MCN Get Into Biking

GET INTO BIKING 2022
GET INTO
BIKING
Motorcycling can change your life and it’s easier than you think
BUILD SKILLS
*Top riding tips
*Buy wisely... new or used
*How to pass your tests
*Simple maintenance
GET
OUT THERE
*Visit the best destinations
*Ride the greatest roads
*Buy the right kit
SPECIAL TEST
125s TACKLE
LONDON
Husky Svartpilen
Yamaha XSR125
Honda CB125R
From the makers of
START YOUR RIDING LIFE IN STYLE
Top 50s, 125s, scooters, electric and that first big bike
From the makers of
UK £6.99

WELCOME
to the start of your new motorcycling adventure!
As producers of the UK’s biggest motorcycle magazines we know how
brilliant biking is – but also how daunting, complicated and confusing it
can seem if you’re a novice or new to two wheels.
Which is where ‘Get Into Biking’ comes in. It’s been designed specifically to
help you through the steps necessary to get you safely and knowledgably on
the road. We’ll take you through how to get trained and get your licence
with accounts from those that have; what bikes and kit to buy and even
destinations and events you can enjoy as you begin your new adventure.
Maybe we’ll see you there!
Phil West, Editor
Editor Phil West
Art editor Stewart Parkes
Group Editor Andy Calton
Contributors Dan Sutherland,
Bruce Dunn, Jim Blackstock, Mark
Edwards, Matt Wildee, Martin
Fitz-Gibbons, Jon Urry
Photographers Jason Critchell,
Chippy Wood, Matt Hull, Paul Bryant,
Adam Shorrock
Advertising Kelly Millis
Marketing Sarah Norman
MD Motorcycling Niall Clarkson
Group MD Chris Duncan
Printing Walstead Roche
Copyright Bauer 2022.
Bauer Automotive Registered Office: 21
Holborn Viaduct, London, EC1A 2DY. Tel:
01733 468000
Disclaimer: All prices correct at time of original publication
3

CONTENTS
18
GET ON THE ROAD
6 GUIDE TO RIDING HAPPINESS
Let’s start at the beginning: How to get
started in motorcycling...
8 APPLYING FOR A LICENCE
Which bike licence can you apply for? Our
guide (and flow chart) shows you how.
10 CHOOSE YOUR TRAINING
How to find – and choose – the right
training school for you.
12 MASTERING THE BASICS
The first step: Compulsory Basic Training,
or ‘CBT’ – our raw novice Adam tells us
how he got his.
14 PRACTICAL TEST – ‘MOD 1’
After CBT, Module 1 is the first part of
the practical test. Our novice Sarah talks
us through how she got on.
16 PRACTICAL TEST – ‘MOD 2’
Module 2 is the second and final part of
the test. Rookie Gareth tells us how he
became ‘The Mod-Father’.
18 SURVIVAL OF THE FITTEST
We pit three 125s against each other to
London and back – Yamaha’s new XSR125,
Honda CB125R and Husqy’s Svartpilen 125
8
26
38
GET THE RIGHT BIKE
26 TOP 10 50S
At 16 you can ride a 50cc machine (AM
class) – here’s our pick of the best.
30 TOP 10 125S
If you’re over 17 you qualify to ride a A1
category bike of 125cc – but which?
34 TOP 10 125CC+ SCOOTERS
Two wheels don’t have to be bikes –
here’s our pick of the best scooters.
38 TOP 10 A2 BIKES
At 19 you could be riding one of these
bigger 47bhp (A2 class) beauties.
42 TOP 10 1ST BIG BIKES
After you pass your full ‘A’ test which are
the best ‘first big bikes’ out there?
46 TOP 10 ELECTRIC BIKES
Electric-powered bikes are the future –
here’s 10 of the current (groan) best...
48 NEW BIKES
First rides of the new Lexmoto LXR125,
Yamaha MT-03, Sinnis Outlaw 125 and more.
55 THE ART OF THE DEAL
Buying a bike needn’t be a nightmare –
our experts show you how.
4

98
86
108
96
60 BIKE FINANCE EXPLAINED
Know your Personal Contract Purchase
from your Hire Purchase? What’s best,
cash or credit? Our experts explain all.
62 FANCY A CHINESE?
Chinese-built bikes are new, cheap... and
controversial. Our expert reveals what
you can get and should expect....
SPECIAL PROMOTION
64 KAWASAKI’S NOVICE PICKS
Z650, Z125, new Z650RS and Vulcan S
66 HONDA’S NOVICE PICKS
CMX500 Rebel, CB125R, CB500F & CBR650R
68 BMW’S NOVICE PICKS
G310GS, G310R, F750GS and F900XR
70 KTM’S NOVICE PICKS
125 Duke, RC125, 390 Duke, 390 Adventure
72 HUSQVARNA NOVICE PICKS
Svartpilen 125/401, Vitpilen 401 and 701SM
74 YAMAHA’S NOVICE PICKS
XSR125, NEO’s, Tricity 300 and MT-07
76 TRIUMPH’S NOVICE PICKS
Tiger Sport, Trident, Street Twin & 765 RS
GET THE RIGHT GEAR HOW TO...
78 THE YEAR’S BEST KIT
The very best from this year’s new bike
kit tests – as tested by RiDE magazine.
80 PICKING THE SAFEST KIT
What’s safe and what’s not? We explain
bike kit safety ratings and standards and
what they mean for you.
86 MAKE SURE YOUR ‘LID’ FITS
A helmet’s not providing safety unless it
fits properly – here’s how to make sure
that it does.
RIDING CLINIC TIPS
90 IMPROVING POST-TEST
Our riding expert helps rookie Gareth
grow in confidence.
92 LOSE JUNCTION JITTERS
New rider Maggie gets our help to
improve her approach to junctions.
94 SMOOTH OUT CORNERS
Novice Rebecca learns how to ride better
through the turns.
96 RIDE BETTER IN THE RAIN
Even more experienced rider Andy
benefits from our expert advice.
98 ADJUST YOUR CHAIN
Our expert shows you how to do basic bike
maintenance – starting with the chain.
100 MAKE YOUR BIKE SHINE
There’s more to cleaning than a bucket and
sponge – our expert shows you how.
102 REPAIR A PUNCTURE
Don’t be stuck at the side of the road –
we show you how to get home safely.
104 PASS AN MOT
Any bike over three years old needs one
– here’s how to make sure your’s passes.
106 ADJUST SUSPENSION
Suspension basics, for carrying luggage or
a pillion after you pass your test.
GET OUT & ABOUT
108 4 GREAT BIKING ROADS
Fabulous roads – and events – which bring
out the best of biking across England,
Scotland, Walkes and Ireland.
112 5 GREAT DESTINATIONS
Factory tours and more at the UK’s
biggest bike manufacturer, Britain’s best
race track and much, much more!
5

Get on the road
Your route into riding
“The reward
for passing
your test is
freedom!”
YOUR ROUTE TO
RIDING HAPPINESS
READY TO TAKE YOUR FIRST STEPS TO RIDING ON THE ROAD? WE SHOW YOU HOW…
6

Great instructors make the
whole process simple
T
o go from biking ‘zero’ to fully
licensed ‘hero’ there are a few hoops
you have to jump though along the
way in the form of theory and
practical riding tests – a process
which is also governed by your age.
But don’t be put off – the reward is
huge. What’s more, it’s simpler and
less daunting than you might think.
Here, followed by the next 10 pages we, via
a group of novices who have done exactly
that, take you step-by-step through
everything you need to know...
The first step...
To ride legally on the road as a learner, you
need a provisional motorcycle licence and
Compulsory Basic Training (CBT)
certificate. These let you ride a bike or
scooter of up to 125cc and 15bhp (11kw).
You must display L-plates and can’t use
motorways or carry a pillion.
A provisional licence is obtained by
completing an application from the Post
Office or online. You must be at least 17 to
get one for a motorcycle. However, at 16 you
can get one for a moped (with an engine of
no more than 50cc and top speed of 30mph).
This is an AM licence.
If you already have a full car licence, it
may include provisional motorcycle
entitlement, flip your card over and check if
the categories on the back list provisional
entitlement to vehicle category A. If you
obtained a full car licence before February 1,
2001, you can ride a moped without a CBT.
What’s CBT?
Compulsory Basic Training is a course
(rather than a test) usually taking no more
than a day. Assuming you are starting from
scratch, you will be taught everything from
wheeling a machine around to riding safely
on the road. An instructor will assess you
throughout and if you’re safely in control
you’ll get a certificate qualifying you to ride
a moped or small motorbike (depending on
age). CBT is valid for two years and then
needs to be retaken unless you pass your full
bike test in that period.
Moving on up – Mod 1
After CBT, if you want to progress to a full
licence you need to pass your Theory Test
then your Practical Test, the latter being
composed of two parts, Module 1 and
Module 2. If you’re a two-wheeled virgin
make sure you book training to pass Mod 1.
Your training school will normally book you
in for the test, which takes about 20 minutes
and includes wheeling the bike around,
riding a slalom and figure of eight, doing a
U-turn and emergency stop etc. Once you
pass you can attempt Mod 2.
The end’s in sight – Mod 2
This is the final hurdle to a full bike licence.
Unlike Mod 1, Mod 2 is all on the road and
involves a road riding test which lasts at least
30 minutes. You’ll be asked two vehicle
safety questions which test your know-how
to carry out basic safety checks on a bike
then you’ll ride in various road and traffic
conditions – but not motorways.
You’ll be asked to carry out normal stops,
an angled start (pulling out from behind a
parked vehicle), hill start (if possible) and the
examiner will give you directions using a
radio (normally while following on a bike).
Then there’ll be about 10 minutes of
independent riding to assess your ability to
safely ride making your own decisions.
7

Get on the road
Get your license
APPLYING FOR A
BIKE LICENCE
BUT WHICH ONE? OUR EASY FLOWCHART REVEALS ALL...
8

Q: WHAT LICENCE CAN YOU APPLY FOR?
16YRS 17-18 19-23 24+ 17-18 19-23 24+ 19-23 24+
24+
CATEGORY
or
less
(Moped)
AM50cc
CATEGORY
A1
125cc
or
less
(up to
11kw)
CATEGORY
A2
Up
to 35kW &
less than 0.2kW/kg
can be derived
from a machine
producing no
more than 70kW
as standard
CATEGORY
AAny size
NO
DO YOU CURRENTLY HOLD
A MOTORCYCLE LICENCE?
YES
DO YOU HOLD
ANY OTHER TYPE
OF LICENCE
NO
NO
HAVE YOU HELD
YOUR LICENCE FOR
MORE THAN 2
YEARS?
CAR LICENCE
YES
PROVISIONAL
MOTORCYCLE
GET A PROVISIONAL
LICENCE
DO YOU HAVE A VALID
THEORY CERTIFICATE?
YES
NO
YES
If your car licence is obtained
before Feb 2001 you can ride a
moped without L plates and
carry a pillion passenger.
There’s no need to do a CBT or
practical test. If your licence is
from after Feb 2001 all you
need is a CBT and you can do
all of the above. For other
categories please carry on.
DO YOU HAVE CBT?
NO
YES
You must
take your
practical test
within 2 years
of receiving
your theory
certificate and
CBT.
CBT
Once CBT is obtained you can drive an AM
vehicle with L plates if under 17 and an A1
vehicle with L plates if over 17.
You DON’T need to do CBT if:
• You just want to ride a moped and passed a
car driving licence before February 1, 2001
• You have a full moped licence obtained after
December 1, 1990
• You live and ride on some off-shore islands
THEORY
TEST
AM
Moped = < 50cc
and < 4kW
PRACTICAL TEST
Must be taken on the following:
A1
Light m/cycle = 120-
125cc and

Get on the road
Get your license
“You
could
spend a lot of
time with them
so you need to
make sure you
get on”
10

CHOOSING THE RIGHT
TRAINING
SCHOOL
HOW TO TRACK DOWN AN
INSTRUCTOR WHO’S RIGHT FOR YOU
1 Ask your friends and colleagues if they
have any recommendations for training
schools – most of us have a friend, relative or
workmate who’s ridden bikes. Ask what they
enjoyed about their time with the school and
– just as importantly – anything they didn’t
particularly enjoy.
2 Look through your local phone book
or go online for schools near you. Not
having to travel far takes a lot of the stress
out of the learning process.
3 Study those schools’ websites in
forensic detail, and also look for a
‘testimonials’ section.
4 Ring the schools that most appeal. We
found the best way is to ring up and say you
don’t know much about the test and what
goes on. They should be asking you plenty of
questions so they can put you on the right
course for the type of bike you want to ride.
Most places we rang gave all the information
needed for a typical day’s CBT and what it
costs. Most importantly, ask them the price
and make sure you know exactly what is
included.
5 If you want to see what is involved ask
if you can come to watch a CBT taking
place. Most schools also offer a free
assessment to let you get a feel for what it’s
like. The instructor should have questions
for you, such as your intentions after taking
the test – are you going to be using you bike
to commute to work, for travelling abroad or
for trackdays? They may also ask you what
bikes you’re interested in.
6 Pop by or book an appointment to
make a visit. You could be spending a lot of
time with the training school you use so you
need to make sure that you get on. Go
prepared to ask questions.
7 See if the company is a member of the
official governing body, the Motor Cycle
Industry Trainers Association. They have to
conform to certain standards so you know
you should be in good hands.
8 Look at motorcycle manufacturer
websites to see if they have their own school
or ones they recommend. They put a lot into
these schemes and rightly insist on very high
standards. Here’s just two examples:
Honda’s School of Motorcycling has a
variety of courses ranging from for raw
starters to those who want to upgrade to ride
a bigger bike. www.honda.co.uk/
engineroom/honda-school-of-motorcycling/
BMW Rider Training operate courses across
the country for novices to the most
experienced riders covering every level from
Compulsory Basic Training (CBT) and
Direct Access (DAS) for those learning to
ride, to advanced post-test training for
experienced motorcyclists. www.
bmwridertraining.com
9 Don’t rush. There’s no harm in
contacting every school in your area until
you find one you’re happy to spend your
money with!
11

Get on the road
I got my CBT
THE PUPIL
NAME: Adam
Binnie
AGE: 33
WHO ARE YOU
THEN? Car
journalist and
keen cyclist.
Binnie (not a
good name for a
new rider) has
been driving for
15 years and
been around
bikes all his life
– now it’s his
turn to ride.
“Remember
you have two
ears, one
mouth”
MASTERING
THE BASICS
YOUR FIRST HURDLE TO TWO-WHEELED HEAVEN IS A CBT. NOVICE ADAM EXPLAINS
12

Adam was an experienced
cyclist but raw novice
motorcyclist
CBT stands for Compulsory Basic
Training – but it’s referred to most
as ‘CBT’. It’s not a test, you can’t
fail it, although you can be asked to
come back for more training.
Hilariously, by the time I came to
do mine I was 32-years-old, twice
the minimum age required, had
already been driving a car for nearly
that many years and had been pedalling on
two wheels for many more....
You start off in class...
Here you’ll be taught about the equipment
you legally need and the stuff you don’t but
should have anyway. You’ll also head back
into the classroom later before the road ride
to discuss lane positioning and what the
main hazards are, plus the legal things you
need like insurance, an MoT and L-plates. I
suspect this is also a chance for the instructor
to gauge whether you’re going to be a
liability when faced with traffic.
We spent a while chatting about the main
cause of a crash (rider error, not other
people) and how to deal with mistakes made
by other road users. Remember that you
have two ears and one mouth for a reason
during this element.
What about the ride?
This is the fun bit. It takes place on a special
tarmacked area and starts with a chat about
basic maintenance and how to check the bike
over for things like flat tyres or low fluid
levels. Then there are some basic manual
handling skills off the bike – how to move it
around and put the stand down, why you
shouldn’t grab a handful of brake with the
bars turned and how to get the steering lock
on and off.
Low speed manoeuvres are next, but first
you have to get your head around using the
throttle and finding the clutch’s ‘biting
point’. It’s worth taking your time with this
before moving on because working the
gearshift and bite point and getting your
head around how fast the engine revs are all
vital parts.
Coming to a stop and working out the
timing of putting a foot (or both) down also
requires a bit of practice. While balancing
the front and rear brakes is something that
would be unusual for most car drivers but
not so alien to cyclists.
And then you go out on-road?!
Yes! In what felt like barely enough time to
get over the fact motorbikes don’t have seat
belts, we were out on the actual road with
actual cars on it. My first impressions? How
fast 30mph feels on a bike, and how much
more I was looking around – forwards,
backwards, over my shoulder, and into the
eyes of drivers waiting at give-way lines.
Riding a motorbike feels like operating
machinery. If you drive a modern car
(especially an automatic) you’ll know how
far away from the actual process driving has
become. It’s essential to take enough time to
allow the various procedures of changing
gear or braking to a stop to become second
nature, or you’ll use up all your cognitive
capacity and there won’t be any spare to
concentrate on looking for hazards.
With good tuition it all slots into place
quite quickly and before I knew it I was
negotiating roundabouts, merging with
70mph traffic on a dual carriageway, and
leaning into a brutal crosswind blowing over
the flat fields of Cambridgeshire.
And that was that. After a very full-on day
of concentrating, I was given my CBT
certificate.
ADAM’S
TOP
TIPS
1
DO! Watch reputable
vids on bike control
techniques online.
Listen to your instructor,
they’re your friendly new
messiah, and know it all.
Ask questions if you don’t
understand what is
happening.
2
DON’T! Presume
that you already know
what you’re doing.
Be a gobshite – the
yappy one is always first
on the floor.
Look down – you can’t
see what’s happening
ahead if you’re looking at
the tarmac 18 inches in
front of your nose.
13

Get on the road I got my Module 1
PRACTICAL TEST
MODULE 1
AFTER CBT AND THE THEORY TEST, ‘MOD-1’ IS THE FIRST PART
OF THE PRACTICAL TEST – HERE’S HOW SARAH GOT ON
14

“Now I’ve
got the
best bit
ahead of
me – buying
a bike!”
THE PUPIL
NAME: Sarah
Norman
AGE: 38
WHO ARE YOU
THEN? Sarah is
MCN’s marketing
guru as well as
looking after all
our sister
publications, too.
She took to two
wheels like a
duck to water,
and loves the
thrill of riding.
Igot into biking because I love the idea of
getting out with friends on a Sunday, or
out on my own with no particular place
to go. I’ve always thought it would be
such a release – and it really is.
But it’s an intensive course...
Mine was with BMW Rider Training
and it took me through a five-day
programme, with the Module 1 test booked
for the third day and training taking place
on the training pad at the test centre as well
as out on the road.
Going to the test centre and having a
practice helped me feel a lot better about the
Mod 1 test, because the area they use is
much bigger than where we had been
practising previously, so it all felt a lot less
hemmed-in and therefore easier. We also got
to see someone else doing their test, which
was really valuable as I could be sure the
examiner wouldn’t ask me to do anything we
hadn’t practised and it reduced the sense of
the unknown, seeing someone else go
through the motions.
It’s all about control...
Module 1 is mostly about establishing that
the rider can control the machine. You start
by showing you can get the bike on and off a
stand and push the bike about, simulating
moving a bike in and out of the garage.
During training I just kept pushing the bike
around every time we stopped to get used to
it. My instructor showed me how I needed to
keep the weight close to my thigh, and even
though I practised it a lot, it was still the part
I was most dreading.
Then you start the bike, put it in gear and
ride in a slalom through some cones, into a
figure of eight, until the examiner tells you to
stop. Going into the figure of eight is just a
continuation of the slalom. The examiner
will walk ahead while you do a slow,
controlled ride... which feels really slow!
Next up is the U-turn, which many people
dread. You do your observations first, then
move off, get your balance and find your
biting point, look to the right, turn the bars
and keep your eyes moving. By the time
you’re halfway you should be looking up the
road – this will help you to keep your
balance. Then the pace picks up.
Heading up the far end of the riding area
you have to get up to 19mph as you head
round the corner, then accelerate up to
32mph, where the examiner tells you when
to do an emergency stop. I felt like I was
shooting around the bend but then forgot to
check the speed as I headed towards the
examiner. Then I was just looking at him –
waiting for his hand to rise – after which he
told me I wasn’t fast enough – I didn’t have
to do it again but he gave me a minor mark
for that. Then you repeat the run but instead
of an emergency stop you have to perform a
swerve test, where you are braking quite
hard as you steer around an obstacle.
Again, I was slightly too slow on the
approach – and received another minor
mark. In total I got three minors – but it
wasn’t enough to stop me passing Module 1.
It felt absolutely brilliant to have passed,
allowing me to progress rapidly on to
Module 2.
Doing it right first time
The training was exceptional, too. You learn
so much about riding, but also about
yourself. There is a load to learn, but the
school just helped me through it all – I can’t
thank them enough. Now I’ve got the best
bit ahead of me – buying a bike, and racking
up the miles!
SARAH’S
TOP
TIPS
1DO! Think about your
weaknesses and
discuss them with your
instructor.
Practise as much as you
can, ideally on your test
bike.
Focus on slow control –
it’s the foundation on
which all your riding skills
are built.
2DON’T!! Assume that
because you’ve done
a U-turn once that you’ve
nailed it forever.
Confuse increasing speed
with competence, they’re
completely different
things.
Give up when it gets
harder.
15

Get on the road
I got my Module 2
BECOME THE
MODFATHER!
WITH CBT AND MOD 1 UNDER HIS BELT, IT WAS TIME FOR GARETH
TO EMBRACE FULL-LICENCE FREEDOM
WORDS
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PHOTOGRAPHY
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16

“I encountered an unexpected horse mid-test”
THE PUPIL
NAME: Gareth
Evans
AGE: 36
WHO ARE YOU
THEN? The king
of binary finery
as MCN’s Web
Editor. Gareth’s
a self-confessed
petrolhead with
a strong love of
engineering,
races classic cars
and enjoys a bit
of sailing, too.
After taking two attempts at the
Module 1 motorbike test (damn
that U-turn!), where you’re assessed
on your low-speed riding skills (or
lack of, in my case...), I was a little
nervous about taking the final
Module 2 section.
This final piece of the puzzle
shines the spotlight on road riding –
awareness, safety and making reasonable
progress. Having driven cars for years I felt a
little better equipped to deal with this test,
but there are plenty of additional aspects of
two-wheeled motoring to take into account
over and above how I’d normally drive a car.
To prepare, I had a pair of plans. First, I’d
be riding my GSX-S125 much as I could in
varied situations. Plus, I’d be taking another
block of training with ART Rider Training
down in Basildon on an SV650 so I could
brush up on the things I didn’t already know.
Horses, lorries and lashing down with
rain...
So, once I’d got another four hours of rider
training in, it was time to head once again to
the now-dreaded DVSA test centre in
Basildon. I’d done enough training to feel
slightly more relaxed, and it was a good job,
too, because on the day nature threw rain
and heavy wind into the mix. I also
encountered an unexpected horse on a
country lane, shortly before having to stop
quickly to let an HGV perform a three-point
turn on a bend, all during my 40-minute test
ordeal. Sure enough, in the debrief the
examiner said I hadn’t had an easy time of it.
The examination itself consists of a number
of activities on a variety of types of road,
aimed at proving you’re safe and proficient
enough to handle two wheels in the real
world. You start with a Q&A session on
bike safety and maintenance, before
swinging your leg over and heading out onto
the road. You’ll do things like angled and hill
starts, national speed limit sectors and a
10-minute ‘independent riding’ session to
look at your ability to follow signs and act
accordingly.
I took it on the same Suzuki SV650 I’d
done Mod 1 on – an approachable, friendly
and engaging bike that I’ve come to gel with
so much I’d quite like to get one myself – and
focused very much on keeping my head up
and planning ahead.
So – did you pass then?
I did! The examiner marked me down for
two ‘minor’ faults: a hesitation when
accelerating and a steering fault. Frankly,
with horses and HGVs along with the
weather, I wasn’t sure how I’d done right up
until the moment I learnt I’d passed. It was a
huge relief.
Now a world of big bikes awaits, the first
being another 650 – Royal Enfield’s wildly
popular Interceptor 650 – a brilliantly gentle
and confidence-building bike for a new rider.
If I could impart one nuggett of wisdom
from this stretch of my biking journey, it’s
this: if you’re learning to ride and struggling
with any aspect – just stick with it and don’t
give up on anything. The first time you head
out on a bike, on your own with no L-plates
flapping in the breeze, is a magical moment
that will remain with you forever.
GARETH’S
TOP TIPS
1Do! Ride on the road
as much as you can
before your test, on all
road types, in all weathers.
Visualise what will happen
in the test based on your
Mod 1 experiences – it will
help.
Wait until you’re ready to
attack the Module 2 with
complete confidence.
2 Don’t!
Think that Mod 2 will
be easier than Mod 1 – real
roads are less predictable.
Panic about the previous
point – learn the decision
processes and you’ll be
absolutely fine.
17

Get on the road
125s Test
18

Yamaha XSR125 / Husqvarna Svartpilen 125 / Honda CB125R
Survival
of the
fittest
WE TEST THREE
OF THE LATEST
125CC A1 CLASS
LEARNER RETRO
ROADSTERS AROUND
LONDON TO SEE
WHAT YOU GET FOR
YOUR MONEY
19

Get on the road
125s Test
‘In town a
125 never
feels like it’s
lacking in
power’
20

