MCN - October 14, 2015

Every Wednesday October 14, 2015. £2.20

Kawasaki’s R1-chaser gets a sizzling WSB makeoverNEW ZX-10R

Think yourself faster Super Blackbird guide Cheap tyres Best £3k buys

AWARDS

YEARS1955-2015

ROSSI ON

A CHARGEMotegi MotoGP

drama p78

EXCLUSIVE OFFICIAL PICS

THE BESTBIKES OF

201532-PAPULL

� � �GARAGE

www.motorcyclenews.com

You might think that three grand won’t get you much these days. But you’d be wrong! A careful look at MCN Bikes for Sale reveals some stunning machines for less than £3000. We have collected some of the best bargain bikes together to see exactly what you can buy on a limited budget. Choose wisely and you can have some seriously cheap thrills.

An army of new bikes are about to invade our consciousness and yet some machines are already breaking ranks. This week, MCN tests the pow-er-packed KTM 1290 GT andYamaha’s ever-so-cool XV950 Racer. Already, 2016 is looking like being a bumper year.

Used bikebargains

Testing times

GA

RE

TH

HA

RF

OR

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P20P14

P78

DOCTORHAS A HEALTHY LEADFor a long time during the Motegi

MotoGP on Sunday it looked like

Valentino Rossi was simply on a damage

limitation strategy. Trailing Jorge Lorenzo

for three qarters of the race, it seemd likely

that the Italian would lose nine points in

the title fight. But Lorenzo’s tyres seemed

to suffer more than those of his main

rivals and Dani Pedrosa passed him with

six laps to go. And it wasn’t long before

Rossi overtook him too. There’s now an

18-point gap with just three races to go and

Rossi has the upper hand.

MCN celebrates the best bikes

of 2015 this week with a 32-page

Awards special. From scooters to

superbikes, we think it’s impor-

tant to highlight biking’s success

stories. And there is plenty to be

cheerful about right now with a

glut of brilliant machines.

Plus! We name the best dealers

and biking products of 2015 in

your free 32-page supplement

MOTOGP TITLE FIGHT

YOU MAY BE ONTO

A WINNER

Old v new

Versys

Great biking

gear to be won

LOVE IT

Maxxis off ers

cheap grip

Street Triple’s

French foray

Super Blackbird obsession

17 pages packed with advice

MCN GARAGEBUYING & FIXING

48

50

44

5552

#MCNwednesday

MCN’s Andy Downes has con-

cerns about colleague’s steed

‘Starting the Pasois like listening to a60-a-day smoker’s

morning chestrattle morph into a

death-defyingcoughing fit. It

doesn’t sound good’

A2 LICENCE BIKESTOUR BRITAIN

P28

How much power is enough power? Judgingby the Honda CBR500R, Yamaha R3 andKawasaki Z300 anything around the 40bhpmark is certainly enough to go a long way ata decent speed, in comfort and with plenty offun and games along the way.

PROJECT PASO & K1 RIDE AGAIN

P32

When MCN staffers Andy Downes and Rich Newland talked about taking their 90s sportsbikes to the Bol d’Or it all seemed like such a good idea and (at the time) such a long way away. But the Bol came and went quicker than the intrepid pair expected. The Paso wasn’t ready. Plan B didn’t happen either and so now we’re on Plan C – C for Cornwall

GO

LD

AN

D G

OO

SE

BARGAIN OF THE WEEK

Aprilia RSV1000 R £4695SELLER SAYS: 2008, 17,500 miles.

Öhlins forks, Brembo brakes, tail tidy. Power Commander, quick shifter, 10 months MoT. Small cracks on fairing.

MCN SAYS: Extremely high performance V-twin exotica. Incredible value but can be a handful on the road. Ask for standard parts to be included. 16,322 bikes for sale

P32

P58


04 THIS WEEK

This is Kawasaki’s 2016 ZX-10Rsuperbike, unveiled in Spainlast week, as the firm pull outall the stops to capitalise ontheir domination of the World

Superbike series with the first majorupdate of their flagship since 2011.

With Jonathan Rea bagging the offi-cial WSB squad their second world titlein the last three years, Kawasaki havegone to great pains to explain how thechanges to the ZX-10R have all stemmedfrom their on-track success.

While the new bike may look simi-lar to the current model, the truth isthat barely a nut or bolt has been leftuntouched. Changes to the engine,chassis, suspension, fairing, electronics,brakes and exhaust are extensive, andeven parts that look identical have hadthe magic R&D wand waved over them.All of the changes, say Kawasaki, wereto meet requests from the factory WSBteam. With former world champion TomSykes playing a pivotal developmentrole, Kawasaki say this is the closestthing to a factory superbike they haveever produced.

This new incarnation will be enter-ing a field that has been reinvigoratedwith an explosion of revised or com-pletely new models, making it the mostadvanced and viciously competitiveclass in motorcycling. With the exist-ing bikes already providing fearsomecompetition, and the anticipated arrivalof Suzuki’s radical new GSX-R1000 for2016, only Honda and their venerableFireblade remain with both feet in thepast. Let us not forget though, that it’sstill a bike capable of winning at the TT.

Power playImprovements to the engine are indica-tive of the changes to the rest of the bikein that outwardly it appears largelyunchanged, while closer examinationreveals that very few parts are carried

Kawasaki’s 2016 superbike set to dominate classover. All of the work was aimed at keep-ing the bombastic power of the current Ninja, while boosting low to mid-range power to help with acceleration out of corners. With a new cylinder head and crank – which has lost 20% of its weight – Kawasaki claim reduced inertia al-lows the engine to spin-up much faster.

The lighter crank has other side-effects, too. Not only does it benefit acceleration, but cornering forces are cut thanks to the reduction in the gyro-scopic effect of the rotating mass.

The new cylinder head’s intake ports are straighter and wider to allow a greater vol-ume of fuel/air mixture to flow more easily into the combustion chamber. The exhaust ports are also straighter and wider to allow the chamber to purge more efficiently. Both intake and exhaust ports are pol-ished to improve gas flow, while the larger diameter intake and exhaust valves are now made from titanium to reduce mass. Larger coolant passageways help keep the extra heat generated under control.

Cam profiles are revised to optimise valve overlap for a balance of torque and high-end power, while their chromoly construction saves weight. The pistons are shorter and lighter with revised crowns, while thicker cylinder walls and a rerouted cooling system have been proven improvements from the firm’s racing developments. And all of this has been done while still passing the strict Euro4 regulations for noise and emissions.

The airbox is two litres larger, at 10 litres, giving the engine a large volume of air to draw from all helped by a ram-air intake which has been moved forward for effi-ciency, and an air filter with a larger surface area and higher flow rate. All this conspires to deliver a claimed 207bhp (with ram air) at 13,000rpm, and 84ftlb torque at 11,500rpm.

2016 NEW METAL

2015 MODEL

By Andy Downes

SENIOR REPORTER

SLIM FASTShedding weight was a priority, so the new bike

uses titanium headers identical in size to the race

bike’s. Kawasaki say this means trackday addicts

and racers will only have to replace part of the

exhaust to get a fully track-focused system. There

are now three catalysers to help the bike pass Euro4

emissions and noise tests, while the silencer is also

now titanium – not stainless steel.

STABLE CHANGESThe changes to the chassis are not as exten-

sive as those to the engine but the head-

stock is mounted 7.5mm nearer to the rider,

helping to place more weight over the front

wheel for improved stability and turn-in.

Resonance chambers in the frame help to

keep intake noise under control.

SMART MOVESThe ZX-10R gets the latest control systems, based

around the Bosch Inertial Measurement Unit (IMU)

which operates through five measured axes and

allows the bike to know what is going on in terms of

lean, pitch/yaw, acceleration and braking. Kawasaki

have emptied a bucket of acronyms over this bike

with Sport-Kawasaki TRaction Control (S-KTRC),

Kawasaki Launch Control Mode (KLCM), Kawasaki

Intelligent anti-lock Brake System (KIBS), Kawasaki

Quick Shifter (KQS), Kawasaki Engine Brake Control

(KEBC). It also has an Öhlins electronic steering

damper and a new power mode selection.

SWINGARMNow 15.8mm longer than before,

helping to put more weight over

the front wheel and improve sta-

bility under braking and turn-in.

B

#MCNwednesday

05 BUYING & SELLING SPORT October 14 2015FEATURES GARAGETHIS WEEK NEW BIKES

‘Former world champTom Sykes has played

a pivotal role’

PRESSURE’S OFF

A larger top fairing was requested

by the WSB team to improve

high-speed stability and aero-

dynamic flow. Increased wind

protection is claimed to help rac-

ers change position more easily

under braking because the air is

less turbulent. The windscreen is

fully supported by the fairing and

shouldn’t vibrate as much as the

current bike’s. Intakes at the side

of the windscreen reduce nega-

tive air pressure in the cock-

pit to stabilise airflow and

reduce helmet buffeting. A

new front mudguard gets a

stepped design helping to

direct air to the radiator

to increase cooling.

BRAKES

Front calipers are now top-of-the-range Brembo

M50 cast aluminium monoblocs, radially-mounted

and gripping 330mm twin discs. The discs are

200mm wider in diameter than the outgoing bike’s

and they have grooves around the outer edge to aid

cooling. At the rear a 220mm single disc is gripped

by a single piston caliper. The previously fashion-

able petal discs have been replaced by round ones.

WSB LESSONS LEARNED

The new front end has been developed by the WSB

team and Showa, with their Balance Free Front

Fork making its mass-production debut. At the rear

there’s the firm’s Balance Free Rear Cushion (BFRC)

shock. The 43mm fork is said to offer better braking

stability and feel, with each leg being independently

adjustable for compression and rebound. Each side

has a compressed nitrogen canister at the fork bot-

tom with damping force generated separately from

the main tube. This allows the whole surface of the

main piston to act as a pump, pushing oil towards

the valves and keeping pressure more constant.

TURN OVERMEET THE MEN

BEHIND THE NEW NINJA

Front and overhead

views of

Kawasaki’s

most advanced

road bike yet

2015 WSB champion

Rea with the bike that

Sykes built...

New ZX-10R looks

familiar but there are

many changes


06 THIS WEEK

Kawasaki’s new ZX-10R hasbeen completely shaped bythe demands of the WorldSuperbike racing team to en-sure it can keep winning on

track – but the project leader insistsroad riders will reap the rewards, too.

Yoshimoto Matsuda works in thesame department at Kawasaki HeavyIndustries (KHI) in Japan which recent-ly unleashed the insane superchargedH2 and H2R models, and looks after thedevelopment of all bikes carrying thelegendary Ninja badge. He describeshis department as “the crazy guys whodo lots of interesting bikes.”

Before taking up the reins at theroad-bike division he was involved inthe Kawasaki MotoGP project beforeleaving to take part in development ofthe 2011 Kawasaki ZX-10R, and it was athis insistence the bike was fitted withtraction control derived directly fromthe MotoGP bike.

Work on this new ZX-10R started justtwo years ago and all of the develop-ment has been directly influenced byfeedback from the WSB team, with TomSykes playing a pivotal role alongsidehis crew chief Martin Duinker.

Matsuda told MCN: “I knew we need-ed to take the knowledge we havegained in WSB and translate that tothe road bike. Many times there arecompromises to make a road bike butthere is almost no compromise withthis bike in my opinion. We have madethe changes we need to improve thisbike to win the WSB championshipbut any superstock racer will be ableto win races on this bike too.

“My main focus is to make a bikeeasy to ride. Make it easy to ride andthe racers can go faster. This is the samefor road riders on the road and on atrackday. When we started two yearsago we already had a huge amount ofinformation that had been passed to usby the WSB team. We knew what need-ed to be changed in order to improvethe existing bike, which was still verystrong and was still winning races.”

While the new ZX-10R’s technicalchanges are sure to put it on a level withthe class-leading machines from rivalmanufacturers, the styling is still verysimilar to the outgoing model and atfirst glance some may not even noticethat this is a new bike.

“This was a deliberate choiceby the development team,” saysMatsuda, defending the decision tomake minimal aesthetic changes. “Wedid not want to waste one minute or anymoney changing anything that did notmake this a better engineered bike, afaster bike and a motorcycle that waseasier to ride.”

When asked about how much of whathas been learnt developing the ZX-10R

Born to continue dominating on track, Kawasaki say new 10R will also rule on the road

might translate down the family tree toa new 600cc supersport bike, Matsudagrimaced and said: “Maybe right nowthere is not the market for a new 600. It’s a very small market now.”

Superbike DNA

Yorkshire’s Tom Sykes won the WSBtitle for Kawasaki in 2013, followingtwo seasons of intensive bike develop-ment after joining the official factoryKawasaki Racing Team.

Since he first started testing thebike during winter 2011, Sykes andcrew chief Duinker have been work-ing closely with the factory to shapethe outgoing bike and also feed backinformation to KHI about what neededto change for the new version.

Sykes said: “The biggest thing weworked on with Kawasaki was reducingengine inertia as much as possible andalso learning to control that throughthe electronics that were allowed.The changes in the rules for this yearmeant I’ve had to relearn a lot of thatbecause the bike is very different and itdoesn’t suit my riding style as much asit did. The new electronics are a directdevelopment of the stuff we have beenusing in superbike racing.”

One of the biggest engineeringchanges Kawasaki made was makingthe crank lighter, thereby reducing itsinertia by 20%. The benefits will be felton the rate the engine can accelerate,how much easier it will stop and alsochange direction. Duinker added:

2016 KAWASAKI ZX-10R

SENIOR REPORTER

“From the very beginning it has beenclear what we needed to do to make thisbike work better for Tom. We did thatwith the 2012, ’13 and ’14 bikes but thechanges for this year have been hardfor Tom to work with because of hissuper-demanding style on the brakesand acceleration. The new bike will beexactly what he needs, we hope.

“The reduction in engine inertia,the headstock tube relocation nearerto the rider, and the swingarm lengthwill help superstock riders, while thedevelopment of the Showa forks andthe aerodynamics will really help usabove 300kph (186mph).”

While Kawasaki are yet to confirma price for the new ZX-10R, we expectthat it will be close to Yamaha’s YZF-R1, which means circa £14,995.

‘My main focus isto make a bike

easy to ride... forriders on the road’

2016 KAWASAKI ZX-10R

(ZX1000RGF/SGF), £TBC

Engine 998cc liquid-cooled,

4-stroke inline four, DOHC,

16-valve

Claimed power 207bhp @ 13,000rpm

(with ram air effect)

Claimed torque 84ftlb @ 11,500rpm

Frame Twin spar, cast aluminium

Front tyre 120/70 R17

Rear tyre 190/55 R17

Front suspension 43 mm inverted Balance

Free Front Fork with

external compression

chamber, compression and

rebound damping and

spring preload adjustability

Rear suspension Horizontal back-link with

BFRC lite gas-charged

shock, piggyback reservoir,

compression and rebound

damping and spring preload

Front brakes Dual semi-floating 330mm

discs, dual radial-mount

Brembo M50 monobloc

calipers

Rear brakes Single 220 mm disc,

single-bore pin-slide,

aluminium piston

Wheelbase 1440mm

Seat height 835mm

Kerb mass 206kg (with ABS)

Fuel capacity 17 litres

TECH SPEC

YOSHIMOTO MATSUDA


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08 THIS WEEK

‘Sharp and edgycharacter lines

flow from its newfront face’

By Andy Downes

This stunning creation is Suter’snew MMX500, a completely up-dated V4 500cc two-stroke GPbike reborn for the modern era.

The bike is the work of bike builderand chassis expert Eskil Suter, who hasspent the past decade building bikes forMotoGP, Moto2 and Moto3 classes buthas always wanted to create a moderninterpretation of the old 500GP two-stroke machines.

Just 99 examples will be made, andowners can expect to revel in 195bhp of

two-stroke power. The engine featureselectronic fuel injection, twin counter-rotating crankshafts, Akrapovic tita-nium expansion chamber exhausts,and carbon-fibre bodywork. The be-spoke twin-spar aluminium frame hasbeen CNC machined from billet and ismatched to an aluminium swingarm,also carved from billet.

Öhlins upside down front forksand shock are all fully adjustable anddifferent linkages are available at therider’s request. The OZ wheels canbe specified in either magnesium oraluminium depending on choice. The

Brembo 320mm twin front discs areclamped by radially mounted four-piston calipers.

All told, the MMX weighs just 127kg,and will empty your bank account of afairly serious £60,000. Anyone luckyenough to be able to afford one, andfast enough to get on the list before all99 are snapped up, is unlikely to bedisappointed.

The project has the backing of for-mer 500GP world champions WayneGardner and Freddie Spencer and bothwere on hand to ride the bike at therecent launch in Switzerland.

Honda have teased the release oftheir 2016 CBR500R, saying thatthere will be a “comprehensive rangeof upgrades” for their A2-friendlymiddleweight.

The 2013 CBR500R was designed tomaximise the new 47bhp regs whileat the same time being both attrac-tive and affordable. Its top speedis limited to 112mph – more thanenough for road use – but there’sfun to be had in getting up to speed,and the CBR500R’s handling exceedsexpectations. It’s an engaging, fun,and satisfying bike.

Upgrades for 2016 includeO A complete new look based on adesign theme of ‘Aggressive SpeedShape’, whatever the hell that means.Sharp and edgy character lines flowfrom its new front face - featuring

A2 licence-friendly Honda

gets aggressive for 2016

Honda aren’t revealing

much with this teaser

of the new CBR500R

Former champs Spencer and Gardner are backing the projectIf 500GP bikes were still racing today, this is how they’d look

Dual LED headlamps have that

trademark sporting-Honda look

OF 500GPBIKES Suter build two-stroke V4 machines for the modern era

steeply-angled dual LED lights – through to the upswept tail equipped with LED lighting.O Front suspension upgraded with adjustable preload.O Larger fuel tank with hinged fuel cap (the old one just came off in your hand).O Adjustable brake levers.O Honda’s ‘wave’ style ignition key.O A new shorter exhaust muffler for enhanced mass centralisation, with internal structure tuned for a satisfy-ing low, crisp exhaust note.O Dynamic new colour schemes.

The new Honda CBR500R will be revealed in full on October 15, and MCN believes it will be joined by a similar host of upgrades for the rest of the 500 range in 2016.■ A2 bikes on test, p28

STILL SMOKIN’

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#MCNwednesday

09 BUYING & SELLING SPORTFEATURES GARAGETHIS WEEK NEW BIKES October 14 2015

‘Owners canexpect to revel in

195bhp of two-stroke power’

Yamaha have released a new lower-specversion of their YZF-R1 in the USA, giv-ing our friends across the Pond threemodels of R1 to choose from – or four ifyou count the 60th Anniversary special.

The new model, dubbed YZF-R1S,features a host of relatively minor cost-cutting changes to make the new modelmore attractive to street riders whowant a phenomenal road superbike,but to whom the extra 5kg of mass isan irrelevance.

The reduction in exotic materialslike titanium and magnesium haveallowed Yamaha to knock approxi-mately 10% off the R1’s retail price,at $14,990 (£9800), compared to thestandard model’s $16,490 (£10,785).Changes on the R1S include the use ofsteel con-rods instead of titanium, al-loy wheels instead of magnesium andsteel exhaust headers and engine coverbolts. In addition the R1S does not havea quickshifter fitted although it doesfeature the same exceptional electronicrider aids package as the standard R1,including the IMU control unit.

Disappointingly, Yamaha say the newYZF-R1S has been made specifically forthe US market to meet the requirementsof American riders, and there are noplans to bring it to Europe, believingthat the scale of take-up would be toosmall to be viable. We hope that willchange, as a YZF-R1S on UK shores atcirca £13,995 (the R1M costs £18,740,the standard R1 £14,999) could be avery attractive option for road-focusedsuperbike riders.

After his test ride at the bike’s launch,Freddie Spencer said: “I could not be-lieve what an awesome machine it is.For me Switzerland was chocolate andcheese, but now Swiss motorcycles are

on the top of my list for Christmas!”Numerous motorcycle legends at-

tended the presentation, includingworld champions Luigi Taveri and PhilRead, while Luca Cadalora, ChristianSarron and Didier de Radigues alsotook part. The bike will now take partin the GP Bike Legends project togetherwith Suter Racing. The WGPB Legendsorganisation is headed by 1987 500ccworld champion Wayne Gardner,who commented: “There is probablyno other engineering organisationworldwide which could produce new500GP bikes to make all this possible.”

There’s a one-

piece machined

frame under that

carbon-fibre

fairing

Stunning V4 has twin counter-

rotating cranks and fuel injection

R1S is slightly heavier and cheaper, but

UK riders won’t be able to buy one

Spencer got his first taste of a modern 500GP bike at the Swiss launch

Cheaper R1 is

coming, just

not to the UKNEXT WEEK

PLUS Father and son racing rivalries

+ 17 pages of hands-on advice

PHILLIP ISLAND MOTOGPTitle fi ght reaches fever pitch

CASH IN ON FUTURE CLASSICSWhat bikes will soon be worth a fortune?

MAJOR CHANGES TO

MUCH-LOVED BRIT

+ 1200 V4 UPDATE

BSB TITLE DECIDERBrands showdown for Brookes & Byrne

NORTONCOMMANDO

WORLD EXCLUSIVE TEST

IN ASSOCIATION WITH

APRIL 15-18, BUTLINS SKEGNESS

#MCNWednesday

MCNLive! has always been famousfor a huge number and eclectic mix ofbands but for 2016 we’re pulling out allthe stops and booking more live actsthan ever! From rock to dance, soul to

Short track racing is coming toMCNLive! The best short trackriders in the UK will be showingoff their incredible skills as theybash handlebars, barrel into turnson full lock and slide their way out.

indy, there will be music for all tastesin two huge venues. Already bookedare Steve Ferringo, Mercury (Queentribute), Antarctic Monkeys, CompleteMadness, BooMin and Green Date.

Riders include five times Britishchampion Ade Collins, former Britishchampions Tim and Tom Neave andAlan Birtwistle who’ll be performinghis incredible stunt of dragging hishandlebars through the corners!

‘Mr Showtime’ is back for 2016 with hisunique and jaw-dropping display of bikecontrol. One of the best in the business,Steve’s display is always an MCNLive!highlight and if you’ve never seen hissignature ‘monowheel’ stunt thenyou’re in for a treat!

If you’re looking for an introductionto riding Motocross or want to trya big adventure bike off-road theYamaha AMCA MX experience willbe offering try-and-ride introductorysessions at MCNLive! With experiencedinstructors, riding kit and the latestYamaha models it’s the perfect chanceto have a go off-road. And like most ofthe attractions the event, it’s free!

The ride to Cadwell is always popularand we’ve secured track time. Oursecond ride is to Kirkby Airfield wherethe East Kirkby Straightliners dragracing club will be running somestunning sprint bikes up the airfield– and you can put your bike on the striptoo. Track places at both rides are on afirst come, first served basis.

With a packed retail village on-site there’s never been a better chance to bag a bargain. Whether you’re just after a T-shirt or a completely new riding kit there’ll be plenty of stands selling great products at low low prices.

MORE LIVE ACTS THAN EVER BEFORE!

THRILLING SHORT TRACK RACING

THE BRILLIANT

STEVE COLLEY

STUNT SHOW

RIDE OFF-ROAD

WITH YAMAHA

TWO MASSIVE

RIDEOUTS

GRAB A

BARGAIN!

Colley defying

gravity at

Butlins

Rock out to

mega bands at

MCN Live!

Sparks will fly in

the short track

spectacular

NEW

FOR

2016

15-18 APRIL 2016BUTLINS, SKEGNESS

SOMETHING FOR EVERYONE!


John McGuinness, ChrisWalker and John Reynolds will be at MCNLive! the whole weekend and as well as stage interviews,

signings and taking part in the rideoutsthey’ll be partying the night away withthe best of them so expect to bumpinto a legend or two at the bar!

When you feel like taking it easy,the Butlins facilities offer fantasticvalue. There’s a huge choice of mealplans, bars and family entertainmentincluding the Splash Waterworld, Spaand much more! Note: Butlins chargeextra for some services.

Always wanted to ride or own a classicbut didn’t know where to start? Theteam from the National MotorcycleMuseum will be bringing along exhibitsfor people to try out. With guidancefrom the experienced tutors you couldbe riding a priceless machine aroundour controlled course. Spaces arelimited, so sign up early.

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NEW

FOR

2016

You can collect vouchers printed in MCN to get a discount of up to £20

off your MCNLive! ticket. A three-day stay at MCNLive! costs as little

as £99 for a self catering (minimum of two people), but with this special

offer you can save a decent chunk off going Gold.

You’ll get £5 off for every voucher, up to a maximum of four per

person. So for a Half Board Gold Apartment (Premium Dining) the price

would normally be £185, but with four vouchers per person it would be

just £165 each.

1. Collect a maximum of four

unique coupons printed in MCN

throughout October.

2. Book online & select half

board gold apartment (prem

dining) for £185 per person

3. Post coupons to E.Glanville,

MCN Live Marketing Dept, Bauer

Media, Media House, Lynchwood,

Peterborough, PE2 6EA. Include

the full name of each person

claiming discount. Offer only

applies to half board gold

apartment (prem dining). Include

an email address if you would

like confirmation.

We’ve lined up a great group

ticket offer. If you book three

apartments of four people per

apartment the person that books

goes free and will receive a full

fridge of beer!

COLLECT VOUCHER 4 NEXT WEEK

VOUCHER 3BUTLINS BASH

T&Cs: for the coupon collect:

Make your booking now to secure your place, make payment and your coupons must be received by us no later

than Friday 6th November. Your fi nal bill will then be adjusted. Include an email address to receive confi rma-

tion that we have received your coupons. Photocopied coupons will not be accepted.

The Vouchers cannot be exchanged for cash and does not make or give any promises, warranties, guarantees

or representations concerning the services provided by Butlins. Vouchers cannot be used in conjunction with

any other special promotions. Availability is limited so book early to avoid disappointment. Post coupons to:

E.Glanville, MCN Live Marketing Dept, Bauer Media, Media House, Lynchwood, Peterborough, PE2 6EA

CALL 0330 100 6648 TO BOOK YOUR PLACE NOW! WWW.MCNLIVE.CO.UK


12 THIS WEEK

Velocette LE

‘My dad rescued it from a skip’

FIRST BIKE

Honda SS50

‘It was just terrible, shockingly bad’

THE UPGRADE

BRUCE

DICKINSONIRON MAIDEN FRONTMAN,

AVIATOR, AND RIDER

SPONSOR

BRUCE’S BIKES

Iron Maiden’s front man

now flies jumbo jets for

fun, but his first taste

of freedom came via a

French moped

Dickinson and sponsored

rider Hickman prepare

for take off

Suzuki V-Strom 650XT

If you prefer your adventures to

be a little lighter and mainly on

the road, the 650 is well worth

a look. £111.99 a month with a

£1900 deposit lets you travel.

Triumph Tiger 1200

Get a whopping £1200 of

clothing and accessories free

with a new Explorer, which is

cracking value at just £119 per

month with a £2875 deposit.

Ducati Multistrada 1200S

Are your tours of duty leaning

towards the luxurious and

sporty end? This is for you then,

fast Italian opulence at £185 per

month, with a £3937.75 deposit.

BMW R1200GS TE

Grab yourself BMW’s fully laden

seminal adventure bike right

now, and you’ll get their £610

satnav thrown in. Yours for

£2790.24 in advance, and just

£139 per month for three years.

Adventure deals this week

£139/month

£119/month

£112/month

£259/month

PCP

PRAISEBE FOR

Like a great deal? Head to

THE MCN GARAGE P41

Iron Maiden’s lyrical screamer talks mopeds, the TT and licensing woes

‘DAD GOT ME A MOBYLETTE – I THOUGHT ‘YOU B****RD!’’Did you grow up around motorbikes?

I did. My dad had a car showroom, andone day he turned up on a Norton 750Commando, in his suit, with no helmet!He’d just taken it in part-exchange for acar, and it sat in the showroom, next toa brand new Meriden Bonnie, a HondaCB400-4, a Sunbeam S8, and an ArielSquare Four. It was a nice collection ofrare and cool-looking bikes, and theyjust sat there – people would walkin and ask if they were for sale, butDad would say ‘naah, sorry,’ and then manage to sell them a car!

So did you ride as a kid?

Yeah, I graduated as far as a Honda125 trail bike, but before that had aVelocette LE200 that my dad rescuedfrom a skip! He made me fix it beforehe let me ride it – he was a mechanic.He had a sense of humour too, andbefore that – when all my mates hadYamaha FS1-Es – he got me a f***ingMobylette! I thought ‘You b****rd!’ – itwas so much like a bicycle that it hadbrake blocks on the front end! I still gotit going 60mph downhill though, and Itook the exhaust off so that it made abit more noise! I upgraded from that toa Honda SS50, which was just terrible.

