Motorcycles .pdf

BMW S1000XR: in ayear of massive newlaunches (R1, H2) theXR is still a big, big dealKawasaki Versys1000: the surprisepackage, but thehype is strong withthe BMW and DucatiFIRST THERE WERE overgrown enduro bikes;road-legal Paris-Dakar rally monsters. Butinstead of riding them off-road, people tendedto exploit their inherent practicality – nicebig fuel tanks, wide mirrors, comfy ridingpositions and even more comfortable longtravelsuspension – and so used them instead for dailycommuting and touring.Gradually, these bikes became more tarmac-friendlyas engines got bigger, and suspension and ergonomicswere tuned for even more civility. They were nowcalled giant trailies. But their styling remainedsteadfastly based on an off-road look, and so did theirwheels and tyres – which still limited suitability forextended road use.When manufacturers gave up all off-road pretencesby fitting proper rims and rubber, the transformationfrom sand dunes to tarmac was complete. Today, bikessuch as BMW’s new S1000XR, Ducati’s revampedMultistrada 1200 S and Kawasaki’s overhauled Versys1000 exist in a netherworld of states, equidistant fromsports tourer, sportsbike, adventure bike and naked butwith characteristics inherited from each. This meansthey could possess all the elements that make each ofthese genres compelling, or they could be equallycompromised. Which is it, and which one is best?51

‘I’d have no hesitation riding the XR inEurope, heading to a track day, nippingacross London or taking it for a razz’53

‘It’s easily the most civilised big Ducatiengine ever, for better or worse (possibly,if you’re a Ducati purist)’54

CRUISE MISSILES(Left) Engine sounds busy but muffled (Above)Tablet sized LCD dash is easy to read (Below)If you can use a TV remote you can master thisDucati Multistrada 1200 S TouringThe most technically advanced road bike Ducati have ever built just got even smarterONCE, YOU HAD to adapt yourself to get the best from aDucati. Not the new Multistrada. It’s more multi-layered,multi-faceted and multi-talented than before, and can bealtered – with an essential instruction manual – to be anybike you want it to be, ridden any way you want to ride it.A wireless key starts the 1200 S, provided its signal isn’tblocked by, say, a mobile phone in the same pocket. You press an‘on’ button to arm the bike, then the start button to fire it up.It doesn’t sound quite the way a Ducati is supposed to. Theexhaust thud is definitely 90° V-twin, but quiet and civilised.The LCD dash is tablet-sized. Thankfully stuff like speed, revsand gear position are obvious. Backlit switchgear is night-friendly,mirrors are exceptional and the screen is one-hand adjustable.Menus are navigable with a few minutes’ working out the buttonorder: settings for traction control, anti-wheelie, semi-activesuspension damping and preload, and four one-touch globalmodes for all of them (Sport, Touring, Enduro and Urban, eachtailoring power, traction, ABS and suspension). And cruise control.There’s even Bluetooth connectivity, and an app for that. Asmartphone doubles as a datalogger and the bike can even acceptcalls and control music playback on your phone.But, frustratingly, there’s a software glitch: the twin trip metersreset every time the ignition is switched off. It’s not a biggie andDucati have promised a software upgrade. But you can’t helpthinking… is this really what motorcycling has become?Thankfully electrons don’t weigh much and the Multistrada islight and slender. Ergonomics are excellent – wide, deep, heightadjustableseat you sit ‘in’, narrow waist, wide bars and muchlegroom. Hips are a few inches closer to headstock than rivals. TheMultistrada is an engaging, active ride even on motorways. It’sconstantly on the move, alive in the hands, so you never nod off.But it’s comfy and a day in the saddle promises no aches.And, as per the previous Multistrada, there’s a ton ofperformance. With 142bhp (same as the old bike) and a widespread of torque (slightly less linear than the old bike), the Ducatihas buckets of muscle. Throttle control is perfect, gearchangestight and precise, and 85mph cruising speed is a lazy 5000rpm intop, sipping a miserly high-40s mpg, giving a near 200-mile range.The Multistrada’s 1198cc Testastretta V-twin is a user-friendly,devastatingly powerful yet efficient engine.Which is the point of Desmodromic Variable Timing (DVT). TheMultistrada is the first bike to have constantly variable valvetiming on both exhaust and intake, activated via ECU-controlledcoaxial adjusters on the end of each camshaft. They vary the valveoverlap period (the time when exhaust and intake are open at thesame time), effectively retuning the engine in real time for fuelefficiency at small throttle openings and low revs, and highperformance at wide open throttle and higher revs. It also givesthe ECU control over combustion, harmonising power strokes andeliminating Ducati’s juddering drivetrain snatch from low revs.And DVT really does it. The bike is no more powerful or flexiblethan the old one but it’s cleaner (meets Euro IV emissions regs),more frugal and smoother. It’s easily the most civilised big Ducatiengine ever, for better or worse (possibly, if you’re a Ducati purist).The electronic suspension has evolved too, now with lean anglesensors. It works; the new bike is more connected than the firstgeneration semi-active Multistrada. It’s devilishly agile, diving intothe tightest corners with front tyre nailed to the tarmac,thundering out with orange traction/anti-wheelie light lit up like aBelisha beacon. Weight transfer under braking is still noticeable onlong travel suspension, but it’s less pronounced and feedback isexemplary. And they’re demon brakes, now with cornering ABS.This particular Multi’ is on Bike’s long-term test fleet, and is a1200 S Touring which means it’s the base semi-active model(£15,731 on the road) plus a factory-fitted package of centrestand,panniers (not shown) and heated grips (£750). That’s a full price of£16,481, which is a lot of money. But the Multistrada is a lot ofmotorbike, even if it’s also the ‘least’ Ducati ever.55

