minimal

see-sawing on the power or brakes. The
two-piston J-Juan calipers and braided
lines have a somewhat numb feel but give
adequate power when hauling it down into
sharp turns. On rougher roads the ride can
be harsh and on wider, emptier, faster
routes the motor feels a bit breathless —
all of which leaves the 650MT at its most
enjoyable on tight, well-surfaced B-roads.

Could you trust it?

During our fortnight the 650MT always
started on the very first push of the starter

“Parking it at a bike LED headlight is slightly

lacking at night, and
Screen height can be
adjusted, but might as

meet will likely condensation is a shame well be left fully up

invite curiosity” Could you love it?

button and ran for several hundred miles
without any mechanical issues. That
inspires a bit of confidence, as does WK’s
two-year warranty. That said, some areas
don’t reflect too well on its long-term
prospects, like condensation forming
inside the headlight, scuffed heel plates
and a sticker peeling off. On one wet ride
the gear position indicator displayed ‘6’
when it was in first, though this issue
vanished overnight and didn’t reappear.
You might admire the 650MT’s sharp lines
and bold, KTM-esque styling. You might
enjoy the fact that owning a Chinese 650
is something different and potentially
trailblazing. You might even appreciate
how parking it at a bike meet will likely
invite curiosity and questions from riders
who have no idea what it is.
On the road the 650MT has a pretty
straightforward, functional, utilitarian
character — it doesn’t exude the playful,
enthusiastic zeal of Yamaha’s Tracer 700,
nor has it earned the gritty, rugged image of
Suzuki’s V-Strom 650 or have the proven,
two-up touring ability of Kawasaki’s Versys
650. Mix in CF Moto’s unfamiliar and
undefined brand name, and it inevitably
becomes harder to forge a deep emotional
bond or to develop that visceral pride of
ownership. It’s an affordable, anonymous
workhorse, not a prized show pony.
Perhaps it’ll take more time to love
— time to prove its reliability, its residuals
and its reputation. But perhaps it’s not a
bike you need to fall in love with to
appreciate. Maybe you’ll love it for the
several thousand pounds it saved you.

SPEC CF MOTO 650MT

Price £5139 Engine 649cc 4v dohc parallel twin, l/c Power 63bhp @ 8800rpm (measured)
Torque 42lb·ft @ 7400rpm (measured) Transmission 6-speed, chain Chassis steel diamond
Front suspension 43mm forks, 140mm travel, adjustable rebound Rear suspension monoshock,
145mm travel, adjustable preload and rebound Front brakes 300mm discs, 2-piston calipers Rear brake
240mm disc, 1-piston caliper Front tyre 120/70 ZR17 Rear tyre 160/60 ZR17 Wheelbase 1415mm Rake
24.5° Seat height 840mm Kerb weight 230kg (measured) Fuel capacity 18 litres

74 | JUNE 2018
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 USED BIKES

The Z1000SX has been Kawasaki’s best-seller since its

launch in 2011. But can the current, revamped SX
convince a fan of the original to upgrade?
Words Simon Hargreaves Pictures Chippy Wood

76 | JUNE 2018
W
HY DON’T YOU borrow a Z1000SX
demo?” RiDE reader Ruth Clarke has just
saved the day. We’re here to compare her
original, 2011 Kawasaki Z1000SX with a
new, 2018 bike, only to find a cock-up on
the bike-courier front has left us deficient in the area
of new sports-touring Kawasakis to the tune of one.
“Try calling Wheels Motorcycles in Peterborough,”
Ruth suggests. “I have their number on speed dial.”
So thanks to Garry at Wheels, we’re back on the
road half an hour later.
Ruth started riding in 2012, having previously
persuaded her biking husband to abstain from riding
for six years because “...bikes were dangerous”. Why
the change of heart? “I was driving to work, saw a
bike and thought, ‘ooo, that looks like fun’’,” laughs
Ruth. “So I said to the husband, ‘how about we take
up motorcycling?’ We bought him a Suzuki Bandit
It’s evolution
650, while I did the Get On scheme hour’s trial on
rather than
a 125 and loved it. I booked a week’s DAS, bought a revolution for the
Honda Hornet, passed my test, did loads of training, latest version of
went touring and set up the Cambs & Peterborough Kawasaki’s
Women Bikers Facebook group.” best-selling bike
By 2014 Ruth was ready for something new. “I tried
a Z1000SX and was sold,” she says. “I gelled with it:
the ride; the instant power; the riding position.” In
16,000 miles and three years of touring, Ruth has
adapted her bike with a lowering kit, gel seat,
dog-leg levers to help with a heavy clutch action,
fitted Michelin PR4s, added a 12V socket and Oxford
heated grips, and fitted Kawasaki panniers (“They
stick out; makes filtering interesting.”). The result is a
practical sports tourer. It’s hard to see how it can
easily be bettered — but that’s the job for the current
Z1000SX. “It’s going to have to be special to
convince me to trade up,” says Ruth.
JUNE 2018 | 77
 USED BIKES

Reader Ruth found the

2018 KAWASAKI Z1000SX newer SX easier and
Engine 1043cc 16v dohc inline lighter to ride
four, l/c Power 140bhp @
10,000rpm Torque 82lb·ft @
7300rpm Transmission 6-speed,
chain Chassis aluminium twin
spar Front suspension 41mm
forks, 120mm travel, fully adjustable
Rear suspension monoshock,
144mm travel, adjustable preload
and rebound Front brakes
300mm discs, 4-piston calipers
Rear brake 250mm disc, 1-piston
caliper Front tyre 120/70 ZR17
Rear tyre 190/50 ZR17
Wheelbase 1440mm Rake/trail
24.5°/102mm Seat height
815mm Kerb weight 235kg
Fuel capacity 19 litres

Z1000SX history
It’s a short and, for Kawasaki, sweet story.
With its 1043cc, 138bhp inline-four motor
and tall aluminium twin-spar frame lifted
from the naked Z1000, the 2011 SX added a
host of obvious touring practicalities: a
sharp, angular fairing with adjustable
screen; a bigger, 19-litre tank; deeper seat;
above-the-yoke clip-ons bringing hands
closer together; a beefier subframe for
extra loading; and tweaked fork settings.
The result was a big hit for Kawasaki,
turning into its best-seller every year since.
The combination of a keen, sub-£10,000
price, a belting motor that slammed out
useable grunt at impressively low revs,
aggressive styling and a sensible riding
position resonated for a lot of riders.
In 2014 Kawasaki tweaked the SX,
firming up suspension, adding a remote
hydraulic preload adjuster, sharpening the
brakes with new calipers, and giving the
engine 4bhp more with a broader spread
of torque. It also added three-mode
traction control and two engine modes,
deeper seat padding, wider mirrors and
Z1000SX buying tips
At only seven years old the SX is still relatively young, so there are no age-related issues to look
for when buying, beyond the usual signs of abuse or neglect. There have been no recalls either;
the only serious issue to watch out for is the gearbox. It’s been known for sloppy gearchanges
(possibly because of poor lever adjustment) to wear the dogs and selector forks, leading to false
neutrals, jumping out of gear and, finally, the gear won’t engage. It’s usually fourth gear that goes.
Check by swapping between gears on a test ride and putting each one under load, then throttling
off again repeatedly. Any suspect lever action or ‘skipping’ in the transmission, walk away quickly.
new clip-in integrated pannier mounts 2011 Z1000SX v 2018
that did away with a mounting frame. Z1000SX
And along comes 2017 and another After a blast around the Nene valley with
update focusing on electronics and Ruth riding the new Z1000SX and me
ergonomics: a new dash (with gear following on her bike, we convene in a
position indicator); IMU lean-angle- lay-by to see if the new model has what it
sensitive traction control and cornering takes to convince her to make an upgrade.
ABS; LED headlights; a larger fairing; wider “Well, that was interesting,” she smiles.
screen and seat. The ‘Assist’ part of the “The new bike feels lighter to ride than
Assist & Slipper clutch uses a cam to pull mine; the steering is easier to manage. The
plates together under load, with lighter throttle feels a bit heavier but the lighter
springs reducing effort at the lever. The clutch is lovely. It’s much easier. In traffic
changes have kept the SX up there as on my bike it can get tiresome. But, apart
Kawasaki’s most popular model. from that, there’s not a huge difference.
“I went to Scotland last year with a friend
with the ‘middle’, 2016 Z1000SX and she

Z1000SX mods and extras was stopping for fuel while mine still
showed half a tank.” That could be because
The Z1000SX is sensitive to tyre choice, though it’s easy to get used to its signature steering Kawasaki claimed to have improved fuel
weight pushing back at the bars. Michelin PR3s and 4s are good at countering this; some owners gauge accuracy from 2014 onwards, rather
fit a taller 190/55 rear instead of a 190/50. Metzeler RoadTec 01s are also a good alternative. The than it actually having worse consumption.
SX runs taller gearing than the Z1000 it’s based on; a 43-tooth rear sprocket peps up the But Ruth is right about the new bike’s
acceleration. The odd screen shape doesn’t lend itself to a longer one, so an MRA deflector is an steering; her bike needs noticeably more
option. The stock twin exhausts weigh 15kg; fitting a race system saves 10kg and adds 10bhp. effort to turn despite the excellent Michelin
PR4s she has fitted. I suspect it’s because

78 | JUNE 2018

Even though the 2018 bike has a gear position
indicator, the gauges are harder to read
2018 bike features similar fundamental
exhaust design but detail silencer changes
The riding position on
the older bike gave less
windblast for both riders
Dark figures on light grey LCD dash is easier
to read. No gear position though
The earlier bike’s exhaust is finished in satin
black with angular outlets
2011 KAWASAKI Z1000SX
Engine 1043cc 16v dohc inline
four, l/c Power 136bhp @ 9600rpm
Torque 81lb·ft @ 7800rpm
Transmission 6-speed, chain
Chassis aluminium twin spar
Front suspension 41mm forks,
120mm travel, fully adjustable Rear
suspension monoshock, 138mm
travel, adjustable preload and
rebound Front brakes 300mm
discs, 4-piston calipers Rear
brake 250mm disc, 1-piston
caliper Front tyre 120/70 ZR17
Rear tyre 190/50 ZR17
Wheelbase 1445mm Rake/trail
24.5°/102mm Seat height 822mm
Kerb weight 228kg (231kg ABS)
Fuel capacity 19 litres
she’s dropped the back end with a low seat
and longer tie bars - it’s enough to alter the
weight balance and increase steering angle.
The first thing I notice when I ride Ruth’s
2011 bike is the absence of a gear position
indicator. It sounds trivial but the Z1000SX
has what feel like closely-spaced ratios so
it’s hard to tell when you’re in top. “I ride in
fourth or fifth anyway!” laughs Ruth. “It’s
such a flexible engine you can do that.”
The riding position is good on Ruth’s
bike. The lower seat sits me deeper in the
bike behind the tank, and – believe it or
not – takes wind off my chest. “Yes! It’s
funny you say that – I noticed the cold a lot
more on the 2018 bike,” Ruth agrees.
Ruth goes on to mention another dislike
on the new bike: its inverted LCD clocks
are hard to read, even on a gloomy day.
“They’re not clear. They’re light grey on a
dark grey backing. I imagine they’d be
even harder in direct sunlight.”
One thing you won’t miss on the new
bike are its LED headlights: they’re much
more powerful. But when it comes to
looks, Ruth prefers hers: “The new tank
panels look a bit too BMW,” she grins.
Things are looking gloomy for the 2018
SX, so we take off for another ride. Half an
hour later, Ruth is having second thoughts:
“It’s growing on me,” she says. “It’s so
much easier to manage. It’s lighter and
more agile than my bike, and that’s
important for confidence. Despite the cold,
I’m warming to it.”
Thanks to Wheels Motorcycles for the loan
of its demo www.wheelsmotorcycles.co.uk
JUNE 2018 | 79
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 USED BIKES
The purity of the
GSX-R750 won over
a generation of
sportsbike riders

TO

2011-2018 Suzuki GSX-R750

£5000-£9999 148bhp 180mph 190kg 750cc inline four

“The pinnacle of purity”

