Bike_UK_July_2017

Hello
Issue 532
July 2017
Contact us: bike@bikemagazine.co.uk
or 01733 468099.
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>> Riding a brand new Suzuki
GSX-R1000 for the first time
requires dry roads and, in the
rider, a state of uncompromised
mental agility that usually evades me. It
took a while before I’d got these two
essentials aligned. A couple of times I
went to the lock-up, walked around the
missile in question, admired its details,
sat on it, made brum, brum noises and
bounced on the suspension, then looked
outside at damp tarmac and grey skies
and thought, ‘Thanks, but not today’.
But this lunchtime it finally happened,
and it was flippin’ amazing;
inconceivably, astonishingly and mind
bendingly fast. And I never found
maximum revs or top gear, let alone
explored the limits of the multi-stage
traction control, the different riding
modes and other ‘rider aids’. It is so far
beyond my ability as a rider that the
differences between the Yamaha R1,
Honda Fireblade, Kawasaki ZX-10R and
BMW S1000RR are academic. But…
I’m really pleased they exist. They’re
the ultimate on-the-road motorcycling
experience and everyone should try one
once. Well, maybe not everyone, but I’d
strongly suggest that you, as an
obviously intelligent and level headed
reader of the world’s best motorcycle
magazine, get a test ride, even if it’s only
so that you can tell your grandkids about
it. Really, it’s that memorable.
I’m also pleased that the Bike team
includes testers of all shapes and sizes,
and multiple levels of riding talent and
tastes, so that when we’ve got a road test
going on the right people are on it.
In the case of the world’s most
impressive sportsbikes that means
former GP, WSB and BSB rider James
Haydon, and TT and road race specialist
Peter Boast, massively experienced track
day and road rider John Westlake and,
representing ordinary mortals, Bike’s
GSX-R enthusiast Paul Lang. The test is
on page 56.
And I know you’re wondering, but the
picture below isn’t me on my lunchtime
ride. It’s Langy (aka Mr Gixxer), on the
test at Rockingham.
The next big test for the new
sportsbikes is the TT. I want to know how
Gary Johnson (page 48) gets on with his
GSX-R1000. See you on The Island, or if
you can’t be there, see it on telly.
Enjoy the issue. I’m off for a lie down in
a dark room.
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Hugo Wilson
Editor
3

Contents
FRONT END
HITTING THE NEWS APEX
Not exactly
suck, squeeze,
bang, blow
10 NEW BIKES
Triangular rotors and epitrochoidal
housings – bringing 200bhp to a dealer
near you soon (ish). Plus this month’s
tasty buy-them-now bargains.
STREET
ON
THE
COVER
Hardly-Drivingson?
We beg to differ
12 FIRST RIDE: H-D STREET ROD
It doesn’t really look like a Harley, and
doesn’t really ride like one either.
14 RACING
New Blade and GSX-R struggle to make
their mark. Meanwhile we beat Guy
Martin using a 2013 superstock Blade.
16 CLASSIC S
A tribute to an inspirational motorcycle
author, plus increasingly daft prices.
18 CUSTOMS
Man with tattoos and beard predicts
the demise of tattoos and beards. Yep.
20 OFF ROAD
Speedway: the what, why and where of
biking’s easy-access must-see sport.
23 LETTERS
Praise for honesty, umbrage over PCPs
and bird deaths by bike.
26 SUBSCRIBE
Your latest Bike delivered, at a bargain
price, and with a handy gift to boot.
4
Traction control
not included
FEATURES & TESTS
YOUR MAIN COURSE, SERVED WITH SIDES
28 BRITAIN’S BEST BIKE
Spanking new 765cc Street Triple RS goes
wheel to wheel with 2007’s classic.
36 NEW: YAMAHA SCR950
It’s like a cruiser, but also like a scrambler,
with flat track thrown in. And it’s good.
43 THE PERFECT TT LAP
Isle of Man sector times analysed and
explored by Mat Oxley and Steve Plater.
48 INSIDE: THE PRIVATEER’S TT
Putting your house on the line is serious.
Bike visits Gary Johnson’s mad world…
56 SPORTSBIKE GROUP TEST
This year’s 1000cc headcases tested on
road and track. Truly staggering...
72 CULT OF THE V-STROM 650
The brilliance of Suzuki’s middleweight
adventurer, by the people who ride them.
76 NEW: SUZUKI V-STROM 650
First test of the new enhanced-for-2017
Suzuki, hot from its launch.
80 ADVENTURE BIKE NIRVANA
Not Mr Cobain on a GS, but KTM’s ace
new 1090 Adventure R in the US desert.
About as good as
your adventure
biking gets, p80
ON
THE
COVER
A man who likes his
motorbike, p72

Bikes in this issue
Benelli 750 Sei 116 / BMW HP4 Race 10 / BMW R80G/S 16 / BMW S1000RR 56 / Garelli Avanti Super City 126
Harley-Davidson Street Rod 12 / Honda CBR1000RR Fireblade 56 / Honda CBX750F 129 / Honda RC30 122
Kawasaki Z1000SX 92 / Kawasaki ZX-10R 56 / KTM 1090 Adventure R 80 / KTM 1290 Adventure S 126 / Moto
Morini Camel 130 / Suzuki GSX-R1000R 56 / Suzuki V-Strom 72 / Triumph Street Triple 28 / Triumph TT600
120 / Yamaha TDR250 126 / Yamaha MT-09 110 / Yamaha SCR950 36 / Yamaha R1 56 / Yamaha XSR700 127
STREET
675cc original tackles
new 765cc RS: page 28
ESSENTIAL KNOWLEDGE
ON
THE
COVER
92 BIG TEST
Kawasaki’s revised Z1000SX under the
microscope after 2500 hard miles.
100 YOUR ADVENTURE
Small and unreliable bikes in Peru. Yes,
really. Prepare to want to go.
107 NEW PRODUCTS
Luggage, curious boots, a lovely hat,
tough strides, and a chain lube thing.
ON
THE
COVER
£
The exotic lure of a
layby on the A606
MT-09 insights
from a wise bloke
56
FIVE
WONDERS
OF THE
WORLD
Litre sportsbikes
group test
ON
THE
COVER
110 DEALER
Essential must-know nuggets about
Yam’s fabulous and fruity MT-09.
ON
THE
COVER
We don’t think this
is the M42 near
Tamworth
112 ADVENTURER
Europe’s best roads. Not one, not even
two, but five brilliant must-ride routes.
114 THE TESTS
Opinion and data on every current
bike we’ve tested, plus random tit-bits.
122 BIKE LIFE
Team Bike RC30, Morini fiddling, KTM
illness, plus our XSR700 custom thing.
5

stories by...
Mark Graham
This month: our man Graham likes a
good yarn, especially about bikes and
racing. He was dispatched to visit TT
privateer Gary Johnson, a man deeply
passionate about his sport. ‘Bloody hell
he can talk,’ reported MG.
Inside a privateer’s TT on page 48
John Westlake
This month: former editor John drew
the long straw and got to put together
our 1000cc sports group test. Two
weeks of road riding and a trackday
with James Haydon and Pete Boast, you
say? No arms needed twisting.
Sportsbike group test on page 56
Mike Armitage
This month: our deputy editor was the
first person outside Triumph to ride the
then unreleased Street Triple back in
2007. Ten years later and he’s the first to
put the latest high-tech RS version backto-back
with the timeless original.
Street Triples on page 28
Mat Oxley
This month: Bike’s massive racing brain
has been analysing TT laps and talking
to Steve Plater about the perfect lap. Mat
knows a bit about the Mountain circuit –
here he is winning the 250 Production
TT on a Yamaha TZR back in 1986.
TT sector times on page 43
Gary Inman
This month: our customs editor has his
finger on the retro pulse of biking
trends, making him the perfect bloke to
fire across to Italy for the launch of the
SCR950, Yamaha’s new scrambler.
Insert own ‘knows his eggs’ joke here.
Yamaha SCR950 on page 36
DISTRACTED BY
Jonathan Pearson
This month: we sent quiet, modest and
unassuming Jon Pearson to America.
Here he is with the massive firearm.
When not excitedly shooting stuff he
also found great adventure bike routes
on KTM’s new 1090 Adventure R.
Adventure bike nirvana on page 80
OBSTINATE BOLTS NOSTALGIA BARBECUES LOTS OF RC30s
>> Expletives and plenty of brow
furrowing have become standard
for Hugo’s spare time, thanks to
recalcitrant fasteners. Morini
pleasure and pain on page 130.
>> Frustrated by the bikes within
his price range, Mike solved the
problem by simply doubling his
budget. And adding a bit. Sound
financial advice on page 126.
>> The best-ever trackday feed?
We like to think so. Excessive
consumption of meat may have
affected afternoon laps/naps on
our sports group test, page 66.
>> Team Bike rocked up to the ace
Endurance Legends event with
four Honda RC30 race bikes. The
sights and sounds were amazing.
Classic perfection is on page 122.
Hugo Wilson
Editor
MADE BY
Mike Armitage
Deputy Editor
Paul Lang
Art Director
Nigel Grimshaw
Managing Editor
Jonathan Pearson
Off Road Editor
James Haydon
Road Tester
Colleen Moore
Sensible Adult
Mark Graham
Online Auction Consultant
Lois Pryce
Adventure Editor
John Westlake
Contributor
Nicola Lang
Art Editor
Steve Herbert
Art Editor (digital)
Gary Inman
Customs Editor
Mark Williams
Contributor
Ben Lindley
Contributor
6
Contact us: bike@bikemagazine.co.uk or 01733 468099 facebook.com /bikemagazineUK twitter.com /BikeMagazine

BMW Motorrad
7+(1(:%0:5 *65$//

Craic on...
PIC: PACEMAKER (AND THANK YOU JAMES)
8

DUNLOP PROVES A POINT
>> Suzuki haven’t had a great start in British Superbike (see page 14). However, their
new GSX-R1000 proved a staggering thing on the road in our group test (page 56),
and road racer Michael Dunlop clearly agrees. He used his no-nonsense approach
to immediately muscle the Suzuki to the sharp end in first practice for the North
West 200. Third fastest and a 121mph lap straight out the box? On it. Roll on the TT...
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9

New Bikes
with Mike Armitage
Standing at Goddards at Donington as a
greasy teen, the sight and sound of the JPS
Norton rotary battering past everything on
the run to Redgate was the best thing ever. I
can’t help but be excited at a new version...
Spin it
Rotary engines set for 200bhp comeback
REMEMBER THE HAUNTING howl and crazy speed of JPS
Nortons? Fancy a larger, faster, modern version? Of course
you do. The force behind rotary-engine Norton racers was
Brian Crighton, who currently develops rotaries for drones
at Rotron, which is part of Gilo Industries. Gilo have just
received funds from a big Chinese firm, and this means
cash for Crighton Racing to develop a new rotary bike engine.
Folklore says rotaries are thirsty, dirty and unreliable, but
Crighton has other ideas. ‘NSU cars got rotaries a bad name, as the
rotor tips would jam up with carbon. They do get very hot and can
use oil, but materials have advanced a lot – with our ceramic seals
just the fuel is a good enough lubricant. We’re developing a watercooled
eccentric shaft, which stops any overheating risk and keeps
big-end bearing temperature constant. We’ve run an engine
non-stop for 1000 hours without issue – that’s the equivalent of
twice round the world.’
A prototype bike, the CR700P, has been about for a couple of
years. Nortons were 588cc but wider rotors (up from 68.2 to
80mm) take its compact twin-rotor unit to 700cc, 200bhp and 100
lb.ft, in a bike weighing just 136kg. It still uses old Norton bits and
a belt primary drive however, so the motor is being completely
redesigned with new cases, gear primary, the water-cooled shaft
and a bespoke gearbox. Rotaries use ports, similar to a two-stroke,
and the fast-opening exhaust gives a ‘crack’, making them hard to
silence; however Crighton is confident of meeting Euro 4 emission
regs with catalytic convertors and a high-volume silencer.
There’ll be a second prototype this year using the all-new
engine, followed by pre-production models for on-track
development with ‘top riders’. 100 premium-price trackday bikes
are planned for next year, with a road-going version to follow, and
ultimately a range of bikes. ‘It’s a two to three-year project,’ says
Crighton, ‘but I won’t launch it until we’re ready.’
‘The plan
is for 100
trackday
bikes... then
a range of
road bikes’
Norton’s £3 million boost
>> Confident, self-assured manufacturer
Norton have received a £3 million loan
from Santander. The Castle Doningtonbased
outfit had £2.65 million in funding
from the banking giant’s corporate and
commercial arm in 2015, when they
were also awarded £4 million from the
Government. Norton currently make
500 or so bikes a year, and say this new
funding will pay for the tooling, stock
and manpower to put the new V4 into
production, and triple the amount of
bikes they can churn out. They reckon
this will generate around 40 new jobs.
10
The £68k Beemer
>> BMW’s HP4 Race is the production version
of the carbon-framed S1000RR seen at last
year’s shows. ‘Production’ doesn’t mean
‘road’, mind – it’s track only. Frame, adjustable
subframe and wheels are carbon, the 212bhp
engine is like factory race bikes, and Öhlins
suspension is as used in MotoGP. It’s just
171kg ready to go. There’s also a befuddling 15
levels of traction control, and wheelie control
you can set for each gear. They’ll make 750 at
£68,000 each – £4k less than Ducati’s roadlegal,
same power, even lighter Superleggera.

UK’S BIGGEST TEST
KAWASAKI
Chooser
Z1000SX
? ?
2500 tough miles. Page 92
Your showroom steals and dealer delights...
Slashed by £459
Hanway Scrambler
>> Hanway are new to the UK, built in
China by the outfit who make scooters
for popular brand Scomadi. The goodlooking
Scrambler is 125cc with a fine
spec and list price of £2371 on the road,
yet Wildcat Scooters (01633 549545)
already have it at £1912 ready to roll.
That’s a hefty 20% off a bike that’s only
been available for a couple of months.
Down two grand
Honda Gold Wing
>> Honda’s legendary whopper was
forty years old in 2015. To celebrate
there was a 40th Anniversary limited
edition with special details, fancy key
fob and that kind of commemorative
whatnot. They were 26 grand two
years ago, but huntsmotorcycles.co.uk
have one left at £23,999. They’ll do you
a nifty PCP deal on it as well.
£450 off + free bits
Yamaha XSR900
>> Toddle off to Bransons Motorcycles
(01935 474998) and they have Yam’s
rather excellent XSR900 in Rock Slate
Blue for £7849 (plus on the road). That’s
one of the finest road engines ever,
staggering agility and retro cool for
£450 off list. They’ll also do you threefor-two
on official accessories. Make
sure you get the seat hump.
£1600 reduction
KTM Freeride 250R
>> Part enduro, part trials bike, the KTM
Freeride is unique. Its undersquare
249cc two-stroke single is tuned for
flexibility and torque, and the superlight
chassis (just 92kg) is oh-so nimble.
At fowlers.co.uk a 2015 model is £4499
– a handy £1600 off this year’s nearidentical
version. That’s a lot of money
for green-lane fuel and fully synthetic.
Not coming to a bike
meet near you
Here, have £850
H-D Forty-Eight
>> Harley’s Forty-Eight is bang on trend
and one of our favourites in their lineup.
They have ‘deposit contributions’
across the range, so stick £1000 on a
PCP and the dealer adds £850 too,
making a new Forty-Eight just £117 a
month. Given H-D’s amazing residuals
you might even make money.
Up by £23,826
Suzuki RG500
>> Bought for £4174 in 1985, we found a
Suzuki RG500 on a certain auction site
that’s lived indoors all its life, shows
just 28 miles from its PDI and still has
protective wrapping on its exhausts.
Yours for £28,000. We’re going to buy a
load of current bikes, sit on them for 30
years then buy an island on the profit.
11

First Ride
Harley-Davidson Street Rod
More power and a sharper chassis bring the Street to life…
By Roland Brown Photography Stefano Gadda and Lionel Beylo
H
ARLEY-DAVIDSON HAVE BEEN listening to their
its shape giving a hint of American muscle-car. Paint quality
customers. Or it seems that way as I’m gunning the new seems fine, in a choice of black, grey or olive green, but some
Street Rod out of another bend on the twisty road near detailing including the messy wiring could be better.
Coin in southern Spain. The Harley has just braked hard Basic switchgear and non-adjustable brake and clutch levers are
and flicked into the turn with a scritch of right footpeg. further evidence of cost-saving. The near-flat drag bar gives a
Now it’s feeling taut and stable as its liquid-cooled V-twin suitably aggressive feel but the riding position is strange, the low
engine fires the bike out of the turn with a respectably strong seat combining with quite high footrests to give a feeling of
surge of acceleration.
knees being in your armpits. The right footrest is immediately
This is the sort of spirited performance plenty of Harley
above the exhaust pipe, putting the rider’s foot in a slightly
enthusiasts asked for in 2015, when the Street 750 was launched. unnatural position, resting on a heel-pad on the pipe.
That bike was well received and has sold more than 35,000 units, Keyless ignition makes starting easy, and fuelling is sweet. But
but plenty wanted more. Many were impressed by Harley’s neutral can be hard to find, and in town the bar-end mirrors give
sporty, Street-based concept the RDX800, which featured a bikini a good view at the expense of making the bike wide. On the open
fairing, drag bars, humped seat, uprated suspension and racy, road the Street Rod is enjoyably lively, pulling reasonably
sticking-out air filter.
strongly through the midrange before kicking harder at higher
Two years and plenty of enthusiastic feedback later, the
revs, with an endearingly hollow sound.
production Street Rod includes those features, plus a few more The Rod’s extra top-end power helps make it much more
besides. Its 749cc, sohc eight-valve Revolution X engine is tuned entertaining than the Street. It quickly puts 90mph-plus on the
with new cylinder heads, higher-lift cams and increased
analogue speedo, with maybe 20mph in hand. There’s sufficient
compression. Dual throttle bodies, a bigger airbox and new midrange for overtaking, too, although not so much that a
exhaust help boost torque by ten per cent and peak power by 20 down-shift doesn’t sometimes help. The 60-degree V-twin is
per cent, to about 70bhp at 8750rpm.
generally quite smooth, though there’s enough tingle through
The chassis is also uprated, combining a revised steel frame the bars to numb hands.
and longer swingarm with new suspension and notably steeper At 238kg wet the Rod is five kilos heavier than the Street, but
steering geometry. Forks are 43mm upside-down units, replacing its steeper geometry means it seems lighter. Its superior
the Street’s gaitered 37mm legs. New shocks feature remote suspension helps it feel better balanced than the basic 750 when
damping reservoirs, though they’re still adjustable only for it’s being cranked through a smooth turn with footrest tip
preload. Wheels are 17in with fatter Michelin tyres. Front brake scraping. Bumpy bends are less fun, as the suspension sometimes
spec is doubled, by a second 300mm disc and twin-piston caliper. struggles, generating a slightly vague feel.
The air intake sticking out on the engine’s right
Starting at £6745 it’s well priced, costing only £750
contributes to the visual impact,
more than the Street 750. That’s good value for a bike
that is a step up in most directions, including power,
handling, braking and sheer desirability. Not for
the first time, listening to customers’
requests has proved to be a very useful
tactic for Harley-Davidson.
12
Michelin Scorchers:
giving good grip

SPECIFICATIONS
Price £6745 in black, £6995 in
grey or green Engine 749cc,
liquid-cooled, 8v transverse
V-twin Power 70bhp approx
Torque 47.9 lb.ft Top speed
120mph (est) Rake/trail
27˚/99mm 9mm Wheelbase 1510mm
Wet weight 238kg Seat height
765mm Tank size 13.1 litres
Economy 50mpg (est)
Colours black, grey, green
Availability ility Now
Bike verdict Slightly quirky
V-twin that lacks raw Harley
charm but looks cool, is fun to
ride and doesn’t cost the earth.
Bike rating 7/10
‘A step up in most directions, including
power, braking and sheer desirability’
No that isn’t our
out-of-ten
rating
Let’s colour
match the
springs to the
indicators.
Right
Liquid cooled
engine can’t
provide the
character of
past-life
V-twins
13

Racing
with James Haydon
In my time I’ve been involved in
developing race bikes and so I have some
sympathy with Suzuki and Honda over
their current poor performances. But they
need to get on top of it. And quickly…
Double trouble
Suzuki’s new
GSX-R1000 and
Honda’s new
Fireblade are
still struggling
and failing to
live up to their
hype. Here’s
why...
PICTURE: SUZUKI
Sylvain Guintoli
ahead of Dan Linfoot
at Oulton Park on new
Suzuki and Honda
THE DAYS OF a manufacturer launching a new bike and
being on race pace straight away seem to be over, as Honda
and Suzuki’s ongoing struggles with the Fireblade and
GSX-R1000 show.
I’ve developed new bikes such as the Honda RC45 and
Foggy Petronas in BSB and WSB and it can be really
demoralising. Sometimes you get lucky and things work well
straight out of the crate, but generally it comes down to how much
development work the factory have done on-track before
launching the bike – and what parts they then make available to
riders. As the parts start to come through, bikes tend to come
on-song, but you can be stuck without any new parts for so long.
Of all the manufacturers Ducati seem to be the ones who can
bring out a race-ready bike, even though the Panigale took time to
develop. The 999 was fast straight away, as were the 1098 and 1198,
because Ducati clearly do their homework on the track.
I’ve heard Japanese industry is still struggling to catch up after
the earthquakes of a few years back, and that’s partly to blame for
the new Fireblades being so late to arrive. I don’t know how much
truth is in that, but it does kind of make sense.
I spoke to Stewart Hicken (Hawk Racing team boss in BSB) about
the GSX-R1000 and he said the engine is fantastic – if anything it
has too much grunt – but he received the bikes so late and it takes
so much time to set them up to work with the BSB-spec
electronics. Even though electronics are limited in BSB, you still
have to get things like corner entry feel and throttle feel just right
to go proper fast. That’s what Sylvain Guintoli is struggling with
and that’s what the team is working to get right. Stewart also said
he’s still waiting on all the kit parts to come through from Japan –
which is why Guintoli is in 14th place in the championship.
Jason O’Halloran seemed to turn a corner with the Fireblade at
Oulton Park and took his first podium. He told me his biggest
problem has been trying to get the throttle connection right (we
struggle with the road bike too – p56). The team are also
developing their own swingarms and other parts, and that takes
time. He said corner entry feel has been a nightmare, with the bike
backing in and feeling completely unsettled. The fly-by-wire
system (new to the Fireblade) has been really inconsistent too, but
O’Halloran says they’ve now found something to improve that.
Under the old BSB rules Honda would have had a kit ECU that
would have worked well straight away but teams are now having to
set their bikes up to work within the really strict parameters of the
standard-spec electronics package. That’s why it’s so hard for a new
bike to be fast straight out of the crate.
In WSB you’re allowed more freedom with electronics but that
brings another problem for the Ten Kate Honda team. With
Kawasaki and Ducati having their packages so finely tuned, it’s just
so hard for any new bike to catch up to where they’re at.
14

Rea vs Davies
>> It was great to see Chaz Davies and Jonathan Rea having a proper
spat in Parc Ferme at the Assen WSB meeting! That championship
needs a bit of ‘handbags at dawn’ to spice it up and Davies’ insults and
swearing were just the ticket. I’m sure Rea didn’t mean to get in his way
during Superpole but it was certainly entertaining. More please!
KAWASAKI RACING
Boastie beats Guy at
Scarborough
>> We’re all really excited about the TT, and seeing how Guy
Martin’s going to go on his return. Long time Bike tester and
contributor Peter Boast has been racing on the Island for a long
time and because they’re both from North Lincolnshire he knows
Guy well. While we were doing the sportsbike test (p56) at
Rockingham for this issue he told me this nice little tale.
‘Guy comes along to my flat-track school quite regularly for a bit
of a ride around. I always beat him on dirt, but last time he beat me
and he didn’t let me forget it. “It’ll be the only time I beat you
Boastie, so I’ll make the most of it.” Which is fair enough.
‘A couple of weeks later he was racing at Tandragee in Ireland,
trying to get some race time on the Honda before the TT, but he
crashed out on the first lap. So he didn’t get much time on the bike.
‘Racing at Tandragee happens on the Saturday, so they slung the
bike in the back of the van and were at Scarborough on Sunday
morning for the Spring Cup races to get a bit more track time. I was
there too, racing a 2013 Superstock-spec Honda Fireblade, so we
ended up in the same race.
‘He had to start from the back of the grid because he hadn’t practiced,
and he was only there for a bit of a ride around to get the feel of the bike,
but I beat him by one place and about 15 seconds. So after the race I
made sure I told him about it. Well, I might not get another chance. ‘
Like Guy, you can benefit from Pete’s flat-track training at…
Flattrackschool.co.uk
PICTURE: ALAN HORNER
Bike’s own Pete Boast
on his four-year-old Blade.
Famous bloke somewhere behind
Haslam junior
muses on a
potential triple
‘Guy comes along to my flat-track school quite regularly for a bit of a
ride around. I always beat him on dirt, but last time he beat me’
PICTURE: KTM RACING
What’s Danny Kent
playing at?
>> I like Danny Kent a lot but I think he’s made a
crazy move walking out on his team after just
two rounds of the Moto2 world championship.
Racing’s hard sometimes but you have to just
get on with it. Walking away from a team and
blaming the bike – especially when your teammate
puts it on the front row at Jerez –
will ensure a lot of doors are now
closed to him in the future. The
Red Bull KTM team are to give
him another chance in
Moto3 but many think
that’s just to assess
where their bike is at
because it’s been
struggling this year.
And there’s an age limit
in Moto3 so Danny can’t
spend his life riding around
in that championship so it’s hard
to know where he’s going to go.
EVENTS
They’re all riding distance, so there
are no excuses this time…
>> 21-23 July
British Superbikes,
Brands Hatch
The full Brands Hatch GP
circuit is one of the most
spectacular on the BSB
calendar and local hero
Shakey Byrne is the man
they all have to beat. Expect
fireworks.
britishsuperbike.com
>> 4-6 August
Czech Republic
MotoGP
The Czech Republic isn’t so
far to ride to, especially
since you’ll be rewarded
with a MotoGP race when
you get there. Because of its
central location it draws
massive crowds from all
over Europe so the
atmosphere is terrific.
motogp.com
>> 6-12 August
Ulster Grand Prix
The Ulster is the last of the
big three international road
races of the year in the UK
and it’s also the fastest
circuit in the world so don’t
miss your last chance to see
Michael Dunlop and Ian
Hutchinson go head-tohead
in 2017.
ulstergrandprix.net
15

Classics
with Mark Williams
Dubbed ‘the Two Wheeled Trip’ when
launched in 1972, Bike pre-dated Zen & The
Art of Motorcycle Maintenance by two
years, but the passing of Robert Pirsig is a
reminder that the spirit of both endures.
Pirsig and son with
well loaded Honda,
somewhere in the
Mid-west USA
Zen & Now, R.I.P.
Robert M. Pirsig, whose semi-fictional masterpiece inspired thousands to take to two
wheels and influenced many more already onboard, passed away in AprilÉ
YOU SEE THINGS on a motorcycle in a way that is
completely different… In a car you’re always in a
compartment, you don’t realise that through the car
window everything you see is just more TV. On a
motorcycle you’re completely in contact with it all, you’re
in the scene, not just watching it and the sense of presence
is overwhelming.’
So wrote the late Robert M. Pirsig in
Zen & The Art Of Motorcycle Maintenance,
a book that exemplified the wide-eyed,
post-hippie zeitgeist that was changing
the world, even the world of biking, all
the way back in 1974.
Essentially chronicling an epic ride
from Minnesota to California made with his 11-year-old son and
two friends, it was awash with insights and observations prompted
by their progress and their machines – Pirsig’s was a Honda CB77 –
doubling as a sort of easygoing philosophy manual for the
ideologically amused and bemused. Initially rejected by 121
publishers, Zen & The Art was beautifully written and despite its
frequent allusions to Greek and Indian mythology, entirely
accessible – especially to a generation discovering values very
16
‘I go on living more
from force of habit
than anything else’
different to those of our parents. Lauded by literary
critics as well as young bikers whose attitudes it
kindled if not articulated, it went on to sell over five
million copies and remains in print today.
Although a young genius with an IQ of 170 and a
masters degree in journalism, the outwardly shy
Pirsig was plagued by
mental illness and
further suffered when
his son was killed in
1979 by muggers –
ironically outside San
Francisco’s Zen Centre. Afterwards Pirsig
wrote, ‘I go on living more from force of
habit than anything else,’ and later editions of the book include an
epilogue which poignantly melds his sense of tragedy with the
importance of the simple truths that he believed in.
And for those of us who are still in the habit of wielding
spanners, this self-trained technician-cum-philosopher wrote that
motorcycle maintenance, ‘is really a miniature study in the art of
rationality itself.’
Amen to that, and to Robert.