When Dick Whittington set off
for London it was under the
illusion that the streets were
paved with gold and alongside
his faithful feline he was
expecting to make his fortune
in the mighty capital. Sadly for
our Dicky-boy, he found the
city’s streets were paved
somewhat differently.
Nowadays London is a very different place
and instead of being paved with gold (or
otherwise), the streets are mostly full of
speed cameras, bus lane cameras, 20mph
limits, bicycles, electric kick scooters and a
million and one other obstacles that are all
hell-bent on ruining your day. It’s not exactly
the ideal place to venture on a big bike,
however for small-capacity machines, it can
be the perfect environment.
There is just one immediate problem –
between us in Peterborough and London
there are 70 miles of motorway and on a 125
that means holding the throttle open,
dodging lorries and seeing if you can better
your previous top speed on any downhill
section.
Taking to the A1M on three A1-legal (see
what we did there...) bikes is never a
particularly pleasant experience but fellow
testers Saffron Wilson and Matt Sutherland
(who both hold full licences so are legally
allowed to take the 125s on motorways)
seem unperturbed. Maybe it is due to the
promise of what lays ahead (Matt is yet to
venture into London on a motorcycle, he’s
from Lincolnshire) or possibly it was down
to the bikes we were riding.
Small-capacity models are going through a
‘retro revival’ while race reps drop off the
radar. And who can blame buyers for
swapping allegiances as the Honda CB125R
and new Yamaha XSR125 and Husqvarna
Svartpilen 125 look really cool parked up on
a street corner? And 20-year-old Matt
agrees. “I like the retro XSR and subtle CB,
but the Husky stands out, it’s really well
styled and looks more expensive and cooler
than the other two,” he says.
Onto the A1 and looks are quickly
forgotten in a flurry of revs. Despite a
variation in engine types (well, head design),
all three 125s claim almost identical power
figures and flat-out they deliver the same
performance. Cruising at 65mph with the
throttle wide open is the norm with a
tantalising dip into the 70s should we hit a
downhill run. Remarkably, despite the little
motors working their socks off, the
vibrations aren’t too intrusive and the A1 is
soon seen off with surprisingly little hassle as
Husqvarna Svartpilen 125 £4499
Engine 125cc 4v dohc single
Powe r 14.8bhp
Torque 8.5 lb.ft
Frame Steel trellis
Suspension 43mm WP inverted forks, nonadjustable.
WP monoshock, adjustable
preload.
Front brake 1 x 320mm discs with fourpiston
ByBre four-piston caliper. ABS
Rear brake 1 x 230mm disc with one-piston
caliper ABS
Seat height 835mm
Tank 9.5 litres
Kerb weight 155kg
Yamaha XSR125 £4450
Engine 125cc 4v sohc single
Power 14.8bhp
Torque 8.5 lb.ft
Frame Steel diamond
Suspension 37mm inverted forks,
non-adjustable. Monoshock, nonadjustable.
Front brake 1 x 267mm disc with twopiston
caliper. ABS
Rear brake 1 x 220mm disc with onepiston
caliper. ABS
Seat height 815mm
Tank 11 litres
Kerb weight 140kg
Honda CB125R £4549 (2021 model)
Engine 125cc 4v dohc single
Power 14.8bhp
Torque 8.6 lb.ft
Frame Tubular steel diamond
Suspension 41mm Showa SFF-BP
forks, non-adjustable. Monoshock
non-adjustable.
Front brake 1 x 296mm disc with fourpiston
Nissin caliper. ABS
Rear brake 1 x 220mm disc with onepiston
caliper. ABS
Seat height 816mm
Tank 10.1 litres
Kerb weight 130kg
21

Get on the road
125s Test
HUSQVARNA
The Husky’s retro-style dash features a fuel gauge and gear indicator but
there’s a lot of information in a small area, making it feel a bit cluttered
YAMAHA
The XSR has a circular, reverse LCD dash with a gear indicator and fuel
gauge. It’s stylish but the display is quite dim, especially in sunlight
HONDA
The Honda’s LCD dash has a gear indicator and fuel gauge and is clear to
read with a large speedo and boxed-in gear indicator and fuel gauge
London’s skyline hovers on the horizon. If
you had to commute on a motorway (or dual
carriageway) you certainly could on these.
Alongside its funky styling the Husky has
a seat that is a little too firm where the CB
and XSR are more relaxed, making it the
least-suited to straight-line long-distance
riding. It’s not horrific but we all agreed we’d
rather be on the other two when it came to
posterior pleasure. Not that this is such a
factor in the city proper.
Concentration is paramount when riding
in London as it is now an almost blanket
20mph speed limit and you need to keep a
constant eye out for a huge variety of
hazards all set to make things sub-optimal.
It’s all a bit hectic to say the least and judging
by Matt’s wide-eyed look it is a lot to take in
for a first-timer. Thankfully, the 125s helped
rather than hindered the city riding
experience.
With ultra-light clutch actions and not
much weight, zipping through traffic in
search of London’s tourist attractions was a
doddle on all three 125s. As soon as you hit
the central zone you never feel like a 125 is
lacking in power and I’d certainly far rather
be on one than a bigger-capacity bike.
Keeping to 20mph is tricky enough with just
shy of 15bhp, I’d never manage it on
anything more powerful and my licence
would soon have more stars on it than
Hollywood’s pavements. Yes, you need to
shift the gears a fair amount but aside from
the Husky’s gearbox being a bit clunky and
stiff, this was no issue. That said, in traffic
you quickly start to spot irritations and
quirks on all three bikes.
“The Husky’s bars feel too close to me,”
says Saffron. “Not only does it make it less
comfortable, it also brings the mirrors too
close to your body, compromising the view
of what’s behind.” It’s an annoying trait as
with bicycles travelling at roughly the same
pace and delivery scooters on deadlines, you
do need to know what’s going on around
you at all times, something that is far easier
on both the Yamaha and Honda whose
mirrors offer a noticeably better view.
The Honda certainly feels classier than the
Husky and its engine is also smoother, its
dash clearer and the more road-targeted
tyres offer more confidence. “I find the
Honda’s riding position a bit more cramped
than the Yamaha,” says Saffron, “the XSR is
a bit better suited to taller riders as it is a
touch more stretched-out, something that
made it comfier on the A1 and also in town.
It just seems to suit me, I really like it.”
Continuing our tour of London even in the
areas we can allow the 125s to dash up to
40mph it is surprising how similar the
engines feel in performance. The XSR comes
with Yamaha’s sohc variable valve
technology where both the Husky and
Honda have conventional dohc four-valve
heads, but you would never know as they all
accelerate at the same rate. In fact, the only
22

23

Get on the road
125s Test
‘There is a
certain joy to
be had riding a
125 in the city’
24

thing that splits them is fuel economy with
the Yamaha smashing it out of the ballpark,
recording about 20mpg more. There again,
with such a limited amount of power
allowed by law, it isn’t really that surprising
they all feel the same – it’s not the halcyon
days of the two-stroke 125s, which is good
because the Ultra Low Emissions Zone costs
£12.50 a day and there’s no way a 1990s
stroker would hit the emissions limits. And it
has to be said, the handling performance is
also pretty similar on these 125s as well.
There are a few subtle variations but in a
city environment you don’t really spot the
slight extra plushness the Honda’s Showa
forks and Husky’s WP units deliver over the
XSR’s more basic inverted items. Or the fact
that you can only up the shock’s preload on
the Husky. Out of town this may be more of
an issue but will riders really care? I suspect
not. There is a certain amount of joy to be
had pushing a 125 slightly beyond its
comfortable limits on the road and giggling
as the chassis protests slightly. Not that this
can be achieved in central London – well,
not unless you are a Deliveroo rider with a
deadline to meet.
Tester Jon Urry says: “Aside
from the fact that riding in
London can be fraught, our
trip to the capital also
demonstrated that there is
much to be applauded about
the current crop of retro
125s. Passing your CBT and commuting on
any of these three bikes makes so much more
sense than relying on expensive and packed
public transport. Just be sure to invest in a
decent lock.
“All three are exceptionally close: They all
have amazing fuel economy, require next to
no effort when filtering, and are easy to keep
to the speed limit...
“With the Husqvarna, however, there are a
few gripes – although nothing that
dramatically ruins the ride – you just need to
take into account the poor mirrors and lower
comfort levels. On the plus side, though, you
do get a bike that is a guaranteed head-turner
in a way the CB and – to a lesser degree – the
XSR aren’t. If style is your thing, the Husky is
the pick and is bang-on fashion yet still costs
basically the same as the other two.
“But when choosing with our heads rather
than eyes, it ends up being a split decision
between the CB and XSR with the Honda’s
classy feel appealing to Matt and both Saffron
and myself preferring the Yamaha as an
overall package. Not only that, its better fuel
economy will help pay for a few bus lane
violation fines!”
25

Get the right bike
Top 10 50s
TOP
10
50s
WHEN YOU’RE 16, THE WORLD OF
BIKING CAN SEEM FAR AWAY, BUT
THAT NEEDN’T BE THE CASE...
THOUGH
NOT IN the spotlight
as much as their bigger
alternatives, there is a thriving 50cc
market that will get you on two wheels and
honing your road craft so that, come the right age,
you have a wealth of experience under your belt and
are ready for a bigger machine. The first thing you’ll
need to do is get your provisional licence, which you can
apply for through the DVLA website. Once obtained, you’ll
then need to complete your Compulsory Basic Training
(CBT). It’s simple to do and doesn’t cost too much
money. From there, you’ll be free to ride around for
two years with L-plates. But which 50cc machine
should you go for, scooter or geared
motorcycle, new or used? Here’s
our pick of the best…
1
1 2005-on Derbi Senda R
49cc / 9bhp / 90kg / 810mm seat height
Spanish firm Derbi are now owned by Italian giant Piaggio, who also own Aprilia, so it’s only
natural the two brands’ two-stroke 50s are basically the same. This style of machine, being
upright, suits taller riders and is also cool and great fun. On the downside, it’s no longer
imported so is available used only. But for a full-size 50, this (or the Aprilia) is great.
£650
to
£1200
(used)
BUYING ADVICE Fairly delicate and
highly-strung so needs to be looked after –
which most examples won’t have been.
Inspect carefully for use and abuse and
check its history, too.
26

2 3
4 5
2 2004-2019 Aprilia SR 50
49cc / 3.8bhp / 90kg / 820mm seat height
3 2004-2009 Derbi GPR50
49cc / 8.8bhp / 120kg / 760mm seat height
£600
to
£800
(used)
If you want two wheels, but don’t fancy the hassle of
shifting gears, a scooter is the way to go and Aprilia’s SR
50 is among the sportiest of all. It’s been around a while
but received a series of updates which kept it stylish,
classy and in-demand althoughbn it was dropped in 2020.
A fully-faired sports 50 version of the Senda 50 which the
Spanish firm brought into the UK from 2004-2009. As a
stylish, well-equipped, 49cc two-stroke from the home of
lightweight sportsbikes it’s great fun, but is now becoming
quite rare.
£850
to
£1600
(used)
BUYING ADVICE Just like most Aprilia motorcycles,
this scooter is very nicely put together. It’s built to be
abused by 16-year-olds, so rest assured it has Tonka Toy
durability.
BUYING ADVICE Well put together when new and, left
standard, the little two-stroke will run forever. Now
becoming a little old, however, and reliability issues can
arise when used and abused by first-time riders.
£650
(used)
to
£3200
(new)
4 2009-on Peugeot Speedfight
50 (model 3/4)
49cc / 3.8bhp / 97kg / 800mm seat height
When it comes to scooters, there’s none more iconic and
successful than the Peugeot Speedfight, which set the
template for sports scooters back in 1997. The latest
version, the 4, debuted in 2017 and was tweaked to meet
Euro5 regs for 2021. It’s the definitive sports scoot!
BUYING ADVICE Peugeot quality and reliability has
always been among the best in the scooter class and the
latest Speedfight maintains that tradition. They’re
generally robust, refined, and well built. Just look out for
the obvious signs of abuse or previous accidents.
5 2006-2019 Aprilia RS 50
49cc / 8bhp / 89kg / 810mm seat height
This racy 50cc sportster two-stroke is little brother to the
Italian firm’s class-leading and now four-stroke RS 125. As
such it’s great-looking, fabulously built and arguably as
stylish, desirable and expensive as 50cc, 16-er sports
bikes get. If you can afford it you’ll be the envy of all your
mates.
BUYING ADVICE Pricey, fickle and prone to teenager
neglect and damage so you need to examine any used
example very carefully and also enquire about servicing
and maintenance. It could be an expensive horror story
otherwise.
£500
(used)
to
£3500
(new)
27

Get the right bike
Top 10 50s
‘Peugeots
are among
the most
reliable
scooters’
6
£1200
(used)
to
£3399
(new)
6 2005-on Rieju RS2/3 50
49cc / 8.2bhp / 119kg / 845mm seat height
Another Spanish brand that specialises in lightweight,
machines with the RS its fully-faired sports option. The
RS2 was available up to 2012 when it was superceded by
the uprated RS3. Both boast fancy chassis and screaming
two-stroke engines and if you’re 16 it doesn’t get much
better. Fairly highly-strung and quite brittle, though, so
they need to be looked after. Also, dealer back-up and
spares availability aren’t the best.
7
BUYING ADVICE The RS3 was mostly well put together,
save for a few issues, such as the sidestand not retracting
fully. How well the two-stroke engine holds up to abuse and
minimal maintenance from a 16-year-old is another matter.
£1400
(used)
to
£3219
(new)
7 2014-on Peugeot Django 50
49cc / 2.6bhp / 113kg / 770mm seat height
The stylish Django proves that if you want a retro-styled
scoot it doesn’t have to be a Vespa. Available in 50, 125
and 150 sizes, it has lots of nice details and a quality feel.
In 50cc form it’s a little sluggish but if you’re a teenager
who likes the style there are very few better-looking ways
to get yourself on to a powered two-wheeler.
BUYING ADVICE Build quality is generally good,
Peugeot scooter mechanicals are proven and it’s the sort
of machine that should get looked after, so we’ve few
concerns here.
8
£1350
(used)
to
£3550
(new)
8 2005-on Vespa Primavera 50
49cc / 3.3bhp / 96kg / 775mm seat height
Vespa remains the classic, retro scooter and its reimagined
Primavera is available in 50cc and 125cc forms
as the easiest entry into Vespa ownership and as a roundtown
scoot they don’t get much more classically cool. Now
four-stroke powered, they’ve never been cheap but they
are stylish, well-built and equipped. Small wheels make
them a bit nervous over bumps, though.
BUYING ADVICE The enclosed body is nicely finished
and the chrome looks ok, but underneath the metal parts
suffer at the hands of road much, water and salt. The
iconic body shape is vulnerable in a crash, though.
28

9 1998-2019
Yamaha Aerox R 50
49cc / 2.6bhp / 97kg / 828mm seat
height
Yamaha’s funky race replica twostroke
scooter, although now
deleted, is among the best and most
modern of Japanese 50cc offerings.
It’s nippy, agile, good looking and
lots of fun. With its upside-down
forks, fat tyres and disc brakes, the
Yamaha handles far better than the
average shopping scooter. Dare we
say it, but the Aerox can be kneescrapingly
good.
9
£850
to
£2500
(used)
BUYING ADVICE Sports scooters
like these are going to be used and
abused by their 16-year-old owners,
or wheelied around paddocks by
racers, so they need to be durable.
The Aerox R ticks that box and is
well finished.
10 2006-2018 Aprilia SX 50
49cc / 8bhp / 125kg / 830mm seat height
All the fun and allure of Aprilia’s saucy RS 50 sportster but in a more upright supermoto
package – which also makes the SX great as a nimble town bike. It’s based on Aprilia’s RX
50 trail bike but with smaller street wheels and tyres, is easy to ride, well built and
impressively affordable, too.
10
£1200
to
£2000
(used)
BUYING ADVICE
As with Aprilia’s RS 50, the SX is pricier than
most and, like all 50s, prone to teenager abuse
and damage – so inspect carefully. At least
with the SX there’s less bodywork to damage!
29

Get the right bike
Top 10 125s
TOP
10
125s
AT 17, YOU MIGHT NOT BE ABLE TO
VOTE, BUT YOU CAN RIDE ANY OF
THESE AMAZING BIKES...
If you
are a new rider
who’s aged 17 or older, after
passing your CBT (Compulsory Basic
Training) you can gain your provisional A1
licence, which allows you to ride a bike on the road
of up to 125cc which produces a maximum of 11KW
(15bhp) and with a power-to-weight ratio of not more
than 0.1kw per kg. But never mind all the facts and
figures for now; let’s stir your soul with the highlights of
what’s currently out there. Today there are more 125s
than ever to choose from, ranging from nakeds to
sportsbikes and more, with both new and used
examples from almost all of the mainstream
manufacturers and to suit all styles,
budgets and riders. Here’s our pick
of the current best.
1
1 2019-on Kawasaki Ninja 125
125cc / 14.7bhp / 148kg / 785mm seat height
All-new in 2019, Kawasaki have returned to the 125cc A1 class for the first time in 25
years with not just one, but two new learner lightweights. There’s the Z125 naked roadster
(see p65) and this, a fully-faired, sports-styled machine based on the same engine and
chassis. The result is eye-catching, attractive, sporty and instantly identifiable as being
part of the Ninja family. Performance is on par with the competition.
£3600
(used)
to
£4199
(new)
BUYING ADVICE Still quite new so not
that many used examples around but
reliability isn’t a problem as the motor is
loosely based on the old Ninja 250SL, as are
many of the suspension and chassis parts.
30

2 3
5
£3950
(used)
to
£4451
(new)
2 2021-on Yamaha XSR125
124cc / 14.7bhp / 140kg / 815mm seat height
The latest addition to Yamaha’s impressive 125cc stable is
based on proven R-125/MT-125 mechanicals but with
retro roadster styling derived from the bigger XSR700
and 900. The result is stylish, easy to ride and effective.
BUYING ADVICE Proven mechanicals and so new as
to still be in warranty so, crash damage aside, you should
have no concerns when buying used (see test, p18).
4
3 2018-on Honda CB125R
124cc / 13.1bhp / 126kg / 816mm seat height
The CB125R replaced Honda’s fully-faired CBR125R and
brought big-bike looks from the rest of Honda’s CB
‘neo-sports café’ roadster range and was updated again
for 2021 with a more powerful, Euro5-compliant engine.
With cool styling, an LCD dash and inverted Showa forks,
it offers big bike feel in an L-plate-friendly package.
£2900
(used)
to
£4549
(new)
BUYING ADVICE Still relatively new but the Honda
badge is more reassuring than most and the bulk of the
mechanicals are proven and durable (see test, p18).
4 2014-on Honda MSX125 Grom
125cc / 9.6bhp / 102kg / 765mm seat height
5 2014-on KTM RC125
124cc / 15bhp / 135kg / 820mm seat height
£2750
(used)
to
£3799
(new)
Most 125cc motorbikes are fun, but the Grom is on a
different level when it comes to smiles per mile. A
modern-day mini bike, the Grom has an entire sub-culture
and people love these little things. Updated and restyled
for 2021, test ride one and you won’t be disappointed.
BUYING ADVICE It’s bulletproof – but look for signs of
a ham-fisted owner. High-mileage examples should have
valve clearances checked (a simple job). If the Grom
doesn’t quite take your fancy, you could also pick Honda’s
125 Monkey, a similar mini bike but in the classic Honda
‘Monkey’ style.
This faired, sports version of KTM’s 125 Duke has a lovely
free-revving engine, handles well and boasts some neat
touches like the side-mounted exhaust. The 2017 model
wasn’t updated in the same way as the Duke, so you had
to make do without the full-colour TFT dash but if you can
afford it this has been rectified for 2022 along with a
revised chassis and suspension..
BUYING ADVICE Built in India so quality control was
initially variable with electrical woes widely reported (but
fixed under warranty). Known to cough, splutter and cut
out when cold and the gearbox is a bit on the weak side.
£3250
(used)
to
£5049
(new)
31

Get the right bike
Top 10 125s
“It’s hard to
find but
your search
will be
rewarded”
6
£2800
(used)
to
£4499
(new)
6 2011-on KTM 125 Duke
124cc / 15bhp / 139kg / 830mm seat height
This classy, simple and fun supermoto-style single
delivers the double delight of being an easy-to-ride
learner bike with bags of street cred. It was updated in
2017 when it received a new TFT dash plus revised frame
and styling, and now even has the option of integrating a
smartphone with the dash, allowing the rider to access
incoming calls and listen to music. Smaller learner
roadsters don’t get any cooler than this.
BUYING ADVICE Although Indian-built, the Austriandesigned
Duke boasts a decent spec including WP
suspension and is fairly well built, too – as long as you
watch out for the usual neglect and abuse.
7
£3300
(used)
to
£4850
(new)
7 2011-on Aprilia RS 125
124cc / 15bhp / 134kg / 820mm seat height
Aprilia’s two-stroke RS125 was once the last word in
125s, with a top speed of over 100mph. Sadly, those days
are long gone, but it hasn’t stopped Aprilia making the
sportiest four-stroke 125 around: DOHC, inverted forks,
radial brakes... there’s a lot to recommend this Italian
take on the teenage dream. It’s even better value than
ever. Yes, it is harder to find than a YZF-R125, but your
search will certainly be rewarded.
BUYING ADVICE Well built, but avoid anything that the
seller claims has been ‘tuned’. Exposed frame looks
stunning but is prone to getting scuffed.
8
£2900
(used)
to
£4699
(new)
8 2017-on Suzuki GSX-R125
124cc / 14.8bhp / 134kg / 785mm seat height
The GSX-R125 is another bike that’s built in the Far East
(Jakarta, this time), to keep costs down but, unlike other
Far Eastern 125s, is aimed more at the European market
so has an excellent power-to-weight ratio and is very
economical. It looks super, especially in the slightly
pricier MotoGP colours and has remote keyless ignition.
BUYING ADVICE Still a relatively new model, so more
of an unknown than others. Already recalled for potential
loose frame bolts: check it’s had the recall work done.
32

9
9 2008-on Yamaha YZF-R125
124cc / 14.6bhp / 127kg / 818mm seat height
Introduced in 2008, the Yamaha took over as the sports 125 to appeal to every
red-blooded teenager thanks to its full-size proportions, good performance and R6
looks. Yamaha saved cash by employing a steel frame and basic unadjustable
suspension, but its digital dash, underslung exhaust and Brembo brakes made up for
that. For 2017, it got a new fuel injection system, revised engine internals, styling etc and
in 2019 it was revamped once more to keep it on top – it’s now also called the R-125.
£2950
(used)
to
£4901
(new)
BUYING ADVICE It’s a learner 125, so will
probably have been neglected by an
unsympathetic teenager so check the
condition of the brakes, chain and sprockets,
as well as tyres. Finish isn’t top-notch and the
paint has been known to bubble. But it is
otherwise solid. Look out for crash damage.
10 2014-on
Yamaha MT-125
124cc / 14.8bhp / 138kg / 810mm seat
height
10
Essentially a naked, roadster
version of Yamaha’s YZF-R125
(above), the MT-125’s ‘Dark Side’
styling, taking its cues from
Yamaha’s MT-07 and MT-09, won’t
appeal to everyone but its engine
has a surprising amount of grunt for
a 125, making it more useable on
faster roads. It’s also light and agile
and, while not very high-tech, is a
solid 125 with proven mechanicals
and decent features.
£3495
(used)
to
£4701
(new)
BUYING ADVICE The liquidcooled
Minarelli engine has been
used in the YZF-R125 since 2008
and has proved reliable. The baby
MT is put together incredibly well
so problems should be minimal.
33

Get the right bike
Top 10 125cc+ Scooters
TOP
10
125cc+
SCOOTERS
WHY BIG SCOOTERS ARE AN
AFFORDABLE, FUN AND PRACTICAL WAY
OF GETTING ABOUT...
Sales of
125cc+ scooters are
still booming. They continue to
appeal to commuters who don’t much
fancy the prospect of sitting next to the local
bus nutter or sniffing someone else’s armpit on
the Tube for six stops of standing misery and there’s
never been more choice, class, or panache. Bikes like
Yamaha’s TMAX, Suzuki’s Burgman, and the Vespa GTS
have elevated the humble scooter and the attraction is
obvious: they’re effortless to ride, have big comfy seats
with cavernous storage, great weather protection, and
levels of fit and finish once only dreamt of. So, if
you’re looking for the perfect way to cut the
cost, time, and social misery of getting to
the office – they’re a no-brainer!
1
1 2010-on Honda PCX125
Spec: 125cc / 12bhp / 130kg / 764mm seat height
The PCX125 was the first ever two-wheeler to feature a fuel-saving ‘idle-stop’ system.
This strong-selling scooter is very easy to manoeuvre and the handling is stable and
reassuring. It’s fitted with 14in wheels, which are a nice compromise, and its four-stroke
125cc motor is good for 70mph on the clock – which is pretty nippy for a 125.
£2200
(used)
to
£3549
(new)
BUYING ADVICE Despite the affordable
price tag, the PCX125 is well put together
and is long established with few recorded
issues. If it’s looked after and serviced
correctly you should have few concerns.
34

2 3
4 5
2 2001-on Yamaha TMAX 560
562cc / 47bhp / 220kg / 800mm seat height
3 2017-on Honda X-ADV
745cc / 53bhp / 238kg / 820mm seat height
£2500
(used)
to
£12,500
(new)
Think of the TMAX as the ultimate high-speed commuting
tool - a fast, practical, jam-busting alternative to a car or
expensive annual train ticket. It’s also a two-up holiday
buddy that will swallow your groceries one minute and
scratch happily through backroads the next.
Slightly bizarre hybrid of Integra maxi-scooter and
adventure bike, the X-ADV has actually proved a
surprisingly stylish hit. Funky, easy to ride and well-built
the only slight downsidesd are hefty new price and
limited luggage capacity.
£5999
(used)
to
£10,999
(new)
BUYING ADVICE The TMAX is screwed together with
the same love, care and attention as Yamaha’s bikes. It’s
robust and classy but if ridden in all weathers some bolt
heads and exhaust welds can show signs of rust.
BUYING ADVICE Well built but look out for cosmetic
issues due to off-road shenanigans. Some electronic
upgrades in 2018 and latest 2021 model gained extra
performance and revised chassis.
4 2014-on Piaggio MP3 300
278cc / 26bhp / 225kg / 780mm seat height
5 2007-on Vespa GTS125
125cc / 15bhp / 148kg / 790mm seat height
£2300
(used)
to
£6600
(new)
Italian scooter specialists Piaggio were leaning
three-wheeler scooter pioneers with its original MP3 in
2008 and it proved so popular for its secure steering,
easy manners and decent carrying capacity it lead to a
whole family of variants including today’s 300, 400 and
500cc line-up. If you’re wary of two-wheelers the
entry-level 300 is worgth a look.
BUYING ADVICE Refined, proven and reasonably built
for the price, a used MP3 should provoke few concerns
as long as its cosmetics are good and it’s bveen serviced
properly – it’s not likely to have been dropped after all!
With the fashionable GTS you get all the style and ‘cool’ of
an original 1950s or ‘60s Vespa, but delivered in a
package with modern technology, performance and
reliability. If you’re commute is primarily on busy city
roads the engine and handling are spot on. But the slightly
small-wheeled GTS struggles a little out on the open road.
BUYING ADVICE The Piaggio Group owns Vespa and
Gilera, among others - so they know how to build a
scooter. The GTS is a premium, fashionable machine with
the prices to match but it’s a decent option in the city and
comes in a variety of specs and sizes.
£3300
(used)
to
£5150
(new)
35