Good memories of a misspent

youth?

They are. I always remember thefirst day I heard Ritchie Blackmore’sRainbow – the first time I ever heardRonnie Dio’s voice – was listening tothe radio in this guy’s garage as hespannered on a Triton he owned. Iremember asking who that amazingvoice on the radio was – I was about16, full of spots. He finished what hewas doing and asked if I wanted to hopon the back. So I did, and we ended updoing a ton down the dual carriageway

on it. I thought, ‘oh, shit, that was fun!’ –but then I went to university and never had time for bikes.

So you don’t actually own one now?

No, not at the moment. In fact, I’ve notgot a UK licence. I hated driving andin the end I passed my driving test inJersey, which gave me a weird licence,and when I converted it, it didn’t giveme any motorcycle entitlements. Thenthey changed all the regulations and itbecame such a faff to get a licence thatI never got round to it. I keep looking

at motorcycles and would really liketo get one again. I’m strictly talkingabout a well-behaved retro thing andjust bobbing around on it. I love thelightweight bikes of my era too, though– things like the Ducati 350 Desmo.Light, flickable and fun. I do keeplooking at the new Royal Enfields, thenI remember that they were never that good when they were new!

You’re getting involved in the TT?

Yes, although I’ve still never been.The TT is one of those things that I’vealways wanted to get to, and nevermanaged it. We came very close thisyear, what with sponsoring PeterHickman I told myself it had to be done– and then it didn’t happen, but it willnext year! The Classic TT as well –there’s some genius machinery there.

A few years ago I was a judge forthe aviation class at the GoodwoodRevival, and it was great to be able tojust walk around the pits and talk toeveryone. Motorcycling has that sortof atmosphere where you can go anddo that. I suppose in a way it’s a bit likeIron Maiden – you can listen to us, thengo get yourself a guitar and do it – put a band together and play!

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ANDY DOWNESSENIOR [email protected]

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14 THIS WEEK

KTM 1290 SUPER DUKE GT

When KTM unveiled the 990 SMT back in 2009 it managed to combine the slightly bonkers un-derpinnings of the 990 Supermoto with a tour-

ing focus – thanks mainly to a small top fairing and some panniers. Of all the markets the bike was sold in, our sportsbike-loving nation of tourers lapped it up more than most.

The KTM 1290 Super Duke GT is the latest take on that sporty-but-touring option, and MCN was able to secure a first ride on a prototype version months

ahead of the model’s official launch.The 990 SMT was a great bike – I once

rode one 900 miles from the Austrian factory to the MCN office in one hit, only stopping for fuel and snacks – but next to the new 1290 GT it’s like comparing a simple cannon with the latest RAF attack drones, such has been the march of technology in the past six years.

Underpinning the 1290 GT is an updated version of the 1301cc water-cooled V-twin and chassis from the Super Duke R, which was launched last year, with the engine fairly heav-ily revised in order for the bike to pass stricter Euro4 legislation. There’s a redesigned cylinder head for improved combustion, a new exhaust with a valve to manage noise levels, and revised electronics to smooth out the power

delivery. It also gets a quickshifter as standard. Oh, and more power and torque too. KTM aren’t saying exactly what power it’s producing yet but we reckon it’s more than 180bhp.

Chassis changes have centred on increasing the practicality of the bike in the GT role with alterations to the main chassis to allow the mounting of the top fairing, a stronger and longer subframe to cope with the fitment of an integrated luggage rack and pan-niers, improved pillion comfort and long distance capability. It also gets Pirelli Angel GT sports-touring tyres, which are an excellent choice.

This bike has seen far more work than just slapping a top fairing onto a Super Duke R. The fuel tank capac-ity has been increased by five litres to a whopping 23 litres, there’s an

adjustable windscreen, the latest WP semi-active suspension has been fit-ted as well as cornering ABS, traction control, multiple riding modes, hill start assist, anti-rear wheel lock up detection, cruise control, and lean angle-specific cornering lights. And it has heated grips as standard, too.

The bike we are riding is a prototype and has clearly seen some fairly heavy use during testing by KTM develop-ment riders. There’s messy wiring, the bodywork is covered in disguise tape and the fit and finish are a bit rough. Sitting on the bike for the first time re-veals a rather unusual riding position. The way you sit on the seat and place your feet on the footrests is normal but the handlebars are strangely placed and angled, making my first fleet-ing impression feel like I’m holding wheelbarrow handles!

Heading out onto the Austrian roads near the sprawling (and endlessly ex-panding) KTM factory, the friendly, useable, smooth and controllable na-ture of the newly reconfigured engine is immediately noticeable. The current Super Duke R is already a lovely bike

‘KTM aren’t saying exactly what power it’s producing yet but we reckon it’s more than 180bhp’

PROTOTYPE FIRST TEST

‘A blend of devastating performance with genuine touring ability’

#MCNwednesday

FEATURES 15 BUYING & SELLING SPORTGARAGETHIS WEEK NEW BIKES October 14 2015

to ride slowly, and the new bike onlyimproves on this.

Now heading out into the coun-tryside, I realise the odd riding posi-tion has already become normal andcomfortable. The steering is as light asthe Super Duke R’s and the brakes areas startlingly strong. It’s at this pointI opt for a little bit of throttle. Below5000rpm the acceleration is potent; at7000rpm it could be described as ‘brisk’in the same way you could also describethe surface of the Sun as ‘tepid’.

I’m not immediately sure what isthe most striking element of the GT’sperformance: is it how easy it feels togo fast? Is it the level of comfort andprotection offered by the adjustablescreen? Or the devastating combina-tion of power and torque that makesrapid and smooth miles effortless? I

VERDICTKTM are the masters of making

bikes that on paper should be

intimidating and downright

unpleasant behave like

pussycats. The new 1290 Super

Duke GT is definitely a worthy

successor to the 990 SMT.

WE LIKE

WE DON’T LIKE

■ Power, control, comfort■ Even more civilised than the Duke R

■ Irritating sidestand position

NEED TO KNOW

Performance

It’s easily 180bhp so shove isn’t

exactly lacking

Looks

It’s not the prettiest and so its

aesthetics will be divisive

Value

Top electronics plus quickshifter and

heated grips as standard

TECH SPEC

Price £16,000 (est)

Engine Liquid-cooled 1301cc,

V-twin, six gears,

chain drive

Power Approx 185bhp

Torque Approx 100ftlb

Kerb weight Approx 210kg

Capacity 23 litres

KTM 1290 SUPER DUKE GT

(PROTOTYPE)

Dash serves as the interface for rider assists, traction and suspension control

Semi-active suspension speaks to ABS

Pass the shoehorn. KTM are masters at big V-twin packagingBeneath disguise tape sit clever cornering lights

struggle to make up my mind, and decide it might be all of them.

There are grumbles of course. Flick-ing the sidestand down is hit-and-miss, and if the leaning side lights are as irritating as those on the KTM 1290 Super Adventure then I might soon be searching for a fuse to disable them. And the looks aren’t going to be to everyone’s tastes.

The GT is sure to be an expensive purchase but if you liked the 990 SMT then this is probably the evolution of that bike you’ve been dreaming of. If the thought of a naked is too impractical, the idea of a tourer too sensible, and the notion of saying goodbye to sportsbike performance too unsettling, this could be the perfect bike for you. It success-fully blends devastating performance with genuine touring ability.Scything through the Austrian countryside, the prototype will soon be fully finished


16 NEW BIKES

YAMAHA XV950 RACER

Yamaha has added yet another bike to its fun and stylish Sports Heritage line-up – this time an accessory-clad revamp of the existing XV950 in café racer trim.

The 2013 XV950 and higher-spec XV950R were the first Sports Herit-age models as Yamaha set about re-booting classic machines, and so far they’ve done a pretty good job. Since the XV950, Yamaha has been hard at work, with the SR400, XJR1300 and soon-to-be- released XSR700 (catch

MCN’s first test in the November 4 is-sue) and this bike, the XV950 Racer.

For £300 more than the bobber styleXV950R (£7799), you get the full-oncafé racer treatment. The Racer hasclip-on bars, new switchgear andlevers, new footrests, a single seat cover, a front cowling and number boards. Yamaha has also increased front and rear suspension travel by 9mm up front and 6mm at the rear.

The footrests are further back and higher and the seat is 75mm higher. The clip-ons pull your arms forward while the footrests and higher seat push your bum backwards. It’s a sportier, more involved riding position, which is perfect for the café style. Surprisingly, it’s more comfortable than it looks; the only downside is the rather large,

protruding air-filter, which vibrateson your right kneecap.

What about the fancy bits?

Yamaha are really pushing their ac-cessory range and hope customerswill use the Racer as a ‘blank canvas’ for their own customisation. It’s pretty obvious the original XV950 bobber was developed to compete with the Harley 883 Sportster, and easy modifications and personalisation for all three XVs are important weapons in the battle against H-D. Our test bike came with an Akrapovic exhaust (£539.99), a VIN plate holder (£101.99), Rizoma bar end mirrors (£133.99), a billet fork brace (£159.99) and extra finishing touches such as covers and graphics, raising the as-tested price to £9495.91.

How does it ride?

The XV950 Racer uses an air-cooledV-twin from the 2009 Yamaha XVS950Midnight Star tweaked to producemore torque and push out 51bhp at5500rpm. There’s more than enoughoomph to get past traffic and to cruise smoothly at 80mph without fuss –

although the lack of wind protection will make long-distance, high-speed riding a challenge. The suspension on a cruiser like this is never going to feel particularly special, but the twin-shock KYB set-up keeps the XV stable through corners and provides a decent ride quality too.

The addition of those clip-ons helps make cornering more fun than it should be on a bike like this – but expect those pegs to scrape if you get too enthusi-astic. The Racer comes with ABS as standard (unlike the base model XV950, £7199), and the wavy front disc and twin-pot front caliper plus single-piston rear do a good job of stopping the XV, much better than most bikes in this custom class.

In fact, the riding experience is pure

‘Clip-ons help make cornering more fun than it should be on a bike like this’

FIRST TEST

‘This bike is a design job but it’s a good design job’

Yamaha’s Sports

Heritage range has

now sprouted this

cute café racer

ANDY DAVIDSOSTAFF [email protected]

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#MCNwednesday

17 BUYING & SELLING SPORT October 14 2015FEATURES GARAGETHIS WEEK NEW BIKES

Peugeot Satelis 400

– stripped back – and yet fun. ABSaside, it does away with mod cons andleaves you enjoying the ride and sweetAkrapovic note that’ll turn more headsthan your average cruiser.

Why should I buy one?Yamaha have done their homework. The XV950 Racer looks the part, with a minimalist style and sleek features, especially the buttonless dash, cool switchgear and exceptionally neatly packaged engine. Yamaha has care-fully thought about the design; it’s drenched in mean-looking black paint, with excellent finishing touches such as fork gators, front cowl and a sump-tuous seat. The XV is well priced, has an impressive array of accessories and, most importantly, it handles.

VERDICT

VERDICT

The Racer is a design job, but it’s

a clever design job and the £300

additional asking price for all

the extras you get are worth the

money. It’s a stylish bike, can be

easily modified and is great fun.

No gizmos but good performance

and handling with scooter

convenience.

WE LIKEWE LIKE

WE DON’T LIKEWE DON’T LIKE

■ Looks the part■ Great build quality

■ Decent performance■ Comfort

■ Limited ground clearance ■ Over the top for urban commuting■ Short screen

NEED TO KNOW

Modifications

Built with customisation in mind.

Visit the Yamaha My-Garage app for a

full list of mods.

Looks

Offset café racer stripes, sweet

finishing touches, minimalist design,

tightly packaged with an authentic

feel. What’s not to love?

Value

The Racer is £300 more expensive

than the XV950R but worth

the extra cash.

TECH SPEC

TECH SPEC

Price £8099 (£9495.91 tested)

Engine 942cc, air-cooled, SOHC,

belt drive, five-speed

Power 51bhp @ 5500rpm

Torque 59ftlb @ 3000rpm

Kerb weight 251kg

Capacity 12 litres

Seat height 765mm

On sale Now

Contact yamaha-motor.eu/uk

PCP DEALS

Deposit £1905

36 payments of £115

Final repayment of £3614

Price £4799

Engine 399cc, water-cooled

single

Power 36bhp @ 7250rpm

Weight 213kg

Capacity 13.5 litres

MPG 70 (tested)

Seat height 784mm

On sale Now

Contact peugeotscooters.co.uk

YAMAHA XV950 RACER

PEUGEOT SATELIS 400

Yamaha is taking the

fight to Harley with

its latest XV950

Now with Yamaha’s

own engine, it’s fast

and handles too

Offset stripes, stylish dash and nice of Yamaha to bolt-on a shaving mirror

Any number you like, as long as it’s sevenSaucy Akrapovic is an extra £539.99 LED cluster is a neat mix of old and new

By Peter Henshaw

MCNCONTRIBUTOR

‘It packs a shed- load of extra power’

Peugeot used to own the scooter market in the UK, its sharp-ooking Speedfight dominating the sales charts. More re-cently, it’s been eclipsed, but now it’s fighting back, with the Django offering an alternative retro that doesn’t look like a Vespa, and this, the Satelis 400.

Peugeot’s big feet-forward scooter has been around for a while, using bought-in engines from Piaggio, but now it’s been re-engined with Peuge-ot’s in-house, liquid-cooled, 400cc, four-valve single. At 36bhp, it packs a shed-load of extra power compared to the old Satelis 300 (22bhp), not to mention all the other 300cc scooters out there. Otherwise, the spec is pretty simple, with no ABS or traction control, which keeps the price down to £4599 (plus £200 for the pinstriped RS tested here) – that makes it a few hundred quid more than a typical 300cc scooter, but far cheaper than a Burgman or TMAX.

Like all the bigger-engined scoots, the Satelis is physically big as well, and although the seat is a reasonable 784mm on paper, it’s also wide, which will have short legs on tip-toes. But once installed, it’s a very comfy place to be with plenty of space to stretch out. I did a couple of 10-hour days on the Satelis, without ill effects.

What really impresses though, is the way it goes – 36bhp to haul 213kg might not sound very exciting, but the twist‘n’go transmission makes the most of what there is, keeping revs in the 4-6000rpm range when working hard. The result is surprisingly rapid acceleration, not just away from the lights but out on the open road as well. Twist the grip at 60mph and there’s quite a kick in the back, certainly enough for easy overtakes. In short, it’s perfect for the sort of fast motorway/slow city riding that big scooters are

intended for, although the low screen on the RS transmits a lot of wind blast at motorway speeds.

That’s backed up by decent handling and brakes. There’s no sign of wal-lowing from the forks and twin rear shocks, even two-up, and it turns in neatly, the Michelin CityGrip tyres gripping well. Most big scooters now have linked brakes, or ABS, or both, but the Satelis has neither. Not that this does it any harm – the Nissin calipers are the same ones used by Triumph’s Street Triple, and they work just as well on the Satelis as on Hinckley’s middleweight naked.

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‘Done on a tiny budget, it

was the Real Way Round’

EYEWITNESS Celebrating 60 yearsof amazing moments with MCN

Austin: ‘That’s me on the left,

Chas Penty in the centre, and

Gerald on the right. Crossing

the Chernyeva river in the Zilov

Gap. Ewan and Charley don’t

have a version of this pic. They

did it on the train’

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THE EYEWITNESSES

Austin Vince

Adventure

motorcyclist and

speaker, best known

for Mondo Enduro

Gerald Vince

Brother of Austin,

member of the Mondo

Enduro team

Chris Scott

Adventure author

and legendary

expedition leader

In 1995 seven pioneering friends decided to ride around the world on the cheapest, lightest bikes that were up to the task. Some parts of the journey had never been attempted by land, communism was in meltdown and, in the pre GoPro age, one of them even filmed it. The resulting documentary – Mondo Enduro – has become a cult icon of DIY motorcycle adventuring.

Gerald Vince ‘Where did the idea for the trip come from? That’s easy! In 1989 communism collapsed. The Berlin Wall came down. All that sort of business. So we rode from London to the Black Sea and back, through all the countries that used to be “closed”. We

turned up, got a visa on the border and had a great time. But we wanted to take it further. So we started saving money and by 1995 had enough to go.’

Chris Scott ‘There was little or no info out there about overland bike travel. So I self-published a document called Desert Bike: a Guide to Independent Motorcycling in the Sahara. It was very crude – stapled together on A4. Austin heard about it and invited me to the Liberal club – the first and last time I’ve worn a tie since school, I had to buy one for a quid from a charity shop. I told them to keep it light and thought “good luck to them, like me in my first trips they will get as far as they get”.’

Austin Vince ‘I was amazed how long it took to get to Nice! Then it took forever just to get to Siena. Then forever to Brindisi. And we were knackered. By the bottom of Italy I thought we couldn’t keep it up. We got our first puncture and I almost burst into tears. We were absolutely rubbish at long-distance motorcycling.’

Gerald ‘I thought that if we could do 100 miles a day that was fine. It’d then take us three months to reach Japan. Then when I was looking at the map I thought: “There’s a huge, great gap in the road! That can’t be right. There can’t not be a road all the way across Russia”. Whereas in fact the map was

1995 A bunch of mates do 40,000 miles in ex-USSR, Africa, Europe and America


18 October 14 2015

1955-2015

Just a group of mates

who became pioneers

Discovery showed the trip

almost on a loop for years

Trips like this can

change you as a person

correct and there was no road in the section that become known as the “Zilov Gap”. Beyond that… we’d never even heard of Magadan until we were on the ferry across the Caspian Sea.’

Austin ‘The first week of the Zilov Gap in Siberia was just awful. I thought we’d never get out of that mud-drenched hell. On the worst day we did 800m. Then Gerald got ill. So we had to hole-up under a bridge in the pouring rain. Four months into the trip and we were just waking up to the fact that riding heavily laden bikes across a Russian swamp is entirely different from travelling tarmac’d roads. I’d never in my life seen a knobbly tyre. None of us realised that bearings wore out. It was a perfect storm of utter ignorance and lack of preparation. Teeth were snapping off sprockets. Everything was falling apart. At one point I lost my bike into a trench of dark brown water and I remember thinking “that’s the end of the trip then” because I didn’t think it was possible for a bike to be submerged in muddy water and ever run again. The eyes reddened… the lip trembled… but there was nothing to do but roll our sleeves up and deal with it.’

Chris ‘When you’re faced with difficulties you don’t just crumple, you fight your way out of it. You will meet challenges until the point when it becomes too hard. When there is no option such as in the Zilov Gap you will do whatever it takes.’

Austin ‘Nearly a year later, coming back from Istanbul with the whole trip behind us we were on fire! That was a huge thrill. To be bloody good at adventure motorcycling. We’d done the apprenticeship. I didn’t come back the same person I was when I left. Sleeping in a different place for 400 days straight made it feel like 2000. I thought I’d been away for 10 years. Little did we realise that 20 years down the line the trip would take on a life of its own and be “famous”. Guys like Charley and Ewan set out to make a huge international production with one of the most famous men in the world in it. We were just normal guys going on holiday and filming bits and bobs. We were unsupported and unsponsored.’

Chris ‘You can’t compare big, blingy trips such as Long Way Round with an authentic trip like Austin and Gerald’s. They did it on a tiny budget and had no idea what was coming next. It’s the first record of a round the world trip in a big group – being run over in Ethiopia, getting sprockets carved out of billet in Siberia, great hospitality in California... all the perils, the boredom and the exhilaration of being out there. This was the Real Way Round.’

Gerald ‘Discovery showed our film again and again for 10 about years. When somebody comes up to me and says, “I saw Mondo Enduro and that’s why I did my trip and it’s changed my life” it’s a nice feeling.’

#MCNwednesday

19 BUYING &SELLING SPORTFEATURES GARAGETHIS WEEK NEW BIKES October 14 2015

Don’t want to get tied into a PCP deal on a bike you don’t strictly own?


20 October 14 2015

In a market increasingly dominatedby PCP deals, it is very easy tooverlook the fact that for the sameamount you will spend in threeyears of monthly payments, you

can actually own a used bike outright.And a very good one at that.

With a budget of £3000, MCN scouredthe secondhand market to see what

bikes are available that are not only incredibly practical, but also great fun to ride. Each of the four used machines we found are more than capable of being loaded up for a trip abroad, subjected to the monotony of a daily commute and then unleashed for a good old blast on a sunny Sunday. What more can you ask of a bike? Aside from a bargain price tag, of course, which they also happen to have.

Yamaha XJ6 Diversion S

From £2500

A replacement to the XJ600 Diversion,

the XJ6 models used a de-tuned R6

motor but were overshadowed by the

Fazers and were lost within the range.

Suzuki GSF1250S Bandit

From £2475

The water-cooled Bandit 1250 came in

2007 to replace the popular but outdated

air-cooled Bandit 1200. The Bandit was

dropped from Suzuki’s range in 2013 but

made a welcome return this year.

MCN CONTRIBUTOR

Continued over

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£3000 ROAD TEST

ATTACHED These £3000 all-rounders will give you total biking freedom

#MCNwednesday


The mission

With a budget of £3000, MCN

searched the used market to see

which are the best bargains when

it comes to a practical do-it-all bike

that can still be a hoot when the

sun comes out.

The riders

Jon Urry

Guest road tester

Age 38 Height 6ft 2in

CV Road tester and

used bike buyer

Bruce Dunn

MCN Road Tester

Age 49 Height 5ft 6in

CV Massively

experienced

tester and racer

Honda CBR1100XX Super Blackbird

From £2000

Designed to create headline-grabbing top

speed figures, but it quickly developed

into a devastatingly fast sports tourer that

remains loved by many riders.

Triumph Sprint ST

From £2950

One of Triumph’s hidden stars. Initially

popular, interest in this sports tourer dropped

as riders looked towards adventure bikes. It

was discontinued in 2011.

The Triumph Sprint ST arrived just asthe sports tourer was being forced toadmit defeat and surrender its marketshare to the adventure bike. Riderslooking for a machine that was not onlyfun on the road, but also able to coverdistance with ease were now turningto tall bars rather than clip-ons, and asa result the Sprint ST failed to set theworld alight. Which is a crying shameas it’s a great bike.

Talk to any Triumph dealer and theywill tell you the Sprint ST is one of thebest-kept secrets in the used bike world.I’m more than happy to admit to hav-ing a bit of a soft spot for this Britishtriple, and even in a modern contextit manages to impress.

The thing that makes the Sprint ST so good is that despite the fact it arrived at the party too late, it was developed and designed at a time when sports

tourers were popular and as a resultwas targeted to beat the competition ofthe day. With its 1050cc triple it easilyoutgunned Honda’s VFR800 for puredrive and without the need for an awk-ward V-TEC system, while its chassisis also far more accomplished. In fact,riding a used bike that can be had forunder £3000 shows just how overpricedthe new VFR800F actually is; I’d muchrather have a tidy Sprint ST and £7700in my pocket than the new Honda. Andthat’s not taking into account the factthe Triumph will probably come withcolour-matched luggage as well, some-thing the VFR doesn’t have.

Does it feel like a 10-year-old bike? Awell looked after Sprint ST doesn’t feelold, more slightly mature. The Sprint comes with an extremely well padded seat that is equally comfortable for the pillion, the clip-on bars are set nice and

high while the pegs are reasonably lowand the fairing is effective. It’s a com-fortable bike for covering distance andhas a tank range well over 150 miles.The handling is still on the sporty side,but against a modern adventure bike itwould probably lose out slightly in thebends due to its weight. It’s certainlynot a patch on the likes of the YamahaTracer, but does this matter?

Any bike Triumph put the 1050 tri-ple engine in instantly has one hugefactor in its favour and the Sprint is noexception. Not only does the enginesound superb, it’s also a joy to use withexcellent fuel injection and a relaxedand torque-laden midrange. Yes, thegearbox is clunky, but that’s expectedand as long as you are positive with your selections it’s not that bad. So why do so many people overlook the Sprint ST? Fashion tends to fit many people with blinkers, sometimes it pays to take them off for a few seconds.

AlternativesThe Sprint GT was released in 2010 and swapped the ST’s underseat pipes for a single side-mounted one, re-laxed the steering geometry, fitted hard luggage as standard, a larger fairing and further improved the comfort levels. But for all that, it lost some of the ST’s agility. It is still in Triumph’s line-up for £9149 new, with used examples starting at £4500.


22 October 14 2015 £3000 ROAD TEST

Triumph’s sports tourer is still a triple treat

Sprint ST 1050

Sleekly designed dash has trinity of clocks Underseat pipe continues triple theme

The Sprint ST’s suspension

linkages need stripping and re-

greasing every 12,000 miles and this

oft en gets missed on used bikes, lead-

ing to seized rear suspension and a

heft y repair bill. Poorly balanced

throttle bodies give the usually

very smooth ST a snatchy

response, especially at

low speed.

What to check

Engine 1050cc (79mm x 71.4mm), l/c, dohc, 12v inline triple. Six gears. Fuel injection

Electronic rider aids optional ABS | Power 125bhp @ 9250rpm | Torque 77ftlb @ 7500rpm

Chassis Aluminium twin spar, single sided swingarm | Front suspension 43mm conventional Showa

forks, adjustable spring preload | Rear suspension Monoshock, adjustable spring preload and rebound

damping | Rake/trail 24.5 degrees/90mm | Dry weight 210kg | Front brake 2 x 320mm discs with four-

piston calipers. ABS optional | Rear brake 255mm disc with one-piston caliper. ABS optional

Front tyre 120/70 x17 | Rear tyre 180/55 x 17 | Fuel capacity 20 litres | Seat height 805mm

Price

to£2950

£5000

SPECS

2005-2011 TRIUMPH

#MCNwednesday


‘The Sprint ST is one of the best-kept secrets in the used bike

world’

Remember a time before

adventure bikes? Sprint

ST is the best of a

forgotten breed

16,322 BIKES FOR SALE

2006 Triumph Sprint ST £3495

They say Full service history and

19,326 miles on the clock.

We say Slightly over budget, but it

has panniers. Worth an offer.

Contact Robinsons of Rochdale

01706 716650

1998 Honda Super Blackbird £2250

They say 24,000 miles, very good

condition.

We say It’s a carbed bike, but the

mileage isn’t high.

Contact Private sale on

mcnbikesforsale.com

2008 Suzuki GSF1250S Bandit £2495

They say 20,092 miles with a full

service history.

We say At under £2500 for a 1250cc

bike, you can’t argue with the price.


01706 716650

2009 Yamaha XJ6 Diversion S £3195

They say Just 8477 miles, very good

condition and a FSH.

We say The price and condition

sound good, worth a look.


01706 716650

£3K STUNNERS FOR SALE



1996-2007 HONDA

The Honda Super Blackbird is a bikethat despite being designed as a topspeed weapon very quickly maturedinto an absolutely brilliant, and veryfast, sports tourer. Unlike the overlyfocused Suzuki Hayabusa, you canactually hop on a Blackbird and crosscontinents without the need to look upthe local translation of ‘osteopath’ atevery stop. But what makes it so special?

For a start the Blackbird was built ata time when Honda went over the topwhen it came to build quality, some-thing that has slipped a little of late.You can throw miles at a Blackbirdand as long as you clean it regularly itwill happily fend off the perils of cor-rosion. It’s remarkable just how much abuse one of these bikes will stand up to, both physically and mechanically.

Aside from a few small niggles such as

the cam chain tensioner, the Blackbirdis basically indestructible. Owners allover the world have topped 100,000miles on their bikes and some have evencleared 1,000,000. How many othermachines can claim that? Aside froma bit of a suspension overhaul here andthere, you basically feed a Blackbirdfuel, swap its filters, and just watchthe miles roll past.

Even now, nearly 20 years after it wasfirst unveiled, the Blackbird’s motorimpresses. It’s one huge, seamless ballof torque that drives with gusto. Therear wheel figure of around 133bhp mayseem a little lacking against modernmachinery, but the Honda comes with loads of midrange and its twin balancer shafts ensure a smooth and vibration-free ride. But unlike the Hayabusa, the engine doesn’t dominate the show.

While it iscertainly along old bike,the Blackbird’s length ensures it is rocksolid in bends and also nice and roomyfor both the pillion and rider. You aren’tgoing to win any handling races, butafter a day in the well-padded seatyou will certainly win the race to thebar as sportsbike riders wander in likeJohn Wayne.

Are there any downsides to Blackbirdownership? Aside from having to keepcheck of your right wrist, some ownersloath the C-ABS linked brakes, but thisis easily sorted, and to be honest that’sabout it. And if you are in the market for a used Blackbird the good news is that many regard the earlier, and therefore cheaper, bikes as the better ones as their carbs are more fuel efficient than the later injected models. Result!