CRUISE MISSILES(Left) Gone is the previous bike’s ‘Cyclops’stacked lights (Above) Comparatively simpleclocks (Below) Quality fit and finish aboundsKawasaki Versys 1000Less tech, but a heck of a lot less money – the new Versys can fight its corner, and then someWHEN KAWASAKI ANNOUNCED an upgrade of 2012’soriginal Versys 1000 the most anyone expected was astyling tweak and a few extra gadgets. Which is whyevery second spent with 2015’s Versys 1000 comes as awelcome surprise…First off, the new Kawasaki looks sleek and modernwith conventional lights and dynamic styling. It’s not striking, butit doesn’t look like a ripped-out fridge.However, the Versys’ electronic sophistication is several leaguesbelow the BM or Ducati. You have to start it with a key, of allthings. And when it comes to pushing buttons, there are fewer tochoose from. You can swap engine modes between full (F) power,or low (L) power (smoother throttle response, 25% less poke). Youcan also choose between three levels of traction control intrusionor, at standstill, turn it off. But there’s no gyro sensor detectinglean angle and the modes aren’t integrated. A new Bosch ABSsystem delivers a smoother action, but it’s also not modulated bylean angle. The LCD clocks have a fuel gauge, fuel range, airtemperature and the usual mileages, but the gear position indicatoris a factory accessory. The screen is adjustable but uses two knurledknobs rather than a fancy mechanism. There’s no cruise control,heated grips (extra), 12v socket (extra) or electronic suspension.But here’s the thing, the Kawasaki isn’t the worse for it. Theextra bits that matter to most of us – heated grips, gear positionindicator, power sockets, luggage – are all available as accessories.Cruise control would be nice and a BMW-style quickshifter wouldbe fun, but these aren’t deal breakers.And then there are the things the Versys does better than theother two. Important things. Its mirrors are the best – blur-free andmassive. There’s a riding position that, for six-foot me, is betterthan the BMW and the Ducati. The bars aren’t as wide, which isless tiresome. Body position is balanced and the footpegs are lowerso there’s more legroom (and less ground clearance, but scrapinghero blobs is fun, right?). The screen might be clumsy to adjust,but it’s the most effective here. And the tank is a healthy 21 litres,so at 47mpg there’s a range of well over 200 miles. And acentrestand comes as standard, too.The Versys’ 1043cc inline-four motor is based on the 140bhpunit in the Z1000SX and Z1000, retuned for 114bhp. Yes it’sunderpowered compared with the 160bhp XR and 142bhp Ducati.Yes… and also no. It hasn’t the midrange shove of the BMW anddoesn’t bang like the Multistrada. But it’s got enough beef toboogie at a proper lick and it’s so much smoother than the otherpair. At 85mph in top the Versys is properly tall geared, pulling ahorizontal 5000rpm. For an inline four with a 10,000rpm redline,that’s just out of bed. And it’s creamy, a stark contrast to the highrevvingBMW which is uncomfortably frantic in comparison.So now you’re sitting there enjoying the fact you can still feelyour extremities, when a corner approaches. This will sort the menfrom the boys; the semi-active springs from the passive…And yet, while the Ducati out-steers the Versys and the BMWout-does it in terms of pure roadholding, the revised softer settingson the adjustable Versys forks and shock cope well. Unlike the firstVersys they feel plush and refined, and cope with the Kawasaki’s15kg weight deficit. Really tramp on and you feel the springssquirm in protest – and if you took all three to a track the Versys,despite its Bridgestone T30 tyres, would be the first to get out ofshape. But out on the road there’s very little in it.Which can’t be said for the price. The base model Versys costs£9885 on the road. Add some of the frills the other twoaccessorised bikes come with – heated grips, panniers with inners,12v socket, gear indicator – and you’re talking £10,964. Buy theGrand Tourer version of the Versys, which has the above plus a topbox, fog lights, engine protectors and hand guards, and the total is£11,235. That’s four grand cheaper than the XR Sport SE withadded panniers, and getting on for five and half grand cheaperthan a Multistrada Touring. You could buy an awful lot of petrol,tyres and nights in posh European hotels for that.56