If you or I woke up one morning and remembered that
you’d not only invented the modern superbike but also
spent a quarter of a century improving it, you’d probably
feel pretty smug and decide you deserve a lie-in. Not
Suzuki. For 2011 it took its cherished GSX-R750 and
pushed it one step further. On the surface the L1 still looked like Every
GSX-R Ever, but the cosmetic continuity disguised big improvements.
A new frame, swingarm and bodywork helped lop off 8kg, taking it
within spitting distance of the lithe Daytona 675. New cams boosted
the midrange on a motor already loaded with grunt. Showa Big Piston
Forks and one-piece Brembo brakes added brand-name bling. But best
of all, the result didn’t feel like a hard-edged, single-minded racer. The
L1 behaves impeccably on the road, with a balanced riding position,
excellent mirrors and firm-but-fair suspension. It’s a more composed,
more relaxed and more useable sportsbike than Triumph’s tiny, twitchy
Daytona 675. Straight-up faster too, with more power and torque. 2013-2017Triumph Daytona 675
Faults are few and easily fixed. It’s overgeared, so fit a tooth-smaller £5000-£9500 126bhp 160mph 184kg 675cc inline triple
front sprocket. It sits a bit flat, sorted with a 4mm spacer on the shock.
The fuelling can feel snatchy but that’s what Power Commanders are
“How to follow a classic? Build another”
for. For purists with no interest in 200bhp, ABS or traction control, this By 2011 the GSX-R750 was a legend in name only. Suzuki
is surely the finest sportsbike ever built. MARTIN FITZ-GIBBONS hadn’t spent serious R&D yen for ten years; who wants to
own a bike built on a decade of “Yeah, whatevs…”?
Triumph’s problem was how to follow-up the first
Daytona 675; a paragon of design that had ‘future
investment’ written all over it. The solution was the 2013 Daytona 675
— still OMG gorgeous but with a shorter-stroke motor, more revs, more
Second-generation power and sharper handling. Who was it that said, at the launch; “There
675 built on the huge are few new bikes worthy of the walk-away-then-turn-around look. But
success of the you can gawp at the 675 for as long as you have eyes.” Oh yeah, me.
first-gen and took it
But the Triumph out-classes the utility Suzuki for many (all) other
even further
reasons too. It’s a perfectly powered trackday tool, balancing peerless
handling dynamism with gargling, three-cylinder pre-traction-control
engine performance. It has buckets of bug-eyed charisma, not a generic
GSX-R face. Women will swoon. Men too. The riding position isn’t even
impractical; okay, the Suzuki is bigger but for a middleweight race
replica, there’s room to move on the Daytona.
In the old days we would cheerfully pursue the bland utility of outright
performance. But nowadays, numbers on a spec panel mean less than
the stars in our eyes; and the Daytona is up there twinkling away, its
place in the firmament of classics assured. SIMON HARGREAVES

THE VERDICT
Two very different characters but so tough to pick between them. Both
neatly sidestep the frustrations of race-rep 600s, without being burdened
by the straight-line overkill of litre bikes. They’re light, agile, sharp and
have masses of midrange, making them huge fun on the road. You can’t
even split the two bikes on price, with examples of both starting at just
£5000. For us, the Daytona’s character and cult status edges it. Just.

JUNE 2018 | 81
 USED BIKES

USED BUYING GUIDE with Kev Raymond

2014-current

YAMAHA MT-09
For a newbie or a hooligan, the MT-09 is a great used buy

I
T’S FAIR TO say Yamaha’s fortunes were in the doldrums in the late
2000s and early 2010s; not so much with its high-end offerings WHAT IS IT?
— the R1 was a success — but with its midrange models. The nadir
It’s an 847cc inline triple engine in a cast aluminium frame, with
was the 2010 FZ8 — overweight, underpowered, half-finished and
ride-by-wire engine management. 2016-on models get three-way
expensive, it didn’t make sense. Something had to change.
switchable engine maps and three-stage traction control. Upside-
Fortunately it did. At the end of 2013 we got our first look at the
down forks and monoshock rear are adjustable for preload and
MT-09. New from the ground up, with a punchy ride-by-wire three-
rebound damping, with revised spring and damping rates from 2017.
cylinder engine putting out a claimed 115bhp, in a chassis that looked
the part, with upside-down forks, radial brakes (with ABS) and
lightweight running gear. Styling was minimalist, as was pillion WHAT TO PAY
accommodation but this was never really a two-up bike – not least
because, as we found out when we rode it, that new engine made it a
natural wheelie machine.
£4400-£5500
Should get you a low-mileage early model with extras or a
All that, and it was less than seven grand on the road. It wasn’t perfect, slightly more-used interim version from 2016.
though — the exhaust fell from the ugly tree, the suspension was more
basic than it looked, and on the early models the ride-by-wire system £5500-£7800
was a bit hit-and-miss, especially out of a turn. Lots of choice, including over-priced earlier models but we’d
But all those things are relatively easily fixed. A sorted MT-09 is a great hold out for a later one with the switchable TC and modes.
used buy that will flatter a relative novice, but also keep an experienced Don’t pay over the odds for low mileage — brand new pre-reg
hooligan grinning from ear to ear. We love ‘em — here’s how to buy one. examples are available from £7700.

What’s it like
on the road?
Fun. Lots of fun. And it’s almost all down to that
engine. Yamaha claims it’s based on the same
‘crossplane’ crank technology as the R1, with a
120° crank angle for reduced inertial torque but
who cares? All that matters is that you have a
growly, torquey source of instant acceleration
that is just as happy to shortshift along in relaxed
mode through villages as it is to have its neck
wrung out on the open road. Fuelling on 2014-15
versions isn’t great low down but once into its
stride the power curve is so linear you get a
choice of gears for any situation. Give it a bit
more throttle and the front will come up in first
and second so easily that the first few times
you’ll probably do it by accident. Keep at it and
you’ll find that same linear delivery makes this
one of the best wheelie bikes ever. Assuming you
spend most of your time with both wheels on the
floor, you’ll find the suspension reasonably good
at sensible road speeds on decent surfaces. It’s
a bit limiting once you push on though — the soft
rear squats under power exiting bends, so the
Wherever you bike runs a bit wide, while hitting bumps under
ride an MT-09, power can easily get the bars waving around.
you’ll have fun Generally though, you won’t want to stop.

82 | JUNE 2018

Ride-by-wire throttle
works with engine modes
and traction control
What do you get
for your money?
A great platform for modification
and improvement. Which is
another way of saying this is a
bike built down to a price and so
compromise was necessary. The
good news is the core of the bike
— engine, chassis, brakes (OE
pads excepted), riding position
and geometry — is spot on. And
the stock set-up won’t hold
less-experienced or committed
riders back. It’s only when you get
more confident and start to push
that you find the limits — of the
budget suspension in particular.
All UK bikes from 2016 have ABS
as standard. Before that it was
optional but you’ll see more
ABS-equipped bikes out there
The lively MT-09 in an
unusual, two-wheels-
on-the-ground pose
Offset LCD dash is
basic but clear
Brake performance can
be improved by changing
pad material
than non-ABS. Along with the
traction control and switchable
engine modes on 2016-on
versions, that’s about it for
technology. There’s little in the
way of frills either, on a standard
bike. But on the used market it’s
very different. You’ll see a range
of accessories and modifications,
and it comes down to deciding
whether you want to use your
budget on a newer, lower-mileage
standard bike or a slightly older
or higher-mileage version with
worthwhile upgrades. What’s
worthwhile? Fuelling, suspension,
comfort, in that order. Don’t pay
extra for anything else unless
you’d have fitted it yourself.
Engine bar is an extra
JUNE 2018 | 83
 USED BIKES

What owners say…

THERE’S A REAL mix of owners, from
experienced riders to relative novices.
Rob Smith is one of the latter, but rapidly
making up for lost time — he’s put 10,000
miles on his 2014 model in Canada and
the States: “This was my first ‘proper’
bike after learning on a 250. I was
looking for something that was fun,
reliable and that I wouldn’t grow out of.
“I haven’t regretted it for a minute; it’s
an amazing machine. It’s super reliable,
just change the oil and away you go. It
has more than enough power for the
road and the track. It has a pretty
upright riding position so no sore wrists
or back. And it just has tons of torque.
The engine is the real gem of this bike, Rob Smith has put 10,000
the triple is just the perfect balance of miles on his around the
revs and torque. USA and Canada
“The stock suspension is pretty poor,
and the fuelling even after being revised (ie reliable...) version of that in both model, but he’s looking forward to
by Yamaha was still too snatchy. For the attitude and feel. It’s got a great engine, seeing what it can do: “The engine is
price of the ECU remap and some it’s comfortable, playful, with stable astonishing — very smooth and flexible.
custom suspension, it still cost less than handling (once you modify the I can see that it will be a lot of fun when
a Triumph Street Triple, which was its suspension) and doesn’t take itself too run-in properly — it doesn’t have a
closest rival at the time. These two seriously. For me it’s just a great bike for reputation as a wheelie demon for
modifications ‘fixed’ everything that was back-road hooning at 60-90mph, where nothing.” It’ll spend most of its time on
wrong from the factory. I honestly don’t a litre bike is just a liability.” more mundane duty though: “I bought it
think I’ll ever sell it.” John Bentall’s still running-in his 2017 to replace a 300cc scooter for London
Michael Walker’s at the opposite commuting duties. I find B-mode is ideal
end of the experience spectrum —
he’s been riding for over 30 years “It’s a great bike for for the sub-50mph parts. The seat’s
really hard though — an Airhawk cushion
and traded in a KTM RC8 for his
63-plate MT: “My favourite bike to
date was a 2007 KTM Super Duke,
back-road hooning”
Michael Walker 2013 Yamaha MT-09 owner
really helps.” John’s other bike is a BMW
R1200RT, so anything’s uncomfortable
by comparison, though the seat is a
and this just seemed like a Japanese common complaint from owners.

Owners’ tyre tips What will

Metzeler Roadtec
01 £250 a pair
Pricey but MT owners love
them for the same reasons
that they love the Michelins —
outstanding all-weather
performance and great feel.
Expect to get around 6000
miles from a set.
Prices are mail order. Add £6 per pair for P&P. Source SMD Tyres: 01942 604511
Michelin Road 5
£235 a pair
These are very popular with
all-weather riders. They warm
up quickly, are outstanding in
the wet and give reasonable
wear. It’s a new tyre but
should last around 6000-8000
miles from a pair.
it cost me?
Insurance
Despite its renowned hooligan potential, the
MT-09 isn’t seen as a particularly high-risk
bike, though urban riders will tend to pay
around double what their bumpkin cousins
get away with. A 45-year-old with a good
record can get TPF&T for under £80 and
fully comp from £140 if he or she lives in the
Avon 3D Ultra
country, but move to London and that goes
Sport £153 a pair
up to £153 and £288 respectively.
The Avons aren’t the
stickiest tyres out there, but
they are stable, reasonably FUEL ECONOMY
hard-wearing and currently
SPEED MPG RANGE
dirt cheap. The newer
Spirit ST sport touring Slow 51 152 miles
tyres are £213 a pair. Average 45 133 miles
Fast 39 115 miles

84 | JUNE 2018
 for 2 0 18

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 USED BIKES

Know your...
Yamaha MT-09s 5

3
2014-2015 MT-09
All-new naked roadster built around an
847cc inline triple engine. Upside-down forks,
radial brakes and aluminium frame.
1
£4400-£5500

W tt l k ...
2016 MT-09
Owners and mechanics highlight the weak spots
Engine management updated to match the mutterings about the ABS kicking in too

1
ENGINE
Tracer 900, with three-stage traction control
and switchable engine mapping.
Nothing to see here, at least not in early, partly due to the relatively crude
£5000-£6000 terms of major faults. The big issue suspension not keeping the wheel firmly
is the fuelling, especially on 2014-15 in contact with the road.
bikes. Later ones are better but still not
perfect — in A-Mode, the on/off throttle

transiti ll noticeably jerky. The
good n reflash of the ECU can
work w , as well as removing a
couple of restrictions in the higher
gears. Most UK owners we spoke to
recommended S-Tec Performance in
Newbury. Cost is £240 and it’s well
worth it — it completely transforms the
2017 9
Upda revised bodywork (based on part-throttle manners and driveability.
the MT-10), modified spring and damping rates, Once sorted, the other thing that’ll help
compression damping adjustment at the front keep it sweet is frequent throttle-body
plus a slipper clutch, quickshifter and new balancing. It’s worth buying your own
Euro4-compliant exhaust.
gauges and learning how to use them.
£6800-£7200
3
SUSPENSION
After the poor fuelling on early
bikes, it’s the suspension that
comes in for most criticism. Fortunately
it’s easily fixed, as Darren Wnukoski of
MCT (www. mctsuspension.com)
explains: “The forks went from having
no damping on the early models to
having too much damping on the later
models. Fork springs, oil and a minor
mod to cartridges gets some really good
results and cost around £320 including
VAT with setting up.
“The rear shocks are rubbish and we
replace them with a Nitron or Öhlins unit.
A Nitron shock would be £438 or an

2
BRAKES
A fair bit of grumbling about a Öhlins, £504. To service, re-valve and
lack of brake feel and power re-spring the standard rear shock would