Get the right bike
Top 10 125cc+ Scooters
‘They’re the
perfect way
to get to
the office’
6
£2750
(used)
to
£6999
(new)
6 2011-on Suzuki Burgman 400
400cc / 29bhp / 218kg / 755mm seat height
Suzuki were maxi-scooter pioneers with their
125/200/400 and 650cc Burgmans which were known
best for their cavernous carrying capacity and plush
comfort. The 400 version is the sole survivor and,
although udated for 2021, is a little old-fashioned and
sluggish compared to the best from Yamaha and Honda
but is still a worthy, capable and affordable commuter.
BUYING ADVICE Since it’s built by one of the big four,
the Burgman is well-built compared to a lot of scooters
on the market and reliability shouldn’t be an issue.
Corrosion is a known issue with the whole Burgman
range so take care of it if you ride it through winter.
7
£2500
(used)
to
£5699
(new)
7 2013-on Honda Forza 300/350
279cc / 25bhp / 182kg / 780mm seat height
The Forza is a good-looking, functional but semi-sporty
scooter with classy features including an electric screen
and enough performance to cope with motorways. As
such it’s a popular mid-range choice between 125cc
scooters and the more expensive, 500cc+ maxi-scooter
offerings. It was updated to 350cc for 2021, too.
BUYING ADVICE There is no reason to question the
quality of Honda’s premium Forza. It’s a best-seller
Europe-wide for good reason and its single-cylinder
four-stroke engine is largely understressed and should
keep running forever.
8
£2750
(used)
to
£3400
(new)
8 2015-on Yamaha NMAX 125
125cc / 12bhp / 131kg / 765mm seat height
Yamaha’s rival to Honda’s best-selling PCX125 received a
major update for 2021 and now features stop/start,
Bluetooth connectivity, a fresh new style, LED lights and
more. Affordable, frugal and easy to ride, the NMax
offers pretty much everything to welcome new scooter
commuters who are looking for a quick, convenient and
cheap way to get about town.
BUYING ADVICE For a bike costing as little as the
NMax, the overall quality is impressive. What’s more
owner reliability records are good and there’s no reason
to think this latest version will be any different.
36

9 2020-on
Yamaha Tricity 300
292cc / 28bhp / 239kg / 795mm seat
height
Yamaha’s second, bigger, leaning
three-wheeler Tricity can, like
Piaggio’s MP3 LT, be ridden on a car
licence due to its narrow front track
– you don’t even need a CBT –
making it a tempting commuter. It’s
also decently built and equipped,
capable of 85mph and, all told, a
great alternative to the car/train.
BUYING ADVICE The Tricity 300
is so new (and unusual) there are
few used examples and fewer still
with significant mileage. On top of
that it’s a reputable Yamaha based
on the proven XMAX powertrain
and nusing a version of the existing
Tricity 125 front end so we have
few reliability concerns.
9
£6300
(used)
to
£7900
(new)
10 2018-on BMW C400X
350cc / 34bhp / 204kg / 775mm seat height
A funkily-styled, effortless congestion-beater, BMW’s middleweight scooter makes for
ideal urban transport for any city-dweller who wants to avoid overcrowded public
transport. You get traction control and ABS, the single cylinder engine delivers great fuel
economy and impressive drive and badge is a bonus – but it’s not cheap.
10
£5250
(used)
to
£6250
(new)
BUYING ADVICE This is a BMW product,
so you can expect decent reliability all backed
up by an excellent dealer network. There
should be no horrors and the addition of a
stainless steel exhaust is a nice touch.
37

Get the right bike
Top 10 A2-Friendly Bikes
TOP
10
A2
FRIENDLY BIKES
LIGHT AND AFFORDABLE: YOU DON’T
NEED BIG POWER TO HAVE BIG FUN...
If you
are 19 years of age
or older, after CBT, theory test
and two-part practical test you can earn
your A2-licence, which allows you to ride a bike
of up to 35kW (roughly 47bhp) without displaying
L-plates – and you can even take a passenger.
There are many bikes built specifically to hit that power
limit. Often affordable (due to usually being built in the
Far East), A2-legal machines are also light, agile and bags
of fun, delivering performance that makes them more
than capable of matching motorway speeds if required.
They also make very economical second bikes for
those with a full licence looking for a week-day
workhorse. Here are our top 10 bikes that
are A2-compliant straight
from the crate.
1
1 2018-2020 Kawasaki Ninja 400
399cc / 44.3bhp / 168kg / 785mm seat height
Replacing the already excellent 300cc version in 2018, Kawasaki’s A2 class Ninja 400 may
now have been deleted but it’s still a genuine sportsbike in every respect with character,
great handling and a superb parallel twin engine. It’s also light and comfortable enough to
be a useable all-rounder. It may be A2-friendly, but that shouldn’t stop someone with a full
licence giving serious consideration to a test ride. The older 300 is worth a look, too.
£4500
(used)
to
£5500
BUYING ADVICE Kawasaki’s reliability is
practically beyond question these days, and
if looked after the Ninja 400 should be pretty
much bombproof. Fit and finish is in line with
far more expensive models and the overall
feel is of a quality item.
38

2 3
4 5
£3600
(used)
to
£6599
(new)
2 2013-on Honda CB500X
471cc / 47bhp / 197kg / 830mm seat height
Introduced in 2013, the X is the adventure take on
Honda’s A2-specific 500cc twin and is a great option for
taller riders. Engine and chassis are easy yet useful, it’s
practical, stylish and in 2019 gained a larger, 19in front
wheel and longer-travel suspension. See our test of the
latest version, p48.
3 2018-on
Husqvarna Svartpilen 401
399cc / 42bhp / 150kg / 835mm seat height
The Svartpilen scrambler-style roadster was unveiled
alongside the Vitpilen cafe racer as the first new
Husqvarnas under new KTM ownership. As such, they’re
essentially restyled 390 Dukes with punchy, singlecylinder
performance for just £100 more.
£3900
(used)
to
£5249
(new)
BUYING ADVICE The CB500X is well-built, durable
and reliable – although you should inspect closely for
corrosion and damage on older versions.
BUYING ADVICE KTM mechanicals are largely proven
and other changes are relatively minor and simple – as
long as the cosmetics have been looked after.
4 2017-on Honda CMX500 Rebel
471cc / 45bhp / 190kg / 690mm seat height
5 2016-on Yamaha MT-03
321cc / 42bhp / 168kg / 780mm seat height
£4500
(used)
to
£6199
(new)
Later custom addition to Honda’s A2 500cc twin family,
the Rebel may not have the looks or authenticity of
American V-twins but is a great introduction to biking.
The retuned twin is gruntier and easier, there’s a
ridiculously low seat height and the quality and all-round
ability are second to none. And if you’re not completely
sold on the looks, you’ll be happy to learn there are plenty
of cosmetic accessories available, too.
BUYING ADVICE Honda’s parallel twin motor is proven
and understressed and build quality is good. As long as
it’s been looked after, there’s nothing to fear.
Based on the YZF-R3, in 2016 Yamaha stripped off its
fairing, added funky styling and created the MT-03
roadster. The result is an A2 city bike with a peppy
parallel twin and decent handling. Yamaha updated it for
2020 with new styling, forks, LCD dash, revised riding
position and tweaked rear shock, plus altered preload
and damping settings and a stiffer spring.
BUYING ADVICE There aren’t many major faults, but
avoid any bikes where corrosion has taken hold and
inspect items such as the tyres, chain and sprockets and
brake pads for wear. See first test, p51.
£3400
(used)
to
£5402
(new)
39

Get the right bike
Top 10 A2-Friendly Bikes
“It’s solid,
with a big
bike feel
and decent
handling”
6
£3600
(used)
to
£6499
(new)
6 2013-on Honda CBR500R
471cc / 47bhp / 194kg / 785mm seat height
An great introduction to sports bikes with a big bike feel
and enough power from its easy to use twin-cylinder
engine. Introduced in 2013 alongside the naked CB500F
and adventure-styled CB500X, it was updated with an
aggressive new look for 2016, with LED lighting, larger
fuel tank, adjustable forks and new exhaust, and updated
again for 2019. All are great bikes. It’s a solid all-rounder
with a big bike feel and decent handling.
BUYING ADVICE Corrosion due to poor quality
fasteners is common but there are very few mechanical
issues. Check the bearings well as they did skimp on
grease in the factory, and be vigilant for crash damage.
7
£4600
(used)
to
£6239
(new)
7 2017-on Royal Enfield
Continental GT 650
648cc / 47bhp / 202kg / 806mm seat height
A new 650 for around £6k? That’s right, the Royal Enfield
twins - the hugely popular Interceptor roadster and the
sportier and Continental GT cafe racer - represent some
of the best value-for-money motorcycling around. You get
retro styling, an air-cooled motor and a chassis tuned in
the UK for lively, engaging handling.
BUYING ADVICE The OE Pirelli Phantom tyres aren’t
great (swapping them transforms the ride) but it’s a
simple bike to work on if you have basic tools.
8
£4000
(used)
to
£5752
(new)
8 2015-on Yamaha R3
321cc / 41.4bhp / 169kg / 780mm seat height
Introduced in 2015, the stylish, twin-cylinder R3 sits
between KTM’s RC390 single and Kawasaki’s Ninja 400
twin in terms of A2 sports performance. It’s not quite as
slick and fast as the Kawasaki but is more substantial and
practical than the KTM. Updated for 2019 with new
styling, suspension and dash, it looks great, too, although
the latest version isn’t exactly what you would call cheap.
BUYING ADVICE The ‘made in Indonesia’ sticker may
concern some, but the R3’s finish is generally good.
Look out for corrosion and any signs of abuse or crash
damage, though.
40

9
9 2016-on BMW G310R
313cc / 34bhp / 158kg / 785mm seat height
The Indian-built G310R is specifically aimed to tempt new riders into the BMW family,
and it does a good job. At its heart is a 313cc, single-cylinder, 4v liquid-cooled engine
with double overhead camshafts and fuel injection, plus there’s inverted forks, ABS and
four-piston brake calipers. The result is attractive, light, easy to manage at low speed
and it even has a sporty side when you push it hard. Updated, restyled and refreshed for
2021 the G310R is now better than ever.
£3000
(used)
to
£4930
(new)
BUYING ADVICE BMW have kept costs
down by designing and engineering the G310R
at their HQ in Munich but building it in India,
and on the whole, quality is good. Not the
cheapest A2, but it’s stylish, easy to ride,
bang up to date, decent quality and has a
premium badge/dealer experience.
10 2017-on
KTM 390 Duke
373cc / 44bhp / 147kg / 830mm seat
height
This is one bike for A2 licence
holders to get really excited about.
The 390 Duke is a simple but
punchy and attitude-laden roadster
inspired by old-school supermotos.
It’s fantastic fun to ride, and while
it’s not as sporty or exciting to look
at as the RC390, it makes up for it
with character and technology.
There’s even a range of Power
Parts tuning accessories available
to personalise your bike.
10
£3000
to
£5149
(used)
BUYING ADVICE Servicing and
maintenance can be costly so make
sure you factor that into your
calculations. MCN’s owners’
reviews, however, don’t show any
prevailing problems.
41

Get the right bike
Top 10 First Big Bikes
TOP
10
FIRST
BIG BIKES
YOU CAN GO BIG, BUT THE SENSIBLE
CHOICE IS A MIDDLEWEIGHT...
Once
you’ve attained your
full, unrestricted ‘A’ licence,
either at the age of 21 or older via the
progressive route through the lesser licence
categories, or, at the age of 24 or over, via Direct
Access, you’re now qualified to ride anything.
Obviously the world’s your oyster but, particularly if
you’ve come up through the smaller categories, we’d
recommend moving up to a middleweight machine of up to
around 100bhp, as a sensible stepping stone to fullpower
bikes. Choices range from funky nakeds to
practical sports tourers, retros and adventure bikes,
all with their own pros and cons and many
available both new and used to appeal to
all budgets. Here’s our pick of some
of the best...
1
1 2021-on Triumph Trident 660
660cc / 80bhp / 189kg / 805mm seat height
New last year, the novice-friendly Trident 660 was a breath of fresh air, just when you
thought new bikes were getting ever more powerful, complicated and expensive. The
three-cylinder MT-07 rival makes a modest but useful and fruity 80bhp, costs comfortably
less than the Street Triple S and even has 10,000-mile service intervals to keep your bank
balance happy.
£6500
(used)
to
£7495
(new)
BUYING ADVICE Still new so reliability is
unproven and used examples are still few
but Triumph has a good reputation for quality
with an extensive dealer network so you
should have few concerns.
42

2 3
4 5
2 2011-on Suzuki V-Strom 650
645cc / 71bhp / 216kg / 830mm seat height
3 2011-on Honda CBR650F/R
649cc / 92bhp / 207kg / 810mm seat height
£3500
(used)
to
£8499
(new)
The V-Strom is a taller, adventure-styled version of
Suzuki’s brilliant SV650 V-twin and has been hugely
popular since 2004. Facelifted in 2011, 2017 and tweaked
again for 2021, it might not be the latest or flashiest, but it
has a great, flexible engine, decent handling, real-world
ergonomics plus all the tech you need for a great price.
Honda’s middleweight, sports all-rounder is a spiritual
successor to the CBR600F of the 1990s, aimed at new
riders, has been updated repeatedly since 2011 – most
recently with Fireblade-inspired looks, digital dash and
Euro5 tweaks. It’s a great stylish, sporty all-rounder –
and the only four-cylinder in the class.
£4250
(used)
to
£8499
(new)
BUYING ADVICE SV engine has been around since the
nineties and is pretty much bulletproof. Cosmetics are a
little budget and basic so check it’s been looked after.
BUYING ADVICE Although a little ‘budget’ in terms of
spec/finish the CBR is proven and refined and Hondas
have a great reputation – but watch for novice damage.
4 2017-on Kawasaki Ninja 650
649cc / 67bhp / 193kg / 790mm seat height
5 2016-on Suzuki SV650
645cc / 75bhp / 197kg / 785mm seat height
£4250
(used)
to
£7449
(new)
The parallel twin Ninja is basically a Z650 with a fairing
and added sportiness. There’s extra Ninja style, a lighter,
more nimble chassis, added versatility and class thanks
to the attractive clocks, decent mirrors, span-adjustable
levers and even a three-way height adjustable screen. If
you want a sporty mid-weight but don’t want a bulky four
it’s a tempting buy.
Originally introduced way back in 1999 Suzuki’s
middleweight V-twin roadster has been a brilliant ‘first big
bike’ over the years for its combination of ease, fun,
practicality and value. Fully reworked in 2016, all of that
remains true today. Although not cutting edge and
outpaced by newer rivals it’s good value, fun, handles
well and there’s even a semi-retro ‘X’ version.
£3500
(used)
to
£6799
(new)
BUYING ADVICE The twin cylinder engine has been
mechanically solid with no major scare stories, while
Kawasaki really seems to have upped the quality,
particularly in terms of finishes and detailing.
BUYING ADVICE The engine has been around for 20
years and there are plenty of long-in-the-tooth examples
bearing testament to tip-top reliability. Finishes and spec
are budget, though, so watch out for corrosion.
43

Get the right bike
Top 10 First Big Bikes
‘Build quality
is superb,
paint and
plastics top
notch’
6
£4500
(used)
to
£8540
(new)
6 2013-on BMW F700/750GS
853cc / 76bhp / 224kg / 815mm seat height
BMW needs no introduction when it comes to adventure
bikes, as the success of its R1200 and 1250GS testify, but
the firm’s smaller, parallel twin F-series, share that
credibility. Available in both 700 and 800 form since 2013,
then updated to 750 and 850 form in 2018, it’s the smaller
versions, with a softer tune and less-intimidating
proportions, which appeal as first big bikes, due to being
flexible, stylish and with as much spec as you want.
BUYING ADVICE Build quality is superb, paint and
chunky plastics top notch and attention to detail, from
fasteners to switchgear, all you’d expect from a BMW.
7
£6000
to
£7500
(new)
7 2017-2019
Triumph Street Triple 765 S
765cc / 112bhp / 186g / 810mm seat height
The Street Triple, basically an unfaired, roadster version
of the 675 Daytona sportster, has proved a huge success
for the British firm since the debut of the original 675cc
version in 2007 and all remain great bikes. But it’s the
base ‘S’ version of the updated 765cc version, introduced
in 2017, we’re most concerned with here. This bike is
accessible and affordable yet still manages to be huge fun
and characterful, thanks to its brilliant three-cylinder engine.
BUYING ADVICE Ride quality is a step below the RS
version’s Öhlins but this is still a potent, fine-handling,
quality middleweight sports naked and doesn’t feel cheap.
8
£4500
(used)
to
£7005
(new)
8 2014-on Yamaha MT-07
689cc / 73bhp / 184kg / 805mm seat height
Introduced in 2014, Yamaha’s lightweight, novice-friendly
but great fun MT-07 has proved a Europe-wide sensation.
Its parallel twin is flexible and punchy, its handling light
yet involving and it’s a decent all-rounder, too. In 2018 it
was improved with uprated suspension and tweaked
styling and it was refreshed again for 2021. Pound-forpound,
this is one of the best bikes on the market.
BUYING ADVICE Build quality is up to Yamaha’s usual
high standards, although fasteners can suffer if
neglected, while the engine has proven reliability. Check
for novice dings and scrapes, though.
44

9 2014-on
Honda CB650F/R
649cc / 92bhp / 203kg / 810mm seat
height
The spiritual successor to the old
600 Hornet was reintroduced in
2014 as a naked, roadster version
of the four-cylinder CBR650F and
has much of the original’s appeal
– smooth, brisk, four-cylinder
performance, unintimidating
ergonomics and stacks of naked
style. First versions had shades of
CB400F, it became edgier in 2017
before a further, significant update
with new clocks, ‘Neo Café’ styling
and other tweaks in 2019.
9
£4500
(used)
to
£7599
(new)
BUYING ADVICE The motor is
tried and tested and there are no
CBR650F-related horror stories.
Build quality is fairly high so you can
confidently expect it to run and run.
10 2021- Aprilia Tuono 660
659cc / 94bhp / 183kg / 820mm seat height
New ‘adventure sport’ version of RS660 twin is effectively a more exotic (and more
expensive) Italian version of Yamaha’s Tracer 7. It looks good, is punchy, fun and
fine-handling and releatively easy, comofrtably upright and practical, too. In short, it’s a
very tempoting first big bike – if you can afford it!
10
£7300
(used)
to
£9100
(new)
BUYING ADVICE Although new, RS660
menchicals on which it’s based are so far
proven. Quality is good, too, but as with all
premium, novice-friendly bikes, cosmetic
condition is vital.
45

Get the right bike
Top 10 Electric Bikes
TOP
10
ELECTRIC
BIKES
ARE YOU READY FOR THE REVOLUTION?
One of
the biggest
battlegrounds in modern
motorcycling is developing the
electric bike tech that can erase the
current limitations (price, range and
charging times) and make them a true
like-for-like petrol alternative. Electric bikes
like the Super Soco TC Max, at just over
£4000, are becoming more affordable,
while battery life, range, performance
and spec is improving. too. Here’s
our pick of the current (!)
best…
1
£26,690
(new)
3 2016-on Zero FXE
ZF 7.2kWh (11kw)
Z-Force 75-5 / 133kg / 44bhp /
836mm seat / Licence required: A1
Just like the Zero S (right), the FXE
sneaks though as an A1 bike on a
technicality despite producing
44bhp and 78lb.ft torque. Bonus!
Styled as an urban supermoto, the
FXE uses the smaller-capacity
7.2kWh battery pack, but will still
carry you around 75 miles between
£1.35 full charges. It also comes
with a 5-year power pack warranty.
1 2020-on Energica Eva Ribelle
Oil-cooled three-phase AC permanent magnet motor / 144bhp / 270kg /
790mm seat height / Licence required: A
Energica may have been producing electric motorcycles since 2016, their
bikes are used in MotoE this, the super naked Eva Ribelle, comes with the
lightest, most powerful battery pack ever fitted to an electric production
bike, with 60% more range.
3
2
2 2016-on Energica Evo
Oil-cooled three-phase AC permanent magnet motor / 144bhp / 258kg /
810mm seat height / Licence required: A
The Energica Ego has one of the most exciting power deliveries of any
engine we’ve ever tried. It’s easy to ride and handles superbly, despite its
weight. It’s cheap to run, if not buy, and that jetpack soundtrack is a
magical surprise. But the sheer bulk
of the Ego means it’s not as lithe and
frisky as a conventional sportsbike.
There’s also a limited edition,
high-spec Ego45 version with a fast
charging system, Öhlins, Brembos
and OZ wheels.
£28,290
(new)
£12,670
(new)
46

4
£14,850
(new)
5
£28,995
(new)
7 2019-on
Super Soco
TC Max
Electric motor / 7bhp / 100kg
/ 770mm seat height /
Licence required: A1
6
£6300-
£6350
(new)
7
£4399
(new)
With a top speed of over
60mph and around 133ft-lb
of torque, the TC Max rivals
the performance of a petrol
four-stroke 125, whilst
remaining more economical.
It’s afordable, the
removable lithium-ion
battery fully charges in just
four and half hours and
offers a range of around 80
miles plus there are Brembo
hydraulic brakes and a
combined braking system.
4 2016-on Zero
S ZF 14.4kWh (11kw)
‘Z-Force 75-5’ / 185kg / 59bhp /
807mm seat height / Licence
required: A1
Due to a fabulous quirk within
electric power measurement, you
can ride this powerhouse Zero S
11kW on an A1 licence, despite it
peaking at 59bhp and stomping out
80lb.ft of torque! It costs about
£2.70 for a full charge, which will
carry you around 100 miles on
average and it’s also a full-scale bike
that delivers a great ride, too. Zero
is arguably the current market
leader in electric bikes and with the
S it’s not hard to see why.
5 2019-on Harley-
Davidson LiveWire
‘H-D Revelation’ permanent magnet
water-cooled electric motor /
104bhp / 249kg / 780mm seat
height / Licence required: A
After years of talking and concepts
and temptation, Harley-Davidson
finally launched their LiveWire in
2020 – and it’s a revelation. It
features Showa shocks, a TFT dash
with Bluetooth connectivity, and the
option to fast charge the battery
through the tank. At £28K+ it’s
certainly not cheap and puts it in
direct competition with the Energica
Evo superbike – but the LiveWire
(Harley has since spun it off as a
seperate brand) has more gadgets...
6 2019-on
Vespa Elettrica
5bhp / 102kg / 790mm seat height /
Licence required: AM/A1
Italian scooter legends Piaggio have
been a long time coming with the
electric version of its iconic Vespa
scooter and in most respects it’s
been worth the wait with its unique
blend of Italian style and green
practicality. Two versions are
available, the AM-compliant 45kph
L1 (£6300) and the A1, 70kph L3
(£6350). Electric scoots currently
don’t get more stylish.
8 2020-on Zero
SR/S ZF 14.4kWh
‘Z-Force 75-10’ / 229kg / 110bhp /
787mm seat height / Licence
required : A
The SR/S is the first fully-faired
offering from Californian electric
veterans Zero. But despite the
bodywork, this isn’t a superbike.
With its high bars, pillion grab
handles and optional luggage, the
SR/S straddles the line between
naked roadster and sportstourer. In
essence it’s the SR/F (right) with
more rider weather protection – it’s
an electric VFR!
9 2016-on
Zero DSR
‘Z-Force 75-7R’ / 190kg / 69bhp
(peak) / 843mm seat height /
Licence required: A2
An ambitious concept: an electric
‘adventure’ bike. It does it
reasonably well, too and, despite
69bhp and 108ftlb of torque (that’s
more torque than a KTM 1290
Superduke R), current rules mean
it can be ridden on an A2 licence.
10 2019-on Zero
SR/F ZF 14.4kWh
‘Z-Force 75-10’ / 220kg / 110bhp /
787mm seat height / Licence
required: A
A huge leap forwards in speed,
sophistication and recharge time
over Zero’s previous bikes offering
truly comparable power, weight,
handling and excitement to a
regular roadster. Only range and
price count against its positives.
10
8
9
£20,180
(new)
£19,090
(new)
£21,620
(new)
47