AlternativesThe first generation of Blackbird came with carbs but these were switched for fuel injection in 1999 with Honda’s HISS immobiliser system and a two-litre larger tank also added. In 2001 the bike was updated again but this only involved a taller screen and a new emissions-pleasing exhaust. Owners report the carbed bike is the more fuel efficient model as well as the faster one!■ Blackbird changed my life, p44

Making silly speeds seem sensible since 1996

CBR1100XXSuper Blackbird Price

to£2000

£5500

The Blackbird’s suspension

comes under criticism and any

high mileage machine will almost

certainly need a new shock or its

shock rebuilt, as well as fi rmer fork

springs. If you dislike the C-ABS

system, de-linking kits are readily

available, and make sure you

sort the diagnostic plug

issue asap.

What to check

Engine 1137cc (79mm x 58mm), liquid-cooled, dohc, inline four. Six gears. Fuel injection (carbs pre-

1999) | Electronic rider aids C-ABS | Power 164bhp @ 10,000rpm | Torque 91ftlb @ 7250rpm

Chassis Aluminium beam, single sided swingarm | Front suspension 43mm conventional forks,

fully adjustable | Rear suspension Monoshock, fully adjustable | Rake/trail 29-degrees/ 99mm

Wet weight 254kg | Front brake 2 x 310mm discs with three-piston calipers. C-ABS | Rear brake

256mm disc with three-piston caliper. C-ABS | Front tyre 120/70 x17 | Rear tyre 180/55 x 17

F i -litr 1-litr r | 1

Injected models have digital speedo Linked brakes aren’t liked by everyone

SPECS

#MCNwednesday


The Bandit isn’t a sexy bike, but it isremarkably efficient at delivering whatriders want – big power in a reassur-ingly large machine. It’s old-schoolmotoring at its very best and has thefeel of a bike designed at a time whenthe size of your cubes meant morethan how fast you could lap a track.To a section of riders, that makes theBandit their perfect choice.

Everything about the Bandit 1250is big. Its engine is a massive 1254ccthat thumps out mountains of torquewith a feeling of still being air-cooled,despite its water jacket. Both the riderand pillion seat are armchair-like intheir comfort levels and even the leversfeel chunky and substantial. In fact, theonly thing that isn’t super-sized on theBandit are its bars, which are weedyand crying out for replacement withRenthals. But this feeling of substancecomes at a price – weight.

There is no denying the Bandit is abig old bike and at 236kg dry it’s noballerina at lower speeds. The low seatheight helps make it manageable, butyou don’t throw a Bandit at a bend, youask it nicely and hope it will respond.

However, the Bandit doesn’t sell on itshandling, it sells on price and on thatscore it is a winner.

Recently reintroduced into Suzuki’srange, brand new Bandits cost just£7299 and used machines start at£2500, which is amazing value for whatis such a big-engined bike. But a lowprice tag has its drawbacks and that’sthe Bandit’s main issue when buyingused. Suzuki build the model downto a price and while it is very reliablemechanically speaking, the finish andquality of fasteners is pretty low. Use aBandit day in, day out without clean-ing it properly and, while it will starton the button every time, it will veryquickly look a right old state.

AlternativesThe GSX1250FA is basically a Bandit1250 with a full fairing and ABS. It is agood-looking bike and prices start at£4500. The GSF1250GT was a BanditGSF1250S with a topbox and panniersas standard, while the GSF1250 wasthe naked version with a single roundheadlight. Prices for the GT start at£3500, and £3000 for the naked.

Solid and reliable with aproper old-school feel

GSF1250SBandit

Finish isn’t the Bandit’s strong point

Price

to£2475

£5500

2007-2013 SUZUKI

Any evidence of excessive cor-

rosion hints at a bike that has been

used as a hack and is best avoided;

due to the huge numbers of Bandits

available you can afford to be picky.

Also be wary of bikes with heated

grips or alarms. Badly bodged

electrical mods can prove a real

headache on an otherwise

very reliable machine.

What to check

Butch Bandit is the

cheapest way to

own an awful lot of

cubic capacity

Engine 1254cc (79mm x 64mm), l/c, dohc, 16v inline four. Six gears. Fuel injection

Electronic rider aids ABS on the S model only | Power 96bhp @ 7500rpm | Torque 79ftlb

@ 3700rpm | Chassis Tubular steel chassis, double sided swingarm | Front suspension

Conventional forks, adjustable spring preload | Rear suspension Monoshock, adjustable spring

preload | Rake/trail 25.3-degrees/104mm | Dry weight 236kg | Front brake 2 x 310mm discs with

six-piston calipers. ABS | Rear brake 240mm disc with single-piston caliper. ABS

Front tyre 120/70 x17 | Rear tyre 180/55 x 17 | Fuel capacity 19-litres | Seat height 785-805mm

There’s no smoother

faster, or cheaper

way to surf tarmac

than on a Blackbird

Digital-analogue clock combo is pleasing

SPECS

Yamaha’s underrated middleweight all-rounder

2009-Current YAMAHA

In all the hullabaloo surrounding thenew Tracer and MT models, it is veryeasy to overlook the fact that Yamahaare still selling the XJ6 range. It seemsnot everyone has forgotten the joys ofowning a conventional inline four.

The XJ6 is best viewed not as the‘new Diversion’ but more ‘the Fazerthat Yamaha should have built in thefirst place’. While this may seem astrange thing to say, let me explain.The FZ6 range of bikes failed to prop-erly uphold the traditions of the older

XJ6 Diversion S

The suspension is a little on thebudget side so ensure there are noleaks from the shock or forks, andalso check the brakes. The two-pistonsliding calipers seize on their slidersif subjected to winter salt and notcleaned regularly. Rebuildingthem isn’t an expensive job.There’s a good range ofoffi cial accessories

too.

What to check

Price

to£2500

£5000

Overshadowed in

recent years, the

dependable Divvy’s

still a star

Engine 599cc (65.5mm x 44.5mm), l/c, dohc, 16v inline four. Six gears. Fuel injection

Electronic rider aids Optional ABS | Power 76bhp @ 10,000rpm | Torque 44ftlb @ 8000rpm

Chassis Tubular steel chassis, double sided swingarm | Front suspension Conventional forks,

non-adjustable | Rear suspension Monoshock, adjustable spring preload

Rake/trail 26-degrees/103mm | Wet weight 211kg | Front brake 2 x 298mm discs with two-

piston calipers. ABS | Rear brake 245mm disc with one-piston caliper. ABS | Front tyre 120/70 x17

Rear tyre 160/60 x 17 | Fuel capacity 17 litres | Seat height 770mm

SPECS



Electronic damper boosts stability Electronic damper boosts stability

FZS Fazer models. With their R6-dervied engines they weren’t relaxedand easy-going, instead they buzzedwith sporting intent and came withharsh suspension, grabby clutches andclunky gearboxes. They were wide ofthe mark but Yamaha persisted withthem in a futile attempt to correct theirills. However in 2009 a bike emergedthat hit the nail on the head, what ashame so few riders actually noticed.

The XJ6 Diversion models used thesame basic R6 engine, but removed the

Fazer’s annoyances thanks to a newclutch and slight re-tune. While notexactly setting the world on fire withtheir 76bhp, that wasn’t the point ofthe Diversions. Yamaha had built anincredibly friendly machine that wasperfect for its target audience.

If you are after a bike that is never go-ing to scare you but will happily guideyou along, the Diversion is a brilliantmachine. It is so easy-going it’s amaz-ing it doesn’t come with a cup holder.From the moment the inline four humsinto life you can almost turn your brainoff as the Divvy merrily guides youon your way. However, it’s best not tohurry it as the suspension is more thana little soft and the brakes lack bite,but keep at a gentle pace and you willbe surprised how swiftly you reachyour destination. It’s one of those bikesthat just works together as a balancedpackage and I have to say, its relaxedattitude certainly charmed me. Andat £2500 it’s also pretty damn cheap,especially if you pick up one with ABS and a bit of hard luggage.

AlternativesA lovely bike to live with and somethingof the Ford Mondeo of the motorcyclingworld, the XJ6 comes in three differentand pleasing guises. The naked bike iscalled the XJ6 and has a single frontheadlight, no fairing and no option ofABS. The XJ6 Diversion S has optional

ABS as well as a half fairing, while theXJ6 Diversion F has a full fairing andABS as an option. Aside from the stylingalterations, the bikes are all identicaland in the used market there is littledifference in price either. If you wantsomething a little sportier try the later S2 Fazer models.

The biggest barrier that stands in the

way of used bikes at the moment is

the fact that PCP deals are making

new bikes so accessible. But many

riders prefer to own their bikes

rather than lease them and if that

sounds like you then £3000 will

secure you one hell of a machine.

The Sprint ST is a brilliant and

soulful sports tourer while the Bandit

1250 oozes big-engine charm. The

Divvy would make a tremendous do-

it-all machine for someone who has

just acquired a full A-licence, and at

£2500 the Blackbird is an amazing,

very fast and comfortable, mile

destroyer. So before you sign up to a

PCP deal, have a quick look through

the used bike advertisements and

consider this: £100 a month for

three years will buy you any of these

bikes and still leave you with £600 in

your back pocket. And, at the end of

the three years, you will own a bike

outright rather than have to stump up

a balloon payment or hand the bike

back. Tempting, aren’t they?

JON URRY MCN TESTER

VERDICT

THANKSTO

#MCNwednesday


Robinsons of Rochdale for the loan of the Blackbird, Diversion and Sprint ST. They have a wide range of used bikes and can be

contacted on 01706 716650 or www.robinsonsrochdale.co.uk

‘£3000 will bagyou one hell of a

machine’

You’re tired of queuing?We get it.

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APR

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E

The missionRiders with A2 licences now have

their pick of some amazing bikes.

But when it comes to making the

investment, which one will turn

two years of power parole into

pure pleasure, and continue to

excite well into the future? We’ve

ridden three of the best 1400 miles

in a week to find out.

The rider

Charlie Lester,

MCN contributor.

Height 5ft 5in

Weight 55kg

Street Triple R owner,

six years’ experience

The bikesYamaha YZF-R3 £4799

Yamaha were a late entry to the

A2-licence party, but stylishly so.

The 321cc, 41.4bhp R3 was always

going to be a major class contender.

Kawasaki Z300 £4349

The Ninja 300 engine in a new

streetfighter chassis. At 296cc it’s

the least powerful, but still has

some impressive features.

Honda CBR500R £5499

Launched in 2013, the 471cc en-

gine makes 46.9bhp and is right at

the top edge of the A2 power limit.


28 October 14 2015

There’s more to learner bikes than you might think. One rider putsEAL

SIM

ON

LE

E

LIVING WITH UNDER 47BHP

#MCNwednesday


three of the best to the ultimate sub-47bhp trialA2 TEST

Continued over

Hands up if you fully un-derstand the current mo-torcycle licensing laws… no, me neither. Essentially the A2 licence is for riders aged 19 to 23 between their

CBTs and their full licences, while the A2 bike category limits machines to 47bhp and a power-to-weight ratio of 0.26bhp per kilo.

What this means in reality is that between 125cc learners and limitless leviathans lurks a growing class of exciting A2 machines. They’re hand-some, practical and powerful enough to entertain more than just impatient youngsters waiting for their full licence.

Choosing a motorbike is always difficult, but especially so if you’re simultaneously having to spend on training, tests and kit as well. It’s a big investment, and one that you can’t make on the basis of a quick test ride.

That’s why I’m taking three of the top competitors in the class and put-ting them through the gauntlet of real life. I’ll be dragging these compact characters over 400 real-world miles each during the course of a week, doing motorway miles and carving through countryside, riding day and night in hail and gale from city to shore - exactly the kind of riding that will highlight which is the top pick.

Yamaha YZF-R3Day 1: Midlands madnessI’m sorry, R3. Your stunning sports-bike looks, nimble chassis and eager throttle response begged for country corners. But here we are stewing on a traffic-laden dual carriageway, and the A1 North is kicking your A2 arse.

It started so promisingly, the 41.4bhp motor racing through the revs to sit happily in top gear at cruising speed, with plenty more left at the wrist for swift overtakes. The tall tank creates the sporty impression I’m sitting in rather than on it, while high-mounted clip-on bars make for a fairly upright, comfortable riding position.

But beyond an hour I’m shifting uncomfortably. The vibrations aren’t massively annoying yet I’m feeling their effect through hands and feet, while wherever I put my aching knees there seems to be a fold of fairing in the way. The traffic snarls tighter, the R3 snarls in frustration, but at least I can appreciate the well-designed clocks, speed instantly noticeable beside the fuel gauge and useful gear indicator.

By the time I double back, night has fallen and so has the sky. I dislike riding in the dark or wet so it says a lot that I can push the R3 even in hail, trusting in the strong headlights and standard Michelin Pilot Street tyres to do over 80mph. Battling wraiths of spray we fight our way home, and by the time I squelch into the garage I’ve forgotten it’s only 321cc.

Day 2: Town and twisties Whether it’s Leicestershire’s curva-ceous corners or the single sunbeam gilding my gloves, I’m falling for the R3 today. Insanely agile with precise, stable handling, the Yamaha is in its element now. It tips in like a dream and slips effortlessly through the gears. The engine excites, able to overtake easily


30 October 14 2015

It’s clear, but doesn’t show gear position

Zed loves to have its tacho deep in the red

Attractive dash has decent functionality

Basic Nissin calipers give balanced power

Brakes offer great power and good feel

R3’s stoppers lack the expected sports bite

HONDA

KAWASAKI

YAMAHA

Up close

Flat bars and great at

traffic-busting, Zed is

a proper streetfighter

At 78mpg, you won’t need many of these Rev-hungry Z300 devours back roads

A2 TEST

rush-hour traffic, the narrow chassis and flickable steering making filter-ing a breeze while second gear is broad enough to provide responsive control and an engine note that warns others of our presence. Excellent mirrors are a definite win over the Yamaha, too.

The rest of my journey is a little muted, like my overall impression of the Z300. There’s loads to like and it will make owners happy, but it’s outdone by its excellent competition both in performance and practicality.

Honda CBR500RDay 5: Sailing south-westHonda, it’s 2015. All A2 bikes should have gear position indicators. Obvi-ously I can cope without, but wouldn’t the concentration wasted tapping through gears to check be better spent focusing on the rain-soaked motorway? The R3 has one and it’s £700 cheaper.

I indulge in my visor-steaming rant,

partly because the Honda is so well-rounded it’s hard to find anything else to complain about. The 471cc, 46.9bhp engine is on the edge of the A2 power limit and is eager to push on over big miles. The brakes require a firm pull to engage, effective but not so sharp you’re afraid to grab them. The ABS never intrudes, even when braking heavily through lurching traffic at sodden Stonehenge.

Day 6: A dry day in DorsetWeaving through captivating country-side and seafront streets showcases the Honda’s versatility. Smooth and strong power delivery has enough torque for stress-free manoeuvring around town, but pushed hard it delivers a dynamic, flowing ride that people beyond the A2 licence will dig. This particular bike has the Akrapovic slip-on exhaust, a £495 official accessory that adds less than 1bhp, but still meets A2 constraints.

Motorway marathon mini challengeFUEL GAUGE

All three of our test bikes have

one. The Kawasaki’s low fuel

icon illuminates when 3.5 litres

remain, while the Honda’s flashes

at 2.8 litres remaining, while also

displaying a trip of reserve litres

used. But the winner is the Yamaha

with its intuitive trip showing miles

since the reserve started

MOTORWAY MPG (Lowest to

highest) Kawasaki 63.73mpg,

Yamaha 72.13mpg, Honda

78.88mpg

ESTIMATED TANK RANGE AT

RECORDED MOTORWAY MPG

(Lowest to highest)

Yamaha 266.7 miles, Kawasaki

286.28 miles, Honda 327.19 miles

RPM IN TOP GEAR AT 80MPH

(Lowest to highest)

Honda 6500rpm, Yamaha

8000rpm, Kawasaki 9000rpm

in fifth while joyful playing further down the gearbox sometimes triggers the shift light on the dash.

Brakes lack a little bite, taking a heavier, longer lever pressure than I’d expect from a light sporty bike, but the ABS as standard is reassuring and only once flutters in on the back brake. In Leicester’s busy streets the low, nar-row seat provides flat-footed stability at a standstill while a beautifully light clutch lever and short first gear make for easy low-speed manoeuvres and quick getaways.

The R3’s slender chassis also en-courages swift filtering and we make great progress through town, but this unfortunately highlights how useless the mirrors are. Showing only elbows, I’m forced into a head-bobbing, arm-flapping chicken impression to keep an eye on Leicester’s dangerous drivers.

But all is forgiven on the final, grin-inducing blast back. I never feel that I’m demanding anything the R3 can’t supply; it’s got the performance to de-light veterans and allow novices to grow their skills. And to top it off, it’s made an average 70.26mpg without trying.

Kawasaki Z300 Day 3: Norwich to Hampshire It’s not really fair on the Kawasaki to follow the Yamaha. From its character-ful styling to technicolour clocks the Z300 seems more toon than tool, and

at first I can’t stop comparing the two. The Zed’s 296cc engine performs

admirably at high revs but I can hear it trying harder than the R3. It doesn’t pull as well at low rpm, and my wrist works hard out of roundabouts to get away from traffic. The riding position is strikingly upright but, thanks to the muscular chassis, windblast isn’t as bothersome as the increasingly uncomfortable high revs, 80mph de-manding 9000rpm.

Yet hours later I’m smiling more, not less. Once I accept the bike’s limitations I can play with its revvy character and poised handling, pushing harder and faster to explore our limits under the setting sun. The brakes have great power and feel, which couple with effective headlights to turn diving into unknown corners in the dark from grimace to grin. I never feel the ABS kick in, but much like the slipper clutch that comes as standard, its pres-ence reassures. The 65.32mpg average is still great, especially with a 17-litre tank, and I’m surprisingly free of aches after seven hours riding.

Day 4: London and beyondWhen Shelley wrote ‘Hell is a city much like London’, he was being unkind – to Hell. But the nerve-jangling, bicycle-swerving, camera-infested chaos is the Kawasaki’s hunting ground. We make great progress through terrifying

‘The Honda is sowell-rounded it’s

hard to find anythingto complain about’

#MCNwednesday


Sexy R3 illuminates dreary forecourt The rain’s stopped but Charlie’s not taking chancesLike a Blade but half the size

Aching knees and buzzing hands, but the Yamaha R3 also manages to stir the soul

HONDA CBR500R

£5499

Engine 471cc (67x66.8mm) l/c

DOHC 8v parallel-twin

Power 46.9bhp@8500rpm

Torque 31.7ftlb@7000rpm

Claimed weight 194kg

Fuel capacity 15.7 litres

Seat height 785mm

Rider assists ABS standard

Colours Red, black, tricolour

YAMAHA YZF-R3

£4799

Engine 321cc (68x44.1mm) l/c


Power 41.4bhp@10,750rpm

Torque 21.8ftlb@9000rpm



Seat height 780mm

Rider assists ABS as standard

Colours Blue/silver, black

‘Bikes to take seriously’All three are impressive

motorbikes, not just gap-

stoppers. They’re cheap to

buy and run yet finished to a

high quality, robust in stature

and power while the inclusion

of previously pricey additions

such as ABS and fuel gauges

as standard shows that the

manufacturers take them

seriously. We should too.

With such distinctive

characters and so much to like,

different riders with different

journeys will be attracted to each

one, but for the best all-rounder

any half-sensible person would

crown the Honda. It performs

brilliantly in every environment

and weather, with the power and

handling to entertain newbies and

experienced riders alike.

But sensible doesn’t stir the

soul, and when they’re all lined

up before me it’s the R3 I want to

leap back on. It’s not the cheapest

or most economical, the most

comfortable on motorways or the

safest in town, but it’s a wild little

thing that makes my heart sing.

The CBR500R is the agreeable

kind that I’d take home to show my

folks, but the R3 would always be

the one that got away.

KAWASAKI Z300

£4349

Engine 296cc (62x49mm) l/c


Power 38.9bhp@11,000rpm

Torque 19.9ftlb@10,000rpm



Seat height 785mm

Rider assists ABS as standard,

slipper clutch

Colours Green/black, grey/black

CHARLIE LESTER MCN CONTRIBUTOR

VERDICT

= 1st

= 1st

3rd

The CBR500R is the heaviest, tallest and most powerful of the three bikes and feels it, remaining solid and com-fortable for hours. As we arc over a hill, the world suddenly seems strange and sideways. I barely recall the weather warnings before the gale-force wind slams us aside, but the Honda doesn’t stumble and we push on to the coast.

Day 7: Wet, wet, wet

Torrential rain hammers and blinds me. Lorries veer between lanes. The M3 is a fast-flowing river over an inch deep.

It’s the worst ride I’ve ever expe-rienced but I’m glad it’s on this - the stability, even power delivery and riding comfort mean I can concentrate solely on surviving, knowing I can rely on the machine below me. As the sun finally breaks through we charge the final hundred miles home, knowing for certain that this brilliant bike can go the distance.


32 October 14 2015

RUN TOWe may have failed to make it to the Bol d’Or – but we’re not giving up.

1989 BMW K1

Andy Downes,

MCN Senior Reporter

Bought in 2014 from the son of

the original owner, after years

of yearning for one of BMW’s

oddest oddballs. It hadn’t run

for nearly six years and was

a collection of crusty gaskets,

seals, seized brakes and some

oozing fluids. Was completely

refurbished by a local BMW

dealer and has run well since.

#MCNwednesday

BUYING &SELLING SPORT 33 GARAGETHIS WEEK NEW BIKES October 14 2015

THE SUN We’re heading south to bask in the sunshine of our eventual success. Hopefully.

It always felt like a fantasy; trying to revive MCN’s long-neglected and badly battered Paso 750 to go head-to-head against a su-perbly tidy K1 on an aspirational 1700-mile run to the Bol d’Or. The mountain we had to climb

looked no less daunting than the Alps that we planned to traverse, and the closer we got to our leaving date, the more farcical it looked.

As the MoT tester shook his head and declared the Paso unfit just hours before the off, the dream vanished into the ether. But France still beckoned, and the Magny-Cours round of the World Superbike championship seemed tempting until the weather forecast made it look more like a trip for jetskis than two aging plastic boats.

We wanted a run to the sun, to head south and revel in the warmth of the dying days of summer, not to be the last witnesses to France being reclaimed by the sea. Basking in a domestic mini-heatwave seemed to answer the des-tination question for us, and the third target in as many weeks was settled on as the most southerly point in the UK – The Lizard, Cornwall. If we could coax our bikes there and back, it would be a journey that’d see us nudging 750 miles of motorway slog and sublime back roads, beautiful scenery and not a toll road or onion in sight. A fair test by anyone’s measure.

Paso perspectiveRN: Click. Nothing. Click. Noth-ing. Click, click, boom. The Paso’s starting regime has done more damage to my nervous system than any

& Andy Downes, SENIOR REPORTER

Continued over

other bike in history. Its derisory refusal to dump a healthy kick of electricity to the starter without a couple of fruitless strokes of the start button will probably result in a proper breakdown one day. But not today.

1990 Ducati Paso 750

Richard Newland

MCN Deputy Editor

Rescued from the back of a

garage after 12 years of post-crash

inactivity, it needed some serious

attention to get it roadworthy and

had just 60 miles of shakedown

testing before being expected to

blitz 750 miles in two days.

PROJECTPART 6

PH

OT

OS

: M

AR

K M

AN

NIN

G,

JA

ME

S A

RC

HIB

AL

D,

RIC

HA

RD

NE

WL

AN

D,

AN

DY

DO

WN

ES

FEATURES


34 October 14 2015

It seemed like fate. I’ve always

had a soft spot for the eccentric

Paso, and enjoy hours in the

workshop almost as much as I

love riding. So when MCN’s lock-

up surrendered a needy Paso

750 into the light, I was hooked.

What followed – having

arrogantly proclaimed that I’d

fix it and ride it to the Bol – was

four months of late nights, lost

weekends, and hours of internet

trawling for parts and knowledge

in an attempt to live up to my

promise. I failed.

The hours evaporated as

knackered parts succumbed

to the bin. Ancient granite-like

Michelins made way for the

only OE fitment available, from

Korean firm Shinko, and you

know what – they’re ok. Bent and

holed exhausts made way for

Hawk Racing cans and link pipes,

the leaking shock was replaced

with a superb Hagon unit, all

brake and clutch lines got the

HEL treatment, Ducati clutch

plates replaced the bucket of

rust that was there, while new

belts were joined by a box- load

of service items from Wemoto to

refresh the engine, fuel system,

brakes, chain and sprockets.

The big failure proved to be

the fork, but as the Paso wasn’t

rideable at the start of the

project, we only discovered that

at the end. The right fork leg was

missing a significant spacer from

its internal inventory, turning

the spring and its sheathing

tube into a slide hammer inside

the stanchion. Time lost fixing

it meant that I never got round

to painting the black right-hand

mirror unit. Now, it feels like an

identifying mark, like a uniformly

coloured dog with one black ear.

I might even leave it like that.

The gauges all work – well, sort of Discs confirm its lack of movement

The clutch was an absolute aberration, and required a complete rebuild

‘The only failure was the fork, which was miss-ing a big spacer’

PROJECT PASO THE BUILDThe Lizard feels ominously distant

though as I nudge the Paso’s nose out the end of my drive for a short hop to Oundle Mill, where I’m meeting Andy and his pristine K1. I bet that started without any such dramas.

I’m feeling my way with the 750, every metre of motion feels alien af-ter so few miles together. It bounces and clatters along bumpy back roads, but feels torquey and responsive as cart-track bumpiness gives way to the gracefully sweeping Benefield Bends and the fast road down into Oundle. This feels alright, and it sounds even better. As I approach the Mill I can see Andy beaming next to his Beemer, but I can’t work out if he’s happy that I’ve made it, or just amused by the likelihood that I probably won’t get much further.

Teutonic serenityAD: I have to admit to feeling slightly apprehensive about this trip; but mas-sively less so than I was when the plan had been to substitute the Bol d’Or for Magny-Cours. The thought of ei-ther bike (but let’s face it, it was more likely to be the Paso) expiring on a

French Autoroute and then spend-ing days faffing and fuming as our legs were lifted repeatedly by official rescuers was not sitting well with my organisational OCD. Heading off for the scheduled meeting point felt easy by comparison. My only hiccup is at my local Shell station where, for the first time in 15 years, the staff insist I remove my flip-up helmet. Which was flipped up. So I ride off and find fuel elsewhere. I still arrive first and wait for the sound of an approaching Ducati, then try not to look surprised when the Paso sweeps into view.

Paso-ble performanceRN: After a liberal dose of self-depre-cating ‘I’m going to break down before you do’ banter, we swallow our nerves, thumb starters, and head for the A43. It’s hilarious following the K1, I can slipstream it from three miles back. Towns and villages pass beneath our wheels with surprising regularity, and before we know it we’re at Oxford, tak-ing the A420 exit for Swindon.

A pair of superbike-mounted riders wait at the traffic-lights ahead, and

their double-take as we pull up behind them drags an audible chortle from my belly. We must look spectacular. We scythe past them on the long left-hander up onto the 420, and they never get back past. Are we really that wide?

Swindon passes without inspiring us to stop, and we drop onto the M4, before pulling in at Leigh Delamere for lunch and what would prove to be the first of many chats with agog MCN readers, all shocked to see us on the road.

Stuffed to the gunnels we crack on, peeling off again at junction 18 and snaking down the hill into Bath. The desire to soak up the city and see old friends (I used to live there) is countered by the increasingly ineffectual results from squeezing the Paso’s clutch lever.

My Double Whopper keeps rising in my throat as every junction approaches. The clutch is grinding, the lever puls-ing in my hand, and the green neutral light refuses to make a showing as the heat builds and the gearbox gets more cantankerous. I’m playing chicken with my own resolve, unsure if the Paso will fail here, or if my bravery to keep pushing on will falter first.

#MCNwednesday

35BUYING &SELLING SPORTGARAGETHIS WEEK NEW BIKES October 14 2015

My love of the BMW K1 can

be traced back to a daytrip to

London as a teenager, and seeing

a red and yellow one parked

at Park Lane BMW. Finding

one in 2014 was tougher than I

thought but this one seemed like

a good proposition having been

in the ownership of one man

since new. It ran but had barely

moved in six years and needed

some fairly extensive work by

Peterborough’s Balderston BMW

to get it back on the road.

Pretty much everything

rubber needed replacing. That

included much of the fuel and

coolant system, brake lines and

the ancient Michelin A59 front

and Macadam rear tyre looked

like they were going to need

explosives to remove. The water

pump gasket was replaced,

various historical BMW technical

updates were carried out too.

It took weeks and cost a fair bit

but the bike has been working

perfectly ever since.