‘If you took all three on track theVersys would be the first to get out of shape…but on the road there’s little in it’57

CRUISE MISSILESSPECIFICATIONS DUCATI MULTISTRADA 1200 S TOURING BMW S1000XR SPORT SE KAWASAKI VERSYS 1000Contact ducati.co.uk bmw-motorrad.co.uk kawasaki.co.ukPrice £16,481 otr £14,750 otr £9885 otrTypical finance (basemodel bikes)TriOptions PCP: £3538 dep, 36 months£179, final cost £8388 – total £18,370BMW Select PCP: £2452 dep, 36 month£139, final cost £7585 – total £12,753K-Options PCP: £2500 dep, 36 months£102, final cost £4582 – total £10,772Engine DOHC 8-valve, variable timing V-twin DOHC 16-valve inline four DOHC 16-valve inline fourBore x stroke 106 x 67.9mm 1043cc 1077ccCapacity 1198cc 999cc 1043ccTransmission six-speed, chain six-speed, chain six-speed, chainPower (tested) 142.2bhp @ 9500rpm 161.0bhp @ 11,000rpm 114.4bhp @ 8600rpmTorque (tested) 89.1 lb.ft @ 7750rpm 84.2 lb.ft @ 9000rpm 73.9 lb.ft @ 7600rpmFrame steel trellis aluminium twin spar aluminium twin sparFront suspension 48mm semi-active usd fork 46mm semi-active usd fork 43mm usd forks, adjustable preloadand rebound dampingRear suspension semi-active monoshock semi-active monoshock monoshock, adjustable preload andrebound dampingBrakes (front/rear) 2 x 330mm discs, 4-pot calipers/265mm, 2-pot caliper, cornering ABS2 x 320mm discs, 4-pot calipers/265mm, 2-pot caliper, cornering ABS2 x 310mm discs, 4-pot calipers/250mm, 2-pot caliper, ABSRake/trail 24°/109mm 25.5°/117mm 27°/106mmWheelbase 1529mm 1548mm 1520mmWet weight (claimed) 235kg 228kg 250kgSeat height 825-845mm 840mm 840mmTank size 20 litres 20 litres 21 litresEconomy 47mpg/206 miles 43mpg/189 miles 47mpg/217 miles0-60mph 3.63s 3.40s 3.62sQuarter mile 11.35s @ 126.2mph 10.72s @ 134.1mph 11.61s @ 120.1mph70-0mph 51.52m 47.58 metres 51.97mTop speed 156.1mph 155.7mph 144.2mphElectronicstraction control, anti-wheelie, enginemodes, cruise control, heated grips,Bluetooth connectivityBike verdict The Ducati and BMW are closely matched on gadgets.Both deliver astounding performance, whether playing on back roads,touring, commuting, even doing a odd track day. We need to appreciatehow they move the game on, bring new ways to let riders get the mostfrom their bikes. The only way to split them is to work out if you wantan Italian V-twin or German four. If bewildering midrange matterstraction control, anti-wheelie, enginemodes, cruise control, heated gripstraction control, engine modesmost, go BMW. If engine charisma rules over suspension, go Ducati.But don’t overlook the Kawasaki. The Versys has nowhere near thetech, outright power or smart engineering but is equal or better in otherareas. It’s smoothest. Suspension is perfectly fine. Handling is great andit’s comfy. And while the others will hold value better, the Versys is waycheaper – outright or on finance – and by far the best value in this test.Bike rating ++++ ++++ ++++‘We should all appreciate the way manufacturersare moving the game on’58