“An ECU reflash is from some owners, but there’s nothing

fundamentally wrong with the hardware.
cost around £240. Cheaper initially but a
Nitron or Öhlins has a resale value when

well worth it – it It’s just set up for ease of use and a

margin for error rather than outright
you sell the bike. The bike goes back to
standard and when you sell the Nitron it

transforms the part- power. A change to HH-rated pads (EBC

the most popular) makes a difference,
will have ended up costing less than a
rebuilt standard shock.” If your budget

throttle manners” and it’s worth thinking about changing

the brake hoses if the bike’s more than
a couple of years old. There were also
won’t stretch to a bespoke example, it is
possible to fit the rear shock from a
Kawasaki ZX-6R (2005-2006 seems

86 | JUNE 2018

4
6
favourite). It’s a tight fit and even if you
fit it upside-down it’s almost impossible
to access the spring preload collar.
4
ELECTRICS
Few major problems so far -
more niggles really. The MT’s not
keen on being jetwashed apparently. It’s
worth protecting the loom connectors,
as well as double checking frame earths
for tightness and sound connections.
One annoying — and common — fault is
for the combined kill-switch and starter
button to become sticky in operation.
Lots have been changed under
warranty, but the problem persists.
It’s good practice to manually flick the
switch back to the central position after
every startup.
5
COMFORT
The riding position is good —
upright, plenty of leg room and
fairly wide, high bars for good low-
speed control. Some owners choose
an aftermarket screen to reduce the
windblast, but if that’s a factor you
should maybe look at the half-faired
Tracer version instead.
The seat comes in for most criticism:
it’s hard and slopes forward so you end
up wedged against the tank. Some opt
for an aftermarket seat — Yamaha does
a couple of options but the SHAD
comfort seat (£214 from fastbikebits.
com) seems most popular. A heated
version is £302.
6
RECALLS
There have been a few official
recalls, including early ABS
models (for a faulty pump) and all early
bikes for a faulty gearbox part. But there
have also been other issues dealt with
under dealer bulletins, including a
problem with the handlebar risers
coming adrift on some bikes. To find
out if your bike’s up to date, there’s a VIN
checker on Yamaha’s website that will
tell you if any work’s outstanding.
7
MODIFICATIONS
Apart from the suspension and
fuelling mods, most owners splash
out on a few accessories. Crash
mushrooms, paddock-stand bobbins,
handguards (Puig and Givi both do good
ones for the MT), a tail tidy and a
radiator guard are all worthwhile. If
you want power, there’s a hard-wired
switched accessory feed already in the
loom. You’ll need a Sumitomo connector
(available from kojaycat.co.uk) to make it
plug and play. It’s only fused at 2amps
though. A front mudguard extender and
rear hugger will help keep the crud away
from engine and rear shock respectively
but there’s a weird aerodynamic effect
going on which means that in wet
weather, anything that comes off the
back tyre ends up all over your back.
For those looking for a fruitier exhaust,
the official Yamaha/Akrapovic exhaust
system is favourite, but seriously pricey
at over a grand.
2017 re-style got
twin MT-10 lights
and cut-down tail
Parts and
servicing
Service schedule
Based on 6000-mile basic intervals with an oil
and filter change and the usual safety checks
on brakes, clutch and chassis fasteners. 12,000
miles adds new spark plugs and throttle bodies
balanced. 24,000 miles sees all of the above,
plus valve clearances checked and coolant and
brake fluid changed.
For a modern bike, the MT-09 is easy enough
to work on, according to independent mechanic
(and MT owner) Mark White: “The hardest thing
is removing the tank because of the plastic
radiator shroud panels joined to it with sneakily
tucked-away plastic rivet clips. Once that’s
done, the usual minor service items like oil and
filter, air filter and brake fluids are about as easy
as they get, so this is a great bike to cut your
home-spannering teeth on.”
New and used parts prices
New genuine service parts and consumables are
pretty reasonable. Oil and air filters are £14 and
£25 respectively, and brake pads at £42 a set,
with new front brake discs just £89 each. A front
brake lever is £56, and a chain and sprocket kit
is £235. The aftermarket is mostly cheaper
though. Wemoto can supply a battery at £38, oil
and air filters at £5.28 and £11.23, a front wheel
bearing kit for £7.50 and a chain and sprocket kit
from £99. Looking around for used spares online,
we found brake levers from £12, calipers from
£60 and discs from £80 (nearly as much as
new). Forks go for around £300 a pair, fuel tanks
from around £70 up to more than double that for
a mint one, depending on colour.
JUNE 2018 | 87
 USED BIKES
THE
THERE ARE PLENTY of MT-09s out there
— Yamaha sold more than 20,000
worldwide in the first couple of years,
and it’s remained a big seller. At any one
time you can count on there being up to
150 of them for sale on motorcyclenews.
com. So don’t rush out and buy the first
bike you see — take your time and you’ll
track down the right one for you. We’d
say don’t worry too much about mileage,
and concentrate more on condition.
We’d also say if you can stretch to a
2016-on version, it’s worth the extra for
the switchable modes and traction
control, as well as the significantly
better power delivery. The 2017 model
is a step on again. As for extras, look for
someone who’s sorted the engine
Coming soon...
In future issues we’ll be running used buying guides on the Suzuki V-Strom 1000, the
BMW F700GS and the Kawasaki Versys 650. If you own (or owned) one of these, we
want to hear from you. Email Kev at ridemagazine@orange.fr
A daily ride and a
weekend plaything —
the MT-09 does it all
“You should end up
with an entertaining
all-rounder”
88 | JUNE 2018
VERDICT
mapping and the suspension first —
those are the important bits. Anyone
who’s shelled out for a loud pipe and lots
of bling without sorting the essentials
first has their priorities wrong.
Alternatively, look for a completely
standard bike — there are plenty out
there — and get the mods done yourself.
Either way, you should end up with a
superbly entertaining all-rounder which
will gobble up your daily commute with
ease, but still deliver a huge dose of
pure thrills every time you wind on the
throttle at the weekend. Great bike.
USEFUL CONTACTS
www.mcnbikesforsale.com
www.fz09.org
https://mt09.motorcycle-talk.com
www.mctsuspension.com
SPEC 2014 YAMAHA MT-09
Engine 847cc 12v dohc inline triple, l/c
Power 113bhp @ 10,500rpm
Torque 65lb·ft @ 8500rpm
Transmission 6-speed, chain
Chassis aluminium diamond
Front suspension 41mm forks, 137mm travel,
adjustable preload and rebound
Rear suspension monoshock, 130mm travel,
adjustable preload and rebound
Front brakes 298mm discs, 4-piston calipers
Rear brake 245mm disc, 2-piston caliper
Front tyre 120/70 ZR17
Rear tyre 180/55 ZR17
Wheelbase 1440mm
Rake/trail 25°/103mm
Seat height 815mm
Kerb weight 188kg
Fuel capacity 14 litres
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 USED BIKES

Rarely has a racetrack-

derived road bike been
this successful

#34 Yamaha RD
250/350 LC
Where did it come from?
According to Yamaha, it came straight
from the racetrack — hence the RD
designation, for ‘Race Developed’. For
once, the hype wasn’t far out. The
liquid-cooled, parallel-twin, two-stroke
engine bore a striking resemblance to
the one in the firm’s track-only TZ
models. The twin front discs on the 350
and the cast-alloy wheels made the road
version look even more modern and
purposeful — the race bike still had
spoked wheels! It was light, small and
packed a decent punch, with a claimed
47bhp from the 350 (which was enough
to take it up to nearly 120mph with a
following wind). The less-pokey 250 just
made it over the 100mph threshold.
What changed?
From the factory, not much — just
different colours, including the famous
‘Mars Bar’ livery of black and brown. It
was only around for a few years (1980
to 1983) before being superseded by the
RD350N and RD350F YPVS models,
with a new Power-Valve-equipped
version of the same engine. But almost
all LCs went through huge changes
during their lifetimes. Partly because
they were so tunable (and therefore
needed rebuilding frequently), partly
because they were so crashable (and
therefore needed rebuilding frequently)
but mainly because it was just so much
fun to mess around with them — the
bolt-on parts trade was all about Elsies
in the early 80s.
Why do people like it?
Nostalgia, obviously — a hankering for
a time when biking was about smokey
“The Elsie belongs
among the greats”
strokers, stupid stunts and lairy
paddock jackets, not sat navs,
shaftdrives and metal topboxes. But
also because they’re just as much fun
to own, tune and blow up today as they
ever were, though crashing them seems
to be less popular these days.
Cult rating 5/5
The Elsie belongs among the greats.
The problem is...
Though huge numbers were made and
sold worldwide, finding one is neither
easy nor cheap — especially if you want
to get a bike with matching frame
and engine numbers to restore to
standard specification.
Without the Elsie...
It doesn’t bear thinking about.

low speed, use a bit more effective would be one of the

back brake and not drop the
bike again. If crash protection
helps your confidence, go for
it. You’d appreciate the hand
guards keeping cold air off
more-upright half-faired bikes: our
pick for riding would be the Triumph
Tiger Sport but the Kawasaki Versys
1000 has the better screen.

Q I dropped my Honda
CB500X at about 3mph
when we had all the snow. I
was lucky and the only damage
seemed to be a slightly bent
gear lever and clutch lever,
with a few scuffs on the mirror
housing and the bar-end
weight. But I’m worried about
dropping it again now. Will
crash protection make much
of a difference?
Kawasaki Z1000SX (l) a better bet than a
Suzuki GSX-1000 if you want a screen
lever guards (try a Barkbusters kit,
£87.67, www.adventure-spec.com).
your mitts anyway.
Q I’m looking to do a fly-ride
trip to Italy… but the only
Q I currently have a
Suzuki GSX-S750, as
I’ve always ridden naked
bike left is a Ducati SuperSport.
I’m 6ft 6in and will be doing
about 1000 miles, with a pillion.
bikes. But I’ve finally Will we fit on the bike?
admitted that I need
something with a screen.
What’s the Suzuki
GSX-S1000F like?
A Frankly, it would be a struggle.
You’d probably manage on your
own but there’s not much space for a
passenger to start with — and once a
A It’s a great bike… but the screen
does very little. Unless you lie
big bloke starts edging back in the
saddle just to fit on the bike, the

A To your wallet? Definitely. Lever

guards can be found for as little
as £30 but we’d fit full handguards
— not the Honda wind deflectors —
that mount on a solid bar to serve as
A set of crash bobbins should keep
the engine off the deck (£69.99,
www.rg-racing.com) but may not
save the gear lever/back brake pedal.
The real trick is to stay confident at
flat on the tank, you’ll get pretty
much the same windblast as on
your naked GSX-S. For a slightly
more effective screen, consider
the Kawasaki Z1000SX. Even more
pillion is going to have a very hard
time. You might be better off
shipping your own bike out (see
www.eurobiketrans.co.uk) and flying
out to Florence to meet it.

90 | JUNE 2018
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 PRODUCTS
PRODUCT GUIDE
PROTECT
YOURBIKE
Simple steps to keep your pride and joy safe
— at home and when you’re on the road
Pictures Jason Critchell and Mark Manning (studio)
I
F YOU’RE LUCKY, you’ll never
experience the belly-flipping,
sickening feeling of coming back to
where your bike should be, only to
find an empty space… Your pride
and joy has gone, stolen by some
lowlife. All you can do is fill out a police
crime form and post a picture on social
media for people to share, asking the
wider world to keep an eye out for your
missing motorcycle.
Actually, that’s not true: luck should
not be a factor. Bike theft may be an
increasing problem — especially in our
cities — but falling prey to it should not
be a matter of chance. Taking sensible
precautions and using the right
products should reduce the danger
of losing your bike, even if you have
to travel to a bike-crime hotspot like
London, Edinburgh or Manchester.
So just how bad is the bike-theft
problem in the UK? Without wishing to
focus too much on the capital — as this
is a nationwide problem — we do at
least have figures from the Metropolitan
Police. In the four years from the start of
2013 to the end of 2016, bike theft
92 | JUNE 2018
within the M25 virtually doubled. And
it’s not only mopeds and scooters that
are being nicked. Of the 14,971 thefts
reported in 2016, a staggering 43%,
or 6512, were motorcycles – roadsters,
tourers, sportsbikes and adventurers.
And that’s nearly 15,000 bikes stolen
just in the capital. While all cities have
seen a rise in bike theft — in some cases
to near-epidemic levels — the problem
has also increasingly crept out to the
countryside. This is where motorcycles
are far more likely to be stolen than
scooters. This is partly because there are
more scooters in urban areas than rural
ones, with opportunistic thieves
snatching whatever’s vulnerable
from the street. But it’s mostly because
bike-theft in the Shires often sees
vehicles being targeted and taken
from their owners’ garages.
So what can you do to protect your
bike? How do you remove luck from
the equation and ensure that your bike
doesn’t become another crime number
or a post on a social network? Turn the
page for our top tips for security at
home and on the road.
12:30:10 PM 12: 34: 41 PM

C A M 01 C A M 02

Keeping your bike safe

from the likes of these
two is simpler and more
important than you think

JUNE 2018 | 93
 PRODUCTS

OUT&ABOUT
Simple steps to minimise the risk of losing
your pride and joy away from home

O
N STREET SECURITY IS all about
the ‘lion theory’. Imagine walking
across the savannah and coming
face-to-face with a hungry lion:
you don’t have to run faster than
the lion, just the bloke next to you… In
other words, make your bike more difficult
to steal than other nearby machines. An
opportunist is looking for an easy target,
not one that will take time and increase the
risks of them getting caught.
Securing the bike starts with chaining it
to something solid and fitting a separate
disc lock. We would also fit a throttle/brake
lock — and make sure the steering lock is
on. Well-equipped thieves would probably
be able to overcome all of these measures
— but doing so takes time. Why risk it if
there’s an easier target at the other end of
Five-step security plan
1 Chain the back wheel up
2 Put the steering lock on
3 Fit a disc lock at the front
4 Fit a throttle/brake lock
5 Cover it up
Bonus point Set the alarm
the bike bay? Especially if an alarm goes off
as soon as they touch your bike.
The final step is often the first line of
defence: once it’s locked securely, cover
the bike up. If a thief can’t see what it is,
there’s a good chance they’ll just move on.
The snag is that decent outdoor covers are
bulky but try to find a way to carry one.