Multi bike cover
>> A new addition to my shed of shame meant upgrading
my insurance but bike specialists Carole Nash still offered
the best multi-bike policy. Hitherto all my bikes were 30+
years old, i.e. ‘vintage’, but my latest is a 1993 ‘classic’,
requiring a modest price hike overall but cover includes
foreign travel, low excess and riding mates’ motorcycles.
World continues to go mad
>> Just how silly the classic bike market has become was illustrated
when Bonhams auctioned a 1987 BMW R80G/S – which ‘requires
re-commissioning’ – for £14,375 at the Stafford Show in April. ‘Silly’
because although this was a fairly rare and genuine Paris/Dakar
version of the air-head enduro introduced in 1980, until quite
recently the same model was fetching £5-7k, and a standard G/S
commands much less than that.
At that same sale, Bonhams hammered out various Vincents,
Brough-Superiors and even a Velocette racer for six-figure sums.
Among the more modern machinery an unused and still boxed
1998 MV Agusta F4 ‘Serie Oro’ made £36,800. Number eight of a
limited run of 300 bikes that re-launched the MV marque its 1998
list price was £24,000, giving a £12,800 return on a 19 year
investment. Of course the lucky new owner will be leaving it in the
case rather than enjoying it on the road. Shame.
Don’t fret. There’s still lots of good value stuff out there.
Another one
doomed to the
collector/investor
scenario
All-new SW-Motech
EVO Footrests
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WILLIAM MORROW
EVENTS
To Scotland, Spa and Sussex
>> 11 June
Loch Ness Rally,
Scotland
A chance to explore some of
Britain’s most beautiful riding
country with a 75 mile run
around Nessie’s shorelands
combined with prizes for
various categories of classics.
Food, drink and local
accommodation all catered
for at a friendly event
established over a quarter of a
century ago.
highlandclassic
motorcycleclub.org.uk
>> 30 June – 2 July
Biker Classic, Spa
Built around the Belgian
Classic 350 and 500cc Grand
Prix, this is a justly popular
destination for more
adventurous classic riders
from across Europe. Included
are a fabulous GP parade,
Classic Superbike Masters
race with numerous racing
heroes on hand, a custom bike
‘village’, a rock concert, and
plenty of camping and
camaraderie.
bikersclassics.be
>> 16 July
South of England
Classic Bike Show,
Ardingly, W. Sussex
Easily accessed from greater
London, this is an undercover
celebration of all era classics
including a vast outdoor
autojumble, lots of club stands
and a wide range of food
including a free-range hog
roast and an Italian smokerie.
That’s July sorted.
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Customs
with Gary Inman
I’ve been elbows deep in my Harley Sportster,
fitting new Wiseco pistons and S&S barrels
and cams, and having to buy more imperial
tools to work on the American iron. Thanks
goodness for Clymer manuals.
Bike Shed’s new
custom saddle range
splitting opinion
View from The Shed
Since its start back in November 2011, as a blog, London’s Bike Shed has seen radical
changes in the UK custom scene. Founder Dutch van Someren looks back and forward
PEOPLE ARE SO fed up with virtual living
they want things that are more
experiential, they want adventure and
getting on a motorcycle delivers that.’ So
says Anthony ‘Dutch’ van Someren –
founder and spokesman for the Bike
Shed. ‘There are bigger things going on and bikes
cross into that world. If you can get around a city
on a bike that’s great, but if you can do it on
something cool that’s even better.’
Bike Shed started as a blog, then became a
show in 2013 and later a venue. Arguably Dutch,
and his fellow Bike Shedders, are ground zero for
the UK’s burgeoning urban custom scene. They
know what the landscape looks like…
Dutch’s background as a creative director for
TV channels such as MTV and the Extreme
Sports channel cannot be underestimated. ‘It was
18
Barber-ism
all about being authentic,’ he says. ‘I extended
those sensibilities to The Bike Shed, so the best
thing for a brand is to not fake it, make it good.
That was easy because I’d been a biker all my life,
all I had to do was stuff I really liked and that my
mates, my wife, cousin and brother all liked. We
were all bikers, so if we liked it probably other
people would too.
‘Modification and customisation have become
part of everyday life, and bikes really encompass
that,’ says Dutch. ‘I also think the bearded
tattooed hipster thing will go away. But I don’t
think the discovery of enjoying bikes for a
different reason will.
‘The scene in 2013 was different to now. Some
motorbike cultures are very silo’d, very separate.
“We’re the streetfighter crew” or “We’re the
Swedish chopper gang”, but our scene was more

BIKE’S DEBUT
>> Bike Shed 2017 sees the debut of Bike’s very own, fresh out
of the workshop, custom project (Bike, June 2017 and p126 of
this issue). Built with Down & Out Café Racers and Yamaha
themselves it’s based on Yamaha’s current XSR700. Surely it’s
worth the ticket price on its own. Expect the unexpected…
New coffee
machine looks
the part. Flat
white and red
anyone?
‘Customisation has become part of everyday
life, and bikes really encompass that’
Underneath
the arches, as
they say
openly creative. It went from being about café
racers and Brat Style-inspired Jap bikes, to being
about the flat track scene. Then it embraced
street scramblers. People were being creative.
‘What helps make this phenomenon is that it
keeps attracting new members. So from where it
was then, a niche of builders, now it’s a whole
bunch of enthusiasts who can turn up on a 125
Herald on L-plates and feel like they’re part of
something special and different.
‘If someone walks into the Bike Shed,
Shoreditch with an open-face helmet and a
Belstaff jacket, I don’t know what they arrived
on. They might be riding a Mutt, they might be
on an old cheesegrater FireBlade. The custom
style and the mainstream style is becoming
homogenised and becoming more about
camaraderie and people, and a little bit about
style, fashion and adventure.
‘For me it’s always evolving,’ says Dutch.
‘I think it’s amazing that the mainstream
manufacturers have spent the last four years
developing whole generations of bike platforms
to serve this market. They must have long-term
legacy built into those bikes, so that has to be
supported. And people are buying them. The
When it comes
down to it,
it’s all about
the bike
scene is growing around it so I see something
bubbling and developing.’
It’s clearly a subject Dutch has well reasoned
thoughts on and he hasn’t finished yet. ‘I
think there are a couple of things that make
this bigger than a bubble. One of them is
when your biking persona becomes the same
as your everyday persona. In the old days
people would have a work persona, they’d
turn up to work in a suit and at weekends
they’d dress up as a Power Ranger and go out
on their R1, or dress up in their fake colours
and go out on their Harley. Nowadays you can
turn up to work in a Belstaff jacket on your
Bonneville. It’s a lot more blended now, that’s
the real you. It’s not so tribal. The other thing
is getting away from performance and
enjoying riding for the sake of riding. Bikes are
now fun and being a biker is no longer a badge
of being a weirdo.’
The lastest Bike Shed show happens 26-28
May, Tobacco Dock, London. Like all these
things time only will tell if the Bike Shed
vision has legs, but it only seems to be going
from strength to strength. You’ve got to doff
your open-face helmet to that.
EVENTS
The show season
now in top gear…
>> 10-11 June
Café Racer Festival
Montlhéry, France
Blast to the far side of
Paris for the fifth edition
of this wonderful meeting
at one of Europe’s most
evocative old circuits.
Custom and classic bikes
and specialist traders
galore, on track action all
day, sprint racing and
more. Très bon!
caferacer-festival.fr
>> 22-23 July
Assembly Chopper
Show, House of
Vans, London
This new traditional
chopper show promises a
taste of Southern
California in London. The
line up is a who’s who in
the hip chopper world.
Names to drop: Max
Schaaf, Wretched Hive,
Loves Cycles and Brat
Style (the original Brat
Style, no less). What’s a
traditional chopper? ’50s
and ’60s style, Pre-Easy
Rider, short and low,
Panheads with ornate
paint, but not a lot of
chrome. For pre-show
research watch Roger
Corman’s classic B-movie
Wild Angels.
assemblymotorcycleshow.
com
>> 31 August –
3 September
The Great Mile,
Scotland to
Cornwall, United
Kingdom
Luxury bike luggage
company Malle are
organising a 1000-mile
custom bike rally from
Scotland to Cornwall,
including a hill climb in
Wales, a beach race in
Devon and knees ups
every evening. Where do
we sign up?
Malle-london.com/
the-great-mile
19

Off Road
with Tony Hoare
Former staffer and confirmed shale nut, Tony’s
been watching speedway since before he was
born (really) and has covered the sport for
Speedway Star,
The Times and MCN. His several
attempts at riding have all ended in failure.
That’s the
’way to do it
Speedway: elbow to elbow racing, lots of local tracks, relatively
cheap to get in and it smells great. What’s not to like?
PICS: MONSTER ENERGY AND PAUL LANG
>>Speedway. Is that still going? Yes, though the
diehards would tell you the sport has never been
in a worse state. But the internal politics, petty
jealousies and rule tinkering that upsets regulars
will go straight over the casual observer’s head
and you can delight in the sweet aroma of burnt
methanol and castor oil while dedicated pros
sprint around a shale oval. The riders themselves
are more professionally presented than they’ve
ever been and the spectacle of a good speedway
meeting is as exciting as ever.
>>Why should I go now? A trip to the races on a
warm evening is one of the best ways to get up
close to bike sport. There are 27 tracks across
England and Scotland, spreading from Plymouth
and the Isle of Wight in the south to Edinburgh
and Glasgow north of the border, so there’s a
circuit close to the majority of the population.
The season is hitting its stride
now with riders warmed up but
not yet knackered by the hectic
travel-race-travel schedule.
>>What should I expect? The
majority of meetings in the UK
are league matches between
seven-man teams representing
their clubs. Team strengths are
controlled to make sure the
richer clubs can’t mop up all the
talent and run away with the league
championship. Each of the 15 four-lap heats is
contested between four riders, two from each
team. Heat winners get three points, second takes
two and third place gets one point. Points are
added to the team total and the side with the
most at the end of the meeting wins. Riders are
paid on a per-point basis so their mortgage
payment depends on winning races.
>>What are the bikes? The unusual-looking
machines are simple steel tube frames clinging to
a 500cc single-cylinder methanol-burning fourstroke
engine making around 70bhp. The
dominant engine is the Italian-made GM with an
ageing SOHC design that’s at the edge of its
potential and has become fragile. Mechanics
change oil during meetings and service intervals
can be as frequent as every 25 minutes of racing
‘Delight in the
sweet aroma
of burnt
methanol and
castor oil’
time. To counter rising costs, British speedway’s
authorities are encouraging a new engine
developed by Swiss company GTR. The DOHC
engine has an oil pump and, unlike the GM, an
oil filter. GTR’s factory rider Freddie Lindgren
finished 11th in the 2016 world individual
championship on a bike that lasted a whole
season without needing to be stripped down.
Despite the apparent savings, riders are mostly
sticking with their GM engines.
>>Who can I expect to see racing? The days of the
world’s best racers all living and racing in this
country are long gone. As struggling UK teams
have shrunk the pay packets, the elite riders have
switched their attention to the lucrative Polish
and Swedish leagues. British clubs are now made
up of British talent, loyal Aussies and commuting
Europeans who are learning their trade on the
tricky British tracks in the hope
of getting into the Grand Prix
series and snapping up a Polish
league contract.
>>How’s that tattooed Brit racer
doing? You’ll mean Tai
Woffinden, the British-born
racer who won the individual
world championship in 2013
and 2015. He started this year’s
GPs on a downer, missing the
semi-finals in round one, but is likely to contend
for a third world title. If you want to see him in
this country you’ll need to go to the British
Grand Prix as he quit his British league team in
2014, stopped contesting the national individual
championship last year and has now dumped the
British national team as well.
>>Stuff this watching lark. I want a go myself… OK,
there are a couple of schools that can introduce
you to riding a speedway bike. The Honda Ride
And Skid It Course in Buxton (rideandskidit.com)
has a fleet of CG125-engined speedway machines
and a neat way of teaching the knack of sliding
around the turns. If you’d rather get your mitts
on a 500 then the Ride And Slide Dayz
(speedwayridenslidedayz.com) are your best bet,
though our experience says riding the 125 is a
better way of getting a handle on things.
Shale, air fences
and mid corner
argy bargy
British Speedway
GP: it’s the big one
under the closed
roof in Cardiff
20

3
THINGS
TO TAKE
WITH
YOU
A PEN Filling in the racecard is a
major part of the attraction for
speedway followers. Joining in will
help you follow what’s going on, and
speedway fans will answer any
questions you have. Just don’t ask for
help while the official result is being
announced as speedway fans can go
into meltdown if they don’t catch the
race winner’s time.
THE FAMI LY Speedway is a friendly
sport and kids will love the blur of
speed and colour. The riders are an
approachable bunch too, which helps
bring the action to life.
AN OPEN MIND Many are sniffy
about speedway, mostly because the
bikes bear such little resemblance to
anything else in bike sport. But watch
and consider the only controls these
riders have are a throttle, clutch lever,
handlebars, a seat and two footpegs.
The way a good rider can make such
an oddball bike dance is inspiring.
EVENTS
The three
must- see races…
>> 22 July
British Speedway GP,
Principality Stadium,
Cardiff, Wales
No other speedway meeting in
the country gets near the
British GP. Crowds of over
40,000 make the Cardiff
pilgrimage to sit under the
stadium’s closed roof and cheer
Woffinden and his rivals in one
of the hidden gems in the
British bike racing calendar. It
marks the halfway stage of the
season-long battle for
individual world championshipp
gold and the intense
atmosphere always draws
compelling performances.
speedwaygp.com
Family friendly, the action is close and the
riders are approachable. Result
>> 1 July
Speedway World Cup
Qualifying Round One,
Adrian Flux Arena,
King’s Lynn
The British team will find life
tough without Tai Woffinden
(who scored 19 of their 32 points
in last year’s final) but the
atmosphere for this meeting is
always lively. The Brits will be
hoping to spring a surprise and
defeat a handy Australian team
boasting GP riders Jason Doyle
and Chris Holder, plus world
junior champ Max Fricke. The
Americans are also in the
meeting so current world
individual champ Greg
Hancock may feature.
speedwaygp.com/
speedwayworldcup
>> 19 June
British Individual
Final, National
Speedway Stadium,
Manchester
After a disastrous first year for
Britain’s new National
Speedway Stadium, life has
settled down and speedway
has retained use of the £8
million venue. In the continued
absence of double world
champion Tai Woffinden, any
one of a number of riders could
win the national championship.
speedwaygb.co
21

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Letters
Bike Media House, Lynch Wood,
Peterborough PE2 6EA
Telephone 01733 468099
Email bike@bikemagazine.co.uk
NEED
NEW TYRES?
EACH MONTH’S
STAR LETTER WINS
PLUS A BIKE
SUBSCRIPTION
FOR A YEAR
Epic action from
Knockhill. And is that
Marquez just out of shot?
S T A R L E T T E R
Concerns no more
BREXIT HAD ME worried. The falling pound making
bikes more expensive, nobody to pick strawberries,
trips to the continent costing a fortune, the queues
we will face getting in and out of the UK while clearing
immigration checks, giving the Scots an excuse for a
second vote on independence, being just a few of the
things keeping me awake at night.
Then things became clear, Nicola Sturgeon only
wants independence for Scotland so she can have a
MotoGP at Knockhill. The circuit may need a little
extension, the cows might have to move off the hill,
but the cost will be offset by the influx of bikers
heading north to watch a second MotoGP.
Once the Welsh and the Irish realise what
independence means for bikers we can end up having
as many MotoGPs as the Spanish do and more than the
Italians when they follow Nicola’s lead.
Now my worries are over, watching Rossi negotiate
Knockhill will remove for ever my concerns over Brexit.
Bob Deane, Oxfordshire
Brilliant. See you at Knockhill for the 2019 Scottish Grand Prix – HW
Trouble with birds
Royal Canadian Mounted
Police (RCMP) found over 2000
dead crows on Alberta
Highways over the past
weekend. A pathologist
examined the remains and, to
everyone’s relief, confirmed the
problem was NOT Avian Flu.
The cause of death appeared to
be vehicular impact.
By analysis of paint residues
it was found that 98% of the
crows had been killed by
impact with motorbikes, while
only 2% were killed by cars.
The RCMP hired an
Ornithological Behaviorist to
determine if there was a cause
for the disproportionate
percentage of motorbike versus
car kills.
The Ornithological
Behaviorist quickly concluded
that when crows eat road kill
they always have a look-out
crow to warn of danger. They
discovered that while all lookout
crows could shout ‘Cah!’
not one could shout ‘Bike!’
Mike Harrison, Canada
Value
I read your headline story piece
(Bike
, June 2015) on ‘Value
Bikes’ with interest, right up
until the point I realised there
were no great used bikes, or
underpriced new models, or
keen cash deals. After a lot of
flicking through the smaller,
cheaper pages in the middle of
the magazine filled with
sub-prime finance fodder, it
seems that’s all there is to
biking these days. Save up a bit,
rent it for a bit but don’t
dare go over the mileage
allowance, cash it in
having hopefully saved up
for the next deposit. Or
maybe not. That’s not
value, that’s another
financial crash waiting to
happen. But I love the
magazine anyway.
Bill Payden-Full
The pick of the best deals
always in Mike Armitage’s
Chooser feature, this
month on page 11 – HW
Expanded
vocabulary would
have prevented all this
Dissolving Triumph
Found your Thruxton R long
term report interesting,
especially about having to
refurb the wheels after winter. I
have a Bonneville T120 and am
an unashamed summer rider.
I went out and followed the
sun for a couple of hours, riding
through inevitable British
showers so the bike came back a
bit mucky. Like you I didn’t
wash it for 24 hours. Couldn’t
believe my eyes the amount of
corrosion on the crankcases
and rust pitting on the back
wheel. Any salt on the roads
would be pretty diluted so why
such damage? It looks like it’s
done 50,000 miles, not 500.
The chrome is poor and the
engine covers are bare brushed
aluminium and obviously
vulnerable – just not good
enough Triumph. The dealer
was not interested suggesting
I powdercoat them myself and
was also condescending over
other issues with the bike.
I could put up with the other
problems as ‘character’ but to
have it dissolve in front of me
and no dealer support is too
much so it’s for sale as I type.
I’ve just moved into a Bloor
home – hope it’s better built
than his bikes.
Andrew Knight, email
HOT
100
DEALS
2 0 1 7
FROM HONDA NC750X (£45.53 PER MONTH)
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23

Letters
Bike is also
available on iPad
and Android
Enjoy Bike magazine in its ALL-NEW
digital format: now easier to use.
Spot the difference
Fantastic to see the new Honda
CR450 has a 2.7mm lower
centre of gravity: that’ll make a
world of difference. I really
must get one now. However did
we cope with the old model?
Trouble is, the cost of doing this
lowering will now be passed on
to the customer who will never
notice the difference.
Alan Clarke, Llandeilo
On the level
Nice to see Martin Fitz-Gibbons
so excited about the 2017 BMW
GS’s ‘new self-levelling preload’
(Bike
, May 2017). He is too
young to remember the
‘Nivomat’ shocks available for
BMWs way back then: self
levelling and with no
electronics in sight, brilliant
shocks. Progress?
Richard Taylor
Yeah, niveau and automatique:
nivomat. Simple and clever – MG
Diversity is the spice
of life
I understand that a mainstream
motorcycling magazine needs
to be about brand new bike
tests, PCP deals and the trip
you’ll make this summer and
Bike reflects this brilliantly, but
the first pages that I read every
month are the nonsense in the
back of the magazine in which
the Bike team talk about
dismantling RC30s, Harley-
Davidson camshafts, trips to
cafes and riding off-road. I have
no great personal interest in
MZs or Aprilia Falcos,
customised Honda Super
Dreams or (heaven forbid)
Harley-Davidson Shovelheads
(is that a description of the
designer?) but I love those
pages, it’s like talking to a
bunch of mates down the pub.
Please keep buying rubbish
bikes (and RC30s) and writing
about them. I’m hoping to get
to the Bol in September, why
not ride down there on your
old nails to give me something
to overtake on the Route
Napoleon.
Chris Jones, email
24
Annoying
Some helpful hints
Here are some tips...
• Buy the biggest and fastest
bike you can.
• Max it out at least twice.
If you get caught doing this it’s
your own fault.
• Don’t speed in towns or
villages.
• Do speed everywhere else.
• The more miles you travel the
better you get.
• Take it easy early in the
season.
• When stopped by the police
taking the piss earns you
maximum points with the lads.
• When stopped by the police
taking the piss earns maximum
points for your licence (tough
choice).
• Always wear decent gloves.
• Always use a matched pair of
tyres – cheap tyres are not a
bargain.
• A sports exhaust sounds nice.
• A really loud exhaust gets on
everybody’s tits.
• Be seen.
• Don’t be seen to be a twat –
the plastic cop riding the
Honda Pan with police style
markings, black leathers and a
high viz bib with the word
POLITE on the back – that’s
annoying.
• Most of all enjoy the ride.
Alan Harrison, email
Good to be out there
I don’t think last winter was
especially bad was it? But for
some reason it felt like it lasted
forever. I don’t ever remember
being so pleased to get back out
on a bike and onto dry tarmac
for a proper ride again. I’m off
to Scotland next week. Here’s to
the summer of 2017, let’s hope
it’s long and hot.
Tony Railton
Keeping it wheel
>> Your May issue is a crystal clear reminder that Bike is
holding the torch for actual, real, no-bullshit
motorcycle journalism, in a world of fogged-visor
clickbait, big budget press junkets and a decades-long
print editorial budget squeeze. Special mention for the
Street Triple feature, which was both technically robust
and robustly critical. Long may it continue.
Mark Hucke, London
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Decade
of dominance
Ten years as Britain’s best bike. Well, yes. Must be time for a sunny
thrash on the stripped-back original and latest high-tech RS…
By Mike Armitage Photography Jason Critchell
ABOVE ALL IT’S the smiles. Yeah,
the Street Triple has always been
celebrated as a fits-all-folk
masterpiece – it feels like every
magazine in the world has got
frothy about how it’s brilliant for
everyone from newcomer to trackday
headcase. And it’s all true, of course; even
the bits they made up. However, it’s the
way Triumph’s three-cylinder naked breaks
a toothy beamer across even the most
grizzled, miserable face that makes it so
addictive. There’s not another motorcycle
that spreads cheer like the Street.
Summer 2007 and we know there’s a
naked version of the Daytona 675
sportsbike on the way. A no-brainer, as
they say. We’re working on our Bike of the
Year issue and amazingly I somehow
persuade Triumph to allow me a sneaky
ride of the new bike, ahead of its launch, so
that it can be included. I can’t say we’ve
ridden it (Triumph don’t want to annoy
other publications going on the official
ride) so we make up a story about hearing
what it’s like from ‘a trusted and habitually
sceptical foreign journalist’.
I’m the first person outside Triumph to
sample the bike, and it’s a ride that I’ll
never forget. Firstly because Triumph’s
accompanying test rider is a lunatic,
encouraging loopy pace on leafy
28

STREET TRIPLE THEN AND NOW
29

STREET TRIPLE THEN AND NOW
Leicestershire lanes and pulling massive
wheelies everywhere; and secondly because
the bike is fabulous. It’s instantly apparent
the Street Triple is so much more than a
torn-down Daytona. Developed as a bike in
its own right, the 675cc triple has a heady
blend of flexible thrust, fruity soundtrack
and mischievous power. Handling is
effortless and light, the suspension and
brakes delivering a performance better
than the spec list promised, the ergonomics
making you at home straight away. And my
smile is wide. ‘Docile at low speed, comfy,
predictable and reassuring, but with a
naughty streak to shame even the loopy
Speed Triple,’ says my foreign-accent test.
‘I’d place an order now…’
Fast-forward ten years, and bobbing
along similar sun-dappled roads this
original Street creates that same grin. The
bike’s balance is cock-on – the free-revving
triple, agility, riding position and running
gear function and complement each other
perfectly on a British B-road. Sporty,
without being hard and demanding;
simple to ride, yet rewarding when pushed.
And geared for blatting between bends, not
chasing lap times.
Bike’s art bloke Paul Lang had one of the
first bikes at the start of 2008, and is
instantly back in lust. ‘I loved that bike. It
just seemed to do everything well, and was
always fun. It feels as great today. Just jump
on and tear off, and you’re smiling straight
away – it’s such a happy, encouraging and
usable motorbike. Only now it’s also got
the benefit of being a classic – the twin
lights, dustpan cowl and burbling twin
pipes are instantly Street Triple.’
Classic? Yes, I’ll give him that. However,
I also agree with his opinion that the latest
Street Triple is better looking. ‘It’s not just
the more purposeful stance,’ says Langy.
‘Check out the cast subframe, slimmer seat
and bar-end mirrors, and details such as
the swingarm pivot and discreet logos
everywhere. It’d look better in my garage.’
This is the RS – the range-topping,
electronic-laden, 121bhp version of the
new 765cc Street Triple – and so there are
other blingy adornments including a
widescreen colour dash with six (yes, half a
dozen) display options and the gold glint of
an Öhlins shock. You can still tell
immediately that it’s a Street Triple, of
course; from the look and sound of the
engine, the noise from the new low-slung
pipe and even the riding position, which is
actually surprisingly close to the original.
The ’bar height and width are identical.
But the RS feels quite different. Even
pushing the bike about it feels heavier, not
because it is but due to the extra weight
placed on the front end by the sportier
chassis set-up. Suspension is stiffer, and
the longer, slightly more sloped seat gives
a more aggressive riding attitude (helped
by the streetfighter look from the bar-end
mirrors). The four-pot brakes have bite the
old two-pots can’t muster, too. Then
‘The 675cc triple has a heady blend of
flexible thrust, fruity soundtrack and
mischievous power. Handling is effortless’
HOW TO SPOT ONE Every Street Triple and how much to pay for yours…
>> 2007-2012 Street Triple
The first. 675cc, 97bhp (claimed
107), 189kg. Twin round lights,
underseat cans, two-pot sliding
calipers. From £2800
>> 2009-2012 Street Triple R
Same basic spec as base bike,
but R has adjustable suspension,
sportier geometry, four-pot
brakes. From £3000
>> 2013-2016 Street Triple
Evolution. 6kg lighter. Taller first
gear, more weight on the front to
add sportiness. Angular lights,
belly exhaust. From £4500
>> 2013-2016 Street Triple R
More adjustment, four-pots, but
less different to the base bike
than previously. Red accents
mark it out. From £4750
30

Latest RS’s hi-tech
digital information
access point…
… but there’s just
something
proper about a
round gauge
with a needle
You’d
never have
imagined this
pairing 20
years ago
Green: the
connoisseurs choice
Then: the best bike
we’ve ever ridden.
Now: not quite
>> 2015-2016 Street Triple Rx
The R model, enhanced with
Daytona-style seat unit, belly
pan, flyscreen, matt silver paint
and red wheels. From £6500
>> 2017 Street Triple S >> 2017 Street Triple R >> 2017 Street Triple RS
New 765cc engine, 111bhp,
Showa suspension, less weight,
Speed Triple dash, two modes.
From £8000
Sportier than S, with 116bhp,
adjustable suspension, big
brakes, traction control, more
modes. From £8900
Raciest Street Trip’ ever. 121bhp,
flash Brembo brakes, Öhlins
shock, quickshifter and more
electronic stuff. From £9900
31

An icon reborn, the latest Africa Twin is built to explore. Its unstoppable 1000cc parallel twin engine
is capable of conquering any terrain, while Dual Clutch Transmission makes it a refined road bike.
CRF1000L Africa Twin DCT
To find out more visit your local dealership
Or go to www.honda.co.uk/motorcycles
5.9% 3 YEAR
PCP
£119 PER MONTH
REPRESENTATIVE EXAMPLE
CRF1000L AFRICA TWIN ABS 17YM OTR PRICE CUSTOMER DEPOSIT AMOUNT OF CREDIT
DURATION
(MONTHS)
36 MONTHLY
PAYMENTS OF
£12,179.00 £3,014.09 £9,164.91 36 £119.00
FINAL PAYMENT
FINAL PAYMENT
INC OPTION FEE
TOTAL AMOUNT
PAYABLE
REPRESENTATIVE
APR
OPTION TO
PURCHASE FEE
EXCESS MILEAGE
CHARGE
INTEREST RATE
PA FIXED
£6,234.38 £6,244.38 £13,542.47 5.9% £10.00 7p 5.68%
PCP Terms and Conditions: New retail CRF1000L Africa Twin (including DCT) registrations from 01 April 2017 to 30 June 2017. Subject to model and colour availability. Offers applicable at participating dealers and are at the
promoter’s absolute discretion. Representative example based on 3 years 5.9% PCP. Excess mileage rate applies. Final payment includes £10 option to purchase fee. You do not have to pay the Final Payment if you return the
bike at the end of the agreement and you have paid all other amounts due, the bike is in good condition and has been serviced in accordance with the Honda service book and the maximum annual mileage of 4,000 has not been
exceeded. Excess mileage rate applies should this be exceeded. Indemnities may be required in certain circumstances. Finance is only available to persons aged 18 or over, subject to status. All figures are correct at time of
publication but may be subject to change. Honda Franchise Dealers are credit brokers, not lenders. Credit provided by Honda Finance Europe Plc. Cain Road, Bracknell, Berkshire RG12 1HL. Honda Financial Services is a trading
name of Honda Finance Europe Plc. a company registered at Companies House No 03289418. Honda Finance Europe plc is authorised and regulated by the Financial Conduct Authority, Financial Services Register number 312541.

STREET TRIPLE THEN AND NOW
there’s the 765 engine, which strides
onward with a long-legged feel and top-end
rush the 675 can’t get near. The original is
perky, yes; the new RS is fast.
It’s not all more-more-more and sporty.
The twistgrip is lighter, and the effortless
clutch lever action makes the original
bike’s feel stiff even though it isn’t.
However, the overall sensation is that the
RS moves the Street into new territory. ‘It
feels tauter,’ reckons Langy ‘Like they’ve
been through and tightened everything up
that little bit, made things a little sharper.
I like the lighter throttle and clutch, and
the brilliant dash and all the electronics
feel like progress. I prefer the stiffer ride
and firmer feel too, which give solidity that
makes me confident – through 60mph
B-road corners it’s super-stable.’
I understand what he means, but still
prefer the looser sensations of the original:
it feels lighter, keener and, importantly, a
bit more fun. There’s a cheekiness to the
way it rides that you don’t get with the
more focused RS; more smiles, less
seriousness. For me, there’s also a
connection the high-tech newbie hasn’t
quite got. The forks dip more readily under
braking, but this gives feel for the tyre (and
there’s nowt wrong with the two-pots for
brisk road use). It flaps its suspension about
on a fast, bumpy road, but you’re aware of
(Top) Quality
attention to detail
(Middle) Old bike let
down by being a bit
basic (Bottom) the
maker’s mark
BUY A GOOD USED ’UN
>> The major service is at 12,000 miles, and includes valve checks.
Few bikes need shimming, but make sure it’s been done.
>> Reliability is good. Worn camchain tensioners can cause a
rattle at the top-end when cold, but don’t cause other issues.
>> There was a recall for reg/recs on all bikes from 2007-2010.
Check it’s been done (later ones have two plugs on the side).
>> Low-quality original hose clips can let coolant out – check the
expansion tank level. Most leaks are cured with new clips.
>> A few bikes had to have front discs replaced under warranty
due to warping. Feel for judder or pulsing under braking.
>> Street Triples wheelie. Hold the front brake on, bounce the
forks and listen for knocks from worn head bearings.
>> There are plenty of bikes, so don’t rush in. Black, silver and
orange are in demand – green, purple and red are usually cheaper.
WE FOUND THESE…
>> 2010 Street Triple (60 reg)
The fabulous early bike in Triumph’s
famous scorched gold. 17,000 miles,
sensible mods (accessory screen and
levers, crash bungs), two owners. £4000
(mcnbikesforsale.com)
>> 2013 Street Triple R (13 reg)
R version of evolution model. 14k miles,
standard bike in the best colours. Service
history and 10,000 miles until the next
big one. £5495 (mcnbikesforsale.com)
‘There’s a cheekiness to the way it rides
that you don’t get with the RS’
Brothers in the wind: in
all seriousness you’d
be happy with either
33

STREET TRIPLE THEN AND NOW
the bike swallowing the imperfections and
have an idea of their scale, where the RS
ricochets off them. And the original bike’s
throttle cable gives a direct link to its less
managed 675cc motor – it hasn’t the
top-end of the RS, but the torque feels more
linear, with a natural free-revving feel.
The 675 wheelies more keenly too. With
no traction control or anti-wheelie butting
in, the throttle simply controls what height
you’d like the front wheel in first gear. Also,
if you ride the two bikes side-by-side at
40mph in third gear and crack the gas, the
675 stays level until the 765cc unit in the
RS gets into the top half of its revs... by
which point you’re at risk of experiencing
the new speeding fine system.
We’re extremely fortunate in getting to
test all manner of marvellous motorcycles
in the name of journalism. From cheery
commuter and dependable workhorse, to
jaw-dropping exotica. And so we’re often
asked what the best bike is that we’ve ever
ridden. In the case of ex-Bike designer
Garry Mears it’s an easy answer – he was
responsible for our shapes and colours
when the Street Triple was launched, and
it’s his first-generation bike we’re riding
here. ‘They hit the nail on the head with
the first bike. I can’t see how you want or
need anything more.’
SPECIFICATIONS 2007 STREET TRIPLE 2017 STREET TRIPLE RS
Contact classified ads triumphmotorcycles.co.uk
Price from £2800 £9900
Typical PCP finance
speak to your dealer (or, better
still, raid the piggy bank)
£2500 deposit, 37 months at £99,
final £5723. Total £11,822
Engine 12-valve DOHC inline three
12-valve DOHC inline three
Bore x stroke 74.0 x 52.3mm 78.0 x 53.4mm
Capacity 675cc 765cc
Transmission 6-speed, chain 6-speed, chain
Power 97.4bhp @ 11,750rpm (tested)
121bhp @ 11,700rpm (claimed)
Torque 47 lb.ft @ 8500rpm (tested) 57 lb.ft @ 10,800rpm (claimed)
Frame aluminium perimeter aluminium perimeter
Front suspension 41mm usd telescopic fork
41mm usd telescopic fork
Rear suspension monoshock monoshock
Brakes (front/rear)
2 x 308mm discs, 2-pot
calipers/220mm disc, 1-pot
Rake/trail 24.3˚/95.3mm 23.9˚/100mm
Wheelbase 1395mm 1410mm
2 x 310mm discs, 4-pot
calipers/220mm disc, 1-pot
Weight 187.5kg (wet, tested) 166kg (dry, claimed)
Seat height 800mm 825mm
Tank size 17.4 litres 17.4 litres
Economy 43mpg/164 miles (tested) 60mpg/229 miles (claimed)
Electronics
erm... indicators. Ooh, and blue
shift lights round the tacho
traction control, ABS, modes,
quickshifter, multiple displays
Bike verdict The latest 765cc RS is fabulous. Fast, inspiring, loaded with desirable tech, and it’s
classy too. The problem is this new-found power and serious outlook move it a long stride on
from the chirpy, mischievous 675cc original. The yet-to-be-released S and R versions of the new
Street Trip’ may put this right – but, for now, you can’t match the all-comers smiles of the original.
Bike rating 2007 Street Triple 10/10 2017 Street Triple RS 8/10
‘They hit the nail on the head
with the first bike’
WHY IT’S THE MOST
SIGNIFICANT TRIUMPH EVER
>> Triumph have sold 85,069 examples of the
Street Triple since its 2007 introduction. France
have the biggest following (19,923 bikes),
followed by the UK (13,533) and then Germany
(10,319). In 2009 and 2010 it was their bestselling
model, accounting for over a quarter of
all Triumphs sold. It’s currently the fourth most
popular bike in the range, behind the
Bonneville range, Tiger 800 and old Classic line
up (900cc Bonnie, Thruxton and Scrambler).
34
No matter what shape or size
you are the Street Triple is
close on unbeatable

CAN’T FACE
OWNING A
CRUISER…?
Yamaha have invigorated the sports heritage
market with outside the box thinking and
revvy twins and triples, but the SCR950 is
something different, a pseudo-scrambler
with cruiser DNA
By Gary Inman Photography Yamaha
36

FIRST TEST YAMAHA SCR950
37

FIRST TEST YAMAHA SCR950
THE ORIGINAL STREET SCRAMBLER
>> ItÕs a little ironic that the SCR950 is not really a
scrambler, but is made by the
company that legitimised the breed.
The XT500 was first sold in 1976 and
was a Paris-Dakar racer that would,
and still can, do a daily urban
commute. Long travel suspension, high
plastic front guard, high pipe and off-road styling
coupled with all the road legal parts needed. It
was as rugged as they come and still has a global
cult following with adventurous souls.
The XT500 was followed by 550, 600,
650, 660 with the TŽnŽrŽ handle
coming and going during the
familyÕs life cycle. WhatÕs even
more ironic is the company that
pretty much invented the truly
capable street scrambler doesnÕt list a modern
equivalent on its books. The single cylinder XT
family is currently on a break in the UK.
38