ULTIMATE GARAGEQ One way or anotherI’m gonna find ya, I’mgonna getcha, getcha,getcha, getcha.....SEVENTIESHEAVENTo determine the exact number of Japanese superbikes he needs in hiscollection, Paul Brace strictly follows the n + 1 rule** where n = the amount of motorcycles he currently hasWORDS BY JOHN NAISH. PHOTOGRAPHY BY GARY FREEMAN48

ULTIMATE GARAGEQ John (left) keeps Paultalking bikes to avoid losinganother round of pool or beingsent out on the spacehopperto get more beersQ Immaculate Z1 isthe jewel in Paul’srather large crownQ Alas theformula fornumber of bikesacceptable toyour partner= n - 254

‘I MUCH PREFERUNRESTORED BIKES.JAPANESE MOTORSOFTEN DON’T FEEL SOGOOD REBUILT’Q John and theturbine-smoothCBX1000 put somescenery into reversemarkedly more spindly and shaky than later examples.No way. This Z’s motor is super-smooth, as are all its controls.It is also meatily powerful as well. You can see why this machinewas such a sensation on its launch. It can be pitched about witheasy abandon through corners, especially on its modern ContiClassic Attack tyres.Paul’s Z1 and H2 feel like they come from two very differentmarques, sited in two very different time zones, in wholly separateuniverses. Only one of those universes was run by a just andbeneficent deity.1977 SUZUKI GT750B:Paul I love these. The noise is distinctivelyevocative, they have bags of torque and they looksubstantial.They are really civilised too. I can’t think ofanother two-stroke that would be as good fortaking a pillion or contemplating a lengthy road trip.The two-stroke surge on light throttle is a pain though, evenafter the usual carb jet mod – you can ride around it, but it wouldbe nice if it was not there at all and you could cruise in trafficwithout having to trip up and down the box.This B model is low mileage and unrestored, just how I like ’em,but I would dearly love to find an A model the same. The B’s looksare cheapened by the GS-style front mudguard; satin black sidepanels and black headlamp brackets. The previous model justlooks brighter.John Oh, comfy, comfy, comfy. The kettle’s riding position, plusthe storming torque, really make this bike feel like a pukka grandtourer, even in company such as the Goldwing. Only the woodenfront brake lets it down in this respect.That said, the GT is no slouch. These later engines were a littlemore highly tuned and this one revs happily into redline territory,if you’re not careful.I agree with Paul that the motor’s low-end stutter can getannoying. So, too, can the way the airbox pulses through the seat.Those minor annoyances seem a fair price to pay for the creamypower and the beautiful, if muted, noise.1980 HONDA CBX1000:Paul These are the absolute business. Gettingoff an H2 and onto a CBX feels like stridingstraight to the end of a motorcycling centuryrather than decade. But they still have plenty ofperiod appeal and are a milestone classic.CBX’s give you lush silky torque and confidence-inspiringhandling topped with an utterly addictive soundtrack.I do more miles on the CBX than any other bike in mycollection. Mostly because it is such a joy to ride but, to be honest,partly because this example is a bit more weathered than the restand so I am not too precious with it.I would love to find a sharper unrestored one and am still sorethat I couldn’t get the money together in time for an absolute gemthat Cosmo Classics in Hastings was offering recently.If I had a criticism, it would be that the fuel range is low, despitean apparently large tank, and the skinny rear tyre looks ridiculouson such an imposing machine.John Last time I rode one of these, it was at the Bruntingthorpeproving ground. It didn’t feel so rapid on the wide track there, butdown a twisting country A-road, it feels massively fast, as well as(initially) dauntingly wide.The big smooth turbine of an engine puts the scenery in reverseat an easy twist of the throttle. All the other controls aredisarmingly light as well. Once I’d got over my fear of the bike’sbulk, I was amazed at how enthusiastically it tips into corners.All that “sophisticated” dashboard styling looks a bit datednow, and not in a particularly endearing way – it’s all a bit FordEscorty, in fact. But as a complete package, the CBX is a totallyfitting way to end the story of the greatest superbiking decade theworld will ever see.55