Chains and locks

The chain you use is important — but how you use it matters more. Most
importantly, a chain has to be portable enough that you do actually take it with
you. This means a lower weight with 10-13mm links. If it doesn’t come with a
lock bag (few do) you’ll need one. Look at the Tech7 lock/chain bag (£7.99,
www.mandp.co.uk) or use a small tailpack (more expensive).
You can chain up the front or rear wheel, though we generally go through the
back of the bike, with a disc lock at the front. What matters is that the chain
passes around something solid — ideally a bar in a bike bay, but any post or
railing where you can legally park that will stop the bike being lifted into a van
will do. The chain must be kept off the ground: if not, heavy-duty bolt croppers
get the leverage they need or a sledgehammer can smash links or the lock.
Try to position the lock close to the bike, where it will be hard to get at — if
it’s fiddly to get the key in, it’ll be really hard for a thief to attack it. The Biketrac
chain/lock we’re using is designed to be fitted through a brake disc or sprocket,
so even if the chain is broken, the lock element will stop the wheel turning.
Most portable chains can be defeated if a thief has the right tools, enough
time and isn’t concerned about noise. But a good chain should make the
opportunist move on, as it stops the bike being rolled away and defeating it will
take time and attract attention. This is why we wouldn’t use a cable-type lock,
which can be cut through relatively easily, quickly and quietly.

PORTABLE CHAINS

Biketrac Grab Bag Abus Granit Xtreme Oxford Hardcore XL Gear Gremlin Squire Immense
& Chain £150-£170 59 £232-280 £90-£110 Swordfish £30 £100
www.biketrac.co.uk www.feridax.com www.oxfordproducts.com www.thekeycollection.co.uk www.squirelocks.co.uk
Chain size 10mm Chain size 12mm Chain size 12mm Chain size 11mm Chain size 10mm
Chain length 1.2m, 1.4m Chain length 1.1m, 1.4m, 1.7m Chain length 1.2m, 1.5m, 2m Chain length 1.2m Chain length 1.2m, 1.4m
Lock Separate Lock Integrated Lock Separate Lock Separate Lock Separate
Carry bag Y Carry bag N Carry bag N Carry bag N Carry bag N
Toughness 4/10 Toughness 5/10 Toughness 6/10 Toughness 4/10 Toughness 5/10

94 | JUNE 2018

Chain your bike to the
meatiest lump of metal
you can find and keep
the chain off the ground
Sound
alarms
A lot of thieves aren’t too
bothered about alarms. Sorry. If
they’re confident that they’ll have
the bike moving quickly — either
loaded into a van or pushed
down the street by a scooter —
they’ll put up with the racket. The
alarm comes into its own when
your other security means they
can’t have the bike away quickly.
Not every biker likes alarms,
even though fitting one will
reduce your insurance premium.
The history of bike alarms is
peppered with scare stories of
dead batteries, malfunctioning
fobs, errant immobilisers and
other problems. The reality is
that modern alarms have
evolved, they’re more reliable
than ever and many now combine
with other features — from text
alerts when the bike is tampered
with (or the battery is low) to
tracking capabilities if the bike
does go missing. Always look for
a Thatcham Category One alarm
and make sure it is fitted by
approved, registered installers.

Disc locks
Really, there is no excuse for not fitting a disc lock every time you park the
bike. There’s a huge range of locks available, with one for every budget and
there will be one that fits your bike’s discs. They come in a range of sizes and
can fit under seats, in luggage or even on their own carriers attached to the
bike. They’re quick and easy to use — and they work. With the disc lock in
place, nobody’s going to be able to roll your bike away.
Of course, not all disc locks are equal and some work better than others.
With time, tools and a bit of privacy, most can eventually be defeated — but a
good-quality disc lock with a heavyweight pin, rotating key plate and solid
body that shrouds and secures the fixing pin from attack should be pretty
off-putting to most opportunists. An increasing number of disc locks come
with motion-sensitive alarms for an extra level of protection.

ADDITIONAL LOCKS

Oxford Alpha AX14
£75
www.oxfordproducts.com
Compact hardened body,
beefy 14mm pin, 110dB
alarm. Recharge through
USB lead.
Xena XX14 Abus Detecto xPlus Gear Gremlin Datatool Croc
£75 8077 £165 Spitfire £23 Lock £30
www.motohaus.com www.feridax.com www.thekeycollection.com www.datatool.co.uk
Strong, hardened-steel Large, colourful hardened- Not the last word in Simple throttle/brake lock.
body, chunky 14mm pin, steel body, 13mm locking security but a simple and Not to be relied on as the
120dB alarm. Uses a pin, 100dB alarm. Uses two inexpensive option, with a only security but use with
CR2 battery. AAA batteries. 10mm pin. other locks.

JUNE 2018 | 95
 PRODUCTS

HOMESECU
You may be relaxing at home, but you
shouldn’t relax your security measures

T
HE MORE DESIRABLE your
bike, the greater the risk of it
being targeted by thieves. The
majority of large-capacity new
committed during the day, bikes are Use a chunky anchor
usually stolen from homes at night. point at home with a
Motion-activated lights can do a lot to heavier-duty chain
put thieves off. Alarms — either and padlock

bikes are taken not from the
roadside but from their owners’ homes.
As with on-street security, the first
line of defence is secrecy: if nobody
knows you have a bike in the garage,
nobody can steal it. Try to minimise the
time the bike is on display. Wheel it out
to wash it, then put it away. Don’t leave
it on the drive.
If the bike lives outside, keep it under
a cover, ideally in a back garden away
from prying eyes. Fit a ground anchor
and chain the bike to it. If the bike’s in a
wooden shed, consider fitting a shackle
to the wall or (better) cutting a hole in
the floor so you can concrete a ground
anchor in. And definitely fit a solid
anchor if the bike’s in a brick garage.
While on-street bike theft is often
independent or tied to a house alarm
— will also do a lot: people often tune-
out sirens during the day, but a house
alarm at night will attract attention.
Wooden sheds are fairly vulnerable
as a determined thief can open one
with a saw, even if there’s a solid lock
on the door. The weak point of most
garages is the door — especially an
up-and-over door. These should be
reinforced with door posts, bars or
additional bolts on the inside. Side
doors also need proper locks and
windows should have bars or grids.
Once a thief is in with your bike, they
can take their time to beat your
security. Thieves increasingly break
into houses to steal the keys though,
so don’t leave them on display.

Heavy-duty locks nd chains

The golden rule with chains at home is the same as for chains on the street:
don’t leave it lying on the floor. This is especially important as it’s possible to
use heavy-duty chains that, fitted correctly, are likely to defeat all but the most
skilled, well-equipped and determined thief. The biggest and toughest chains
will be uncroppable, limiting the thief’s options to a sledgehammer attack —
which won’t work if the chain isn’t on the floor — or an angle grinder. And even
then, the best chains will blunt cutting discs, making them very hard to defeat.
This doesn’t necessarily mean you should rush out and buy the biggest chain
you can find. The really huge ones, like the new 22mm Pragmasis short-link
chain, may not fit through some ground anchors. They may also be so hard to
get through spoked wheels on adventure bikes that you end up not using them,
which defeats the point of having them. If you want one of those chains, check
you can use it; otherwise go for a high-quality 16-19mm chain which will be
more versatile and very nearly as tough.

FIVE CHAINS FOR HOME USE

Almax Immobiliser Pragmasis Protector Squire Colossus Oxford Nemesis Abus Granit Power
IV 19mm & SS65CS 19mm & SS65CS chain and lock chain and lock Chain 37 14ks chain
padlock £155-£220 padlock £217 £320 £180-£200 and lock £290
www.almax-security-chains.co.uk www.securityforbikes.com www.squirelocks.co.uk www.oxfordproducts.com www.abus.com/uk

Chain size 19mm Chain size 19mm Chain size 19mm Chain size 16mm Chain size 14mm
Chain length 1m, 1.5m, 2m Chain length 1.5m Chain length 1.5m Chain length 1.2m, 1.5m, 2m Chain length 1.2m
Toughness 10/10 Toughness 10/10 Toughness 9/10 Toughness 9/10 Toughness 8/10

96 | JUNE 2018
 Garage security
Without wishing to sound military, once your perimeter is secure you can
sleep soundly, knowing your bike’s as safe as you can make it. We’re not
advocating towers with machine-guns but the basics of door security,
lights and alarms help keep unwanted guests out.

Garage Locking Bolts £50

www.pjbsecurity.co.uk
Additional bolts to fit on the sides of
up-and-over garage doors to stop them
being forced open.

Squire Garage Defender £70

www.pjbsecurity.co.uk
Metal T-bar to lock in front of garage
doors to keep them shut. Especially good
with up-and-over doors.

PJB Garage Defender £70

www.pjbsecurity.co.uk
This anti-lift bar for garage doors has a
special base for use on block-paved or
tarmac drives.

Security lighting From £20

Any DIY outlet
Too much choice to single products out.
Get a clear, bright, tough mains-powered
motion-sensitive light.

Anchors and shackles

A solid chain is not much use if you don’t have anything solid to chain it to —
and remember that wooden workbenches or fences can all be cut with saws,
while brickwork can be smashed with a hammer. You need a solid metal
ground anchor, the tougher and more inaccessible the better.
Ideally an anchor should be placed between the bike and a wall, so
when the bike’s chained up to it, there’s no way anyone could swing a
sledgehammer at the chain or anchor or get an angle grinder on it. But before
installing your anchor, park the bike and double-check that you will be able to
actually get to the anchor to use it.
Drilling into concrete garage floors is tough — you may need to hire a
specialist drill to fit it. If the anchor’s concreted in place — in a garage, shed
or garden — allow the mix to cure properly before use (for three or four days,
minimum). If not fitting a ground anchor into the floor of a shed, use a
high-quality metal fixing to provide an anchor point.

FIVE FIRM FIXINGS

Double-Doofer
Ground Anchor £80
www.securityforbikes.com
Clever two-layer anchor
adjusts to take really huge
chains and can be removed
and refitted.
Oxford Rotaforce
£90
www.oxfordproducts.com
Solid anchor with rotatable
eye for ease of use and
security. Once bolted in
place, it can’t be moved.
Shed Shackle
£50
www.securityforbikes.com
Might not stop a determined
thief but they’d have to take
half the shed with it. Best
option for a wooden shed.
Torc Ground Ancor
£65
www.securityforbikes.com
Low-profile but immensely
solid anchor is easy to use
and comes with specific
fittings for floor or wall types.
Mamoth Concrete-in
Ground Anchor £60
www.sportsbikeshop.co.uk
Heavy-duty anchor with
rotating head designed to be
sunk into the earth and
concreted in place.

JUNE 2018 | 97
 PRODUCTS

IF IT ALL GOES WRONG

Only 14% of stolen bikes are recovered.
How do you make sure yours is one of them?