The brake discs were replaced

by upgraded Brembo Oro

versions with matching pads. The

calipers needed rebuilding, the

front brake master cylinder was

leaking and needed replacing,

Goodridge built new braided

hoses for the ABS-equipped bike,

Metzeler Z8 Interact tyres are

available in the 18in rear fitment

and are brilliant.

My prep for our trip included

the fitting of a Garmin Zumo

590LM satnav, a Kriega US30

tailpack. The original K1 tankbag

supplied with the bike was

absolutely brilliant and still

works perfectly.

Oh, and I polished the bike and

because the porous old alloy

wheels seep air, I did have to

pump up the tyres, too.

Continued over

‘I just polished the K1, but did have to pump the tyres up, too’

PROJECT K1 THE BUILD

A sports tourer and a flip front helmet you can t get more German

Balderston fit the Garmin satnav New Brembo discs were a must-fit

Midway through it’s big refresh at Balderston after six years of inactivity

Junctions and roundabouts become a gap-jumping game, working hard to avoid coming to a dead stop.

Beemer hotting up

AD: I don’t know this area one little bit. My last visit to Cheddar Gorge was in the back of the family car in the mid-1980s, so I am forced to follow Rich.

As soon as we get off the faster roads I am confronted with two rather un-pleasant sides of our bikes. My K1 is pretty happy on the motorway, but get into any kind of traffic and the heat from that laid-over 1000cc four-cylinder motor starts to build. Heat radiates up over my lower legs, and then a little while later arrives the heat soak through the steel frame, aluminium fuel tank and even the bodywork. It’s not nice, and I am constantly checking the tem-perature gauge to reassure myself that the big old girl isn’t about to turn into a kettle and boil over. The relief when the cooling fan cuts in is huge.

Following the Paso is nasty. I’m inhaling the acrid fumes of partially burnt gasoline, which are just an aperitif to the main course of burnt oil that’s seeped around its piston rings on the overrun. I’m gagging.

I can see Rich is struggling with the clutch at junctions, and I assume that we are going to be stopping on the outskirts of Bath while we wait for recovery. But just as I start to think we’ve gone as far as we’re going to get we clear the city and the cooling rush of airflow gives me some hope of salvation.

The north/south divide

RN: As we drop down into Cheddar Gorge I get the feeling that we’ve slipped though biking’s Narnia doorway, and ended up in the Mediterranean. England has rarely looked this sunny, or visually dramatic. It’s a stunning slash in the Earth’s crust.

Leaving the Gorge, we stop for fuel before snaking out onto the M5 in

search of fast miles and a cooling breeze. Exeter sails past, and we arc through the awesome right-hander onto the A30, powering West. After a 10 -min-ute leg-stretching break at Whiddon Down services, we look at a map and the dipping sun, and decide that there’s little point heading towards The Lizard. I know Cornwall’s north coast well, and picking somewhere familiar to collapse for the night seems preferable to blindly trawling the streets of Truro for a hotel and a bite to eat. So we drop off the A30 at the A395 and cut across to the A39, revelling in the fast smooth and sinuous roads down to Padstow and the Old Ship Hotel, where a fish and chip supper beckons.

Looking over the old town and down to the harbour feels surreal. I never im-agined we’d get this far when I woke up this morning. We’re just 53 miles from the Lizard, and providing the Paso starts in the morning, we’re going to make it.

The Paso’s handling gets better the faster you ride

Cheddar Gorge

looking more

like Italy than

Somerset

FEATURES


36 October 14 2015

German efficiencyAD: A decent night’s sleep and break-fast behind us and we head out to thehotel car park muttering the usuallittle prayer that the bikes are stillwhere we left them. Unshackled fromtheir multiple locks, I roll the K1 off itscentre-stand and climb aboard, twistthe choke lever, pull in the clutch togive the starter motor an easier time,and thumb the button. Precisely one-and-a-half seconds later the BMW isrunning smoothly on full choke witha cloud of steam burning off the con-densation from the large exhaust. AsI settle onto the bike I realise I forgotto wipe the heavy dew from the seat,and now it’s soaking into my pants.

The Paso is singing a somewhat alter-native dawn chorus. It’s like listeningto a 60-a-day smoker’s morning chestrattle-morph into a death-defyingcoughing fit as they try to get out ofbed. It doesn’t sound good.

And then there’s silence as some un-seen electrical system loses whateverpiss-poor connection it had. And thenthe death-rattle is back as one cylinderfires into life. Then another, and then amisfire, before it settles into a lumpy,bumpy, grumpy idle. For a second thereI thought it was journey’s end.

It’s off to The Lizard we go. Last timeI was there it was so windy it was toodangerous to go anywhere near the cliffedge for fear of an unscheduled swim.Today’s weather looks more positive.

Cornish roads are deceptive. Youlook at a map and your brain under-calculates the time it will take by about 50%. I guess it’s the combination of nadgery back roads, caravans, tourists, tractors, caravans, more tourists, more caravans and then having to paddle backwards to a passing point to allow cars to get through that contributes to such slow journey times.

I can see the seaRN: The narrow track and dry stone walls are making me nervous. We’ve already squeezed past two cars, fortui-tously close to passing points, but the Paso’s clutch is suffering from the traffic light and roundabout dance through Truro. The chill of a misty morning has succumbed to baking sunshine, and as the Paso spits me out onto the head-land, there’s nothing but sea stretching out towards France. Suddenly it’s not the clutch that’s worrying me, it’s the Paso’s uninspiring braking perfor-mance. But as we crawl to a controlled

stop at the cliff top I kill the ignitionand revel in the stunning view. Noteven the thought of our impending340-mile return leg can dim the elation.

Andy parks alongside and we sharea handshake and mutual congratula-tions laced with mild expletives asrelief mixes with tangible pride in ouraging bikes. Time for celebratory tea.

Heading homeAD: We’ve made it. Both of us. Together.And no hint of needing a breakdownservice or a tow-rope. I am genuinelyelated and slightly delirious. The viewis magnificent and its 22ºC, dead calm,sunny and the views stretch for miles.As Saturday mornings go, this one isproving to be pretty bloody decent.

With a couple of cups of tea firingour synapses we get to press the bestbutton on our satnavs – ‘Home’. Mylungs can’t take any more of the Paso’semissions, so I make a charge for thelead, and make the mental adjustment

to our 340-mile horizon. We’re going home, and I want to get there in time to sink a few beers before England square up to Australia at Twickenham.

Come on old girlRN: As we exit the A30 services at Okehampton the Paso starts to feel hesitant on the throttle. My brain starts inventing conspiracy theories. Had we let the fuel get too low and it’s dragged some filth into the carbs? Are the coils or ignition giving out? Does the oil light work, maybe it’s running dry? Did I put diesel in the tank? I pat the Cagiva elephant on the Paso’s tank decal and ask it nicely to carry me home. It clears its throat and we’re cruising again.

In a rare bit of superstitious lunacy I decide to tell it every time we cross a county border, and give it mileage updates every 50 miles. It’s a solitary dialogue that I maintain all the way home. Yes, home – 721 miles after leav-ing 31 hours earlier. We made it.

‘The Paso sounds like a 60-a-day

smoker’s morning chest rattle. Is this

journey’s end?’

This is the view that

victory delivered:

The Lizard, Cornwall

Calorific BK provided

the energy to hold the

heavy throttle open

The return leg, with just 105 miles left to go of the duos’ 721 expedition

721 miles of nervous excitement

M5

M40

M4

CHEDDAR GORGE

LAXTON

OUNDLE MILL

PADSTOW

EXETER

THE LIZARD

WHERE WE WENT

#MCNwednesday

37 BUYING &SELLING SPORT October 14 2015GARAGETHIS WEEK NEW BIKES

By every objective measure the K1

and I have won this contest. Let’s

be honest, it’s a better bike, better

designed, better built, more reliable,

faster, better handling, it’s got fully-

functioning ABS, heated grips,

starts on the button every time,

and doesn’t smoke like a coal-fired

power station in traffic. If it wasn’t

for the dread of spending a week

getting home from a Paso-induced

breakdown on a French motorway,

I’m confident the K1 would have

made the Bol d’Or without fuss or

drama. Perhaps next year. By every

objective measure, the K1 wins. But

even I have a sneaking admiration

for the rattly, tatty, smoky and untidy

Paso. I am staggered it made it

without a total meltdown.

‘We share a hand-shake and mutual

congratulations,laced with mild

expletives’

The Lizard, soaked in

unseasonally warm

sunshine, is a stunning

pay-off for our efforts

Not a sight you see everyday – two utterly unmistakable 90s oddities in full flow

VERDICT

Ok, I can’t argue that Andy’s K1 isn’t

the better bike, objectively, but I’m

still claiming victory. The Paso was

bought as a £400 wreck, but with a

lot of tinkering and £1250 of parts

and labour it came out of a 12-year

crash-induced hibernation to nail a

1000-mile week without complaint –

or failures. It now even starts on the

first stab of the starter more often

than not. Tatty as it is, it looks great,

sounds thunderously sonorous, gets

attention everywhere it goes, and is

one of the most comfortable bikes

I’ve ever done a 400-mile stint on.

Yes it requires care and cajoling,

but it’s seeped into my affections as

inexorably as the whiff of its exhaust

emissions have to Andy’s nostrils.

What a bike. I win. Definitely.

Andy on his K1 Richard on his Paso

‘I won…’ ‘No, I won…’

There was a palpable lack of lizards for sale inside

The K1 creeps ahead of the Paso to save Andy’s lungs

FEATURES


38 COMMENT

Your letters Email [email protected]

Write MCN Letters, Media House, Lynchwood, Peterborough PE2 6EA

Don't get in a flap over BlackbirdNot every bike could make it intothe 60th Anniversary chart

LETTER OF THE WEEK

BA

UE

R A

RC

HIV

E

Honda’s Blackbird is a

belter, but it didn’t make

MCN’s top 60 list. Turn to

page 44 for more on

the fast Honda

Mark Pelling, email

As an avid MCN reader, I look forward to the letters each week, waiting for the angry tirades against this or that racer for not being as nice as they should, or the occasional call for a knighthood for John Bloor. But the funniest letter I have ever read has to be last week’s input from one very angry guy, vowing never to buy the paper again, simply because his beloved Blackbird didn’t make the top 60 list. I was actually laughing out loud. Sure, the Blackbird is a very fine motorcycle, but why do some readers take such stuff so personally? My ZX-9R didn’t feature either, but it’s still a bargain, still fast, and still does all I need. So do I care? Not one bit!

MCN STAR LETTERIf you’re looking to insure a bike, visit MCNcompare.com and you can quickly compare prices from 43 top motorcycle insurance brands. The writer of the best letter each week published in the Letters pages will receive a free retro-design MCN T-shirt courtesy of the MCNcompare.com website.

Trials and tribulations for kids

@ I just wanted to send you an emailabout the new trials bike centre

for youths at 1st Gear in Farnborough.My seven-year-old son has attendedtwo lessons to date, but within his first10 minutes, having never ridden a bikebefore, he was able to ride on his own.The instructor Andy was absolutelyamazing: calm, friendly and workedwith the children really well. I justwanted to say what a valuable com-modity the centre is, as it’s teachingour children discipline and respect forthe road and its dangers. I’m hopefulthat in the years to come the boys andgirls that attend will be preoccupiedby their love for biking, be sensible andrespect the road, rather than be hang-ing around causing trouble!Jemma Lovegrove, email

High tech comes at high cost

On paper the Sprint GT vs BMWR1200RS test was a no-brainer

(MCN, September 30) but I worry thatsoon the large-capacity, low-cost newbike option will be a thing of the past.I’m all for new technology but it ap-pears to come at ever increasing pric-es. There’s still a market for bikeswithout all the bells and whistles andlong may Triumph and other manu-facturers offer us the option.Paul Rogers, email

Bus lane bonus

@ I’m delighted to tell MCN thatEdinburgh has finally opened its

bus lanes to motorcycles! Better latethan never.Derek Ramage, Edinburgh

I blame you guys…

I would like to make a formalcomplaint against MCN journal-

ists Andy Downes and RichardNewland. Following a recent chancemeeting at a service station nearOkehampton, I am now some £8000out of pocket. A seemingly friendly,helpful conversation over coffee dis-

cussing their two old 80s-90s Ducati Paso 750 and BMW K1, and bikes in general, diverted me from a test ride on a K1600 in Plymouth to our friend-ly Yamaha dealer in Cornwall. After a blast round the North Cornwall coast on their demo, I am now ready to sign up on a PCP deal for the wonderful value Tracer. Thanks guys. And I then spent a further £2.20 for the MCN as promised to read the Tracer suspension tweaks article. But the PCP option may allow me to retain the old, big bird 1200GS in the garage, too. Gary Seaton, Devon

Now that’s what we call a dash

Bring back real clocks

@ I loved the feature on the 60 Greatest Bikes, however I feel you

missed a couple of corkers including the MV Agusta 750 America and the Laverda 1200 Jota. The thing that struck me most was that most of the bikes featured had an analogue speedo and rev counter. Not only do these look great but they are so much more prac-tical than their digital equivalents. Let’s be honest, you can’t gauge how fast you are going looking at digital numbers flashing by. Let’s start a cam-paign to bring them back!Tig Miller, email

I want the best of both worlds

@ So the tester got arm ache riding the Triumph Sprint ST (MCN,

September 30) did he? Arm/wrist ache goes away quicker than back ache, if in doubt ask a Harley rider. No matter how much you praise the BMW R1200RS gimmickry though, it still has only two cylinders. I found the Triumph’s three cylinders considerably more flexible. The narrow bars are a godsend, not a problem. However, before I part exchange my immaculate 47,000-mile 2001 RS for the Triumph ST, I looked at some used ones and I was dismayed at the extent of corrosion on some of the parts. Also, cheeky Triumph sell the hugger as an optional extra - it’s part of the mudguard for gawds sake! Where not fitted, the rear shock unit got peppered with muck and rusted. Hmmm, what I need is the BM’s parts and the three-cylinder engine.Colin Gray, email

Who was Baines Racing?

My wife was out in Ashbourne the other day and found a framed

picture of a road racer. Can anyone help identify the rider? It says Baines Racing Silverstone and Supermono on the fairing, and the rider is wearing an Arai with Fieldsheer leathers. Any information would be appreciated. David Harris, Derby

Ed: If that's you on the Baines Supermono,

David would love to hear from you. Get

in touch via mcnletters@motorcycle-

news.com

READER POLL

The weather is being kind to us so

far this Autumn, with a day free to

play, how far will you go for a blast?

7% 20.3

8%

I’d do

miles

ole day?

iles+

I won’t come home unti

managed three fig

iles don’t

er me at all

#MCNwednesday


450- mile ride out from Lincolnshire to Hartside Café. Andrew and friends

On Holiday at Universal Studios. Tony Dockerty

1750-mile trip on the e German High Alpine Road. Keith Else

Holed piston after racing my RD at Snetterton. Colin Western

Dave Lees ready for the Distinguished Gentleman’s RideWhat else do you read in the Antarctic? Ray Marchant

Paige and Shea heading out for a blast on the Tiger. Charlie

EDITORIAL

Editor Andy Calton, 01733-468006

[email protected]

Deputy Editor Richard Newland, 01733-468447

[email protected]

Managing Editor (Digital and Events)

Ped Baker, 01733-468033 [email protected]

BIKES

Senior Road Tester Michael Neeves, 01733-468010

Senior Road Tester Adam Child, 01733-468427

Office Manager Alison Silcox, 01733-468025

NEWS

Senior Reporter Andy Downes, 01733-468011

Staff Writer Andy Davidson, 01733-468026

FEATURES

Head of Content Tim Thompson, 01733-468095

CONSUMER

Consumer Editor Tony Hoare 01733-468580

Senior Reporter Chris Dabbs, 01733-468002,

[email protected]

SPORT

Editor Michael Guy, 01733-468883

MotoGP Reporter Steve English, 01733-468005

BSB Reporter Simon Patterson

PRODUCTIONSenior Production Editor Simon Brown

Production Editor Emma Franklin

ART

Senior Art Editor Nick Lemon

Senior Designer Simon Relph

Designer Lee Laughton Photographer Ian Jubb

MOTORCYCLENEWS.COM

Senior Web Producer Steve Hunt

Web Producer Liam Marsden

Junior Web Producer James Archibald

ANDY CALTON EDITOR

14.10.2015

Bad bikes don’t tendto win awards

One man’s meat is another

man’s poison, apparently.

My meat at the moment is a

BMW R1200RS that I simply

can’t get enough of. And yet

Senior Road Tester Michael

Neeves dismisses it as an ‘old

man’s bike’ that is ‘alright’ but

‘not very exciting’. He prefers,

instead, to fold himself up into

a crumpled ball of bones, skin

and (a little bit of) muscle and

scream around on an R1, while

keeping a nervous eye out for

police cars, speed cameras and

bumps in the road.

Choosing one thing over

another is subjective. However

much we try to convince

ourselves that a decision is

based on a set of pre-supposed

criteria, there are emotional

factors at play too. Things like

colour, sound, look or a brand

name all influence our

decision – whether it

be consciously or not.

So to say one thing is

better than another

is only true in the eye

of the beholder. It’s all

subjective.

And yet, we can

take a balanced

view, a

generally

held view to

give weight

to a certain

judgement. That’s what we do

when we present machines

with an MCN Award. We take

these annual gongs incredibly

seriously and many cups of

tea and packets of chocolate

Hobnobs are consumed during

the judging process. Sales

figures are interrogated, owners

quizzed and road tests revisited

as the protagonists jostle for

position.

There may be no such thing as

a bad bike these days, but there

are certainly a few average ones.

Or ones that don’t fully justify

the price tag, or ones that don’t

particularly meet the needs of

their intended market. These

machines won’t win an MCN

Award.

Of course not everyone will

agree with all of our decisions

and that’s okay, but if you buy

one of the bikes that have

received one of the famous

number one trophies,

you won’t be let down or

disappointed because they

all deliver on whatever it is

they are promising.

Whether it’s fuel efficiency,

comfort, power or

poise... these machines

are worthy. Worthy of

the MCN Award and

worthy of attention,

praise and your

investment.

ADVERTISING

Group Commercial Director

Gareth Ashman, 01733-468118

Head of Online Advertising

Rob Fairburn, 01733-468691

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Classified Products Exec Danny Chapman, 01733-366312

Ad production Kerry Beasley, 01733 -468876

Marketing Manager Sarah Norman

PUBLISHING

MD, Motorcycling Rob Aherne

Group Managing Director Rob Munro-Hall

BAUER CONSUMER MEDIA

Group Finance and Strategy Director Sarah Vickery

Chief Executive Paul Keenan

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magazine maybe reproduced in any form in whole or in part, without prior

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We cannot accept responsibility for unsolicited manuscripts, images or

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complaints covered by the Editorial Complaints Policy is complaints@

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Every week, MCN prints the best pictures sent in by readers or website users. You can post your pictures onto our Facebook page or email them to [email protected] want the full array of weird and wonderful images that reflect your biking life. As you can see here, we are happy to celebrate the lighter things from the world of biking.

YOUR PICTURES


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‘I liked it so much thatit completely changed my life’ p43

Racer tips that’llwork on the road

p42

THINK YOURSELFFAST AND SAFE

GARAGEGet more from your bike, your time, your money

17-PAGE

SECTION

PLUS

HOT US BRANDIndian reveal new leathers

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LIVING WITH

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TESTED


42

Anchor yourselfAn old trick used by many athletes: prepare a pre-ride ritual

or saying that lets your brain know it’s time to focus. There’s

a reason so many racers have superstitions they go through before the

start of a race, from John McGuinness’ lucky penny down his leathers to

Valentino Rossi’s trademark foot peg squat.

Practise, practise, practiseThere’s a reason that the people who crash the least are often

the people who ride the most. Think policemen and courier

riders. The more experience you have, the better equipped you’ll be to deal

with emergencies – be it someone stalling on the grid in front of you or

suddenly hitting diesel on a roundabout.

Control your breathingYou’d be surprised how many people hold their breath through

fast corners. Racers are notorious for it – they breathe on the

straights, and then forget to breathe through the corners and wonder why

they’re suddenly so fatigued! We’re so used to not thinking about breathing,

that it takes conscious effort to get it right.

1 2 3

Speed’s all in the head, isn’t it? Coach to the racing stars Lee Spelzini shares secrets that’ll make you faster and safer

SORTED

ways to get your brain in its best biking state8

INT

ER

VIE

W S

IMO

N P

AT

TE

RS

ON

It’s what goes on

inside the helmet that

makes Rossi such a

great champion

They just need a balance… honest

#MCNwednesday

43SPORT October 14 2015

BUYING &SELLINGFEATURES GARAGETHIS WEEK NEW BIKES

Don’t be afraid to learnEven top racers in MotoGP still get coaching – there’s a reason all the teams

have spotters, many of them former racers themselves, out on track watching

and feeding back. Be it advanced riding courses, track day instruction or just riding with your

mates, all the advice you can glean – and improve from – is going to make you a better rider.

Set yourself targetsTarget setting is an effective way to build your confidence. Setting measurable

goals, achieving them, and establishing new goals, while recognising your

achievements, will help your confidence and make you safer. It might be a podium finish,

taking a corner faster or doing a trackday, but write them down and tick them off!

Get your bike to fit youGetting comfortable on your bike can make the world of difference. Some

people fit different types of motorcycle or make their bike fit them, by moving

the bars and pegs. If you’re not comfortable on a machine, then you’re never going to feel

confident on it and you’re not going to enjoy riding it!

Beware the red mistThe infamous red mist can be the bane of a racer – and applies just as much on

the road. Someone cuts you up or takes your line: you lose your cool and with it

your focus. On the road, though, you’ve got the ability to pull over, cool off, and make sure

you get your brain back into riding and not shouting!

Gary Howarth

mechanic,

specialising in

Japanese Gre

Imports

“Make sure

anyone workin

on your bike

knows as much

about it as possible. The

number of times I’ve heard

‘It just stopped on me’ or ‘the

carbs just want balancing’.

“One lad wanted a carb

balance on a Teapot (Suzuki

GSX600F), but after hours

struggling with it I couldn’t

sort it. Anyway, the bloke who

sold him the bike came in

later on and we were chatting

and he told me he’d fitted a

GSX750F engine with 600

carbs into that chassis a few

months before. No wonder I

couldn’t set it up!

“Then there’s the ‘mate

who knows how to do it’ –

only they don’t. One bloke

had a crashed R6 with a hole

Be 100% honest

with your

spanner man

PLANETMECHANIC

5

7

4

6

Remove thedistractionsBelieve it or not, at endurance races

like Le Mans or the Bol d’Or, some racers actually

go faster in the dark! And while you can’t remove

all your distractions on the road – and probably

don’t know the roads as well as riders know a

circuit! – you can leave the headphones, music

and Bluetooth at home to make sure your

concentration is on the job at hand.

8NEXT

WEEKGet the best price

when you’re

selling a bike

Even Marquez has

a riding coach –

former 125 champ

Emilio Alzamora

Top instructors

know the value of

setting goals

Like a horse with

blinkers, remove

all distractions

‘Turns out he’d

fi tted a 750

engine with

carbs from a 600’

in the ignition pick-up cover.

He gets a used one, but it’s

from a different model so it

won’t spark. Meanwhile the

‘mate’ has serviced his carbs.

He gets the right ignition

cover but now it’s popping

and banging so he comes

to me. Turns out the mate

has superglued the carb

diaphragms in place and the

glue has run all over the place.

“Someone else phoned up

wanting his carbs balanced

on a 600 Bandit. I should have

known better when I saw the

cheap Chinese-made cone air

filters, but I spent two days

messing around with it only for

him to then tell me it had 650

barrels fitted ‘because it was

smoking a bit before’.”

GO

LD

AN

D G

OO

SE

/BA

UE

R A

RC

HIV

E

GARAGE

KEY DESIGN FEATUREThe aerodynamics of the care-

fully sculpted bodywork, and light

weight are two of the keys to the

Blackbird’s impressive turn of

speed. The 137bhp, 1137cc engine

had a bit to do with it too.

By Gez Kane

MCNCONTRIBUTOR

44

Comfort, build

quality and speed,

so much speed – it’s

the Honda Blackbird

THE MAN

MAN &MACHINE

THE LOVE AFFAIR

“After 17 years of Blackbirdownership I still absolutelylove them,” says John Smith.

“I must have owned more than 20 –though quite a few were just boughtand sold on. But I’d say I’ve had eightthat were ‘my own’ bikes. My currentBird is a 1998 model, but I have modi-fied it a bit. It’s still a Blackbird though.

“It wasn’t love at first sight I mustadmit. I bought the first one on a whim.I was going on a trip to Italy in 1998and I had a Yamaha YZF750R-SP at thetime. I thought I’d be holding everyoneup stopping for fuel, so I went to LingsHonda and a tested a VFR800. I hated itand took it back after 40 miles. Then Ispotted this huge black bike and askedwhat it was. The salesman explained itwas a Blackbird and I asked what theywere like. I know the guys at Lings well

and, when they told me the Blackbirdwas pretty good, I bought it withouteven riding it.

“At first, I hated it. I thought: ‘I’vebought a bloody barge here.’ But, earlythe next year, I went on a trip to Francewith my son. He was on his R6 and Iwas on the Bird – still hating it. Some-thing clicked though. I wore away thehero blobs on the footrests, took a bitoff the stand and scuffed both sides of

the fairing lowers. I’m just an averagerider, so I realised just how competentthe Blackbird was.

“The Blackbird is an amazing all-rounder and I can’t think of anotherbike that would tick all the boxes forme. I’ve done plenty of trackdays onthem – mostly at Donington and Snet-terton – and can hold my own. AndI’ve competed at ‘run what ya brung’sprints on drag strips and clocked an

11-sec run. I’ve even got a timing slip for184.6mph from one of the ‘High SpeedDays’ Performance Bikes used to run.

“I commuted daily on one of myBlackbirds for four years and I’ve riddenthem on countless continental trips.The carburetted bikes are better anda little quicker, in my opinion. It’s thecarburettor models that seem to be themost sought-after now.

“I once got separated from the groupcoming back from a rally on Lake Gardain Italy. There was no sat-nav back then,so I just pressed on trying to catch up.Before I knew it, I was in Calais. I gothome to Norfolk at about 4am, unloadedthe bike and had some breakfast. No-one at home had got up by 5.30am, soI got bored and went out for a ride. Ican’t think of another bike that wouldmake you feel like doing that.

“By 2001, I’d got so into Blackbirdsthat, when I got made redundant, Idecided to set up a firm (www.jaws-

motorcycles.co.uk) to look after thebikes and market some quality partsfor them. I’d already made some crashbobbins after I’d bought some for £20that I thought were rubbish. Otherowners started asking me to makethings for them, so I took the plunge. Ieventually sold the business last year,but I still do some work for the newowners and provide technical advice.That’s how the Blackbird gets to you. Ican’t leave them alone.

“I’m convinced it is one of the lasttruly great bikes from Honda. They’rebuilt so well. A clutch will last 60,000-80,000 miles and camchains seemto last forever. Servicing is easy, too.Honda recommend checking valveclearances at 16,000 miles, but in 15years of working with them, I only everfound one out of specification – andthat bike had covered 100,000 miles.They simply don’t make them like that any more.”

John Smith liked his Honda Blackbird so much he set up a company to cater for them

‘At first I thought I’d

bought a bloody barge…’

45 FEATURESBUYING &SELLING SPORTGARAGETHIS WEEK NEW BIKES October 14 2015

FAST FASTER JUST MAD

KEY MOMENTS

THE MACHINEHonda CBR1100XX

Year introduced: 1996 Power: 164bhp

Weight: 223kg Price new: £8650 (1997)

38 BLACKBIRDS FOR SALE

NOW BUY ONE

The Guinness world record for the fastest

wheelie went to Swedish rider Patrick

Furstenhoff aboard his turbo Blackbird. He

recorded 191.3mph in April 1999.

V&M were commissioned by Honda to build

a limited run of 50 bikes to celebrate Honda’s

50th birthday in 1998. It produced 179bhp at the

rear wheel and hit 198mph.

In February 1997, US magazine Sport Rider

did a top speed run of 178.5mph, making the

Blackbird the fastest production bike. It held the

crown until the Hayabusa appeared in 1999.

1996-8 CBR1100XX-V

Honda claim 150bhp for the bike

– enough to make it the fastest

production machine in its day.

Private good: £2250

Average: £1700

Tatty: £1200

Dealer: £2500

1999-2000 CBR1100XX-X

Major revamp with PGM fuel

injection. Honda claimed

164bhp for this model.


Average: £2000

Tatty: £1400

Dealer: £3000

2001-2006 CBR1100XX-1

A catalytic converter is fitted

and the EFI mapping is altered,

reducing power to 152bhp.