A
BRONTOSAURUS, THAT’S WHAT you are. Long, heavy,
imposing, non-threatening, certainly not carnivorous, but
you could still do some damage if provoked. The SCR950 is
Yamaha’s late entry into street scrambler-dom. Well,
they’re actually saying it’s inspired by street scramblers.
I’m going to point it through an axle-deep ford and fire it
down ten miles of Sardinian dirt road and get back to you about
how much the inspiration has influenced the bike.
Yamaha are hedging their bets with the description because the
SCR950 is directly derived from the XV950 cruiser (that is known
by the snappier ‘Bolt’ moniker in the USA), a Harley-Davidson
Sportster rival. The engine dates back further, to the Midnight Star.
Remember that? Me neither. But now the 942cc twin is Euro4
compliant, meaning it’s strangled by emissions regulations, but
not to the point of killing all its joy. There’s still a claimed 58.6 lb.ft
of torque oozing from the air-cooled vee. Covering the first few
miles of the twistiest road I can ever remember riding I’m
completing twice as many gear changes as I need to. When that
realisation registers, I leave the five-speed ’box in third and just
roll the throttle. There’s decent response and if not exactly urgent,
it is eager.
The pegs have been raised slightly from the frame’s days as a
cruiser, but remain low and the blobs scrawp and scrape
something rotten. The dual sport Bridgestone Trailwings are
wondering what all the fuss is about and they have plenty more to
give. So does the chassis. This tubular steel, duplex concoction
looks good. A pair of downtubes arrow down from the high
headstock, then angle towards the front of the sump, before
curving under the engine. Downtubes don’t normally do that, and
I like it. The majority of the frame is, as stated, XV950/950R
cruiser, but the seat height is raised to a class topping 830mm
thanks to a new subframe that has an exposed tail loop. The bike
has a twin shock set up and both the swingarm and the top
mounts remain from the cruiser, so there is a redundant threaded
hole behind the top shock mounting on both sides that had me
scratching my head for a while. Alternative shock position? No.
Luggage mount? Nope. Skateboard/surfboard/lifestyle
accoutrement rack mounting hole? Nyet. It turns out to be a rear
fender strut mount. It’s the SCR’s coccyx. Vestigial.
The shocks are remarkably short for a bike with the SCR950’s
perceived pretensions. The piggyback units are just 255mm
between mounting centres and only 35mm of shiny rod is visible
between the body and black rubber bump stop. While I’m filling
A bit of retro
and a bit of
modern.
Nowt wrong
with that
Twin shock rear
looks the part
Stingy with the info but you
don’t ride a bike to spend
your time reading
‘The best heavy bikes lose their
weight on the move, and the
SCR950 really hides its heft’
in the debit column, the single digital round clock is unnecessarily
tight-lipped, showing nothing but speed and mileage/trip/time.
There’s no rev counter or gear position indicator, the latter would
be useful on such a torquey, low-revving bike.
Those tarmac tormenting low pegs, mixed with wide bars and
the flat seat make the riding position comfortable. Or it would be if
it weren’t for the large air filter box that forces my knee out and
makes my hip twinge. My right leg is no wider spread than it
would be on a big sportsbike, but there’s something about the
asymmetrical akimbo-ness that’s not agreeing with me. I’m as
flexible as a stick of Blackpool rock, so I suspect this might not be a
problem for many. Note to self: consider attending pilates class.
On paper the SCR950 is as attractive as a wet nappy. Here is the
tale of the tapes. Wheelbase, 1575mm. That’s 130mm longer than
the Ducati Scrambler Icon or new Triumph Street Scrambler.
Claimed wet weight, with its neat, seamless, steel tank full of
unleaded, is 252kg. Ducati claim 186kg, with a 90% full tank, for
the entry-level 803cc Scrambler. A 66kg difference is two chunky
Labradors. Have you tried to ballast your bike with a pair of fully
grown gundogs? No. There’s a reason for that. Even BMW claim
their R nineT Scrambler is a whole Labrador less than the SCR950,
at 222kg. The first time I lift the Yamaha off its sidestand I let out a
James Brown, ‘Huhn!’ Yamaha’s launch presentation talked of a
low centre of gravity, but it didn’t feel like it at standstill. Still, the
best heavy bikes lose their weight on the move, and the SCR950
really hides its heft. It’s a full-size motorcycle without being an
overblown fatty. I’m only 5ft 9in, so I fit most bikes, but I imagine
customers of High And Mighty will find a friend in the SCR950,
when before they might have felt railroaded into only considering
big adventure bikes.
When I eventually end up on a straight, a rarity in southern
Sardinia, I let the revs drop, until I’m doing 30 in fourth, then
wind on the throttle. The bike’s Bronto’ brain logs the input, ‘Oh,
what? Me? Right!’ and there is a heartbeat until the message
reaches its tail and everything conspires to deliver smooth thrust,
free of drivetrain fuss, clatter or lash.
39

FIRST TEST YAMAHA SCR950
The 60-degree V-twin makes a claimed 51bhp, from its 942cc.
This is another illustration that the SCR is playing to a different
design brief to other scramblers. The engine is mounted solidly in
the frame, so it purposely delivers vibes to the rider in an effort to
enhance its character and all that. I’ve never understood why some
riders crave vibrations. You can keep your white finger as far as I’m
concerned. The launch route didn’t offer the chance to sit at
75mph for an hour on a motorway, so I don’t know how intrusive
the focus group-requested vibrations might become, but they were
noticeable without being troubling on a winding route that saw
revs fall and rise in and out of each corner.
But what about that river crossing and the ten miles of dirt road?
The bar and footpeg position make it easy to stand up, so that
won’t be a concern on the extremely rare occasion a British
SCR950 owner might need to negotiate a Welsh fire road on their
twin. On dirt or sealed roads it’s a machine that makes me feel like
I’m taking liberties, when really I’m just bouncing off its own low
ceiling, self-imposed boundaries. On the road it’s the footpegs that
cry uncle first, and the brakes are under-powered for the mass of
the bike; off-road it’s ground clearance and rear suspension travel.
The SCR thunks off the lips of small potholes and shouldn’t really
be subjected to anything rougher than a bad driveway, but it was
still fun to do it and didn’t feel like torture on either man or
machine. Anything a Royal Enfield Bullet can tackle, so could an
SCR950, and that’s not damning it with faint praise, as anyone
who has seen a Bullet in the Himalayas will confirm.
The Yamaha is certainly no Desert Sled, though. Still, I like the
flawed SCR950. At £8636 on the road it’s competitively priced.
Those chunky DID alloy rims and big rear hub look the business.
The XT500-inspired 13-litre tank is as handsome as modern
motorcycle tanks get and the metal mudguards are the kind of
‘heritage’ touch the Faster Sons sub-brand is all about. Forget the
scrambler tag – let’s not utter that description in connection with
this bike again. Instead, think of it as a good times, big V-twin
cruiser for people who really don’t like cruisers. Do that and it
makes much more sense.
‘Think of it as a good times, big
V-twin cruiser for people who
really don’t like cruisers’
Long in the
leg? The SCR’s
a big old bus.
Form an
orderly queue
for the test ride
SPECIFICATION
Contact
Price
Typical finance
Engine
Bore x stroke
Capacity
Power
Torque
Transmission
Frame
Tyres
Front suspension
Rear suspension
Brakes (front/rear)
Rake/trail
Wheelbase
Wet weight
Seat height
Tank size
Economy
Top speed
Electronics
Colours
Availability
Bike rating 7/ 10
yamaha-motorcycles.co.uk
£8636 otr
£95pm PCP
8-valve SOHC, air-cooled
V-twin
85 x 83mm
942cc
51.4bhp @ 5500rpm (clmd)
58.6 lb.ft @ 3000rpm (clmd)
5-speed, belt
steel tube cradle
100/90-19 (f) 140/80-17 (r)
41mm telescopic fork
twin shock
298mm discs, 2-pot
caliper/298mm disc, 1-pot
caliper
29°/130mm
1575mm
252kg (claimed)
830mm
13 litres
60mpg (est)
110mph (est)
ABS
red/black
Now
YAMAHA SCR950
Bike verdict It takes more than wide bars and a
’70s-style tank to be a street scrambler, but the laid
back SCR950 is the uncomplicated compromise to
suit weekend riders who can’t face owning a cruiser.
40

When Swedish bikers go off on their summer
holidays they like to migrate south
Down there, you probably think that up here
in Sweden it does nothing but snow. Well, it’s
true that in the winter it gets a bit cold and icy.
But when the snow does thaw, Swedish
bikers love to migrate south, to feel the heat
and, well, to see what all the fuss is about.
When you live up here, everywhere’s a
long way away, though, and so it’s not
that unusual for Swedish bikers taking their
summer vacations to clock up quite a few
thousands of miles in just a couple of weeks.
But here’s the thing; on their trips these
guys expect to wear exactly the same gear
that they do during the rest of the year.
Which might just explain why we at
Halvarssons have produced jackets like the
Prime and Qurizo, (and matching pants).
Using technologies like Outlast for thermal
control, and Dryway Plus for waterproofing,
they’ll cope with the worst that our snow
queens and rain gods are able to throw at us.
Get to the South of France, however, and
all you have to do is remove the various
linings, and open the vents, and you get to
enjoy the best in natural air conditioning.
We think we do four-season rider gear
rather well, and if the clothing we produce
works for the kind of bikers we have here
in Scandinavia, then we think it should work
just fine for you guys over there.
For information about products and stockists visit www.jofama.se

PARLIAMENT SQUARE
MILNTOWN
LEZAYRE
GLEN DUFF
GOOSENECK
MAY HILL
WATER
WORKS
2017
PREVIEW
GINGER HALL
JOEY’S
SULBY STRAIGHT
QUARRY
BENDS
3
MOUNTAIN BOX
4
MOUNTAIN MILE
CRONK
URLEIGH
BALLAUGH
BRIDGE
DRINKWATER’S
BEND
SARAH’S COTTAGE
2
BALLASPUR
THE
PERFECT
TT LAP
The 37.73 mile TT course
has six different sectors, but
what makes a rider fastest
through a particular
section?
By Mat Oxley Photography Stephen Davison, Dave Collister
THE ISLE OF MAN TT course is divided into
six timed sectors, which provide the vital
info that top riders see on their signal
boards at certain parts of the 37 ¾ miles.
The sectors also prove it’s possible to go
even faster around the Mountain course.
Michael Dunlop’s TT lap record stands at
133.962mph, but combining the fastest sector
times, established by Dunlop, Ian Hutchinson
and 2009 Senior winner Steve Plater gives us a
lap speed of 134.662mph, a significant five
seconds faster. Dunlop’s best lap took him 16
minutes 53 seconds, significantly less than the
one hour and seven minutes it takes to ride the
course on normal roads, observing speed limits.
Dunlop’s and Hutchinson’s sector times are
from last year’s TT. Incredibly, Plater’s record is
from eight years ago, in the 2009 Superbike TT.
LAUREL BANK
BALLACRAINE
GREEBA
CASTLE
1
5
CROSBY
STONEBREAKERS HUT
VERANDAH
BUNGALOW
HAILWOOD
RISE
WINDY
CORNER
GLEN VINE
KEPPEL
GATE
KATE’S
COTTAGE
CRONK-NY-MONA
UNION MILLS
with
Steve Plater
(who still holds the
fastest section time
from Ramsay to The
Bungalow)
CREG-NY-BAA
START/ FINISH
6
THE NOOK
BRAY HILL
43

DAVE COLLISTER
It’s all about
precision and
bravery
Sector 1: Start to Glen Helen 9.4 miles
Fastest time: 4m 9.437s (115.102mph), Time at legal road speed: 20 mins
Rider/ bike /race: Michael Dunlop (BMW S1000RR) 2016 Senior, lap 2
THERE’S NOTHING SCARIER in
motorcycle racing than plunging
down Bray Hill on the first lap: no
warm-up lap, no nothing, just up
through the gears and off the edge of the
earth. But no bother for someone like
Michael Dunlop.
After the horror of Bray you tiptoe
around the first-gear Quarter Bridge and
work your way out of the Douglas suburbs.
Then through Union Mills and along the
main road towards Peel that takes you
through missile-fast corners like Ballagarey
(nicknamed Balla-Scary, with good
reason), Crosby and Gorselea. This is
where Dunlop’s
precision and bravery
are everything.
When you turn right
at Ballacraine the road
changes completely: it’s
slower because you’re
twisting and turning
44
alongside the River Neb and it’s darker
because you’re under a canopy of trees,
through Dorans Bend, Laurel Bank and
Glen Helen. This is where Dunlop’s
commitment pays off.
Plater’s points
‘It’s incredible: you get up at eight in the
morning, you go to the toilet 55 times, you
prep everything, then you walk up to the
main road, throw your leg over the bike
and, bang, you’ve got to be on lap-record
pace. If you’re not, you won’t stand on the
podium. After Union Mills the first sector
isn’t so bad because the tyres should be
‘Through missile-fast corners like
Ballagarey. This is where Dunlop’s
precision and bravery are everything’
warm, you’ve got a bit of confidence.
‘The road to Ballacraine – Gorselea and
all that – bloody hell, it’s fast! You’ve got to
be absolutely 100 percent accurate or
you’re in a whole world of bother. You’re
going much, much faster than through the
first part of the sector. Once you turn right
at Ballacraine there’s a lot of blind sections.
You roughly know what’s coming next, but
it’s tricky because there’s a big crown in
the middle of the road on the way to Glen
Helen, so the camber drops off both sides.’
Best place to watch
Few places will give you a better idea of the
commitment of top TT
riders than watching
them into the 170mph
Gorselea right-hander,
before Ballacraine.
Viewing facilities are
accessible from the
south.

Sector 2: Glen Helen to Ballaugh Bridge 7.6 miles
Fastest time: 3m 02.142s (150.99mph), Time at legal road speed: 12 mins
Rider/ bike/race: Michael Dunlop (BMW S1000RR) 2016 Senior, lap 2
PERFECT TT LAP
Glen Helen is where the TT had its first
fatality, in 1911. You’re still under the
trees, zig-zagging up Creg Willeys hill
at ever-increasing speed, then leaping
onto the Cronk y Voddy straight which
takes you into one of the Mountain
course’s sweetest sections, downhill
through the 11th Milestone and through
McGuinness’: classic, high-speed sweeps
through the hedgerows. And then it gets
scary again: the heart-in-mouth descent of
Barregarrow is followed by the buttclenching
13th Milestone. Again, this is
Dunlop territory: he’s brave and precise
and most important of all he knows how to
let the bike do what it wants; up to a point.
Kirk Michael is a thrill: kerb to kerb
through the village, then boss the bike over
the scary Rhencullen jump and under the
bubble for the crazy-fast run towards
Ballaugh.
Plater’s points
‘I reckon the second and third sectors are
the hardest: they’re a bit hard to remember
and the road is bloody rough in places.
Every TT racer
has his good
sectors and the
sectors he hates
People have their favourite sectors, so it’s a
case of riding the bike hard in your
favourite bits and just surviving in your
negative parts; that was my mentality.
Through this sector you’ve got the 13th
Milestone and all that; some bloody
horrible sections – blind, downhill and
flipping rough – until you get through to
Kirk Michael. This is one of those sections
where, more than anything, it’s a case of
getting a good flow going.’
Best place to watch
There are several viewing areas through
Kirk Michael village, including the
grounds of the White House. The road is
unbelievably fast here with sensations of
speed and sound magnified by buildings.
DAVE COLLISTER
At these speeds and on
these surfaces you
need to be 100%
accurate
Sector 3: Ballaugh Bridge to Ramsey Hairpin 7.3 miles
Fastest time: 3m 12.475s (140.38mph), time at legal speeds: 14 minutes
Rider/ bike/race: Michael Dunlop (BMW S1000RR) 2016 Senior, lap 2,
DAVE COLLISTER
You take the jump at Ballaugh at maybe
60 miles an hour, but it feels so slow,
like you’re walking over the bridge
after the high-speed run from Kirk
Michael. Then it’s another wildly fast blast
– including the 150mph jump at Ballacrye
– through the short-circuit style Quarry
Bends and down Sulby straight, nudging
200 miles an hour. Easy to misjudge Sulby
Bridge after that, then past the Ginger Hall
pub and into what many consider to be the
nastiest part. The ride from Kerrowmoar to
Ramsey is so bumpy it’s like motocross.
Dunlop, and other top riders, stands on
the footpegs here, using every muscle in his
body to keep the bike between the kerbs
and hedgerows. Then there’s the terror of
Milntown Cottage, just before Ramsey: you
ride straight at the building in sixth gear,
then peel off at the last moment.
Plater’s points
‘Ginger Hall to Ramsey is unbelievable. In
some parts it’s so bloody rough that you’re
struggling to visualise your reference
points. So once again you have to be 100
percent accurate because you’re travelling
at such high speed. You’re standing up
through the really bumpy stuff, with all
your weight on your feet. That makes the
bike do the work, not your body. Also,
you’re trying to keep yourself as relaxed as
possible and visualise those references.’
Best place to watch
If you want true essence of TT, get yourself
to the Gardeners Lane right-hander after
Milntown Bridge, on the entrance to
Ramsey. And prepare to be gobsmacked.
45

Sector 4: Ramsey Hairpin to the Bungalow,
Fastest time: 3m 13.557s (124.4mph), time at legal speeds: 10 minutes
Rider/ bike/race: Steve Plater (Honda Fireblade) 2009 Superbike TT, lap 5
Ramsey Hairpin is dead slow, the kind
of place where you can make a costly
mistake for no gain, so you get
through there and then gas it up the
hill through another tunnel of trees, where
the road is often damp. Through
Waterworks, up the hill to the Gooseneck
and then things get serious. You’re hauling
up the hill, sweeping through Joey’s and
Guthries and onto the Mountain Mile,
moorland stretching away to your right.
Then you’re riding round the rump of the
Snaefell and through the triple-apex
Verandah right-hander, where Conor
Cummins had his horrific spill.
You need to get a good drive out of these
corners because this sector is nearly all
uphill, so mistakes cost you double. The
fact that Plater holds the section record
from eight years ago is astonishing. Indeed
the fact that he holds it at all is pretty
special: Plater was a short-circuit expert
and was contesting only his third TT.
Plater’s points
‘Over the mountain you can see where
you’re going, so I was really comfortable
there from my first TT, plus it’s flipping fast
and I was always quite brave in the fast
stuff, without trying to sound too smart! I
felt OK there, so I was willing to go just that
bit harder.
‘You’ve got to be confident and get on
the throttle early because from Ramsey it’s
uphill all the way, so you must keep your
momentum and get on the throttle very
early, which is a combination of running
through the apex quickly and getting on
the gas before you even get there. It’s also
STEPHEN DAVISON / PACEMAKER DAVE COLLISTER
It goes without
saying, but we’ll
say it anyway.
Unforgiving
Sector 5: Bungalow to
Cronk ny Mona, 5 miles
Fastest time: 2m 14.241s (140.029mph),
029mph)
time at legal speeds: 8 minutes
Rider/ bike/race: Ian Hutchinson
(BMW S1000RR) 2016 Superstock TT, lap 2
46
Knee on the ground through the shortcircuit-style
Bungalow left-hander,
then over the Snaefell railway crossing
and flat-out towards the course’s
highest point at Brandywell. From here on
in, it’s downhill all the way, your engine
picking up revs eagerly as you plunge into
the blind, triple-apex Dukes left, then shortcircuit-style
through Windy Corner and
picking up speed down to the 33rd, another
scary-fast and blind multi-apex left.
From here you can taste the end of the
lap as you launch through Keppel Gate and
rush down to Creg ny Baa. Then you’re on
your way back towards the Douglas
suburbs, girding your loins for the
Hillberry right-hander.
Ian Hutchinson holds the record for this
section aboard a Superstock S1000RR,
which is some achievement. But there’s a
reason he’s faster than a superbike here.
The section is downhill, so the superbike’s
extra horsepower isn’t so much of an
advantage.

6.5 miles
about not being too aggressive. It’s the
same on short circuits: when you try
hard you think you’ve smashed the lap
record but then you look at the
stopwatch and you’re shit.’
Where to watch
Spectating on the Mountain takes
dedication, especially when the
weather’s bad. The Gooseneck and
Bungalow are popular because they’re
accessible by road but if you’re feeling
hardy, take a picnic to the Mountain.
Plater’s points
‘This is a fairly friendly section: it’s fast, the
surface is quite smooth and you can see
where you’re going. Hutchy is the TT’s
fastest guy on road tyres and it helps that
the BMW is a very, very fast bike in
standard form, plus in many ways a
superstock bike is easier to ride than a
superbike. You’ve got less power but it’s
more usable. A superbike, especially the
BMW, is much harder to ride for so little
gain on the stopwatch. I used to go pre-TT
testing with Honda and Dunlop at Castle
Combe, because it’s a bloody bumpy place.
I’d spend most of the day testing different
slicks, then I’d jump on the Superstocker
with road tyres. Within three laps I’d be as
fast because the bike was so easy to ride.’
Sector 6: Cronk ny Mona
to finish line, 1.4 miles,
Fastest time: 58.801s (144.58mph),
travelled at legal speeds: 3 minutes
Rider/ bike/race: Ian Hutchinson (BMW
S1000RR) 2016 Superstock TT, lap 1
You ride over a huge change of
camber at Cronk ny Mona, so the
bike feels like it’s taking off as you
reach full lean – a spooky feeling.
Then you bang down the gears through
the steep downhill entry into Signpost. If
you make it through here, you start
feeling like you might make it to the end
of the lap in one piece, because all that
lies ahead of you is Bedstead, the Nook
and Governor’s Bridge, but you still have
to beware…
Plater’s points
‘It’s so easy to overstep the mark down
through the Nook. It’s not blind, but it’s
hard to see anything because you’re going
from sunlight to darkness, there are damp
patches and leaves everywhere, and the
tarmac isn’t used much, so there’s not
much rubber down. Also, the Governors
Bridge hairpin is so tight, especially with
no steering lock on the superbike, which
may also help Hutchy be quicker through
there on a stocker. It’s one of those
sections most riders just survive through,
because you hardly lose any time and it
can easily bite you in the arse if you push
too hard.’
Where to watch
You’ll have fun watching riders lock both
wheels as they desperately try to scrub off
speed for Signpost. It’s so easy to go
straight on there. Governor’s Bridge is
good, but only if you want to see the bikes
at walking pace.
Plater’s predictions
Steve Plater reckons this year’s TT is the
hardest to call in years: Michael Dunlop
has traded in his BMW for a new
GSX-R1000, Ian Hutchinson has switched
from Metzeler to Dunlop and John
McGuinness rides Honda’s first new
Fireblade in years
‘Dunlop, Hutchy and John, that’s the
Senior and Superbike podiums right
there. If the new Suzuki is friendly like a
Fireblade you’ll see Michael up his lap
times again. People say he is really
aggressive but I don’t think he is. The kid
is switched on. He knows where to ride
hard and he knows where to ride sensibly.
Also, Dean Harrison is going from
strength to strength and Peter Hickman is
ready to raise his game, but as far as
winning goes, you’re a brave man if you
bet against Michael.’
‘People say he’s aggressive but I think
the kid is switched on. You’re a brave
man if you bet against Michael.’
PERFECT TT LAP
Where to watch
To appreciate the mad speed of the TT,
make your way to the 33rd, a short walk
from Windy Corner, a very different kind
of TT corner, which is accessible by road.
47
STEPHEN DAVISON / PACEMAKER

INS
DE
‘If this doesn’t work
out, I lose the house’
When the right deal to ride the 2017 TT failed
to materialize, Gary Johnson decided to go it
alone. The life of a privateer TT racer…
By Mark Graham Photography Wayne Lennon
MASSIVE ROLL OF the dice. Whatever spin Gary Johnson
puts on his balls-out bid to take his own team to the TT
and win he’s betting the farm, or more accurately a tidy
four-bedroom detached house in Lincolnshire.
‘I’ve been in money, out of money, in it again, but I
don’t waste it. My lifestyle is live on nothing. I know I’m
playing motorbike poker. But I know what cards everyone’s got.’
Gary’s no dreamer. He knows what it takes to triumph on The
Island. He’s done it twice already (on 600s in 2011 and 2014). And
been denied other wins by machine woes, an uncharacteristic
lapse in concentration, quirks of fate, all those cruel vicissitudes of
racing on Mona’s Isle. Four podiums don’t lie though.
Gary and Triumph
675 in front of the
splendid Johnson
Towers, which one
day soon might well
be someone else’s
gaff. If all goes well at
the TT, he’ll build an
extension
48

2017
PREVIEW
49

Wall of wheels
and Metzelers
occupy the
coconut matting
This is different. Going it alone with four bikes for three races
with a hastily arranged, albeit highly skilled, skeleton crew is a
huge ask. Yet he would seem to have marshalled the right people
and he undoubtedly knows where to find industry support in his
own inimitable way. ‘How’s the right way of saying this… they’ve
been fucking useless.’ OK, so not everyone has rallied to the cause
with the vim and rigour of this team principal and sole pilot, but
the true believers (and there are many) have moved heaven, earth,
and not a little money to get him cracking.
‘I’m getting no more help than any other racer,’ he says. He only
got his two Suzuki GSX-R1000s in late April. The 675 Triumphs are
a known quantity but still need thorough prepping and CF Moto
650s are in the hands of WK, the UK importer.
The morning we talk, he’s scheduled a dyno session in the
afternoon, Cadwell Park the next day, and then a continuous bout
of tear-arsing around the country until they get on the boat in
May. This is not factory. It’s on the hoof. But that’s how he likes it.
Johnson is, by any definition, his own man. ‘Sometimes with
big teams common sense goes out of the window,’ he says. ‘It’s like
“How about if I tell you what I want because it’s me doing 205 mile
an hour round there, not you.”’ His experiences with many teams,
but by no means all, have sometimes been less than happy. No
doubt some have found his mercurial, but very direct approach
uncomfortably off-corporate-message.
Here is a very pure motorcycle racer forged on youth motocross
tracks, the roads of his native Lincolnshire/Yorkshire borders and
in the bosom of a steel-working family steeped in hard graft and
bikes. He was never going to climb up the easy way.
‘I was a good little footballer, dad said he could get me some
boots and shinpads, but his influence pushed me into bikes. He
loved it and we all loved it too, me and my sisters. It was a struggle
but I always had a good ’crosser, a standard bike, but set up well.’
Well enough to finish sixth in the British ACU finals against riders
of the calibre of Stephen Sword and James Noble.
‘If I got a bike in November there’d be no Christmas. Then
another year there was no Christmas again, but I got a nice new
50

INSIDE A PRIVATEER’S TT
When he’s not
racing Gary
enjoys a nice bit
of fishing
At least the
Triumph is a
known quantity
Brake lines
arrived on day of
interview
Why do nearly all
racers keep their
old lids?
Arai for next season. Dad was doing double shifts as a manual
labourer and it was only because of the hours he put in we could go
racing. When it came to eating we pretty much lived on beans on
toast, for years.
‘When I reached 11 there were parties and girls. And then
instead of being around that I’d be at the other end of the country
in a caravan in a wet field. Dad said, “If you don’t want to do it…
just say.” We parked the KX80 up for six months. I wanted to be
with my mates and the girls on the pedal-and-pop stuff in the
woods with a Puch Maxi. But I soon realised my dirt bike was the
thing and so I got back on it.
‘Then when I’d done being an apprentice sparky to being one
with all the required bits of paper I went from £90 a week to about
£500 per and started paying for my own stuff. I was the richest kid
there because I was still on the same apprentice tax code – for some
reason. But we finished with dirt bikes in 2001.’
That might have been it. But no. ‘Me and me dad got a Kawasaki
to share, a ZXR750. I didn’t have a licence, but I borrowed it
‘Instead of being at parties
I’d be at the other of the country
in a caravan in a wet field’
sometimes. One of his mates said, “Fuckin’ ’ell Trev you can’t half
wheelie that bike, just saw you go past the church on the back
wheel all through the gears.”
‘But it was a Cat D write-off and Mum found out and said she
didn’t want us running around on a bike that someone might have
been hurt on. So we got rid of it and bought a Suzuki TL1000S.
‘That got thrashed when he wasn’t about. You could wheelie it
for literally miles, and I did.’ The lovable hillbilly picture shortly
became abundantly clear: the Junior Johnson motorbike thing was
51

None of this
top-end hardware
comes cheap
Spannerman
Yusif preps a
GSX-R: ‘It’s all
about the rider,’
he says
This used to be a
lovely little
conservatory.
Note security
polythene on
windows
‘I was hammering Egg loans at
ten, twenty grand a go and I
ended up owing £85,000’
still very much ongoing. ‘It got to the stage where dad would put
chalk marks around the tyres. He wanted to check that it hadn’t
moved. Sneaky that.’
Eventually, there seemed no real rush, Gary went legit and
passed his bike test. ‘I spent two years doing stunts and messing
about locally, then I got a Ducati 748 and decided to do a trackday
at Cadwell.’ And got black-flagged immediately. ‘I kept going onto
the grass to get past people which they didn’t like,’ he says with an
almost convincing innocence.
The talent formed from those early motocross years, the goodhumoured
teenage lawlessness and then a taste of the track, led
directly to racing because, as Gary quickly worked out, it was
cheaper than doing trackdays. And he went very far very quickly.
Mostly on the grass. With tyres down to the canvas.
‘I started out on an R6 doing nine races at Carnaby with Auto
66, won six and was second in the others. Tyres were really
expensive, but I bought some and won ten from ten next time out.’
Brimming with confidence, he moved up to a Derby Phoenix
meeting at Cadwell. Last on the grid, he won by ten seconds,
hounded by aggrieved riders he’d either barged out of the way at
the Hairpin or carved up the inside on the grass exiting Charlies.
He was loose, but plainly fast – and was soon on the Supersports
600 grid with Leon Camier, Jay Vincent, the late Craig Jones, the
cream of the crop.
Like every top racer he has instant and near total recall of almost
every race he ever rode. ‘At the August Bank Holiday meeting, six
races out of my novice vest, I’m coming up on Pere Riba at
52

INSIDE A PRIVATEER’S TT
Mansfield, I’d have been up to seventh, but I went down and bust
my collarbone. I had no one to mentor me, I needed someone to
calm me down.’
He was also accumulating debts. Big ones. ‘I was spending three
and a half grand a weekend by 2005. I was hammering Egg loans
at ten, twenty grand a go and ended up owing £85,000. I just
didn’t know how to do things. I sold the two ZX-6Rs and got fuck
all for them. I was living at home in a box room. And to cap it all
I was uncompetitive.’
Unaware of it at the time, he was, despite what he regarded as
poor results, best being a ninth at Croft, on Honda’s shopping list.
But deemed too old at 24. Then things got materially worse.
Snetterton 2006, a sticking throttle out of the Bomb Hole, into
the tyre wall, and a broken neck. ‘I thought it was the end, I
couldn’t move, but it was the best thing that ever happened to me
because I stopped spending money,’ he says, utterly deadpan.
‘Things would have been the same in 2007, ’08 and ’09. Then as
soon as I said TT people wanted to help.’
Well, it’s TT time again. And debt time too – with £70,000 taken
out the house and £40,000 borrowed from the bank. ‘I’ll be in my
camper van in the paddock in 34 days time,’ he says. ‘If we get
everything done right I’ll be the most sorted I’ve ever been, but I’m
chucking EVERYTHING into it. My phone’s rigged up to Amazon
on one click buy and it’s red hot; we’re splashing out on everything
from glue guns to Dremels. But I’m not spending money on shit
we don’t need for a TT – like brakes. There’s hardly any braking
there, stock will work fine on the Suzukis. I’ll just fit proper pads.’
Gary knows how to do a TT and is experienced enough to make
meaningful predictions. ‘Hutchy will be the man to catch. Ian’s at
the top of his game. You know Michael Dunlop will ride anything
as hard as he can, but he’d be more of threat if he’d stayed on his
BMW. I think we’ll all be battling for strong seconds in the
Superbike and Superstock races.’
And Johnson will be relishing the struggle more than ever this
year. ‘In 2010 I looked like I was finished. Now I’m back, I’m out to
prove some things. Perhaps not least to some short circuit people.
53

INSIDE A PRIVATEER’S TT
They said: “It’s never going to happen if you come from a steelworking
background.” I was naïve, I thought perhaps talent had
something to do with it.’
For a man who happily says he’d sell his granny to ride a
motorbike, he’s taking a gamble, but not one that will involve the
sale of his nan if it goes haywire. He can recoup some costs; ‘It’ll all
be on eBay when we’re done whatever happens.’
On one hand he can’t wait and on the other he naturally wishes
there was more time. ‘I love a lot of the course, especially the bit
from Ginger Hall to Ramsey, but if you’re not set up right the
whole thing’s a nightmare.’
He has some trenchant views too about the direction the TT is
taking. ‘I don’t think the youngest ever newcomer thing is good.
1000cc bikes have a lot of power and inertia and some of those kids
need calming down – and I’m as wild as the wind – so I can say that.’
He says a lot does Gary. Doesn’t shrink from verbal
confrontation, has a long memory and fine words for anyone
who’s ever helped him, and, as you might suspect, a withering
tirade for people he has no time for.
Come June he’ll have a full tilt at the Mountain Course done his
way at his expense. You can’t do anything but admire a proper
privateer. ‘It’s me who’s the performing monkey’ he says. And
organ grinder too at last.
‘It’s never going to happen if you
come from a steel-working
background. I was naïve’
Top: used to be a
bedroom, now a
repository for all
things Suzuki and
Triumph. Left: he’s
been there and done
that before, but this
time will mean a
whole lot more.
Right: Tidy CF Moto/
WK650 for the
Lightweight TT (in
another bedroom)
GARY’S ISLAND RECORD
>> 2008 4th Superbike
>> 2011 1st Supersport, 3rd Superbike,
>> 2013 2nd Superbike
>> 2014 1st Supersport
>> 2015 3rd Supersport
Couldn’t have done it without: Steve
Heneghan at Reactive Parts, Jason
Griffiths at Metzeler, Phil Reed of East
Coast Construction, Craig at Evolution
Waste Management, Jeff at Pipewerx,
B&B Motorcycles, York Suzuki Centre.
54

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SPORTSBIKE GROUP TEST
F I V E W O N D E R S
Y O U R T E S T E R S A N D W H Y
James Haydon Road tester
>> GP, WSB, BSB, 250s... yes, James
has done a bit of racing. Still very
fast and fired-up by sportsbikes,
he’ll prod at their trackday limits.
Peter Boast Road tester
>> BSB to speedway, multi-skilled
Boastie has done it all. A Bike tester
for almost two decades, no-one’s
finer for assessing all-round ability.
56

2017
PREVIEW
O F T H E W O R L D
Thank goodness bikes such as this still exist. Insanely
fast, dynamically brilliant, each one is a winner. But as
this is a test, one of them has to come out on top…
By John Westlake Photography Jason Critchell
Y O U C A N T R U S T T H E M . . .
John Westlake Contributor
>> Ex-editor John rides all year
round in all weather. Bikes are his
transport and heÕs done hundreds
of real road miles on these.
Paul Lang Art director
>> Loves tech, image and style as
much as the riding dynamic. An
average but experienced rider,
here to represent Sunday blasters.
57