T
HERE IS ALWAYS a danger that a
clever, determined, well-equipped
thief with enough time to work will
be able to get their hands on your
bike. But you might be able to get it
back if you know where they’ve taken it…
Look on eBay and you’ll find low-cost
trackers that need just a SIM card and a
cheap phone subscription to tell you where
they are. The trouble isn’t so much whether
they’re accurate or whether they’re too
easy for a thief to find and throw away as
what you’ll do if they stay on the bike and
do tell you where it is. It’s easy to imagine
getting your bike back… from the gang of
armed criminals who stole it? No… that’s
not safe, sensible or likely to end well.
The police are more likely to support
recovering a bike based on information
from a Thatcham-approved tracker,
monitored by an operation centre. These
are more expensive options, with an
up-front fee and a monthly subscription…
but they typically recover more than 75%
of bikes (Biketrac boasts of recovering
90+% of bikes fitted with their tracker).
All use mobile phone GPRS signals to
send alerts to your phone (and to a
monitoring centre) and can use GSM
mobile cell data to follow a bike to a broad
area, but they all use GPS as the main way
of tracking bikes. This should place a bike
to within 3-4m if it’s outside, or 10m if it’s
inside. Top-end trackers also have the
capacity for radio-frequency (RF) tracking
that can then narrow the location down to
within a meter, even if the bike is inside a
building, container or the back of a van.
Modern trackers have a battery to keep
sending their SOS signal. They’re hard to
find and remove and while thieves can jam
car trackers, it almost never happens with
bike trackers.
Q Thanks to Balderston for letting us ‘steal’
its GS Rallye demo. www.balderston.net

FIVE TOP TRACKERS

BikeTrac £300 + Datatool TrakKING TrakKING Adventure Tracker Monitor dGuard

install + sub £180 + install + sub £230 + install + sub £361 + install + sub £500
www.biketrac.co.uk www.datatool.co.uk www.datatool.co.uk www.trackerdirect.co.uk www.dguard.com

GPS Y GSM Y GPRS Y GPS Y GSM Y GPRS Y GPS Y GSM Y GPRS Y GPS Y GSM Y GPRS Y GPS Y GSM Y GPRS Y
RF Y Thatcham Y RF N Thatcham Y RF N Thatcham Y RF Y Thatcham Y RF N Thatcham N

98 | JUNE 2018
 Genmore
&
Ashland
Jackets

TRADITIONAL STYLE
ALL DAY, EVERY DAY
Vintage styled, waxed cotton icons
offering great weather protection.
Whether you’re heading to the office
or meeting friends in the country,
the CE-approved armour means you can
ride with confidence and relax in style.

WAXED COTTON WATERPROOF TH E RMAL

ASHLAND JACKET (LEFT)

£169.99 S - 3XL / BLACK

GLENMORE JACKET (BELOW)

N EW £189.99 S - 3XL / BLACK
FOR 201 8

T 0117 971 9200 N EW

F 0117 972 5574 FOR 201 8

E info@thekeycollection.co.uk
W www.thekeycollection.co.uk

PICTURES FOR ILLUSTRATION PURPOSES ONLY. PRICES ARE SUBJECT TO CHANGE WITHOUT NOTIFICATION. SUBJECT TO AVAILABILITY; WHILE STOCKS LAST; ERRORS AND OMISSIONS EXCEPTED.
 PRODUCTS

EXCLUSIVE FIRST TEST

NewScottoilerxSystem
The battery-powered version of the popular chain-oiler has been
redesigned for 2018. RiDE got an exclusive test of the new model
Words Bruce Pictures Jason Critchell

T
OO OFTEN TAKEN for granted,
your bike’s drive chain is a
marvellous thing. As the most
efficient way of transmitting drive
from the engine to the back wheel,
the chain copes with tremendous loads
and pressure, using nothing but a thin film
of oil as protection. Oil provides excellent
lubrication, just as it does for the machined
surfaces spinning inside your bike’s engine.
But unlike those internal components that
are constantly bathed in clean oil, your
drive chain is exposed to the elements — a
daily bombardment of rain, grit and muck
that can dry the surfaces and quickly form
a destructive grinding paste to prematurely
wear your chain and sprockets.
And this is the problem with drive
chains: they need constant maintenance.
It’s good to give your bike’s chain a squirt
of chain lube periodically — as most of us
do — but it’s far from ideal. As soon as the
chain is lubed and the bike ridden, the
benefits of the lube start to wear off. This is
where automatic oilers come in, providing
a constant drip-feed of oil to protect the
chain and extend its life.
Scottish company Scottoiler has been
producing automatic oilers for 30 years,
offering systems powered both by the
engine’s vacuum and by the bike’s battery.
The latest £199.95 xSystem oiler has just delivering it to the chain with its electronic
been launched, using a triple-axis pump. Scottoiler claims the new system is
accelerometer to detect the bike’s motion even easier to install than its other systems,
and decide precisely how much oil is so we got our hands on one before they hit
needed from moment to moment, the shops to put it to the test.

How easy is the xSystem to fit?

Start by laying parts Then work out where

out and reading the electric pump and
instructions reservoir will go

1 2
Prepare yourself
First things first, grab yourself a cup of tea and read the instructions.
Lay all the parts out and cross-reference them with the diagram on the
instructions and also ensure that you have the required tools to hand. The
xSystem kit allows a variety of ways to mount the dispensing tube, so
work out which one will best suit your bike. Scottoiler also provides some
online installation guides and video tutorials, which are ideal for helping
make sense of the overall layout.
Prepare the bike
As the xSystem is powered directly from the bike’s battery, you will need
access to the terminals. You also need to find somewhere to mount the
reservoir/control unit. This was simple on our project BMW F650 as the battery
is under the left-hand side panel and we plan to mount the unit on the
right-hand frame rail. However, some more modern bikes may offer fewer
mounting points. The main unit needs to be fitted so the delivery tube is
pointing downwards: it can be at an angle but not horizontal, as gravity is
required to drive the oil down the delivery tube.

100 | JUNE 2018

 Fit the pump
3 The mounting plate is secured to the frame rail using
cable ties – just ensure it is fitted the correct way up.
The main body of the xSystem is clipped into place,
with the wires at the top. Carefully route the wires to
the bike’s battery, following the original wiring loom
and cable-tying the Scottoiler into place (any excess
wiring can be tidied up with a cable tie, too). Connect
it to the battery, making sure that the polarity is the
right way round (red to + and black to -).

Main body of the oiler clips to

the mounting plate, tie- Pump connects
wrapped to the bike frame to bike battery

Fit the nib and oil line

4 The final step is routing and installing the delivery
tube, along with the bracket and delivery nib. We
found that the bracket fitted neatly behind the lower
chain guard; this was fitted first then the tube was
routed back to the main unit. The kit supplies some
really good fittings that are self-adhesive — make
sure the area where you’ll stick them is clean and
free of oil and grease. We ran the pipe along the
underside of the swingarm, then up behind the main
frame rail. A really important part of the installation
is getting the delivery nib set correctly — if in doubt,
check the Scottoiler website for model-specific info.

Delivery tube runs to nib Delivery tube fixed to

mounted in chain-guard underside of swingarm

What’s it like to use?

With the unit installed, all that’s left to do is fill it with oil. The kit comes with
a bottle of blue Scottoil, suitable for ambient temperatures from 0-30°C
(Scottoil Red is available for temperatures of 20-40°C). Fit the filling tube to
the oil bottle and the main unit, then simply fill the main unit up to the
required level and replace the plug. You then need to prime the delivery tube
by pressing the on button at the bottom of the control panel, then selecting
the prime button. As you do this, the four blue LED lights stay on and oil
starts to flow. Once it runs down to the nib, you’re ready to go.
You can set one of five levels of lubrication simply by pressing the up and
down arrows on the side of the unit. Once you’re out for a ride, stop and
check the amount of oil that’s going on to the chain, and fine tune it from
there. It’s that simple. We found the range of settings was good: not
excessive on max and still enough on low. For our dry-weather, town-and-
country road test, the second-lowest setting was perfect.
At £199.95 the Scottoiler xSystem is one of the more expensive systems
on the market but it is easy to install. You don’t have to tap into your bike’s
engine vacuum, as you do with the £90 vSystem. You don’t have to install a
separate dash on your handlebars, as you do with Scottoiler’s top-of-the-
range £239 eSystem. The xSystem has a 60ml reservoir, which matches that
of the range-topping eSystem, so should go up to 1500 miles between fill
ups. It’s very easy to use and perfect for riders who — other than topping up
an oil reservoir — just want to forget about lubing the chain.

JUNE 2018 | 101

 PRODUCTS

QUICK
KIT TESTS
Halvarssons Walkyr jacket £519
www.jofama.se
THIS NEW-FOR-2018 JACKET from Swedish brand
Halvarssons uses its own Dryway Plus waterproof material,
which it spent two years developing. It keep costs down
compared with garments using the top-spec Gore-Tex
Laminate. It’s all relative though: this is still an expensive jacket
but with the matching trousers the suit comes in at less than
the price of Rukka’s range-topping Nivala jacket.
Is the performance at the same level as the Gore-Tex
big-name brands? My first 900 miles in the jacket suggests it
is, with some awful downpours bouncing off the exterior. Once
out of the rain, the material dries quickly — perhaps a fraction
slower than Gore-Tex Laminate material but still very quickly.
There’s more to the jacket than its waterproof layer, though.
It’s well cut, with good adjusters on the arms and at the waist.
Detailing is good, with angled cuff zips that secure without
draughts and a chunky full-length zip to attach trousers. It
makes the best use of magnets on any jacket I’ve tried: there’s
a secure Velcro fastener at the neck, but the rain-flap over the
high-quality main zip is secured by strong magnets and Velcro.
The removable Thinsulate liner fixes securely in place with
zips and is decently warm. There are small vents on the
shoulders and a huge one on the back. Pockets are a good size
and haven’t leaked. There’s CE Level 2 armour in shoulders and
elbows, but no back protector (it’s a £54 extra). The real test
for all top-end gear is longevity but first impressions are good.
It’s an excellent jacket. SIMON WEIR Jacket and
trousers form a
high-end suit.
First impressions
Halvarssons Wish trousers £399 are very good
www.jofama.se
LIKE THE MATCHING Walkyr jacket, these trousers use
Halvarssons own Dryway Plus waterproof laminate material
and they’ve withstood some serious rain without shipping a
drop. There are two good watertight pockets, braces as
standard and CE Level 2 armour in hips and
knees, high-quality zips and adjusters in the
Angled cuff fasteners
calves to tailor the fit. There are two
prevent drafts
compact vents on the thighs with a warm
Thinsulate liner that’s fastened securely in
place with zips top and bottom.
They’re superbly comfortable strides
– especially for tall riders like me, as they’re
available in a proper long-fit. As with the
jacket, performance and quality seem top
drawer, with the price significantly lower
than alternatives that use Gore-Tex
Detachable bikini-top Rain flap secured by
Laminate. Still not exactly budget kit but it
doesn’t flap in use Velcro and magnets
feels like they deliver a lot for the money. SW

102 | JUNE 2018

HJC RPHA 70 £329.99 (plain), £359.99 (colours)
www.oxfordproducts.com
HJC’S NEW PREMIUM sports-touring lid squeezes in a
drop-down internal sun visor (operated by a discrete,
smooth-action slider on the left side of the chinbar) while
still being incredibly light. On our scales this Large size
weighs just 1468g — for reference HJC’s RPHA 11 race
helmet is only 1370g, while its existing (albeit more
affordable) FG-ST sports-touring lid is 1608g.
There’s a large three-position vent on the top of the lid,
two smaller adjustable rear vents and two more on the chin
(one operated on the inside, one on the outside) — all are
chunky enough to operate easily with thick gloves. The visor
fits with a crisp quick-release system (which you probably Light and well-spec’d,
won’t use much, given the internal sun visor) and an the HJC RPHA 70 is a good
effective SkipFog anti-mist visor insert comes in the box. performer in all areas
Fit and comfort are excellent, helped by it coming in three
shell sizes, while field of vision, noise and ventilation are all
very impressive so far. It’s not a cheap lid, but it certainly
has a high-quality feel — and it’s still more affordable than
some much more basic full-face lids from other brands.
The only detail that irritates so far is the flappy double
chin spoiler, which needs pulling back down into position
every time you put the helmet on — but it’s a tiny, trivial
foible on an otherwise excellent do-everything lid.
MARTIN FITZ-GIBBONS Vision is Drop-down sun
excellent visor is smooth

Auritech Biker ear plugs Plexus plastic polish £15.30

£19.95
www.auritech.co.uk
I’M AFRAID I’M not impressed with
these ear plugs as I didn’t find
them effective at all. I didn’t expect
them to be as quiet as the
custom-fitted plugs I normally use,
but they weren’t even as quiet as
the disposable foam ear plugs we
keep in the office. After my first
ride, I thought I perhaps hadn’t
fitted them properly, so I rammed
them so deep into my ears I had
real trouble getting them out but
even then they did little to reduce
the level of wind noise. Everyone’s
ears are different, so perhaps
they’d work better for another
rider. Or perhaps you could keep
some disposable foam ones in the
rather nice little metal carrying
case they come with. SW
Form over function — look
good, work less effectively
www.lasaero.com
THERE’S A CERTAIN mm-hmm factor to looking after your
bike with any product that can be described as “aerospace
grade” — dented only slightly when you find out that the
second-biggest application for this plastic cleaner/polish is
keeping vending machines shiny. However, it really does
work: a fast-drying spray-on, wipe-off aerosol that shines
up paint and even seems to bring colour back to matt
plastic. It’s particularly good on screens. My use suggests
it doesn’t cut at all, though the manufacturer does claim it
makes small scratches in plastic less visible. It does add a
lovely sheen. SW
Ring SmartCharge
RSC704 £35.00 online
www.ringautomotive.com
EVERYONE LOVES A trickle
charger, especially after a
long winter layoff when your
shonky old 1996 Honda
VFR750 starts first time on
the button (ah, that mid-90s
Honda quality). The Ring
SmartCharge is a slim,
unassuming grey box that
sits quietly dribbling power
into your battery while it
rests, varying the charge Smart charger keeps
battery in tip-top shape
rate according to what’s
needed. It has fast charge
and maintenance modes depending on your battery’s health, and feels sturdy
enough to withstand dropping on the floor a few times. It’s also weatherproof,
should you feel the need to charge your battery under water. SIMON HARGREAVES