BIKES KTM FREERIDE E-XCPlugplay &ROAD LEGALLights, indicators and hornmake it road legal, but youwouldn’t want to ride it on theroad for long. Think legal greenlanes, not European tours…The Freeride E-XC can shatterpreconceptions about electricbikes and about off-roadingBy Stuart Barker Photographs by Chippy WoodCHASSIS PARTSWP suspension has the sametravel as the petrol-poweredFreeride 250R. Off-road sized21in front and 18in rear wheeleach have a single disc brake.IF YOU STILL need convincing (and most of us do)that electric bikes have a part to play in our future,then you really need to ride one. And there’s nobetter place to do that than at E-Scape - the UK’sfirst all-electric off-road riding centre. Situated nearRuncorn in Cheshire, the E-Scape facility consists of twoseparate purpose-built off-road tracks, and a café/restaurant with a viewing deck to watch the action. Foras little as £20 per session, you can hire a KTM Freeride Eto judge for yourself if the slowly growing e-bikemovement is a white elephant or the future of riding.The Freeride is currently available in two versions: theroad-legal E-XC enduro, and the stripped-down E-SXmotocrosser. A third, the supermoto E-SM, joins themlater this summer. E-XC and E-SX share the same motor,chassis and tyres, the only difference being that the E-XCalso comes with lights, indicators, mirrors, ignition lockWith no gears towork, an off-roadnovice can get used tosticking their feet out74 | SEPTEMBER 2015

REAR BRAKEThis isn’t a clutch lever, asthere’s no clutch. It’s actuallythe back brake, like a mountainbike, freeing your feet fromhaving to work any controls.Where the bikesmake no noiseE-Scape is the UK’s firstelectric off-road ridingcentre. It not only hires outelectric bikes but alsoprovides training and ridingequipment. Newcomershave to take a 30-minuteElectric Basics trainingsession (£15), and moreadvanced training isavailable once you’ve got thebasics. Courses areeven available for six- to12-year-olds.Standard prices are £20for 20 minutes on a KTMFreeride E-XC, and £15 foreach additional 20 minutes.E-Scape is just off J11 of theM56. To find out more visitwww.e-scape.org.uk or call03330 117233.POWERBrushless electric motor hasa maximum output of 21bhp –about the same as a HondaCRF250L, but with almosttwice as much torque.SEPTEMBER 2015 | 75