SPORTSBIKES GROUP TEST
If you’re wondering
what’s taped to the fuel
tank of each of our test
bikes it’s a crib sheet for
setting the electronics
58

Good as it no doubt is, it’s hard to see
the new Blade converting GSX-R -ists,
or any other kind of ‘ists’
(Above) Large and clear. You need no more
and no less (Below) There’s no denying it,
the new Fireblade is a quality item
Honda CBR1000RR Fireblade
Honda’s new Blade is the late arrival at the litre bike tech fest. So, if you snooze, do you lose?
MOST EAGERLY ANTICIPATED bike of the year? For all
but the most hardcore GSX-R fans, certainly. After years
of sticking its corporate fingers in their ears and saying
‘la-la-la’ while the rest of the world developed
sophisticated electronics and loony power, Honda have
finally taken the Fireblade to the next level.
And it looks fabulous. Parked next to the others, you can’t help
but notice how compact it is – the wheelbase is 35mm less than the
ZX-10R’s, and the stubby nose fairing makes it look smaller than
the tiny R1 (which has the same 1405mm wheelbase as the Blade).
Under the plastics, 90% of the bike is completely new according
to Honda, with multiple weight savings resulting in a 196kg
claimed wet weight – that’s 15kg less than the outgoing Blade. It
also has an extra 11bhp, which should put it in contention, though
not necessarily the lead.
And then there’s all the new electronics. From a standing start,
Honda have built a bike with a fly-by-wire throttle, an IMU
(Inertial Measuring Unit – the gizmo that
tells the ECU how the bike is moving), three
pre-set riding modes of varying aggression,
two customisable ones, five power levels,
nine traction control levels, and three engine
brake settings. There’s also wheelie and
stoppie control.
The system is organised in much the same
way as the S1000RR’s, which is certainly no bad thing – you just
press a mode button on the left bar to highlight the modes, then
click up or down on the toggle switch to change them. Creating
your own customised riding mode is just a matter of selecting
either User 1 or User 2 mode, holding down the mode button then
adjusting the power, traction or engine braking to your desired
setting. It’s simple, especially compared with the far more
adjustable, and complex, R1.
Understandably, our hopes are high, and ridden on its own
Honda’s latest Fireblade is clearly a fearsome weapon, with the old
bike’s feeling of rock solid stability but now with a new propensity
to get you even more points. Just because it’s down on power
compared with the others don’t for one moment think this is
anything less than cataclysmically fast – a linear power delivery
makes it deceptively rapid.
‘I’m a big Blade fan
but it was the
worst on track’
But, even so, in this company it soon starts to feel out-gunned.
‘It’s not in the same class as the SP version with its semi active
Öhlins,’ says James, who thought there was something wrong with
the Blade’s quickshifter until he realised it was the only bike here
not to have one – only the £19,125 SP gets that. ‘The styling is
nice,’ he continues, ‘it handles well, and though the engine isn’t a
class leader, it doesn’t feel miles off the pace. It’s a nice thing – well
engineered and feels like you could ride it for a million miles and
never have a problem.’
But other riders weren’t so positive. Tester Pete Boast, for
example: ‘The power delivery is smooth and linear,’ he says,
‘which makes it really easy to ride on road and track. The forks are
a bit soft for the track but they’re easy to firm up and the rear shock
is fine as standard. But I keep losing adjustment on the brakes and I
have to keep readjusting them – they’re fading a lot, when none of
the others are.
‘Also, I hate the throttle. I like to adjust it so there’s a bit of free
play, which means that when I’m braking
I won’t knock on some throttle by accident.
But with the Blade you can’t seem to do that,
and it kept accelerating as I was braking.
I found it a job to connect with it. I’m a big
Blade fan but I’ve got to say I think it was the
worst on track.’
Bike art man Paul Lang also had problems
with the throttle response: ‘On the road it felt a bit jerky, whereas
on the GSX-R it was easy to ride smoothly. I think it looks fantastic
and it has that typical Honda loveliness about the build quality –
it’s a Swiss watch of a bike. But I was a bit disappointed with the
Blade. It’s still got an aura but the others are much better
motorcycles on road and track.’
James noticed the occasional throttle oddity, but he wasn’t
overly bothered: ‘For me the throttle response was fine – the only
time I noticed it being a bit jerky was in slow turns, especially on
the out lap, but if you carry more speed it doesn’t seem to be a
problem and the connection feels better. If it wasn’t for riding the
other bikes – which make it so easy and fun to go fast – I would be
happy enough. But in this company I would put it fourth at best –
the engines of the BMW, Suzuki and Yamaha are all superior to
Honda’s Fireblade.’
59

Tiny, sharp, designed
for 100% commitment…
and the R1
(Above) Thin Film Transistor readout, they’re
all the go (Below) Boastie’s nemesis, but 50%
of our test team ranked the R1, no1
Yamaha YZF-R1
Yamaha’s no compromise approach to their latest R1 splits the Bike jury. Especially Boastie…
IN ALMOST ALL respects, the R1 is the most extreme bike here.
It puts you in the most aggressive riding position, with the
highest seat height and lowest bars forcing more weight
through your wrists. It has the shortest wheelbase (matched by
the Blade), the firmest suspension, the most adjustable
electronics and, along with the ZX-10R, the biggest contrast
between midrange and top-end. Put another way, it’s the most like
a race bike – tiny, sharp and designed for 100% commitment.
This is no great surprise given that Yamaha’s development start
point was to put an R1 engine in an R6 chassis and then make the
dimensions identical to Valentino Rossi’s 2012 M1 MotoGP bike.
By the time the bike was launched in 2015 it had gained
magnesium wheels, subframe and cases, flashy TFT (Thin Film
Transistor) instruments, hugely sophisticated electronics and
titanium fracture-split con-rods. Plus of course that cross plane
crank which gives it a delicious V4-esque feel and sound.
Unsurprisingly, our tame GP racer was swooning. ‘It’s like a fourstroke
250 race bike and I love it,’ says
James. ‘It’s compact, the geometry feels
like a race bike and the suspension is the
hardest here. Saying that, the faster you
go, the more the suspension makes sense
– if you’re pottering about it is too hard,
but when you go for it, it works. I bonded
with it immediately because it’s so little
effort to turn it, and it goes exactly where you want – it’s tiny so
you can boss it about.’
That’s still true if you’re not going as fast as James and Boastie.
Whatever speed you are doing on track you cannot help but hunch
over the bars and attack corners, the front end immediately giving
you 100% confidence that it’s going to behave like it should. ‘I
didn’t think I’d get on with the R1 at all because it’s so sporty and
quite tall,’ says Langy. ‘Just sitting on it reminded me of being on a
Ducati 748, where you’re on it, not in it. But on track it is just
fantastic. It makes perfect sense and gives you so much confidence
– the power delivery is smooth and you can just crawl all over it. I
loved the electronics too – I ended up on Power 1, TC 3 and SCS
(slide control) 2, and it let me try as hard as I wanted without
getting out of shape in any way. It really did make me feel like a
million dollars.’
60
‘ It goes exactly where
you want – it’s tiny so
you can boss it about’
The only downsides come when you ride home, especially if
you’re over 5ft 8in. At anything less than 90mph there’s a lot of
weight still on your wrists, and because the suspension is so firm it
quickly becomes tiresome and even painful when the road surface
is shoddy. And though the R1 could never be described as gutless,
there’s less low-midrange power available than the Honda, Suzuki
and BMW, so everyday riding tends to be less relaxing. Even the
tank shape conspires against normal life – it’s designed for
maximum knee-grip on track, but juts out and hits your inside
hand when you’re attempting U-turns.
The electronics are either fabulously adjustable, or overcomplicated,
depending on your attitude to such things. Once
you’ve got your head round them, they’re pretty straight-forward –
the mode button and toggle switch on the left bar lets you quickly
swap between the five riding modes and change the power,
traction control and slide control within each mode, but if you
want to do more, you need the thumbwheel on the right bar. With
that you can change everything from
wheelie control, engine braking,
quickshifter speed, launch control,
screen brightness, lap timer settings and
gawd knows what else.
It was all too much for poor old
Boastie: ‘I couldn’t get the electronics
working for me on this – there are so
many settings. It always seemed to be holding back when I opened
the throttle and then going like crazy. I would need much more
time with the bike so I could learn all the settings. It had the
stiffest rear suspension and on track it worked the best – it was
doing the tyre less harm. It turned really nicely and on the road I
couldn’t stop twisting that throttle just to hear the sound of that
cross plane engine.’
James went on the R1’s 2015 launch for Bike and remembered
most of the electronic details, quickly setting it up to suit the
conditions: ‘It was still quite cold when I first rode it so I set it to
full power, traction control on 3 (later to 2) and slide control on 2.
But the electronics are so good that I could hardly feel them
cutting in. It might get tiresome riding down to Spain on holiday
but on track it’s fantastic. Would I buy one? I’m thinking of getting
an R1M…’

SPORTSBIKE GROUP TEST
Single-minded, that’s the word.
And that goes for the styling too
61

SPORTSBIKE GROUP TEST
You have to wait until
7000rpm for the world to
blur, but when you get
there it’s ballistic
62

(Above) Note the Hannibal Lecter zone far
right (Below) Balance free fork, for a smoother
and more consistent action. Theoretically
Kawasaki Ninja ZX-10R
Boastie here enjoying the
plushness of the Balance Free fork
The brute of our five card draw. And let us not forget the ZX-10R rules the grid in WSB
THIS WAS NEW last year and it did Kawasaki proud. In the
showrooms the ZX-10R pushed the S1000RR close in terms
of sales, and on track Jonathan Rea and Tom Sykes were
one and two in the WSB championship, and Leon Haslam
and James Ellison were only stopped from doing the same
thing in BSB by the genius of Shakey Byrne.
In our track test it wasn’t quite so dominant though. At the
top-end of the rev range it’s extraordinarily powerful and searingly
fast – after being overtaken by James on the ZX-10R you could see
what his lines were coming out of every corner by looking for the
tell-tale black streaks. However, despite multiple changes from the
2015 model – new cylinder head, hotter cam profiles, bigger
exhaust valves, lighter pistons, new crankshaft with 20% less
rotational inertia, lighter engine balancer, increased cooling and a
larger airbox – there’s no more low-to-midrange power than
before, and in this company it suffers for it.
Whereas the S1000RR and GSX-R start driving hard from as low
as 4000rpm, you’ve got to wait until
7000rpm before the ZX-10R starts
shifting. And then it quickly goes
ballistic, which is wildly exciting or…
Langy was a bit scared: ‘I find it
intimidating. I feel like I’m going into an
angry pub and asking for a Babycham.
The riding position spreads your arms so
it feels like a brute before you set off and then it’s got that top-end
– I triggered the traction control, which I don’t normally do.’
Boastie, on the other hand, loved the top-end kick: ‘The power
delivery is massive. Just massive. It’s got some go has this one. I
rode the Blade before and I felt it steered faster than that so it was
easier to put where you wanted it and although the rear felt a bit
soft on track on the standard settings, it wasn’t bad enough for me
to bother adjusting it. When you first get on it feels big and a bit
wide – the yokes seem to be wider than all the others – but when
you are up to speed it feels nimble. I liked it. And the brakes are
absolutely excellent.’
James wanted it to be even more race-orientated: ‘When I first
got on it, it felt long [he’s right, the wheelbase is 35mm longer than
the R1 and Blade] and I wanted to lower the front a bit or kick the
back up – it felt too flat and didn’t give me the feel that the front
‘ When you’re up to
speed it feels nimble…
brakes are excellent’
was weighted up. It didn’t feel as racey as the R1 and GSX-R. And
even though it’s very powerful at the top, after the GSX-R its
midrange feels weak. I was a bit disappointed.’
When the ZX-10R appeared last year it was the first time Showa’s
BF (Balance Free) fork had been seen on a production bike (the
GSX-R1000R has them too now). With damping happening in a
separate chamber, theoretically the action is smoother and more
consistent, and that was borne out in our test, with Boastie and
James liking the plush feel.
For Langy, though, the suspension was too firm: ‘The forks and
shock were too hard – it bobbled over the bumps going into the
fast right hander at the back of the circuit. It made me nervous.’
He wasn’t sure about the styling either, and then started looking
for reasons why the ZX-10R is the least expensive bike of the five
on test. ‘The styling makes it feel like it’s been around for ages
compared with the R1,’ says Langy, ‘and there aren’t as many nice
touches as on the BMW and Honda – the gear lever, for example, is
just a bit of pressed steel like you would
get on an ER-6 instead of being cast or
even machined.’
There’s nothing cheap about the
electronics though, which work
flawlessly and are simple to use. Like the
Suzuki, the Kawasaki’s don’t have pre-set
rider modes, but instead let you fiddle
with the power and traction control separately. There are three
power levels (Full, Middle and Low), and five levels of traction
control. Putting the traction control on its lowest setting (1) is like
peering through the bars into Hannibal Lecter’s cell – you know
you’re technically safe, but you’re still bricking it. As soon as it hits
9000rpm it slides or wheelies and you need massive confidence to
keep the taps open. Level 2 is far less nerve-wracking – the rear
wriggles and the front lifts slightly but it doesn’t feel like Hannibal
is going to eat your liver. For road riding, Level 3 was the favoured
safety net.
‘The electronics worked fine,’ says James, oblivious to the
ZX-10R’s insane top-end, ‘though it’s got no auto-blipper and
I didn’t like the slipper clutch – the only moment I had was when
I went down to first before the hairpin and it locked up. The other
bikes let you choose a gear when you want.’
63

Boastie’s TT
All five of this month’s
test bikes will race at
the 2017 TT, Isle of Man.
Our man P. Boast has
been racing on the
Island for 25 years. So
how will they do Pete?
Top riders
Top teams
BMW S1000RR
Ian Hutchinson, Peter HIckman,
Michael Rutter, Dan Kneen
Tyco, Smiths, Bathams, Penz13
Honda Fireblade
John McGuinness, Guy Martin, Lee
Johnson, Conor Cummins
Honda Racing, Jackson Racing,
Padgetts
Places where it’ll work well
Places where it’ll work badly
How much prep work will it need?
Anywhere on the brakes! Though saying
that, we know that with its mix of power,
stability and rapid turning the S1000RR
works well through all sections
None. It seems to work everywhere.
Put a pipe on it and you have a
Superstock contender
Ginger Hall to Ramsey, because it’s so
stable, and this is where John
McGuinness is brilliant, so he’ll make
it look great here
It will lose out on top speed over the
mountain, just because it’s a bit down
on power
The chassis won’t need much but the
throttle response is causing problems
Will there be any reliability
issues?
Reliability will be good, but it drinks
fuel – that could be the problem
Hard to tell because the bike’s so new,
but doubtful – the teams are good and
it’s a Honda
Why have so many/so few riders
chosen this bike?
How many wins will it get?
It’s been around for nearly eight years
now so it’s proven. And it’s bloody good
It will get at least two wins – partly
because of Hutchy, partly because it’s
such an all round machine
It was late arriving and lots of riders
seem to be waiting to see how it goes.
The official Honda riders don’t seem
overly impressed so far
Zero. I think they’re having problems
making it work
PIC: DAVE COLLISTER
64

2017
Sweepstake
PREVIEW
Suzuki GSX-R1000R
Michael Dunlop, Gary Johnson
(privateer)
Bennetts Suzuki
Yamaha R1
William Dunlop
Mar-Train
Kawasaki ZX-10R
James Hillier
JG Speedfit
Like the S1000RR this will work well in
most places. In particular, Ramsey to the
Gooseneck because there’s a lot of tight
corners and it changes direction so well
Maybe over the Mountain if the
top-end isn’t quite there?
Not much! Put a pipe and maybe a rear
shock on and it’ll be there
I doubt it. GSX-Rs are usually strong
Now people know Dunlop likes it, I
think you’ll see quite a few more out
there on it
Nobody has got it to work yet. They
had real problems with oil going into
the airbox and catching fire last year
Difficult to know because the
mechanical problems outweigh
handling niggles
A lot. William Dunlop and his
mechanic are running the operation
themselves so they’ve got a job on
On past form, yes. But what got first
and second at the Le Mans endurance
race a while back? An R1. It just seems
to struggle on the roads
Why would you choose it when the
others have fewer problems?
The run from Kirkmichael to Sulby - it’s
fast, stable and you can manhandle it
so it should do well there
None. It’s a well-sorted bike and Hillier
knows it inside out so he’ll make it work
They do a fair bit – they change the
suspension, certainly
No. The ZX-10R has been solid and will
be this year
Though Hillier is the only big name,
there are plenty of other riders on
them. It’s a fast, known quantity
It’ll win at least one – probably the
Superstock
Zero. The other bikes are better
developed or have bigger teams
around them
50/50. It might get one
65

S1000RR basically
looks the same as
the day it was
launched. BMW
got it right, from
the off
(Above) Not as space age as some, but it’s all
there (Below) When it comes to buttons
chunky and simple are good things
BMW S1000RR
The S1000RR is eight years old. But there’s no middle-aged spread, even in this company…
WHAT A MACHINE this still is,’ says James, puffing as he
gets off the S1000RR. Eight years after its launch – and
still the best-selling sportsbike over 125cc – the
S1000RR has clearly lost none of its ability to give even
the fastest riders a surprisingly vigorous work-out.
We’re testing the best-selling version of the bike, the
Sport, which comes with the semi-active Öhlins suspension,
heated grips, LED indicators and an auto-blipper. For good
measure, our test bike has the £565 performance package, with
cruise control, two customisable riding modes and cornering ABS,
plus all the stuff the standard bike gets for this year – quickshifter,
ABS, Race, Sport and Rain riding modes, and a bigger catalytic
converter to get it through Euro4 regulations.
But though all this gubbins is impressive and makes the others
look rather sparsely equipped, at the heart of the S1000RR’s success
is the thing that was getting Mr Haydon all hot and bothered: the
engine. Ye Gods it’s a monster, picking up sweetly from miniscule
revs and then hurling you into the next
corner with all the subtlety of a howitzer.
Art editor Langy took several laps to
acclimatise: ‘Even with all that power it’s
so sensitive and simple to ride – it’s easy
to get on and as you open the throttle
you think, ‘oh this is going to be a bit of
a pussycaaaaAAATTT!!’ It goes from
docile to lunatic in a blink. I really noticed having to physically
hang on as it was accelerating to stop getting flung off the back,
whereas the others I felt like I was riding them. Maybe it’s because
it’s a slightly more upright riding position, so you’re less crouched.’
Given that he used to ride GP bikes for a living, James is less
blown away by the top-end rush, but is equally impressed by the
BM’s beautifully delicate throttle response: ‘The engine has the
best low down throttle connection. Out of the little hairpin where
you go up the hill, it was the only bike I could wheelie all the way
up the hill before the right hander. Even though the GSX-R has a
stronger motor up top, this has a bit more right at the bottom. And
you can use every inch of that engine, the control is superb.’
This ease of use translates directly to the road: the S1000RR will
happily toddle through town, easing you briskly away from traffic
lights on a whiff of throttle and then laying waste to all-comers
66
‘Even with all that
power it’s so sensitive
and simple to ride’
with its vast midrange. The top-end is, frankly, for track use only –
in two days of commuting and going batshit on my local back
roads I don’t think I got the throttle to the stop once. You can go
utterly ballistic without even getting close.
Back on track the semi-active suspension is getting much love
too. ‘I really pushed it,’ says James, ‘burying the front, because
I knew where I was with it. On the launch [of the revamped 2015
model] there was a corner where the semi-active suspension felt as
though it was holding the front end up, but I didn’t get that today
– I guess it’s been refined [it certainly has – Ed]. The system feels
really natural. I got so confident in it and was having so much fun
that I turned off the traction control and ABS to see what it was
like and it was just as lovely, drifting beautifully. The semi-active
suspension complements your riding approach, whether you are
going fast or not.’
Boastie agreed. At Rockingham there’s a fast right hander with a
change of surface and bumps on the way in; a test of composure
for bike and rider. ‘The suspension feels
sophisticated,’ says Boastie, ‘it handles
those bumps the best – you can feel
them, obviously, but the bike is settled.
Some of the others are nervous’.
On the road you get the same plush
feel, though there isn’t the huge benefit
you might expect from suspension that
can adjust its damping all the time – the BMW doesn’t suddenly
change from floaty tourer to sports nutter as the road surface
alters. It just stays firm yet plush. Where you feel it most is with its
control of weight transfer – no matter what you do with the brakes
or throttle you’ll only get a restricted amount of dive or squat.
Which is a good thing, considering the power of the brakes. The
Brembos are stupendously strong, and in a different league to all
the others in terms of initial bite and progressive power. ‘They’re
mind-blowingly good,’ says Boastie. ‘If it was wet you’d be glad
you’ve got ABS because they’re almost too powerful – would you
want to tip in just feathering the front brake?’
But because of the ABS and anti-rear-lift electronics, none of us
had problems. It was a case of bracing yourself against the tank
and, in my case, feeling my glasses pulled off my nose by the
incredible G-force.

SPORTSBIKE GROUP TEST
Monster engine picks
up sweetly from bob all
revs then hurls you
towards the next bend
67

SPORTSBIKE GROUP TEST
GSX-Rs come with a certain
amount of cultural baggage,
but we don’t care about any
of that, the new GSX-R1000R
stole this show
68

Suzuki give the world a
masterclass in electronics
(Above) Like something out of Tron – Bike
keeping cultural reference points current
(Below) Balance Free fork standard on the ‘R’
Suzuki GSX-R-1000R
‘I’m impressed,’ said Haydon. ‘Staggering’, ‘immense’ and ‘brilliant’ said the rest of us…
THE FIRST CORNER on Rockingham’s National circuit is a
deceptively fast third gear right that leads on to what’s
effectively a straight. If you’re prone to experiencing fear,
you tend to go in too slowly, then – every bloody time –
realise at the apex you could have gone faster. This is where
the GSX-R comes in.
Its midrange is so absurdly strong that when you wind it on,
knowing you should really be higher up the rev range, it catapults
you out at such a pace that you’ll reel in riders who did a better job
of the corner in the first place. Even the almighty S1000RR doesn’t
feel this powerful. It’s immense.
And for those riders who don’t do fear, it seems to work just as
well. ‘This has been a real surprise,’ says James, grinning
maniacally after his first session on the GSX-R. ‘I loved it. It’s got
the best engine of them all – it’s fast, tractable and the midrange
punch is superb. It’s got such a lunge in the midrange, which is
really helpful on track when you want a burst between corners.’
This brilliance is mostly down to Suzuki’s
variable valve timing, which it has been
developing over the last ten years and using
in its MotoGP bikes since 2008. The system is
particularly cunning not just for what it does
– seamlessly alter the valve timing to
optimise performance in the midrange and
the top-end – but for how simple it is.
Basically, 12 steel balls in grooves on the end of the camshaft are
flung outwards by centrifugal force, allowing them to shove the
camshaft round a bit on the cam gear, changing the timing. It’s
light, compact, and apparently completely reliable – the GP team
claims not to have had a single failure all the time they have been
using it. It’s the sort of system rival engineers will be kicking
themselves for not inventing.
Other cleverness in the engine includes hollow camshafts,
titanium valves and S1000RR-style finger followers instead of
bucket and shims, which save weight and allow higher revs – the
followers are near-copies of the ones in the GSX-RR MotoGP bike.
There’s no doubt Suzuki have put some serious effort into the new
GSX-R1000R, which is basically the standard GSX-R1000 with
cornering ABS, Showa Balance Free forks and an autoblipper.
Of course, because it’s a new bike, the electronics are staggering.
‘Even the almighty
S1000RR doesn’t
feel this powerful.’
Instead of pre-set rider modes, the GSX-R lets you change the
power curve (three options, all ending up the maximum, but with
varying degrees of aggression) and the traction control (ten levels,
with the lower traction levels allowing increasingly large wheelies).
It’s all selected via a mode button and toggle switch on the left bar
and takes ten seconds to master.
Langy settled on full power with the traction control set on two
(one is the least intervention): ‘Smooth, direct, and easy to ride. It
felt exactly like the CBR600RR I rode here last year except you
don’t have to change gear much because of that engine. It’s almost
a shame because the quickshifter and auto-blipper are brilliant –
even smoother than the S1000RR’s. When it’s that easy it takes
away a bit of the faff of riding – I can concentrate on everything
else. I thought it was the best bike overall – road and track.’
After initial doubts, Boastie was effusive too: ‘When I got on it,
the immediate impression was that it wasn’t so plush – the others
are dripping with fancy stuff that’s the best you can buy but this
seemed slightly basic. But the riding
experience… straight away it was going
exactly where I wanted, it felt as light as a 600
and the power delivery wasn’t scarily violent,
yet it was very, very fast.’
And that 600-like handling means you can
make it do things some of the others can’t.
‘On the long left hander sometimes you can
drift wide from the final apex if you’re too long on the throttle
going in,’ says Boastie, ‘but with the Suzuki you could just turn it
that fraction more and hit the apex. That wasn’t easy on the
others. Also, I felt the Suzuki needed less electronics to control it.
The others are fairly gentle low down then go crazy at the top, with
the electronics sorting it all out. But the Suzuki is powerful
everywhere and feels like it needs less electronics because you get
exactly what you want.’
Even James – who hates feeling the electronics take over from
him – admitted they were good: ‘I had the power on full, the
traction on two and it would hold you just on the edge of a spin, a
subtle drift. And I couldn’t feel it working – if I had I would have
turned it straight off. But I kept this on because it felt so natural. It
allowed me to enjoy myself. I didn’t feel the ABS at all either,
whereas on the Blade I could. I’m impressed.’
69

Verdict
>> Before discounting two of the bikes from the running, let’s
be clear about one thing: all of these motorcycles are
astonishing. Ridden in isolation, any of them would be a
delight, whether you’re spending summer Sundays tazzing
round the Peak District or partaking in every available
trackday. They have more power, handling and electronic
sophistication than most of us could ever use. If you love the
look of one, buy it – you won’t be disappointed.
But,
ridden back-to-back, it’s clear there are two tiers, no
matter what your riding standard. In tier two are the Honda
and Kawasaki, which are just not as impressive as the other
three. The Kawasaki suffers from its lack of low-to-midrange
power and the Honda is plagued by enough throttle
inconsistencies to knock it out of the running.
So it’s between the BMW S1000RR, Yamaha R1 and Suzuki
GSX-R1000R. Each of these has huge strengths. The R1 is
sublime on track, the BMW has a monster engine and is the
best value with all its extra gadgets, and the GSX-R1000R is
so easy to ride, yet is the most outrageously fast of the lot on
road and track. And that, ultimately, is what these bikes are
all about. Bike’s 1000cc Sportsbike of 2017 is the Suzuki
GSX-R1000R.
‘Any of them would be a delight,
whether tazzing round the Peak
District or partaking in every
available trackday’
SPECIFICATIONS SUZUKI GSX-R1000R
Contact Suzuki-gb.co.uk 0845 8508800
Price
Typical PCP
finance
Engine
Bore x stroke
Transmission
Power (claimed)
Torque
(claimed)
Frame
Front
suspension
Rear
suspension
Brakes (f/r)
Tyres (f/r)
Rake/trail
Wheelbase
Wet weight
Seat height
Tank size
Economy
Electronics
£16,236 otr
deposit £3500, 36 monthly
payments £165, final payment
£9393
1000cc, 16v inline four
97.6 x 80mm
six speed, chain
199.1bhp @ 13.200rpm
86.7bhp @ 10.800rpm
aluminium beam
46mm usd fork, fully adjustable
monoshock, fully adjustable
2 x 320mm discs, 4-pot calipers;
220mm disc, 1-pot
120/70 ZR17
190/55 ZR17
23.2mm/94mm
1420mm
203kg
825mm
16 litres
41mpg
Bike rating Suzuki 10/10
traction, cornering ABS, modes,
launch control, quickshifter
70

SPORTSBIKE GROUP TEST
BMW S1000RR SPORT HONDA FIREBLADE KAWASAKI ZX-10R YAMAHA R1
bmw-motorrad.co.uk 0800777155 honda.co.uk 0845 2008000 kawasaki.co.uk 01628 856750 yamaha-motor-co.uk 01932 358000
£14,930 otr (£15,495 as tested) £15,225 otr £14,286 otr £15,736 otr
deposit £3043.84, 36 monthly
payments £169, final payment
£7644.10
deposit £3559, 36 monthly payments
£129, final payment £7936.46
deposit £3100, 36 monthly payments
£168.83, final payment £6701
deposit £3369.88, 36 monthly
payments £165, final payment £8431
999cc, 16v inline four 999 cc, 16v inline four 998cc, 16v inline four 998cc, 16v inline four
103.0 x 63mm 79.0 x 50.9mm 79.0 x 50.9mm 79.0 x 50.9mm
six speed, chain six speed, chain six speed, chain six speed, chain
199bhp @ 13,000rpm 189.1bhp @ 13,000rpm 197.3bhp @ 13,000rpm 197.3bhp @ 13,500rpm
83.3 lb.ft @ 9750rpm 84.1 lb.ft @ 11,000rpm 83.7 lb.ft @ 11,500rpm 82.9 lb.ft @ 11,500rpm
aluminium beam Aluminium beam aluminium beam aluminium beam
46mm usd fork, semi-active
damping
43mm usd fork, fully adjustable 43mm usd fork, fully adjustable 43mm usd fork, fully adjustable
monoshock, semi-active damping monoshock, fully adjustable monoshock, fully adjustable monoshock, fully adjustable
2 x 320mm discs, 4-pot calipers;
220mm disc, 1-pot
120/70 ZR17
190/55 ZR17
2 x 320mm discs, 4-pot calipers;
220mm disc, 1-pot
120/70 ZR17
190/50 ZR17
2 x 320mm discs, 4-pot calipers;
220mm disc, 1-pot
120/70 ZR17
190/55 ZR17
2 x 320mm discs, 4-pot calipers;
220mm disc, 1-pot
120/70 ZR17
190/55 ZR17
23.5mm/97mm 23/96mm 25/107mm 24/102mm
1438mm 1405mm 1440mm 1405mm
208kg 196kg 206kg 199kg
815mm 820mm 855mm 855mm
17.5 litres 16 litres 17 litres 17 litres
37mpg 39mpg 39mpg 38mpg
traction, cornering ABS, modes,
launch control, quickshifter
traction, cornering ABS, modes
traction, cornering ABS, modes,
launch control, quickshifter
BMW 9/ 10 Honda 8/ 10 Kawasaki 8/ 10 Honda 9/ 10
traction, cornering ABS, modes,
launch control, quickshifter
71

Cult of the V-Strom
All too often overshadowed by more shouty choices Suzuki’s 650cc
middleweight is a travel/adventure/commuter and high-mile marvel…
By Ben Lindley Photography Wayne Lennon
John Dawson: the world traveller
>> Age: 69 >> Job: semi-retired builder >> Started riding: 22 >> Year: 2x 2010 >> Mileage: 84,000 international miles
BACK IN 2010 I booked a place on a Nick Sanders Ushuaia to
Alaska tour. At the last minute I decided my 1250 Bandit was
too heavy so I went and bought a V-Strom 650. Every man and
his dog has a BMW, and I wanted to buy Suzuki. I’ve been able to
directly compare the small V-Strom with the R1200GS in some
really harsh conditions. Its lightness means it’s easier to handle on
gravel, and if you lay it down, you can pick it up on your own.
The furthest I’ve been on one tank is 310 miles. We were in
Argentina, short of fuel and slowing right down to 30mph to
improve economy. Only three bikes made it to the next petrol
station: a Triumph, a Yamaha, and a BMW with a 30-litre tank.
I was last to run out, in fact if I’d managed to get up the next hill
I could’ve coasted into town.
I’ve now done seven long distance trips with Nick on V-Stroms.
The ten days in Iran on the way to Mongolia really stand out. It
was absolutely boiling in Iran, but my 650 never had issues with
overheating. I did crack the chassis in Uzbekistan, just a few
countries later. I hit a massive pothole in the dark, which cracked
the aluminium frame just under the swingarm pivot point.
A local welded the frame back together, but it just got worse over
the next week. The only option was an 8000 mile trip back to the
UK across Russia – just me and my son on his 660 Ténéré. Carole
Nash would have picked us up in Lithuania, but the bike managed
the trip without incident. Back home again, I decided I needed a
replacement while I tried to get the frame fixed. Time for another
orange V-Strom 650. That one’s just been shipped back from a New
York to Argentina ride, 32,000 miles showing on the clock.
Servicing? All I do is change the oil and filter. Both bikes usually
see major services a little late. We rode from Ushuaia to New York
for 22,000 miles and all I did was the oil and filter. At that time, oil
changes were supposed to be every 3500 miles. I run both of my
bikes at 6000 and they are fine.
One bike has OE heated grips and the other aftermarket items.
I can’t tell much difference between them. The first Americas trip
absolutely knackered the stock suspension so the forks got new
internals and the shock was replaced by a Touratech Level 1. A
friend of mine has welded up the frame for me, good enough for a
few trips to Europe. That bike’s now done 52,000 miles.
72

CULT OF THE V-STROM 650
Left: 52,000 miles and
looking fit. Right: 32,000
miles and just back from a
New York to Argentina
adventure
‘The only option was an 8000 mile trip back
to the UK across Russia – just me and my son’
73