Get on the road
New bikes
DOUBLE THE
STOPPING POWER
The previous Honda CB500X had
a single 310mm front disc and
twin-piston caliper as standard.
There was never anything wrong
with that set-up but now there’s
dual 296mm discs and twin twopiston
axial-mount calipers
FANCY (ISH) FORKS
Out go the old bike’s 41mm
conventional telescopic preloadadjustable
units infavour of upsidedown
Showa Separate Function Big
Piston alternatives. They’re the
same diameter as before but no
longer offer any adjustment
TWEAKS TO THE REAR
To match the shiny new front
end,Honda has added a new
swingarm.It features a 2mm hollow
cross-member – down from 2.3mm
– and is over a kilo lighter than
before. Other claimed benefits
include more lateral flex and
torsional stiffness
Honda CB500X £6599
Engine DOHC parallel twin,
4v per cyl, l/c
Capacity 471cc
Power 47bhp @ 8600rpm
Torque 32lb·ft @ 6500rpm
Fuel capacity 17.7 litres
Seat height 830mm
Wheelbase 1445mm
Rider aids Two-channel ABS
Weight 199kg
Honda CB500X
Now with more X factor
HONDA UPGRADES ITS ALREADY EXCELLENT, A2-CLASS-LEADING CB500X
WORDS
Dan Sutherland
48

The CB500X has been around since
2013, arriving at the advent of the
A2 licence to cash in on a new wave
of young riders capped at 47bhp.
Starting with a basic, no-frills
recipe, combining Crosstourer
styling with 17in road-focused
wheels, it’s grown to become a
smash hit amongst experienced
riders, too. Honda says 75% of all X models
are purchased by veteran bikers, with 15%
returning to biking after an absence.
The model got its biggest update in 2019,
with fresh Africa Twin looks combined with
a 19in front wheel, more steering lock, taller
bars and a new dash for half the money of a
full-fat adventure bike.
It was a winning recipe that in 2020
became Euro5 compliant. Honda could’ve
easily left it as it was for 2022 and likely still
been top of the pile. But they haven’t.
Upgrades include a set of 41mm Showa
Separate-Function Big Piston Forks and
swapping out the old 310mm single front
disc and two-piston caliper brakes for dual
296mm rotors. There’s also a 1kg lighter
swingarm, the five-stage preload-adjustable
rear shock has been revised internally to
match the new forks and the injection has
been tweaked to improve low-down torque.
The new 19in front wheel is thinner and
lighter to offset the extra brake and a new
radiator shaves an additional 100g. Finally,
the LED headlight gains another bulb and
the indicators now emit an orange glow.
So while the X may now be 2kg heavier,
the ride feels a little plusher with the forks
provide excellent damping while the braking
is the more powerful and progressive. In fact,
the X model offers the best braking
set-up of all Honda’s A2 500 twins – despite
the fully-faired CBR500R and naked
CB500F both gaining twin four-piston
radial calipers for 2022. Through turns it’s
much the same story, with the forks and
back end working in tandem to offer plenty
of feel in the wet or dry.
And then there’s comfort. You get the
same wide, easy-to-reach bars as before and
the soft seat squidges under your bum for
hours of easy riding. The tall screen also
masks much of the wind noise so you can
hear the burbling twin at higher speeds.
And what an engine it is – popping like an
overgrown pit bike with each twist of the
throttle and snicking its way up and down
the gearbox with ease, thanks to its light
lever and slipper clutch.
Despite Honda’s claims of more low-end
shove, it’s an engine that rewards big revs
and eggs you on to work it hard between
corners. Expect to drop at least one gear for
overtakes, too. Everything calms down once
you hit the motorway and it’ll happily sit in
top gear at 70mph all day.
That all said, a little more standard trim
wouldn’t go amiss. It’s already one of the
more expensive bikes in its class (£6599 for
2022) and yet you get a basic LCD dash, no
rider aids and pay extra for a centrestand.
Having said all that, you’ll still struggle to
find a better overall package in the A2
adventure-bike class.
THE ENGINE DOESN’T FEEL ANY DIFFERENT
The 471cc parallel-twin engine was already Euro5-compliant and made the
maximum 47bhp allowed in the A2 licence class. It’s now had its fuel
injection tweaked for a boost in torque though you’re unlikely to notice any
difference. That’s no bad thing as there was nothing wrong with the old
lump, producing enough drive for any riding scenario.
SUGGESTED FUEL ECONOMY IS STAGGERING
Tested at its European launch, we were unable to obtain a calculated
average fuel economy figure from a full tank. However, at times the
onboard meter on the LCD dash displayed a staggering 85.4mpg average,
despite making no effort to be frugal with the throttle. That’s enough for a
theoretical 332.5 miles between fill-ups...
FORKS ARE MOSTLY BETTER
The new Showa stems are beautifully damped for the road, soaking up any
imperfections and compressing gently under braking for precise, composed
corner entry. The X shares its new legs with its 17in siblings; the CBR500R
and CB500F, although the X gets 27mm more travel. Heavier riders might
rue the lack of front preload adjustment, though.
49

Get on the road
New bikes
BMW G310R
Price £4930
Engine type DOHC single
cylinder, 4v per cyl, l/c
Capacity 313cc
Power 34bhp @ 9500rpm
Torque 21lb·ft at 7500rpm
Fuel capacity 11 litres
Seat height 785mm
Wheelbase 1380mm
Weight 164kg (kerb)
Rider aids ABS
BMW G310R
Is it really new
enough?
Words Jon Urry Pictures Chippy Wood
BMW’s updated G310R A2-compliant
roadster now has a Euro5-compliant
motor, ride-by-wire throttle, slip-andassist
clutch, LED lights, spanadjustable
levers and new paint. None
of which makes much of a difference. And
that’s no bad thing...
It’s is a brilliant town bike that is light,
agile and really easy for nipping through
traffic on. And now it stands out a bit more.
In daylight, the new LED headlight is
extremely bright, catching other road user’s
attention and certainly making the BMW
more visible and therefore, hopefully, safer.
At night, its illumination is also improved
but not by a huge amount, especially on
dipped beam which remains lacking. And
that’s about all there is to say about the
updates.
The G310R remains a fun and lightweight
naked bike whose performance and
handling will certainly appeal to A2 licence-
holders and has the added kudos of the
BMW logo on its tank. What’s more, by
being an entry-level BMW, it’s a great
introduction to the whole BMW experience.
That said, I can’t help feeling BMW has
missed an opportunity to make it even
better. After all, instead of opting for this
new one you could go for a barely used,
almost-identical 2020 model for £1500 less?
Which is probably why the new bike is on
three-year 0% finance...
Lexmoto LXR 125
Price £2999
Engine type DOHC single
cylinder,
4v per cyl, l/c
Capacity 125cc
Power 12.5bhp @ 9000rpm
Torque 8.2lb·ft @ 6750rpm
Fuel capacity 13.5 litres
Seat height 820mm
Wheelbase 1420mm
Weight 167kg (kerb)
Rider aids None
Lexmoto LXR 125
Cheap, unrefined but popular
The Chinese-built Lexmoto LXR 125
was the UK’s best-selling sports bike in
2021 and it’s now been upgraded to
help it stay at the top.
Boasting a new, liquid-cooled, twin
cam 4v motor, 20mm longer shock and fresh
paint, it’s ready to rule the roost in 2022.
But although the new motor is a touch
more spirited than before it also lacks the
sheer speed and and refinement of more
premium rivals such as Yamaha’s R125.
While the LXR is happy to sit at 60mph, if
you up this to 65mph, once the rev counter
goes past 8000rpm the motor’s vibrations
become quite intrusive – and even more so at
70mph which is when the new motor finally
runs out of puff.
The chassis is okay for road use but its
CST Magsport tyres are rock hard and the
tank’s pointy edges press uncomfortably on
your inner thighs, making the otherwise
roomy riding position uncomfortable.
And overall, despite looking smart, the
LXR feels and rides a touch on the budget
side. Then again, with a sub-£3K price tag,
when the posher Yamaha is nudging £5000,
what do you realistically expect?
It’s not all bad news, either. For those
worried about buying a Chinese-built bike,
the two-year warranty is reassuring, as is the
fact UK-based Lexmoto has been working
with TARO, its Chinese partner, for 14
years. Overall, if you’re after a budget sporty
125, the LXR remains the best new option.
50

Yamaha MT-03
5 things you need to know about...
YAMAHA’S UPDATED NAKED FOR A2 LICENCE-HOLDERS
Words Dan Sutherland
1
THE TWIN
CYLINDER LIVES
ON UNCHANGED
With just shy of 42bhp, the
latest Yamaha MT-03 has the
same rumbly parallel-twin as its
predecessor raising questions
about the bike’s longevity. This
is no bad thing, though, as it
has a non-threatening, linear
power delivery that’s perfect for
new riders and offers ample
poke for experienced
commuters.
2
IT’S NOW GOT
PROPER FORKS
Now gone are the old MT-03’s
hum-drum 41mm conventional
forks and in their place sits a
set of swanky 37mm KYB
upside-downers. Although still
non-adjustable, they are
well-sprung and soak up the
majority of ruts in the Tarmac,
while also looking better.
3
IT HAS A MUCH
BETTER RIDE
Yamaha has now placed the
rider further over the front,
with 39mm taller bars 19mm
nearer. You’re also sat closer,
thanks to the reshaped petrol
tank. This makes the latest
MT-03 more engaging to ride in
town and on twisty back roads.
It’s still every bit as comfortable
on longer jaunts, too.
4
IT LOOKS A BIT
BLAND VERSUS
SOME RIVALS
Despite an angry new face,
complete with dual LED
headlights and a more squat
fuel tank with more pronounced
shoulders, when you line the
’03 alongside the £5149 KTM
390 Duke and £4999 Honda
CB300R it still looks a bit bland,
which could put off the
fashion-conscious.
5
YOU CAN GET
ONE FOR UNDER
£64 A MONTH
Put down a £1500 deposit
(about as much as an early
noughties A2-restricted Bandit
or SV650) and you can enjoy
the MT-03 for just £62.19 a
month over three years. Little
more than a monthly phone
contract, it could be yours at
the end with a balloon payment
of £2407.50.
Yamaha MT-03
Price £5402
Engine 321cc parallel twin
Capacity 321cc
Power 41bhp @ 10,750rpm
Torque 22lb·ft @ 9000rpm
Fuel capacity 14 litres
Seat height 780mm
Wheelbase 1380mm
Weight 168kg (kerb)
Rider
aids N/A
51

Get on the road
New bikes
Royal Enfield Meteor 350
5 things you need to know about...
ROYAL ENFIELD’S LATEST A2-LICENCE-FRIENDLY RETRO
Words Phil West Pictures Jason Critchell
1
IT ONLY
PRODUCES 20
HORSEPOWER
Yes, it has an all-new 350cc
motor but it’s no 47bhp 350LC
from 40 years ago. Instead this
is a soft, novice-orientated lump
with character, decent
refinement that is also
pleasingly effective around
town or up to dual-carriageway
speed.
2
IT’S VERY EASY
TO RIDE
Co-developed between the UK
and India, the tubular
twin-shock chassis may be basic
but it’s light, manageable,
vice-free, natural and so easy
anyone could ride it — which is
pthe whole idea.
3
ROYAL ENFIELD
QUALITY AND
DETAIL IS IMPROVING
Retro and basic maybe but the
all-new switchgear, clocks and
LED lights are stylish, while the
badging, upholstery, paint and
finish are also a significant step
up in quality from the previous
650 twins. Watch out Triumph!
4
IT’S GOT A
BUILT-IN SAT
NAV FUNCTION
The Meteor also sees the debut
of Enfield’s new ‘Tripper’, a
simplified directional display
that syncs with your phone’s
Google Maps via Enfield’s app
and displays arrows, distances
etc for your chosen route. It’ll
be available as an accessory for
other Enfields too.
5
STARTING AT
£3879 THERE’S
NOTHING LIKE IT
Almost. The Meteor’s
undoubtedly a bargain, credible,
entry-level, A2-retro, £2k
cheaper than Honda’s 500
Rebel. Performance reminds of
old defunct Japanese 250
customs such as Suzuki’s GN250.
Of modern bikes, only the 17bhp
Chinese-built Bluroc V-Bob 250
comes close, at £4499.
Royal Enfield
Meteor 350
Price From £3879
Engine SOHC single, a/c
Capacity 349cc
Power 20bhp @ 6100rpm
Torque 20lb·ft @ 4000rpm
Fuel capacity 15 litres
Seat height 765mm
Wheelbase 1400mm
Kerb weight 191kg
Rider aids None
52

Suzuki Burgman 400
Is the Burgman
past its best?
Suzuki Burgman 400
Price £6999
Engine DOHC single,
4v per cyl, l/c
Capacity 400cc
Power 28.6bhp @ 6300rpm
Torque 26lb·ft @ 4900rpm
Fuel capacity 13.5 litres
Seat height 755mm
Wheelbase 1580mm
Weight 218kg (wet)
Rider aids ABS,
traction control
Words Mike Armitage Pictures Adam Shorrock
Suzuki’s Burgman has been bobbing
around city streets for almost a quarter
of a century. The range once included
125, 200 and 650 models but only the
400 lives on in the UK.
So, faced with upstart rivals and
tightening emissions, this sole Burgman has
been upgraded. Suzuki’s 400cc twin-cam
single now has a twin-plug cylinder head,
new camshafts and revised timing, different
injectors and a fresh piston. The revised
Euro5 motor has lost almost 2bhp (now
28.6bhp at 6300rpm) but in the 218kg
Burgman, any difference isn’t obvious. It’s
still a polite engine and smooth on the move.
There’s now basic traction control, although
with under 30bhp and V-belt transmission,
you’ll rarely be scrabbling for grip.
The 42 litres of underseat storage and two
fairing gloveboxes, plus a 12V power socket
are practical, the rider’s bum stop is
adjustable back and forth and running
boards mean dry feet.
Paint finish is good, there are LED lights
all over, the screen’s effective and I love the
blue wheels. But the fake carbon on the dash
surround and exhaust shield is terribly
1990s to modern eyes, as is the textured
plastic handlebar cover.
The Burgman is breezy to pilot and a
doddle to master but the suspension is basic
for a seven-grand bike and the chassis feels
nervous in crosswinds.
The Burgman looks dated next to newer
and cheaper rivals and this makes it tough to
recommend.
Sinnis Outlaw 125
Price £2799
Engine SOHC single, 2v per
cylinder, air-cooled
Capacity 125cc
Power 10.5bhp @ 8500rpm
Torque 6.6lb·ft at 6500rpm
Fuel capacity 13 litres
Seat height 715mm
Wheelbase 1380mm
Weight 141kg (kerb)
Rider aids None
Words Jon Urry Pictures Adam Shorrock
Sinnis Outlaw 125
Slow Outlaw is very law-abiding
Sinnis has been designing and importing
Chinese-built, small-capacity
motorcycles and scooters since 2005
from its Brighton-based headquarters
and, with a growing UK dealer
network, it is now an established brand.
Based on the existing Hoodlum model’s
platform, the Outlaw is a mini-cruiser with
an emphasis on being affordable, stylish and
fun. Far from complex, the Outlaw is
powered by a basic air-cooled motor and
five-speed box that is undeniably a bit of a
slug. Cruising at 55mph is about its limit,
making fast A-roads a struggle. However, it
is happy in an urban environment with a
good gearbox, light clutch and economy
figures of 100mpg easily achievable.
With its high bars and low seat, it has the
feel of a mini Harley Sportster about it and,
despite its skinny-front and fat-rear tyre
combination, it handles OK. It’s not brilliant
but it’s fine for cruising around a city on and
making steady B-road progress.
The combined brakes (no ABS but it does
have braided lines throughout), however, are
a bit lacking at the front, to the point you
need to apply both to stop quickly and safely.
Well-priced, pleasingly-styled and
economical, there isn’t much to dislike about
the Outlaw, aside from its frustrating lack of
speed, which is quite irritating.
53

Get the right bike
Art of the deal
HOW TO MAKE
SURE WHAT YOU
WANT TO GIVE AND
WHAT THEY WILL
ACCEPT ARE THE
SAME THING
Art
of the
deal
WORDS
John Westlake
PHOTOGRAPHY
Stuart Collins
55

Get the right bike
Art of the deal
Riding away from a showroom on
your new bike is one of life’s
sweetest moments whatever deal
you got. But there’s definitely an
extra frisson of pleasure to be had
from knowing you negotiated
yourself a bargain.
The difficulty is that you’re up
against professional sales staff who
spend their days dealing with amateur
hagglers. Strolling in and barking a daft
number at them just isn’t going to work.
What you need is knowledge: of how the
sales staff are bonused and when; how dealer
stock turns over; and what negotiation
techniques actually work. If you walk in
armed with all that, suddenly the tables are
turned in your favour.
NEGOTIATION
MASTERCLASS
1Work out your walk-away points
This is essential. You need to be very
clear about the circumstances that will mean
you leave the dealership without a bike. If
you’re paying cash, have a figure in mind. If
you’re considering finance (see separate
story) you need to know what monthly
repayment, interest rate, annual mileage and
deposit you’re prepared to accept. Without
this, it’s easy to lose sight of the deal you
wanted and suddenly the sales person is
leading the dialogue.
2Prepare a wishlist of extras that
you can use in the negotiation
These could be a free first service, an
extended warranty, accessories, a rapid
delivery time, a rare colour, or a tank of
petrol. This is useful because...
3Whenever you concede, ensure
you get something back
One of the biggest mistakes novice
negotiators make is giving stuff away for
free. So if you move on the price you’re
prepared to pay, ask for something in return
– that’s when you need your prepared
wishlist of extras.
4Use the power of silence
Because of their personality types, sales
people often don’t like silences and will fill
them by either by re-selling you the bike or,
more likely, by offering you other things.
This is especially true if they have invested a
good bit of time in you.
5Start with a number
Don’t just ask for ‘a discount’; name a
number. If you pick that sensibly, the
discussion will be about that number, not the
one the sales person might have preferred to
start with. You’re leading the dialogue from
here on in.
6Adopt the right attitude
You don’t need to be macho or aggressive
to negotiate well. Buying a bike can be a bit
of theatre, the salesperson will probably be a
pleasant sort and you could have a bit of fun
while getting the deal you want. If the
salesperson likes you, you’ll generally get a
better deal than someone else that they don’t.
7
Ask yourself what you really want
Do you want to come away with a good
relationship with a well-respected dealer who
you want to look after your bike? In which
case, is the discomfort of negotiation worth
it? There’s nothing wrong with paying the
ticket price, getting a few free accessories
and feeling fine.
‘You need
knowledge,
so the odds
are in your
favour’
HOW TO MAKE
NEGOTIATION LESS
STRESSFUL
Be aware that it’s not just you who doesn’t
like haggling Almost everyone feels
uncomfortable when negotiating because it
involves a measure of conflict. And that
includes sales people, too. Sales tends to
attract extrovert people-pleasers who
actively enjoy selling, which is a different
skill to negotiating.
Learn about negotiating The more you
know about the process, the less awkward
you’ll feel. Just reading this feature will help.
There are lots of guides on YouTube.
Practice This is the main advantage the
sales people have because they will usually
have done a lot more negotiation than you.
However, if you’ve the time and, there’s
nothing to stop you negotiating multiple
deals in rival dealerships to get some practice
while finding the best one.
56

GETTING FINANCE
DEALS
Before we get to the deals, it’s important to
know what we’re dealing with. Dealers will
offer two types of finance on new and used
bikes – PCP (Personal Contract Purchase)
and HP (Hire Purchase). PCP gives lower
monthly payments for the same deposit
because you’re not paying off the whole price
of the bike, just the value the bike is
predicted to lose over the time you ‘own’ it.
Then at the end you either pay what’s left
owing (sometimes called a balloon payment)
and you own it completely; you hand it back
and walk away; or you roll the deal over into
another PCP with a new bike.
HP is much simpler: it’s just a loan that
you pay back monthly. At the end of the
term, you own the bike.
“Dealers love PCP because you’re locked
in with a manufacturer,” says our Secret
Dealer (see over). “If you know you want to
keep your bike for three years and swap for
another, PCP is great. But if you turn over
bikes faster, it’s not. Manufacturer PCP
schemes are non-negotiable but ones from
other loan companies are. I can go down to
6.9% (on a non-manufacturer PCP) and still
make a bit of money. If I sold it at 13.9% I’d
make a fistful of money. There’s room for
negotiation. General PCP APRs are about
8% so anything less is good value.”
57

Get on the road
Art of the deal
DEALER SECRETS
REVEALED
Sales staff are understandably reluctant to
tell you how to play the system and to get a
good deal. However, we found a hugely
experienced senior sales manager who, under
the cover of anonymity, agreed to reveal all
to us...
When to buy
“Main dealers have quarterly new-bike
targets, which they usually have to hit by the
end of March, June, September and
December. If they miss these targets, they
can lose a significant bonus from the
manufacturer – usually 6-10% of the trade
purchase price – so it will be worth them
selling a good few bikes at knock-down
prices to get them over that target line.
“If you go into a dealership on May 30,
say, and the salesperson puts up little
resistance in your negotiation, chances are
they’re shy of a target. I’ve almost given bikes
away to hit targets. You can tell when a
salesperson has hit their target because
they’re not worried about you walking.
“On top of that, the sales staff at most
main franchises are on monthly bonuses. So
at the end of the month, if they’re three short
of their bonus, you’ll get a better deal –
they’ll keep chasing you.
“Also, a lot of new bikes are on stocking
plans [i.e. funded by short-term loans], so
they’ve got to move them after 120 days
because that’s when payment is due. If a sales
person chases you about a particular bike,
there’s a good chance it’s coming up for
payment and the dealer needs it sold. You’ll
get a deal then.”
NEGOTIATE PRIVATE DEALS...
Negotiation is often easier in a private purchase because you’re
usually buying from a fellow amateur. That means the techniques
mentioned on page 56 can often have a dramatic effect. The deal
itself is also simpler because it’s usually based purely on price.
A key extra technique is the ‘down-sell’, where you list the faults
you spot, add up the cost of getting them fixed and subtract it from
the asking price. Difficulties usually arise when the owner suffers
from ‘sunk-cost bias’, this is when they have lavished thousands on a
bike and expect them to add similar value, but they don’t...
How much we make
“Dealer margins are slim. We get a
wholesale discount on new bikes of around
16% (e.g. they pay £8400 for bike with a
£10,000 ticket price) but we have to uncrate
it, prep it and give it a PDI (pre-delivery
inspection). So on average, I make 8% if I
sell the bike at full retail. There’s not much
room there for customers to get a big
discount (unless the dealer needs to hit a
target). If customers come up with a silly
figure, I suggest they go and buy the bike
somewhere else at that price and I’ll service it
– we’d make more money that way. We used
to get a 32% wholesale discount on new
bikes in the 1970s.”
Focus on accessories
“Like most dealers, we make about 30% on
accessories, so that’s what we try to get
people to buy. It also means that’s where I
can offer decent discounts.”
Used bikes
“We know customers are looking at the
internet, so our prices should be close to the
best deal and, at the moment, used prices are
through the roof so bargains are rare. It’s
worth a punt though, especially if you know
the bike has been on my showroom floor for
months on end.”
‘Riding away on your new
bike is one of life’s
sweetest moments’
58

PART-EX DEALS
Here’s our Secret Dealer’s top tips...
1Part-ex or private sale?
A lot of solus dealers have to sell non-brand used stock into
the trade rather than on their showroom floor, so you won’t get a
good part-ex deal on a Honda at a BMW franchise, for example.
Better to sell privately or to a multi-franchise dealer. If your bike
is 3+ years old, also ell it privately. Main dealers want bikes they
can put straight onto the showroom floor, not old bikes!
2Work out what you want the cost of swapping to be
If you hope to get a new bike for £9K and you want £5K for
your bike in part-ex, the cost of swapping is £4000. That can
make negotiation easier as the dealer can write a deal to suit – eg
he can sell the new bike for £10K but give you £6K for the part-ex.
3
Do the basics
If the bike’s filthy I’ll knock £4-500 off because I’ll assume
there are other problems. Dealers do not want work. Fit new tyres
yourself because a dealer will knock off £400. Same with
servicing, make sure it’s up to date.
59

Get the right bike
Buying advice
WHAT ARE THE BEST WAYS TO
FINANCE
YOUR NEXT
BIKE?
WE LOOK AT THE BEST-SELLING BIKES IN THE UK AND EXAMINE THE
PROS AND CONS OF DIFFERENT WAYS OF FINANCING THEM
Springtime marks the start of the
biking season and that means
there are usually some great deals
to be had on box-fresh machines.
And there have never been more
ways to buy a bike nor as
competitive a finance world. You
can now own the bike of your
dreams for little more than the
daily cost of a coffee.
But not every way suits every buyer.
We’ve looked at the most common ways of
buying your new ride.
We’ve run the numbers on Britain’s bestselling
bikes, per category. For each, we’ve
gone with a 25% deposit and three years
credit. Personal loan quotes are for a
married, 52-year-old engineer, earning
£50,000 a year, with £1500 monthly
outgoings and three (or more) dependants.
All personal loan quotes were calculated
through CompareTheMarket and are from
Tesco bank.
BMW R1250GS Adventure £15,223
BMW’s R1250GS Adventure was
November 2021’s most popular big bike
(1000cc+) in the UK, with 86 sold.
Weighing in from £15,223 on the road, it’s
no pocket-money purchase, which is why
finance can make all the difference when it
comes to owning one.
On PCP, it could be yours for as little as
£132.35 per month. That’s a £3805.75
deposit, followed by 35 monthly payments
and an optional final payment of
£9140.16. With an APR of 7.9%, the total
amount paid equals £17,578.16 – £2355.16
more than the RRP.
Of course, if you have a little extra
disposable cash and no intention of trading
the GS in at the end of the term, you could
go for an HP agreement. With the same
deposit and APR, paying 36 monthly
payments of £355.82 takes you to a total
cost of £16,615.27.
Better yet, a personal loan of £11,417.25
(the balance remaining after your deposit)
can be had with an APR of just 2.8%,
meaning that after 36 monthly payments
of £330.81, you’re looking at spending
£15,714.91 – just £491.91 more than the
OTR price. And you own the bike.
Verdict Personal loan. For a bike this
expensive, you’re going to want to keep costs
as low as possible. With a personal loan,
you’d be spending just £500 more than its
OTR price in total and you own it.
SO WHICH IS BEST?
When borrowing larger amounts of money, personal loans are generally the
cheapest way to do so, as they offer the best APR rates. You technically own the
bike outright from the start and so are not restricted by annual mileage, nor the
modifications you may wish to make to a machine.
However, PCP agreements offer more flexibility and make it easy to trade in
at the end of the term. It’s also important to remember that while PCP appears
more expensive initially, it factors in the depreciation which, as an HP or loan
buyer, you will have to expect when you come to sell the bike.
Triumph Trident £7395
The Trident was one of last-year’s bestsellers,
topping the middleweight sales
chart. And it can be had for less than £80 a
month, on a 7.9% APR PCP deal, with a
60