JUNE 2018 | 103

 PRODUCTS

TT Isle of Man: Ride On The Edge

£44.99 (est)
www.iomtt-thegame.com

AN ENTIRE GAME (for PS4, Xbox One and

PC) built around The Island’s hallowed,
daunting, terrifying and intoxicating road
circuit. It includes a handful of fictional
tracks to build you up to the TT course,
but you lose nothing by ignoring them all
and jumping straight to the main event.
There’s a choice of 23 riders, six Superbike and
four Supersport machines but there are some
high-profile omissions. There’s no Guy Martin.
No Suzuki, which won last year’s Senior. No
Lightweight class. Sidecars aren’t included
either, though they will apparently follow as
a free download in the future.
The course is rendered in beautiful detail and
superb accuracy — and when you string a
section together well, there’s a very real
satisfaction from threading between the
hedges and houses at implausible speed. But
the physics aren’t welcoming or forgiving, and
the handling doesn’t feel natural — even on the
easiest mode with all the assists turned on, the
bikes are very hard to control. One for the most
devoted TT hardcores who won’t be put off by
the prominent absences, the commitment
required to master each 20-minute lap, and the
lack of depth beyond those 37.73 miles. MFG

XCP chain lube £9.99

www.xcp-protection.com

THIS IS THE chain

lube used by
All-Year Biker, the
company that
applied the
anti-corrosion
treatment to the
Kawasaki Z1000SX
test bike I ran
last year. The
manufacturer says
the non-sticky
formulation stops
dirt sticking to the
chain and resists
rinsing well. I’ve
kept using it
through the winter
because it does
seem to stick well
RST Blade II CE Waterproof gloves £69.99 without flinging
www.rst-moto.com and lasts decently
AN AFFORDABLE DO-IT-ALL glove that can be worn almost all year between re-
round. For out-and-out summer sports riding, the Blades do lack in applications. It’s
flexibility and feel but if caught in temperatures sub-10°C they work a good lube that
extremely well as a winter glove. A double-leather palm and carbon keeps on doing
knuckles are there for your protection and the SinAqua waterproof what it is
membrane does a superb job of keeping your hands dry in medium to supposed to. SW
medium/heavy rain conditions. JIMMY DOHERTY

104 | JUNE 2018

 Dainese Blackjack jacket
£389.95
www.dainese.com

NOW WINTER IS finally over, I’m

looking forward to getting more use
out of this retro-themed Dainese
jacket. The Blackjack looks cool with
its subtle branding and logos, and is
also cool to wear thanks to
thousands of tiny perforations in its
front and sleeves. The waxy leather
has a high-quality feel and I like this
restrained brown/black colour
combination; alternatives are a
traditional black/red, or brighter
‘smoke’ grey with either yellow
or magnesium.
All the main boxes are ticked:
armour in shoulders and elbows; two
external and one internal zipped
pockets; poppers for waist
adjustment; and a slot in the
lightweight, perforated lining for a
back protector that costs an extra
£59.95. It’s a great jacket for sunny
days, so let’s hope it stays nice until
October… ROLAND BROWN

Machineart ADVance Guard

handguards £189.00
www.nippynormans.com

ADVENTURE-BIKE HANDGUARDS THAT

can transform like a 1980s toy robot. In
the standard configuration they feel like
regular (if slightly heavy) handguards with
large, sturdy, aluminium-framed bodies.
When it’s cold and you want extra
weather protection, you can extend the
guards’ height by releasing three
thumbscrews per side and sliding a
Standard mode,
plastic shield up into position. And when offering good
it’s baking hot, you can remove the shield protection
completely and pop out another plastic
insert, opening up the centre for greater
airflow. More expensive than a set of Remove the Extend the top
centre panel for part for more
Barkbusters but also more adaptable and
extra air flow wind protection
the quality of the components feels
reassuringly high. Fitting them on my
BMW F800GS was straightforward and
they cleared all the cables — though the
guards touch my bike’s touring screen on
full lock, which the Barkbusters didn’t.
There are fitments for BMW 1200, 1150,
800, 700 and 650 GSs, the S1000XR,
Honda’s new Africa Twin, and KTM’s 990,
1090, 1190 and 1290 Adventures. MFG

JUNE 2018 | 105

 PRODUCTS

ONE YEAR
REVIEW Double cuffs: soft inner goes inside
gloves, outer jacket sleeve sits over them.
No wind or rain gets in

Rukka Suki Jacket & Trousers Vent straight

Jacket £849.99 Trousers
£679.99
www.tranam.co.uk
WITH AN EXPENSIVE prictag comes high
expectations — so this suit has a lot to
live up to. It’s at the top of the range for
textile suits and, with glowing
recommendations from fellow
experienced bikers, its reputation
precedes it. But I must admit, I wasn’t
convinced on the first wearing, as the
suit felt pretty stiff…
After giving it a bit of thought and
exploring the features of the jacket I
decided this was actually a good thing. It
feels robust and has now bedded in so
is comfortable. It has D3O armour
throughout, including a back protector,
and it all sits in the right places without
intruding or spoiling comfort.
The main thing is that the suit is
completely waterproof, including the
four pockets — and it’s been tested,
believe me. It’s made of top-spec
Gore-Tex laminate, with waterproofing
on the outside of the material, so mud
and crud rolls off. All textiles do need to
be cleaned to maintain them but I’m
cautious about over-washing
waterproofs — I haven’t washed this yet
but it still looks great and performs
properly. There is a removable liner that
can easily be refreshed if needed.
GEAR
to the body
keeping me
cool but still
dry. A
two-way zip
makes vents
easy to use
I don’t usually
The Rukka
suit fits and go for pink but
work well the reflective
pinstripes make
and feels like
it’ll keep on me stand out
that little bit.
doing so
You can get
silver stripes
as well though
There are a couple of bits I’m not so waist adjusters on the jacket to tailor
keen on — one is the detachable storm it for me. A short-leg version of the
collar. Ed Simon swears by his but I felt trousers is available but the standard
too trussed up — the standard collar sits length is just right for my 5ft 5in frame.
high on the neck for me so the storm I don’t think this suit is as comfortable
collar was too much. While the trousers as my older, lighter, less-expensive
come with braces, I didn’t get on with Halvarssons suit but that doesn’t mean I
them. The trousers attach to the jacket don’t like it. It just means considering the
with a full-length zip though, so I’ve not Rukka has to be for the right reasons, as
had any revealing moments to deal with. it’s a big outlay. It feels like it will keep on
The sizing is spot on with both the working for years and comes with a
jacket and trousers, with good arm and six-year warranty. CAROLINE BARRETT

“extended mileage” and it’s a notably a full carbon version for £449.99. The
hard-wearing tyre that still works UK importers are Tri-Motive
well in wet and dry conditions. Even (www.tri-motive.com).
so, 6000 miles could be right at the
limit if you’re visiting countries with
highly abrasive road surfaces.
Perhaps you’d be better booking a Simpson
Q In December 2017’s waterproof
oversuit test, you talk about
using a waterproof necktube.

Q What tyre do you recommend
for a 6000-mile European trip?
Bikes will be fully loaded, riding all
kinds of roads.
tyre change at around 4500-5000 Venom is Where can I get one?
road-legal
miles into the ride and planning the
trip accordingly.
A You could always get a Simpson,
as they’re being imported again. A That’s the holy grail of kit. The
necktube writer Stuart raved

A One tyre jumps instantly to mind:

the Avon Storm 3D X-M. It’s not
Avon’s latest sports touring tyre but
is still a current model — and the key
bit is the X-M in the name. That’s for
Q In the 1980s I fancied a Simpson
Bandit. I know you can’t get it
anymore, so I’ve been considering
the Scorpion Exo Combat and Shark
Drak as aggressive streetfighter-
style lids. Any suggestions?
The Venom looks similar to the Bandit
but it’s road-legal, with modern
touches like a composite shell,
drop-down internal sunvisor and a
quick-release Pinlock Max Vision
visor. It’s £279.99 – and there’s even
about was made by now-defunct
Spanish firm Bikers. The closest now
are probably the Cold Killers Mini
Tube (£24.99, www.planet-knox.
com) or the Halvarssons Neck Collar
(£14, www.motolegends.com).

106 | JUNE 2018

 HANDS ON PROJECT
BIKE
PART 4
TICKET
TO RIDE
The moment of truth: has our DIY
resurrection been enough to get our
BMW F650 back on the road?
Words Bruce Dunn Pictures Mark Manning
W
ITH A SOLID day in the
garage completed, it was time
for our project BMW F650 to
face the music — its MOT
re-test and, hopefully, its first
road ride in more than three years. The
bike had been forgotten in the back of a
shed since 2014 until we decided to press
it back into service as a do-anything
hack. But it had been in a bad way. An
initial MOT test resulted in a massive
failure and gave us a list of nine must-fix
jobs to tackle to get it back on the road.
With the essential work now carried
out, a quick re-check against the list of
failures confirmed it was ready for round
two of the MOT test. There were still a
couple of little jobs outstanding that
needed taking care of by the garage
before putting it to the test, such as fitting
a pair of new tyres and supplying a new
THE PLAN
STEP ONE STEP TWO
Getting the engine What does the
to run again MOT tester think?
The F650 is put to
the test
108 | JUNE 2018
number plate to replace the delaminated
original. But if the previous MOT tester
had managed to identify all of the faults
then as we’d rectified them, in theory, it
should be OK. As long as nothing else
had decided to break or fall off between
doing the work and going for the re-test...
The test
It’s normal to feel some trepidation when
taking your bike for its MOT test but
when so much of your own handiwork
has gone into effectively bringing a
machine back from the dead, the
pressure can be almost unbearable. The
MOT tester eyed our F650 with a look of
deflation: he remembered failing it
recently with a big list of faults, so I got 1996 BMW F650
Engine 652cc, 4v, single cylinder
the impression that he wasn’t holding out Power 50bhp Weight 175kg
much hope of it being MOT-worthy now. Mileage 62,191 Abandoned for Three years
Stand by for half an hour of teeth sucking Current condition Engine running, battery
replaced, forks rebuilt, dodgy wiring sorted,
new tyres, new number plate, fuel hoses
replaced, broken crash bars removed. MOTd
STEP THREE STEP FOUR
Making it good and Re-testing and
repairing the MOT hitting the road
test fails

One smile of genuine
happiness and one of
disbelief. Which is which?
Answers on a postcard...
from him and expectant pacing from me...
So it was with huge relief — and a degree
of surprise from the tester — that the bike
had met the standards needed. It passed!
Not without a couple of advisories — one
for the missing chain guard and another on
the slightly notchy steering — which can be
sorted later. But the F650 had a pass
certificate and finally I’d have a chance to
experience the fruits of my labour with a
triumphant ride in the spring sunshine.

On the road
Taking the bike out for the first time made
me feel warm inside, and not just because
of the pleasant early-season temperatures.
There’s something extremely satisfying
about bringing a bike back to road-legal,
working condition using your own bare
hands. I knew it inside out, had invested
my time into it — and now it was time for
it to be born again out on the open road.
After a few miles at a gentle pace to
ensure everything was warmed up, life
onboard the F650 was rosy, the riding

“I was on my own
adventure, just a few
miles from home”
position comfortable and the engine eager.
Encouraged, I opened the throttle wider to
stretch the BMW’s previously hobbled legs,
then... nothing. With propulsion lost, I
closed the throttle then opened it again -
still nothing. My little bubble of satisfaction
instantly burst as I coasted to a silent
standstill. I tried the starter — still nothing...
I checked there was fuel in the tank.
Hmm, plenty. The fuel tap was in the
correct position but looking into the milky
inline filter, I saw it was dry - usually you
can see fuel in there. Undoing the fuel line
that connects to the filter, I discovered that
fuel poured out fine but once I reconnected
it, the flow into the filter stopped again. A
bit of head scratching led me to the
conclusion that the cheap filter I’d bought

Ongoing maintenance
There will always be jobs to do on an
old bike if it’s being used a lot. First we
need to take care of the advisory
notes on the MOT, so we’ll investigate
the steering-head bearings and be
prepared to replace them. Though not
high on the list of jobs, we’ll try to
replace the chain guard and will have a
look online to see if one can be
purchased cheaply though a breakers.
The mirrors were in pretty poor
condition and useless enough to
generate an advisory on the first
MOT, so there is already a cheap
pattern pair on order to replace the
broken ones. Then we’ll spend an
afternoon in the garage to strip and
clean the carbs, too.