CULT OF THE V-STROM 650
Tom Lea: the young commuter
>> Age: 23 >> Job: electronics design engineer >> Started riding: 21 >> Year: 2013 >> Mileage: 27,000 everyday miles
I
DID 21,000 MILES in my first year’s motorcycling on this
V-Strom. It was a sound bet for a first bike. I learnt on and loved
the SV650 but decided I wanted something more upright and
comfortable. The V-Strom seemed to be much more my style,
especially as it was going to be my only vehicle for a year. It was
two years old, showed 5000 miles and was exchanged for £4300.
It should’ve been restricted for most of that year. But because of
what I can only claim was a mix-up between my British and
French driving licences, a new Brit photocard showed me as
having a full licence sooner than anticipated. I remember loving
the twin’s torque as soon as I could open the throttle fully. A few
mods kitted it out nicely for motorway miles: Oxford heated grips
were a god-send over winter, a two-section screen kept wind blast
at bay, Givi panniers and bars for luggage.
I’m not one for fastidious washing. The Strom did get a wash the
other day, but that only helped expose the odd bit of rust. The
undercarriage gets the worst abuse, the rear shock linkage is pretty
browned, and a lot of my bolts have gone fluffy. Proper cleaning
should wipe off a lot of the rust, but I’m worried that the engine
casing will be really suffering soon.
Three weeks in Europe was on my summer to-do list, south
through Luxembourg, Germany, Austria, to Pisa in Italy and then
back to my family’s home in France. Along for the ride was my dad
on his R1200RT. I’ve ridden the RT, and it’s a surprisingly nimble
machine, but it never felt like I couldn’t keep up with it on the
V-Strom, especially when the roads became tighter into the Alps.
I had full panniers, top box and tent strapped behind me and the
bike never felt heavy round the Stelvio’s switchbacks. The bike
must have travelled 4500 miles at least, and I could’ve comfortably
gone on for longer.
I ditched the OE tyres for Michelin Pilot Road 3s early on, and
rode Europe on those. The bike’s been great for recreational riding,
too. It really can go anywhere, and I relish blasting over the North
York Moors on a weekend. The roads round here aren’t particularly
smooth, and I remember I was much faster than a friend of mine
on his GSX-R750 just because of the Strom’s more forgiving
suspension. He was complaining about bumps that I didn’t even
know existed. The 650’s also been to Cadwell Park. It was my first
time on track, but the bike was hilarious, popping wheelies off the
Mountain and scraping pegs and centrestand round every corner.
74

‘We both wanted to love the 1000,
but the 650 gave us 90% of the
performance for 75% of the price’
Gary Hesketh: the euro tourer
>> Age: 58 >> Job: retired police offcer and qualified electrician >> Started riding: 24 >> Year: 2015 >> Mileage: 7500 touring miles
MY LOCAL DEALERSHIP, B & B Motorcycles, are good at
lending me bikes and about three years ago they handed me
the keys to a DL650 while my GSX1250FA was in for a service.
Over the next year I started to realise the idea of riding something
comfortable and fun without the need of an osteopath was a good
one. My long-term riding partner Paul and I organised a day out
on a DL650 and DL1000 from B & B, swapping on the ride to
compare machines. We both wanted to love the 1000, but the 650
gave us 90% of the performance for 75% of the price. On top of
that, it felt just as stable and with better wind protection. Sold…
I bought this bike in April 2015, and Paul bought his 650 a year
later. We’ve been snatching tours on them ever since. Last year’s
highlight was a week spent leant over riding corners in the Picos
de Europa. In every respect, it’s easy to ride. 350 miles of twisties?
No problem: you’ll get off at the other end feeling refreshed. And
you get maximum enjoyment with the minimum of licence risk.
THANKS
>> Thanks to Peter Littlewood for helping us locate our V-Strom
owners. Peter’s a 650 enthusiast and manager of B & B
Motorcycles, Lincoln. Get in touch with him on 01522 545879 or
visit the website: bikeslincoln.co.uk
I could list what’s right with my V-Strom all day. I can also list
what’s wrong, but it would only take a minute or two. Paul and I
both changed the standard horn for 120dB Denali SoundBombs. It
sounds more like a juggernaut than a motorcycle now. We’ve also
both fitted double-section Givi Airflow screens, which are much
better than anything Suzuki make. I now sometimes forget I’ve
still got my visor up at motorway speeds, and my jacket and
helmet are fly-splat clean. Indicator brightness was improved by a
little tin foil placed behind the bulb, and my dealer fitted a set of
running lights from the 1000.
A handlebar wobble developed at 3500 miles when slowing
down through 40mph. A brand new front tyre later and the
wobble had gone. Out went the OE Bridgestones and in came
Pirelli Scorpion Trail IIs. I’ve now done 4000 miles on the Pirellis,
and they’re awesome. No squaring and masses of grip.
People grumble about the wide panniers. Yes, they’re big, but I
think the issue’s a simple trade-off between capacity and slimness,
or lack of. I’m one of those people who packs for a trip by putting
everything on the bed, halving it, and then taking it all anyway.
The panniers swallow what I want to take. When we get to a base
and want to go adventuring removing the panniers and
scaffolding takes no more than two minutes.
TURN OVER
Should John, Tom and Gary
be buying 2017’s V-Strom…?
75

FIRST RIDE 2017 650 V-STROM
Now even better?
Giant-slaying adventure underdog slims down everywhere and
blows frugal raspberries at Euro4
By Ben Lindley Photography Suzuki
PHWOAR! LOOK AT that adventure bike,’ said nobody
ever about the last V-Strom. But cue the red carpet, roll
out the restyled model and that’s bound to change.
Glance up from a brew at your local bike stop to see a
new 650 pass by and you’ll swear it’s a big capacity
machine. Hell, inspect it parked next to its big brother
and it’s still difficult to tell the difference.
That’s thanks to a completely revised aesthetic based on
Suzuki’s 1991 DR-Z, complete with adventurous beak and
stacked headlights. It’s a style that’s been working on the
V-Strom 1000 since 2014, now tweaked and passed down to
the 650. This XT version is mechanically identical to the
standard bike, but crowds a few more ticks in the aesthetics
box: lower cowling, handguards and spoked wheels. They’re
yours for £500 over the base price. Gold wheels look dashing,
but are only available with that yellow paint scheme. Pity
really, as a black bike with gold rims might look juicy.
From the front it’s slap-in-the-face obvious the bike’s
slimmer than before. It’s now easier to touch the floor thanks
to a thinner seat unit plugged into a skinny new subframe, and
the official panniers have received similar dietary treatment.
Critics of the previous model suggested that fully-laden bikes
were too fat to filter with, but have Suzuki gone too far?
Luggage capacity is down to 39 litres, under two-thirds the
volume of official outgoing fitments. You can’t use the larger
55-litre top box with them, either. Luggage-loving owners will
have to take a styling hit and fit aftermarket accessories.
Thumbing the ignition sends the engine burbling into life
through the large Euro4-compliant muffler. It’s painted a
subtle black – nearly invisible at night. The easy-start
system keeps the starter motor turning until the
engine catches and a low RPM assist guards
against stalling, although this was never
a problem with the outgoing bike.
Two-stage traction control is
inherited from its
bigger brother
and its
intrusions are anything but. Settings are also thankfully
remembered when the bike is switched off.
Thanks to a whopping 60 new components in the engine,
torque has increased by 1.4 lb.ft and power by 2bhp even after
Euro4 compliance. The standard bike is a kilogram lighter
than previous, so power to weight really is improved. All of
this means that the 645cc twin delivers 68.9mpg and retains
its lovable character, even on the 3kg heavier XT version.
Tap the gear lever, and the neat gearbox clicks smartly into
first. Twist the throttle, and that wise old V-twin runs up
to the red line through a smooth spread of
usable grunt. Braking reveals a soft
action ABS that comes in a little too
early, but it’s a reassuring setup
that belies the ‘Strom’s budget
pricing. Neutral handling
and stable chassis make
attacking tight, curvaceous
tarmac a breeze. But all this
stuff’s in the V-Strom’s
genes, brought out with the
help of magnificent OE
Bridgestones.
These Battlax A40s do
away with the
common
Short and to
the point.
Seems fair
enough
76
Gold wheels:
unavailable on
black V-Stroms.
Strange

‘Neutral handling and
stable chassis make
attacking tight,
curvaceous tarmac
a breeze’
Power comes
out of here.
Fine
It’s the sort of
neat little
detail that
makes you nod
appreciation
77

FIRST RIDE 2017 650 V-STROM
‘Does any other
middleweight make you
want to explore the
world more than this
one? We think not’
misconception that OE rubber is cheap rubbish. They’ve been
optimised for the V-Strom 650’s below-average weight, resulting in
lighter tyres front and rear without any loss of grip or durability.
They actually cost significantly more to design and produce than
the heavier off-the-shelf counterparts, but Bridgestone
representative Nico stops short of divulging exactly how much.
On these Spanish roads near the Catalan port of Tarragona the
V-Strom is a whole lot of fun. Bend after bend is dispatched with a
neat flick of the high and wide handlebar, following a laughable
centre line that doesn’t leave room for two cars to pass each other.
The twin packs just enough punch on these tight B-roads to
provide that feeling of elasticity – always being at the right speed
for the view ahead. But this is brilliant tarmac, so fun on any
mid-capacity machine. I can’t help wondering whether I’d be
having more laugh-out-loud moments on Yamaha’s Tracer 700. It’s
only got a 17-litre tank compared with the V-Strom’s 20, but that’s
definitely adequate for this particular flavour of Europe.
The 650 was once the vanguard of the middleweight touring
class, but now it’s one of at least five different options, and its two
biggest competitors are both cheaper. Look closely and the
V-Strom might even lose some points to its rivals in the quality
department. A flappy rubber insert fits into the swingarm pivot
point to protect the black frame from boot marks. The rubber itself
is scuffed after just a day’s riding. Compare this with the same
section on the £550 cheaper Tracer 700, and the Yamaha comes off
looking downright smart. Care about a quality suspension setup?
Kawasaki’s Versys comes with adjustable suspension to rival the
Suzuki’s road holding capability for £300 less.
But it’s when you twin ownership with long distance travel that
the V-Strom really takes the fight to the competition. Despite a
yellow paint scheme that’ll be a handful for any owner the bike’s
adventure looks are now one of its strongest selling points.
Hereditary grunty engine, stable chassis geometry, and a massive
fuel tank inspire you to ride more and ride further. Does any other
middleweight make you want to explore the world more than this
one? We think not.
78
NO: do
something
stupid and
V-Strom
can be
blunt
Also supplied
with brakes
SPECIFICATIONS
Price £7399 (XT £7899) Engine
645cc, liquid-cooled, 90˚ V-twin
Power 70bhp Torque 62 lb.ft Top
speed 120mph (est) Rake/trail
26˚/110mm Wheelbase 1560mm
Wet weight 213kg/216kg (claimed)
Seat height 830mm Tank size
20 litres Economy 68.9mpg
(claimed) Colours Champion
Yellow No.2, Glass Sparkle Black,
Pearl Glacier White (all on
standard and XT versions)
Availab
ility Now
Bike verdict Brilliantly usable
commuter-tourer now hidden
behind big adventure bike looks.
Bike rating 8/10

FIRST TEST KTM 1090 R
‘R’ is for ad
KTM’s new 1090 Adventure R is the adventure bike that actually works off
road. We ride it on the actual Californian trails where KTM developed it…
By Jonathan Pearson Photography Adam Booth and JP
80

venture
e
81

FIRST TEST KTM 1090 R
ADVENTURE RIDING SOCAL
>> What’s it like to ride these
West Coast desert trails?
Navigating Southern
California’s tracks and trails is
easier than you think and it is
certainly less complex than the
United Kingdom. Where you
can and can’t ride is regulated
and mapped. They are followyour-nose
sort of trails and
because they are relatively
well used they are also usually
clearly defined and signed
when riding isn’t allowed.
‘Off Highway Vehicle’ (OHV)
routes are sign posted with the
type of vehicle allowed on that
route shown on the signs which
sit at the start of trails and often
also with difficulty ratings. It’s
a system we could well do with
in the UK.
Sometimes that means all
vehicles, others are restricted
by width and you can find
yourself on a trail only
motorcycles can use. You can
pick up guide maps and
obviously there are GPS
tracking routes that are easily
findable online.
>> Useful Googling
ohv.parks.ca.gov should be
your starting point for official
proof and up-to-date info.
Riderplanet-usa.com is a good
source for legal routes across
North America too, but there
are others.
Hone in on where you’re
heading, for example
California then find San Jacinto
OHV trails for info, legalities,
routes and advice about many
of the trails we rode.
>> Where do I get a bike?
Eaglerider.com. Eagle rider run
six and eight day ‘Dual Sport
Explorer’ tours which take you
on and off road from San Diego
on a BMW GS only (at time of
writing). From just over $2000
you get most of your expenses
covered (not flights) and a
guide from San Diego down
across Donald Trump’s
favourite border into Mexico
and back. The same operators
hire out a range of bikes
including KTM 1190 R from
their base in Murrieta, CA.
which is the same town where
KTM’s launch, and my route
started out. From $149 per day
for a 1190 R.
San Diego based
360motorcycleadventures.
com have a range of adventure
and dual-sport bikes for hire.
Rent by the day or longer (five/
eight day rental of an R1200GS
is $169 per day), they also run
guided tours, rent clothing and
are a good source of info.
WHEN THE FOUR times winner of the Baja 1000 Rally
tells you, ‘this next one’s probably one of my favourite
trails in the world,’ it has to prick up your ears.
Winning one of the planet’s most iconic off road
events not only means this guy can ride a bike pretty
good but that he also knows a thing or two about what
makes a good trail.
We’re more rock skimming than climbing along the Thomas
Mountain trails, in sight of the San Jacinto mountain range, the
Tahquitz Peak and Suicide Rock. Both are well-known to the rock
climbers of California and the world beyond. Cold morning low
cloud thankfully evaporates to reveal sweet-smelling pine forests
and the kind of beautiful trail you dream of at night. I have to
confess I climb off my bike, kneel down, take my glove off and feel
the dirt between my fingers. It’s good.
We thread away on the trails for a couple of hours before
eventually finding tarmac and the Lost Valley Road (as lost and
unused as you’ll ever find any road) which tassels down to Warner
Springs and a two mile, 70mph, pinned throttle, soft sandy blast.
My brain fizzes as I snake through the ruts, weight back over the
pillion seat. I’m wide-eyed as wide-eyed can be across a genuine
prairie (like you see in films). Who needs drugs? Not here. Not
now. That’s for sure.
KTM’s decision to launch their new 1090 Adventure R in the
hills and deserts east and south of their North America base at
Murrieta, California was no random choice. This location offers up
a wild mix of road and off-road motorcycling across desert planes,
mountain tracks and trails. It is exactly what adventure bikes are
made for. But these aren’t the dirt tracks and full-on terrain you
might associate with real
dirt bikes (or me), they are the kind of
tracks and trails where you can exploit and appreciate a bigger
bike. Truly, if ever there was a place to let an adventure bike off the
leash this is it.
‘Southern California is so vast, we have so much area to work
with. We have areas of desert that go for hundreds and hundreds
of miles so if there’s something specific we want to test then I can
go to that location,’ says KTM development rider Quinn Cody. It’s
exactly why KTM use Cody and these dusty and hot conditions to
82

‘My brain fizzes as I snake through ruts,
weight back over the pillion seat. I’m
wide-eyed as wide-eyed can be’
KTM: always happy to
supply the bike, this
sort of skill you’ll have
to deliver yourself
test their ‘street’ bike range – including the Adventure models.
Quinn continues, ‘even on the street bikes we run them through
desert and dust to test for intrusion. It sounds completely mad to
be running a Super Duke down a dirty and dusty road, but we have
to test for that as much as we have to test for traffic light to traffic
light at 40ºC.’
The 1090 Adventure R replaces the 1190 R and nestles among
the 1290 R and standard 1090 and 1290 models – keeping track of
KTM’s ever-changing range of adventurers can be challenging, but
this latest line-up has been simplified thanks to just two engine
sizes which power road, touring or off -road biased models.
History tells us the R is the one with the sportier skills, and this
from a manufacturer traditionally known for operating at the
sportier end of the adventure bike market. With greater off road
potential thanks to proper size wheels, superior ground clearance
and WP suspension the ‘R’ has won over adventure riders who
want genuine off road ability – this in a world which often wears
its off road cred only skin deep. With narrower, spoked front
wheels, stiffer and taller suspension, crash bars, bash plates and
83

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FIRST TEST KTM 1090 R
narrower seats the feel as well as the look of
KTM’s Adventure R models has always been
properly purposeful. It’s also no secret that
they’re not everyone’s cup of tea – hence the
more varied options for road these days.
Day two and warm coffee kickstarts a
cold pre-dawn departure, but it doesn’t take
long for the temperature to rise as we drop
down into real desert country. The Anza-
Borrego Desert is a proper desert but with a
roundabout for a tourist resting place, rare
cactus flowers and Ricardo Breceda’s iron
sculptures of sea monsters, dinosaurs,
camels and prancing horses rusting in the
Cacti: a local
hazard for
local riders
baking heat. It makes for a surreal and exciting combination.
To a northern European such as me the realities of genuine
desert trails add an element I don’t normally worry about:
cacti plants. They reach out to attack, some even throw spines.
It doesn’t detract from the riding but every now and then, if I
run a little wide or close to the trail edge, I find myself jinking
my body away, checking a slide to stay within the limits. It’s an
off road version of the stone walls on the Isle Of Man TT
course. Sure, stone walls are harder than textile-piercing
spines, but these guys hurt big time. That’s not all. While there
are no Manx cats hiding in the undergrowth here, there are
rattlesnakes. Imagine crashing, tumbling through an
agonising acupuncture session, spannering yourself on some
rocks and just as you’re lying there wondering WTF’s happened
there’s a rattling sound coming from
somewhere near your elbow.
The beauty of KTM’s newest Adventure R
is that it fulfils sportier on and off road
requirements in a way I can’t say any other
adventure bike manages. The smaller
proportions and healthy 125bhp 75º
V-twin make this latest R agile and alert
where others are over-proportioned and
harder work. Much more than that the WP
suspension, developed on these
Californian trails of course, is progressive
and simply holds itself better under
different riding conditions. On and off
road it easily pips the older R models and dual sport rivals.
Suspension is not active by the way, so there are no fancy
electronics controlling things. There’s just conventional, wellsprung,
very well-damped and fully adjustable forks and shock
absorber. Go crazy and try to ride it like a regular dirt bike
(which it readily encourages) and you’ll find the bumpstops on
heavy landings. But let’s be clear here it really does take some
very un-adventure bike-like riding to get that far through the
suspension stroke. Pretty much everything you should rightly
ask of this suspension gets absorbed in a way only
conventional forks and shocks can deliver.
It’s the same story with the anti-lock braking and traction
control systems. There are no expensive, top of the range
electronics here just good, latest-spec electronic systems
‘The Adventure R fulfils sportier on and off
road requirements in a way I can’t say any
other adventure bike manages’
Deserts have water
too. Well this one does.
All the better for
diligent KTM testing
85

FIRST TEST KTM 1090 R
From 40º heat to
snow capped
mountains
which go largely unnoticed until you step too far with your
enthusiasm. Occasionally the steeper rocky descents test the ABS
beyond its limits, and the bike runs on faster than it would without
ABS, but it’s a rare occurrence.
You can turn the ABS and traction control system off, and
selecting full power ‘sport’ mode delivers a lively time of it. Despite
the more suitable (US-models only) OE-spec Continental TKC 80s
the 1090 R is all too ready to snap sideways on the dry and rocky
track in full power mode. Off-road mode makes life less hectic.
Even on the road you can easily push that rear tyre beyond itself
on the slower, lower gear corners.
‘I’m not giddy with the bike, I’m
giddy with enjoyment and
this bike got me there’
You don’t have to ride like that of course, and other KTM models
are available. But surely R stands for ‘racy’ or ‘raring to go’ or ‘really
rather ride robustly’ (although having R R R R on the side panel
could get untidy).
Dropping from 1190 R to 1090 R might strike you as a negative
move from KTM but as a dual sport bike, capable of hitting the
trail as much as the road, the lower capacity, less power but lighter
weight mean better handling and that plays into the rider’s hands.
Along with the best adventure bike suspension I’ve tested off road
the 1090 R’s best attribute is to be more fun and more capable as a
true go-anywhere adventure bike.
Given this was the best set of trails during the course of any one
day on an adventure bike I’ve ever ridden, I’m going to suggest
things don’t get much better than this. I’m not giddy with the
bike, I’m giddy with enjoyment and this bike got me there. Get
yourself a ride on the new 1090 Adventure R and, ideally, get
yourself riding in SoCal while you’re at it.
SPECIFICATION
Contact
ktm.com
Price £12,149
Typical finance PCP: £2500 deposit, 36 months at £181.46,
final payment £4600.63
Engine
Bore x stroke
Capacity
Power
Torque
Transmission
Frame
Tyres
Front suspension
Rear suspension
Brakes (front/rear)
Rake/trail
Wheelbase
Wet weight
Seat height
Tank size
Economy
Top speed
Electronics
Colours
Availability
Bike rating 9 / 10
liquid-cooled, 8-valve, 750 V-twin
103 x 63mm
1050cc
125bhp @ 8500rpm (claimed)
82 lb.ft @ 6500rpm (claimed)
six speed, chain
tubular steel trellis
90/90 21 (f), 150/70 18 (r)
48mm WP fully adjustable usd fork, 220mm
travel
WP fully adjustable monoshock, 220mm travel
320mm disc, 4-pot caliper/267mm disc,
2-pot caliper
24°/97mm
1560mm
215kg
860mm (adjustable, low seat option available)
23 litres
50mpg (est average)
150mph (est)
four power modes, traction, ABS
white, black
now
KTM 1090 R
Bike verdict The new 1090 Adventure R is all about the right blend of
power and weight. KTM have got this right and come up with a truly
useful, dual-purpose adventure bike that is capable in the dirt, rather
than just looking the part .
86

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Next month
BMW
R1200GS
Rallye
Best ever
GS tested on
road and dirt
Huge fact
packed section
g
packed section
Riding clobber, technique tips,
buying advice, legal
wisdom and more
PLUS
RETRO CAFÉ
RACERS TESTED:
TRIUMPH THRUXTON,
NORTON COMMANDO, HONDA
CB1100RS & BMW R nineT RACER
AUGUST ISSUE ON SALE 28 JUNE
88

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Essential knowledge
Riding technique tips, travel
destinations, buying advice
and workshop inspiration.
Come in…
T H I S M O N T H
92 The Big Test
>> The UK’s sports tourer of
choice takes on the most
comprehensive test in the land.
2500 arduous miles and the
truth will out.
100 Reader
adventure
>> Useless small bikes across
Peru. And this is what they call
an ‘organised’ adventure.
107 New products
>> A helmet, chain lubrication,
jeans and a neat way to jolt an
electrically exhausted bike into
burbling action.
110 Dealer
>> How to buy Yamaha’s
spectacularly successful MT-09.
112 The adventurer
>> Five roads in Europe you must
ride. And no, they aren’t the
usual suspects…
113 The Brief
>> What happens when you run
out of skills and end up in a
ditch? Legally speaking.
114 The tests
>> Every bike Bike has tested
reviewed and rated.
122 Bike Life
>> A Sunday afternoon bimble
with Team Bike, Bike custom
project latest, Camels to the
Island. Plus Mikey buys and MG
somehow sells…
92

Kawasaki
Z1000SX
2500-mile test
Firmly established as the UK’s favourite
Kawasaki and the nation’s sports-tourer
of choice, the Z1000SX has been
tweaked and sharpened for 2017.
After three packed months with
the Zed, has the Kawasaki proved
the perfect all-rounder?
By Mike Armitage Photography Matty Graham,
Matt Howell and Mike Armitage
93

The Big Test
Contact
Engine
Capacity
Fuel system
Transmission
Frame
Front
suspension
Rear
suspension
Brakes (f/r)
Tyres (f/r)
PERFORMANCE TESTING
94
FUEL FIGURES
41
MPG
AVERAGE
Tank size:
19 litres
Distance to
fuel light:
145 miles
Range:
171 miles
kawasaki.co.uk
16v DOHC inline four
1043cc
injection
six-speed, chain
aluminium twin-spar
41mm usd fork, adj. preload,
compression and rebound
monoshock, adj. preload
and rebound
2 x 300mm discs, 4-pot/
250mm disc, 1-pot
120/70 ZR17, 190/50 ZR17
>> It might have an upright stance but the Z1000SX is
quick. Properly quick – zero to sixty in three seconds
dead is about as quick as it gets (the new GSX-R1000
holds the record at 2.9s), and it goes on to batter the
rev limiter in top gear in just three quarters of a mile.
It’s thanks to oodles of stomp at accessible revs and
road-friendly gearing, not race track ratios, and is
why the Zed romps so briskly from 40 to 80mph in
top gear as well. It’s a seriously potent road blaster.
PERFORMANCE
0-60mph: 3.06s
1/4 mile: 10.86s @ 133.6mph
Top speed: 150.6mph
(indicating 158mph)
40-80mph top gear: 4.85s
Braking 70-0mph: 52.8m
(ABS on)
SPEEDO ACCURACY
30mph: 29
60mph: 57
90mph: 85
FACTS AND FIGURES
>> Ten years ago this sort of geometry
would have been pretty crisp for a
supersport 600. It’s certainly sharp
for weighty, grunty sports tourer.
KAWASAKI Z1000SX THE FIGURES
BHP / LB.FT
130
120
110
10 0
90
80
70
60
50
40
30
2000
TYRES
Power
131.1bhp @
10,000rpm
Torque
78.8 lb.ft @
7500rpm
3000 4000 5000
6000 7000 8000 9000 10,000
RPM
>> Rubber sizes are a sportsbike-like 120/70 front and sizeable
190/50 rear. Standard fitment is Bridgestone S20, playing to the
Zed’s sporty side. They feel soft and grippy, suck down to the
road and would be mega on a trackday, but the rear wears out
quick – by 2000 miles it’s squared off enough to make the Zed’s
iffy steering feel even heavier. The bike is also sensitive to
pressures – a drop of two psi makes it feel like a puncture.
Price
£10,136 otr
Seat height
815mm
Wheelbase 1440mm
Rake
24.5˚
Trail
102mm
P O W E R
AND TORQUE
>> The Zed revs
past its redline
at 11,000rpm,
but like most
its tacho reads
1000rpm high.
The engine has
links back to
the ZX-9R, but
is much fitter
– the last 9Rs
had 126bhp
and 66 lb.ft,
both made
with 1500rpm
more. The Zed
can also duff
up the ZX-10R
sportsbike (see
p72) – at typical
roads revs of
6000rpm, it
has a 15bhp
and 15 lb.ft
advantage.
Road-biased
gearing makes
the Zed even
more flexible.
W E T
WEIGHT
235kg

The Bike Big Test
>> No other magazine or website tests bikes as
comprehensively as Bike. Every month our
team of full-time testers puts serious miles on a
key bike, speed tests, dynos, weighs, and tries
tyres and accessories. It’s the UK’s biggest test.
‘60mph comes up
from a standing start in
three seconds dead’
YES INDEED, IT’S a looker. It would be unfair to say that
earlier versions of the Z1000SX have been ugly, however
this snouty new styling inspired by the ZX-10R is fine.
Really fine, in fact, especially in this sparkly ginger hue.
There’s way more to the 2017 model revision than lines
drawn with a sharper pencil, mind.
Comfort is supposed to be improved, the screen better, and
the dash enhanced. The rear shock has a new linkage, damping
rates are altered and the engine smoothed out. Oh, and it’s got
the IMU thingybob from the ZX-10R too, adding cornering
ABS to the existing three-level traction control and two riding
modes. Then there’s the wider mirrors, lower seat height and
improved pillion seat, all-LED headlights... you get the idea.
We’re big fans of the Z1000SX here in the UK. It’s been the
best-selling Kawasaki model, out-selling the ZX-10R it apes by
three-to-one for the last few years, and it often tops the country’s
registration numbers in the sports tourer category. Keen to find
out if the updates cement its position or spoil the recipe, we’ve
piled on over 2500 miles in three quick months.
Engine and transmission
Let’s get the less glowing bits out the way immediately. First,
there’s no real excuse for an average 41mpg with the kind of
use (same riders, speed, roads and traffic conditions) where
many modern bikes are doing at least 50. There’s a slight off-on
snap to the throttle that’s particularly unpleasant on greasy
roundabouts at rush hour, and is something that once you’ve
noticed you can’t unnotice – I’ve not fully got used to it even
after 2500 miles. There’s too much fizz reaching the Zed’s
controls as well. They say it buzzes less than before, however the
motor’s vibes are really noticeable from 6000rpm upwards. And
first gear still goes in with the clang it possessed when new.
Right. With the less-fine stuff to one side, let’s get frothy over
the good stuff. The engine in the Z1000SX might have tenuous
links back to the ZX-9R of the 1990s, but there’s nothing old
or ponderous about this 1043cc inline four. Twist the grip and
the Kawasaki just buggers off. No waiting for revs, or getting
the right gear or other faff. Twist ‘n’ go? Twist ‘n’ gone more
like. It’s the result of having peak power and torque delivered at
road-biased revs and transmitted through comparatively short
gearing, giving a bulging flexible grunter of a bike that couldn’t
care less about road speed, revs or gear. Roll out of a village in
top, squirt in some gas and it catapults to three-figure speeds.
Picking off B-road traffic happens in a flash. Making swift
progress has never required such minimal concentration.
And it’s exciting when you thrash it, too. 60mph comes up
from a standing start in three seconds dead, ratios are swallowed
in a frenzy of shifts, and it’s stuttering off the limiter in top
before you realise what’s going on. It’s a mega motor; if they
smoothed out the fuelling and lost a few more vibes it’d be just
about perfect.
Handling and ride
Kawasaki have revised the linkage for the laid-down rear shock,
which also increases wheel travel by 6mm and means the rear
sits lower. So the forks have less preload to bring the front
down too, making the Zed sit 5mm lower. They’ve twiddled
with the damping front and rear too: the back end is softer all
95

The Big Test
ACCESSORIES
>> We’ve used panniers (£429,
plus £80 for coloured bits). See
‘practicality’. They’re included
with inners plus a GPS mount
on the Tourer for £600 extra.
SLIP-ON SILENCERS Twin
Akrapovic cans, road legal
noise and save 4kg. Fit with
panniers too. £1133. Or go for
titanium at the same price.
In daylight the
silver-beige on black
dash is hard to read.
Better at night
Pity they
don’t make
a fender
extender
Distinct
cans sound
good, look
great and
have kept
gleaming
ENGINE SLIDERS Not for
seriously impressive lean
angles, but to protect the bike
in a tumble. Bolt to the motor
and protrude a bit. £136 a pair.
Fat pillion?
Twist this
round a bit
TANK BAG Water-resistant
(not proof), port to let leads
out, window in the top so you
can read shopping lists. Straps
and magnets keep it on. £142.
Daily reminder
you didn’t stump
up the extra £79 for
a 12v socket
Just like
on a 1984
GPz900R
Size 11 boots
scratched heel
guards within
200 miles
LEDs, look
Collector doesn’t
appear to like
wet weather
TOP BOX 47 litres, takes two
lids, costs £147. Needs a mount,
lock, baseplate too... add inner
bag, colour-matched top and
backrest, and it’s £573. And
can’t be used with panniers.
96
Torque and
short gearing
devours soft
compounds
Lock and mounts
need regular lube
to stop stickiness

ound, while the 41mm upside-down fork has additional
compression but less rebound. And nobody who’s ridden
the Kawasaki has noticed any difference compared with the
previous model. It’s all still a familiar Z1000SX feel.
This means something of an old-school feel, rather than
the mass-centred, high-perch air of the Zed’s adventure bikeinspired
contemporaries. ‘This is how sports tourers used to
be,’ reckons editor Hugo Wilson. ‘I like the sat-up control
you get with bikes like Yamaha’s Tracer 900 and the Ducati
Multistrada, but it’s really easy to see the appeal of the Zed’s
more traditional approach. For confidently covering distance
at speed it’s great.’
Overall ride quality is good in most
environments, and the SX always has
steadfast manners – even tramping
along at silly pace the chassis feels
sucked-down and solid. It prefers
smooth, flowing roads over bumpy
back waters though, as the forks and
shock get a little harsh and crashy if the
surface is too lumpy.
Unfortunately this latest Zed still has the clumsy steering
that’s always plagued the model. There’s no issue at big
lean and with enthusiastic input. However at low speed the
steering feels like it wants to drop-in, needing positive input
to hold a line, and at legal limit speed the bike occasionally
has a reluctance to turn. Owners talk of adding rear preload
to mask the issue, or of turning the eccentric wheel adjusters
the other way up to increase rear ride height. Some think it’s
a tyre issue. But the easiest solution is to make sure you get
the twistgrip open as soon as you start to turn and drive the
‘It’s how sports
tourers used to be,
great for covering
distance at speed’
Kwak positively through the corner – front and rear both
feel better with some gas, and the chassis tracks far smoother
arcs. It’s second nature within a few weeks... although I still
have moments of dented confidence when the front-end
feels like it wants to tuck on dirty B-roads.
Electronics
There are two riding modes – full power and low power.
There’s a noticeable difference, although I stick by my
opinion that if you want to ride around with the lower
output you should have bought a slower bike. Traction
control has three settings: level three is
the most sensitive and adds confidence
on cold, wet winter nights; level one is
the sporty setting and, as on the ZX-10R
the electronics are borrowed from, will
allow gentle slides. If your gentleman’s
area is sufficiently large, of course.
This latest Zed also has cornering
ABS, so that you can grab a handful
mid-corner and not wander off through
a hedge. None of us have tested it. In three months of use I
can’t recall the ABS ever cutting in under normal use – either
the tyre and chassis supply more than enough grip, or the
system is extremely discreet.
Controls and comfort
It’s not ride-by-wire, despite meeting Euro4 and having
lots of electronics, but the twistgrip is still nice and light.
The clutch lever’s neither weighty nor delicate. The dash is
controlled from the switchgear, and making adjustments
97