25% deposit of £1848.75. Then 35
monthly payments of £79.25 follow, and
an optional final payment of £3852.00
takes the total cost to £8474.50 – £1079.50
more than OTR.
HP is another option. With the same
deposit and on the same APR, 35 monthly
payments of £172.60 and a final payment
of £182.60 take the total cost to £8072.35,
£677.35 more than OTR.
Finally, a 3.4% APR personal loan, with
a deposit of £1849 will see 36 monthly
repayments of £162.14 equalling a total
cost of £7685.79, £290.79 more than the
OTR price.
Verdict PCP — for the low repayments. The
Trident is a brilliant bike and a steppingstone
to the brand’s bigger machines. With
PCP, your options are open when the contract
comes to term.
Royal Enfield Meteor £3879
Royal Enfield shifted a huge 284 Meteor
350s in November 2021 alone, establishing
the novice-friendly fun bike as the leader in
the sub-650cc class.
It has a lot going for it, including its
incredible affordability. At £3879 OTR,
you may not even need a finance agreement
but if you do, it can be had most affordably
on HP, for a deposit of £969, followed by
Reputable dealers
must comply with
regulations when
discussing finance
35 monthly payments of £89.42 and a final
payment of £90.42 (APR of 6.9%). At the
end of the three years, you will have spent
£4189.12 – just £310.12 more than OTR
and you’ll own it.
A PCP deal with the same deposit and
APR would see 36 monthly payments of
£57.85 then an optional final payment of
£1265.38, resulting in a total cost of
£4316.98, just £437.98 more than OTR.
A personal loan is actually the most
expensive way to buy this bike. With a
deposit of £970, followed by 36 monthly
payments of £97.64 with an APR of
13.5%, you’d be looking at a total cost of
£4484.79, almost £1000 more than the
original purchase price.
Verdict HP. The Meteor is so affordable that
with a 25% deposit, monthly HP payments
are less than £90 – that’s just £3 a day. The
APR on personal loans rises below £5000, so
this is inadvisable.
‘We recommend you
purchase through a dealer’
WHAT ARE
MY FINANCE
OPTIONS?
1Cold hard cash
Buying the bike outright, either
with your own money, a personal
loan or, if your credit rating is
good enough, a 0% credit card
(four are available as we write but
you must pay off within the term).
Pros You will own the bike outright
immediately. Repayment flexibility.
APR generally lower than PCP or
0% for some credit cards.
Cons Borrowing smaller amounts
will have a higher APR. Credit cards
are very expensive when the 0%
period ends.
2HP (Hire Purchase)
After an initial deposit, you
pay set monthly payments for an
agreed term. At the end of the
term, you own the bike outright.
Pros No end-of-term lump sum.
No mileage restrictions.
Cons Higher monthly payments.
3PCP (Personal Contract
Purchase)
An initial deposit is followed by
monthly payments over (most
commonly) 36 months, which cover
interest and depreciation. At the
end of the term you can either pay
a lump sum and keep the bike;
return it to the dealer for no cost;
or take out a new PCP agreement
on another bike.
Pros Low monthly costs. Easy to
replace the bike at the end.
Cons Highest overall cost if you
keep the bike at the end of the
term. Annual mileage restriction.
’Make sure it’s
affordable,’
says industry boss Tony
Campbell. “What you can
comfortably afford should
always be your first
consideration and it is important
that you understand how each type
of agreement works and how the
payment options differ. We
recommend you purchase your
motorcycle through a reputable
dealer and ensure they comply with
all the latest regulations when
discussing finance.”
61

Get the right bike
Buying advice
SHOULD YOUR NEXT BIKE BE
CHINESE?
CHINESE BIKES ARE FAST CATCHING UP WITH BIG-BRAND
MACHINES. BUT WHAT’S ON OFFER?
The story of Japan’s rise to biking
dominance and the hubris of
British brands that led to their
simultaneous decline is the stuff
of motorcycle folklore – but are
those who dismiss today’s Chinese
bikes making the same mistake?
It’s looking likely, with a
growing army of increasingly
convincing, large-capacity bikes emerging
from China, all with worldwide sales
success in their sights. So, do we need to be
wary? We look into the leading brands...
CFMOTO
CFMoto has been selling bikes in the UK
for years and its next generation of
machines look like another step forward.
This year we’ve already received the
700CL-X retro twin with a 692cc, 74bhp
derivative of its company’s existing twin.
But that’s just the start, as the company has
also forged a close partnership with KTM
that is giving CFMoto access to the
Austrian firm’s engineering know-how.
CFMoto already produces KTM engines
and entire KTM bikes for the Chinese
market, up to and including the 790 Duke
and Adventure. Now it’s about to laucnh
its own 800MT adventure bike using the
same 799cc, 94hp parallel twin engine.
Wrapped in distinctive styling from Kiska
WHAT ABOUT USED?
While depreciation might be high in
percentage terms, it might not be that
bad in actual cash value.
Lexmoto, for instance, has a large
dealer network and its LXR125
sportsbike regularly appears in
best-seller lists.
Brand new, the LXR125’s list price is
£2599, and a scan of the classifieds
shows a year-old example will be
design, with KYB suspension, Nissin
brakes and Bosch electronics including
GPS, keyless ignition, cornering ABS and
traction control. On paper, it’s a machine
that loses nothing to any European or
Japanese rival. CFMoto has also developed
an even larger bike, the 1250TR-G tourer,
based on a dedicated 1279cc, 140hp
version of KTM’s LC8 V-twin. What’s
more, as an indicator of the improving
quality, CFMoto has just introduced a
four-year warranty on UK bikes.
Zongshen
Another Chinese firm with an eye on
European success is Zongshen, which has
just launched its biggest-ever bike – the
RX6 – under its ‘Cyclone’ sub-brand. It’s
the first fruit of a deal signed in 2017 that
gives Zongshen rights to manufacture and
use Norton’s 650cc parallel- twin engine.
In the RX6, that engine – designed in the
UK by engineering firm Ricardo – is in
70bhp, emissions-compliant form and has
KYB suspension, Nissin brakes, keyless go,
traction control and Bosch ABS.
Benelli/Qianjiang
Benelli has been owned by Qianjiang, part
of the Geely group that also encompasses
Volvo and Lotus, for 15 years. Benelli is
making big strides in Europe, becoming a
around £2000, and a two-year-old bike
is about £1600. While that means
depreciation is running at about 40% in
two years, in actual monetary terms
that’s £1000.
In comparison, a Yamaha YZF-R125
has an RRP of £4800 and it’s easy to
find two-year-old examples for £3500.
That’s depreciation of less than 30%
but works out at £1300 in total.
best-seller in Italy last year with bikes like
the Leoncino and TRK 500. It has a
growing range of bigger, 750cc machines
including the 752S, Leoncino 800 and the
imminent TRK 800. Revamped versions of
the firm’s 600cc four-cylinder TNT600
and Tornado 300R have also just been
launched in China and over the last year
Qianjiang has created an entirely new highend
brand, QJMotor. Benelli’s big-bike
developments also include a 1200cc threecylinder
tourer with 134hp called the
1200GT. Its technology includes
electrically-folding mirrors and built-in
front and rear camera systems, as well as
an electric reverse gear.
Benelli
62

CFMOTO 700CL-X (left) looks
good with proper kit while the
MT800 (above) is impressive
‘I OWN A
CHINESE
BIKE’
Motorcyclists share their
experiences of buying Chinesebuilt
bikes
Benda
Benda
Benda has just set up its first European
operation with a dealer network in Spain
currently offering a range of 125cc-400cc
cruiser twins with the Fox 300 bobber the
most modern and appealing. Next, the
company promises to have a spectacularlooking
680cc inline four-cylinder in
production, the LFS-700 (above), based on
the LF-01 concept it showed last year.
More intriguingly, the company has
promised a turbocharged sports bike, the
VTR-300 Turbo, in the future, too.
Voge
Voge is the high-end brand from longstanding
firm Loncin (China’s biggest bike
exporter), with a selection of 500cc twins
and 300cc singles and with plans for UK
sales through Lexmoto dealers. Loncin
already manufactures engines for BMW
(F850GS and C400 scooters) and Voge use
reputable parts such as KYB and Nissin.
Brixton
Brixton bikes are designed in Austria but
manufactured in China. While the current
range is topped by the Crossfire 500 twin,
it showed a larger, 1960s-inspired 1200cc
parallel-twin in 2019 and confirmed last
year it will go into production.
So should I buy one?
From a well-known brand, with good
servicing and parts back-up, there are good
reasons to. But it may be a while before
they’re as strong on the used market.
Brixton
‘Parts we need are
normally delivered
the next day’
Keith Clarkson
“I run a training school
and use 125cc Lexmotos
and they have definitely
got better over the years. At the
moment, we have two Lexmoto
Tempests, an Urban 125 scooter
and a Diabolo 125 scooter. We like
them because we have a good
relationship with the local dealer
and any parts we need are
normally delivered next day. We
can get two bikes for not far off
the same price as one, over-priced
Japanese bike.”
‘Dealers were not
interested as a
trade-in’
Simon Long
“Six years ago my first
bike was a Lifan Mirage. I
ran it for a year, did my test
and bought a Versys 650, before
trading it for my MT-09 Tracer. I
couldn’t find a good second-hand
Japanese bike locally, so bought
the Lifan for £1000 new. It was
cheap, reliable and was snapped up
privately for £350 but dealers
weren’t interested in a trade in.”
63

Get the right bike
Kawasaki
LEGENDS
START HERE
ENERGISE YOUR SENSES WITH KAWASAKI’S Z650
Kawasaki
Z650
Starting from £7049
www.kawasaki.co.uk
Engine 649cc liquid-cooled parallel twin Power 67bhp
Torque 47.2lb.ft Kerb weight 188kg Seat
height 790mm Fuel capacity 15 litres
Licence needed A2 or A
EASY MANOEUVRABILITY
The Z650’s low weight and low
seat height both contribute to
manoeuvrability, whether
walking beside the bike or
paddling the bike into a parking
space. The easy-to-manage
engine response and strong lowend
torque further facilitate low
speed manoeuvring.
RELAXED, SPORTY
ERGONOMICS
The wide, flat handlebar and
relaxed, sporty riding position
allows riders to make the most
of the Z650’s sporty street riding
potential. Designed to inspire
rider confidence as well as put
the rider in the ideal position for
control, the comfortable and
natural position is suitable for a
wide range of riders.
ABOUT THIS BIKE
Striking ‘Sugomi’ styling, easy
control and accessible power
invoke the Kawasaki Z spirit.
The Sugomi concept is
synonymous with the
modern Z, described as
leaving an indelible
impression and
commanding respect.
The compact cowl
with sharp chin spoiler and
new meter cover on the
Kawasaki Z650 contributes
to the imposing presence of
the Z650. LED lights, TFT
display and smartphone
connectivity deliver the
newest tech contributing to
an enhanced motorcycling
experience.
LEARN TO RIDE
You can train with Kawasaki
from your first intro to bikes
through to advanced skills
with a KRTS (Kawasaki Rider
Training Services) schools. If
you’re new to bikes, KRTS will
take you through all the steps
you need.
Call 03302 235 787 or visit www.
learntoridewithkawasaki.co.uk
CLEANER EMISSIONS
Changes to the intake and exhaust system components were made to
the Z650 engine in 2021 to ensure that Euro5 emissions regulations
were cleared and offer an increase in mid-range torque while
maintaining the power of the previous model.
64

WHO ARE KAWASAKI?
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OTHER
KAWASAKIS
TO CONSIDER
Kawasaki’s story started in a
shipyard in 1878. The company has
been producing motorcycles for the
past 50 years, its first machines
developed using information
gathered from the development
and production of aircraft engines.
Now Kawasaki has a full range from
learner-friendly machines to
race-winning superbikes – and even
supercharged bikes such as the
Ninja H2 and Z H2.
Representative Example Kawasaki Z650 on K.Options PCP
36 Months Customer Representative
Repayments Deposit APR
Optional Final
Repayment
Total Amount
of Credit
£95 £1,174.64 5.9% £3,569.00 £6,125.36
KAWASAKI Z125
From £3899
125cc I 15bhp I 147kg
Licence needed CBT or A1
The exposed trellis type chassis blends
with minimal and aggressive Z
bodywork encouraging spirited riding
from the A1 friendly 15PS (11kW)
engine that is both new-rider friendly
and as sporting as you would expect
from Kawasaki.
Total Amount Cash
Payable Price
Interest Rate
(Fixed)
Purchase
Fee*
Agreement
Duration
£8,163.64 £7,300.00 5.69% £10.00 37 Months
*Included in Optional Final Repayment.
There is a range of Hire Purchase
(HP) and Personal Contract Purchase
(PCP) offers available on the Z650,
and customers can tailor an offer to
suit their requirements. You can
select your chosen model, add
accessories, change your initial
deposit and determine the monthly
repayments by visiting www.
kawasaki-kalculator.co.uk
KAWASAKI Z650RS
From £7649
649cc I 67bhp I 187kg
Licence needed A2
The new Z650RS combines retro style
with modern technology. Distinctive
touches like a classic round LED
headlight, needle instrumentation, 70s
influenced bodywork and colours, plus
a twin-cylinder engine, create a
stunning neo-retro statement.
Terms and Conditions
Credit is subject to status and is only available to
UK residents aged 18 and over. K.Options Personal
Contract Purchase (PCP) is only available through
Kawasaki Finance, a trading style of Black Horse
Ltd, St William House, Tresillian Terrace, Cardiff,
CF10 5BH. Finance figures are applicable at time
of print and are subject to change. Representative
example based on 4,000 miles per annum. With
K.Options Personal Contract Purchase (PCP) you have
the option after you have paid all of the regular
monthly repayments to: (1) Return the motorcycle
and not pay the Optional Final Repayment. In this
example if the motorcycle has exceeded 12,333 miles,
a charge of 7.2p (including VAT at 20%) will apply per
excess mile. If the motorcycle is in good condition
(fair wear and tear accepted) and has not exceeded
12,333 miles you will have nothing further to pay. (2)
Pay the Optional Final Repayment to own the motorcycle
or (3) Part exchange the motorcycle subject to
settlement of your existing finance agreement; new
finance agreements are subject to status
KAWASAKI VULCAN S
From £6949
649cc I 60bhp I 229kg
Licence needed A2
A classic cruiser with contemporary
style, the Vulcan S offers light
handling, a comfortable, low seat and
relaxed foot-forward riding position.
ABS and Kawasaki Ergo-Fit also boosts
rider confidence levels.
65

Get the right bike
Honda
THE JOY OF
FREEDOM
GET OUT AND RIDE WITH HONDA’S CMX500 REBEL
£500 TOWARDS YOUR
NEXT BIKE
A powerful bike needs a
skilled rider. If you pass one
of our Honda school of
motorcycling step up
courses we’ll give you up to
£500 towards a new bike.
Our qualified instructors
can get you up to A2 or A
standard which means a lot
more choice when it comes
to your ride.
ABOUT THIS BIKE
The CMX500 Rebel is all
about freedom for all
motorcyclists, particularly
A2 licence -holders. With a
strong, liquid-cooled, parallel
twin-cylinder engine cradled
in a low chassis with
updated suspension,
lighting, comfort, and
instruments, it’s a
stunning-looking bike
– a blank canvas
– and one that’s ready for
whatever your imagination
has in store for it.
66
HONDA SCHOOL OF
MOTORCYCLING
As the world’s leading
motorcycle brand, Honda
wants everyone to enjoy the
freedom of the road safely
and confidently. So, we
founded a school where you
can learn to do just that.
There are no hidden fees or
extras (initial test fees,
insurance and fuel included)
on our Honda School of
Motorcycling courses, and
you can learn more about
the whole Honda range from
our knowledgeable team.
A NATURAL RIDE
Footpegs are mid-mounted, for a relaxing riding position.
They combine well with the Rebel’s slim proportions and
low seat height, which provides additional comfort, and
makes those longer journeys even more enjoyable.

Honda
CMX500 Rebel
£6199
www.honda.co.uk
Engine 471cc liquid-cooled, four-stroke, parallel twin
Power 45.6bhp Torque 31.9lbft Kerb weight 190kg
Seat height 690mm Fuel capacity 11.2 litres
Fuel consumption 26km per litre Licence
needed A2
WHO ARE HONDA?
At Honda, we don’t believe in taking
the easy way out. Never settle. Never
rest. That’s what we believe in. It’s a
philosophy that means we never feel
like we are done. It’s why we never
stop questioning the limits of every
motorcycle. Why we never stop
striving for success, pushing
innovation, engineering, and
development to the very limit. And
then doing it again. And again. It’s
why we’re constantly pioneering
engineering firsts – like the inline
four stroke engine, Dual Clutch
Transmission, or the motorcycle
airbag. It’s why we go beyond the
existing, unafraid to challenge the
status quo of the motorcycle market.
That’s the restless spirit that drives
us forward and is passed on to every
Honda rider, pushing them on to their
next adventure. On to the joy of true
freedom. On to the next big dream.
Because, after all, it’s our dreams
that move us.
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OTHER
HONDAS TO
CONSIDER
HONDA CB125R
£4549 (’21 MODEL)
125cc I bhp TBC I 130kg
Licence needed A1
The more you ride the CB125R, the
more your confidence will grow. Its
compact size makes it easy to manage
while big bike features make it the
perfect entry to real-world biking.
HONDA CB500F
£5999
500cc I 46.9bhp I 189kg
Licence needed A2
The CB500F mixes naked-bike agility
with a streetfighter attitude. The
A2-compatible twin gives performance
new and experienced riders can enjoy
and sharp new graphics are the
perfect finishing touch.
HONDA CBR650R
£8399
650cc I 93.9bhp I 208kg
Licence needed A2 (with restrictor
applied)
The CBR650R has honed its race track
DNA for aggressive road performance.
Footpegs and handlebars give the
optimal riding position as you tackle
demanding roads. Even the number
plate mount has been re-styled. And,
the electrifying roar of the exhaust,
will make your hair stand on end.
67

Get the right bike
BMW Motorrad
ADVENTURE
STARTS HERE
BMW
G310GS
From £5580
bmw-motorrad.co.uk
Engine 313cc liquid-cooled, four-stroke single
Power 34bhp Torque 20.6lbft Kerb weight 169.5kg
Seat height 835mm Fuel capacity 11 litres
Licence needed A2
GET A TASTE OF ADVENTURE WITH
BMW’S G310GS
FINISHING TOUCH
The engine area now comes in
titanium grey metallic. It gives the
G310GS its modern finish in
combination with the footrest plates
and pillion passenger grips.
ABOUT THIS BIKE
Your adventure doesn’t have to be big to
be unforgettable. Powered by a
single-cylinder engine producing 34bhp, all
models in the G310 range are fitted with
Ride-by-Wire throttle and slipper clutch to
help you master the urban jungle and
beyond.
BMW RIDER TRAINING
68
The team at BMW Rider Training are
committed to delivering the highest
standards of motorcycle training across the
UK. Whether you’re interested in gaining
your CBT, stepping up to a full motorcycle
licence or looking to improve existing riding
skills our friendly, professional and highly
qualified instructors will help you achieve
your motorcycling goals.
Choose from five outstanding training
centres around the UK (Royston, Stoke-on-
Trent, Darlington, Exeter and Edinburgh) –
all offering top-quality motorcycle training,
from novice to advanced and helping to
build riding confidence and safety on the
road.
With no more than two students per
instructor to maximise the quality of
tuition throughout, BMW Rider Training also
provides access to the latest range of BMW
motorcycles and full protective gear,
helping to make your experience as
stress-free as possible.
Head over to www.bmwridertraining.com
to begin your journey.

Advertisement feature
OTHER
BMWS TO
CONSIDER
BMW G310R
WHO ARE BMW?
From £4930
313cc I 34bhp I 158.5kg
Licence needed A2
Rip through city streets with the agile
G310R. Whether you’re heading to
work, an appointment, or journeying a
little further afield, experience the
manouvrability and effortless handling
of this acclaimed lightweight roadster.
BMW stands for Bavarian Motor
Works’ and the firm has been
specialising in luxury vehicles since
1916. The motorcycle arm of the
business is called BMW Motorrad
and is known for innovative
engineering having introduced
safety features such as anti-lock
brakes as far back as the 1980s.
From racing to round-the-world
travel it produces market-leading
motorcycles.
LIGHT
FANTASTIC
LED headlight and
indicators as
standard. Turn
night into day: you
not only have a
better view, you
can also be seen
better by other
drivers.
HANDY
FEATURES
Adjustable clutch
and brake levers
reduce distance to
the handlebar by up
to six millimetres
over four levels – for
more safety and
control.
BMW F750GS
From £8540
853cc I 47bhp I 204kg
Licence needed A2 (with restrictor)
A GS can tackle any type of terrain.
With an A2 restriction option to limit
the power output, plus comprehensive
standard equipment such as ABS Pro,
Dynamic Traction Control, the F750GS is
one of the best beginner all-rounders
available.
BMW F900XR
From £9795
895cc I 47bhp I 219kg
Licence needed A2 (with restrictor)
An ideal blend of athleticism and
long-distance performance. Available
with A2 restriction, its upright
ergonomics and protection mean it’s
as well-equipped for spirited,
all-conditions riding as it is for touring.
69

Get the right bike
KTM
NAKED THRILLS
KTM’S 125 DUKE OFFERS FUN IN BOTH TOWN AND TWISTIES
KTM
125 Duke
£4499
www.ktm.com
Engine: 125cc single cylinder Power: 15hp Torque:
8.8 ft lbs Dry weight: 139kg
Seat height: 830mm
Licence: A1
POWERFUL PERFORMER
The 125cc four-stroke motor
delivers across the rev range while
the six speed gearbox allows the
125 Duke to punch well in built-up
areas. It then stretches its legs out
of town but with low fuel
consumption you can keep your
focus on the ride.
ABOUT THIS BIKE
This may be the entry point into
KTM’s Duke range, but don’t think
that the 125 Duke hasn’t got the
same attitude as the bigger bikes in
the range. Quality components,
snarling design and the same intent
as its brethren mean that the 125
Duke delivers fun and confidence in
equal measure. With features like
the Bosch ABS system, LED
headlight, TFT display and Bluetooth
connectivity, this is a serious player.
START TO RIDE
You can get on a KTM before you
even apply for a licence! KTM has a
range off off-road experiences that
can get you up to speed away from
the pressures of the road. Learning
skills in the dirt pump up your
confidence levels so that the
transition to the road is made so
much easier. KTM Experiences can
combine non-riders with riders to
form a perfect day with friends or
family. www.ktm.com/
offroadexperience.
70

HIGH TECH BRAKES
The 125 Duke was the first bike to offer ABS in its
class, and constant development means that this is
the most effective braking package in the market,
with a two-channel Bosch ABS system backing up
the four-piston ByBre caliper for a powerful and
progressive braking package.
WHO ARE KTM?
Advertisement feature
OTHER
KTMs TO
CONSIDER
HELPFUL TECH
The KTM 125 Duke
is packed with
helpful technical
components, like a
crystal clear colour
TFT dash with
Bluetooth
connectivity, LED
lights for improved
night vision, quality
upside-down WP
forks and quality
Metzeler M5 tyres to
keep you glued
to the road.
KTM is Europe’s largest
motorcycle manufacturer, making
over 300,000 bikes a year. Based
in Austria, the firm is famous for
winning almost everything on
dirt, but now racking up wins in
MotoGP there’s no limit to KTM’s
competitive ambitions. With
nearly 50 dealers in the UK,
you’re never far away from
looking at the complete range,
from the kid’s motocross rides to
the incredible 1290 Super Duke R.
KTM RC 125
£5049
125cc I 15hp I 147kg
Licence needed A1
An all-new chassis for 2022 means that
the KTM RC 125 has a new competitive
edge. With a kerb weight of just 147kg
and crisp, well-delivered power, it
loves life in the turns – A2 licence
holders can check out the new RC 390.
FINANCE
The KTM website allows you to
build your own official KTM
Finance quote with lots of options
on deposit, finance length and
mileage, which you can then take
to a KTM dealer to submit. It’s a
quick and easy way to ownership
– either through PCP or
Conditional Sale depending on
what suits your situation best.
KTM 390 DUKE
£5149
373cc I 43hp I 150kg
Licence needed A2
The KTM 390 Duke is the bigger
brother of the 125 model, meaning
that you get more power at your
disposal. If you have an A2 licence it’s
a machine to hone your skills on,
offering a dynamic, exciting and
lightweight package for you to exploit.
KTM 390 ADVENTURE
£5999
373cc I 43hp I 158kg
Licence needed A2
Want to tame the rough stuff? The
updated 2022 390 Adventure is built
with experience of life in the dirt,
packed with Dakar-winning knowledge
and is a user-friendly trail muncher for
you to explore the road less travelled.
71