Average: £2250

Tatty: £1500

Dealer: £3500

2007 CBR1100XX-7

For the last six years of

production, the only changes

were colours and graphics.


Average: £3200

Tatty: £2000

Dealer: £4500

DON’T GET OVERCHARGED

The regulator-rectifier unit can be another

source of problems, but £78 will get you a new

one. The battery condition can also play a part in

shortening the life of both the alternator and reg/

rec by overworking the charging system.

RISING TENSION

A clattering camchain is common after as little

as 8000 miles. The tensioners used on the fuel-

injected bikes are a little better but the solution

is to fit a redesigned aftermarket tensioner (£45,

www.jaws-motorcycles.co.uk).

SHOCKING PERFORMANCE

The Blackbird’s standard rear shock will be

trashed after less than 20,000 miles, so if you

are buying used budget for a rebuild by Jaws

Motorcycles at £120 – a fraction of the cost of a

replacement shock.

MODEL HISTORY

Introduced in 1996 the CBR1100XX-V is touted

as the world’s fastest production bike. The first

major change was fuel injection in 1999. After

that year, the only thing was a digital dash and

altered EFI mapping. Production ceased in 2007.

LEADING THE CHARGE

The alternator is one of the few weaknesses on

the Blackbird and Honda never really addressed

the problem of it overheating. It’s mostly EFI

models that suffer. An improved aftermarket

stator only costs £85.

SORT THE SPRINGING

The stock fork springs on the Blackbird are

progressive type with fairly long spacers. Linear

springs with shorter spacers work much better. A

spring kit costs just £94 and makes a

sensible investment.


GARAGE

Baldock and rollLurking next to the A1 is a short loop with

a surprisingly fun selection of roads

Baldock Services on the A1(M)may not sound like the idealstarting point for a ride, but

there is actually a fantastic road to ridewithin spitting distance of Baldock’sgolden arches.

The A507 leads from Baldockthrough Buntingford and on towardsSaffron Walden and is a superb stretchof road with a few grippy and quickcorners that are challenging as well asfun to ride. It’s not what you expect soclose to the motorway and is almostworth dropping off the A1(M), ridingthis loop, and then returning to breakthe monotony of a trek.

Once you cross the M11 keep to thenorth of Saffron Walden, passing byAudley House before picking up the

Route: Baldock loop Distance: 50 miles Time: 1 hours

iIMPERIAL WAR MUSEUM – One of the best days out you can

have, the Imperial War Museum in Duxford is brilliant. Watch

Tiger Moths in action and even book a flight yourself.

BALDOCK SERVICES – For fast food and pricey petrol

AUDLEY END HOUSE AND GARDENS – The two cafés make

it worth a visit and the house and grounds are special too.

GREAT RIDES

M11 for a single junction and turning offat Duxford. The Imperial War Museumis at junction 10 and there are plentyof excuses to stop here for a fewhours and gaze at the Battle of Britainaircraft. If you are really lucky you mayeven see a Spitfire taking off – a sightand sound that is truly spectacular.

After getting your fill of Duxford,take the A505 towards Royston beforereturning to Baldock. Should you wishto extend the ride you could alwaystake a trip into Cambridge or even visitthe bird of prey centre in Biggleswade.For more riding the A1060 south ofBishop’s Stortford and B184 towardsChipping Ongar are excellent roads andthanks to the A113 can link back to the M11 to return you to Baldock.

‘It’s worth taking

this loop to

break the

monotony of a

motorway trek’

Ma

p d

ata

©G

oo

gle

20

15

46

RIDE YOUR WAY

Tel: 01425 620 580 | Email: [email protected] | Web: www.tranam.co.uk | For more detailed product information please email [email protected]

Winding RoadsFind the most excitiing winding roads and avoid the boring straights.

Hilly RoadsStay at sea level or climb the highest peaks.

Round-trip PlanningDiscover new routes by simply tapping the area you want to explore.

THE ALL NEW

Now with FREE Car Mount Kit**Terms & Conditions apply By online redemption. Offer valid from 1 October 2015 – 31 December 2015. T&Cs apply. Proof of purchase necessary. Check www.tomtom.com/riderpromo for details

FEATURESBUYING &SELLING SPORTTHIS WEEK NEW BIKES October 14 2015

All seven of these have

MCN's overall Bike of th

award in the past. By Ph

Suzuki GSX-R1000K5 (2005)Repeatedly adjudged the best of all SuzukiGSX-Rs and the only one of the breed towin the World Superbikes crown, the K5was the third fully new incarnation of theGixxer thou family and came completewith 176bhp, sublime handling and idealergonomics.What you’ll pay today: You’ll be lucky to find anything under £4000.But should you? If you want a no-compromise, pre-electronics Japanese superbike, there’s none better.

Triumph Bonneville (1979)By the late 70s the 20-year-old Bonniewas the last survivor of Britain’s onceworld-dominating motorcycle industry.Though archaic it had at last gained discbrakes and an electric start, and in doingso gained a devoted following it still hasto this day. It's the definitive Brit classic.What you’ll pay today: £5000 for a good‘un, under £4k for an OK runner.But should you? If you want a classic,old-school Brit they don’t come more useable or affordable.

Yamaha RD350LC (1980/81)Yamaha’s delicious tearaway grabbedmotorcycling’s consciousness in the early80s. Powerband thrills, decent handlingand giant-killing performance ensuredits popularity. Twenty years on thatpopularity has returned as a top modern-classic restoration project.What you’ll pay today: £6000 for a goodrestoration, £3500 for a decent runner.But should you? Few bikes evoke theirera so well, plus it’s reasonably useable and simple to maintain.

Kawasaki ZZ-R1100 (1990)In terms of velocity, in the early ninetiesnothing came close to Kawasaki’s bosshyperbike. Speed aside, though, it wasa great sports-tourer/all-rounder too:steadfast, classy and comfortable. It hadno real rivals until 1997’s Honda SuperBlackbird.What you’ll pay today: From £2200 to £3500 for a decent one.But should you? Still relevant anduseable today and, at those prices, that’s a helluva lot of bike for the money.

Laverda 750S£2000

Launched back in 1997 the

750S was unusual then,

now they are rarer than

hen’s teeth. The handling

and chassis were a match

for anything on the road at

the time but the 750 twin

was a little agricultural.

If you want different and

cheap it’s worth a look.

Aprilia RSVFactory £3550Draped in carbon with

lightweight OZ wheels,

Brembo brakes and Öhlins

suspension. When this

bike was new it would have

been close to £10,000, now

it’s a snip at just £3550.

Ducati 748 £3995Ducati’s 748 mirrored

the legendary 916 with a

very similar chassis but

obviously a smaller 748

V-twin which produced just

over 100bhp. The 748 was

a handling joy on track but

slightly uncompromising

on the road.

Benelli Tornado£3999

Only five years old and

already under £4000

making the unusual

Tornado a bargain for

those daring to choose

the Benelli path, which

sometimes can be paved

with electrical problems.

Exotic dealsfor sale on

amaha R1 (1998)ne of superbiking’s true game-changers.he ’98 R1 wasn’t quite as big a shock asonda’s FireBlade had been in 1992, buts design template of compact engineia pioneering stacked gearbox shafts),hich allowed a long swingarm withinshort aluminium twin-spar chassis,

emains in place up to this day. What’smore it looked great, handled brilliant

and went simply ballistic so much so that,today, lack of electronics aside, it stillfeels contemporary and competitive. Likethe FireBlade, decent originals are nowappreciating classics.What you’ll pay today: Useable ones gofor £2500, mint originals £3500-plus.But should you? Still potent andexciting, but also interesting and likely to appreciate, plus good value, too.

Ducati Diavel (2011)If Ducati’s ultra-sophisticated andpotent Multistrada had shaken uppreconceptions of adventure bikes theyear before, the Italian firm’s Diavel didjust the same – if not more so – to theconcept of cruisers in 2011.

In short: the Diavel is a semi-laidback, hot rod-styled cruiser – butone that truly performs, handles and

superbike. Using the same Testastretta1200cc V-twin as the MTS, the Diavelhas 160bhp, three riding modes andsportsbike brakes and suspension. Yetit also has a fat 200-section ‘cruiser’rear tyre and enough style to satisfy.What you’ll pay today: £14,395 new,used from £7000.But should you? Cruiser style withsuperbike performance? Now you can

0GS (2013)uspected BMWhed to continueance when the

que completelyit in 2013 – the

mply getting toot have worried.

hp boxer twin isles better than

omfortable andnd bristles withider aids. If youtate-of-the-artraveller, 2013’shine of the Years still the best.u’ll pay today:

ls are good andnd for Britain’s

st seller is high.e cheapest arerently only just

under £10,000.ut should you?

he ultimate ‘do-all’ bike, classy,l-equipped andith impressive

PAST MCN

MACHINESTHE YEA

4

47 GARAGE

7

Ducati Diavel recalibrated

the cruiser class

Just when we

thought the GS

couldn't get better,

2013 gave us this...

1998 winner, the R1

formed the basis on

which all sportsbikes

are still created today

OUR BIKES

I love the speed, it’s far

more than I’m used to but

definitely making me grin.

The gadgets are a little

too much for me but I’m

learning how to use them.

+

-

O�Read previous updates at motoryclenews.com/alistreettrip

RUNNING VERDICT

What a beautiful building and fabulous view. I’m sat in the grounds of a windmill, set high on

Mont De Watten – and I’m only 50 miles into my little French adventure.

I’d been planning a solo trip to the continent but didn’t want to venture too far on my first attempt. So armed with a map and a loose route I booked my tunnel crossing, packed my tankbag and headed south to Ashford for the night before embarking on my crossing.

I’ve been enjoying riding the Striple, but not as much as I’d hoped, as the bike is sportier than I’m used to and I’ve been putting myself under too much pressure by feeling I should be riding it in a certain way. I’m hoping spending some time riding alone will allow me to relax and just enjoy myself.

Following a seasickness-inducing ferry crossing a few years ago, I always use the tunnel. Not only is it a smoother option, but it’s also a more sociable way to travel – I like the way fellow bikers always strike up conversation, comparing bikes and discussing planned trips. Plus it’s quick, as it’s only 35 minutes from departure to seeing your first ‘keep right’ sign.

stop I headed west along the D110where the Triumph handled beautifullyon the route’s open sweeping bends.

The roads were almost deserted, theonly other traffic I encountered wereslow-moving tractors, all of whichI nipped by easily. I was thoroughlyenjoying my day and all too soonarrived at my overnight stop.

I’d booked a swish hotel in LeTouquet Paris Plage, home of the famous beach race and a lovely place to sample a bucket of mussels and glass of rosé. The waiter must’ve thought me a little odd as I spent my evening with my map and notebook, planning the following day’s ride.

Day two was planned as an amble back to the tunnel, so I picked the D940, an undulating road littered with historical monuments which hugs the coast all the way to Calais. Disappointingly my amble was slightly ruined by the volume of traffic, as some of the towns were terribly congested. I’d forgotten to put my earplugs in and hadn’t realised how loud the Arrow pipe I’ve had fitted is. With the baffle out it’s bordering on offensive and gentle use of the throttle was in order as I queued through the narrow streets of Wimereux.

I’d been keeping tabs of my journey information on the trip computer and when the fuel light flashed on I thought I’d easily reach the petrol station at the Cité Europe near the tunnel. With hindsight I wished I’d filled up at one of the villages I’d ridden through on the way as it turns out the fuel station is the most complicated place to find, buried deep in the heart of a multi-storey car park. But I made it and still had time to make my crossing.

All in all I’d had a great couple of days, covered nearly 500 miles on a mixture of roads, eaten some great food, spoken to some interesting people and most importantly grown to love the Street Triple just that little bit more. Right, where next?

The area surrounding Calais is one I’ve passed through many times; it’s the place you usually zoom through without a thought for what’s around it. However, this time I decided it would be a good place to explore for my first solo continental jaunt.

After a couple of junctions on the motorway, I headed to the coast road which sadly turned out to be very industrial. For a while I thought about switching routes, but stuck with it to Dunkirk before heading inland towards Bergues, a beautiful walled town where I stopped for a snack.

The beauty of travelling solo is that if you see somewhere you want to stop you can just stop and not worry about anyone else. You can pull over, ride four times round the perimeter of the McDonald’s car park before finding the entrance and have nothing to apologise for or anyone to demonstrate your slow riding ‘skills’ to!

I used the stop to see where I actually was, because my ‘Ali-Nav’ (a map and scribbled notes in the clear pocket of the tankbag) was slightly skew-wiff and I wasn’t 100% sure I was on the right road. Thankfully it turned out I wasn’t far adrift and after a pit

Ali and the Triple find there's more to Calais than the Chunnel

Getting to know the neighbours

THE RIDER

Alison Silcox Office Manager

[email protected]

Height 5ft 10in Weight 68kg

Her riding Experienced rider. 11 ye

on the front and over 20 as pillion.

THE BIKE

Weight 182kg

Seat height 820mm

Miles 4548 MPG 55.7

Servicing £149

Mods to date £595 (Arrow silencer)

TRIUMPH STREET TRIPLE RX, £8549

Instead of zooming through en route to elsewhere, Alison's route explored Calais


GARAGE48

8UPDATE

4548MILES

� �Passport Clothes – it’s two

nights so pack light

Driving licence Security – pack a

chain and use it

Tickets Toiletries –minimum amount.

Even cheap motels will

have free shampoos/soapsEuropean Health

Insurance Card

ON THE PACKING LIST

� �� Top tips Photocopy a section of map to write/draw

route on. Notebook and pen to scribble route notes on.

‘I decided Calais

would be a good

place to explore for

my first solo jaunt ’

#MCNwednesday


TRIP COSTS

Fuel £44.98

Hotel (two nights) £172

Tunnel £104

Map £5.99

Euro breakdown cover

(annual) £16.99

Travel insurance (annual) £83.39

Spare bulb pack £12.99

Mussels £19.01

Glass of rosé £3.62

McDonalds £8.80

Miles covered 487.2

Total travel time 11 hours 34 min

Average economy 55.7mpg

Average speed 41.8mph

Trip computer info

Here's to a

triumphant

trip, Ali toasts

the Triple

Petrol station inside car park took some finding

Would you like

fries with that? Ali

checks the McMap

A stop to remember at

the Terlincthun British

Cemetery near Wimille

THE RIDER

Tim Thompson, Head of Content

[email protected]

Height 5ft 7in Weight 74kg

His riding Lifelong owner, rider and

all-round fan of Japanese sportsbikes

THE BIKE

Weight 190.5kg

Seat height 830mm

Miles 3895

Servicing None

Mods to date None


GARAGE

Forget aftermarket fripperies, all the

Panigale needs is fuel and rubber

Is the new Versys better than the previous model?

My whole Panigale experiencehas been about riding: mainlyin shortish clattering bursts

of intensity that often leave my handsshaking; sometimes in lazy, torquefuelled canters across country that,now I come to think of it, also oftenleave my hands shaking.

The ride is all-consuming, and themain reason I haven’t felt the usualurge to modify or make endless listsof to-dos and what-to-buys. I’ve learnthow to make the electronics work theway I want them to, sprayed its flankswith the odd squirt of Muc-Off – andthen just ridden the thing.

Another reason is because theS-model Panigale leaves the factoryabout right. It pre-drips with Öhlinsand forged Marchesinis, and doesn’tneed a tail tidy or any half-baked tat.The brake lines look a tad industrialand a carbon hugger, one that matchesthe matt finish of the front mudguard,

would be nice. Only the nasty rearsection of the exhaust system,which has become a rustingeyesore, offends in any way – butthe last thing the booming Panigaleneeds is a pair of aftermarket cansthat are even louder than standard.Getting past the trackday noisemeter is already a lottery.

No, what the 1299S needs istyres and petrol. Every time itsthrottle is opened with intent youfeel your wallet flinch in pain as theV-twin paints a black line of rubbermolecules on the road, neckinganother quart of super unleadedin the process. It can destroya rear in under 500 miles andempty a tank in just 75. Workingthis bike’s throttle is possibly thegreatest pleasure you can haveon a motorcycle in 2015, so forgetthe mods for now, that’s where themoney has to go.

Add petrol

and enjoy…

New clothes but at

heart the two Versys

are the same

DUCATI 1299 PANIGALE S £20,795

THE QUESTION

YOUR BIKES

V

VERSYS VERSUS VERSYS

Tony’s done 6000 miles in the last year

I _____ my ______________________Triumph Sprint STloveOwner: Tony Anderson Year: 2007 Had since: 2014 Total mileage: 13,000

When Tony Anderson answered MCN’s call, he was deciding how to spend the weekend. Option one was the Ride

to the Wall rideout, and the wet-weather pick was giving his Sprint ST its 12,000-mile service. “The valve clearances need checking, although there’s no reason why they should be out.” The ex-army mechanic is confident with the spanners and says his bike was treasured by the previous owner, who had it serviced annually so it had six dealer stamps in 7000 miles. Tony has almost doubled the mileage since buying it last year and continuing his run of Triumphs that stretches back 10 years. It replaced a Speed Four and Tony is so taken with it that he’s written to Triumph to suggest they build a new sports-tourer to replace

the ST, which was dropped in 2013. “I said it needed to be lighter, have better suspension and brakes. John Bloor wrote back to me, which was nice. He said they were concentrating on the adventure bike market.”

THE FACTS

50

The 2015 Versys 1000 has been

receiving rave reviews since its launch

at the end of last year and in 6000 miles

I’ve been seriously impressed.

The previous 1000 never managed

to generate the same love. The single

overwhelming factor for this was the

styling which to put it politely, split

opinion. The old bike’s industrial-looking

design has now gone, replaced with a

much slicker, sportier fairing.

But while the styling is radically

different, I was staggered by how similar

the two bikes are to ride. First of all,

sat on the bike the cockpit view and

switchgear is identical apart from a

slight type change on the rev counter.

Swapping from bike to bike you

notice a minimal difference in the riding

position. On the old bike the rider is sat

slightly more on top rather than the in-it

position of the softer-seated new bike.

The handlebar position is also slightly

different. On the old bike the angle of the

bars feels straighter, giving a more off-

road/adventure feel.

Engine-wise they were again hard

to split despite the new bike gaining an

extra 2bhp. My bike felt freer but I think

this is down to the fact that it’s covered

over 6000 miles compared to the old

model we tested, which had less than

500 miles showing on the digital display.

On the chassis and suspension front,

the new bike won out largely due to the

fresh Pirelli Angel GT tyres fitted. In

contrast the old Versys was fitted with

a pair of Pirelli Scorpion Trail which

were barely scrubbed in. The new bike

also feels slightly plusher, which is a

combination of more compliant tyres

and the softer seat.

So the question of which one is best

is easily answered by the fact that once

on the move they are virtually identical.

If you’re not offended by the challenging

looks of the old bike then there are great

deals to be had.

2015 KAWASAKI VERSYS1000 NEW £9749

2013 KAWASAKIVERSYS 1000 DEALER£6999As-tested ex-demo bike– 487 miles (as-newcondition)On sale at Lloyd CooperMotorcycles – www.mo-torcyclesdirect.co.uk

2013 KAWASAKIVERSYS 1000 PRIVATE£5795One owner 11,523 miles,Full Kawasaki servicehistory. Extras includingheated grips, hand guardsand luggage. www.mcn-bikesforsale.com

Michael Guy Sports Editor

The rider Former racer

with a love of off-road and

adventure riding

KAWASAKI VERSYS 1000, £9749

MY

KE

L N

ICO

LA

OU

SIM

ON

LE

E

#MCNwednesday

Suzuki’s parts-bin

special was a work

of genius

Another joy-filled,

torque-laden

clatter through

the countryside

It’s an interesting exercise, this:

racking one’s brain for the sort

of ‘forgotten hero’ type of bike.

Something that was a pretty good

machine in its own right, but was

aced by the opposition.

Take Kawasaki’s ZX-9R.

Launched a couple of years after

the seminal FireBlade, and a sort

of cross between the ZXR750

and the ZZ-R1100, it didn’t really

cut it. If you wanted a sportsbike,

you bought the Blade, and if you

wanted a searingly fast road bike

you bought the ZZR.

Kawasaki realised they had

something that was neither

fish nor fowl and the bike was

revamped in 1996, 1998, and

2000, and then Kawasaki gave up

on it and produced the ZX-10R.

A used ZX-9R now represents

astonishing value. It really is a

brilliant sports-tourer: as near as

dammit as fast as the ZZR, just

as comfy, and handles better.

The C models had gearbox issues

(second used to pop) so go for

an E-version and don’t pay more

than £1700. The last F ones fetch

another couple of hundred. A good

ZX-9R will now fetch more than an

equivalent year ZZ-R1100/1200.

Word has got about.

A few years previously, Suzuki

were in the position they are now:

“Oh, hell, all our bikes are looking

dated compared to the opposition.

Tell you what, let’s do a parts-

bin special and flog it cheap…”

The result was the RF900, which

married a smaller version of the

oil-cooled GSX-R1100 engine to

a basic chassis and a full fairing

with odd Ferrari F40-style louvres

in it. And it was about the best bike

they made. It did 165mph, was

very solid, and only a limited tank

range held it back. Buy one now

for under a grand. Fabulous value.

‘Forgotten heroes

still pack a punch’

2014 Enfi eld 500 Bullet Electra EFI £2995 Seller says: 900 miles, as new, latest model, warranty to May 016 Neil says: Not to everyone’s taste, but it’s a grand off list price, cheaper and more honest than a Yamaha SR400, and hipsters will swoon with envy. Hydraulic fuss-free tappets, too!

2001 Kawasaki ER5 £1100Seller says: 13,400 miles, long MoT, recent service, pads and tyre Neil says: As a post-125 bike or affordable commuter it’s all you could want. Bomb-proof engine derived from the GPZ500S, neat, sweet, comfy, very cheap to run, pretty crash-proof, and all for a grand or so.

ALSO CATCHING MY EYE THIS WEEK

THE BUYERNeil Murray makes a living buying & selling

pre-loved metal – and he’s on your side

0 0 1 4 04 0 0 6 9 15 0 0 5 6 92

A new set of Michelin Pilot Road 4 tyres have replaced Bridgestone T30 Evos. The Bridgestones still had a little life left after nearly 4000 miles but the rear was getting worn down the middle and was starting to affect handling. The Bridgestones were very good and suited the Tracer well. I’ve only done a few miles on the Michelins so far but they feel very pliant, grip well in the rain and the fresh profile has given back the Tracer’s normal handling.

A colleague returned the RS after a loan with the dash on a different setting… and I don’t get it! The dash has three settings and the one I use has loads of info. The others both show engine mode, revs, gear and time. But ‘he-who-shall-not-be-named’ uses a setting that displays mph instead of revs. What’s the point of that massive round thing on the left then? There’s so much going on with the R1200RS that I like to see it all.

With nights drawing in and dark mornings on early starts to the working day the one thing that really shines out on the Crossrunner is the headlamp. It’s seriously impressive. I’ve ridden many bikes with fancy shaped headlamps that are fitted in the name of styling but leave you barely able to see a thing come nightfall. But the Crossrunner gives an impressive wide beam from one side of the road to the other. Well done Honda, I love it!

RIDER: ANDY DOWNESJOB: MCN SENIOR REPORTER

RIDER: ANDY CALTONJOB: MCN EDITOR

RIDER: SIMON RELPH JOB: MCN SENIOR DESIGNER

YAMAHA MT-09 TRACER

£8149

BMW R1200RS (SE)

£12,915

HONDA VFR 800X

CROSSRUNNER £10,299

FEATURESBUYING & SELLING SPORTGARAGETHIS WEEK NEW BIKES October 14 2015 51

Nothing’s perfect,

not even Tim’s

Panigale S

8UPDATE

3895MILES

Next week

Why used bike values will stay

strong until late 2016

GARAGE


52

1million

The number of tyres

Maxxis currently makes

every day – for everything

from bicycles to mobility

scooters and earth-

movers.

Three benefits of Maxxis STs…

1Grip on track wastruly impressive –particularly from the

firm but precise front. Evenon full-blown superbikesthe rears, although movingunder heavy provocation,remained predictable.

2Even under the mostintense use the STnever ‘blued’ or

chewed up, despite offeringimpressive grip. Maxxisput this down to high silicacontent (blueing is down tooils coming to the surface).

3Maxxis may not yetradiate the kudos ofPirelli but the ST’s

glitzy launch emphasisedtheir determination tochange. In the meantime theST looks like a great tyre at a great price.

GEARMAXXIS SUPER-MAXX ST £197 (PAIR)Taiwanese tyre firm aims for the big boysTaiwanese tyre manufacturer Maxxis is, accordingto even its own UK managing director, “probablythe largest tyre brand you’ve never heard of.” And,seeing as the 48-year-old firm is currently theworld’s biggest manufacturer of tyres for poweredtwo-wheelers, he probably has a point.

The truth is most bikers have heard of Maxxis,often deriding it as a budget, low-performancealternative to the fashionable leading brands suchas Pirelli, Bridgestone and Michelin.

The Supermaxx ST is intended to change allthat. Developed over five years with input fromBSB’s Chris ‘Stalker’ Walker, the ST is all-new andclaims to feature the latest technology – yet still ata price undercutting those premium brands.

It’s for sports-tourers (currently Europe’sbiggest-selling tyre sector), and is not an out-and-out, ultra-grippy, sports hoop. Even so the ST hasbeen designed to deliver class-leading grip in dry

and wet, provide stablity and secure handling, andextended tyre life (compared to Maxxis’ precedingoffering) and retail at a competitive £197 a pair.

Key features include a funky new tread pattern which Maxxis amusingly calls LSD (this timestanding for ‘Lightning Strike Design’), a newconstruction process including spiral steel beltsfor increased sidewall rigidity, plus a new silica-heavy compound claimed to improve grip anddurability.

It’s aimed at 600cc+ machines, with a focuson heavier bikes such as Kawasaki’s ZZR1400and Suzuki’s new GSX-S1000, and will initiallybe available in 120/60-17 (55W) and 120/70 -17 (58W) fronts, with160/60-17 (69W),180/55-17 (73W) and190/50-17 (73W) rears.Qwww.maxxis.co.uk

THE RIVALBridgestone Battlax Sport

Touring T30 Evo £222Combines versatility with

performance that almost renders

sports tyres irrelevant. Maxxis hasn’t

yet that premium price-justifying

reputation, but it could be

changing…

PHIL SAYSPhil West, Guest Tester

My two-day Ascari/Ronda test, on

everything from a GSR750 to ZZR1400,

proved the Supermaxx ST a capable

performer, unfazed on track and

unflustered on road. If durability

outperforms rivals then why pay

£30 or so more?

The ST’s offered

decent and lasting

grip, even on track

TIM

KE

ET

ON

#MCNwednesday

FEATURESBUYING &SELLING SPORTGARAGETHIS WEEK NEW BIKES October 14 2015 53

Lightweight leather jacket from thereborn cruiser brand with prominentbranding and a patriotic Stars andStripes patch on the left sleeve. Inkeeping with the stereotypicalAmerican body build, it has stretchpanels at each side and is available insizes up to 5XL. Indian say it comes inV-twin fit, which we would assume tomean it’s designed to be worn in theupright riding position of a cruiser(because everyone knows that allV-twins are cruisers!)Q www.indianmotorcycle.co.uk

This time of year is haon bike batteries. Acombination of lessfrequent use andengine oil becomingthicker in lower ambietemperatures meansthey can quicklydeteriorate if not lookafter properly. If you’vgot mains power inyour garage for atraditional chargerthen lucky you. If youhaven’t, this new Optiis for you. It allows yoyour bike up to a biggesource such as a car bwill look after your bikcell. The OptiMate alsdown technology thatdrawing too much powthe source battery andamage.Q www.optimate1.co

Indian Freewayjacket £419.99

Replica exhaust systemfor Kawasaki Z1 £1091.22

OptiMate DC to DC battery charger£69.99

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biking kit!