The Big Test
SERVICING
>> 600 miles (after run-in):
change oil and oil filter, general
function and safety checks.
Cost: £148
>> 3800 miles:
mid-schedule checks (brake
pads, drive chain, emissions).
Cost: £54
>> 7600 miles:
change oil and oil filter, replace
plugs, check wheel bearings,
general safety checks.
Cost £327
>> 11,400 miles:
mid-schedule checks (as 3800)
plus replace the air filter.
Cost: £127
>> 15,200 miles:
Same as 7600 miles, plus new
brake fluid, change fuel filter,
lubricate steering head.
Cost £405
Schedule then repeats.
>> Additional items:
Coolant and hoses are changed
at 22,500 miles or three years.
Valves are checked at 26,250 –
expect to pay £228. Rubber
brake parts are four years or
30k miles, fuel hose five years.
>> Get yours refreshed:
Prices from Corby Kawasaki
(corbykawasaki.co.uk, 01536
401010).
PAY FOR IT
>> Finance examples from
kawasaki-kalculator.co.uk –
assumes 4000 miles per year.
>> K-Options PCP
Price: £10,136 on the road
Deposit: £2500
36 monthly payments: £90
Optional final payment: £5556
Total payable: £11,307
>> Any Bike HP
Price: £10,136 on the road
Deposit: £2500
35 monthly payments: £231
Total payable: £10,831
or selecting the desired bit of info is a breeze – the buttons are
simple and intuitive. Want more traction, or less power? Tap
and it’s sorted. Pity the dash isn’t at-a-glance clear. There’s not
much amiss with the layout, and there’s now a gear indicator for
the hard of thinking, but the colour scheme makes it difficult to
pick out numbers, especially in sunlight.
The SX is comfy, a lower seat (815mm) not making it cramped
even for my stork-like limbs. There’s not much room for backand-forth
squirming, but there’s no need as the deep perch
has day-long comfort. The screen’s effective too, at least in the
highest of its three positions (where ours stays). My only gripe
is bar position. I can’t work out if they’re angled back too much
or slope more than is necessary, but something isn’t right. It’s
probably me, but it’s another Zed trait I haven’t acclimatised to.
Practicality
New LED headlights turn night into day, and the revised mirrors
are wide, clear and show things that are behind. That’s good,
then. There’s ample trip data, all easily accessed, although the
remaining range indicator goes blank when the range gets below
20 miles – just when you want it most. Chain adjustment isn’t
as easy with the GPz-style twirly bits as regular sliding blocks,
but the chain copes well with all the torque. Pity there’s no
centrestand; double-pity there’s not one on the accessory list.
There are panniers though (included on the Tourer version).
Made by Givi, they clip easily to hidden integral mounts, open
with the ignition key and are a fair size without knocking
filtering on the head. The inners bags are a bit too snug, the
Sainsbury’s are
so fond of Candy
Burnt Orange
they colourcoded
the bike
park signs
98

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MT-10 (Feb ’17), KTM Super Duke GT (Jan ’17), Honda Africa Twin (Dec ’16), Suzuki
SV650 (Nov ’16), Kawasaki ZX-10R (Sep ’16) Triumph Street Twin (Aug ’16), Yamaha
XSR700 (Jun ’16), Ducati Multistrada (Feb ’16), Yamaha Tracer (Oct ’15) and more.
Download back issues for your iPad or Android device, or call 01858 438884
ALTERNATIVES
‘Coming from an older
Triumph Sprint ST?
This’ll feel brilliant.
Your ZX-10R too much?
This is faster in the
real world’
Ducati SuperSport
Pros: aspirational name on the
tank, lovely handling, charming
V-twin. And if you squint the
red trellis looks like a 999R.
Cons: despite the upright
comfort this is definitely still a
sportsbike, and so hasn’t the
practical touriness of the Zed.
Price: £11,632 otr (£12,932 for S)
PCP deal: £2449 deposit, £116
for 36 months, final payment
£6430. Total £13,068.
It’s the
cockney
edition
Press to let
the screen
be moved.
Not on the
move, mind
handles getting trapped easily. And the lock and mounting
mechanism soon get sticky with road muck. Keep ’em greased.
Finish
We love the sunlight sparkle of the ginger paint, and the plastics
seem to resist stone chips. Those ace end-cans haven’t tarnished,
and there’s a greater sense of quality than on earlier Zeds. The
exhaust collector is turning orange though, and like most bikes
the disc carriers show evidence of being used in the rain. Heel
plates also wore a haze of fine scratches within a couple of
weeks. Riding through winter? Get the hose fittings and chassis
parts coated in anti-corrosion gloop to prevent dissolving.
Verdict
This is the dictionary definition of a sports tourer: a large, fast,
powerful bike that’ll tear about at court-appearance velocity,
but has enough comfort and practicality for day-to-day use and
long weekend jaunts. It looks great in your garage too, and has
enough trinkets to feel modern. If you’re coming from an older
Honda VFR or Triumph Sprint ST, this’ll feel just brilliant. Your
ZX-10R become too much? This is even faster in the real world.
It’ll be less impressive if you’ve got an earlier SX as, well, it’s
not that different. It still has the handling quirks too, which you
need to accept and adapt to, or they’ll be a daily niggle. It’s a
great bike, and they’ll sell loads – but if you don’t gel on a test
ride, there’s every chance you never really will.
Bike rating 8/ 10
Yamaha Tracer 900
Pros: sensational engine, light
and exploitable handling, fine
spec and all-day comfort. Big
wheelies too. Oh, and it’s also
extremely reasonably priced.
Cons: adventure stylee and
riding position means less
sporty engagement.
Price: £8839 otr
PCP deal: £2250 deposit, £98
for 36 months, final payment
£4511. Total £10,310.
Suzuki GSX-S1000F
Pros: plush suspension,
whooshing old-school four
cylinder thrust, confident
handling. Not expensive.
Cons: close to Zed on spec and
ability, but hasn’t its practical
options. Looks a bit ’90s too.
Price: £10,436 otr
PCP deal: £2500 deposit, £95
for 36 months, final payment
£5506. Total £11,435.
99

Your adventure
Do, do, do the funky
Monkey Run…
Surely an ‘organised’ adventure is a contradiction in terms. Not if you sign up with the
Adventurists and head to deepest Peru on the most diminutive and useless machinery…
IT ALL BEGAN WITH an email, subject
line: Your next adventure? It came
from a group called the Adventurists
(theadventurists.com), an adventure
travel company with a big difference.
12 weeks later I was boarding a flight to
Peru. 30 hours after that I walked into
Ayacucho’s Viavia hotel and sat down to a
welcome breakfast. Over the next few
hours I was joined by three fellow
foolhardy pioneers: Alvaro, Alberto, and
Heather plus organisers: Joolz, Rich, and
their fixer Alfonso.
For all their unpredictability trips with
the Adventurists are usually fairly well
planned and organised. The basics: we
have a start line (Ayacucho), a finish line
(Atalaya), a bike each (diminutive) and a
week to do it in…
As we sat together and talked routes
and plans Alvaro and Alberto revealed
their aim to head to Machu Picchu or
Cusco. Never mind that it was a good
500km in the opposite direction to our
finish line in Atalaya, they felt it worth
the detour. The chaos was starting to
gather. Heather had done the most
research out of all of us and has a list of
places to visit and an idea of the routes
between each stop. My research was
limited to an article about the narcoguerrilla
controlled area on the direct
path to the finish line. I decided to stick
with Heather and see where we ended up.
After a few delays we left just before
midday. I made it maybe ten yards – out
of the hotel courtyard and onto the street
– before the bike stalled and ground to
a halt. Then wouldn’t restart. Choke on,
choke off, throttle up, throttle off, no
dice. Well, I had been warned that some
of the bikes were better than others, and
that I had ended up with one of the worst
ones. But I hadn’t expected this to hit
quite so soon. Bump-starting it down a
hill and riding around the block seemed
to do the trick so I took the plunge and
started jostling through Ayacucho’s
traffic. Within 15 minutes and after
many, many stalls, I’d lost the others so
I stopped and pulled out the toolkit only
to find a spark-plug coated black with
carbon. Something wasn’t quite right.
It wasn’t long before I realised that
my bike hated towns and cities. Give it
an open road with air flowing over the
engine and it served up a whopping 60km
per hour. But five minutes in traffic, with
stop signs and traffic lights to contend
with and it would throw a tantrum and
refuse to move.
By the end of the first day all four of
us – me, Heather, Rich and Joolz – were
heading to Churcampa and we had all
managed to run out of fuel thanks to our
teeny tiny petrol tanks. Only Heather had
Big country, small
bike. Now that’s an
adventure
100

y Marcus Deglos
I love my adventure travel, but I don’t
like the planning. Which is why going to
Peru with the Adventurists worked so
well for me. Planning is so overrated, I’d
far rather spend my time riding.
‘Within 15 minutes and after many,
many stalls, I’d lost the others’
Day two, when the
roads were smooth
and confidence
was high
Happy to be the
entertainment for locals
Joolz broken
down, again
Local mechanics:
ingenious, resourceful,
necessary
Now that’s how to
tackle a river
crossing
101

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B R I T A I N ’ S B E S T - S E L L I N G B I K E M A G A Z I N E

Your adventure
the foresight to pack a jerry can, leaving
me with a 30 minute walk into a village
to beg an empty coke bottle and Rich and
Joolz to hitch a ride thanks to a helpful
truck driver.
At 3200m altitude, an early start
to day two had us all donning warm
jackets, then stripping down to T-shirts
an hour later, as the sun raised itself
above the mountain peaks. This day
was full of indescribably beautiful vistas
you only find in the mountains, as well
as breakdowns (Joolz, again), attention
from the police (papers please), and as we
entered Pampas my bike quickly realised
it was in an urban area and decided to
stop working too. Thankfully Pampas is
mostly flat.
The following morning I woke up to
find that my bike had been visited during
the night, with the seat-lock rather worse
for wear. Our best guess was that someone
was after fuel and somehow completely
failed to notice the full jerry-can strapped
to the next bike. Brute force and a
screwdriver fixed the broken lock, and we
set off for Huancayo. Over the course of
the day we all ran out of fuel, thankfully
with jerry-cans apiece. Mentioning
no names some people insisted they’d
broken down and the fuel sloshing
around the bottom of their tank meant
that they absolutely hadn’t run out of
petrol. Mysteriously, their bikes started
running right after they filled their tanks.
It turned out some of the fuel pickups
weren’t fond of hills.
Down but
not out
‘Bodge-jobs with
wire and duct-tape
are the norm for
this kind of trip’
Joolz cools off
We reached Huancayo and somehow
survived the local traffic to reach our
hotel. I discovered that killing the engine
at every single red light let me keep the
bike going to the hotel, but still resolved
to find a mechanic that evening and
was joined by both Rich and Joolz.
After many wrong turns we found said
mechanic and as the nominated Spanish
speaker I tried my hardest to explain
our issues in extremely broken Spanish.
I suspect if my GCSE teacher ever sees
the footage she may well revoke my
qualification. We came back the next
morning and my bike might as well have
been new: it started without choke and
ran like a dream. The fee? A princely 80
Soles. £18. I love Peru.
Our departure from Huancaya saw Joolz
stopped by the police, who insisted he
attach his licence plate to the bike instead
of keeping it in his bag. Bodge-jobs with
wire and duct-tape are the norm for this
kind of trip.
From Ayacucho to Huancayo felt
like adventure. What came next was
something else. Over the course of the
day Joolz and I ended up separated from
Heather and Rich. While Joolz’ bike
struggled with the uphills, his was the
only bike with off-road tires and after
summitting 4500m in the shivering cold
of midday, he blitzed the downhills,
while I struggled to keep up without
riding off the edge of a cliff. An hour after
nightfall we reached the village of Lucma
and found ourselves a homestay. Fatigue
Leaving Churcampa.
Looks a bit like the
Lake District
103

Your adventure
‘The restaurant brought out a
dish of potatoes, which worked
well as hand-warmers’
Heather’s
bike starts
to grumble
Local flood damage
fixed by local flood
damage repairers
Mountains.
Cold.
Wet
competed with the rasping snores of the
resident in the next room, but quickly
sleep won out.
This was the place where Heather’s
planned route departed the main road,
and led into the mountains. We set off
and quickly found the slope abused the
engines to pieces as we struggled to make
5km per hour. At the time we found it
tough going, but in hindsight this was
mere practice for what was yet to come…
The day started off sunny and we
regrouped with Heather and Rich by
midday, but by nightfall we were driving
through such a torrential downpour
it made light work of our waterproofs
and drenched us all to the skin. Pulling
over in a small village Joolz insisted we
had to stop and as he eyed up the local
shepherd huts for shelter I noticed a
building painted with a most welcome
word: Restaurant. As I walked over a
concerned local came out and before long
they’d opened up their village hall for
us to spend the night undercover. The
restaurant brought out a dish of potatoes,
which also turned out to work incredibly
well as hand-warmers. Which we all
sorely needed. Peruvian hospitality has to
be experienced.
The next day we descended from
mountain to jungle. Shivers turned to
sweat, rain to sun and we were on our
way to encounter parrots, monkeys,
giant butterflies and all sorts of jungle
bugs. Satipo was our last urban stop
on the route. Given all the issues
we’d encountered it was only fair that
Heather’s bike started playing up: mud
must have gummed up the fuel tank’s
breather, because she could only drive
15 minutes without having to open the
petrol tank to break the vacuum lock.
READER ADVENTURES
>> Every month Bike publishes a reader travel
story. So please tell us yours. It can be about
speeding through Siberia on a Suzuki,
meandering to Morocco on a Moto Guzzi or
diverting to Derbyshire on a Ducati. You can
get plenty of stories on a C90 in Cumbria. So
send your words (no more than 2500) and
pictures to bike@bikemagazine.co.uk
(subject line: adventure). In return, as of the
next issue, we will give away a prize every
month for the published story. So don’t hang
about, tell us your tales and you might well
get to read them right here.
From Satipo we thought it a short
dash to the finish line. It really wasn’t.
Our maps were inaccurate, our distance
and time estimates way wrong, and the
prediction of a flat road absolutely and
totally wrong. We spent the night as
guests of a local tribe who opened their
school room for us to sleep in and waved
us off in the morning, with a parting
drink of Masato (Google it). The road
behind us was tough, but what was ahead
was something else. We christened it
Hell Road. Those last two days broke us.
Multiple breakdowns, Joolz ended up
being towed for over eight hours – that
final stretch was proper punishment. No
bike came out intact. It wasn’t until gone
11pm that we were all safe and sound at
the Atalaya finish line.
It’s hard to do justice to the Peruvian
Monkey Run in one article. The roads
and the bikes are awful, the Peruvian
hospitality second to none. There is
inhospitable weather and challenging
roads, with nothing but the support of
fellow riders and local warm-heartedness.
And you will come away with memories
of struggles, breakdowns, hospitality, and
kindness, and you won’t regret it one bit.
Cheers Adventurists.
104

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surface. May invalidate road insurance as NOT ECE R 90 approved.
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2017 COLLECTION
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New Products
HJC RPHA 70
Price: £349.99 Info:
oxfordproducts.com
>> They say An ingenious combination
of a superlight race helmet (RPHA 11)
with a fully prepared, comfortorientated
touring helmet. Engineered to
within an inch of its life to enable the
helmet to be equipped with an internal
sun visor, while weighing the same as
the track-focused RPHA 11! Detachable,
machine-washable, anti-bacterial lining
features an emergency removal system
for ambulance crews. An unparalleled
combination of comfort and practicality,
which has to be tried to be believed.
>> We say I’m a big fan of HJC lids. Well
made, comfy and work perfectly.
I have used a RPHA 10 and 11 but
they have never had the internal
visor before. For low sun on
early mornings and late
evenings it’ll be ideal, and saves
carrying a second visor. One
potential problem though – flipdown
visors often mist up when
it’s chilly. Slight lift on the external
visor will help but lets in cold air.
Has the internal visor PinLock
been invented yet? PL
Cobrra
Nemo 2
Price: £99.99
(complete kit)
Info: cobrra.co.uk
>> They say A modern original
device for chain lubrication that
saves you money, time and the work
related to chain maintenance. And
provides you with the unique
comfortable new feeling of an oiled
chain. NEMO 2 is installed on the
motorbike handlebars and provides
immediate chain lubrication while you
are riding.
>> We say Bolt the reservoir thing to
your handlebars, route the pipe down
to the swingarm, and attach the
provided bracket to angle the end at the
inner run of the chain. You then turn
the top of the reservoir on the move and
it supplies a subtle dribble of lube to
keep your chain tip-top. Yes, seems
simple enough. The best-known
autolube device is a Scottoiler, which
uses intake vacuum pressure to ‘pump’
oil to your chain, and I also understand
that not having to plumb the Cobrra into
your bike has appeal. However, I’m not
sure I want an extra reservoir on my
handlebars, and having to remember to
turn it on and off doesn’t seem all that
automated to me. And maybe I’m old
fashioned, but I enjoy tinkering with
bikes and lubing a chain conventionally
has never been a hardship. MA
PMJ Legend
Jeans
Price: £209.99
Info: tranam.co.uk
>> They say Handmade, slim fit, café
racer style design Italian jeans crafted
with a 100% Twaron Ballistic liner that
provides incredible protection for your
legs. With this product
having passed the CE
Abrasion (EN13595-2) and
Cut (EN13595-4) tests you
can rest easy knowing
these jeans will take
punishment.
>> We say The reinforced
bits are made from the same
stuff as bullet-proof vests.
They claim high heatresistance,
cut-resistance
and no melting point and
have a CoolMax internal
lining for extra comfort.
Sizing is accurate, and the
bit of stretch in the fabric
means they’re comfy. SH
107

Tamiya Honda Africa Twin
Price: £219.99 Info: hobbyco.net
This large 1/6 scale motorcycle series model depicts Honda’s latest Africa Twin. The
kit captures the bike’s most minute detail in every way and it is sure to wow the
most discerning model enthusiast at this ‘I can’t believe how big it is’ scale. Usual
Tamiya attention to detail is on show as well as their high production values. I
would get plenty of glue on order and maybe a roller to paint this giant. PL
Antigravity
Micro-Start XP-1
Price: £149
Info: nippynormans.com
>> They say Compact and light enough to
fit in a jacket pocket, yet packing enough
punch to start a 5-litre V8 engine, the
Antigravity Micro-Start XP-1 PPS (Personal
Power Supply) is a must-have for any
motorcyclist.
At just 171 x 83 x 27mm, and weighing
only 436g, the Micro-Start is easily stashed
under a seat or in luggage for use out on
the road, yet with an output of up to 400
amps, it’s capable of jump-starting
motorcycles, cars and even commercial
vehicles, up to 30 times on one charge.
>> We say If your bike’s battery goes flat
often enough to need this in your life, you
should probably replace your battery or
fix your charging system. But if, like me,
you’ve failed to do this and frequently end
up stranded on friend’s driveways and
garage forecourts, this could be a great
alternative to a year’s roadside recovery
service membership. Small, light and
complete with jumper clamps, plus it can
power and charge gadgets via its USB. Ok it
looks a little on the pricey side, but think of
the peace of mind. SH
SW-Motech
Legend Gear
Messenger Bag
Price: £158.99
Info: motohaus.com
>> They say Designed for life on the road,
the SW-Motech Legend Gear Messenger
Bag can be converted from a shoulder
bag to a tailpack. A combination of
waxed canvas and robust Napalon
synthetic leather, with webbing straps
and anodized aluminium buckles gives
the bag an authentic vintage look, as well
as toughness.
>> We say The quality of this bag and the
sensee that it’ll last yonks make the price
more bearable. And these ‘messenger’
bags are back on trend. Trouble is they
can be a pig at speed. This has a waist
strap to help, but it’s still not the ideal
solution. It’s also fairly small at 12 litres
and water resistant, not waterproof. I’d
spend half as much on a fully watertight
roll-top rucksuck with twice the capacity,
and bugger the style consequences. MA
COMPILED BY STEVE HERBERT
Rev-It Pioneer Outdry
Price: £249.99 Info: revitsport.com
>> They say Equippedped with the latest
modern features the Pioneer OutDry
boots distinguish themselves from all
other adventuree boots on the market.
The laminated OutDry provides 100%
waterproofing and eliminates any
water pick up. The revolutionary
Vibram Apex sole has been
specificallycally developed for
adventure motorcycling
but offers the comfort
of a trekking boot. The
fast and convenient
Boa closure creates a
perfect fit with the simple turn
of a knob. The reinforced areas at the heel,
toes and ankle combined with impact
reducing sections at the shin and abrasion
resistant outer materials allow this boot to
provide safety without sacrificing
comfort. Sizes 38-47.
>> We say Do not adjust your set, these are
definitely bike boots. Only not as we know
it. In all honesty they look like hardcore
mountaineering boots, and they feel like it
too. There’s very little flex or feel, they
seem neither easy to walk in, or change
gear with.
Don’t get us wrong – we love a bit of
convention-challenging innovation but
this could be a bit of a mis-step. Or perhaps,
once properly broken-in, they’ll be the
best boots ever. Time will tell, so we’ll let
you know. SH
108

The Dealer
with Saul Towers
Sales Manager at Flitwick
Motorcycles, Saul’s worked for
Bedford’s premier Yamaha dealer
since 1997, so there’s not much he
doesn’t know about MTs.
Yamaha MT-09
Reviving the MT name has been THE good news
story of recent times. Great for Yamaha, great for us…
ITALL STARTED with the unveiling of
a mysterious, triple-cylinder concept
engine on the Yamaha stand at the
2012 Cologne motorcycle show. Two
years later, Britain’s bike buyers were
staring at the same motor nestled
inside what would become one of the best
value, middleweight fun bikes ever.
Yamaha’s MT-09 took the nation by storm
when it was launched in 2014; the 115bhp
triple-cylinder naked packed enough
punch to shake up the middleweight
market, while its £6799 price tag ensured
buyers flocked to Yamaha showrooms.
An all-new design, the MT-09’s cast
aluminium frame and narrow tri-pot
motor combined to create an agile, funky
funster that belied its budget price. A hit
with both experienced riders and novices,
commuters and sunny Sunday blasters,
the Japanese triple was all things to all
people and it sold in its thousands.
There were, however, one or two
teething problems when the bike was
released, the most notable of which was
an overly sharp throttle response which
Yamaha quickly rectified with an updated
fuelling map.
The MT-09 has been a success and as a
result there are now plenty to choose from
on the used market. You could splash out
on the new-for-2017 facelifted model on
a £105 per month PCP plan, or pick up a
5000-mile old pre-owned model from just
£5000. Either way, it’s a win win.
THROT TLE RESPONSE
Original bikes were criticised for having unrefined
fuelling. This manifested itself as an overly sharp
throttle response, caused by the ECU opening the rideby-wire
throttle butterflies much faster and more
urgently than riders anticipated. There was also a harsh
on-off throttle transition caused by base mapping
created to satisfy emissions regulations. As a fix,
Yamaha created a non-reversible software update in
late 2014 to soften the response, and invited existing
owners to have it applied to their ECUs. Future models
came with the map applied as standard.
RECALL
There was a recall to fix a problem with the front wiring
harness, which if left unaddressed could lead to the
headlamp failing when the bars were turned to full lock.
All 2014 bikes were recalled by dealers to have an extra
section of wiring added to the harness to prevent this
happening. Check your bike’s VIN number with a dealer
to confirm, or not, that the update has been carried out.
FORKS
FROM
£4700
Some owners found fault with the front fork in the
original bike, saying it lacked adequate damping,
resulting in instability when ridden hard. Big
improvements can be made by investing in a
quality set of springs and a professional set-up
which should cost around £250. Some people go
further and opt for a revalve kit. The 2017 bike has
a revised front fork which provides compression
damping adjustment.
HOW TO SPOT ONE From 2014’s original through to the latest Euro4 version…
>> 2014-2016 Yamaha MT-09
All-new machine powered by 104bhp inline triple. Ride-by-wire
throttle with riding modes, informative dash and one-piece front
brakes, but slightly mismatched suspension. A minor update for
2016 saw the addition of three-level traction control.
847cc – 104bhp – 188kg – 130mph – £4700-£5700
>> 2014-2015 Yamaha MT-09 SR Street Rally
A motard version of the MT-09. Handguards, side number boards,
tank shrouds, fork covers and a flat bench seat. Ordered as a dealerfitted
kit for £750 over the standard MT, the SR features the exact
same engine, frame and suspension as the base-model machine.
847cc – 104bhp – 189kg – 130mph – £5700-£6200
110

WE FOUND THESE
Go to… mcnbikesforsale.com
>> 2014 Yamaha MT- 09
They say: 5400 miles, A1 condition, ABS.
Garaged. Lots of extras. Dry weather use
only. We say: beautiful looking bike in new
condition. Currently cheapest private sale
in the UK. Price: £4700
>> 2015 MT-09 Street Tracker
They say: 1688 miles, includes alloy front
and side number boards. Mint condition.
We say: lavished with high-quality,
factory-fit extras, ST is a standout machine
for not much more cash. Price: £6445
ENGINE
SHOCK
The 847cc triple-cylinder engine is one of the most usable
and entertaining to come out of Japan. Less experienced
riders will enjoy the any-gear flexibility and 65 lb.ft of
torque it offers, while more experienced hands will really
appreciate the impressive 115bhp (104 at the wheel) at the
top of the rev range. No other middleweight on the market
at this price point can match the MT-09 for performance.
Ride quality is good, although some regard the rear shock as too soft
for spirited riding, however as the shock is basic and unserviceable
there is little a specialist can do to improve it. This has prompted
many owners to fit good value aftermarket units such as Nitron’s
NTR (£400), which offers better control and greater adjustment.
SERVICING
Maintenance intervals are every 6000 miles, or
annually, and because the engine’s so easy to
access costs are low. Expect to pay around £140
for the 6000, £180 for the 12,000 and around
£250 for the 24,000-mile valve clearance check.
We’ve only had one bike that’s reached 24k and
the clearances did require bringing back into
spec so you shouldn’t skip this inspection.
CHAIN TENSION
CAM CHAIN RAT TLE
Early bikes were prone to cam chain tensioner issues, which
resulted in a rattle from the right-hand side of the engine at
around 3500rpm. Yamaha have been through two updated
tensioner designs, which were replaced under warranty on
affected bikes.
The owner’s manual states you should allow for a chain slack of between 5mm
and 15mm, but we advise owners set the tension to the slacker of these two
values – 15mm. Also, it’s best to ignore the chain alignment marks on the
adjuster blocks and set your wheels straight using a straight edge, or by
carefully counting the number of turns you make to each side. Some owners
even choose to fit aftermarket adjusters such as Gilles.
>> 2014-20152015
Yamaha MT-09 ST Street Tracker
Flat tracker-inspired version of the MT is loaded with tasty styling
extras. Black frame, bronze cylinder head, leather/alcantara seat,
smatterings of carbon fibre and aluminium trim panels. Beneath the
styling, the Street Tracker is the same as the base model MT.
847cc – 104bhp – 189kg – 130mph – £6000-£6500
>> 2017-present Yamaha MT-09
Euro4 compliant version. New twin LED headlamps, quickshifter,
new front fork with compression damping, slip/assist clutch, and an
XSR900 shock. New subframe altered riding position tilting the
rider forward for a slightly more aggressive stance.
847cc – 104bhp – 193kg – 130mph – £7799
111

Adventurer
Southern Italy and the Gulf of
Policastro are a far cry from
the congested Amalfi Coast
INTERVIEW: BEN LINDLEY. PICTURES: MANUEL MARABESE
5 GREAT
ROADS
IN EUROPE
Think you’ve ridden every great road in Europe? Think
again. Edelweiss tour guide Manuel Marabese shares his
five favourite lesser-known routes to ride this summer
THE MANGHEN PASS, I TA LY
>> The Italian north-east is famous for the Dolomites: jawdropping
mountains which are part of the Southern Limestone
Alps and shared between South-Tyrol, Trentino, Veneto and Friuli.
But the majority of motorcyclists take the Great Dolomites Road
from Bolzano to Cortina and traverse the passes around the Sella
Massiv, missing out the hidden gem of Passo Manghen (SP31) – a
steep and narrow connecting route between the Fiemme and
Valsugana valleys.
Starting from Molina di Fiemme, the road narrows first across a
dense forest (trees from this area are used to produce the best
violins) and then over the vegetation line to the 2047-metre Passo
Manghen. Once there park your bike – ideally a light tourer r –
beside Lake Cadinello and savour the grilled salsiccia trentina on
the terrace of the Rifugio Passo Manghen.
SIERRA DE GRAZALEMA, SPAIN
>> Good motorbiking roads abound in Andalusia. After a night
spent getting lost in the tapas bars of Ronda, ride towards the
Natural Park Sierra de Grazalema. Sparsely populated, this area
offers single lane routes across hills connecting small pueblos
blancos (whitewashed towns
).
You are after the CA-9104 between Grazalema and Zahara.
It’s astonishing but be warned the surface varies between bumpy
and well-paved. Keep an eye out for potholes and patches of gravel,
and take breaks to take in those amazing views. Stop for a stroll in
Grazalema and take a coffee around the Plaza Pequeña. 11km from
Grazalema pause for a scenic photo in Mirador Puerto de Las
Palomas. The road here overlooks the Lake of Zahara with its
characteristically creamy turquoise water.
GULF OF POLICASTRO, ITA LY
>> Southern Italy has so much charm and notoriety it’s hard to
imagine unknown roads still exist in the region, especially if we
include roads with a sea view. Avoid the Amalfi Coast road with its
queues of buses and cars. Continue further south along the Italian
Tyrrhenian side to the Gulf of Policastro, a less famous coastline.
The stretch on the SS18 from Sapri to Marina di Maratea is
fabulous: well paved, narrow, sinuous and quiet.
The whole Basilicata region can be classed as a hidden gem,
boasting jaw-dropping scenery, ancient history and a fiery culinary
tradition. Savour some local dishes in Maratea and get a glimpse of
the Cristo Redentore statue by riding rollercoaster twists up the
hillside. Do this ride at sunset for best results. Overnight in
Maratea or Aquafredda and extend your trip inland towards
Trecchina, Lauria and Rivello on the challenging and fun SP3.
GORGES DU LOUP, FRANCE
>> Southern France is famous for its über-stylish Riviera. Nice,
Cannes, Saint-Tropez and Monte Carlo are constantly flooded with
visitors lazing at cafés that line two-a-penny yachting marinas. For
motorcyclists, however, this corner of France delivers the most fun
112

with Manuel Marabese
Manuel Marabese took a degree in
philosophy and decided that nirvana could
be reached while travelling. He became a
guide for edelweissbike.com in 2009, leading
motorcyclists all over Europe.
The
Brief
with Andrew
Dalton
Senior partner at White
Dalton Solicitors with 20
years of legal experience
North east Italy:
Manghen pass is a
glorious escape
from the norm
Grazalema, Spain is
astonishing but beware, road
surfaces vary erratically
It’s a sign of
the lines
The attraction of technically challenging tarmac is catnip to
most riders. A new twisty road, with some nice black top
and the little black and white chevrons is an invitation for
riders to play. But what happens when the disappearing
apex isn’t signposted and you overcook a bend which
disappears into itself when you’re riding at a pace where your
skills are outstripped by a sneaky deviation? If you cannot ride
out of it, and it all goes wrong, can the law help you?
In short, not really. The Highway Authority has the power to
erect warning signs but no duty. In English law in order to
bring a negligence claim there has to be a duty, otherwise there
can be no breach of duty. If there is no duty you do not get past
first base. The law in England and Wales, unlike most of the
rest of Europe takes, a ‘look after yourself’ approach. Crudely
summed up the law is ‘you can see the road, it is not going
anywhere, so it is up to you how to ride it’.
The case law is tough. Highway Authorities have been sued
every which way to try and get round their power to erect
warning signs, but this power does not come with a duty. The
Highway Authority can be liable if it designs a dangerous road,
but where a road has been adopted over time, its twists and
turns are not down to the Highway Authority, but down to
history, land ownership and local geography. The law does not
‘If you finish up in a ditch
you’ll have no cause of action’
when we ride inland. The Gorges du Verdon are well known, but
the Gorges du Loup are less so and therefore there’s less traffic.
Start in the medieval village of Tourrettes-sur-Loup. After
sampling a coffee in its piazza and exploring narrow cobblestone
alleys ride west on the D2210 and then north on the D6. This
brings you straight into the canyon, the road twisting between
sheer cliffs on both sides. There are a couple of places to park for
photographs on the D6, and before reaching Gréolières you can
take the even narrower D603. This leads you through Cipières and
finally to Gréolières. Vence and Grasse (the latter is the French
capital of perfumes) are good places to spend a night.
OPATIJA TO PLOMIN, C ROATIA
>> The Croatian peninsula of Istria has plenty of jaw-dropping
coastal routes to discover. On its eastern side, towards the Kvarner
Gulf, the coastline is more rugged. This means smaller villages,
fewer caravans and more of a blast for motorcyclists. Start from
Opatija and ride south on Route 66 to Plomin. It’s a wonderful
stretch of coast, best ridden in the early morning sun.
Take it easy at first as you pass through several villages, drinking
in the scenery and the numerous elegant houses. After Mošcenicka
Draga the road opens up. This is a feast of curves and sticky
asphalt, perfect terrain for sports-tourer action. Just before
reaching Plomin, where the road turns sharply inland stop at the
Hotel Flanona’s panorama bar, a gorgeous spot to sip a coffee and
drink in the Adriatic Sea.
place a duty upon the Highways Authority to tell you what a
road looks like. If you cannot see what is round the next
corner, or cannot see your way through the next bend then the
law says, fairly enough, ride at whatever pace is suitable for
what is an as yet unseen road layout.
It will get you nowhere in front of a Judge to say that there
were 12 bends which were chevroned and peppered with sharp
deviation warnings but the one bend, the one you overcooked,
was not so warned, even if it was sharper or tighter than the 12
others which were chevroned.
It is one of the most common single bike collisions which I
see, and almost without fail I cannot help the injured rider,
involved when it’s the result of overcooking a corner. What is
peculiar is quite frequently these are not even especially
demanding bends. The common factors are panic braking and
overrun when the rider fails to take the corner. It also is not
just novice riders that fail to make bends. It is usually a loss of
concentration, and in my experience group riding tends to be a
factor. If there is a pattern, it tends to be either at the
beginning of a group ride, before riders have got their eye in or
at the end of a spirited ride when tiredness sets in.
In short, if you finish up in a ditch because you have not
made a completely unsigned hairpin bend, while you might
have a justified sense of grievance that the road should have
been signposted you will have no cause of action in English
and Welsh law.
113