Get the right bike
Husqvarna
STREET
SMART
SINGLES
HUSQVARNA’S SVARTPILEN OFFERS STYLE
AND SPORTINESS
ABOUT THIS BIKE
PUNCHY POWER
Powering the Svartpilen 125 is a modern fuelinjected,
liquid-cooled, single-cylinder
4-stroke 125 cc motor that sips fuel. The
compact engine provides impressive power
and delivers an impressive character suited
both urban riding and life on the open road.
Husqvarna’s impressive Svartpilen
125 puts the rider at the heart of
the action. With an upright riding
position, lightweight chassis and
smooth single cylinder motor you
gain confidence with every mile
ridden. And what about that
look? The rugged design blends
classic lines with modern design
to create a style all of its own.
And it’s a look that works well in
the middle of the urban mix or
out of town.
72

Husqvarna
Svartpilen 125
£4499
husqvarna-motorcycles.com
Engine: 125cc single cylinder Power: 15hp
Torque: 8.8 ft lbs Kerb weight: 146kg
Seat height: 835mm Licence
needed: A1
BRAKING GOOD
The ByBre stopping system
features a big 320mm front
disc, 230mm rear disc and high
quality calipers to ensure
braking is progressive and
effective. The state-of-the-art
Bosch ABS system ensures that
technology is backing up your
braking should you need
additional support.
WHO ARE HUSQVARNA?
Husqvarna Motorcycles is the
second oldest motorcycle
manufacturer still producing bikes,
having built its first bike in 1903
– and producing over 60,000
motorcycles last year. Owned by
KTM since 2013, the firm’s history in
offroad is supported by a growing
contemporary street range, with
the Svartpilen and Vitpilen models
joined in 2022 by the new Norden
901 adventure machine; the firm’s
first twin cylinder street bike.
FINANCE
All Husqvarna Motorcycles dealers
will be able to construct a suitable
finance quote using the official
finance partner, Husqvarna Finance.
Be it a flexible PCP option or a
Conditional Sale quote to suit your
circumstances, dealer staff will be
able to tailor a package to suit.
GRIPPING STUFF
Too often, small capacity bikes have rubbish rubber.
The Svartpilen 125 boasts some of the best in the
form of Pirelli Scorpion Rally STR tyres to offer
exceptional grip. They’re prised onto a set of 17-inch
wire rims that really look the business.
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OTHER
SUITABLE
HUSQVARNAS
HUSQVARNA SVARTPILEN 401
£5249
373cc I 43hp I 152kg
Licence needed A2
The Svartpilen 401 makes use of its
lightweight and punchy engine to
navigate side streets, before taking
off into the country to find action.
A2-compliant, the 373cc motor is fun
and easy to use, while its striking lines
are simultaneously classic and modern.
HUSQVARNA VITPILEN 401
£5249
373cc I 43hp I 151kg
Licence needed A2
The light weight and immersive riding
position of the Vitpilen 401 guarantee
helmet-hidden smiles. You don’t ride it
as much as guide it with feather-light
inputs. It reacts to the smallest
response, moves at the lightest touch
and feeds back every road texture
through low-slung bars.
HUSQVARNA SUPERMOTO 701
£9349
693cc I 74hp I 148kg
Licence needed A2
How good does this look? Husqvarna’s
Supermoto 701 can be A2 restricted,
giving you access to one of the most
focused bikes around. The Supermoto
styling and extreme light weight make
for an hilarious combination.
73

Get the right bike
Yamaha
LEARNING
WITH STYLE
YAMAHA’S NEW XSR125 COMBINES UP-TO-DATE
PERFORMANCE WITH TIMELESS STYLE
POWERFUL BRAKES
Fitted with a 267mm disc at
the front and a 220mm disc
at the rear, the system offers
smooth and progressive
stopping power and ABS for
peace of mind.
LED LIGHTING
Cuts through the darkness.
Compact, light and
maintenance-free using the
latest LED technology for
the headlight and tail light.
See and be seen.
ABOUT THIS BIKE
New for 2021 the XSR125
combines timeless looks,
with big-bike features to
produce a street machine
with character and style. It
uses the same single cylinder
engine (with Variable Valve
Actuation) as the bestselling
R-125 and MT-125
models delivering strong
performance and lively
acceleration. Specification is
top notch with a strong and
light Deltabox frame,
upside-down forks, front and
rear disc brakes with ABS,
LED lighting and round LCD
instrumentation.
CLASS-LEADING ENGINE
The ultra-modern, best-in-class single
cylinder engine is fitted with Yamaha’s
clever Variable Valve Actuation system for
strong low down and top end power. It’s
Euro5-compliant for minimal emissions
with excellent economy, plus low
maintenance and proven reliability.
74

Yamaha
XSR125
£4451
yamaha-motor.co.uk
Engine 124cc, single cylinder Power 14.7bhp
Torque 8.5lb.ft Wet Weight 140kg
Seat Height 815mm Licence A1
WHO ARE YAMAHA?
Founded in 1955 the famous tuning
fork logo of Yamaha Motor is
instantly recognisable and the
company has produced many iconic
machines during its 67 years.
Renowned for quality, reliability and
innovation, Yamaha produces
machines which stir the soul and are
rewarding to ride. While you benefit
from their race winning technology
and award-winning designs.
YAMAHA MOTOR FINANCE
The new XSR125 can be purchased on
a PCP scheme or a regular Conditional
Sale finance package with YOU
Yamaha Motor Finance from as little
as £49 per month. And Yamaha
Genuine Accessories can be added
into the finance package too meaning
you can personalise your new XSR125
and ride away on the ideal machine
to suit your needs.
Finance Example:
XSR125 on YOU Finance Personal
Contract Purchase
Deposit: £1045.50
Monthly payments: 36 x £49.00
Optional final payment: £2317.50
Total amount payable: £5127.00
Advertisement feature
OTHER
YAMAHAS TO
CONSIDER
YAMAHA NEO’S
£3005 (inc. OZEV grant)
50.4V 19.2Ah I 3.35bhp I 90kg
Licence needed AM
Comfortable, agile and easy to ride,
this new generation Yamaha electric,
50cc moped equivalent, scooter is
powered by a lithium-ion battery and
driven by a hub-mounted electric
motor that gives you strong and
controllable acceleration.
YAMAHA TRICITY 300
£7905
292cc I 27.6bhp I 239kg
Licence needed Car
This three-wheel scooter can be ridden
on a car licence and therefore offers a
perfect alternative for drivers looking
to free themselves of traffic and
parking problems without the need to
take a motorcycle test.
YAMAHA MT-07
£7005
689cc I 73bhp I 196kg
Licence needed A
When you’re ready to move up to a
full motorcycle licence, the MT-07 could
be the perfect first big bike. Already a
best-seller across Europe the MT-07
has received universal praise for its
lively twin-cylinder engine and
well-balanced chassis.
75

Get the right bike
Triumph
IT’S A
TRIUMPH!
ICONIC BRITISH BIKES FOR ALL TYPES OF RIDER
CLASS LEADING
TECHNOLOGY
Including TFT display, full
LED lighting, road and rain
riding modes, ABS and
switchable traction control,
offering maximum rider
safety and control.
ABOUT THIS BIKE
Recently launched, the Tiger
Sport 660 has kicked up
some serious dirt in the
middle weight adventure
bike sector. As well as being
equipped with the most
powerful engine in its class,
the small but mighty Tiger
offers the highest level of
specification, the lowest cost
of ownership and can be
made A2 compliant. All of
which put the Tiger Sport
660 in good footing to
become Triumph’s flagship
sports tourer.
ACCESSIBILITY
Sculpted 17 litre fuel tank offers excellent
range and a narrow stand over width
combined with height-adjustable screen
and low seat option delivers comfort and
accessibility to all riders.
76

Triumph
Tiger Sport
660
From £8550
triumphmotorcycles.co.uk
Engine 660cc inline triple Power 80bhp Torque
47lb.ft Wet weight 206kg Seat height
835mm Licence A (and A2)
WHO ARE TRIUMPH?
First established in 1902, this year
Triumph Motorcycles celebrates 120
years of motorcycle manufacture. For
more than three decades, Triumph
Motorcycles has been based in
Hinckley, Leicestershire, and has
produced iconic bikes that perfectly
blend authentic design, character,
charisma and performance, including
the Bonneville T120, Tiger 1200 and
Speed Triple 1200 RR.
FINANCE
Finance options are available for all
Triumph models in the form of
Triumph TriStar – a flexible finance
product allowing you to choose
between Personal Contract Purchase
(PCP) or Higher Purchase (HP). The
TriStar finance calculator is available
through the Triumph website, so you
can obtain a quote and see just how
affordable your next bike is.
For more information visit www.
triumphmotorcycles.co.uk/
motorcycles/finance
LOW COST OWNERSHIP
Lowest service workshop
cost in its category, classleading
10,000 mile or 12
months service interval and
two-year unlimited mileage
warranty, with the option
to extend.
Advertisement feature
OTHER
TRIUMPHS TO
CONSIDER
TRIUMPH TRIDENT 660
From £7495
660cc I 80bhp I 189kg
Licence needed A (A2 adaptable)
Bringing fun and accessibility to
Triumph’s Roadster family. The exciting
middleweight is designed to deliver
unique triple engine performance,
class-leading technology and handling
and a competitive price, introducing a
whole new dimension to a new
generation of Triumph riders.
TRIUMPH STREET TWIN
From £8595
900cc I 64bhp I 216kg
Licence needed A2
As Triumph’s best-selling Modern
Classic, the Street Twin delivers
character, capability and fun to the
most experienced rider, while its low
seat height and comfortable, upright
riding position and A2 licence
compatibility make the Street Twin
accessible to a wider rider audience.
TRIUMPH STREET TRIPLE RS
From £10,995
765cc I 121bhp I 166kg (dry)
Licence needed A
Fast, fun and agile, the Street Triple RS
sets a new benchmark for
performance and easy, dynamic
handling. Bringing attitude to every
day riding, the middleweight roadster
combines addictive performance with
category-leading specification making
it addictive both on road and track.
77

Get the right gear
This Year’s Best Kit
THIS YEARS
BEST
KIT
FEBRUARY 2021
SPORTS-TOURING
HELMETS
SHOEI GT-AIR II FROM £449.99
www.shoeiassured.co.uk
The GT-Air II was the quietest in the
test as well as comfortable. It comes with a
drop-down sun visor and vents at the chin
and top of the head.
ALSO RECOMMENDED
HJC RPHA 70 Carbon £449.99
APRIL 2021
VISOR RAIN
REPELLENTS
NIKWAX VISOR PROOF £4.49
www.trespass.com
A good performance from an environmentally-friendly
product. It worked very well at dispersing water. Not
quite the best performing in the test but it was the
second-cheapest and by far the least harmful.
Sister magazine
RiDE tested lots
of new kit last
year. Here’s its
‘best of the tests’
MARCH 2021
BATTERY-POWER
HEATED GLOVES
FURYGAN HEAT BLIZZARD £269.99
www.furygan.com/en-GB
These were an excellent fit, supple and had a
soft, plush lining. They worked well on the
bike, with good feel for the controls and kept
cold at bay.
ALSO RECOMMENDED
Five HG3 £229.99
SPRING 2021
ADVENTURE BIKE
SCREENS
MRA VARIO X-CREEN £185.20
www.bikehps.com
The MRA screen comprised a main unit larger
than the standard BMW GS screen with an
adjustable spoiler.
ALSO RECOMMENDED
Wunderlich Marathon £239
Powerbronze Flip £98
MAY 2021
MOTORCYCLE
WAXES
WD-40 MOTORBIKE
WAX & POLISH £8.79
www.wd40.co.uk
Went on well and gave a shiny
finish. Brought paint up nicely
and beaded water.
ALSO RECOMMENDED
Muc-Off Speed Polish
JUNE 2021
SPORTY
ROAD TYRES
MICHELIN POWER 5 £284 (PR)
www.michelin.co.uk
METZELER SPORTEC M9RR £277 (PR)
www.metzeler.com
There was no ‘RiDE Best Buy’ here but two
‘RiDE Recommended’ products. The Michelins
gave great feel and confidence while the
Metzelers were slightly more stable and with
similar ride quality.
ALSO RECOMMENDED
Ipone Visor Rainoff £5.29
78

JULY 2021
RUCKSACKS
ALPINESTARS
TECH AERO £164.99
www.infinitymotorcycles.com
Not cheap but a very well-made —
and thought-out — piece of luggage
that should work for all riders and
on all bikes, from tourers to sports.
ALSO RECOMMENDED
Shad SL86 £60.99
Kriega R25 £149
AUGUST 2021
SUMMER
BASELAYERS
KNOX DRY INSIDE
£89.98 (PAIR)
www.planet-knox.com
Soft and silky with a looser, against-the-skin
design, comfortable on the bike and felt like
they dissipated moisture very well indeed.
ALSO RECOMMENDED
Forcefield Tech 2 £119.98 (pair)
SEPTEMBER 2021
SUB-£200
SPORTY BOOTS
TCX RT-RACE £199.99
www.nevis.uk.com
A boot that is at home on the circuit as the
road; great fit, comfort and feel with
protection and confidence.
ALSO RECOMMENDED
Spada Curve Evo £119.99
OCTOBER 2021
BUDGET
TEXTILE SUITS
OXFORD MONTREAL
4.0 SUIT £289.98
www.oxfordproducts.com
Packed with features, stylish to wear and less
than £300, the fourth-gen
Montreal deserves the Best Buy.
ALSO RECOMMENDED
Richa Phantom 2 J/Colorado T £339.98
Weise Core £244.98
NOVEMBER 2021
SUB-£100
SOCKET
SETS
GEDORE RED £92.99
www.gedoretools.co.uk
LASER ALL-DRIVE £83.38
www.toolconnection.co.uk
SIEGEN S0912 £88.14
www.sealey.co.uk
No overall winner as three sets each did a
great job but in different ways. None would
disappoint though.
DECEMBER 2021
SINGLE-LAYER
RIDING JEANS
KNOX SHIELD £249.99
www.planet-knox.com
BULL-IT TACTICAL ICON £139.99
www.bull-it.com
As the winning products are no longer
available, these two are the Recommended
options. The Knox gave the best protection in
the test while the Bull-Its also do well with a
lower price and Level-2 armour.
JANUARY 2022
CHAIN CLEANERS
OXFORD PRODUCTS CHAIN
CLEANER £8.99
www.oxfordproducts.com
Well priced and effective,
Oxford Products’ chain cleaner
did exactly what was asked of
it and was simple to use.
ALSO RECOMMENDED
WD-40 Motorbike Chain
Cleaner £8.49
Sportsbikeshop Chain
Cleaner £4.99
79

Get the right gear
Safety standards explained
HOW TO PICK THE
SAFEST
BIKE KIT
STANDFIRST 1 STANDFIRST 1 STANDFIRST 1 STANDFIRST 1
STANDFIRST 1
Understanding motorcycle safety gear can be a mystery – here's
what it all means
80

Motorcycle clothing has to do all
manner of different jobs – it has
to fit right, look good, keep you
warm and dry etc – but its most
fundamental role of all is to
provide protection. But how can
you tell how sturdy a pair of
boots is? Or how strong the
seams are on a set of gloves? Or
how well the armour in a jacket you might
be interested in absorbs impacts?
Thankfully, assessing how much
protection a piece of bike kit offers is now
easier than ever. You don’t have to know
what safety stiches are or how the abrasion
resistance of kangaroo leather compares to
that of cowhide. You just need to know
where to look.
It’s all down to the fact that virtually all
motorcycle clothing is now considered
Personal Protective Equipment. Since April
2018 it’s been a legal requirement for all
such kit sold in Europe to be tested by an
independent testing facility, certified by a
certification body and bear CE marking. If
you can decode the marks, symbols and
labels, you’ll be able to tell basic kit from
clothing offering maximum safety. After
that, the final choice is all yours. So, here’s
what you need to know:
What does ‘CE approved’ actually
mean?
Here’s the technical answer. All
motorcycling apparel has to conform to
PPE Regulation 2016/425, set by the
European Parliament in 2016. That means
it needs to be tested by an independent
accredited laboratory, certified by a
Notified Body and bear CE marking. This
is a legal requirement that still applies
irrespective of Brexit.
Here’s our informal advice: The phrase
‘CE approved’ is often thrown about in the
hope it implies a level of superior quality.
Don’t fall for it: often ‘CE approved’ just
means something meets the minimum
standard to be sold as motorcycle clothing.
Almost everything is ‘CE approved’,
because it has to be. If a piece of armour, a
pair of gloves or a set of boots don’t meet
the appropriate CE standard or carry the
correct marks, they can’t legally be sold as
bike kit.
Does everything I buy have to be CE
approved?
Almost everything. Jackets, trousers, oneor
two-piece suits, gloves, footwear and
armour are all covered by the PPE
regulation, with two key exceptions.
The first is rainwear. If a product has no
other purpose than to keep wet weather
from the rider – eg a thin oversuit – it’s not
covered by the PPE Regulation. However,
if it’s fitted with impact protectors, or even
is able to have them fitted, it is considered
PPE and therefore must be tested, certified
and CE marked.
The second, rather surprisingly, is
helmets. ‘Lids’ aren’t covered by the PPE
Regulation because they have historically
been subject to different international
regulations. So while they’re not considered
PPE, there are separate legal requirements
and CE standards that cover their use.
Does everything I wear have to be
CE approved?
No. The PPE Regulation covers the sale of
motorcycle clothing, not the use of it. So
long as you’re using an approved crash
helmet, legally you can wear anything else
you choose.
Doesn’t Brexit change all this?
Not really. The PPE Regulation has been
copied into UK national law and amended
accordingly, ensuring the obligations are
effectively unchanged by Brexit.
The main change riders can expect to see
is that the CE mark will either be joined by
or replaced with a new UKCA mark
(UKNI mark in Northern Ireland).
Motorcyclists’ PPE will continue to be
tested to the same standards, but in almost
every case it will be both CE marked and
UKCA/UKNI marked.
So, what should I look for?
Most riding kit sold by established,
credible UK retailers will meet the
necessary standards, because these are
legal requirements. But if you’re not sure
and want to check a particular piece of kit,
there are four key identifiers which should
be present on genuine tested and certified
motorcycle clothing:
» The presence of the CE mark
» The presence of the official pictogram
» The manufacturer’s instructions for
use which must be supplied with the
product
»The manufacturer’s Declaration of
Conformity, which can either be a printed
version supplied with the product, or
accessible via a web page link included in
the manufacturer’s instructions for use.
The instructions for use must explain,
for example, how the product was tested,
and the results achieved. The Declaration
of Conformity must reveal the certificate
number that covers the product and details
of the issuing Notified Body. If either of
these is not available, or if any legally
required information is missing, then the
product may not be genuinely tested and
certified – so beware.
You can check the authenticity of a
product’s certification by contacting the
Notified Body whose name appears on the
documentation. Some offer a search facility
on their websites, while others will respond
to emails.
81

Get the right gear
Safety standards explained
HELMETS
A motorcycle ‘lid’ might not be classed as
Personal Protective Equipment, but it’s the
only piece of kit you have a legal obligation to
wear while riding. For a helmet to be legal in
the UK, it has to meet UN Regulation No 22
– also known as ECE 22.05 (soon to be
replaced by UN ECE 22.06).
Providing you’ve bought your helmet from
a reputable UK or European-based retailer,
chances are high that it meets this
standard. But if you’ve bought online,
perhaps from the US or Far East, it’s
possible it isn’t legal on
UK roads.
Checking this is easy.
Lids meeting ECE
22.05 will feature a
type approval mark: a
capital E in a circle,
followed by a number
representing the country
where the approval was
granted. It’s commonly
found on a white label
on the helmet’s
chinstrap.
However, ECE 22.05 is
only a minimum
standard. It doesn’t
reveal whether a helmet
FOR BASIC
PROTECTION
All road-legal helmets meet ECE
22.05, ensuring a minimum
standard of protection
FOR MAXIMUM
PROTECTION
A lid earning a five-star Sharp
rating has demonstrated
superior energy absorption
across a wider range of
impacts.
just scraped through or passed with flying
colours. This makes it impossible for
customers to compare protection levels of
two lids. Whether a helmet costs £50 or
£750, it just has to meet this single standard.
Sharp, launched by the Department for
Transport in 2007, is an initiative designed
to give a more in-depth picture of a
helmet’s protective qualities. For each
helmet tested by Sharp, multiple samples in
a range of sizes are subjected to 32 impacts
using various speeds and surfaces. It’s a far
more rigorous and
tougher set of tests than
ECE 22.05. The results
are distilled to a userfriendly
star rating out
of five. Sharp has its
limitations, most
notably that not every
helmet gets tested, but
they continue to add
new lids all the time.
You can see results of
the 480+ helmets tested
so far at www.sharp.
dft.gov.uk – and we
recommend you do, as
some of the outcomes
are quite surprising.
A helmet can be high
quality and
comfortable but that
doesn't necessarily
guarantee high safety
82

“The CE mark on the
label shows it's to
standard, the A
denotes how high”
JACKETS, TROUSERS,
JEANS & SUITS
Whether one-piece or two-piece, leather,
textile or denim, all riding garments have
to be tested to an established clothing
standard. Frustratingly, this is where things
get confusing, because when it comes to
jackets, trousers and suits, there’s more
than one standard.
EN17092 is the newest, so an increasing
number of garments carry this CE mark.
Impact abrasion resistance, tear strength
and seam strength are all tested, with the
results earning one of five scores based on
how protective they prove.
These are:
AAA The highest level of protection
against the highest level of risks.
AA The second-highest level of protection,
against the risks of the greatest diversity of
riding activities.
A The third-highest level of protection,
expected to have the least ergonomic and
weight penalties.
B Specialised garments that provide
‘A’-standard abrasion protection, but
without impact protection.
C Garments designed only to hold impact
protectors in place.
FOR BASIC
PROTECTION
All garments certified as PPE
should offer some protection.
Even a basic ‘A’ rating under
EN17092 means it’s been tested
to an established, well-defined
standard.
FOR MAXIMUM
PROTECTION
Garments scoring a Level 2
rating under the old EN13595
standard are now rare. Today's
most common highest standard
is a AAA rating under EN17092.
This scale lets riders make informed
choices about the protection of the kit they
buy. Confusingly though, EN17092 isn’t
the only way a garment can be ‘approved’
as PPE…
EN13595 preceded EN17902, yet experts
consider it a higher standard. For example,
its requirements for abrasion resistance
have been calculated as being over 70%
higher than EN17092 AAA in the areas at
highest abrasion risk. EN13595 assesses a
garment in three areas: abrasion resistance;
impact cut resistance; and seam strength,
with each awarded a rating of either Level
1 (basic pass) or Level 2 (higher
protection).
Other specifications also exist. A ‘French
Protocol’ has been used by several brands
(eg Furygan and Bering), confusingly
offering protection somewhere around
EN17092 AA. There are others (eg Rukka)
whose garments are certified as PPE by a
notified body from their home country.
There can be legitimate reasons for
products being tested to an alternative
specification, but it can leave customers
unable to compare the relative offered
when they’re not tested to the same
standard.
83

Get the right gear
Safety standards explained
BOOTS
All motorcycle footwear now comes with a
decent amount of information detailing its
protection. As part of being assessed to the
latest standard (EN13634:2017) boots are
tested for:
1 Height
2 Impact abrasion
resistance
3 Impact cut
resistance
4 Transverse
rigidity (resistance
to sideways
crushing).
In each area a boot
receives either a Level
1 (basic protection) or
Level 2 (higher
protection) rating.
Those scores are
included, in order, on a
boot’s label. Look for
the four-figure
sequence of 1s or 2s on
or near the pictogram.
FOR BASIC
PROTECTION
All boots have to earn a “1111”
standard as a bare minimum.
FOR MAXIMUM
PROTECTION
Boots with “2222” plus “IPA”
and “IPS” ratings ensure the
most protection.
The first number will show the score
awarded for height (1 = short, 2 = tall). The
three other scores reveal the level of
protection demonstrated in the technical
tests: the second digit shows abrasion, the
third is cut resistance, the fourth is rigidity.
So a ‘1111’ score means a short boot with
basic protection in all three tests; a ‘2222’
score means a tall boot with the highest
levels of protection.
Boot labels also include
further information
about their features in
the form of short codes:
IPA impact protection to
the ankles
IPS impact protection to
the shin
WR resistant to water
penetration
FO soles with resistance
to fuel and oil
SRA/SRB/SRC soles with
slip resistance under
different conditions.
GLOVES
All motorcycle gloves are tested to the
same standard (EN13594:2015) and will
carry a label confirming this. Gloves are
assessed to different criteria, including:
1 Cuff length
2 Resistance to removal when
fastened
3 Tear strength
4 Seam strength
5 Cut resistance
6 Impact abrasion resistance
7 Impact protection to knuckles
Gloves satisfying the basic Level 1
protection will show a ‘1’ in the pictogram
on the label. Those also offering tested
knuckle protection display ‘1 KP’. The
highest rating for gloves is ‘2 KP’,
indicating they meet the tougher Level 2
pass criteria for all of the above areas.
Also note that CE-approved gloves are a
legal requirement for riding a motorcycle in
France, including pillions.
FOR BASIC
PROTECTION
All gloves should meet Level 1
as a bare minimum – but check
the label to be sure.
FOR MAXIMUM
PROTECTION
Gloves with a “2 KP” rating
remain relatively rare, but offer
the highest levels of safety.
84