Build quality is impressive

Kawasaki’s 1970s Z1redefined the term ‘superbike’and is rightly a classic – butthat’s more than can be saidabout the state of someexhausts after more than 40years on the road. Internetparts retailer Wemoto haveset about helping by sourcinga complete new system thatthey claim offers higher build

quality and better internalbaffling than the originals.Wemoto promises Z1s won’tneed the carb jets adjusting towork with the new exhaust.Even if owners have theoriginal exhausts in good nick,fitting these could be a good way of protecting theirinvestment.Q www.wemoto.com

Look cool as

you cruise

No power, no problem

- now you can charge

from a car battery

Just pack

up and hit

the road

R3 system

looks good,

sounds better

German engineering firm SW-Motechhave released a luggage set-up forSuzuki’s tongue-twisting newGSX-S1000F that gives up to 77 litres ofstorage space. The Blaze panniers havea rail mounting system that attaches tothe footpeg hangers to let the panniersslide into place and stay there withoutthe need for extra straps or bungees.The Rearbag is 24 litres in standardsize or 36 when expanded, and is held inplace by four supplied straps.Qwww.motohaus.com

Yamaha’s new R3 sportsbike is a 321ccwonder – but it would definitely benefitfrom a bit more noise. Scorpion havereleased a full system that is sure tofree up some sound, and they alsopromise an extra 2bhp and a 5kgsaving over the stock system. There’sa choice of brushed stainless steel,carbon-fibre and titanium finishes forthe end-can, with the steel optioncosting £549 and the titanium orcarbon versions priced at £649.Q www.scorpion-exhausts.com

Scorpion exhaust system forYamaha R3 from £549

GARAGE54


TESTED

‘It’s the ideal

adventure lid’

THE RIVALAGV AX8 Dual Evo

Price £249.99

The AGV is more of a motocross

helmet fitted with a visor than a

purpose-built adventure lid. It’s

cheaper than the Shark, but you

don’t get the goggles etc.

www.agv.co.uk

Shark Explore-R, £299.99Tested by Andy Davidson Time tested 10 months/3000 milesWhat’s good? The Explore-R is brilliantly versatile. The helmet can be worn in one of four ways - visor only, visor and peak, goggles only or goggles and peak. It’s designed as a road-going lid, and adopts that shape, but if you fancy going off-road or trail riding, you can easily swap the visor out for the peak and goggles. The goggles click into place on the side of the lid and attach and detach easily. The peak is fastened by a screw on top and simply clicks into the same slot as the visor. Originally you couldn’t use the visor and peak together, but Shark have rectified this with a new attachment. If you bought this helmet before May 2015, then you can have the part retro fitted by Shark or the dealer (free of charge). New models already have the mod fitted. The lid is packed with features like a concealable neck warmer to protect against the rain, and an internal sun-visor. The Explore-R is practical, multi-functional, comfortable and the ideal adventure/touring hybrid lid. What’s not? When using the visor and peak together, the visor only goes up three-quarters of the way, which can be rather annoying.Contact www.nevis.uk.com

Quality ★★★★★ Value ★★★★★

Versatile lid can be used either

on or off-road, makes the perfect

adventure lid.

You can’t open the visor to its

maximum if you have the peak

fitted, which can be annoying.

+

-

3000MILES

Sun visor is a welcome

addition, and adds to the

touring ability

Goggles clip in and out

easily and remain

very secure

#MCNwednesday


Tester Andy DownesTime used 3500 milesWhat’s good? Previously I’d nused a balaclava while riding

but this Macna Coolmax got me through last winter. After years of using neck tubeit was a bit of a shock to find out how gooda balaclava was at keeping out drafts andcold. It’s comfortable and good value andhas the bonus of minimising the disastrouhelmet hair I get from one particular crashelmet. There is an even cheaper versionmade from thicker material but this one istill great value.What’s not? There is the hint of ‘armed robber’ look about it when you take your lid off – though the same could be said ofany balaclava really. Contact www.factoryagencies.co.ukQuality ★★★★★ Value ★★★★★

Tester Liam MarsdenTime tested Two months/800 milesWhat’s good? I’d been on the lookout for stylish riding trainers for a while and these fit the bill perfectly. There’s protection

in the ankles and the rubber sole is anti-slip, which has worked so far. Sidi don’t claim they’re waterproof but they’ve kept my feet dry during brief showers. Although there’s only protection in the ankles, they feel quite sturdy – much sturnormal trainers. As you wexpect from a trainer, thall-day comfortable, no mhow much walking you dWhat’s not? The suede udoesn’t look like it will stto too many gearchangealready starting to fray alook grubby. Contact sidiselect.co.ukQuality ★★★★★ Value ★★★★★

Tester Alison SilcoxTime tested One year/25What’s good? The quathe bag is great, the zip

fasteners are all very substantial,12 months of regular use it’s showsigns of wear and tear. The bag is lenabling me to carry loads of kit odaily commute, but I have a tendento overfill it and make it heavy. Theshoulder and chest straps arewell padded, meaning they’recomfortable on long journeys.What’s not? There is no gettingaway from the price, and for themoney I’m rather disappointed thadoesn’t have a waterproof lining.Contact www.kriega.comQuality ★★★★★ Value ★★★★★

Macna Coolmax balaclava, £1

Sidi Insider riding trainers £115

Kriega R35 rucksack, £145

WIN

Want to get your hands on some

top biking goodies for free?

It’s easy, so register now at

winit.motorcyclenews.com

Oakley Prizm Road Flak Jacket, £116

We’ve one pair to give away.

Enter until: October 31

Nextbase RIDE Dash Cam, £250

1080p Full HD dash cam with

handlebar mount.

Enter until: November 30

Conti Road Attack 2 EVO tyres, £250

Offering superb grip in the wet,

we have one set to give away.

Enter until: November 30

n

ONEYEAR

ONEYEAR

800MILES

GARAGE


Q

I’m looking for a topbox with acarrying handle that can be quicklyattached and detached from astandard luggage rack without theneed for a special plate. I’d like adecent size, but it doesn’t have to beshaped to take a helmet.Gus Smith, email

Answered by Keith Roissetter,

Infinity Motorcycles

There are plenty of boxes fromGivi, SW Motech, Kappa and othersthat have a handle and can be

easily removed and carried about,but they all use bespoke plates toallow the ease of secure removaland remounting. Most of them arehelmet-shaped too, as generallythese allow the most functionaldimensions for use on a bike. Theyare all available in a variety of sizesand some will have reflective detailsto enhance their styling as wellas visibility. A small, waterproofsuitcase and some Rokstraps maywell be the closest thing availablefor your needs.

QWhy has my bike had a

HISSy fit?

When I went to fire up my Honda CBR600RR yesterday, the HISS light started glowing ominously and the bike’s refusing to start. From what I’ve heard it’s the same as losing your keys and means a whole new system from ECU to barrel, costing hundreds.Ken Savage, Ipswich

Answered by Colin Barnes,

Chas Bikes

HISS systems generally have four thin wires around the ignition barrel that act as an aerial. What often happens is that a replacement clutch cable is poorly routed so that it ends up wedged against the barrel. That can be enough to break one or more of those thin aerial wires. However, if you strip back the insulation, then you should be able to spot the break, and some careful soldering with a modeller’s soldering kit will ‘restore communications’. But make sure the repair isn’t where it already bends around or it will fail again.

Mending a broken wire by the CBR’s

ignition barrel should silence the HISS

Chopping out the

GSX-R’s under-

belly catalyser

can save 4kg

I have a 2011 SuzukiGSX-R600 running aYoshimura GP Evo slip-onsilencer and I would like toremove the heavy catalyticconvertor and fit a straight-through link pipe. How wouldI go about it?Jason Hayes, Newport

Answered by Dave Pepler,

SP Engineering

All GSX-Rs from K8 onwardshave the 4kg catalysersection welded to the headerpipes, and when you cut itout you only have 5mm ofstraight pipe to work with.

US-made MJSPerformance link pipesclamp on, but I’d be grittingmy teeth as to whether itwould seal or not. In whichcase you need to get itwelded. Then it’s critical itall lines up with the supportclamp and end can, whichis a £200 job by a decentengineering firm.

Black Widow exhaustsoffer de-cat header pipesfor £290. To stop the FIlight coming on, there’sa blanking gear for theexhaust valve servomotor, which ismounted under thefuel tank on theright frame spar.These are ‘race-use only’ pipesso you’d needto fit an end canwith a baffle forthe road.

You could alsoconsider a full£1320 Yoshi R11race system, if you onlyuse the bike on track, whichalso has the added benefitof offering more groundclearance. However, thissystem can be a little noisyfor some venues or raceclasses, so opt for the singlecan option with a baffle, oryou could be disappointed.

OWNING & RIDING

ANY QUESTION

ANSWEREDIf we don’t know the answer, we’ll find the person who does

I’m in a flapover my cat

Q

56

Givi E370N 37-litretop case

£88

SW Motech 38-litreTrax Evo Alu top case

£224

Renntec 48-litre top case

Can I have a quick-release topbox that’s also easy to carry?

Kappa K49NT 49-litre top case

£200 £50

#MCNwednesday

FEATURESBUYING &SELLING SPORTGARAGETHIS WEEK NEW BIKES October 14 2015

Why is myPiaggio giving

me such stick?

I’ve got a relatively new Piaggio X8and the throttle has become stickierand stickier, so much so that I have toconsciously roll it closed or it runs on.James Lynch, Chelsea

Answered by Bill Philp, Berkshire

Motorcycle Centre

The first place to look is the throttletwistgrip rubber. We’ve had a fewwhere it swells slightly and binds onthe bar-end weight. Shave a little offthe rubber where it meets the bar-end weight and don’t tighten the bar-end too much and the throttle actionwill improve.

Q Can I fix my RT’sflickering

fuel gauge?

My 2008 BMW R1200RT’s fuelgauge is playing up, flicking fromfull to empty with the ‘mileageremaining’ indicator jumping aroundin sympathy.Joe Davidson, North Shields

Answered by Chris Dabbs MCN

Lots of BMW models use the samesystem as your bike, which is asensor that looks like a roll of old-type camera film that’s held in aplastic tube. An electrical chargeis passed through the film and thechanging resistance as the fuel leveldrops gives a linear response.

However it is a delicate set-up andthe shape of different model’s tankscan throw it out. From 2010 BMW went back to traditional lever-arm operated sensors. It is possible for a dealer to reset the base calibration setting. The sensor has to be removed to dry out, reinstalled and set up using factory diagnostic kit.

If it is still on the blink after that then it needs replacing. Or you could do several fuel consumption checks to work out a reliable average, then rely on the two odometers and the fuel warning light that comes on when there’s four litres left.

Q How can Iprove a fault

on flipped lid?

Last year I bought a flip-front lidthat developed a fault nine monthslater which meant the chin bar liftedwhile riding and blocked my vision.The manufacturer acknowledgedthe fault, replaced the openingmechanism and returned thehelmet. But it happened again as Iwas overtaking. The manufacturerinspected it again, but now say thereis no fault. The shop has said theywill not refund or replace the lid. Ithink it’s dangerous, what can I doabout this?AC, Cheshire

In UK law your recourse is againstthe shop, not the manufacturer. Ifa shop sells goods that are not fitfor purpose or are of unsatisfactoryquality then you are legally entitledto ask the dealer to rectify theproblem. The Sale of Goods Actstates that if a customer wantsto reject goods that do not fit thedescription, they have to do so withina reasonable time, although this is

Erratic gauge could mean faulty sensor

Answered by Andy Davidson,

MCN adventure expert

To be honest, there is no one-

suit-fits-all, despite what clothing

companies may tell you. It’s all

about compromise, and what you

are willing to compromise on is

what counts. The way to decide

is to carefully consider where

you’re going and the climate

you’ll be riding through.

If you’re off touring Europe

and plan on cold and wet riding

then a suit with Gore-Tex Pro-

laminate is the way to go. The

waterproof membrane is bonded

to the outside of the jacket which

causes the rain to slide off the

material. But pro-laminate suits

have minimal ventilation, if any,

which will leave you sweating

buckets in hot countries.

The alternative is a jacket with

a Gore-Tex layer, either built in or

as a removable liner. Removable

liners work well as you can take

them out and stash them away

when it gets hot. But heavy rain

will leave the outer soaking and

pressing against the lining.

If you’re planning on

overlanding through many

different climates, then a

lightweight, basic jacket is a

wise choice with a cheap one or

two-piece rain suit kept close to

hand. This method seems basic,

but it means you can travel in a

light, comfy, well-ventilated suit.

And when it starts to rain you

can chuck your outer suit on and

throw it back in your bag when

it stops. Plus, it won’t feel like

you’re walking round in a suit of

armour when you’re off the bike.

Which suit will keep me

comfy in all conditions?Q

How does saltcause rust?

If it gets snowy and icy this winter itwill have a double-whammy on usbike riders, keeping us off the roadswhile it’s happening, then, when wedo venture back, wrecking the finishof our bikes with all the salt that’sbeen spread on the roads to keepthem open.

Salt works by dissolving in waterand lowering its freezing point – butwhen it comes into contact withthe metal on our bikes, its corrosiveeffects are depressingly powerful.

The process is called galvaniccorrosion and it’s a process which occurs when two different metals are immersed in water, causing an electric current to flow between them spontaneously. How strong it is and which metal becomes the positive terminal (anode) and which the negative (cathode) depends on their relative positions in the galvanic table. Aluminium and steel are far apart in the table, which is troubling as motorcycles use lots of each together – so when they’re close, galvanic corrosion enhanced

by salt becomes a big problem.But it also happens where only

one metal is present (or at least appears to be). In fact no metal is perfectly pure and galvanic corrosion occurs on a microscopic level between the main metal and the various impurities in it, as well as the alloying metals mixed in.

So even a plain aluminium crankcase will corrode, well away from other metals, through this galvanic action, and it happens much faster when salty water is present acting as an electrolyte.

Q

TRAVEL & TOURING

‘You will haveto persuade ajudge that thehelmet is faulty’

Andrew

CampbellSolicitor and author

of the MCN Law

column for the last

five years

Andrew Campbell, Bikelawyer.

Visit www.bikelawyer.co.uk or

email [email protected] or

call 01446 794169

Motorcycle Accident Solicitors

Your legal questions

Q

not defined. Recent EU regulationsstate that if an item breaks withinsix months of purchase then thereis an assumption that those goodswere faulty at the time of purchaseunless the seller can proveotherwise. But you fall outside thatwindow and the shop won’t consideryour claim, so you could use theSmall Claims Court. You will haveto persuade a judge that the helmetis faulty (and the shop may producethe inspection report saying it is not,albeit one-sided). You could rely onres ipsa loquitur - the thing (i.e fault)speaks for itself. You may find otherexamples of the problem online andseek to rely on that as evidence, butultimately it’s the judge whowill decide.

57

The mechanism is GCSE chemistry: on a steel component, iron atoms lose two electrons each at the anode and dissolve in the electrolyte, while at the cathode a hydroxide (oxygen and hydrogen combined with some spare electrons) forms in the solution. The two form iron hydroxide and, when the wetness is gone, this combines with oxygen from the air to form good ol’ iron oxide – rust.

The cure? Wash off salt as soon as you can. Sorry, there’s no magic answer.

TECH WATCH

Salt is a sure-fire

way to turn Öhlins

gold into bronze

Thinking about kit

before you leave

means more time

to enjoy your trip

Please note that calls to numbers starting 0871 published in the private adverts above are charged at 10p per minute from BT landlines. Calls from mobiles will cost more. For more information as to why these numbers are used please see www.mcnbikesforsale.com


Sell today by visiting mcnbikesforsale.com or call 0845 051 5001BUYING&SELLING58

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Find 1000’s more bikes online at mcnbikesforsale.com #MCNWednesday | 14 October 2015 |59

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AWESOME MCE BSB EXPERIENCES WITH CLUB MCE!

Defending MCE British Superbikechampion Shane Byrne goes into hishome round knowing that nothingshort of a triple victory will give hima chance of defeating Josh Brookes andclaiming a record fifth title.

Speaking to MCN in the build-up tothe Brands Hatch triple-header, thePBM Kawasaki rider admitted thatdespite his intentions to go into theweekend fighting, the title appears tobe beyond his grasp.

“It’s been a difficult season, and itlooks like now, barring some abso-lute miracle, that I’m going to lose thechampionship, which is a bit of a toughpill to swallow. At the same time, Josh is

Shakey’s the only manstanding betweenBrookes and the2015 BSB title

‘We have threeraces left to tryand take three

race wins’SHAKEY BYRNE

winning so many races on the Yamahathat he deserves it.

“You can’t disappear up the trackanymore but you can make winninga regular occurrence. Brookes and hisMilwaukee Yamaha squad must be do-ing something right, because they’remaking it look easy.”

Byrne’s season was looking chal-lenging before it even got underwaywhen the team’s game plan was left indisarray after he suffered a broken handin pre-season testing – a crash that hascaused repercussions all season.

“With no disrespect to Josh, he hasn’tturned into Valentino Rossi overnight,and it’s coming from a machinery dif-ference that no one else can match atthe minute,” Byrne said.

“Our plan at the start of the seasonwas to try and get all the new parts andeverything boxed off early, to have acompetitive start to the championship

Shakey is a Brands Hatch

specialist but is there

anything he can do to

stop the No25 bike

of Josh Brookes?

ROLL OF THE DICE

and score as many points as possiblewhile Josh was getting up to speed – andthen I went and put us on the back footby throwing the thing at the scenery atAlmeria and hurting myself.”

Exactly as predicted, Brookes wasable to take maximum advantage righton cue – with the bike and rider com-bination that reappeared after the Isleof Man TT break looking unstoppable.

Losing out to Brookes – who was ableto launch a run of six back-to-backvictories – even the Showdown format

SIMON PATTERSON

[email protected]

BSB REPORTER

couldn’t repair the damage done to Byrne’s title aspirations.

And with that in mind, the four-time champion is left with only one goal come Brands Hatch this weekend – to win races. Always a fighter, Byrne now has three races left to make his mark on the season by going out and doing what he does best, even if even that may not be enough to take the title.

“It hasn’t panned out our way this season, so we have three races left to try and take three race wins. If I can do that, then we’ll have won ten races – which is a good year’s worth of wins. I normally win eight to 12 a year, so somewhere in the middle of that means we can’t be disappointed.

“And if you win ten BSB races in a season and don’t take a title, especially when you’ve been on the podium in most of the rest, that just goes to show how competitive the series is!”

SHOWDOWN FINALE

Brands Hatch factsLength 2.433 miles/3.916 kilometresLap record Josh Brookes (2011, Suzuki) 1:25.426

2014 pole position James Ellison 2014 race 1 winner H. Mainwaring

2014 race 2 winner Shane Byrne2014 race 3 winner Shane Byrne 2015 pole position Shane Byrne2015 race 1 winner Josh Brookes2015 race 2 winner Josh Brookes

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#MCNwednesday


‘Brookes onlyneeds to outscoreShakey by threepoints in theopening race’

Brookes has to take

care not to throw it

all away at the

final round

DO

UB

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D

HOW CAN SHAKEY RATTLE BROOKES? Unfortunately for Shane Byrne, it now looks like any hope he has of stopping Josh Brookes is in the hands of others. With the Aussie holding a 47-point lead, even if Byrne wins all three his rival will have to finish outside the top five in all three for him to make up the deficit.

In other words, Brookes only needs to outscore Shakey by three points in the opening race on Saturday to be crowned champion

Despite being on the cusp of achiev-ing his goal to become MCE British Superbike champion after seven years of trying, Milwaukee Yamaha’s Josh Brookes says that he’s keen to make sure that he approaches the final weekend of the series as normally as possible.

“Everything is pretty much the same as usual – and that’s intentional. What we’re doing has worked since the start of the season, so there’s no point in changing it around now!

“In the races, though, I may have to consider what’s necessary to seal the deal. I would rather just ride as I nor-mally do too, though, and it’s going to be a case of playing it by the moment instead of premeditating anything. I have to just approach each moment on track, remain aware of what I need to do, and see what happens.”

The season finale has a reputation for riders who remain unsigned for 2016 going all out to make a point in an effort to get a fresh deal, meaning there may well be times when Brookes needs to play it safe.

With catastrophe striking the likes of Shane Byrne and Alex Lowes in re-

cent years, crashing out when their title rivals had already failed to score points, Brookes must be aware he has to avoid as much drama as possible this weekend.

“When it comes to the end of the year, people seem to be able to find a little more mojo in their riding – it happens in every championship!

“Hopefully that won’t come into play, but there could certainly be a mix of people at the front.

“The ideal scenario is to do my prac-tice as normal, try to be as close to the top as possible, go into qualifying and ride as hard as I can to secure pole, and hopefully that’ll put me in a good posi-tion to start the races and ride them the way I think I should be able to – and that should be enough to do the job!”

IT’S BRANDS BUSINESS AT USUAL FOR BROOKES

‘I may have to consider what’s

necessary to seal the deal’JOSH BROOKES

and it’s extremely unlikely the title fight will go down to the wire on Sunday afternoon.

But while Byrne is unlikely to fin-ish on top, 2014 proved that anything can happen in the BSB Showdown when a damp track in free practice three caught Ryuichi Kiyonari and ended his championship chances with a broken collarbone.


72 SPORT MOTOGP | ROUND 15 | JAPAN

It was always going to be difficult forDanny Kent to win the title in Japanbut a stunning recovery ride from theEnglishman has made the dream ofending Britain’s 38-year wait for aGrand Prix world champion a stepcloser to reality.

With a commanding 56-point leadKent now needs to finish first or sec-ond at Phillip Island on Sunday andbeat his closest rival Enea Bastianini.And if he can do that then the mostenduring stat of Barry Sheene's il-lustrious career can be consigned tothe history books.

In comparison to Kent’s abilityto win at will earlier in the season,Motegi was a tough race with theLeopard Racing rider having to comeback through the field from 16th atthe end of lap one to finish sixth andcrucially one place ahead of his Italianchampionship rival.

“My goal before the race was to fin-ish ahead of Bastianini and we did that.

“We’ve three races left and thisrace has taken a lot of pressure off myshoulders because we only need 19points to win the championship andyou can score that many points in justone race by finishing first or second.”

While Kent is still waiting to be

Smart-riding Brit out-paces his championship rival to put one hand on Moto3 crown

'My goal before therace was to finish

ahead of Bastianiniand we did that'

DANNY KENT

We’re not really too worried aboutwinning races, we just want to winthe title and that's why everyone in theteam is focused on beating Bastianini.We’ve extended our championshiplead; it’s only by one point but there's now one race less too.

Steering clear of any

early-lap mayhem at

a rain-soaked Motegi,

Kent made good

his pre-race goal of

beating Bastianini

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Extending his lead by one point means Kent will soon be swapping his cap for a crown

TITLE GAP WIDENS

KENT EDGES CLOSERcrowned, Sunday showed once againwhy the young Brit will be champion.His ability to absorb informationcoolly and show lateral thinking inthe white-hot crucible of a GrandPrix was firmly on display.

With the madness of the Moto3 packeven more extreme because the racewas reduced to two thirds distance,Kent elected to avoid any potentialfor a crash and gave his rivals an ex-ceptionally wide berth on lap one. Itlooked as though he'd shot himself inthe foot and was being far too con-servative but once again he made thestrategy work for him.

“I struggled at the start of the racewith my confidence and I wanted toavoid being involved in a crash withriders pushing hard in the openinglaps. I was happy to wait for the field

STEVE ENGLISH

[email protected]

AT MOTEGI

MOTOGP REPORTER

to spread out a little bit and then Istarted to pick up my pace. I caughtBastianini at the end and I was able togo as quick as him in the first half ofthe lap but was a lot faster in the sec-ond half of the lap. So on the last lapI stayed behind him and then mademy move where I knew I was fasterthan him.”

Simply put it was textbook ridingfrom Kent.

It's been a long wait for Britainto have another world champion inGrand Prix racing. Scott Redding cameclose two years ago but Kent has nowput himself firmly in the driving seatto end the title drought.

“I wasn't focused on clinchingthe championship this weekend be-cause even though mathematicallywe knew that we could have won it,we knew it would be very difficult.Bastianini is so strong and we knewthat it would be nearly impossiblefor him to finish as far down as 11th;there simply aren't 10 riders who arefaster than him in Moto3. Insteadthe key was to beat him and go toAustralia with a great chance to winthe title there. I love Phillip Island andI’m looking forward to Sunday's race.”

ZARCO CROWNED MOTO2 CHAMP

LOWES: IMPORTANT TO FINISH

Johann Zarco capped his stunning yearof Moto2 success by winning both therace and the title in Japan. The French-man was crowned champion on Fridaywhen Tito Rabat withdrew from theweekend due to a wrist injury sustainedpractising last week, but Zarco wenton to show the speed and tenacity inthe race to secure the win.

“It’s a dream come true to be Moto2world champion,” said Zarco. “I didnot expect things to go this way andI feel bad for Tito. It has been a spec-tacular season and we have always beenfighting for the win at every race. If wehaven’t got it, we have always been veryclose. The work we have done has beengreat and the atmosphere in the teamhas been fundamental.”

That atmosphere and a feeling ofsupport from his team has been lack-ing throughout Zarco's career. The onlyother season that he had felt something

Eighth position isn’t much of a resultto write home about for Sam Lowes,but he believes that just finishingSunday’s race and getting more of anunderstanding of the Dunlop tyres inthe wet were important steps to make.

“The Dunlop tyres are so differentto the Pirellis in World Supersport.The Pirelli is much softer and givesyou so much more feeling whereasthe Dunlop is a lot more durable. Thisis the first time that I've felt comfort-able in the wet in Moto2 but a lot of that

similar was in 2011 when he challengedfor the 125cc title against Nico Terol.That year he was also riding for the Ajosquad, and after seeing his rider clinchthe title Aki Ajo spoke to MCN abouthow Zarco has changed and maturedover the last three years.

“Johann has always been ready tosacrifice everything in his life for rac-ing,” said Ajo. “His target is only to win;some people are looking for moneybut he is an old-fashioned character. Ithink all the clicks come together this

comes down to a lack of experience andlearning how to push and where youcan afford to push.”

Lowes, who will move to Gresini nextyear, believes lessons learned this yearwill be crucial in preparation for 2016.

“I want to win the title next yearand the ability to grind out a result andclaim points on a day like this could bethe difference. I’ve not had an incident-free wet race in years so being able toget through this race and score points is a valuable lesson.”

year and he changed a lot mentally.Last year was quite a difficult seasonand it was sometimes difficult for himto control his emotions.

“We needed a really calm grouparound him because he had this prob-lem before that he was not so calm.This year everything is working well.”

That calmness was exemplified per-fectly at Qatar at the start of the yearwhere despite a mechanical failurerobbing him of victory Zarco stayedcalm and refused to be critical of theteam. Instead he started to build histitle momentum with a podium at thenext round.

For next year the aim is clear: tobecome the first back-to-back Moto2champion. Having seen Rabat comeunstuck this year he’ll know the dif-ficulty in that task. Moto2 looks set tobe incredibly competitive in 2016 andthe champion will face a massive task.