The Tests
This isn’t a limp brochure-style round-up of all the bikes
you can buy. No, your guide is far more useful as it only
contains bikes that we have tested, with comparable
on-the-road prices plus data, expert opinion and must-know
detail gathered by fussy full-time testers. We do hundreds of
thousands of miles, dyno, datalog, weigh and answer the big
questions. Don’t buy a new bike without reading this first.
Bike Price Engine Top speed Power mpg Bike verdict Rating Tested
APRILIA uk.aprilia.com, 00800 15565500 Bike’s choice: RSV4 is everything a full-on race rep should be
RSV4 RF £19,999 999.6cc V4 186mph* 198bhp** 36mpg* Super-sharp, fast, high-tech and underrated. Bit much on road but top-class sports exotica. 9/ 10 Jun ’15
Tuono V4 1100 RR £14,999 999.6cc V4 168mph 146bhp 36mpg RSV4-based naked is nicest yet but still loud, fast, edgy, mighty. Factory (£16k) has Öhlins. 8/ 10 Aug ’15
RS4 125 £4771 125cc single 75mph* 15bhp** 80mpg* Four-stroke single is essentially Derbi’s decent GPR125 with tweaks and RSV4 styling. 7/ 10 Dec ’13
ARIEL arielmotor.co.uk, 01460 78817 Bike’s choice: loads of options and extras, but it’s got to have girder forks
Ace £20,000 1237cc V4 165mph** 173bhp** 40mpg* Machined alloy frame, Honda motor, endless choices. Fast, capable, and a work of art. 8/ 10 Aug ’15
AVINTON krazyhorse.co.uk, 01284 749645 Bike’s choice: there are various finishes and parts available – make it yours
GT Originale £26,000 1640cc V-twin 130mph* 120bhp** 37mpg* Mighty S&S motor, direct chassis, glorious hand-made feel but factory back-up. Lovely. 8/ 10 May ’15
BI MOTA bimota.uk.com, 01630 655720 Bike’s choice: Tesi is clever, beautiful, different and works
Tesi 3D Naked £25,950 1078cc V-twin 135mph* 92bhp 40mpg* Exquisite hub-steered super-stable genius, usable Ducati twin. Feels just different enough. 9 / 10 Aug ’15
DB9 Brivido £24,900 1198cc V-twin 170mph* 160bhp** 40mpg* Sexy, beautifully made, stupid-fast, yet remarkably civilised and comfortable. Not cheap. 8/ 10 Apr ’15
BMW bmw-motorrad.co.uk, 0800 777155 Bike’s choice: all are great... but nineT has appeal you can’t ignore
K1600GT £17,205 1649cc inline 6 154mph 142bhp 41mpg Syrupy six-cylinder, toys, comfort, hugely impressive handling. Full-on GTL is £18,450. 8/ 10 July ’11
S1000XR Sport SE £14,800 998cc inline 4 155mph 161bhp 43mpg Truly ace high-tech mix of sports, adventure and tourer. But Kwak Versys 1000 is £5k less. 9 / 10 Nov ’16
R1200RT £13,880 1170cc flat-twin 142mph 117bhp 50mpg Defining tourer has many options, top tech, better-than-ever ride... but still not to all tastes. 9 / 10 Aug ’15
R1200GS £12,250 1170cc flat-twin 133mph 115bhp 44mpg Fast, crisp, agile, easy. Mildly iffy pillion, otherwise ace. Adventure (£13,200) has big tank. 9 / 10 Aug ’16
R nineT £12,200 1170cc flat-twin 135mph* 100bhp* 49mpg* Cheap? No. Beautifully made? Oh aye. Glorious mix of modern ability and classic charm. 9 / 10 Jul ’16
R1200R Sport £11,795 1170cc flat-twin 145mph 117bhp 48mpg GS motor, top chassis, ace gadgets. Speed Triple for BMW fans. Half-faired RS from £11,330. 8 / 10 Sep ’15
R nineT Racer £10,775 1170cc flat-twin 135mph* 100bhp* 43mpg Ace 70s sportsbike style, big grunt, high quality. Pity stretched riding position is limiting. 7 / 10 May ’17
R nineT Scrambler £10,550 1170cc flat-twin 135mph* 100bhp* 49mpg* Lower-spec nineT with knobblies and brown seat. Good, but the road-tyred models better. 8 / 10 Dec ’16
R nineT Pure £9990 1170cc flat-twin 135mph* 100bhp* 49mpg* Entry-level nineT based on Scrambler. All the style and sensations of the posh one for £10k. 1 0 / 10 May ’17
S1000RR £13,950 998cc inline 4 186mph 194bhp 35mpg UK’s best-selling sportsbike is mighty device. Options (semi-active, quickshifter) all mega. 9 / 10 Jul ’17
S1000R £10,705 998cc inline 4 156mph 159bhp 40mpg Presence, performance and practicality. Sport has all tech widgets for just £12,365. Superb. 1 0 / 10 May ’17
F800GS £9195 798cc twin 128mph 79bhp 61mpg Frugal, punchy, tall, convincing. Adventure is £10,000. F700 version (£7920) lacks appeal. 8/ 10 May '16
F800GT £8400 798cc twin 140mph 90bhp** 50mpg The old F800ST with more bhp and comfort. Nimble, stable, lively, somehow plasticky. 8/ 10 Feb ’14
F800R £7650 798cc twin 133mph 86bhp 57mpg Better looks and spec than ever, but hasn’t edge to match its solid chassis... or fit rivals. 7 / 10 Aug ’10
BROUGH SUPERIOR broughsuperiormotorcycles.com, +33 0562 892 460 Bike’s choice: SS100 is fabulous, but we hear a turbo is coming...
SS100 £49,999 997cc twin 130mph* 100bhp** 45mpg* Great detailing, engaging dynamic, serious look-at-me. Expensive, but hey – it’s a Brough. 8/ 10 Oct ’16
CCM ccm-motorcycles.com, 01204 544930 Bike’s choice: GP450 has serious round-the-world potential
GP450 Adventure £6546 449cc single 90mph** 41bhp** 52mpg Classy trailie with BMW single, great chassis, no weight. Go anywhere. Exquisite S is £7778. 8/ 10 Mar ’16
DUCATI ducatiuk.com; 0845 718500 Bike’s choice: Multistrada is fast, comfy, well equipped and desirable
1299 Panigale S £21,132 1285cc V-twin 181mph 196bhp 35mpg Mighty grunt, super-sharp, excellent semi-active Öhlins. Friendlier than 1199, but still mad. 9 / 10 Jul ’15
XDiavel £16,732 1262cc V-twin 159mph 147bhp 50mpg Feet-forward style, trad’ Ducati grunt and sportiness... but ride way too hard. Flash S is £19k. 7 / 10 Mar ’17
Multistrada Enduro £17,569
1198cc V-twin 145mph* 142bhp 45mpg* Brilliant, clever, fast, all-roads adventure bike with real – and surprising – off-road ability. 9 / 10 Aug ’16
Diavel £15,632 1198cc V-twin 150mph 160bhp 37mpg Bruiser-cruiser with thunderous twin, attitude, but finesse. Better seat than early ones. 8/ 10 Jan ’15
Multistrada 1200S £16,732 1198cc V-twin 156mph 142bhp 47mpg Ace vary-valve twin, fit chassis, all-roads skill. Semi-active ride good but Caponord comfier. 9 / 10 Sep ’15
Monster 1200S £14,432 1198cc V-twin 155mph* 150bhp** 45mpg* Looks a bit like the old M900 but it’s a modern high-tech smoothy. R (£16.1k) is track ready. 8/ 10 Feb ’17
959 Panigale £13,932 955cc V-twin 160mph* 157bhp** 36mpg ‘Enty-level’ superbike feels like previous 899. So that’s fast yet friendly, sharp yet usable. 10/ 10 Mar ’16
SuperSport £11,632 937cc V-twin 145mph* 113bhp** 43mpg* Monster frame, Hyper’ engine, Panigale style. Top, usable, sporty road bike for normal folk. 8 / 10 May ’17
Multistrada 950 £11,132 937cc V-twin 140mph* 113bhp** 48mpg* Multi’ 1200 + Hypermotard V-twin = fabulous usable all-rounder. Fine spec, too. Top stuff. 9 / 10 Apr ’17
Hypermotard 939 £10,632 937cc V-twin 140mph* 113bhp** 45mpg* Grunty, fun, good spec, but limited by its supermoto nature. Firm SP (£13.6k) is track-ready. 7 / 10 May ’16
Monster 821 £9732 821cc V-twin 145mph* 99bhp* 47mpg Style, noise and feel are right for a Monster. Great mix of performance and posing. 8/ 10 Sep ’14
Scrambler Desert Sled £9395 803cc V-twin 120mph* 71bhp 55mpg* Scrambler in high-rise 60s style. Looks good, fun, but not a serious off-roader. Limited use. 9 / 10 Apr ’17
Scrambler Urb. Enduro £8395 803cc V-twin 123mph 71bhp 56mpg Easy to ride, nicely made, on-trend. Slightly odd off-road styling, and Guzzi Stornello nicer. 7 / 10 Feb ’15
Scrambler Icon £7650 803cc V-twin 123mph 71bhp 56mpg Looks the part, feels the part, and popular. Limited usability though. Street Twin is classier. 7 / 10 Dec ’16
HARLEY-DAVIDSON harley-davidson.com, 0871 6412508 Bike’s choice: the Breakout has looks, finish and rides great
Ultra Limited £23,982 1745cc V-twin 105mph* 67bhp* 43mpg H-D take on a tourer. Best-ever ride and handling, water-cooled heads. Good, if not ace. 7 / 10 Nov ’13
Road Glide Special £21,682 1745cc V-twin 105mph* 67bhp* 42mpg Fairing looks mad, but works. Not perfect, but ride, finish and 8v motor better than old H-D. 6 / 10 May ’15
Street Glide Special £21,382 1745cc V-twin 115mph* 40bhp* 45mpg* Classic looks, decent suspension, good finish and latest 8v motor is the best yet. Fine thing. 8 / 10 Dec ’16
Softail Slim S £18,382 1801cc V-twin 115mph* 75bhp* 42mpg* Tyre-smoking motor, vivid sensations, lots of feelgood. Pay £400 extra for army paint. 8/ 10 Dec ’15
Low Rider S £16,332 1801cc V-twin 115mph* 75bhp* 55mpg** ‘Our superbike,’ they say. Er, no. But hot-rod Low Rider has oomph to match badass looks. 8/ 10 Aug ’16
Breakout £17,132
1690cc V-twin 105mph* 65bhp* 50mpg** Low-slung, drag-inspired cruiser rides as well as it looks. CVO version (£21.5k) is sexy brute. 8/ 10 Sep ’16
Roadster £10,332 1202cc V-twin 110mph* 55bhp* 45mpg* Clip-ons, sporty suspension and big brakes turn Sportster into café racer. Kinda works OK. 7 / 10 Jul ’16
1200 Custom £10,332 1202cc V-twin 110mph* 55bhp* 45mpg* Sportster has iconic silhouette. Better than it’s ever been but 883 does same job for £2k less. 6 / 10 Dec’12
Forty-Eight £10,132 1202cc V-twin 110mph* 55bhp* 45mpg* Best-seller has hot-rod style, fuss-free charm, and this year even the suspension works. 8/ 10 Jun ’16
114
ä HUMDRUM EXOTICA
Brough Superior are famous for fast V-twins, but also built a four. After failing to
develop a V4, their Straight Four used humble Austin Seven power. Intended
for sidecars, the tuned 797cc inline four had side-by-side rear wheels. It was
£188 in 1932, and 10 were made. Last year Bonhams sold this one for £331,900.

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The Tests
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Bike Price Engine Top speed Power mpg Bike verdict Rating Tested
Iron 883 £8132 883cc V-twin 105mph 44bhp 56mpg Usual cruiser limitations, but good looks and details, and noticeably better ride for ’16. 7 / 10 Dec ’15
Street 750 £5995 749cc V-twin 105mph 55bhp** 55mpg* Indian-built, liquid-cooled entry bike. Decent, and cheap, but lacks real H-D character. 7 / 10 Jan ‘16
HONDA honda.co.uk/motorcycles, 0845 2008000 Bike’s choice: hyper-refined and classy, the Fireblade remains superb
GL1800 Gold Wing £24,999 1832cc flat-six 124mph 101 bhp 32mpg Morphed from sportsbike (ish) into opulent QE2 of biking over 40 years. Feels unique. 8/ 10 Sep ’12
Gold Wing F6C £18,899 1832cc flat-six 120mph* 101 bhp* 34mpg* Honda’s huge tourer stripped down to a ‘power cruiser’. All very nice... except the price. 7 / 10 Aug ’14
ST1300 Pan European £14,999 1260cc V4 141mph 111bhp 43mpg Big cash for what looks and feels old. Buy a VFR12 or Crosstourer with extras instead. 5 / 10 Jan ’08
CTX1300 £14,999 1260cc V4 135mph* 111bhp* 45mpg* Pan Euro’ V4 in a cut-down comfort-cruiser. Nice spec and style spoilt by poor details. 7 / 10 Aug ’14
VFR1200F £13,249 1237cc V4 157mph 152bhp 38mpg Great engine, chassis, refinement, finish. Traction too. Pillion-pleasing DCT is £600. 9 / 10 Mar ’14
Crosstourer £12,849 1237cc V4 130mph** 133bhp** 43mpg Noise and floaty ride are GS-like, finish is classy, V4 is strong. The BMW for Honda fans. 8/ 10 May ’12
CB1100RS £10,299 1140cc inline 4 130mph* 86bhp 43mpg Better-handling 70s superbike version of CB. Fine thing. 20bhp more would make it superb. 7 / 10 Jun ’17
CB1100EX £10,299 1140cc inline 4 130mph* 86bhp 43mpg Classy retro is smooth, usable, charming, if lacking a little soul. Not cheap, but top quality. 7 / 10 Jun ’17
RC213V-S £138,000 1000cc V4 180mph* 157bhp** 35mpg* HRC-built road-legal MotoGP bike. Needs race kit for full potential, but still truly exquisite. 9 / 10 Dec ’15
CBR1000RR Fireblade £15,225 1000cc inline 4 185mph* 189bhp** 49mpg** All the refinement we expect, now with full-on performance again. Ace. Sublime SP is £19k. 9 / 10 Jul ’17
Africa Twin £10,849 998cc twin 124mph 90bhp 47mpg Proper big dual-purpose bike is super-able and top quality. The GS beater. DCT option good. 1 0 / 10 Aug ’16
CBF1000F £9599 998cc inline 4 143mph 102bhp 45mpg Comfort, finish and chassis impress. However we all crave amazing, not merely nice. 7 / 10 Dec ’10
CB1000R £10,249 998cc inline 4 140mph 110bhp 40mpg Mint do-it-all sports naked. Naff colours, otherwise like a big 600 Hornet. Overlooked. 8/ 10 Nov ’10
VFR800F £10,699 782cc V4 141mph 98bhp 46mpg Classic VFR charm and ability with modern air. In class of one. Furs-up in winter, mind. 9 / 10 Jun ’14
Crossrunner £10,399 782cc V4 134mph 98bhp 46mpg Classy VFR for adventurers is smooth, brisk, comfy, well-made... pretty much faultless. 10/ 10 Dec ’15
NM4 Vultus £9999 745cc twin 105mph* 54bhp** 70mpg* Whacky future-cruiser based on NC/Integra. Unique looks, surprising ability, salty price. 8/ 10 Jun ’16
X-ADV £9599 745cc twin 105mph* 54bhp** 70mpg* Off-road scooter you’ll never take off-road. Pricey too. But it’s the finest giant scoot. Top fun. 8/ 10 Jun ’16
Integra £8149 745cc twin 105mph* 54bhp** 70mpg* Based on NC750. Half bike, half scoot is nice, but somehow lacks the benefits of either. 6 / 10 Apr ’14
NC750X DCT £7290 745cc twin 110mph* 54bhp** 62mpg Flexible twin, top mpg, clever gears, big storage, well made. Not flash, but oh-so-very useful. 10/ 10 Feb ’17
CBR600RR £8999 599cc inline 4 165mph* 116bhp** 45mpg* Sublime. But 600s don’t sell and Euro 4 has killed it. There’s stock but no more being made. 9 / 10 Aug ‘16
CBR650F £7199 649cc inline 4 140mph 86bhp 45mpg Tidy road tool is able and well priced. Naked CB (£6599) is overlooked Hornet replacement. 8/ 10 Oct ’16
CB500X £5799 471cc twin 110mph* 43bhp 68mpg* Well-made, able, A2 adventure bike. Naked F (£5299) and faired R (£5499) are even nicer. 7 / 10 Jul’13
CBR300R £3999 286cc single 95mph* 30bhp** 68mpg Previous 250 with more zip and Fireblade styling. Friendly, polite, but no mini blade. 6 / 10 Nov ’14
CRF250L £4649 249cc single 78mph* 23bhp** 70mpg* Easy, friendly, well-made, this fine weekend green-laner is a great urban commuter too. 7 / 10 Jul’13
CBR125R £3799 125cc single 70mph* 13bhp* 70mpg* Gears and suspension are not YZF-R125, but looks better than it used to and will last yonks. 6 / 10 Jul ’11
MSX125 £3293 125cc single 70mph* 11bhp* 105mpg Half Monkey bike, half proper bike. More giggles than a naked bouncy castle party. 8/ 10 Aug’13
CBF125 £2799 125cc single 70mph* 11bhp 122mpg Frugal, able, no real flaws and sells huge numbers, but lacks old CG’s charm. Ho-hum. 6 / 10 Nov ’12
HUSQVARNA husqvarnamotorcycles.com/gb Bike’s choice: Supermoto is as practical as jelly trousers, but we all desperately want one
701 Supermoto £8299 690cc single 115mph* 74bhp** 60mpg* Engaging, fun at semi-sensible speed, cheap to run, sexy. Single-minded, yes, but bearable. 8 / 10 Oct ‘16
INDIAN indianmotorcycle.co.uk Bike’s choice: classic character, modern quality, sensible price – Scout Sixty is a market leader
Roadmaster £23,699 1811cc V-twin 110mph* 90bhp* 40mpg* Fully-loaded, over-the-top celebration of touring opulence is actually very good. 7 / 10 May ‘15
Chief Classic £17,299 1811cc V-twin 120mph* 90bhp* 40mpg* Stupendous engine, superb ride, great finish, authentic style. Harley-beater? Oh yes. 8/ 10 Nov ’13
Chief Vintage £20,299 1811cc V-twin 120mph* 90bhp* 40mpg* The impressive Chief but with CHiPs-style screen, soft bags and far too many tassels. 7 / 10 Nov ’13
Chieftain £21,699 1811cc V-twin 120mph* 90bhp* 40mpg* Half-faired, long-haul version of Chief with luggage and quicker steering. Impressive. 8/ 10 Nov ’14
Scout £10,799 1133cc V-twin 120mph 100bhp** 45mpg* Cast frame, liquid-cooled 8v V-twin, light handling, trad’ Indian style. Distinct and classy. 8/ 10 Oct ‘15
Scout Sixty £9399 999cc V-twin 110mph* 78bhp** 45mpg* Style, quality and details of big ’un (above), but affordable. Finest ‘medium’ cruiser there is. 9 / 10 Oct’ 15
KAWASAKI kawasaki.co.uk, 01628 856750 Bike’s choice: has to be the Ninja H2. It’s simply like nothing else
Ninja H2R £41,137 998cc inline 4 240mph* 310bhp** 30mpg* Wildest, loudest, fastest ‘production’ bike ever. Track only, obviously. Just sensational. 9 / 10 May ’15
Ninja H2 £25,636 998cc inline 4 183mph 205bhp 25mpg Glorious excess in a hi-vis cotton-wool world. So fast, so powerful. Bike of the Year 2015. 10 / 10 Feb ’17
VN1700 Voyager £16,836 1700cc V-twin 120mph* 72bhp 40mpg* Elec Glide rip-off with light handling, tech and big saving. More basic Classic is £12.5k 5 / 10 Jul ’09
ZZR1400 £11,936 1441cc inline 4| 186mph 193bhp 38mpg Sportier than a Busa, yet still smooth and plush. The legendary ZZR name is deserved. 10 / 10 Dec ’15
1400GTR £13,836 1352cc inline 4 158mph 139bhp 40mpg Fast with endless toys. But gizmos can’t mask steering and ride quality that aren’t good. 5 / 10 Dec ’10
Versys 1000 £10,436 1043cc inline 4 144mph 114bhp 47mpg Jacked-up Z1000SX is comfy, well appointed, brisk, smooth. Not flash, just hugely capable. 9 / 10 Apr ’16
Z1000SX £10,136 1043cc inline 4 149mph 140bhp** 43mpg* Fast, sporty, comfy, popular do-it-all. Better detailing than ever. Not perfect, but very good. 8/ 10 Apr ’17
Z1000 £10,386 1043cc inline 4 147mph 131bhp 37mpg Eager chassis, fit motor, bold looks, firm ride. Very distinct... but why is faired SX cheaper? 7 / 10 Aug ‘15
Ninja ZX-10R £14,286 998cc inline 4 180mph 189bhp 44mpg Amazing race-derived engine, handling and electronics, yet still usable by normal people. 9 / 10 Jul ‘17
VN900 Classic £7636 903cc V-twin 110mph* 44bhp 45mpg* Stereotypical H-D clone is okay but nowt great. Accessory screen and bags look good. 5 / 10 Nov ’06
Z900 £8386 948cc inline 4 145mph* 123bhp** 52mpg** Bigger trellis-framed Z800 replacement. Not is agile (or cheap) as MT-09, but impressive. 8 / 10 May ’17
W800 £7036 773cc twin 105mph 45bhp 59mpg Well-executed, easy-going ’60s retro. Convincing styling but doesn’t ride like a Street Twin. 7 / 10 Feb ’13
Versys 650 £7236 649cc twin 115mph* 62bhp* 54mpg* ER-6-based tall-rounder is able, easy to use and no longer ugly. Superb mid-weight tool. 9 / 10 Oct ’15
Vulcan S £6436 649cc twin 115mph* 61bhp** 63mpg* Affordable, good-looking, modern cruiser with ER-6 power. Surprising ability, keen price. 8/ 10 Jan ’16
Ninja 650 £6486 649cc twin 130mph* 67bhp** 70mpg* Cheerio ER-6f, g’day Ninja. Comfy, easy-to-ride, cheerful twin wrapped in ZX-10R styling. 9 / 10 May ’17
116
ä JOEY ON A SIX
Joey Dunlop, winner of the most TTs ever, will always be linked with Honda.
Yer Maun did race other machinery, however, including Benelli’s 750 Sei – the
world’s first six-cylinder bike. He retired after one lap in the 1979 Formula One.
However, he finished in the F2 on their 500 – he was 5th in ’78 and 13th in ’79.

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The Tests
ROAD TEST BACK ISSUES
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READ ROAD
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Bike Price Engine Top speed Power mpg Bike verdict Rating Tested
Z650 £6236 649cc twin 130mph* 67bhp** 70mpg* Chirpy ER-6 becomes Zed. Fun, fit, frugal, safe. More fun than SV, nicer build than MT-07. 9 / 10 Mar ’17
ZX-6R 636 £9136 636cc inline 4 165mph 116bhp 44mpg Still very sporty, but the more road-oriented Ninja is the best inline-four 600 road bike. 9 / 10 Dec’12
ZX-6R £9014 599cc inline 4 162mph 112bhp 42mpg* Scorching handling, howling four, proper suspension, but not quite CBR or 675 beater. 8/ 10 May ’11
Ninja 300 £4993 296cc twin 112mph 35bhp 60mpg* Revvy power, decent speed, nice details. Great intro to sportsbikes but RC390 is sexier. 7 / 10 Oct ’13
Z250SL £3943 249cc single 90mph* 28bhp** 72mpg Neat trellis frame, fit motor, agility, looks. Tiny, yes... but way cooler than Suzuki’s Inazuma. 6 / 10 Nov ’15
KLX250 £4293 249cc single 70mph* 18bhp 65mpg* Looks like a snorting, nimble, green lane-chomping enduro. Rides like a stifled 125. 3 / 10 Mar ’09
KLX125 £3021 125cc single 70mph* 10bhp** 90mpg* Learner-friendly trail bike can even go off-road but is more like a fluffy toy than a bike. 5 / 10 Apr ’11
KTM ktm.co.uk, 01280 709500 Bike’s choice: frugal yet fun, simple but clever – there’s nowt like the 690 Duke
Super Adventure S £14,299 1301cc V-twin 155mph* 160bhp** 50mpg* Looks like an adventure bike, but it’s a super-high-tech all-roads missile. Staggering thing. 9 / 10 May ’17
1290 Super Duke GT £16,136 1301cc V-twin 159mph 158bhp 45mpg Mad power, true sports handling, but able to eat miles. Couple of iffy details, otherwise ace. 9 / 10 Jan ’17
1290 Super Duke R £14,136 1301cc V-twin 160mph* 161bhp 42mpg* Ballistic, sharp, imposing look, full gizmos, yet friendly and usable. S1000R beater? Hmm. 9 / 10 Mar ’17
1090 Adventure R £12,149 1195cc V-twin 155mph* 125bhp** 45mpg* 125bhp, 220kg, but proper trail chassis works in dirt. Its plushness is good on the road too. 9 / 10 Jun ’17
1090 Adventure £11,299 1195cc V-twin 155mph* 125bhp** 45mpg* What was the 1050, with more power and nicer spec. As good as the 1290 most of the time. 8/ 10 May ’17
690 SMC R £8136 690cc single 115mph* 63bhp 56mpg Quality ’moto. Fine bits, more usable than racy stuff, but hardcore. Husky 701 a bit classier. 7 / 10 Nov ’12
690 Enduro R £8136 690cc single 100mph* 63bhp* 56mpg* Proper green-lane tool with road-friendly suspension and efficient, pokey Duke motor. 8 / 10 Sep ’14
690 Duke R £9236 690cc single 125mph* 73bhp** 60mpg* Staggering motor and suspension. Makes rivals feel flabby and vague. Pricey but we love it. 9 / 10 Feb ’16
690 Duke £7936 690cc single 125mph* 73bhp** 60mpg* Feisty yet frugal motor, practical but sharp chassis. Very good, but it’s still ‘just’ a single. 8 / 10 Feb ’16
RC 390 £5193 373.2cc single 107mph 42bhp 53mpg Fast, frantic, flighty, yet efficient and usable. Dissolves in winter. In 125 form too (£4371). 6 / 10 Jul ’15
390 Duke £4693 373.2cc single 108mph 41bhp 70mpg* Revvy, eager motor in agile 125 chassis? Oh yes. Now looks like the 1290 and less toy-like. 7 / 10 Mar ’14
125 Duke £4171 125cc single 75mph* 15bhp** 100mpg* Authentic Duke for teens. KTM designed, Indian made, it’s perky, handles and looks good. 7 / 10 Jun ’11
LEXMOTO lexmoto.co.uk, 08445 678887 Bike’s choice: Adrenaline shows affordable doesn’t have to be flimsy
Adrenaline £2271 124cc single 72mph** 11bhp** 96mpg* Suzuki motor, adjustable suspenders, fine finish. Not perfect, but impressive value. 8/ 10 Aug ’15
ZSF125 £1372 124cc single 62mph** 12bhp* 105mpg* Frugal, easy to ride, better than price suggests. No wonder Lexmoto sell so many 125s. 7 / 10 May ’15
MOTO GUZZI uk.motoguzzi.it Bike’s choice: authentic feel, period cool, yet boogies on back lanes – the V7 is a belter
MGX-21 Flying Fortress £19,999 1380cc V-twin 125mph* 96bhp** 45mpg Mad carbon-clad Batman tourer with 21-inch front wheel. Cali’ is nicer, but this is cooler. 7 / 10 Dec ’16
California Touring £17,999
1380cc V-twin 125mph* 96bhp** 41mpg Back in the range for 2017. Classic Guzzi looks, lots of tech, great dynamic. Serious H-D rival. 8 / 10 Oct ’13
V9 Bobber £8999 853cc V-twin 110mph* 55bhp** 55mpg* Pleasing V-twin in a trendy, well-made package. Shiny Roamer (£8699) looks a bit too ’80s. 8 / 10 Jun ’16
V7 II Stornello £8899 744cc V-twin 105mph* 47bhp* 55mpg Authentic V7 scrambler looks good, rides great. Dropped when V7 III arrives – get in quick. 9 / 10 Dec ’16
V7 II Stone £7999 744cc V-twin 105mph* 47bhp* 56mpg Right noise, cool badge, great handling. It’s good. Flashier Special is £8699, Racer is £8636. 9 / 10 Oct ’14
MV AGUSTA mvagusta.co.uk, 0844 4128450 Bike’s choice: F3 800 adds grunt to delicate, sexy middleweight
Brutale 1090RR £15,099 1078cc inline 4 154mph 124bhp 34mpg Speed and image of old MVs, but better built, more refined. Spec rivals KTM and BMW. 8 / 10 May ’10
F4 RR ABS £20,960 998cc inline 4 185mph** 201bhp** 35mpg* High-spec F4 is special, if not friendly. Base F4 (£15.k) just as good (and demanding) on road. 7 / 10 Mar’13
Turismo Veloce 800 £12,199 798cc inline 3 136mph 110bhp** 48mpg* Adventure bike? Nah, it’s like a high-rise sportsbike. So-so ride, busy dash, but it’s good. 8/ 10 Dec ’15
Rivale £11,730 798cc inline 3 150mph* 125bhp** 45mpg* Supermoto-ish triple is perky, agile, top fun, not practical. Has MV’s best-yet fuelling, mind. 7 / 10 Jan ’14
F3 800 £12,500 798cc inline 3 161mph 148bhp** 34mpg* Crisp, punchy, trim. Easier than a 600 but still focused. 675 version (£11k) is one for the track. 8/ 10 Apr ’14
Brutale 800 £11,550 798cc inline 3 153mph** 125bhp** 40mpg** As 675cc but big motor. More usable yet still loopy. Dragster (£11,800) has fat tyre, tiny seat. 8/ 10 Apr ’14
NORTON nortonmotorcycles.com; 01332 812119 Bike’s choice: Go for whichever you like the look of – they all feel similar
Commando Cafe Racer £15,887 961cc twin 128mph 82bhp 50mpg Satisfying motor, fast steering, fine looks, hand-built price. Spot-on mix of modern and trad’. 8 / 10 Oct ’10
PATON krazyhorse.co.uk.com; 01284 749645 Bike’s choice: There’s only one road bike available. Good job it’s brilliant
S1 Strada £16,574 649cc twin 135mph* 71bhp** 55mpg* Eager ER-6 engine in bespoke Italian chassis, based on classic racer. Pricey but feels proper. 8/ 10 May ’15
ROYAL ENFIELD royalenfield.com/uk; 0844 412 8450 Bike’s choice: Continental looks proper, but the Classic has the most character
Continental GT £5199 535cc single 85mph* 30bhp* 80mpg* Top looks, cheeky handling. But unfortunately vibrates like Ann Summers’ stock room. 5 / 10 Oct ’14
Classic 500 £4699 499cc single 80mph* 27bhp 80mpg* Slow, vibration, basic ride? All true. But also a disarming and engaging sunny weekend toy. 7 / 10 Oct ’16
Bullet 500 £4699 499cc single 80mph* 27bhp 85mpg Indian-built classic is decent, honest, authentic, if not of the absolute finest quality. 6 / 10 Mar ’09
SUZUKI suzuki-gb.co.uk; 0845 850 8800 Bike’s choice: all-new GSX-R1000R hasn’t R1’s looks, but is otherwsie fabulous
Intruder M1800 BOSS £12,636 1783cc V-twin 120mph* 105bhp 45mpg* Looks good, sounds great, goes fast, but things move on – Ducati XDiavel is heaps better. 5 / 10 Jan ’15
Hayabusa £11,636 1340cc inline 4 182mph 184bhp 42mpg Tad dated, but syrupy smooth, comfy and bonkers fast. Z version with Yoshi pipes is £12.7k. 8 / 10 Feb ’17
GSX-R1000R £16,236 999cc inline 4 186mph* 199bhp** 45mpg* Variable valve engine with grunt and power, slick chassis, top electronics. A serious thing. 9 / 10 Jul ’17
V-Strom 1000 £9636 1037cc V-twin 135mph* 99bhp** 45mpg* Stout twin, solid, fine spec, if not same class as rivals. Pay £500 extra for XT’s spoke wheels. 7 / 10 Jun ’17
GSX-S1000FA £10,436 999cc inline 4 153mph 143bhp 45mpg Upright sports, not a sports-tourer. Fast, composed, but not too much: think modern ZX-9R. 8/ 10 Sep ’15
GSX-S1000 £9836 999cc inline 4 149mph 143bhp 45mpg GSX-R motor, supple ride, comfy, fine finish, low price. Hard to fault, but lacks a little ‘wow’. 8/ 10 May ’16
GSX-R750 £10,136 750cc inline 4 166mph 130bhp 49mpg 600 dimensions, early R1 power, iconic status. Not Euro 4 - last bikes sold under derogation. 7 / 10 Dec ’16
GSX-S750 £7736 749cc inline 4 145mph* 113bhp** 58mpg** Capable, perky, friendly GSR turns into capable, perky, friendly GSX-S. Good, if shy on fizz. 7 / 10 Apr ’17
Burgman 650 Exec £9136 638cc twin 99mph 54bhp** 50mpg Big scoot is practical, good spec, but not as fast, comfy or refined as bikes for the same cash. 5 / 10 Jan ’14
V-Strom 650 £7536 645cc V-twin 115mph* 60bhp* 45mpg V-Strom is better than earlier bikes. Still capable, cuddly and cheap, if not stand-out. 7 / 10 Jan ’13
118
ä TIDDLERS PAVED THE WAY
Suzuki’s 1983 RG250 replaced the GT250 X7 (already an RG in Japan) to fight
Yam’s defining RD, with a liquid-cooled two-stroke twin and the first production
box-section aluminium frame. However, it was beaten to a water jacket the year
before by the fabulous RG50 – also the first-ever Suzuki to be called a Gamma.