'––
“You might
need to take
the garment
apart and pull
the armour out
to check”
ARMOUR
We call it armour, but to people who write
the rules they’re 'limb joint impact
protectors'. Whatever you call it, it has to
meet the criteria defined by standard
EN1621. The oft-heard 'CE approved
armour' is actually
almost meaningless,
because by definition all
armour is CE approved.
If it isn’t, it can’t legally
be called, sold or
advertised as 'armour'.
But that doesn’t mean
all armour is equal.
First, there are different
types for different body
parts:
S (shoulder)
E (elbow)
H (hip)
K (knee)
L (lower leg / shin)
K+L (knee & shin)
All of these can be sized
as either Type A
(smaller) or Type B
(larger). While back
protectors have their
own classification:
FOR BASIC
PROTECTION
All armour has to meet at least
the Level 1 standard, but it’s still
a good idea to check to sure.
FOR MAXIMUM
PROTECTION
Armour showing “2 T+ T-” will
offer maximum protection
across the widest range of
temperature conditions.
FB: (full-length protection);
CB: (centre-back protection only)
LB: (lower-back protection only).
All armour is impact-tested and gains
either a Level 1 (basic)
or Level 2 (higher)
rating for its ability to
absorb energy. It’s tested
at ambient temperature
but can also be tested at
high and low
temperatures to indicate
the protection provided
when hot or cold. Those
passing the ‘hot’ test
(40°C) get a T+
marking; the ‘cold’
(-10°C) T- .
The pictograms
revealing these results
are either moulded into
the armour itself, or on
a label which is useful,
but might mean you
have to take the
garment apart and pull
the armour out to check
for sure.
85

Get the right gear
Helmets
1 Do some
basic checks
A helmet should not slip on
effortlessly and instantly —
that’s a sure sign it’s too big.
You want to feel some
resistance as you pull the
helmet down onto your head.
Once in place the helmet should
be close-fitting, with an even,
gentle snugness all the way
round your head, while
cheekpads should be making
firm contact with your cheeks.
It definitely shouldn’t be loose
like a hat, but equally shouldn’t
be tight enough to cause any
pain or pressure points.
2 Push it back
Do the strap up tight — it should
be flush to your chin leaving no
slack so you shouldn’t be able
to get more than a finger or
two in the strap. Grab the
chinbar with both hands and
try to push the helmet up while
keeping your head still. Some
movement with your skin is fine
but if the helmet slides around
or the chinbar blocks your
eyeline, it’s too big.
3 Pull it down
Next, reach up and behind your
head to hold the back lip of the
helmet with both hands and try
to roll it forwards, as if you
were trying to pull the helmet
off the front of your head.
Again, you’d expect it to move
slightly but the helmet shouldn’t
move so much that the top of
the visor aperture travels so
far down your forehead that it
covers your eyes.
4 Move it from
side to side
Return the helmet to its normal
position and then, holding the
chinbar again with both hands,
try to twist it to the left and the
right around your head, all the
while holding your head still
inside the helmet. Lateral
movement should be minimal
— any slack in this area could
affect the helmet’s ability to
protect you in the event of an
accident.
5 Roll it
sideways
Finally, try to roll the helmet
sideways off the top of your
head — as if trying to pull your
ear down towards your
shoulder. The helmet should
only rotate a few degrees off
vertical. If all is still well at this
point, keep wearing the helmet
around the shop for at least
five minutes, ideally 10. It
should leave no obvious marks
when you take it off.
MAKE SURE YOUR
HELMET FITS
THE FIVE STEPS YOU SHOULD TAKE TO ENSURE YOU GET THE RIGHT LID
86

Get the right gear
Shark
HEADS ABOVE
THE REST
TREAT YOURSELF TO ONE OF THE BEST HELMETS
WITH SHARK’S SPARTAN RS
TRUE VERSATILITY
Inspired by high-performance sport
motorcycles with an aerodynamic
profile that minimises drag,
buffeting and external noise caused
by mid to high speeds, the Spartan
RS is a truly versatile helmet, perfect
for all kinds of riding.
ABOUT THIS HELMET
Brand new for 2022, the Spartan RS
surpasses the industry’s safety
standards and meets the latest 22.06
UNECE requirements. Packed with
everything you need for a
comfortable, stylish and protected
ride, the Spartan RS is a perfect riding
companion. Choose from five colour
options, with an RRP £299.99,
available in sizes XS-XXL with two
shell sizes.
88

MAXIMUM VISIBILITY
Fitted with an Optical Class 1 visor
with a four-point anchoring system,
the variable thickness removes any
visual distortion and the Pinlock
120 Max vision insert stops the
visor from fogging up - providing
maximum visibility.
WHO ARE SHARK?
Advertisement feature
OTHER SHARK
HELMETS
SHARK Helmets were founded in
1989 by former professional racers
in Marseilles, France. SHARK Helmets
seek to push the technical
boundaries while still exceeding the
required safety standards. They
provide innovative helmet designs
with top specifications. SHARK
Helmets designs and produces the
highest quality helmets in style,
safety, comfort and fit.
SKWAL 2
From £209.99
Available in sizes XS-XL
The innovative Skwal 2 has a built-in,
rechargeable LED light system, an
optimised aerodynamic shell with an
anti-scratch main visor with a Pinlock
70 Max Vision® and an UV380-labelled
internal sun visor as standard.
LUXURY LINING
The lining of the
helmet features
luxurious, perforated
suede padding, along
with ALVEOTECH
sanitised-labelled
textiles with antibacterial,
anti-sweat
and anti-odour
properties, to keep
your helmet smelling
and feeling clean even
in the summer
months. Optimised
ventilation helps
improve breathability
and keep you cool.
D-SKWAL 2
From £179.99
Available in sizes XS-XL
The stylish D-Skwal 2 offers
aerodynamic attributes enhanced by
its spoiler, a new ventilation system
and provides high levels of protection
thanks to its injected thermoplastic
resin shell with a micro-lock buckle
system for a secure fit.
RIDILL
From £99.99
Available in sizes XS-XL
Benefitting from SHARK’s 30 years of
experience but under £100 the Ridill.
has a thermoplastic resin shell,
scratch-resistant Pinlock-equipped
visor, integrated sun visor, optimised
ventilation, removable and washable
lining and is available in a variety of
plain and graphic options.
89

Clinic Tips
Building skills
IMPROVE
‘SHAKE OFF THE L-PLATES’
NEW RIDER GARETH EVANS WANTS TO BUILD HIS
SKILLS NOW THAT HE’S PASSED HIS TEST
THE STUDENT
Gareth Evans,
36, Northants
Gareth’s problem: “My
riding until now has been
geared to passing the test.
Now I’m keen to start
learning how to become a
better rider.”
THE LESSON
THE TUTOR
Mark Edwards,
Rapid Training
Mark’s plan: “I’m going to
give Gareth a few more
advanced riding tips so
that he can shake off his
learner habits and become
a smoother rider.”
1 2
Start to move about in
your lane more
Schools teach to stay in a lane’s centre but advanced riders
should move around to maximise the view. Ride where a
car’s wheels would be, depending on the upcoming corner.
Become an observation master
Don’t do ‘lifesavers’ every time you move. They
take your eyes off the road. Instead, develop awareness by
constantly scanning mirrors. Only ‘lifesave’ if not sure
what’s behind.
90

HOW TO BECOME
A BETTER RIDER
PROGRESS
REPORT
3. PLAN AHEAD
Coordinate vision and
awareness to plan of how to
tackle a hazard before you
reach it. This allows you to
be decisive.
2. USE MIRRORS
Use constant observation to
boost your awareness. Only
do a lifesaver if you think
you’ve missed something.
1. DON’T STAY PUT
You have three positions in
your lane you can place your
bike: centre, or over to the
left or right depending
on the hazard.
4. LEARN MORE
If you have a near miss
or wobble, analyse what
happened. Be self critical and
see if you could’ve done
anything differently.
5. PRACTICE PERFECT
There’s no substitute for
experience. As your bike
control becomes second nature,
you can devote more time
to roadcraft.
6. BRAKE POWER
Most stopping power comes
from the front so learn to
use it more as it’s the more
effective way of stopping.
‘L-plates are a
faint memory’
“You may think doing rider
training straight after
passing my test is a tad
‘previous’, but Mark’s
advice has had a massive
impact on my confidence.
Much of the guidance for
passing Module 2 focussed
on keeping out of trouble
– but at the expense of
making good progress. You
take every corner in the
middle of the road and it’s
foot-on-brake-pedal
whenever you come to a
halt at traffic lights. But
Mark showed me a style
of riding that embraces
the best thing about bikes:
freedom. My riding became
smoother and comfier and
I no longer felt such a fish
out of water. I’ve arrived
on two wheels and
L-plates are a faint
memory. Heartily
recommended.”
That’s better!
Mark says: “It’s true the
moment you pass your
test is the point when
the real learning starts.
Gareth’s only been riding
a short time but he has
good foundations and,
importantly, the right
attitude. The tips I’ve
given will make his riding
smoother and slicker but
also form the basis for
more advanced techniques
later. Once the actual
process of operating the
bike is second nature he’ll
be able to develop his
situational awareness and
road reading skills.”
3 4
Put your best foot forward (and
down)
When stopped at traffic lights, go into neutral both to rest
your clutch hand and prevent clutch wear. Put your right
foot down and have your left foot primed to select a gear.
Take the straight and narrow
Now you’ve passed your test, don’t feel you have to
diligently arc a roundabout in your ‘correct’ lane position. If
there’s no other traffic, ‘straight-lining’ can be the safest and
easiest way through as you’re able to keep the bike upright.
S C O R E S
BEFORE
AFTER
Observations 5/10 7/10
Planning 5/10 7/10
Positioning 5/10 8/10
Confidence 7/10 9/10
Smoothness 6/10 7/10
91

Clinic Tips
Tackle junctions properly
NERVES
‘JUNCTION WOBBLES
PUT ME OFF’
NEW RIDER MAGGIE DAY SUFFERS FROM NERVES
APPROACHING INTERSECTIONS
THE STUDENT
Maggie Day,
62, Leicester
Maggie’s problem: “I get
nervous at junctions and
feel a bit wobbly and
vulnerable. It gets so bad
that I often avoid going
out altogether so it’s a
vicious circle.”
THE LESSON
THE TUTOR
Mark Edwards,
Rapid Training
Mark’s plan: “I’ll analyse
Maggie’s approach and
give her solutions to make
her feel more in control so
nerves doesn’t have a
chance to creep in.”
Stopping short
1 Anxious about being able to stop in time, Maggie 2
isn’t reaching the Give Way markings at the edge of the
junction. Instead she pulls up short and then inches forward.
This makes her feel unstable and limits her view.
Slowly does it
Mark advises Maggie to lift her vision up to the
junction and ride up to the Give Way markings slowly by
rolling off the throttle and lightly applying the brakes. She
should aim to stop just before the white line.
92

HOW TO TACKLE
JUNCTIONS
PROGRESS
REPORT
Stopping at the Give Way
markings maximises your
view of the road, as well as
making you more visible
to other traffic.
1. LOOK UP
Looking down narrows
your field of vision and
makes you nervous. Keep
your eyes up towards the
approaching junction.
4. GET SECURE
Putting your left foot
down at a stop makes you
more secure and allows you
to cover the rear brake
if needed.
3. HIT THE MARK
DANGER ZONE
Stopping short and
then paddling up to the
junction puts you at risk of
losing your footing and
dropping the bike.
2. SMOOTH STOP
Approach the markings
slowly by rolling the throttle
and gently braking to bring
the bike to a controlled
stop.
‘I feel more in
control now I can
see more’
“Mark’s tips have made me
feel so much more secure
at junctions – especially
putting my left foot down
rather than balancing
between one or the other
and creeping up to the
Give Way markings. I feel
much more in control now
that I can see more so I’m
definitely getting there.
“My lack of confidence has
been getting me down and
is the reason I only ride
1000 miles a year. But I
invested thousands into
passing my test so I’m not
going to give up. I just
need to believe in myself
a bit more – although I
must admit that I had a
bit of a setback during a
recent trip to Belgium
when I had an accident on
the way home.
“Practice makes perfect so
I’m just going to keep at it
and find excuses to ride,
rather than reasons not to.
The lesson I’ve learned
today has definitely given
me a boost to get out
there and ride more.”
That’s better!
Mark says: “Nerves can
have terrible knock-on
effects on your riding. You
can break this cycle by
having a plan to busy your
brain. Boosting vision also
helps alleviate worry.
Maggie soon had more
control and confidence.
She just needs to keep
practising. She’ll soon feel
much better in general.”
Just put one foot down
3 Maggie was anxiously paddling towards the junction 4
using her feet. This actually made her more unstable. Mark
advised putting her left foot down would make her more
secure when she came to a stop at the junction.
Vision is everything
On a secure footing with vision maximised, Maggie
has the perfect platform to plan how and when to pull out
of the road junction. With her vision lifted towards where
she wants to go, she can smoothly and confidently pull away.
S C O R E S
BEFORE
AFTER
Observations 3/10 7/10
Planning 3/10 7/10
Positioning 5/10 8/10
Confidence 2/10 7/10
Smoothness 4/10 7/10
93

Clinic Tips
Improve cornering
CORNERS
‘SAFER AND SMOOTHER’
NEW RIDER REBECCA MUTLOW WANTS THE SECRET
TO GLIDING THROUGH BENDS
THE STUDENT
Rebecca Mutlow,
39, Northants
Rebecca’s problem: “I
threepenny-bit around
corners. I’m making too
many inputs and just can’t
figure out a way to glide
through in a smooth arc.”
THE LESSON
THE TUTOR
Mark Edwards,
Rapid Training
Mark’s plan: “Turning too
early and not turning hard
enough is a common
problem for many riders
and can result in too many
steering inputs.”
Don’t go into the bend too fast
1 Inexperienced riders can feel anxious on the 2
approach to a turn, worrying about how hard to brake, how
fast to go and whether their tyres will grip. In a hurry to
get the corner over, they often turn too early.
It all starts with good position
Approaching a right-hander, placing the bike
towards the left of the lane will extend your vision. Slow
the pace right down. It’ll feel too slow but be patient
because it will pay off as you reach the exit.
94

LEARN THE ART OF
SMOOTH CORNERS
TOO EARLY!
Initiate the turn too early,
and you’ll be in the kerb,
then out again, then back
again – ‘50-pencing’ the
corner.
4. SEE THE EXIT
As soon as you spot
the exit, make a firm and
positive input onto the inside
bar to set the bike into the
corner.
3. HEAD UP
Turning your head
towards the exit while your
bike’s still going straight will
help you work out when
to turn.
2. WAIT FOR IT
Resist the temptation to
turn in too early. It’ll feel
totally alien at first but
go with it, and keep
practising.
1. DON’T RUSH
Slow down before you
reach the corner. You will feel
that you are going too slowly
but don’t worry about that
for now.
PROGRESS
REPORT
‘It’s made a world
of difference’
“I must admit, when Mark
showed me where I should
be starting the turn
compared to where I was,
it made me hold my breath
on the entry to the corner
we were practising on, just
because my gut instinct
was screaming at me to
turn earlier. But turning
only when I could see the
exit of the corner has
meant that I’m no longer
taking numerous bites at
the corner, which has
made both me and the
bike feel so much more
settled. It’s meant that my
exit line is much safer too
– I’m coming out of the
bend in the middle of my
lane and not drifting close
to the centre line, or
running the risk of
standing up and running
wide. Prior to coming
today, I made an
investment in a set of
Michelin Road 5 tyres
which have transformed
how my bike feels and
also given me more
confidence to lean over.”
That’s better!
Mark says: “By slowing
down her corner entry
speed and also giving
herself more time to plan
ahead, Rebecca will now
be less inclined to want to
turn too early. Then, by
keeping calm, she can also
keep her vision lifted
towards the exit and begin
to turn deeper, thus
improving her exit line.”
Spot the exit and then turn
3 At a reduced speed, keep your line and run deeper 4
into the corner. Initiate your turn only when you can see
the exit. This will eliminate ‘50p cornering’ but you’ll have
to hold your nerve and not be tempted to go too early.
Take a safer line through
Turning later with positive input to the inside bar
puts the bike on a smooth arc in the middle of the corner,
away from the centre and safe from oncoming traffic. With
practise you’ll soon find smooth cornering comes naturally.
S C O R E S
BEFORE
AFTER
Observations 8/10 10/10
Planning 6/10 8/10
Positioning 5/10 8/10
Confidence 6/10 8/10
Smoothness 6/10 8/10
95

Clinic Tips
Master wet conditions
RAINING
‘BAD WEATHER HITS
MY CONFIDENCE’
MORE EXPERIENCED RIDER
ANDY JACKSON WANTS TO BOOST HIS
RIDING SKILLS IN THE WET
THE STUDENT
Andy Jackson,
38, Ruislip
Andy’s problem:
“Although I’m out on my
bike in all weathers, I still
lack confidence around
corners in the wet. Are
there any tips to help
me?”
THE LESSON
THE TUTOR
Mark Edwards,
Rapid Training
Mark’s plan: “Not many
feel completely at ease in
the wet, but there are
definitely techniques you
can use to feel safer and
more confident.”
Switch your vision on
1 Making sure you know what’s ahead is doubly 2
important in the wet. Keep your eyes up and looking
forward to give yourself time to assess the approaching
corner. Vision is knowledge and knowledge is confidence.
Compromise your position
Keep assessing the turn ahead: are there any
hazards like manhole covers or big puddles? You may have
to reposition to avoid them. Smoothly reduce speed by
rolling off power and gently applying both brakes.
96

HOW TO CONQUER
SOAKING CORNERS
TYRE CHOICE
Modern sports-touring tyres
are great in the wet but make
sure the pressures are correct
so they can work their
magic.
2. MIDDLE BETTER
Without surrendering forward
vision, try to ride on the crown
of the road as it’ll be the
driest part of the tarmac
in rainy conditions.
PUDDLE JUMPING
Avoid areas of standing
water – you don’t know what
lurks beneath. Potholes, manhole
covers, dead
badgers...
4. STAY OPEN
Don’t be tempted to close
the throttle, no matter how
slowly you’re going. Coasting
will rob you of feel and
control.
FEEL THE BIKE
Keep your arms relaxed and
squeeze the bike
with the inside of your calves
and thighs to gain more
feedback from it.
3. RIDE ‘MX STYLE’
Keep the bike as upright as
possible by consciously pushing
it away from you, MX style, at
the corner mid-point.
ANTI-LEAN
Put your bike on a line that
allows you to get around the
corner using minimal lean.
Square the corner off.
1. SEE MORE
Look as far ahead as possible
and fit a Pinlock to your visor
so that you can keep it locked
down to prevent drips and
steaming up.
PROGRESS
REPORT
‘I feel more in
control now I can
see more’
“I ride in all conditions year
round. I don’t mind a bit of
rain but, if I’m honest,
cornering in the wet is an
area I definitely wanted
more confidence with.
Our day had some of the
most treacherous conditions
I’d ridden in for ages –
which was perfect to brush
up on my wet weather
riding skills.
“We all know in the wet
you need smooth braking,
acceleration, less lean angle
etc but Mark helped me
read the road with huge
attention to detail so you
can predict where water is
likely to collect and
navigate the safest route
through at all times.
“It was an incredible day,
superb training. Now I want
it to rain every day so I can
practise. Well, sort of!”
That’s better!
Mark says: “Riding in the
rain means you have to
adopt a completely
different style: you go into
‘Safe Mode’ and engineer
your ride to keep yourself
as smooth and upright as
possible. Andy was already
aware how to keep himself
safe in the wet but a few
tweaks to his vision and
road reading on faster
roads allowed him to work
out exactly what he was
going to be faced with and
let him plan ahead. With a
plan in place he found his
confidence was boosted.”
Square it off for the best line
3 In slippery conditions the ideal solution is to 4
‘engineer’ your line around corners to allow you to get round
with the least lean possible. You should also keep the bike
as upright as possible as this ensures maximum traction.
The throttle can help you
In poor weather it’s tempting to stay off the gas
through corners – for fear of spinning the rear wheel – but if
you keep a small-but-constant amount of throttle on it will
boost feedback from the bike and make you feel secure.
S C O R E S
BEFORE
AFTER
Observations 3/10 7/10
Planning 3/10 7/10
Positioning 8/10 8/10
Confidence 2/10 7/10
Smoothness 4/10 7/10
97

I
How To
Maintenance Masterclass
D
F
I
F
I
C
U
L T
Y
2/5
R
0.5
HOUR
A T
N
G
ADJUST YOUR
CHAIN
It is a good idea to have
two torque wrenches in
your tool kit - one for
lower settings and
another for higher
ones
KEEP YOUR CHAIN PROPERLY ADJUSTED AND INCREASE ITS LIFESPAN
1
Are you a bit slack?
The combined wear of all the moving parts in a bike’s chain will
cause it to become loose. Without adjustment, it would become so slack that
it starts to run off the edge of the sprockets. The consequences are severe if
this happens, because the chain is likely to get tangled up with the sprocket
carrier and lock the back wheel.
2
Lift and look
A good maintenance routine will make your chain and sprockets
last longer and feel smoother when riding. Get into the habit of giving your
chain a visual inspection every week. Put the bike on its main stand or a rear
paddock stand, this will allow you to turn the wheel and carefully examine
the chain.
Spin the wheel
slowly, if there is
a tight spot on the
chain measure
from there
98
3
Do your research
Find out what the correct tension should be, either by looking in the
manual, or there’ll be a label on the swingarm. Tension is usually assessed on
the bottom run of the chain, midway between the front and rear sprockets.
Measure the up and down ‘play’ at this point and refer it to the minimum and
maximum values in the manual.
4
Loosen the nut
If adjustment is required, you need to loosen the wheel spindle nut.
This is often fairly large, so you may need to purchase a specific socket. The
rear wheel spindle nut requires high torque to tighten it properly, so you will
need a breaker bar to gain extra leverage and a torque wrench to do it back
up again.

5
It’s best to get a
helper to hold the
bike when loosening
the spindle
nut
Pull the pin
Some bikes may use a castellated type spindle nut, which has a split
pin or R-clip that goes through nut and spindle as an additional safety
measure and needs to be removed using a pair of pliers. The R-clip can be
re-used once you are finished if it is still in good condition but for the few
pence a new one costs, it’s best to change it if you can.
6
Loosen the adjusters
Undo the chain adjuster lock nuts a couple of turns on both sides
using a spanner. With the lock nuts loose, the adjuster bolts can be turned.
This arrangement allows the rear wheel to be moved backwards and forwards
with great precision so you can set the tension. If the nuts are rusted, a bit of
penetrating spray will loosen them.
7
Keep it straight and true
On each side of the swingarm there are reference marks to help
you align the wheel correctly. When adjusting, turn the adjuster bolts the
same number of turns each time; often it helps to move each adjuster a little
bit at a time. When you think you’ve nearly got the tension right, refer to the
swingarm marks.
8
Check, measure and then lock
When you think the chain is about right, measure it with a steel
ruler or tape. If the tension is OK, check the alignment marks are still
correct and turn the wheel slowly to make sure the tension remains within
spec. When you’re happy, use a spanner to hold the adjuster while
tightening the locknuts.
9
Tighten and recheck
Use a torque wrench and socket to tighten the spindle nut. The
setting is usually quite high – often over 100Nm – so make sure you don’t
destabilise the bike as you tighten. Then recheck the chain tension. On some
bikes the tension increases as the rear wheel spindle is tightened up. If this is
the case, you need to allow for this.
10
Lashings of lube
In the case of a castellated spindle nut, torque up but make sure
the hole in the nut lines up with the hole in the spindle, then refit the R-clip
or split pin. Finally, apply chain lube carefully on the inside of the chain
turning the wheel slowly so it gets an even coating all the way round. Take
care not to over-spray onto the brakes or tyres.
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MAKE YOUR BIKE
SHINE
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Use a radiator
paint brush to
access hard-toreach
areas
GET YOUR BIKE LOOKING SPOT-ON FOR SUMMER
1
Set a shining example
A sunny, warm Spring can give you bonus biking time due to the
better weather and longer daylight hours. But it can also mean that, come
summer, your bike will need an extra summer spruce-up to keep it in tip-top
condition and it can be one that requires a little more effort as dirty roads
and mud-splatters from farmers’ fields have made their mark.
2
Moisten things up
Prepare your bike for a thorough clean by first ensuring the engine
and exhausts are cold as any heat will evaporate water and cleaning
compounds leaving a residue. Place the bike on front and rear stands if
possible so that both wheels are off the ground. Pre-rinse with a hose,
directing the spray to loosen and remove any large clumps of dirt.
Don’t forget to
give the radiator
a good soaking with
bike cleaner
100
3
Lotions and potions
Use a motorcycle-specific cleaner and take care not to confuse a
motorcycle cleaning product with a bike degreaser. Spray the cleaner onto the
machine’s still-wet panels – as it hits the surface it will get to work
immediately. Leave the cleaner to work for two or three minutes (after making
sure that you have read the instructions first).
4
Agitating cleaner with a brush
Work the cleaner into the bike’s chassis parts and engine first. Using
a suitable brush, agitate the cleaner lightly. Don’t scrub aggressively as this
can cause scratching. The cleaner should then start to loosen any dirt and
squashed bugs, making them easy to remove. In very dirty areas rinse off and
re-apply as many times as necessary.