KTM FREERIDE E-XC BIKESThe silent E-XCis a giant leapfor the futureacceptance ofoff-roadingThree modesadjust powerand rangeand immobiliser to make it roadworthy. It also has aslightly higher seat height but, other than that, bothbikes are the same.Both are powered by a 260-volt powerpack that’s goodfor up to one hour’s riding in economy mode. If youwant a more sporty (but shorter) ride you can choosethe Standard or Advanced modes. The battery can becharged by just plugging it into a normal householdsocket – it takes 50 minutes for an 80 per cent charge, or90 minutes for a 100 per cent charge. You can even buy aspare battery (for a hefty £2900) and swap packs over inminutes by just lifting the seat and removing four bolts.But as a newcomer to off-road riding, I found that myown batteries ran out long before the Freeride’s did. Ihad no idea it was so physical, but if you’ve never triedoff-roading the Freeride is the perfect place to start. It’sridiculously light at just 110kg, so the effort needed isgreatly reduced. That light weight also means the bikestops very easily with the help of a radially mounted,four-piston front brake caliper.Every control for the Freeride is on the handlebars,which means your feet are free to be stuck out ahead ofyou and used as stabilisers through the turns. The frontbrake is where you’d expect it, but the rear is on the leftbar just like a mountain bike – and that’s nocoincidence: KTM hope to attract non-motorcyclists tothe Freeride E, so the idea that it’s essentially a hi-techmountain bike with a motor will have an appeal there.There’s no clutch or gearchanges to worry about,either, and it’s a good job too – at least for noviceoff-roaders - because there’s so much new stuff to learnthat your brain will already be fully occupied. Mine wasso occupied with learning a new, alien riding position(almost sitting where the fuel tank would be on aThe E’s motoris liquid-cooled.Seems you canmix electricitywith water…E-XC is road legal, but heavily compromisedWhat’s it like on the road?The strengths of the Freeride E-XC as an off-roadbike become weaknesses on the road. The seat isuncomfortable, the knobbly tyres make it feelsquirmy, and its light weight and tiny dimensions(it’s equivalent in size to a 125cc KTM) make it feelskittish and slightly unstable. That said, thetorque – especially in Advanced mode – is stillimpressive. If you only had an urban commute inmind, the Freeride could be a viable option. Itsnimble handling suits traffic-dodging in citycentres, but its 45mph top speed is going toleave you wanting on the open road.To be fair, KTM never intended the E-XC tobe used as a road bike for long runs. Owning theroad-legal version simply means you can ride ita short distance to an off-road track, take it onlegal green lanes, or use it as an urban commuter.The E-XC is, however, suitable for the A1 licencecategory, so it could make an unusual (and veryexpensive) first bike for eco-minded 17-year-olds.SEPTEMBER 2015 | 77

BIKES KTM FREERIDE E-XCnormal bike), remembering to stand up over jumps formore control and added suspension, and rememberingto put my leg out through turns to dab the ground andright the bike should I start to lose it, that I barely evenregistered that the E-XC didn’t make any noise.The lack of noise has been one of the major reasonsthat bikers can’t get excited about electric motorcycles,and that’s understandable with road bikes. But withoff-roaders, there are so many advantages to silentrunning that they outweigh the negatives. The E-Scapefacility would never have been given planningpermission had it been to run noisy petrol-poweredmotorcycles – there were still more than 100 complaintsabout the running of silent bikes. There are no sounds tolet you know there are bikes being run here. Suddenly,after years of protests about greenlaning and off-roading,we have the potential to ride bikes pretty muchwherever we like, without the neighbours spoiling ourfun – and that has to be a good thing.If you think that electric bikes will never be able toproduce enough power to satisfy you, then you really doneed to try a Freeride E in an off-road environment.Even in Standard mode it was still more than enough forme (a sportsbike rider for 18 years). The same can’t besaid for riding it on the road (see previous page) but ondirt, it has plenty of poke. Right from the surrealmoment of twisting the throttle and magically movingforward, the torque is astonishing. The Freeride offers allof its 31lb.ft of torque from the first twist of the throttle,and that makes it ideal for squirting over the manyjumps at the E-Scape facility.If my time at E-Scape proved anything, it’s that ridingelectric motorcycles can be fun. No question. But it’sgoing to take work to get that message across. TheFreeride currently tops the year-to-date figures forelectric bikes, with just 13 registrations – including demobikes. It’s clear there’s a long way to go before we seeelectric bikes gaining acceptance within themotorcycling community. Perhaps if there were moreplaces like E-Scape dotted across the country,acceptance would come quicker. E-Scape owner StuartRutter is looking to set up a mobile version of hisbusiness so he can take a fleet of Freerides to locationsaround the country and spread the message. But whilebattery power makes sense in a controlled environment,it still doesn’t lend itself as well to road bikes, whererange is far more important. And until that issue can beresolved, e-bikes – at least in terms of road use – looklikely to be little more than a sideshow.The E-Scapefacility makes thebest case yet forelectric bikeshaving a purposeUntil you can dothis, you reallycan’t say electricbikes are boring…Digitalspeedo helpsmake the E-XCroad legalRadiallymounted rearbrake caliperis a neat touchSPEC KTM Freeride E-XCPrice £10,299 Engine 260V electricmotor, l/c Power 21bhp Torque 31lb.ftTransmission 1-speed, chainChassis steel/aluminium compositeBrakes discs Tyres 2.75-21, 120/90-18Wheelbase 1418mm Rake 23° Seatheight 870mm Kerb weight 108kg78 | SEPTEMBER 2015