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download back
issues
Bike Price Engine Top speed Power mpg Bike verdict Rating Tested
SV650 £5836 645cc V-twin 122mph 74bhp 50mpg Chirpy, cheerful, usable, quick, but iffy rear shock and minimal wow. MT-07 beater? No. 7 / 10 Nov ’16
GSX-R600 £9136 599cc inline 4 165mph 110bhp 49mpg Old? Maybe, but thick seat, adjustable pegs and plush ride make a 600 you can live with. 8/ 10 May ’11
Inazuma £3593 248cc twin 88mph 24bhp 85mpg** Cheap, cheery commuter about to be replaced by GSX-S125. Get one for £2995... or less. 5 / 10 Feb ’13
VanVan 125 £3471 124cc single 65mph* 11 bhp n/a Cute beach-style plaything. May only be ridden in shorts, flip-flops and metalflake piss-pot. 6 / 10 Feb ’76
TRIUMPH triumphmotorcycles.co.uk Bike’s choice: all-new Street Twin is simply bang on the money
Rocket III Roadster £14,100 2294cc inline 3 124mph 125bhp 42mpg Sensory overload, low-rev balls, thunderous, half-decent comfort. It’s all about size. 7 / 10 Nov ’15
Thunderbird LT £14,800 1597cc twin 110mph* 93bhp** 44mpg* Cruiser with great seat and screen. Naked base model is £11.8k, butch Commander £13.7k. 8 / 10 Apr ’14
Trophy SE £13,500 1215cc inline 3 135mph* 111bhp 45mpg Oh-so-comfy, whooshing triple, top fairing, agile handling, toys... and a grand less this year. 8/ 10 Jan ’13
Tiger Explorer XCA £15,900 1215cc inline 3 135mph* 137bhp** 45mpg Adventure-tourer is silky, strong, comfy, fully loaded... but a bit British Leyland next to a GS. 8 / 10 Feb ’17
Thruxton R £12,000 1200cc twin 130mph* 96bhp** 50mpg Trad charm and modern sporting ability in biggest café racer ever. Classy? Goodness yes. 9 / 10 Sep ’16
Bonneville Bobber £10,500 1200cc twin 120mph* 77bhp** 56mpg Premium stripped-down T120. Tuned for grunt, rides way better than looks suggest. Ace. 9 / 10 Mar ’17
Thruxton £10,700 1200cc twin 130mph* 96bhp** 50mpg Lower-spec chassis than the R, but matters not on the road. Subtle, refined, able café racer. 9 / 10 Jul ’16
Bonneville T120 £9900 1200cc twin 120mph* 79bhp** 54mpg Lolloping grunt, steadfast chassis, top finish. Hasn’t Street Twin’s agility, but has finer ride. 9 / 10 Jun ’16
Speed Triple R £12,100 1050cc inline 3 149mph 138bhp** 45mpg Modes, traction, ABS, responsive triple, great presence. Bit firm on road, but still a class act. 8/ 10 May ’16
Sprint GT SE £8999 1050cc inline 3 158mph 115bhp 42mpg Shy on gizmos, getting long teeth, but proven design and remarkable spec for the cash. 6 / 10 May ’14
Tiger Sport £10,900 1050cc inline 3 140mph* 124bhp** 45mpg* Sporty, solid, comfy, easy – the best 1050cc Tiger yet. Adventure? No. It’s a tall Speed Triple. 7 / 10 Nov ’16
Street Scrambler £8900 900cc twin 110mph* 54bhp** 60mpg Street Twin with semi-knobblies, taller ride, high pipes. Bit more spacious and stable. Nice. 9 / 10 Apr ’17
Street Cup £8800 900cc twin 110mph* 54bhp** 60mpg Cafe racer job on great Street Twin. Long shocks, clip-ons, screen... but £1100 more? Hmm. 8 / 10 Apr ’17
Bonneville T100 £8506 900cc twin 110mph* 54bhp** 60mpg All the style and easy-going pleasures of the T120. Makes 24bhp less, but is £1500 cheaper. 9 / 10 Jan ’17
Street Twin £7550 900cc twin 110mph* 54bhp** 60mpg Torque, easy handling, ace finish, good noise? Yes. Class retro outshines Ducati Scrambler. 9 / 10 Aug ’16
Tiger 800XCx £10,400 800cc inline 3 124mph 84bhp 48mpg Plush suspension, ample drive and lots of toys make a good road tool, but not too hot in dirt. 7 / 10 May ’16
Tiger 800XRx £9900 800cc inline 3 133mph 94bhp** 48mpg Cast-wheel, beak-free Tiger is proven and has lots of extras, though taller XC has better ride. 7 / 10 Feb ’15
Street Triple RS £9900 765cc inline 150mph* 121bhp** 43mpg* Lots of power, fancy spec. Great naked sporstbike, but lacks old Street Trip’ easy-access fun. 8 / 10 Jul ’17
Daytona 675R £10,950 675cc inline 3 159mph 112bhp 44mpg Benchmark handling, quality and looks. Ace. But it’s not Euro 4, so is being killed off. Sad... 9 / 10 Dec ’16
Daytona 675 £9600 675cc inline 3 159mph 112bhp 44mpg Thin, light, punchy, soulful, easier to use than a 600cc four. To be discontinued, so haggle. 9 / 10 Feb ’13
Street Triple £7500 675cc inline 145mph 98bhp 44mpg Ignore the price: there’s a new 765cc version, so get the iconic fun-yet-friendly 675 for £6500. 10 / 10 Dec ’13
VICTORY victorymotorcycles.co.uk, 0800 9156720 Bike’s choice: Brand has been canned by Polaris – grab a deal on the last ones
Cross Country £15,999 1731cc V-twin 105mph* 92bhp** 42mpg* Like a hot-rodded H-D Street Glide, with all the toys. Get one for £13k... if you can find one. 7 / 10 Oct ’10
Gunner £10,299 1731cc V-twin 115mph* 90bhp 42mpg* Strong looks, usual Victory V-twin punch, usual cruiser dynamic limitations. Don’t pay list. 6 / 10 Oct ’15
Hammer S £12,999 1634cc V-twin 140mp 83bhp 43mpg* Decent handling, hot-rod style, serious motor. You can get them ‘stage one’ tuned for £11k. 8/ 10 Jul ’07
WK wkbikes.com, 01507 522900 Bike’s choice: 650i busts Chinese preconceptions... well, almost
650TR £3599 649cc twin 125mph* 61bhp 50mpg* Chinese cross between ER-6 and Deauville. Won’t ignite your pants, but look at that price. 5 / 10 Oct ’13
650i £3299 649cc twin 121mph 61bhp 49mpg* First big Chinese bike is like a first-gen ER-6. Not amazing, but better than preconceptions. 5 / 10 Oct ’12
125 Cruiser £1449 125cc twin 60mph 12bhp* 90mpg* Parallel-twin 125 looks and feels decent, has OK finish and ride, but unhappy above 55mph. 6 / 10 May ’15
YAMAHA yamaha-motor.co.uk, 01932 358000 Bike’s choice: Cheap yet classy, basic but brilliant – the MT-07 is superb
VMAX £15,886 1679cc V4 136mph 179bhp 32mpg Bold, big grunt, lots of toys, terrible tank range. Viable Diavel rival now it’s not £22k. 7 / 10 Nov ’08
XVS1300 Custom £9436 1304cc V-twin 110mph* 72bhp** 45mpg* Stylish, raked-out, liquid-cooled semi-chopper is worth a look over US brands. Nice. 8/ 10 Jul ’14
FJR1300A £13,586 1298cc inline 4 148mph 131bhp 42mpg Best-ever FJR isn’t defining, but is very good. Semi-auto AS (£16.4k) has elec suspension. 7 / 10 Mar ’16
XJR1300 Racer £9736 1251cc inline 4 141mph 97bhp 35mpg Café racer retro is soft, smooth, able, charming. Won’t pass Euro 4 - these are the last ones. 6 / 10 Feb ’16
Super Ténéré £11,536 1199cc twin 135mph 96bhp 40mpg Manners, quality, ability, good price. Not a GS, but that’s fine. Elec-suspension ZE is £13.3k. 8 / 10 Aug ’16
YZF-R1 £15,736 998cc inline 4 183mph 189bhp 35mpg Stiff, tall, high geared on road, but special and peerless on track. Had a few gearbox woes... 9 / 10 Jul ’17
MT-10 SP £13,536 998cc inline 4 153mph 152bhp 38mpg Already amazing MT-10 with R1 SP’s electronic suspenders. Great, if not obviously better. 9 / 10 May ’17
MT-10 £10,936 998cc inline 4 153mph 152bhp 38mpg Fast, sporty, friendly, great spec. Bit thirsty, but mega. Touring version (£11.6k) even finer. 9 / 10 Nov ’16
SCR950 £8636 942cc V-twin 110mph* 51bhp** 60mpg It’s the XV cruiser (below) in a scrambler costume. Shouldn’t work, but actually has appeal. 8 / 10 Jun ’17
XV950R £8336 942cc V-twin 110mph* 51bhp** 60mpg Trendy, straightforward rival to H-D Sportsters. Really rather nice. Racer spec is £8235. 7 / 10 Oct ’14
Tracer 900 £8836 847cc inline 3 129mph 113bhp* 47mpg Faired MT-09 is fun, high-spec, usable, affordable. Don’t buy a GS without testing one. 10 / 10 Apr ’17
XSR900 £8436 847cc inline 3 130mph 104bhp 49mpg Ace MT-09 (below) in ’70s get-up. Hardly ‘authentic’, but clearly the best-value sporty retro. 9 / 10 Jul ’16
MT-09 £7936 847cc inline 3 130mph 104bhp 49mpg Mint motor, nimble chassis, gurgling noise, easy to ride. No more snatchy throttle either. 9 / 10 Feb ’17
Tracer 700 £6986 689cc twin 125mph* 70bhp 56mpg Super-fun MT-07 with fairing and other practical niceties. The datum for all-rounder value. 10 / 10 Oct ’16
XSR700 £6736 689cc twin 119mph 70bhp 49mpg Mega MT-07 in period custome. Proof that retro looks can work with a modern dynamic. 9 / 10 Jun ’16
MT- 07 £6236 689cc twin 125mph* 70bhp 48mpg Fit, able, classy, efficient, fun, cheap. Just mega. Boundary-blurring, giant-killing genius. 10 / 10 Oct ’15
YZF-R6 £11,136 599cc inline 4 172mph 114bhp 38mpg Hardest, sharpest 600 ever, now with full electronics and R1 looks. Friendly? No. Mega? Yes. 8 / 10 Jun ’17
YZF-R3 £5214 321cc twin 102mph* 41bhp** 65mpg Light, revvy, fun-to-ride, well finished. Ability and spec fight for best A2 sporstbike title. 8/ 10 Jul ’15
YZF-R125 £4671 125cc single 80mph* 15bhp 92mpg R6 looks, big bike feel. More satisfying than CBR125. Naked MT version (£3971) is even nicer. 7 / 10 Aug ’14
WR125X £4271 125cc single 80mph 15bhp 95mpg* Full-on, full-size, beautifully detailed supermoto that happens to be a 125. Not cheap. 7 / 10 Nov ’09
120
ä HINCKLEY’S SCREAMER
All inline-four sports 600s have been 67 x 42.5mm (599cc) since 2006. With a
limiting mean piston speed of 24m/s that’s 16,500rpm or so. When Triumph
tried to compete directly their TT600 was 68 x 41.3mm, though – the redline
was 14k but schoolboy logic says it could have safely revved to 17,500rpm. Eek.

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Our
new bike
test t fleet
Bike Life
>> Yamaha XSR700
Story this month: custom project hits
its stride. Bike Shed here we come
>> Kawasaki Z1000SX
Story this month: Big Test time for the
Z1000SX. That’ll be 2500 miles, p92
The perfect Sunday
Donington Park, the Endurance Legends meeting. Team Bike
and Mikey go for a day out. Like no other…
PHOTOGRAPHY: JOE DICK AND MIKE ARMITAGE
Mike Armitage
>> Deputy Editor
Riding RC30s, in the sunshine at Donington.
Can there be a better way to spend a spring
weekend than that? No…
NEXT TO ME is Steve Chambers on a Team Bike Honda RC30.
He’s won the Macau GP, put Team Bike on pole at the Spa
24hr in 1989, and is wearing fabulous leathers from Suzuka,
1990. Alongside him is Team Bike podium finisher and World
Endurance champ Steve Manley riding the RC30 recently
extracted from Mat Oxley’s lounge (see last month, p34). I’m on
the team’s main race bike that won the Bol d’Or Classic in
2015. Ian Martin, the outfit’s driving force, is here on the
Harris FZ750, and there’s the CB1000R too.
We’re waiting to get on track at the Endurance
Legends meet at Donington Park. Elsewhere in the
queue are many works RC45s, an ex-Lawson Cagiva
GP bike and Superbike-spec Ducatis. The sun’s
shining and people are taking pictures. As Sunday
afternoon rides go this’ll take some beating.
The event’s a bit of a shakedown for this year’s Bol at
Paul Ricard, 15-17 September. The second bike’s had a rebuild
and been fettled for more horses, is nudging 120bhp on the
dyno, and its front-end has been upgraded to the spec of the
number one bike. RCs came with an ‘anti-squat’ linkage on the
swingarm, connecting the rear brake caliper to the frame to
keep the bike level, but it’s been removed to save weight. ‘We
don’t really use the back brake,’ says Ian.
Honda
RC30
NUMBER OF LAPS: 10
NUMBER OF PHOTOS : 100101
JOY RATING :
Off the scale
VALUE : About
£30k
The bike I’m riding hasn’t been touched since the Bol. ‘The
engine is the same spec as the ones we built for 24-hour racing,
and they never failed,’ says Ian. ‘They were used for practice,
qualifying, warm-up and the race – they never stopped. Now,
with another 25 years of knowledge, we won’t need to do
anything apart from a service and valve clearance check.’
It doesn’t need anything either. The 748cc V4 makes 125bhp
and feels fabulous. I’ve never ridden an RC30 in anger, let alone
a race-prepped bike, and the linear drive and flat exhaust drone
give me goosebumps. With revs near the 12,500rpm redline the
RC lifts its front exiting the Esses, wheelies where the Dunlop
bridge isn’t and snaps through its close ratio gears. Yet it’s also
gloriously friendly – plod into a corner a gear or two higher
than is wise, and it romps out the other side.
Modern sportsbikes are digital. Roll off the
twistgrip, the injection kills the fuel and the throttles
go dry. Pick up the gas again and there’s usually a
small step as the fuel supply returns, and with rideby-wire
you’re never completely sure what you’ll get.
I’ve written a couple of times that some bikes feel like
they give more (or less) than you ask for, and it’s true.
Hack into the ECU of the latest bikes and you find that at,
say, a 20% throttle you may get an actual opening of anything
from 14 to 30%, depending on revs.
The Honda couldn’t be more different. It’s wonderfully fluid,
the sweetly-fuelled V4 rolling smoothly into corners, picking
up drive and rushing out hard in one seamless, flowing action.
It works perfectly with a plush-yet-composed chassis which
swoops with flowing grace, despite turning briskly and having
Mike, Ian Lucas, Ian
Martin, Steve Manley
and Steve Chambers
122

Yamaha Tracer 700
Story this month: big screen and
heated grips still in much demand.
>> Husqvarna 701
Story this month: back from an engine
rebuild having been blown up by Langy.
>> KTM 1290 S
Story this month: not making JP
travel sick. Result.
>> Suzuki GSX-R1000R
Story this month: new arrival proves
its amazingness in group test, p56
Yes, we’re soppy
and biased. But
modern race bikes
just don’t look as
cool as our RC30
‘Rolling smoothly into corners,
picking up drive and rushing
out hard in one flowing action’
brakes the equal of any fancy monobloc whatsits; on a track like
Donington, where the bike spends most of its time leaning, it
feels amazing.
Few bikes I’ve ridden on circuit have been such a together
and usable package. If my numbers ever plop out of that tumble
drier on a Saturday night, I’m buying an RC30 track bike.
Team Bike will be back at Donington for the Classic
Motorcycle Festival, 5-7 August. As well as the FZ, CB and four
RC30s there’ll be the VF750F from the ’84 season, with its new
engine – a kitted motor built for Roger Burnett in ’86 that was
never used, bought directly off HRC with the engine number
‘001’. See you there.
Digi
readout?
We’ll take
old foam and
a HRC gauge
any day
Number one bike
shows evidence of
use by fast blokes
V4, gear-driven
cams and a race
Micron – we have
aural heaven
123

" The önly
way to feel
the noise
is when it’ s
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Bike Life
380 miles in
and all is well
with JP’s new
distraction
Jonathan Pearson
>> Off-road Editor
JP welcomes the 1290 Super Adventure S with
a joke without a punchline. Tune in next
month for the outcome. Possibly
KTM gets
over travel
sickness
PART OF ME IS A LITTLE UPSET about taking on KTM’s 1290
Super Adventure S. My stomach. The Super Adventure holds
a notable distinction among all the bikes I’ve ever ridden: it
was the first bike to make me feel travel sick.
It isn’t a fault of the bike, quite the opposite and its 380
miles so far have been a joy, transforming the most mundane
journeys into events. But ever since I first tested one a couple of
years ago, I find twisty roads make it brake, turn and accelerate
with such inner gyroscope-testing force that it can
KTM
1290 Super
Adventure S
TYRES: Pirelli
Scorpion Trail II
MILEAGE: 380
MPG: 43
make me feel sick.
I look forward to acclimatizing my inner
gyroscope on some great roads this summer –
I’ve already been killing evenings with maps
and Google searches. I’m going to have to fight
my off road instincts with this road-oriented
adventurer or find a set of spoked rims.
My garage is no stranger to a KTM but the 1290
Super Adventure is by some chalk the biggest it has seen.
Almost double in size and weight to the 250 EXC-F which
currently sits bedside it. Sitting facing the workbench they look
like a rugby player and a jockey are standing at a bar.
Alpinestars Tech 1
Used for: six months Price: £170 each Info: alpinestars.com
>> Billed as Alpinestars’ introductory off road boot (the range
stretches numerically to Tech 10s), the Tech 1 shouldn’t be
sniffed at. Protection isn’t the same as higher number
Techs but compared to many adventure boots
they are more protective. Unlike many proper
off road boots they’re comfy on and off the
bike, including standing on the pegs all
day. Better quality than some budget
MX boots by a good chunk.
Used bike
? ?
Chooser
Preloved finds making us giddy this month
Mike Armitage
>> Deputy Editor
There’s a leaky MZ and a neat Mobylette in
my shed already. But cash from selling my
Suzuki X5 means I’m addicted to the ads...
The sensible choice
1995 BMW K1100RS £3200
>> Moon-mileage K75
triples are under £1k,
tidy K100 fours go for
£1500. This 1100 is a
100bhp four from the
model’s final year, and
looks steep. But it’s a
one-owner full-history
gem with just 23,000
miles, will run forever
and not depreciate.
Classy, staunch, cool,
and neat top-box. And I like that prototypes of BMW’s laid-flat
multi used Peugeot 104 car engines. In a rush to make a liquidcooled
four, and wanting a motor that sat alongside boxers and
could use shaft drive, they used the unit as it leaned at 72˚ and
could lay horizontally to test the idea. Love a random fact, me.
The emotional choice
1990 Yamaha TDR250 £3200
>> Prices for TDRs are
getting daft, chasing
RDs past £5k. So this
clean one with decent
history looked a good
buy, sat at £3k on ebay.
I was planning to blow
the cash I got for my
Suzuki X5 (£1500) on a
non-running TDR, but
wife Jane stepped in. ‘I
don’t want you living
in the shed working on a heap,’ she said. ‘Spend more, get the
bike you really want, and spend time with your family instead.’
Seems time really is money. Amazed, and funds released, I
place a bid and win. My first big bike was a TDR (with TZR rims)
and this in the shed makes the mushy fool within very happy.
The comedy choice
1999 Garelli Avanti £1695
Yes,
bought
it
>> Seen what ’70s and
’80s mopeds fetch? It’s
ludicrous. Fizzies are
£5k. Even duff stuff is
big cash – the Honda
MT-5 that I had at 16
was feeble, but folk
want many grand. The
solution? An oddball.
This Super City boasts
zingy Garelli stroker
power, three speeds
and 45mph downhill, and is fabulously tacky. It’s pricey as it’s
only done 200 miles; find another and they start at about £700.
Garelli made fast ’peds in the ’70s, and in the ’80s were built
under licence in India by Avanti. The tie-up failed in ’99, but
Avanti went on making stuff like this – perfect for sentimental
idiots of a certain age who want to play silly buggers. Top fun.
125

Bike Life
It took six LED
lights to conjure
this creation
Yamaha
XSR700
TYRES: Continental
TKC
COST: free
MILEAGE: zero
MPG: 49
Three
lights are
better
than one
PICS: NIGEL GRIMSHAW
Nigel Grimshaw
>> Managing Editor
Part two of our Yamaha Yard Built custom
project and the front end’s shaping up. Our
debut at Bike Shed – 26-28 May – is assured
A
QUICK RECAP JUST in case last month’s momentous news
eluded you: we, Bike, have become customisers, assisted by
Down & Out Café Racers (doing all the hard graft) and
Yamaha (giving us free stuff, including the bike). We’re using an
XSR700 as our base and we’re debuting at Bike Shed
(thebikeshed.cc) at the end of May. Better get on with it then…
Three weeks at Down & Out’s Rotherham HQ has seen
progress. Lots of progress. Our hastily drawn up vision of a
utilitarian, urban, adventure, Tonka bike morphing into a
sinister, black, utilitarian, urban, adventure bike that both looks
the part and can handle the long trip from Peterborough to
Biarritz for the Wheels and Waves show. Well it wouldn’t be a
Bike bike if all it can do is stand still in a show hall.
The focus so far has mostly been on the front end. Now there
are Öhlins cartridges in the fork, nobblies on the wheels and a
cut-down mudguard (a Down and Out original). Micro switches
replace the factory switchgear. And then there’s that light…
Gone is the original single and in comes a three-LED
arrangement. The office is split: Mikey thinks it’s ludicrous
nonsense, the style cabbages (PL and NG) are frothing. It’s got
a sort of Terminator exo-skeleton feel to it, with a bit of War of
the Worlds thrown in for good measure. Of course we could have
simply arranged ‘adventure’ mesh over the factory light, but
where’s the fun in that? The whole point of a custom is that it
divides opinion.
‘The XSR is such a modern bike,’ says Down and Out boss
Shaun. ‘Yamaha got it right from the start which makes it a
challenge to customise. It’s easy to café a Triumph, it’s not so
easy to deal with the XSR.’ But that does help in other ways…
One of the really interesting parts about this bike so far
is that all modifications have been done using the original
brackets, which means that anyone fancying a similarly
sinister, utilitarian, urban, adventure bike could go the same
way, at relatively little cost and effort. Or cherry pick pieces of
it. For example relocating the factory clock. It’s such a nice,
modern piece there’s little point replacing it (we did consider
incorporating an iPhone), but its new location helps the
handlebar clean-up instigated by those micro switches. And that
new location utilises the factory brackets. The bars themselves
are by LSL and sit lower.
126

Our old bikes
>> Honda CR250 Supermoto >> Honda XR650R >> KTM 300EXC
>> Suzuki RM250 >> Gas Gas 321 trials bike >> Honda FireBlade >> Ducati
M900 Monster >> Honda NCZ50 Motocompo >> Mobylette V50 >> H-D FXR
Shovelhead >> H-D FXR Evo >> Hodaka Wombat >> CZ 175 Trail >> Yamaha
TDR250 >> MZ TS250 >> Morini 3 ½ Sport >> Morini 500 Camels
>> Matchless 350 >> Mobylette AV42 >> Aprilia Falco >> Ya m a h a FZ1 Fazer
Micro switches:
route one when
tidying up ’bars
So far, so controversial. To further help the front end
Down and Out will add spotlights low down on the frame.
Forward visibility at night is not going to be an issue. Paint
will predominantly be black, with silver highlights plus mesh
inserts. Part of the original plan was to go for spoked wheels, but
this proved more difficult than we thought. So we’re sticking
with the cast wheels, which will be painted.
So far the rear of the bike remains largely untouched but for
an Öhlins shock and a short mudguard to match the front.
However, to balance the bike, match the visual impact of that
new light and hammer home the adventure aspect much is set
to happen. Early on the idea was to go for some kind of flask
arrangement. At least one on each side: hot tea in one, mobile
phone in the other. However, in recent days, the plan has
changed somewhat…
Next month
Flasks were an
early ‘pannier’
option. Everyone
likes a good brew
LSL bars and
repositioned
factory clock
Custom stubby
front ’guard adds
purpose
THE ORIGINAL
ROAD BIKE
TRACKDAYS
ARE BACK!
Bike's trackdays are for road
bikes only. Join the Bike team on
Rockingham's fabulous National
circuit and enjoy a day of high-fun,
low-stress track time. They're just
like trackdays used to be...
NO
TRACK
BIKES
Your bike
must have a
numberplate
and treaded
road-legal tyres
THE DATE
4 AUGUST
PRICE
£99
THE RULES
NO
TYRE
WARMERS
RS
No lap-timing,
datalogging
or any other
unnecessary
faffng, either
Ride with
Get guidance from
Bike's testers
and racers
NO
VANS OR
TRAILERS
Bikes only in
the paddock
– vans and
trailers to be
parked outside
TO BOOK GO TO
bikemagazine.co.uk/
trackdays
>> Panniers, but not as we know them.
After dummying up a variety of options
we turned to DeWalt. On the face of it
perhaps an odd choice as they’re more
famous for their power tools than
anything else. However…

FREE
WITH THIS MONTH’S
MAGAZINE...
NEW RIDER
Everything you need to
know to get into biking
ON
SALE
NOW!

Bike Life
Well it keeps him
out of the pub…
Mark Williams
>> Founding editor
With MoTs looming, the spanners were out
again and there was good and
bad news…
It’s MoT time again
F
LAGGED LAST MONTH due to a wobbly rear-end which clearly
wouldn’t pass MoT muster, I got an £18 swingarm bearing set
from Wemoto (wemoto.com), trawled through my CBX750F
Workshop Manual on CD (fiddly, but essential) and began
removing the wheel, ’arm and linkage.
What I hadn’t accounted for when my bruised
knuckles finally got to uncork the swingarm pivot
Honda
CBX750F itself was that it wasn’t entirely nutted down
tightly… hmmn. However, a little research
TYRES: Avon
Roadrider AM26 informed me that it’s quite common for play to
WORTH: £1200
develop after the original bearings and spacer
MILEAGE: 33,270
have ‘settled down’ and so all that was required
MPG: 30
was to nip up the assembly slightly, which I did.
Result: wobble gone and off to the tester.
Also with its looming MoT, a master cylinder repair kit
for the VT500 Ascot failed to cure a spongy front brake – a false
economy at 28 quid, so I had to buy a complete aftermarket lever/
cylinder/bracket assembly from David Silver (davidsilverspares.
co.uk), albeit at a very reasonable £32. That got the job done. I can
breathe easy, for now.
Avon Roadrider Tyre
Used for: ever Price: £78
Info: avon-tyres.co.uk/motorcycle
>> With the back-end undone and
the MoT imminent, I took the oppo
to replace the nearly exhausted
Avon Roadrider rear tyre with more
of the same. Since acquired in 2012
my CBX has worn Avons and the
previous 130/80 eighteen incher
had lasted a good 13,000 miles and
never found me wanting for grip,
which ain’t bad for a 93bhp bike
which gets ridden boisterously.
Mark Graham
>> Production Editor
Buying bikes is easy, selling them a little more
challenging. Especially when it’s the worst
bike you have ever owned…
Czech’s in the post
BEING A STRANGER TO SELLING on the eBay, not buying, oh
no, it was with massive surprise that (a) I managed to put the
item ‘up’, and (b) that anyone in their right mind would
want to not only buy, but pay a frankly astronomical price for a
CZ 175 Trail. Truly, wonders never cease.
The wee CeeZee was bought for £400 three years
ago with a view to it being a light, nimble, cheap
trail bike. It was certainly cheap. Light, yes that
too. Nimble, no not really. Slow and unreliable
yes. It was dollied up with Preston Petty
mudguards, had a nice respray, decent tyres, a
pair of very good Falcon shocks, and a new spark
plug. It went trail riding once (Bike, July 2015).
CZ
175 Trail
TYRES: Pirelli MT21
WORTH : £742
MILEAGE: 5326
MPG: n/a,
it’s sold
That was enough. I’m no great shakes off of the road,
but the Zed was unutterably worse.
So after lying unloved in a corner for two years, I summoned
the effort to move it on out. The bidding was slow until the
final two minutes when it went berserk. From £350 one minute
to £742 the next. It must be a mistake, surely. But no, the buyer
made contact from the Czech Republic and duly appeared with
cash money. Still in shock.
Parting can be such
sweet sorrow. CZ not
sad to see back of MG
Furygan Spencer gloves
Used for: one year Price: £58.99 Info: furygan.com
>> Everyone likes a decent glove, me especially.
These are the kiddies, well the goatskin
almost feels like kid. Soft, supple,
reinforced in the right places, with
great knuckle guards, stiff on the
outside, soft on the inside. Sizes
come up small, so err big if you’re
going mail order.
129

Bike Life
Sheikh Wilson
tends his caravan
Two Camels to the Island
PIC: JASON CRITCHELL
Hugo Wilson
>> Editor
To own one Morini Camel is eccentric, to own
two is downright daft. The editor spends time
tending his herd
T
HE PLAN TO TAKE TWO 1981 Moto Morini 500 Camels to the
Isle of Man for the 2017 TT (one for me, one for Wilson junior)
has been simmering a while, but with only one month before
the ferry leaves I’m forced into a sudden flurry of activity.
Bike number 1 should be no problem. The last piece
2x Camels
in the pre-MoT jigsaw is a new handlebar switch that
TYRES: Pirelli
electrical wizard (and Bike contributor) Rupert Paul
MT43s
(rupesrewires.com) will fit next week. Then it’ll sail
WORTH: £8000
through the MoT. Or that’s the theory.
the pair
MILEAGE:
Bike number 2 is more of a challenge. I bought it
32,000
MPG: 55
two years ago, but it’s not run since c1985. The big issues
were a damaged front cylinder head, light crash damage and
the effects of a long lay-up. I fixed the cylinder head and got the
carburettors ultrasonically cleaned soon after buying the bike, then
progress ground to a halt. Now it has to start again, and sharpish.
My mate Mick welds up the exhaust, I optimistically get new
Pirelli MT43s fitted then order new cables from venhill.com and
chain, battery, plugs, caps, leads and other miscellany from the
excellent wemoto.com.
‘Adjustments’ with an angle grinder, drill and mallet persuade
the exhaust into place, then I fit all the new bits and clean the
electrical earths. Let’s give ourselves a fighting chance here.
Heaving on the kickstart shows a spark on the rear cylinder,
but not the front. After basic electrical checks on the feed wires
I replace the front cylinder’s transducer with a spare from my box
of ‘useful’ Morini bits.
There’s still no front cylinder spark.
Swapping the front and rear cylinder transducers should
establish whether it’s a fault in the transducer or elsewhere,
depending on which cylinder is now firing. But bizarrely
they both are. I’ve no idea why, but thank the gods
of Italian motorcycle electrics for their positive
intervention and excitedly re-fit the petrol tank. When
I turn on the fuel it gushes all over the floor. I turn off
the fuel, push the bike outside to escape the unleaded
fumes and then tighten the fuel line banjos. Doh.
After working up a sweat on the kickstart, and just as I’m
going to give up, it fires up on both cylinders for the first time in
three decades. Oh happy day.
After half a dozen laps of the yard, grinning like an idiot, I adjust
the carburettors and it even idles. Maybe the TT is on, but there
is a massive to-do list before this one gets an MoT. I’ve got one
more free weekend before the boat to the Isle of Man. If you see
formation Camels on the Island, we made it.
130

A P P R O V E D
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info@tranam.co.uk
tranam.co.uk
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