5
Zap those bugs
Hardened bugs can be difficult to remove without aggressive
scrubbing which can cause damage. Instead use a dedicated cleaner. This
Autoglym Active Insect Remover (£8.49) is one of the best – just spray it on,
leave it to soak for 30 seconds and the insects can be wiped away. Don’t
forget exposed areas such as the front of the forks.
6
Get rid of that tar
Warmer summer riding conditions can sometimes result in molten tar
being flung up from your tyres onto your bike’s bodywork. A dedicated tar
removing solution is the best cleaning answer. Follow the instructions on the
label and only use it to ‘spot clean’ the exact areas where the tar is found,
such as on the underside of exhausts.
Use sparingly
and only for
removing flung
chain lube
7
Give it a good old rinse
Next give the complete bike a thorough rinse using either a pressure
washer or, if you don’t have one, a hose. The idea is to remove all the traces
of dirt and any remaining cleaning product. Use a hose to ‘back-flush’ the
radiator so dirt and insects are forced out the front. Run your fingers over the
surface. Aim for a ‘squeaky’ clean feel.
8
Remove old lube
With the bike thoroughly rinsed now check around the back wheel
and side panels for any stray chain lube. A normal cleaning agent often isn’t
sufficient to shift it. There are several dedicated cleaners for this job:
Sportsbikeshop Essentials cleaner performs well for its bargain price and
Oxford’s Mint is also excellent.
Dry the bike
quickly and avoid
leaving it in
the sun to dry
9
Don’t leave it damp
Dry the bike with a quality drying cloth. Start from the top of the
machine and work down. Turn the cloth as you go and wring out as necessary.
Ensure there are no hidden pools of water in any crevices, for example under
the fuel filler cap. An airline, if you have access to one, is good for blasting
out water from tricky-to-reach areas.
10
Now for a buff up
Apply polish as per instructions. Take care not to put it directly on
top of raised or embossed lettering, bolts or trim, as this will cause the wax
to leave deposits. Apply with a separate cloth or specific applicator. Let it dry
to a dull haze then buff off with a polishing cloth, turning as necessary to
maintain a clean polishing area.
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REPAIR A
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NEVER GET STRANDED AT THE SIDE OF THE ROAD
You can often store
a kit under your
bike’s seat or
in your
rucksack
1
It’ll get you moving again
Carrying a puncture repair kit with you is a wise move that cuts out
the need to wait for a recovery truck. Used as a temporary roadside fix, a
tubeless repair kit will get you going again very quickly. First, familiarise
yourself with the instructions, with regard to the size of the repair and
recommended speeds and distances it offers.
2
Know your kit
There are two types of temporary repair. The first is the aerosol that
inflates the tyre with a combination of gas and sealing liquid that dries as it
is squirted out of the puncture area and prevents further deflation. The other
type is where a plug or similar is inserted into the puncture, and re-inflation
is done by gas cartridges.
Always move
the bike to a
safe location
before starting
a repair
102
3
Now find the culprit
Chances are you’ve stopped because you felt the bike’s handling
deteriorate as the tyre deflated. Get down and listen carefully for a hiss of air
escaping. Examine the tread and see if there is something embedded in it.
Small, round punctures are what most temporary kits can fix – if it’s a slash
or cut, you’re out of luck.
4
Don’t get shirty, get squirty
Remove the object, then turn the wheel so the valve is in the 12
o’clock position. Attach the dispensing tube and hold the can upside down,
then empty the contents into the tyre. Straight away, ride the bike with
limited speed to distribute the product, sealing the puncture. Stop at the
earliest opportunity to check and set the pressure.

5
Find some support
When a puncture occurs while riding, the heat build-up generated by
the under-inflated tyre makes the rubber so supple that the side walls
collapse. This lowers the bike so much that the sidestand may no longer be
able to support it. If you haven’t got a centrestand, move the bike to a raised
kerb or chock up the front wheel.
6
Get a Gryyp
An alternative repair solution is the Gryyp kit – this is very simple
and easy to use. In the kit you are supplied with CO2 gas cylinders, plastic
repair plugs, valve adaptor, chalk and a pair of pliers. Find the cause of the
puncture and circle it with the chalk, then use the pliers to remove the screw
or sharp object.
7
Screw, no glue
The Gryyp-type kit is as straightforward as twisting the coarsethreaded
plastic plug into the tyre. It needs to be screwed into the tyre until
it reaches the shoulder of the insert. It’s worth stressing again that these
repairs are only usually successful with punctures/damage that have caused
small round holes.
8
Snap and spin
With the plug screwed in to its shoulder, break off the top. It is
designed with a weak spot to break when sideways force is applied, so snap
it off cleanly at 90 degrees. The next step is to fit the valve adaptor, this
needs to fitted so that you can screw the CO2 canister on, in which case you
may need to move the wheel round.
If your journey
home is lengthy,
stop and re-check
the pressure
frequently
9
Time to inflate
Attach the valve adaptor and make sure the CO2 bottle has the
plastic gauze around it to prevent the extreme cold of the emptied canister
freezing it to your fingers when the gas is released. Empty the canister and
the tyre will partially inflate. You will probably have to use four to six
canisters to blow up a 180-size rear tyre.
10
Stop, set, then sort properly
With the tyre inflated, make your way to the nearest service
station to check and set the pressure. Remember that this is a temporary
repair designed to get you home and that you will be bound by speed
restrictions, as defined in your kit’s instructions. Head to a fitter for a pro
repair or replacement ASAP.
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HOW TO PASS AN
MoT
If you’re in any
doubt, just go
with your
stock silencer
THESE 10 SIMPLE STEPS WILL GUARANTEE YOUR TICKET TO RIDE
1
This is no time to be a show off
All bikes over three years old require an MoT. As well as being vital
for ensuring it’s safe to ride, the inspection checks whether a bike conforms
to legal regulations – and the numberplate is just one aspect. The size and
shape of lettering as well as the dimensions of the plate will come under
scrutiny – fit a legal one.
2
That’s a bright idea
If indicators are fitted then they must flash in accordance with the
regulations. Aftermarket indicators won’t necessarily cause a fail but any that
flash too rapidly will not pass. Check that the brake light comes on when the
back or the front brake are applied. Check the dip and high beam operation
and that heights are set correctly.
Check both the
forks and the rear
shock for leaks
and damage
104
3
The silence of the cans
Aftermarket cans are fine as long as they aren’t marked with ‘Not
For Road Use’ and aren’t noticeably louder than the original. Other parts of
the system need to be in good condition, with no blowing or rotten collector
boxes. Some regulations have been updated with regards to silencers, so there
is a degree of subjective judgement.
4
Do your legs have leaks?
Fork seals wear over time and when they deteriorate they usually
leave a smear of oil on the stanchion that indicates they need replacing. The
damping action of the suspension must be in good working order; when you
push the bike down and release it, the return rates should be evenly damped
without any bounciness. Check carefully.

Give the sump
plug a wipe so
you can check
its condition
5
Lost your bearings?
Check the head bearings’ condition by raising the front wheel and
pulling the bottom of the forks backwards and forwards to feel for any play
or knocking. Also, again with the wheel in the air, turn the steering fully left
and right, it should be smooth with no binding or notchiness. Get a mate to
help you do this.
6
All tired out
Make sure your tyres have sufficient tread. Any bike over 50cc must
have 1mm across three quarters of the width of the tread marks. It’s also
worth making sure that the size and type of tyre fitted is correct. Look for
cracks, bulges or cuts. Any tyre fitted should also have the rotation arrow
positioned correctly – check that it is.
Take your calipers
off as it’s easier than
trying to peer
down inside
7
Braking good or braking bad?
There needs to be an obvious amount of usable friction material still
in place on your brake pads – the lower limit is 1mm on sintered pads and
1.5mm on organic type pads. You need to assess the condition of the discs
– spin the wheel and make sure they run true and aren’t damaged or below
minimum thickness.
8
Check your bearings
Assess your wheel bearings by first spinning the wheel; it should not
bind or rumble. With the wheel in the air, hold the wheel at opposite sides
and try to move it from side to side, looking and feeling for any ‘play’. Check
your swingarm bearings by feeling for movement when pushing and pulling on
the rear wheel – there shouldn’t be any.
9
Adjust tension and check condition
The drive chain and sprockets need to be in good condition. The
drive chain should be adjusted correctly (see p98) with no signs of significant
wear. If a link is fitted it should be secure, and if it’s a split link it should
face the right way – the open end should be facing backwards when the link
is on the top of the rear sprocket.
10
Don’t attempt to check
your bike a few hours
before the MoT, do it
a couple of days in
advance!
Don’t be fuellish
The fuel system needs to be in good order and this means there
should be no evidence of leaks. The petrol cap must close properly and have a
rubber seal fitted. The fuel hoses must be in good condition with no
perishing, and they must be secured with clips. Finally, the petrol tank itself
should be securely fitted to the motorcycle.
105

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PREPARE TO
LOAD UP
1
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HOW TO ADJUST YOUR SUSPENSION FOR A PILLION OR LUGGAGE
An aftermarket
shock may offer more
adjustment
1
A weighty problem
Your bike’s standard suspension set-up has been designed for a solo
rider and a light load. If you start carrying a passenger and/or luggage you’ll
notice that the handling characteristics can change, sometimes dramatically,
meaning you need to make a few changes. Check the owner’s manual for the
correct procedure for your bike.
2
Don’t take it to the max
The extra weight your bike can carry will affect how it behaves,
which is why there are maximum permissible load warnings in the owner’s
manual as well as stickers on the bike. Refer to this information when
carrying a pillion and luggage. Over-loading will upset steering, braking and
stability in a potentially dangerous way.
106
3
Increase the pressure
Some motorcycle manufacturers now quote the same tyre pressures
both for a bike with a solo rider as well as fully loaded with a pillion, but
check your bike’s manual or the sticker on the swingarm for details. It’s usual
for the rear tyre to run a higher pressure (often 42psi) when the bike is
carrying a passenger and luggage.
4
Squeeze the spring
The main adjustment you’ll need to make to the suspension is to
increase rear preload, this preloads the spring with extra force making it
harder to compress. With most bikes this is done by turning the bottom of the
rear shock with a tool. The bottom of the shock lifts the spring by means of
stepped ridges, which squeeze the spring.

5
Get the right tools
The tool needed to adjust the shock is basically a type of C-spanner
and is often supplied in the bike’s tool kit. Some will come with an extension
bar to help give greater leverage. Read the manual, as sometimes you may
need to remove a piece of trim panel or bodywork for access. Some bikes
have a remote preload adjuster.
6
Apply some pressure
Fit the C-spanner on the shock and make sure it slots into the
grooves or notches. A fair amount of effort can be required to move the
adjuster ring as it has to overcome the power of the spring. Use a smooth,
controlled force instead of a quick, jerking action as any slippage will result
in skinned knuckles and that’s painful!
Nip out for a few
tests with your pillion/
luggage to
fine-tune
7
Compression check
Higher-spec shocks can also allow for the damping rates to be
adjusted. Like the preload, the damping rates will also often need increasing
when fully loaded. The damping rates are changed with either clickers or a
screwdriver. Most shocks have a compression adjuster on the top, which is
turned clockwise to increase damping.
8
On a rebound
The other damping adjuster is the rebound damping. Like the
compression it is adjusted either by a dial or a clicker. More rebound damping
slows down the return rate of the shock, and less makes it return faster
giving a bouncy uncontrolled feel. You’ll most likely need to add a few clicks/
turns more, based on your preference.
If you don’t own a
C-spanner, don’t be tempted
to use a hammer and
drift. Go out and
buy one!
Write down your
measurement
so you can reset
the values
9
Locking rings
Some shocks will have a threaded preload adjuster and changes to
these types of shock are made by undoing the locking rings and winding the
adjuster ring down. Before adjusting, check the current setting by measuring
the amount of exposed thread above the locking ring using a steel ruler or
tape measure.
10
Wind it up
Using a C-spanner undo the lock ring by half a turn and then wind
up the adjuster ring. When you have the correct adjustment, lock the top ring
tightly and then measure the amount of thread exposed. Take the bike for a
test ride with the bike fully loaded, the front end should feel more planted
and the steering better balanced.
107

Get out & about
Great roads to ride
GREAT
BIKING
4ROADS
1 ENGLAND
EXPLORE THE
PEAK DISTRICT
2 IRELAND
THE NORTH
WEST COAST
3 SCOTLAND
DO A LOOP OF
LOCH NESS
4 WALES
THE BEST OF
MID-WALES
THE UK HAS HUGE VARIETY OF GREAT BIKING ROADS –
HERE ARE FOUR FOR NEW RIDERS TO TRY
1 ENGLAND
ROUTE: From Matlock Bath to
Grangemill, then Bakewell, Ashford-in-the-
Water, past Monsal Dale to Wardlow,
Bradwell, Bamford, Wigtwizzle (seriously),
Holmbridge, then over Woodhead Pass to
Glossop, Snake Pass to Ladybower,
Castleford across Winnats Pass, Buxton,
onto the Cat & Fiddle and back to Buxton.
DISTANCE: 111 miles.
ROADS: A6, A5012, B5056, A6, B6465, B6049,
A6013, A51, Mortimer Road, A616, Brook Hill
Lane, Dunford Road, Bare Bones Road,
Linshaws Road, Woodhouse Lane, Brownhill
No wonder
it’s Britain’s
favourite
biking
destination
Lane, Kiln Bent Road, Holme Woods Lane,
A6024, B6105, A57, A6013 (again), A6187,
Winnats Pass, A623, A6 (again), A5004,
Goyt’s Lane, Hooleyhay Lane, A537.
BEST CORNER: Too many to choose, but riding
around the top corner on the A6024 on the
Woodhead Pass with the view across the
valley is always a ‘wow’ moment.
BEST PLACE FOR A SELFIE: Has to be outside
the Cat & Fiddle pub, just under the sign
Best place for a cuppa: Always stop at the
Three Roofs Café in Castleton.
BEST PLACE FOR A PICNIC: You could do worse
than park yourself at Errwood Reservoir
and enjoy the view.
BEST BIKE EVENTS
1DEVITT MCN FESTIVAL
Test rides, all-out action and
stacks of bikes to look at should
make this year’s festival, held at
Peterborough Showground on May
14-15, an abdsolute cracker.
Weekend camping is available.
mcnfestival.com
2BSB, CADWELL PARK
At time of writing, it should be
a full crowd for the BSB round at
Cadwell on August 20-22. The most
picturesque circuit in the UK. Camp
and make a weekend of it.
cadwellpark.co.uk
3ISLE OF MAN TT
2022 marks the return of the
TT with more racing and more
classes. Cancelled because of Covid
for two years, this year’s event
will be epic.
iomttraces.com
108

IRELAND
2 BEST BIKE EVENTS
ROUTE: From Belfast, follow the
coastal road through Carrickfergus, Larne
and up to Ballycastle, then head inland for
Armoy and Ballymoney to pay Joey’s Bar a
visit, then back to the coast again for
Portrush and the North West 200 circuit,
then into Coleraine, and finally along the
coast to Londonderry.
DISTANCE: 150 miles.
ROADS: M2, M5, A2, B92, Torr Road, A2 again,
A44, B147, B62, A2 again.
BEST CORNER: The Torr road, up around Torr
Head, gets pretty lively.
BEST PLACE FOR A SELFIE: The Dark Hedges
for a Game of Thrones reference.
BEST PLACE FOR A CUPPA: You can’t visit
Joey’s without raising a glass or mug
to a legend.
BEST PLACE FOR A PICNIC:
Murlough Bay, overlooking the
Irish Sea with the Mull of
Kintyre in the distance.
1NORTH WEST 200
Northern Ireland’s biggest road
race always attracts big names and
crowds. With the race called off for
Covid in the last two years, 2022
should be one hell of an event.
northwest200.org
2ULSTER GRAND PRIX
The Ulster GP has fallen into
financial troubles due to Covid and
poor weather. But it’s hard to imagine
it won’t return in 2022, in its
traditional August slot.
ulstergrandprix.net
IRISH MOTORBIKE & SCOOTER
3 SHOW
It’s in Dublin, not the North, but the
Carole Nash-backed show in 2023 looks
set to be the biggest in Ireland.
irishmotorbikeshow.com
Ulster’s
spectacular
coastline is
simply eyepopping
The Irish sea is
never far out
of view - or
your mirrors
109

Get out and about
Great Biking Roads
SCOTLAND
3
ROUTE South from Inverness along
Loch Ness’ northern shore to Drumnadrochit,
then make a loop back up to Beauly and
around via Cannich to Drumnadrochit. Then
head south again along the bottom half of
Loch Ness to Fort Augustus, loop around and
come back up north towards Inverness via
Foyers on the southern edge of Loch Ness.
DISTANCE 104 miles.
ROADS A82, A833, A862, A831, A82 (again), B862,
B852, B862 (again).
BEST CORNER: The section of bends on the B826
alongside Loch Tarff are scenic bliss.
BEST PLACE FOR A SELFIE: For a view of Loch Ness
with your mug in it, the tiny pull-in on the A82
just outside Drumnadrochit at Strone is ideal.
BEST PLACE FOR A CUPPA: Ness Deli,
Drumnadrochit – not just a cuppa, because the
food is great, too.
BEST PLACE FOR A PICNIC: Loch Tarff, off the
B862.
No sign of
Nessie
today.
Maybe next
time, eh?
BEST BIKE EVENTS
1BRITISH SUPERBIKES, KNOCKHILL
Knockhill in Dunfermline will
welcome spectators again on June
17-19. Enjoy a great ride there, great
racing and a great ride home.
knockhill.com
2MOTORCYCLE LEGEND EVENTS
Rare racing bike and celeb banter
at the charity bike night in Aberdeen,
with names like Wayne Gardner, Colin
Edwards, John McGuinness and Niall
Mackenzie.
motorcyclelegendevents.com
3SCOTTISH FESTIVAL
OF MOTORING
Cars and bikes come together in this
action-packed event at the Royal
Highland Centre in Edinburgh on
Sunday, July 17.
festivalofmotoring.co.uk
110

WALES
4
ROUTE From Rhayader to Elan
village, then loop round the valley to head
towards Cwmystwyth, then Devil’s Bridge at
Pontarfynach. Then follow signs for
Pont-rhyd-y-groes, Ysbyty Ystwyth, Ffair-
Rhos, Pontrhydfendigaid, Tregaron, down to
Llyn Brianne, back up to Abergwesyn, then
finally Llanwrtyd Wells.
DISTANCE 70 miles.
ROADS B4518, unclassified road (but called
the National Cycle Route 81 on Google
Maps), B4574, A4120, B4343, another
unclassified road with no name at all, it
literally has no name, unless someone with
better local knowledge knows different...
BEST CORNER: You can get your knee down
on a scratchy bit of the B4574 near The
Arch if that’s your bag, but pretty much
every corner on the unclassified roads near
Llyn Brianne yields an astonishing view.
BEST PLACE FOR A SELFIE: Llyn Brianne is good
for convincing people you’re actually in
Switzerland.
BEST PLACE FOR A CUPPA: Easy one: Ty
Morgans Coffee Shop on East Street,
Rhayader, near the monument. Grab a table
and sit outside, looking at your bikes
parked by the monument.
Caban-
Coch
dam is
the first
of three
on route
BEST BIKE EVENTS
1ABERDARE PARK ROAD RACES
One of the last traces of road
racing on the mainland UK, Aberdare is
a fantastic little race meeting in
August held around a 0.9-mile park
perimeter road. Mad, fab and noisy.
aberdarepark.co.uk
2ANGLESEY CIRCUIT
Anglesey is, some say, even better
than Phillip Island. The views across to
Snowdonia, are fabulous. Loads of
grip, and some of the fastest corners
you can ride.
angleseycircuit.com
3LLANGOLLEN BIKE FEST
Hopefully back in 2022, Llangollen
Bike Fest is a small but busy, fun
couple of days with camping, live
music, food and trade stands.
llanbikefest.co.uk
111

Get out & about
Great places to visit
5
GREAT UK
DESTINATIONS
PLENTY TO DO AND SEE, HERE ARE SOME OF BIKING’S BEST
The United Kingdom,
precious stones set in the
silver sea against the envy of less
happier lands, has a wealth of great
riding destinations. But we’re choosing
five that are equally wonderful no
matter which direction you approach
them from – from all points of the
compass, these are the UK’s
motorcycling epicentres of
excellence.
The roads around Hinckley are ace
but you really don’t have to ride a
Triumph to visit the factory...
Meet the men behind the machines
1
TRIUMPH FACTORY VISITOR
EXPERIENCE, HINCKLEY, LEICS
The UK only has one mainstream major
motorcycle manufacturer, so go pay them a
visit at the Hinckley site where the Visitor
Centre, opened in 2018 by His Royal Highness
the Duke of Cambridge, is free to enter (open
Wednesday to Sunday, 10am to 4.30pm). Over
two floors you’ll get to learn not only the
black and white history of Triumph, but plenty
of more up-to-date racing stories and
engineering feats from the last 30 years. From
engine cutaways to development tales of
specific models, it’s a bit of a biking nerd’s
paradise whether you’ve got a Triumph or not
– with a café bolted on.
Also available, recently restarted after the
Covid pandemic, are Triumph’s Factory Tours;
for £20 you get a guided 90 minute walkaround
the factory, watching as bikes are built
before your eyes. Or for £225 you can have the
Full Works Experience, which includes a private
personal tour, a personalised VIN plate, and a
copy of The Art Of The Motorcycle signed by
Triumph boss Nick Bloor. Details on Triumph’s
website at www.triumphmotorcycles.co.uk
From vintage to current, it’s all here
See Triumphs built before your very eyes
112

2
APPLECROSS, SCOTTISH
HIGHLANDS
The Applecross
Inn, a proper pub
in every sense
Now, will you
take a look at
that. B-A-eautiful
There are only two roads into Applecross; one is
graced with scenery as spectacular as scenery
gets, the other is as panoramic as panoramas
get, so it’s an eye-candy win-win; whichever
magnificent entrance you take into Applecross,
you may leave by the other.
The name of Applecross is usually applied to
the village on the far side of the notorious
Bealach na Bà, but the village is actually called
Shore Street, because it’s a street by the shore.
Either way, it’s home to the Applecross Inn and
her traditional delights of food, ale, loud
conversation, more ale, revelry, possibly ribald
language, even more ale and stumbling merrily
along the beach road through pure night air to
your B&B wishing you weren’t sharing it with a
hairy biker of the incorrect gender.
Speaking of riding uphill, the Bealach na Bà
has the steepest ascent of any road of the UK,
to the third-highest point. Built in 1822, its
vertical hairpins can be a challenge for less
experienced riders, but the views from the top
of the pass are giddyingly magnificent. Or you
can approach from the less precipitous, but
brain-pulpingly beautiful unclassified road that
runs 20 miles around the Applecross peninsula
from Shieldaig on the A896. The views, as you
trace the coastline along Loch Sheildaig, Loch
Torridon and across the Inner Sound to the
island of Rona, are to melt into a puddle of
abject humility for. But anyway, did we mention
the pub?
The road to
Cadders is almost
as good as the
track itself
Come on lad,
get it up...
3
CADWELL PARK,
LINCOLNSHIRE
Cadwell Park is a rolling, up-and-downy race circuit folded into
a larger series of folds of fields and wooded glades that make
up the rolling, folding heart of the Lincolnshire Wolds. It’s a
special place; the tree-lined hollows and grassy hills echo with
a Murray Walker and Barry Nutley commentating duo for
generations who’ve dreamed of glory around the mini-
Nürburgring. Cadwell was founded in 1934 by Mr Mansfield
Wilkinson-Sword. In later years the track was resuscitated by
Dr Jonathan Palmer (a real doctor), who kept the venue’s
original charm while unblocking the toilets, arranging 4G
coverage and adding actual food to the canteen menu. Bravo!
But what makes Cadwell a great place to ride to? May well
you ask... Getting there is, if anything, even better than being
there. The A153 runs past Cadwell’s front door and is the main
road across the Wolds from Horncastle to Louth (its source is
just outside Grantham, 40 miles away) – thus it follows the
Wolds’ wonky topography like contour lines after a night on
the sauce. Nearby, the B1225 Caistor High Road is a local legend
of a run, from Horncastle to Caistor, and even the Wold’s
minor roads are somehow imbued with a rosy, quintessential
Englishness in the summer, all verdant hedgerows abuzz and
scudding blue skies. There are few nicer places to be on two
wheels, or more inspiring places to be watching them race.
113

Get out & about
Great places to visit
Buttertubs pass is a
joyous challenge
Ribblehead viaduct is a piece of history
Penny Garth’s pizzas are renowned
4 HAWES,
YORKSHIRE
Hawes is a market town in the middle of the
Yorkshire Dales, notable for the Penny Garth
café; a favoured local biking brewstop for
many years. Hawes is situated on the A684
which runs from Osmotherly on the western
edge of the North Yorkshire moors, across the
A19, Northallerton, the A1 above Leeming Bar,
though Leyburn and into the Dales
(terminating in Kendal).
It’s a fab road, especially the Dales section,
tumbling across farmland in a fug of cowshed
pong (it’s Yorkshire, deal with it). But there
are great roads to the north and south of
Hawes too – to the north, Cliff Gate Road
leads up and down, side to side, though the
Buttertubs Pass, so-called after deep limestone
potholes into which, it’s said, dairy farmers en
route to market in Hawes would lower their
produce to keep it from spoiling in the summer
heat. So maybe that explains the niff.
To the south, Hawes is served by the B6255
Ribblehead viaduct road – a fantastic romp
through classic Dales landscapes of farmland,
conifer plantations, a couple of steep-sided
valleys, much dry-stone wall action, and of
course the Ribblehead viaduct itself (also
known as the Batty Moss viaduct), a grand
structure spanning 440 yards across the Ribble
valley, and reaching over 104ft above dear old
Batty’s Moss. It was built between 1869 and
completed five years later, at the cost of 100
construction workers’ lives, from the 2300
employed on the site (that’s 4.3%!). Walk
beneath the arches and marvel.
5 ALSTON,
NORTH
PENNINES
Alston is a small town in the North Pennines. At
300m above sea level, it shares the title of
‘highest market town in England’ with Buxton in
Derbyshire – and, like Buxton, Alston is at the
confluence of five roads.
There’s the A686 coming from the southwest,
via Hartside Top, and one of the best biking
A-roads in the country - one of those roads
without which your two-wheeled career is
incomplete. Or there’s the B6277 from the
southeast, running from Middleton-in-Teesdale
and, eventually, Barnard Castle on the A66.
Or how about the wonderful sweeps of the
mostly deserted A689 from the northwest,
coming in from Brampton, or the A686 bombing
down from the northeast at Haydon Bridge on
the A69, with its crazy hairpins and complex
corners? Or you could get to Alston on the A689
due east, bisecting the Pennines across swirling
moorland under wide, blue skies.
These roads are all quality riding, and they all
converge on Alston, a natural rest and watering
hole for riders – it’s rare not to see a few bikes
parked up, leaning into the hillside. Be a grave
omission not to make yours one of them at
some point soon.
All that road and no-one to share it with. Bliss
114

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