JUNE 2018 | 109

 HANDS ON
After 22 years,
62,000 miles and a
lot of DIY fettling,
the F650’s still got it
doesn’t like the fuel clamp being tightened
- it was squashing the bore of the filter
inlet and stopping fuel flowing. So I made a
note to replace it later with a better quality
item, refitted the hose clamp a bit looser,
pressed the starter and it fired into life.
The engine is surprisingly punchy for a
22-year-old single-cylinder that’s covered
62,000 miles. At lower rpm there is a slight
hesitation before it reacts, symptomatic of
a blocked jet in the carbs so a strip-down
is on the cards for a weekend job. But the
power comes on strong when it’s past the
small fuelling glitch and brings a real smile
to my face. It still retains the feel of a
modern water-cooled single with a raw
power delivery that has the tacho needle
sweeping round to the red.
An extra surprise... Off-road
Slowing for a junction, I suddenly noticed
a green lane that I’d never seen before.
Almost without realising I was doing it, I
indicated right, checked my mirror and
110 | JUNE 2018
PROJECT
BIKE
PART 4
Decent fuel clamps on a cheap
fuel filter meant the inlet was
pinched shut, choking the engine
A little impromptu off-roading
revealed Project F650 to be
a handy little dirt weapon
turned across the road to go down it. I had dual-purpose tyres, the F650 had pretty
no idea where it would lead but all of a good grip and handling on the tarmac but
sudden I was on my own adventure, just a they also gave it the ability to tackle light
few miles from home. Who needs a big, trails and slightly more rugged terrain.
expensive transcontinental jaunt to They could even give us something
experience a voyage of discovery? different to do at the weekend...
That’s another brilliant aspect of owning Resurrecting this 1996 BMW F650 is a
a machine like this as a second bike — you reminder that there’s a real attraction to
can exploit its dual-purpose nature in a riding and owning older bikes. You get to
way you might not be so inclined to do experience the simplicity of a machine
with your modern and expensive BMW without electronic rider aids, with an
R1200GS or KTM Adventure. The fact that engine that’s not been hampered by Euro
our F650 is two decades old and already a regulations. Plus, these machines are easy
bit battle scarred means that it isn’t the end and cheap to work on at home. Sure,
of the world if it was dropped when modern bikes are brilliant but there are
tackling a green lane. Having fitted a definitely benefits to bagging yourself an
brand-new pair of Continental TKC 70 older, more characterful machine too.
New tyres – £210 fitted
The Continental TKC 70s on our F650 are dual-purpose
tyres, designed with a 60% road/40% off-road bias. Road
performance is brilliant for a knobblie, with decent stability
and good all-weather grip. Continental describe it as using a
“semi-dual compound”, claimed to deliver a more resilient
central band, with a softer compound at the shoulders for
improved mechanical grip. If you wanted a tyre with more
off-road bias, then the Continental TKC 80s are 40% road
and 60% off-road rated.
Continental tyres work
well on- and off-road
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 EXPERIENCE

t
Want to learn how to get the best from your big enduro? Head to
Wales and the Sweet Lamb Adventure Rally Bike Academy
Words and pictures Chris Moss

The Sweet Lamb

complex is the
perfect venue for
off-road training

“You need to trust

me. I’m going to push
you so you can learn”
112 | JUNE 2018
I
F YOU HAVE an adventure bike some trail riding and wanted to get more

but haven’t taken it off-road, you’re
missing the chance to sample one of
motorcycling’s great pleasures. You
probably know that. But even if you
are keen to give it a go, there are a few
hurdles to get over before the nirvana
can be sampled, two of them being fairly
significant: first, you need to learn the
basics of riding rougher, more slippery
terrain where you might drop the bike;
second, you need to find out where to
go to practice safely.
Of course, you can always book yourself
onto an off-road riding course, with several
to choose from that will put you on one of
their bikes. Getting the chance to learn the
ropes on your own bike, though, is much
rarer. Luckily, the newly opened Sweet
Lamb Adventure Rally Bike Academy
provides such an opportunity. It’s set up to
WHAT IT IS
SWEET LAMB
ADVENTURE RALLY
BIKE ACADEMY
Where Powys, Wales
How long? One day Who’s it for? Any
off-roader from complete novice to
experienced rider looking to improve
More information 07794 937011,
www.adventurerallybike.co.uk
help everyone from the complete novice to
more-confident riders wanting expert
advice to take their off-road riding to the
next level. I went along to its mid-Wales
base to check out what’s on offer.
I joined KTM 1090 Adventure R-riding
Eugene and Christian on his 1190
Adventure R for their beginner’s training
session. They were off to Portugal to do
experience before they went. Neither was
completely new to the game, but both were
far from experts. Their tutor for the day was
the boss of the Academy, Mark Molineux.
He started by finding out what they knew
about off-road riding — if they could power
slide, weight the pegs, or countersteer — to
assess their level of experience and ability.
Then he wanted to know what they
thought the limits of their bikes were,
leading to a highly relevant retort: “You are
the limit to what your bike can do”. That’s
exactly what Molineux is here to work on
and improve, adding before the pair set off;
“You need to trust me. I’m going to push
you so you can learn.” As a veteran of the
off-road scene, ‘Moly’ has done it all, and in
his Brummie accent gets his points across
clearly and concisely. The tuition was
constantly friendly, easy-going and not

Piles of broken rocks

offer a good challenge
later in the day

Riders ride and Moly

watches what they do Riding is interspersed
and how they do it with analysis and advice

Facilities,coursesandcosts
The Sweet Lamb Motorsport Complex is set in 5000
acres of private ground, and with Mark Molineux’
experience and his team of accomplished, insured,
first-aid qualified and ACU-trained instructors, the
Academy an ideal one-stop shop. It offers something
for everyone, from novice to highly experienced.
Terrain varies from easy to expert level.
Beginners courses are £95 a day, with a maximum
group size of 10 riders. You need to bring your own
bike but there is a chance to rent one of the firm’s
three Honda CRF450Xs for £110 for the day. The
Academy doesn’t provide any clothing though.
The Technical Training Course offers more
advanced tuition, also for £95 on your own bike.
Tailor-made tuition costs £250, though this drops
to £190 if you add another rider. Road book and
navigation courses, ‘in-the-field’ maintenance advice
and first-aid training are also on offer.
Weekend courses are also available. You can stay
at Sweet Lamb; there’s secure parking, a 20-bed
bunk house with showers, toilets, TV and wi-fi and a
drying room — for £25 a night including breakfast.

JUNE 2018 | 113

 EXPERIENCE

“More riding brings

more advice and the
benefits start to show”

What I learnt
Though I only joined the trail ride at the end of
this course, I can vouch for the effectiveness of
Moly’s training. Back in 2013 he taught me the
skills he passed on to Christian and Eugene and
I got involved in his ‘Rally Ready’ competition
training. With all the key techniques on body
position, especially getting off the ‘wrong’ side
of the bike (sitting on the outside of the bike in
Feedback is given Part of the learning process
corners as opposed to the inside, as on a road throughout the day to help is not just riding but how to
or track bike), weighting the footrests to steer riders improve constantly survive mishaps
with less energy, and moving around to get the
best grip, my riding became much safer. When
he first saw me trying to tackle a gravel road at
speed, he felt certain he’d witness a “big off”.
He told me what to do and I’ve used his tuition
to great effect ever since, when riding off-road
in the UK and Portugal. He’s helped boost my
off-road ability enough for me to take part in
competitive events and to safely enjoy the
challenges of trail riding in the UK and Europe.

The day ends with a

short of the odd bit of humour.
To start with, Moly gave the two KTM
riders freedom to ride around Sweet
Lamb’s paddock. It’s a sizeable open area
with all manner of challenges in the shape
of climbs, drops, cambers and man-made
obstacles. He noted what they chose to
tackle, how comfortable they looked doing
so and how they positioned their bodies on
the bikes. By observing their general
stance, paying attention to limb, hand and
feet positions, it was soon obvious what he
was dealing with. Moly beckoned his
pupils over for more education. “Getting
things right determines how well you can
control the bike and how much energy
you’ll use,” he said. The pair seemed to be
coping well but more riding brought more
advice and the benefits started to show.
There are tea breaks every 40 minutes or
so, to give pupils a breather and a chance to
guided trail ride to put it
all into context
absorb more of their new experience. By
the time Eugene and Christian were on
their third riding stint, they were tackling
tougher tests like front-wheel locking and
riding over mounds of loose rock. They
were looking appreciably more relaxed.
There was more guidance on steering the
bike through the footrests and, as had been
the case throughout, Mark welcomed
questions and open discussions.
Then came the most demanding part so
far, a ride through a rocky gully. As Moly
says, it’s a more exacting exercise on bigger
bikes than it would be on a 250 or 450cc
off-roader. Christian had a couple of minor
topples but there was no damage to either
man or machine. Moly underlined the
inevitability of the odd topple, giving
Christian some key advice on the
importance of self-belief, looking ahead
and maintaining momentum, after which
his KTM repeatedly got cleanly through.
After more tea it was time to leave the
paddock and head off trail riding around
some of Sweet Lamb’s twisting and
undulating gravel routes, putting all the
lessons into practise and bringing the
five-hour session to a close. Both riders
were more at ease on the dirt by now, with
the effects of Moly’s detailed training clear
to see. I’ve no doubt they were more likely
to enjoy their trip to Portugal, better
understanding how to tackle the terrain
and more confident while doing it.

114 | JUNE 2018

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 YOUR SAY

LETTERS Email ride@ride.co.uk

Write to us RiDE, Media House,
Lynchwood, Peterborough PE2 6EA

LETTER OF THE MONTH

Improve bikes, toot-sweet

I’ve ridden motorbikes for years and I’ve had my fair
share of near misses when another motorist has not
seen me and pulled out or turned in front of me. ABS
has saved me on several occasions but also a quick
beep of the horn has been just as effective. The
trouble is, when I’m panic braking, I don’t have spare
brain capacity to operate the horn at the same time.
I have a suggestion for the manufacturers: perhaps
the horn could be linked to the brakes. It cannot be
beyond the capabilities of modern technology to
devise a system whereby the horn sounds when
maximum braking pressure is applied. Clearly this
system must not operate during normal braking, and
Motorcycling is for
there must be a facility to disable it for when the horn
everyone, even
cannot be used; at night in built-up areas or on track. historical figures (right)
If another motorist has not seen you, and starts to
pull out, he or she won’t be aware of your frantic
braking — but they might look up in response to the
horn and put their brakes on.
Dr Steve Short

THE STAR LETTER WINS A PAIR OF

OUTLAST DIABLO WATERPROOF
GLOVES BY WEISE (WORTH £99.99)
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lining and visor wipe on the left-hand thumb.
See www.thekeycollection.co.uk

More than skin deep
I am writing about the load of old tosh
you wrote about the BMW R1200ST
being ugly (The World’s Greatest
Sport Tourers, April). I am not the
slightest bit fashion conscious and
all I ever look for is a bike that works.
The ST does all of that and more.
This model has all the same
mechanicals as other Boxers but
when they were adapted for the
needs of the ST someone at BMW
did something right: they made it
ultra-reliable and superbly efficient.
Not all Beemers are like that. The only
Seems there is a
lot of love out
there for the ST
thing I have done to my ST is fit a
luggage rack and panniers. Otherwise
I have just followed the service
manual and kept up to it.
The Style Police can take a hike. I
have never looked at the ST in that
way — it just doesn’t concern me.
The only thing that does concern me
is that I have a good bike. Bikes like
the GS can become victims of their
own popularity. It has become the
cannon-fodder bike for the herd —
and that really is not for me. I will
stick to the ST, thank you.
Frank Cooper
Another vote for
the ST
Peter Wilson (Letters, May) says he
doesn’t want a “too-common” GS or a
cruiser but all the other shaftdriven
options are too heavy. He should
check out the BMW R1200ST or the
newer R1200RS: both sports tourers
that deliver performance with a
fuss-free shaftdrive.
Iain McGill
Is he describing
an updated ST?
I enjoyed your article on the
underrated BMW R1200RS (April). I
bought one in 2016 but swapped it a
year later for the new “sport-style”
RT with the not-quite-so-barn-door-
like fairing. I think I actually prefer the
RS but bits of the RT are better.
The front end and therefore the
much-better handling of the RS is the
major dynamic difference. It is more
stable in turns, is much more
confidence-inspiring and far more
chuckable. However, the dash of the
RS is truly appalling and a real let
down. It’s unbelievable that you can’t
have a tacho and a digital speed
read-out at the same time. And the
two-position manually adjusted
screen needs improving. The RT feels
detuned but is much more luxurious.
My idea of the perfect sports tourer
would be an RS chassis, a bigger
engine with more power and torque,
a sport-style RT fairing with electric
screen, along with the neatly faired-in
indicators front and rear, plus the RT
handlebars and dash. Now that would
be some machine – an RS/RT hybrid.
Are you listening, BMW?
Richard Clews
Ride more, lose less
Regarding Brian ‘Max’ Nelson’s poor
trade-in offer with 11,500 miles on his
bike (Letters, May). I agree entirely:
too many people buy bikes these days
and only ride them on the odd sunny
Sunday. If more people actually used
them, higher mileage would become
the norm and dealers would be forced
to alter their attitude accordingly.
Ken Clarkson
Embrace technology
Mick Brown’s letter (May) suggesting
Honda’s DCT system as fitted to the
Africa Twin makes up for lack of skill
made me chuckle. Many an automatic
action has been added to motor
vehicles over the years, to replace
manual operations. Why do p
think it’s somehow non-mach
it happens to a gearbox?
I’m sure Mick’s manual Africa Twin