#MCNwednesday

FEATURES 73 BUYING &SELLING SPORTGARAGETHIS WEEK NEW BIKES October 14 2015

'It's been aspectacular season,we've always beenfighting for the win'

JOHANN ZARCO

Former gymnast

Zarco can now

add Moto2 world

champion to his CV

Lowes enjoyed an incident-free wet race

MOTEGI 11/10/15

Dani Pedrosa25 points

Overhauled both Yamaha

riders to take top spot

Valentino Rossi20 points

Overcame the conditions,

and Lorenzo too

Jorge Lorenzo16 points

Early lead undone when

front tyre degraded

1

2

3

MOTOGP

RACE TOP SPEEDS

CHAMPIONSHIP MOTOGP CHAMPIONSHIP MOTO2 CHAMPIONSHIP MOTO3

FINAL POSITIONS FINAL POSITIONS FINAL POSITIONS

MOTOGP TOP SPEEDS

FASTEST RACE LAP

LAPS LED THIS SEASON

POSITIONS

1’54.867Lorenzo

Gains& losses(gridv finish)

Riders after15rounds Ridersafter 15rounds Ridersafter15rounds

MOTOGP MOTO2 MOTO3

185.79DOVIZIOSO

MPH

184.05mph

185.79mph

183.12mph

182.87mph

182.87mph

182.75mph

Dovizioso

Marquez

Hernandez

Smith

Rossi

Crutchlow

Circuit lap record:

Lorenzo 1’45.350

■ Length: 2.983 miles■ Corners: 14 – 6 left,8 right■ Longest straight:

0.473 miles■ Race conditions:

Dry 19° air temp,21° track temp

CHAMPIONSHIP DASHBOARD

MOTOGP

1 PedrosaHonda 5

2

2

2

1

1

2 RossiYamaha

3 LorenzoYamaha

4 MarquezHonda

5 DoviziosoDucati

6 CrutchlowHonda

7 SmithYamaha

8 Nakasuga Yamaha

9 BarberaDucati

10 ReddingHonda

GP qualifying

Moto2 race

Moto3 race

1’43.790Lorenzo

2’04.166Folger

2’07.602Vinales

QRossiQLorenzoQMarquez

1 Pedrosa SPA 46’50.767

2 Rossi ITA +8.573

3 Lorenzo SPA +12.127

4 Marquez SPA +27.841

5 Dovizioso ITA +35.085

6 Crutchlow GBR +37.263

7 Smith GBR +37.667

8 Nakasuga JPN +44.654

9 Barbera SPA +48.572

10 Redding GBR +50.121

11 A Espargaro SPA +1’00.535

12 Takahashi JPN +1’01.211

13 Hayden USA +1’11.261

14 Hernandez COL +1’13.896

15 Di Meglio FRA +1’15.421

16 Bautista SPA +1’20.507

17 Laverty IRL +1’31.224

18 Bradl GER +1’46.833

19 Akiyoshi JPN +2’00.072

1 Rossi ITA 283

2 Lorenzo SPA 265

3 Marquez SPA 197

4 Iannone ITA 172

5 Pedrosa SPA 154

6 Smith GBR 152

7 Dovizioso ITA 150

8 Crutchlow GBR 98

9 Petrucci ITA 93

10 P Espargaro SPA 88

1 Zarco FRA 309

2 Rabat SPA 206

3 Rins SPA 189

4 Lowes GBR 152

5 Folger GER 145

6 Luthi SWI 142

7 Simeon BEL 96

8 Morbidelli ITA 84

9 Cortese GER 78

10 Nakagami JPN 69

1 Kent GBR 244

2 Bastianini ITA 188

3 Oliveira POR 179

4 Antonelli ITA 161

5 Fenati ITA 155

6 Vazquez SPA 135

7 Binder RSA 110

8 Navarro SPA 108

9 Vinales SPA 95

10 Quartararo FRA 92

1 Zarco FRA 31’17.900

2 Folger GER +4.505

3 Cortese GER +15.433

4 Shah MAL +17.348

5 Syahrin MAL +22.858

6 Cardus SPA +24.970

7 Corsi ITA +25.759

8 Lowes GBR +27.024

9 Schrotter GER +27.485

10 Krummen SWI +28.062

11 Rins SPA +30.768

12 Baldassarri ITA +32.685

13 Koyama JPN +33.995

14 Takahashi JPN +36.582

15 Kallio FIN +43.672

16 Simon SPA +48.256

17 Raffin SWI +49.421

18 Marquez SPA +51.712

19 Pons SPA +1’20.982

1 Antonelli ITA 28’03.391

2 Oliveira POR +1.053

3 Navarro SPA +8.529

4 Vinales SPA +11.074

5 Khairuddin MAL +13.043

6 Kent GBR +15.224

7 Bastianini ITA +15.873

8 Hanika CZE +17.563

9 McPhee GBR +18.153

10 Vazquez SPA +18.556

11 Martin SPA +19.896

12 Kornfeil CZE +20.892

13 Suzuki JPN +25.145

14 Locatelli ITA +28.455

15 Bagnaia ITA +28.849

16 Rodrigo ARG +29.988

17 Binder RSA +30.719

18 Manzi ITA +31.949

19 Danilo FRA +32.146

Pos Rider Nat Race time

Pos Rider Nat Points Pos Rider Nat Points Pos Rider Nat Points

Pos Rider Nat Race time Pos Rider Nat Race time

QDovizioso Q Pedrosa

7

9

2

8245

9 7

228

STEVE ENGLISH

[email protected]

AT MOTEGI

MOTOGP REPORTER


74 SPORT

Cal Crutchlow had his best result sinceAssen way back in June, finishing insixth place after an intense fight withBradley Smith in the closing stages ofthe race. The Brits were hard at it in thebattle to be the leading satellite riderwith Crutchlow coming out on top.

“We should have been nowhere nearBrad to be honest,” said Crutchlow.“We had a good race and finishing wasthe most important thing. In the first

one of the fastest riders in the world inthe rain, and he only finished fourthand 10 seconds up the road from me.”

With three races remainingCrutchlow will aim to continue hiscurrent momentum. Phillip Islandhas always been a strong track forthe Coventry-born rider, having beenin podium contention at the Australianvenue in 2014 until a last lap crash, andit’s also a circuit that should minimisethe weak points of the Honda RC213V.

“This was a good enough start to thethree flyaway races but I’ll be aim-ing for the podium in Australia, nodoubt about that,” said a confidentCrutchlow. “The worst point of our

Best results for Honda-mounted Brit despiteongoing grip issues

‘Marc only finished10 seconds up the

road from me’

CAL CRUTCHLOW

couple of laps we had a problem withthe rear tyre and I could not get anyheat into it and I lost too much time.But in the full rain conditions we knewwe were fast, we pulled away from thegroup fairly easily and I was catchingMarc and Dani. But I used up the fronttyre which is something that me andMarc always have to worry about.

“We push so hard with the front. Itdoesn’t affect Dani as much because he’s20kg lighter so he doesn’t get any realtyre wear like we have. Also we brake alot with the front and he doesn’t, so onSunday he won the race and we were30 seconds back. A top six is a decentenough result but I know that Marc is

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CALBACKIN THEMIX

RETURN TO FORM

bike at the moment is rear grip. So long as we have enough we can compete there. There aren’t too many corners at Phillip Island where we are going to be floating into a corner where we can’t stop the bike. This weekend both me and Marc have not been able to get the bike stopped. At Phillip Island there are only two corners where we’ll have that sort of problem. But then it will be whether we’ll have enough rear grip to be competitive.

“I’ve been on the podium at Phillip Island before, I was nearly on the podium last year and the year be-fore that, so my aim will be to be able to fight in that battle.”

MOTOGP | ROUND 15 | JAPAN

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#MCNwednesday

‘I’m riding the bestI’ve ever done butthere’s still room

for improvement’BRADLEY SMITH

SMITH EXPLORES NEXT LEVEL

HARD TYRE PAYS OFF FOR REDDING

Cal’s geared up for tasting the champagne on the Phillip Island podium

Crutchlow needs to

tame the RC213V’s

rear end grip issues

to maximise his

potential

Closed down by

Crutchlow in Japan, but

Smith’s pleased with

his performance

Famed for big lean,

Redding was able to keep

it upright and take 10th

in rain-soaked Japan

Three crashes over the course of theweekend would indicate an out-of-control Bradley Smith in Japan, butfar from being disappointed Smithfelt that it was an important step inorder to progress. Having been ‘MrConsistent’ throughout the season theTech3 Yamaha rider felt that it was timefor him to see if he can push past hiscurrent comfort level.

“It’s not ideal to chuck it down theroad three times but it was importantfor me. I wanted to see what the nextlevel is, because I’ve been riding at thiskind of fifth, sixth, seventh positionfor a while, and I wanted to see whatI need to do or what I’m capable of ifI take it to that next level. Motegi is atrack that I like and I felt really goodhere. I did make some mistakes andI learned from those, and ultimatelywhen it counted I didn’t make a mistakeand brought the bike home.

“I’ve ridden within myself in certain

moments to bring home results. I justneed to make sure I’m not being tooconservative in terms of performance.I think that I showed this weekend

Scott Redding was the only Factory rider to elect for a hard rear tyre on Sunday and the decision paid off with the Marc VDS rider claiming a top 10 finish. Redding was pleased with his ride, but having fallen back to 22nd position at one point he acknowl-edged that he had left himself too much work to do in the second half of the race.

“I just struggled to get go-ing. From this morning I really didn’t have a good feeling in the rain. I dropped quite a way back and I thought my race was finished, but I managed to get a bit of rhythm, played with the electronics and started to make some progress. Finishing 10th was not bad, but I know that if we had been closer in the early laps we would have been in the top eight.”


that I’m not. I am riding on my limit, because when I took it that one step further I ended up on my backside three times.

“I think that I’m riding better than ever and if you compare me to Pol, who I believe was better than me on a 125 and a Moto2 bike, with the same machinery I’ve stepped up my game more than I ever did earlier in my ca-reer. I’m riding the best I’ve ever done but there’s still room for improvement. I still believe that there’s less to come from me than from my package; given the right bike and the updates that the other guys have, I could take myself to that next level.”

Smith’s attention for the remaining races now turns to holding on to sixth in the world championship. Honda’s Dani Pedrosa has now moved into fifth,

and Ducati’s Andrea Dovizioso is just two

points behind.



Resurgent Dani Pedrosa won a thrillingMotegi MotoGP race on Sunday after aclever and calculating ride in wet con-ditions saw him take the fight to thedominant Yamaha pairing of ValentinoRossi and Jorge Lorenzo.

“The key to winning was my atti-tude,” explained Pedrosa. “I wantedto grasp the opportunity because inthe dry it is almost impossible to beatRossi or Lorenzo.”

The win marked Pedrosa’s 50th GPvictory, but it’s hard to think of onethat meant as much to the 30-year-oldSpaniard. As a triple world championhe’s had plenty of memorable daysduring his career, but in the premierclass he’s always been overshadowedby the likes of Rossi, Lorenzo, Marquezand Stoner. Pedrosa has also had todeal with ongoing arm pump issuesand six months ago he was facing theprospect of having to quit the sportbefore undergoing last-ditch surgeryto cure the problem.

But the last two MotoGP races haveshown just how good Pedrosa really is,and how he is now playing a key role inthe outcome of the 2015 championship.In Aragon he out-foxed Valentino Rossiand took four crucial points from theItalian in the super-tight title fight.And in Japan his speed was simply toomuch for the rest of the field.

Negotiating difficult conditions,Pedrosa was peerless as he hunteddown the Yamaha riders after fallingmore than eight seconds behind themin the early laps. While Lorenzo tookoff like a scalded cat at the start of therace, Pedrosa bided his time and wasconfident that the Yamaha man wouldkill his tyres before the end of the race– allowing him to pounce.

Pedrosa said: “I was considering us-ing the hard rear tyre, but eventually

“I’m very happy for Dani because Iremember on Sunday night in Qatarat the start of the year we had a lot ofconcern about his arm,” said Suppo. “Iknow that he has made a lot of sacrificesto get back to the front. A lot of peoplecomplain about Dani having been atHonda for so long but we know thatit’s very difficult to find a rider whocan be as good as Dani.”

No-one in the paddock can doubt histalent but his ability to win races weekin, week out remains unproven giventhat he has failed to win the MotoGPcrown in ten years with the factoryRepsol Honda squad. The Spaniardhas always relied on confidence andhe admitted that his Aragon scrapgave him the belief that he still had thespeed after his early season arm pumpsurgery. This win will show him thathe can still compete at the front of thefront of the field and proves that he’llhave a major part to play in the titlefight as he steals points from Rossiand Lorenzo.

Factory Honda man saves his tyres to secure firstvictory of tough 2015 season at weather-hit race

‘It’s hard to think I could pass Jorge because I couldn’t

even see him!’DANI PEDROSA

I decided that it was better to use the same compounds as the people I was fighting with. There wasn’t much feel from the tyre during warm-up, so I decided that I should take a lot of care at the beginning. I knew it would be important to save my tyres for the end of the race as there are so many hard accelerating points at Motegi.

“My lap times were not bad but the other guys were super-fast at the start of the race. At that time I didn’t believe I could close the gap. I tried not to stress my tyres and I started to recover time to Dovizioso. When I passed him I thought that a podium was good but it’s hard to think I could pass Jorge because I couldn’t even see him!”

Pedrosa soon caught sight of the leading Yamahas and once he started to close the gap there was a sense of inevitability that he would win. For Repsol Honda team boss Livio Suppo it was just the latest vindication of Pedrosa’s long tenure at Honda and proof that he still warrants a top ride.

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Marquez loses his touch

He’s not the tallest but wily Pedrosa proved he’s still a towering talent in MotoGP

Marquez struggled to find

a wet weather setting on his RCV

Marc Marquez felt that he had

the pace to stand on the podium

in the dry but with wet conditions

throwing a curveball it was

impossible for the Honda rider to

come close to matching victorious

team-mate Dani Pedrosa.

Marquez – who finished fourth

– suffered from a lack of feeling

under acceleration and with only

20 minutes of warm-up to find a

wet weather setting he was unable

to get his RC213V dialled into the

tricky conditions.

“Normally I am fast in the wet

and always have a good feeling but

today I was struggling and didn’t

feel good with the bike,” he said.

“I think I can still improve my

riding style a little bit for the

conditions, but at Silverstone and

Misano I was really fast in the wet.

Here we struggled a bit more.”

The reigning champion broke a

bone in his left hand in the lead-

up to the race when he crashed his

mountain bike but refused to blame

his performance on the injury.

PEDROSA’S MOTEGI MASTEVE ENGLISH

[email protected]

AT MOTEGI

MOTOGP REPORTER

A

#MCNwednesday


‘The title is my goalbut I want to pumpthe brakes for theminute and not saysomething stupid’NICKY HAYDEN

Nicky Hayden confirmed in Japan that he’ll retire from MotoGP at the end of this season and move to World Superbikes with Honda in 2016. The American, who claimed a famous MotoGP title in 2006, has been univer-sally popular in the grand prix paddock but having ridden an uncompetitive Open Honda in recent years he felt the time was right to draw a close to his GP career.

“It’s been a good ride, but I know that I could have accomplished more,” Hayden told MCN. “But I got what I came here for. I’ve won a world title and I’ve got a star on my back. The last few years haven’t been as good as I wanted but you don’t always get to write those endings. I got to ride five years on a Repsol Honda and four years on a Ducati so I’d be a fool to complain!

“I’m sure that some people will say ‘You only won three races’ but it’s three more than a lot of people. Of course I wish that I could have won more but I did win a title and that’s something that I’ll always keep.”

Hayden has been linked to a move to the production series throughout the last few years and having had an offer from Ducati two years ago he decided

San Marino rider Alex de Angelis was airlifted to hospital with five brokenvertebrae, broken ribs, sternum andcollarbone after a crash in practice.

Pedrosa saved

his tyres and left

his hard-charging

Yamaha rivals

trailing

De Angelis, 30, was

described as being

in a critical condition

after crashing

at Motegi

to stay in MotoGP and return to Honda. The reward for those two years with the Aspar squad is that he will ride the Fireblade next year with the promise of an all-new machine in 2017.

“Despite the last few years being difficult Honda has always supported me and I want to finish my career with them. Honda know the level of WSB at the moment so you’ve got to believe that they’ll come back with something very competitive.

“I’m looking forward to having a go at WSB. Winning the title is the ultimate goal but I want to pump the brakes and keep everything in check for the minute and not say something stupid. The thought of winning titles in MotoGP and World Superbikes is obviously appealing.”

DE ANGELIS RECOVERING

HAYDEN SETS HIS SIGHTS ON SUPERBIKE VICTORIES

ASTERCLASS

In addition to this he suffered cranial bleeding but as MCN went to press doctors had reduced his sedation and he was said to be awake and talking.

Kentucky kid Hayden

is switching from

MotoGP to WSB



‘We were right at the limit of our tyres... so to take this 20 points

is so important for the championship’

VALENTINO ROSSI

2S

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The 2015 MotoGP season will longbe remembered as one of the mostcompelling championship battles inMotoGP history. The fight betweenValentino Rossi and Jorge Lorenzohas ebbed and flowed all year, and onSunday the balance of power lookedalmost certain to shift towards theinch-perfect Lorenzo — only forRossi to somehow find a way to beatthe Spaniard and extend his cham-pionship lead.

It’s easy to think that heavy race-

“It was very difficult,” said Rossi.“Mentally it was a big stress, especiallyat the end because it was difficult tocontrol the bike and every lap it becamemore difficult because the track wasdrying. At the start Jorge was strongerthan me and was able to maintain thegap. I didn’t feel at 100%, but I triedto follow him. But in one moment therace changed again and the conditionsstarted drying up and I knew that therace was going to be very long.”

The weather change, tyre degrada-tion and huge pressure once again al-lowed Rossi to dig deep and call uponhis two decades of Grand Prix racingexperience to turn things to his ad-vantage. Instead of losing points toLorenzo, the Italian stretched his lead

Italian legend digs deep to hunt down Lorenzo and take significant 18-point leadday rain was the answer to Rossi’sprayers but it wasn’t that clear cut. Inthe early laps Lorenzo, who has strug-gled in wet conditions in recent yearsfollowing his 2013 Assen practice crashand subsequent injury, looked like adifferent man showing he had both thetalent and the balls to put it all on theline in the slippery conditions.

Having opened a three-second leadover Rossi he appeared set to securethe win. And when Pedrosa caughtand passed Rossi the dynamic of thechampionship changed, with Rossi’slead slashed to five points. But whileLorenzo looked to be cruising to an-other comfortable win the wear onhis front tyre became acute ensuringa thrilling end to the race.

STEVE ENGLISH

[email protected]

AT MOTEGI

MOTOGP REPORTER

AGAINST THE ODDS

to 18 points with just three rounds remaining. “When Dani overtook me I was very worried, because if he beat me it could cost me nine points to Jorge and that would be very difficult for the championship. I tried to go with Dani, who has a very good pace, and he brought me closer to Jorge. We were very much at the limit of our tyres but maybe me a little bit less, so to take this 20 points is so important for the championship. Increasing our lead by four points more is good.”

With three races remaining Rossi will know that finishing sec-ond in every race would be enough to take the title even if Lorenzo wins all three. However with Ducati and Honda in the mix, this week’s

Australian Grand Prix could be pivotal. “The Hondas are very strong, Marc al-ways, but now Dani is in great shape and very competitive. So it is very difficult to think about three races, you have to think race by race. I love Phillip Island, like a lot of riders, but it’s always dif-ficult to find the setting, and also the conditions can be tricky. But we have to try to give the maximum.

“In the three races we will have completely different conditions and three very different types of track. So I will never do any type of calculation of expected points because 99% of times it doesn’t happen the way you expect. I need to concentrate on Phillip Island, and try to arrive in front of Jorge, this is the target.”

ON MANAGING TWO TEAM-MATES IN A TITLE FIGHT

EXPERT VIEW HERVE PONCHARAL

‘YOU FELT THETENSIONEVERYWHERE’Managing a championship bat-tle between two team-matesis a unique challenge for aMotoGP team manager. In 2000Tech3 Yamaha team boss HervePoncharal faced that task withOlivier Jacque and ShinyaNakano vying for the 250cc crown.He offers his insight into how tomanage the battle.

“For sure winning the title wasone of the best moments of mylife but to manage the situationwas also one of the toughest mo-ments. You could feel the tensioneverywhere. The riders and crewswere a part of the team but also notworking as a team like normal. Weshared a big house so it was not themost pleasant evenings we spenttogether because of the tension!

“It was a bit different for uscompared to Yamaha this yearbecause we also had to think aboutKatoh in a different team, but forour riders they knew that theone finishing in front of the otherwould be champion.

“I had to be completely fair andneutral so I was always trying tostay in the middle and make itclear that I wasn’t favouring onerider. Before the race you talk tothe riders and you just pray be-cause in these kind of races oncethe lights turn off it doesn’t matterwhat you have said because theyhandle their destiny.

“You try talking to the ridersbut you know that once the racestarts it’s completely up to them.With such an important target it’seasy for them to make a mistakebecause you’re not going to havethe possibility to win the cham-pionship every day so they knewthat day was huge. I told them tothink about how much work therehas been behind you by the team,by Yamaha. Don’t spoil everythingby crashing into each other.

“It was even difficult after therace. You have to show that youare happy for the guy who won thechampionship but you couldn’tbe too happy and dancing andscreaming because you have torespect the guy who lost it.”

#MCNwednesday

79 BUYING &SELLING October 14 2015SPORTFEATURES GARAGETHIS WEEK NEW BIKES

‘I told them... don’t spoil everything by crashing into

each other’

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With all things equal at the start of the race, Lorenzo had the advantage

On worn tyres Lorenzo ran wide and Rossi seized his moment to attack

With his title rival now 3.5s behind, Rossi crosses the line in second place

The smile that says you need more than just speed to be a world champ

Jorge Lorenzo remained

philosophical in defeat despite

being the fastest man in both the dry

and fully wet conditions at Motegi.

Lorenzo must feel like he’s

walked under too many ladders on

the way to the circuit because while

he has consistently been the fastest

rider in recent races circumstances

have conspired against him rather

than his rival. When Lorenzo took a

commanding lead in the early laps it

looked almost certain that he would

once again take a runaway win.

“I believe at this point in the

season I am the fastest rider

because of the bike, my speed and

concentration, but circumstances

haven’t helped us. Maybe the

circumstances will help me in

the next rounds.”

It has been clear all year that

Rossi can’t match Lorenzo in terms

of outright pace, but in Motegi it

also became clearer that the Italian

can affect his rival in other ways. In

qualifying Rossi tailed Lorenzo on

their first flying laps. And despite

Lorenzo being the man to beat all

weekend, Rossi took provisional

pole before the flustered Lorenzo

bounced back and took the top spot.

After qualifying Lorenzo said that

he felt that Rossi having access to

his data gave him an advantage in

trying to find a way to get closer to

the limit of the YZR-M1. Lorenzo’s

unique riding style of carrying so

much corner speed has traditionally

been the quickest way to ride the

bike but it takes such a unique skill-

set that Lorenzo is the only rider

consistently able to ride the bike

like that. He feels that the data

sharing has helped Rossi close the

gap and that the value of the sharing

was mostly one direction given his

outright speed.

While it appears that Rossi has

more to gain by data sharing, the

policy has been in place at Yamaha

since 2009 when ironically Rossi

wanted to put a stop to his data

being shared with Lorenzo.

LORENZO RUNS OUT OF LUCK… AGAIN

Rossi v Lorenzo stats from final three tracks

Starts 15 6 15 6 15 6

Wins 6 1 6 0 2 2

Podiums 13 4 10 4 8 3

Poles 1 1 4 2 2 0

Front rows 8 4 7 4 5 5

2014 results 1st 2nd 2nd 3rd 2nd DNF

Rossi

Phillip Island Sepang Valencia

Rossi LorenzoLorenzo RossiLorenzo

ROSSI STEPSCLOS TITLE

PEDROSA PROVES PEDIGREE CAL WINS BATTLE OF BRITSp76 p74

KENTEDGES NEARER TO MOTO3

CROWN

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AT BRANDS HATCH

ALL T-SHIRTSEND OF SEASON SALE!

THE LADIES LOVE IT! NOW ONLY£5!

Italian legend endsLorenzo’s domination toextend lead to 18 points

MOTOGP SPECIAL

The best bikes d dealers of 2015


AWARDS 201502

Kawasaki Ninja H2 £22,000 (Page 4)

Yamaha MT-07 ABS £5349 (Page 10)

Honda CB125F £2499 (Page 15)

Ducati Scrambler £6895-£6995 (Page 23)

The MCN road test team

Michael NeevesAge 45 Height 6ft

MCN Senior Road Tester. 29

years road riding, and podium

finisher in this year’s Phillip

Island Classic and Thundersport

GP1 championship.

Liam MarsdenAge 25 Height 6ft 1in

MCN Web Producer. Rides every

day come rain or shine. Loves

all types of bikes and is running

a Kawasaki 1400GTR long-term

test bike this year.

Adam ‘Chad’ ChildAge 39 Height 5ft 6in

MCN Senior Road Tester.

Raced this year’s TT with the

junior Norton team and was

McGuinness’s team-mate riding

the EMC Honda Fireblade.

Andy DavidsonAge 28 Height 5ft 7in

MCN Staff Writer. Adventure

bike rider and overland traveller.

He’s ridden through the Balkans,

Europe, Asia and the Middle East

on a Yamaha XT660R.

MCN’s ‘Stig’Bruce Dunn is MCN’s

resident data expert, track

and road tester. He’s the

one that gets to max-out

bike-missiles like the H2

and R1 on our test track.

ContributorsAndy Downes, MCN Senior Reporter.Simon Hargreaves, MCN guest tester.Michael Guy, MCN Sports Editor.Ped Baker, MCN Managing Editor(Digital and Events).Simon Brown, MCN Production Editor.

Welcome to MCN’s Award Winners supplement: a 32-page celebration of the best bikes, products

and dealers 2015 had to offer. This has been one of the busiest years

for the MCN road test team in recent memory, and it’s been a long time since we’ve seen the thick and fast introduc-tion of so many exciting new bikes.

2015 has seen the arrival of great new adventure bikes, cruisers, retros, 125s, A2 licence-friendly machines and scooters. But the story of the year has been the return of the superbike.

There were five new superbikes from the European manufacturers. But the big news is that the Japanese are back and one of the big four has created the fastest, most techno-packed super-

bike of all, bagging an MCN award in

the process (p18). The other

big story is the arrival of one very special machine, again

Welcomefrom Japan. It’s wild and unashamedly decadent and doesn’t fit neatly into any of our MCN Award categories, except one: MCN’s Overall Machine of the Year, which it won in style.

You can read about Chad’s time with it over the page, and indeed all of the MCN road testers’ experiences with all 14 award-winning bikes of 2015.

We wanted to find the excuse to ride all these bikes again so we brought them together for one final fling which saw the MCN testers go in search of each machine’s happy-hunting ground. We rode the streets of London, circulated Snetterton, cruised the UK’s highways, then met up at Brooklands Museum in Weybridge – the birthplace of British motorsport, and home to the impos-sibly steep, bumpy banking where, in 1939 Noel Pope broke the lap record on his Brough Superior at 124.51mph.

Being Britain, the weather conspired against us on our road trip and it ham-mered it down for nearly all of it. But not even torrential rain could dampen our spirits with such incredible, award-winning motorcycles to enjoy.

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THE WMichael Neeves, MCN Senior Road Tester

W


03

Yamaha YZF-R3 £4799 (Page 14)

Yamaha NMAX £2599 (Page 15)

Indian Scout £10,399 (Page 9)

BMW S1000XR £12,450 (Page 13)

Yamaha MT-09 Tracer ABS

£8149 (Page 24)

BMW R1200R £10,350 (Page 16) KTM 1290 Super

Adventure £15,999 (Page 25) BMW R1200RT

£13,725 (Page 11)

Ducati 899 Panigale£12,795 (Page 11)

Yamaha YZF-R1 £14,999 (Page 18)

ADAM CHILDMCN ROAD [email protected]


AWARDS 201504

MCN’s speed tests

revealed the H2 is the

quickest production

bike ever made

Continued over

Wednesday March 4, 2014. Losail circuit, Qatar. I’m getting changed into my race leathers in the

heat of a Middle Eastern morning. I have to pinch myself. Not only have Kawasaki done the unthinkable and produced a road-legal, supercharged superbike with over 200bhp, but they’re going to let me test it around this blis-teringly fast MotoGP track, complete with its near kilometre-long start/finish straight.

It was a day to remember.I couldn’t wait to get started and

have never levered myself into a set of leathers so fast. Not only was I going to ride the H2, but I was also going to be one of the very first people outside of Kawasaki to ride the beast.

As we walked from the air con-ditioned changing rooms into the sweltering heat, my H2 for the day was already propped up on paddock stands with tyre warmers keeping the Bridgestone slicks toasty. In the flesh it looked stunning – like it was travelling a million miles an hour just standing still.

Clicking the jet fighter-style starter button got the supercharged motor barking into life. You could hear the supercharger spinning on the overrun every time you blipped the throttle and that noise alone was enough to sell the

‘It’s the fastest, maddest, most powerful production bike ever’

bike for many. The H2 sounded like nothing else and even before I’d left pit lane I was falling for it.

Heading out on track I knew I was making a little bit of history and it’s a moment I’ll talk about for years. The first time I wound back the throttle the acceleration really took me by sur-prise - the power delivery was vicious and really snappy. The front immedi-ately lifted, which got the anti-wheelie working overtime. It was just as brutal when I quick-shifted into third.

The first lap was a combination of scrubbing in the new tyres and re-calibrating my brain to the immense acceleration and instant throttle re-

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sponse. But at the start of the next lap I knew I could let her loose.

What was most impressive was the acceleration in the upper gears; think ZZR1400 and then some. It was one massive kick of torque that never seemed to end, like being followed by a 200mph tailwind. By the second lap I was already seeing an indicated 179mph at the end of that long straight, followed by the amazing sound of the supercharger chirping away on the overrun when you slammed the throttle shut.

Some people will hate the vicious power delivery in the first two gears, but don’t you want a supercharged superbike to be a little aggressive? Would you want it if it was docile and easy to ride?

Later on, my brain had become more accustomed to the H2’s speed and ag-gression. There was still that snatch coming from a closed throttle, but you


05

MCN got a first taste of

the H2 at Losail circuit,

Qatar back in March and

we weren’t disappointed

‘In the flesh it looked like it was

travelling a million miles an hour just

standing still’


06

The jewel in the H2’s crown is its

supercharged 204.26bhp inline four-

cylinder motor. There’s so much grunt

you only need two gears: first to pull

away and sixth everywhere else. It

accelerates from zero to 180mph

in 15 seconds, which is three

seconds quicker than any

superbike.

Superchargedpowerhouse

4

Manufactured in-house at

Kawasaki, the supercharger’s

impellor speed is 9.2 times the

crank speed. So at 14,000rpm

the impellor shaft is spinning

at almost 130,000rpm. As a

result, air pressure inside the

aluminium airbox is 2.4 times

atmospheric pressure.