118 | JUNE 2018

 DON’T KNOW
WHO TO CALL?
Main RiDE editorial number
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French lesson Honey Locust Road, Jonesburg, MO
Besides motorcycling, I enjoy the Six Nations
Rugby Tournament and while in Paris for this
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Jonesburg, MO 63351.
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year’s France v England match, I came across
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Bauer Consumer Media Limited is a Bristol, BS4 3DR, UK
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motorbikes are truly for all.
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with company number 01176085
and VAT number 918 5617 01.
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CONTRIBUTIONS
RiDE welcomes contributions, but accepts
no responsibility for unsolicited material.
has ABS. Is that to overcome a lack I make sure the council doesn’t fail to Submission of pictures is taken as
of skill in cadence braking? It also has treat trunk roads in future? Perhaps permission to publish them in the magazine
traction control, an automatic safety the council could spend less time or on the RiDE website.
KAWASAKI
device to compensate for any lack of thinking of clever names for the gritter COMPLAINTS
skill with the throttle. Not forgetting trucks and more time driving them Bauer Consumer Media Ltd is a member of
that handy ECU automatically adjusting around, treating the roads. the Independent Press Standards
the advance and retard, to avoid Daniel Baker Organisation (www.ipso.co.uk) and
endeavours to respond to and resolve your
needing the skill to fiddle with a little
concerns quickly.
lever on the handlebars. I could go on Put councils on Our Editorial Complaints Policy (including
— I didn’t mention quickshifters, like the spot full details of how to contact us about
those unskilled MotoGP riders — but Apropos Graham MacKenzie’s letter editorial complaints and IPSO’s contact
I think I’ve made my point. about the state of the A82 (May), it is details) can be found at
My Yamaha Fazer 1000 is obviously a a legal duty of local authorities to www.bauermediacomplaints.co.uk. Our
manual and I enjoy manually changing maintain the roads but most councils email address for editorial complaints
gear. However, that doesn’t make me don’t see road maintenance as a high covered by the Editorial Complaints Policy
is complaints@bauermedia.co.uk.
any more skilled that a DCT rider. It’s priority. And the further away from
All material published remains the
just new technology so embrace it. County or City Hall the road is, the less
copyright of Bauer, no part of the
Graham Carroll likely it is to receive any attention. magazine may be reproduced in any form
In addition, if there are accidents on in whole or in part, without the prior
Gritter realism a stretch of road, the usual approach is permission of Bauer. Whilst every
The cold and snow didn’t stop me to blame the riders or drivers involved reasonable care is take to ensure
riding — no, I don’t want a prize or and lower the speed limit — a few accuracy, the publisher is not responsible
sympathy. But I do want to know what 30mph signs “for safety reasons” are for any errors or omissions, nor do we
I can do to make sure main roads get cheaper than resurfacing miles of road. accept any liability for any loss or damage,
however caused, resulting from the use of
properly gritted. There were several I Challenging this institutional
the magazine.
had to use that were clearly untreated, behaviour isn’t easy — councils can
with several inches of snow sticking. hide behind government advice, EU PRINTED BY
Wyndeham, Peterborough
Traffic was in chaos and I saw more regulations and a myriad other excuses
than one vehicle poking out of a hedge. and have legal staff financed by THIS ISSUE
June 2018 issue on sale in UK shops from
Luckily my commute is less than taxpayers. To take them on would take
April 11 until May 15 2018.
20 miles and, as well as my road bike, I determination and a lot of money.
© 2018 Bauer Specialist Ltd.

Same Day
have a Honda CRF250L with knobblies Why doesn’t the insurance industry, ISSN 1360-3507.
that was able to tackle it. But how can which must know where road

Email ride@ride.co.uk, Write to us RiDE, Media House, Lynchwood, Peterborough PE2 6EA
Dispatch!
 YOUR SAY

Age, and dodgy knees, are no

maintenance is particularly poor,
target the worst councils with legal
action, to force them to prioritise
road maintenance? We’d all be safer
and make fewer claims if councils
took road maintenance seriously.
Michael Price
Britain’s biggest
pothole
Never mind Britain’s Got Talent, we
should have a new contest: Britain’s
Got Potholes. See where the biggest
ones are. There are a couple on some
of the roads near me (South
Yorkshire) that are big enough for a
Monty Python member to move into.
I know most things in Yorkshire are
better than in the rest of the country,
but I don’t believe we have a
monopoly on potholes and I suspect
there may be even bigger potholes
elsewhere in the UK.
Graham Wilkinson
Hands off
I read Ask the Lawyer (March) with
interest regarding the use of sat navs
while riding, particularly the point
about riding with hands off the bars
and away from the controls,
potentially leading to prosecution. I’m
old enough to remember the use of
hand signals and they are still part of
the Highway Code, but would most
magistrates now convict if using
hand signals while riding?
I can’t see the difference between
using the sat nav, looking at the
instrumentation or adjusting
electronic engine/suspension modes
while riding. All these carry risk but
barrier to enjoying motorcycling
ever too o d
Before the bad weather hit my mother-in-law, who is 73 and suffering
with mild dementia, asked if she could go on my new BMW R1200RT,
which I only got in February. So I duly took her out on a nice ride
around the Worcestershire countryside. She thoroughly enjoyed
herself and wants to do it again. It just shows you are never too old for
almost anything. Laurence Bevan
are perfectly safe if made at the That seals it…
appropriate time. I read the letter from Steve Wilkinson
It strikes me it’s subjective if an about tyre sealant causing wheel-
offence has taken place. Will that the balance problems (May) with
same subjectivity be applied to our interest. I have a Harley-Davidson
tin-box driving counterparts with Glide with alloy wheels. My dealer
additional distractions of multimedia has advised me against putting
audio systems, telephones, mis- sealant in the tyres as it damages
behaving brats and loose dogs? the inside of the wheels.
Chris Bartlett Richard Harraway

I N A S S O C I AT I O N W I T H

DO YOU LOVE your motorcycle? As

much as Jim Currie, who’s sent us this
cracking pic of his bike, which wins him
an SDoc100 Classic Cleaning kit worth
£49.99? That’s because we believe
excellence should be rewarded – even if
it’s something as personal as properly
looking after your bike.
Every month through the summer, the
best-loved bike will win it’s owners an Jim Currie’s BMW
SDoc100 Classic Cleaning kit — and that R1200GS in the
could be you. All you have to do is upload Highlands
a picture of your pride and joy to www.
ride.co.uk/love-your-motorcycle — and if
you don’t have a suitable pic, why not How to love your motorcycle
ride to one of our Great British Ride Out This is SDoc100 Motorcycle Total Cleaner+ dwell (you might want to agitate it on areas
destinations and get one there? — one of those secret-weapon products for of thick muck) then rinsed off for a sparkling
At the end of the summer, we’ll put up serious grime fighters. Developed by German finish. It’s one of the SDoc100 products that
a shortlist of Britain’s best-loved bikes scientists to be tough on dirt, dust and road will really help you love your motorcycle.
and open up the voting. Everyone who filth yet gentle on plastics and metals, it’s Q For info on the range,
casts a vote will also be entered into a simply sprayed on to a dry bike, allowed to see www.SDoc100.co.uk
draw for a Classic Cleaning Kit and the
most popular of the shortlisted bikes will
go on to win their owner a year’s supply EACH MONTH ONE OWNER WINS AN SDOC100 CLASSIC CLEANING
of SDoc100 cleaning products. KIT WORTH £49.99 and anyone voting can be entered into a draw to win one as well
For full terms and conditions see www.ride.co.uk/love-your-motorcycle

120 | JUNE 2018

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 BACK IN THE DAY
FOR AS LONG as there have been nice
things, there have been thieves. And for
almost as long as there have been
thieves, there have been devices
designed to stop them thieving. The first
padlock dates back to Roman times,
while bicycle locks have been around for
more than 100 years — almost as long as
the bicycle itself, tellingly.
Sadly security remains every bit as
crucial today — hence this month’s
feature on page 94. And it was just as
important when RiDE was launched to
the world on September 21, 1995. In our
very first issue, beside a first ride on the
Bimota Mantra (remember them?), the
claim from Yamaha that its Thunderace
would be “the bike to beat the FireBlade”
(err…) and a group test of used 600s
(into Wales, just like this month’s
Group Ride) was RiDE’s first-ever
security feature.
In 1995 we focused heavily on chain
locks, noting that “U-locks, alarms and
disc locks are fine but don’t stop a thief
lifting your bike into a van.” It showed
that most bike locks were pretty robust
when it came to defending against
attacks with manual tools. Ten of the 12
122 | JUNE 2018
on the locks
locks survived more than 15 minutes
with our security expert, while seven
outlasted “the most vicious bolt-cropper
attack imaginable – a 14-stone man
swinging from a 10ft scaffolding pole
attached to the biggest bolt croppers
you can buy.” One £47 cable lock,
however, broke after just six seconds.
Terrifyingly, that’s not much more time
than it took to read that sentence.
While less commonly used by thieves
two decades ago, the grim efficacy of
power tools was also highlighted: “They
make depressingly short work of all
locks. Against this kind of onslaught, not
even the toughest lock lasted more than
20 seconds.” The trade-off between
portability and durability was raised too:
“Chains with up to 13mm diameter links
are immensely strong but weigh a ton
— 10 or 11mm is a good compromise
between security and practicality.”
Then, as now, even the best security
in the world is no use if you don’t use it.
Geoff Haigh, RiDE’s original Product
Editor, criticised locks that came without
carrying bags. “Without a special bag,
the locks are such a pain to lug about
that several of our testers kept leaving
Today’s version
In 1995, RiDE’s favourite chain and lock
pair was made by Platipus and cost £105 —
adjust for 23 years of inflation and that’s
£200 today. Surrey-based Platipus still
exists today, though now making “earth
anchoring products” rather than bike
security. Back then, its lock was praised not
only for its strength but also its ease of use
and value — and, importantly, it came with a
carrying case, which made it easier to take
with you. There’s similar thinking behind
today’s BikeTrac Grab Bag, a 10mm chain
and Abus disc lock that fits in a waterproof
bag that’s designed to be strapped to a
pillion seat. At £150, it’s also 25% cheaper
than the inflation-adjusted Platipus.
them at home and just used them to lock
the bike in the garage.” And the reverse
also remains true, as our concluding line
explained: “Used wisely, all these locks
— even the six-second cable lock — are
better than nothing.”
The tools and tactics may have
changed over the past 23 years, but the
rules of engagement are the same.
W W W. R S T - M O T O . C O M
#WEARERST
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for the better
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DNA+ protection system worth £30
compared to other providers

Up to £100,000 legal expenses cover - in the Rider Cover® - accidental damage cover
event of an accident which is not your fault when riding your mate’s bike**

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0800 083 5566 91 of customers would
recommend Carole Nash
Based on reviews from July 2017 – December 2017

carolenash.com
UK opening hours: Mon - Fri 8am - 8pm, Sat 9am - 5pm, Sun 10am - 4pm.
As with all insurances, terms and conditions apply. **Rider Cover®: Both bikes must have comprehensive cover visit carolenash.com/rider-terms-and-conditions for full T&C’s. Carole Nash Insurance Consultants Ltd is
authorised and regulated by the Financial Conduct Authority, irm reference no. 307243. Carole Nash is a trading style of Carole Nash Insurance Consultants Ltd, registered in England and Wales no. 2600841.