Biking’s fastest fan

3

It might appear similar to

a futuristic funfair ride, but the

H2’s bodywork looks like this for a

number of reasons. The nose needs

to channel as much air as possible to

feed the supercharger and aid heat

dissipation, while the chin spoilers

increase downforce to improve

high-speed stability.

Fairground styling

2

Just a few millimetres of

throttle can be the difference

between 80mph and 180mph, so the

H2’s smooth traction control and anti-

wheelie are more than just a gimmick.

They’re a necessity on track and in

the wet. A flawless quickshifter,

riding modes and ABS all add

to the electrifying riding

experience.

Electronic rider aids

1

A machine as special as the H2

doesn’t come along very often, so

the MCN test team went to town with

test after test to see what made the

big Kawasaki tick. After the launch

report, the comparison tests and

track shootouts, we wanted to see

if the H2 could simply be used as a

normal bike so I rode it to Geneva

and back in two days. That 1473.8-

mile trip was one of the most

memorable rides I’ve ever had, for

lots of reasons… good and bad.

It’s flawed in many ways: the hard

seat and high pegs made the journey

excruciating, while the ridiculously

snatchy fuelling was plain annoying.

It’s too heavy and clumsy in slow

corners, the fuel light comes on at

80 miles and the stoppers aren’t

strong enough for last-gasp braking

into mountain hairpins.

But in the right place at the right

time the H2 is sensational. It lives for

fast, sweeping corners, and there’s a

certain smugness knowing you can

out-accelerate anything on the road,

two wheels or four. It’s beautifully

made and so decadently different

that it stops everyone in their tracks.

Despite being so unsuitable for

long distance, I’d do that trip on the

H2 again in a shot… but I’d wear a

couple of pairs of cycling shorts

under my leathers next time.

KAWASAKI H2 TO GENEVA

What makes the H2 so special?

Are you sitting

comfortably? Er no,

but MCN’s Neeves

doesn’t care

AWARDS 2015

By Michael Neeves

MCN SENIOR ROAD TESTER

‘It took the title ofthe fastest bike

we’d ever tested:0-150mph in lessthan 10 seconds’ ‘Awarding the H2

MCN Machine of the Year was

one of the easiest decisions we’ve

ever had to make’

learned to apply the power progres-sively. You can’t expect to gas out of a second gear hairpin on a supercharged 200bhp bike without some comeback.

But the more I got used to the H2’s speed the more friendly it became. I soon realised I could lean on the traction control and let the clever electronics work out how much grip was available.

It was highly addictive: get the bike turned, hit the apex, pull it upright and let her loose. There’s so much grunt you could get the rear to break traction a few inches in third, fourth and fifth gear.

There are three KTRC traction con-trol modes to choose from and at Qatar I had it on its least-intrusive setting. There’s also a rain mode which halves the power and ramps the traction con-trol up to the max. You also get three launch-control settings, a quickshifter, electronic engine braking control and ABS.

Before riding it, I thought the H2’s weight might be an issue. On paper she’s a big girl, but it turned out it wasn’t lardy like a ZZR1400 or Suzuki Hayabusa, and in fact it carried its bulk surprisingly well. You noticed the weight during fast direction changes and there was a slight understeer on a closed throttle, but you have to re-member this isn’t a race bike. It’s been designed to be stable at speeds in excess of 200mph, especially on the higher-powered H2R version.

It’s the first Kawasaki to have a single-sided swingarm. It’s not just for show, but more to get the exhaust high and out of the way for maximum ground clearance. I didn’t scrape the H2’s undercarriage on track, even on the Bridgestone slicks which were giv-ing us huge, elbow-down lean angles.

By the last session the H2 and I had clicked. Now I was accustomed to the power and really trusted the electronic rider aids, I was slithering the rear out of turns. The brakes weren’t fading, either, despite the punishment I was dishing out.

After that amazing launch, MCN were the first UK publication to performance test the H2, and it didn’t disappoint. It took the title of the fastest production bike we’d ever tested: 0-150mph in less than 10 seconds and 180mph in 15.23 seconds… and just 800 metres! To put it into perspective, it takes a Hayabusa 22 seconds to reach 180mph and way over a kilometre to do it in. The brakes were also impressive, stopping the H2 from 70mph in 47.12 metres - it takes the Suzuki 53.82 metres from the same speed.

But it wasn’t just about record-breaking facts and figures. We em-barked on a crazy ride to Germany, let-ting the H2 loose on their unrestricted autobahns and fast, empty, knee-down A-roads. Riding in perfect, late-spring weather conditions and occasionally hearing the chirp of the supercharger, it doesn’t get much better.

Awarding the Kawasaki Ninja H2 MCN’s Overall Machine of the Year was one of the easiest decisions we’ve ever had to make.


07

With Ducati now running an

aluminium ‘airbox’ chassis in its

Panigale and the rest of the superbike

world sticking with traditional beam

frames, the H2 is the only high-

performance bike to use a steel

trellis frame. Kawasaki chose the

design to aid cooling, and to

add flex for better high-

speed stability.

No beam frame?

5

TECH SPEC

Engine 998cc (76 x 55mm),

supercharged, 16v

inline four

Frame Steel trellis

Kerb weight 238kg

Tank size & range 17 litres/130-

miles

Seat height 825mm

Rider aids Riding modes, traction/

wheelie/ engine braking

control, quickshifter, ABS

Price and PCP

Price £22,000

PCP £5000 deposit, 36

monthly payments of

£244.33, final

payment of £12,278

Performance data

Measured power 204.26bhp@11,250rpm

Measured torque 97.56ftlb@10,500rpm

Top speed 184.18mph

0-180mph 15.23s

Standing ¼ mile [email protected]

Roll-on 40-120mph 9.89s

Braking 70-0mph 52.4 meters

KAWASAKI NINJA H2


BMW Motorrad UK is proud to have three of MCN’s favourite motorcycles in 2015. With the S 1000 XR, R 1200 Rand R 1200 RT taking top honours in their respective classes. Our customers have helped us to achieve our best

ever year of sales. Thank you to each and every one of you for joining us on our adventure.

The UltimateRiding Machine

BMW Motorrad UK

MCN Awards

To discover the BMW range, and to book a test ride*please visit our website at www.bmw-motorrad.co.uk or contact your local BMW Motorrad Retailer. *Test ride is subject to applicant status and availability.

LIAM MARSDENWEB [email protected]


09

The Indian packs

classic looks and

thoroughly modern

engineering

Great styling

and even greater

performanceBilled as a competitor to the hugely

successful 1200cc Harley-Davidson

Sportster, the Indian Scout is much,

much more than that.

The sublime 1133cc V-twin motor

produces a treacle thick spread of

torque across the entire rev range

and it’s one of those rare bikes

that surprises and shocks with its

unexpected brilliance.

I’ve been to various bike meets

over the summer on my long-term

test Indian, including my local Indian

dealer: Krazy Horse. I’ve also ridden

it back-to-back with a genuine 1928

Scout and I’ve taken the Scout on a

touring holiday to the Pyrenees with

five other bikes, including a tuned

Suzuki GSX1400, Kawasaki 1400GTR

and 2015 Aprilia Caponord.

Fit and finish is well above par,

with slick paint, luxurious leather

and not an ugly bracket or misplaced

fastener in sight. But Indian seems

to have spent as much time nailing

the riding experience as they have

the styling and that’s a feat worth

celebrating.

The Scout didn’t hold up the

group on motorways (with the clip-

on touring screen fitted) and could

easily keep up in the twisties. It’s

comfortable for an all-day 80mph

motorway slog, thrumming along in

sixth gear and 4500rpm and has a

useful 140-mile tank range.

Indian Scout £10,399

MCN MANAGING EDITOR

TECH SPEC

Engine 1133cc (99 x 73.6mm),

4v, V-twin

Claimed power n/a

Claimed torque 72ftlb@5900rpm

Frame Cast aluminium spine

Kerb weight 246kg

Tank size 12.5l

Seat height 825mm

Rider aids ABS

Price and PCP

Price £10,399

PCP: £2549 deposit, 36

monthly payments:

£81.62, final payment:

£6392.50

INDIAN SCOUT

It was a big deal when Indian,one of the most historic namesin motorcycling, returned toproduction. Indian was back,and so was its iconic Scout.

The American firm could’ve churnedout a generic cruiser and slapped aScout badge on it, but they decidedto innovate. It’s powered by a 1133ccliquid-cooled V-twin, but it’s not yourusual, lolloping cruiser engine. It lovesrevs and, as a result, it puts a smile onyour face almost instantly.

Of course, there’s plenty of torquefrom tickover, as you would expectfrom a cruiser, but things really getinteresting above 5000rpm, wherethe Scout happily romps all the wayup to 8000rpm.

The V-twin’s eagerness to rev issomething its rivals simply cannot

‘Look out Harley’

match and it makes the Scout a trulyengaging ride on open roads. It en-tices you to work the engine that bitharder, instead of just throbbing alongat tickover.

Adding to its ability to have fun theScout weighs just 246kg. That mightstill sound pretty heavy, but manycruisers are pushing on 300kg, if notmore. This lack of weight is noticeablethe moment you sit on the Indian andlift it, with ease, off its sidestand. Onthe move this translates to a bike that’seasy to turn, despite its cruiser-longwheelbase. ABS comes as standard, tooand it helps bring the Scout to a stop,without the electronic control beingtoo intrusive or crude.

Indian is owned by Polaris, the samecompany behind Victory. They’vebeen building bikes for a while now sothey know what they’re doing and theScout’s build quality shines through.

They could’ve designed the engine tolook air-cooled, but they’ve embracedliquid-cooling and made the enginethe main aesthetic feature, so as wellas performing exceptionally well, itlooks superb, too.

The Indian is a cruiser that feels likeit belongs in the 21st century. The free-revving engine gives it performanceto punch way above its weight, it’smanageable at slow speed and easy tohandle in the corners.

The Scout may be a name steeped inmotorcycle history, but Indian’s newmachine belongs in the here and now.

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BEST CRUISER/CUSTOMINDIAN SCOUT

‘The Indian Scoutis a cruiser that

feels like itbelongs in the

21st century’

‘No other bikeoffers such a

great mix of easypracticality, fun

and a great price’

MICHAEL NEEVESMCN ROAD [email protected]


10

Riding 50 feet on MCN Editor Andy

Calton’s long-term test Yamaha

MT-07 last year, was distance

enough for me to decide I needed

one of my own. Every mile after

that was further proof my initial gut

reaction was right.

My very own MT-07 was bought

several weeks later and rarely has

a bike felt such a perfect purchase.

It sits alongside my 1989 BMW K1

and the two bikes cover two vastly

different ends of the motorcycle

spectrum, but I love them both for

very different reasons.

The MT-07 is my ‘everything’ bike

that fills in when I don’t have a long-

‘I bought one’

By Andy Downes

MCN SENIOR REPORTER

TECH SPEC

YAMAHA MT-07 ABS

Engine 689cc (80 x 68.5mm), 8v

parallel twin

Claimed power 74bhp@9000rpm


Frame Tubular steel diamond

Kerb weight 179kg

Tank size 14l

Seat height 805mm

Rider aids ABS option

Price and PCP

Price £5349

PCP: £1419 deposit, 36 monthly

payments: £79, final

payment: £2181

term test bike (see Andy’s MT-09

Tracer on page 24) and I used it for

much of last winter to commute to

work – and it stood up well to the

rigours of salty roads. It sips fuel

and I’ve had many fun weekend

blasts on it.

It’s great at nipping around

town, too. The combination of the

light throttle, nimble handling,

unobtrusive ABS and the fact

this machine is just a simple and

enjoyable bike to ride are reasons

the little MT-07 has been so popular.

It looks good, the build quality is

decent and the list price means it’s

a bargain buy. In a world of high

technology and electronics, the

MT-07 is a refreshingly simple bike

that just allows you to have fun.

AWARDS 2015

Yamaha’s MT-07 camelike a bolt from the bluein 2014. We didn’t havebig expectations beforeit arrived – surely it was

just a budget, lower-spec version ofthe MT-09? But it ended up blowingour socks off, so much so, it won MCN’sOverall Machine of the Year Awardlast year and now it’s our Best Naked(Middleweight) of 2015. It’s also the firstof five MCN award-winning Yamahas,which is why we’ve named YamahaMCN’s Manufacturer of the year.

It has just the right ingredients tomake the perfect motorcycle. No cur-rent bike offers such a great mix of easypracticality and fun, but best of all isthe price: costing just £5349, it’s stillgreat value for money.

Judging by the number of MT-07s wesaw threading through the wet streetsof London during our award-winnersride, it’s loved by commuters, but it’salso adored by new riders and train-ing schools. Yamaha even make anA2-licence-friendly version.

The MT-07’s all-up lightness is the

You win again

one thing that makes it so special,so easy to ride and so much fun. It’sa doddle around town, confidence-inspiring for new riders, big fun for theexperienced and it sips fuel, too. It hasa perfectly smooth throttle, a compact689cc parallel-twin cylinder enginethat punches well above its weight andABS fitted as standard.

It might have budget brakes andsuspension, but the Yamaha is well-balanced and handles predictably. Theride quality is excellent and it doesn’tmind being grabbed by the scruff ofthe neck and ridden hard, either. It’salso the most unlikely wheelie bike.It’s the stunt rider’s dream and has theability to pull low-speed, walking pacewheelies and will clutch-up in thirdgear out of 50mph corners.

If you want an affordable, simple,practical motorcycle spiked with funand attitude, the MT-07 comes close to roadster perfection.

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All three of these stunning machines have held on to their MCN Awards for the second year in a row

BEST NAKED(MIDDLEWEIGHT)YAMAHA MT-07

Downes was so

impressed he bought

his own MT-07


11

Enough power to thrill,

not enough to intimidate.

Britain loves the 899

Comfort and refined

ability abound in the

latest R1200RT

TECH SPEC

DUCATI 899 PANIGALE

Engine 898cc (100 x 57.2mm), 8v

L-twin

Measured power 138bhp@10,750rpm

Measured torque 70ftlb@8750rpm

Frame Cast aluminium airbox

frame

Kerb weight 193kg

Tank size 17l

Seat height 830mm

Rider aids Riding modes, traction

and wheelie control,

quickshifter.

Price and PCP

Price £12,795

PCP: £3215 deposit, 36 monthly

payments: £139, final

payment: £6591

TECH SPEC

BMW R1200RT

Engine 1170cc (101 x 73mm),

8v flat twin



Frame Tubular steel frame,

engine stressed member

Kerb weight 274kg

Tank size 25l

Seat height 805/825mm

Rider aids Optional riding modes,

semi-active suspension,

traction control,

quickshifter, auto-blipper,

cruise control, hill start

assist, ABS.

Price and PCP

Price £13,725

PCP £2923.31 deposit, 36

monthly payments:

£129, final payment:

£7059.42

BEST SPORTSBIKE(MIDDLEWEIGHT)DUCATI 899 PANIGALE

BEST TOURER(OPEN CLASS)BMW R1200RT

Even before BMW releasedthe updated R1200RT atthe beginning of 2014, theirmuch-loved tourer was eas-ily best in class. In group

tests it was more practical, sportierand more fun than the firm’s ownsix-cylinder BMW K1600 and simplyleagues ahead of non-BMW rivals.

But with its new semi-water-cooledBoxer motor, chassis tweaks and a hostof optional electronic gizmos this cur-rent-generation R1200RT is on anotherlevel, which is why we awarded it ourbest tourer of 2014 and again for 2015.

If there was any bike we’d want to dobig, continental miles on, the R1200RTis it. But not only is it superb at gob-bling up motorways for breakfast, incomplete comfort and tranquillity,by yourself or with a pillion, it lovesthe fast sweeping roads just as much.And it won’t even complain when youwant to scratch your way over up andover mountains, either. In fact, whenyou’ve got the bit between your teethit’s agile, stable and grippy through thekind of endless sunny switchbacks youcrave all year.

You can hardly tell the RT is a flattwin nowadays. There’s little of the

rocking from side-to-side you’d getfrom old Boxers. Instead there’sa smooth rush of power andtorque when you open theride-by-wire throttle, nomatter what your speed,revs or gear.

The ride is smooth,polished and cossetting.There’s no buffeting atspeed and if you tick allthe options boxes youcan have everythingfrom an electronic hill-starting brake to a quickshift-er, auto-blipper, heatedseats and grips, stereo,adjustable screen,sat nav, cruise con-trol, ABS, tractioncontrol… the listgoes on.

If any manu-facturer wantsto steal BMW’strophy nextyear, they’regoing to haveto come up withsomething veryspecial indeed.

Once again, voting Ducati’ssexy 899 Panigale MCN’sbest middleweight sportsbike was an easy choice.The 600 supersport class

has remained stagnant in 2015 and the899 Panigale’s other rivals don’t quitecut it. There’s the flawed, but beautifulgenius that is the MV Agusta F3 800 andone of my favourite bikes of all time:the now long-in-the-tooth GSX-R750.Please Suzuki, make a new one soon!

But that’s not to say the 899 Panigalehas scored a hollow victory, far fromit. Just like the GSX-R750 before it,the Ducati is a giant killer. It’s fasterthan a 600 and every bit as quick andrewarding as a superbike on the roadand track, in all but the most experi-enced hands. A day spent on a circuitwith the 899 Panigale, on a set of stickytyres, borders on the spiritual.

The 899 Panigale is light, agile andblisteringly fast, but it doesn’t haveso much power and torque that it eatsrear tyres, or ties itself in knots com-ing out of corners. It’s less waywardand easier to control at speed than itsgnarly 1199 Panigale big brother andDucati has only managed to tame the

new 1299 Panigale with some of themost advanced rider aids ever fittedto a road bike. Switch them off and it’s still an animal.

The 899 Panigale has tractioncontrol and anti-wheelie, too,but the engine and chassiswork in such harmony, itdoesn’t really need rideraids. Even so, they’rehandy in bad condi-tions, as is the rac-ing ABS fitted asstandard.

You get somuch moret h a n b l i s -tering perfor-mance with theDucati. You get thatbooming, clatteringSuperquadro L-twinsoundtrack, electronicrider aids and modesand a perfectly judgedquickshifter. But mostof all, its slinky shape willhave you finding excuses tosneak into the garage every day to drool over it.


ESCAPE THE AVERAGE AND DISCOVER

THE EXTRAORDINARY

WARNING!»Always ride carefully and observe the applicable road traffic regulations!

»Always wear appropriate protective clothing and never ride without a helmet!

»All illustrated riding scenes were performed without exception by professionals on closed roads!

»MAKE NO ATTEMPT TO EMULATE THE RIDING SCENES SHOWN!

IN A CLASS OF IT’S OWN

The new KTM 1290 SUPER ADVENTURE is built for those who demand more.

Next generation electronics and the most powerful engine in its class make

this bike the new benchmark for travel enduro motorcycles. With cutting-edge

features such as WP semi-active suspension, the world’s first LED cornering

lights, Motorcycle Stability Control including offroad- and cornering ABS, cruise-

control and many more – it delivers unrivaled safety and exceptional comfort.

CONTACT YOUR KTM DEALER TO TRY THE MOTORCYCLE THAT HAS RAISED THE BAR.

1955-2015

ADVENTURE BIKE

OF THE YEAR

/UKKTM @KTM_UK KTM_UK Ph

oto

: R

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elec

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det

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odel

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rati

ons

fea

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equ

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cost

.www.kiska.com

ANDY DAVIDSONSTAFF [email protected]


13

Almost too close to

call in the battle of

the tall-rounders

The world’s most advanced tall-

rounders are so well matched in

almost every area, a head-to-head is

almost too close to call.

Both are loaded with technology:

traction control, rider modes, semi-

active suspension, cornering ABS

and quickshifter, as well as heated

grips, cruise control and a suite of

interactive features. The BMW talks

to a Garmin sat nav, the Ducati to a

smartphone via Bluetooth.

They both cost much the same,

once you’ve settled on equipment

levels, but the BM’s a shade cheaper.

The XR is more powerful, faster

and has more roll-on midrange,

but suffers with annoying vibes at

cruising speed. The Multistrada

is more agile, with a longer tank

range and backlit switchgear, but is

more fidgety at cruising speed. Both

bikes are insanely comfy, practical

and multi-talented, excelling at

everything from long-distance

touring to track days.

So how to pick a winner? If you’re

looking at numbers, the BMW sneaks

ahead. But the biggest difference

between them is engine character;

the Ducati’s thundering 1198cc

V-twin (admittedly quietened and

civilised by its variable valve timing)

versus the BMW’s screaming,

S1000RR-derived 999cc inline four.

Which you prefer will dictate which

bike is your winner.

How BMW’s S1000XR beat Ducati’s Multistrada

By Simon Hargreaves

MCN CONTRIBUTOR

TECH SPEC

Engine 999cc (80 x 49.7mm),

16v inline four

Claimed power 160bhp@11,000rpm


Frame Aluminium twin spar

Kerb weight 228kg

Tank size 20l

Seat height 840mm

Rider aids Riding modes, semi-active

suspension, traction and

wheelie control,

quickshifter, auto-blipper,

ABS

Price and PCP

Price £12,450

PCP: £2550.85 deposit, 36

monthly payments: £149,

final payment: £7116.06

BMW S1000XR SPORT

Adventure sports bikesare for riders who cravethat potent concoctionof speed, adventure styl-ing and practicality. But

most of these bikes are all about givingyou sportsbike kicks in comfort – andthe new S1000XR has proved itself tobe the cream of the crop.

Since the first spy shots of theS1000XR reached us in 2014, we kept aneager eye on its development and wereitching to get our hands on it. And whocan blame us? The German marque,which dominates the adventure marketwith the best-selling R1200GS, wasblending the globe-conqueror with themost dominant road-going superbikesince 2010: the S1000RR. And the resultis the S1000XR: a mouth-wateringly,unholy creation.

Coated in sleek adventure-stylebodywork, it takes cues from the GS,but with hints of its hidden potentialfrom the S1000RR, such as the sharkgills and asymmetrical headlights.Underneath the adventure exteriorlives a beast, in the form of the S1000Rsuper naked with the same inline-fourcylinder engine, packing 160bhp and83ftlb of torque.

We didn’t know quite how potentthe XR would be until MCN attended itslaunch in May. It blew us away and putitself up there as one of the best BMWsever. We tested it again on a 900-mile,

‘An unholy creation’

three-day test loop through the PeakDistrict against its closest rivals, likethe new Ducati Multistrada and theS1000XR rapidly shot to the top.

We knew we were on somethingvery special as soon as we climbedaboard. Thumbing the starter andfeeling the race-bred motor’s glori-ous soundtrack resonate through ourlids was spectacular. You can feel thesuperbike blood coursing through itsveins. BMW have learned a lot aboutsportsbikes with their S1000RR andthey’re definitely not afraid to applythe same DNA to the XR.

It’s a no-compromise sports ma-chine with sharp, accurate handling.But despite its racy inheritance, theS1000XR isn’t wild or intimidating. Asophisticated electronics system takescare of everything with riding modes,pre-set maps, traction control, semi-active suspension, cornering ABS,a quickshifter and auto-blipper.

The riding experience is intense.It’s like a video-game. You’re feedinggears in and the XR gobbles them upand spits a riot of speed out the otherside. Adventure bikes have never beenso engaging.

And that’s why we love the S1000XR.It’s an intoxicating mixture of speed,comfort, sleek styling and raw adren-aline-fuelled fun.

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‘You don’t need torev the knackersoff it to beat that

car away from the lights’

LIAM MARSDENWEB [email protected]


14

The R3 hit the market gunning for

two rivals: the KTM RC390 and

Kawasaki Ninja 300. To find out if

the parallel-twin had what it took to

wear the A2 sportsbike crown, we

took the trio for a thrashing. And the

Yamaha impressed us from the off.

With its semi-upright position and

low seat the riding position is near-

perfect and its creamy, parallel-

twin motor is incredibly smooth

and packed with plenty of midrange

power. It also comes with well set-

up suspension, swish build quality

and more than enough poke to make

it engaging.

How Yamaha’s R3 beat its A2 rivals

By Andy Davidson

STAFF WRITER

TECH SPEC

YAMAHA YZF-R3


parallel twin



Frame Steel diamond

Kerb weight 169kg

Tank size 14l

Price and PCP

Price £4799

PCP £1154.70 deposit, 36


final payment: £1897

But what impressed us most

was its flexible engine and how

incredibly easy the new Yamaha

was to ride. Unlike the Kawasaki it

doesn’t have to be screamed non-

stop to have a laugh. The KTM is a

harsher and more track-focused,

which, while great for track riding,

makes it harder to live with as an

everyday bike.

The R3 won our group test

because it’s the most competitively-

priced, has the best build quality

and is an exciting, easy, forgiving

machine. But most importantly, it’s

a proper big bike in its own right and

a superb all-rounder, which makes

it perfect for A2 licence-holders and

sets it apart from the competition.

AWARDS 2015

Yamaha are relative late-comers to the sporty A2licence category, but theirnew R3 was worth thewait. It’s easy to ride, fun

and desirable.As for the R3’s rivals, the KTM RC390is the no-compromise nutter of the

A2 bunch. It handles and goes well,but it’s vibey and the suspension

is often a little too crashy forour pot-holed roads.At the other end of the spec-trum is the commuter-friendly

Kawasaki Ninja 300, whilethe R3 sits somewhere in the

middle and is a perfect mixof sporty fun and everyday

usability.The Yamaha’s 321cc

parallel twin-cylinderengine is willing andloves to be revved. But ifyou just want to pootlearound town it has lotsof torque low down, so

you don’t need to rev theknackers off it to beat that

car away from the lights.I’m 6ft 1in and the R3 is quite small

for me, but it’s not cramped and I can

‘Sporty and a little bit naughty’

easily spend all day in the saddle. Itssmaller dimensions will make it popu-lar with shorter riders and those whoare perhaps lacking a little confidencein the early stages of their biking career.The handling is extremely precise andthe suspension is plush, without com-promising too much on performance.New rider or veteran of the roads, you’llbe able to enjoy the R3 in the corners.

The Yamaha is a perfect introductionto sportsbikes for first-time motorcy-clists. Sure, the riding position isn’t asextreme as a ‘proper’ sportsbike, butthat’s exactly what makes it so good.You can concentrate on riding with-out thinking about aching wrists orwhether or not you’ll ever be able tostraighten your legs properly again. I’mnot sportsbike obsessive, but I wouldspend money on an R3, and I wouldn’t be able to stop smiling.

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BEST SUB-500YAMAHA YZF-R3

The Ninja and KTM are

more edgy but the R3

is the best all round


15

If you want small and

light you’ve come to

the right place

TECH SPEC

HONDA CB125F

Engine 125cc (52.4 x 57.8mm),

2v single



Frame Tubular steel spine

Kerb weight 128kg

Tank size 13l

Seat height 775mm

Rider aids None

Price and PCP

Price £2499

PCP N/a on this model

TECH SPEC

YAMAHA NMAX


single



Frame Tubular steel spine

Kerb weight 127kg

Tank size 6.6l

Seat height 765mm

Rider aids ABS

Price and PCP

Price £2599

PCP N/a on this model

BEST 125HONDA CB125F

BEST SCOOTERYAMAHA NMAX

Yamaha’s all-new NMax,while looking relativelyordinary, has a few tricksup its sleeve.

Introduced in June 2015it’s the first ever 125cc scooter to fea-ture variable valve timing and ABS asstandard.

The variable valve timing comesinto play at 6000rpm, giving the NMaximpressive performance low down inthe rev range - perfect for traffic lightget-aways. Then there’s a gradual in-crease in performance as the revs riseto keep the NMax accelerating swiftly.

With 13in wheels and a short wheel-base, you’d expect the NMax to turnquickly and you’d be right. It dropsinto corners with next to no effort, butit’s not twitchy or skittish, even overrough surfaces. The NMax is perfectlystable all the way until the bellypantouches the tarmac at full lean and theABS keeps everything settled, no mat-ter how hard you squeeze the levers.

Despite its small size I can comfort-ably get the bars to full lock withouthitting my knees, which is a rare oc-currence on scooters of this size. But

if you find the NMax a little cramped,the footboards extend slightly up thefairing, so you can stretch your legs outfor a more relaxed position.

The NMax takes plenty of styling cuesfrom its bigger brother: the TMax, mak-ing it one of the most stylish scootersaround, without compromising prac-ticality. You can fit a full-facehelmet under the seat withroom to spare for sandwich-es. There are two cubbyholes on the inside of thefront fairing, perfect for stashinga ny t h i n gyo u m ayneed to grabin a hurry.

The finalstring in theNMax’s bowis the price: it’s£100 cheaperthan the best-selling HondaPCX125 and itperforms bet-ter, too.

The out-going CBF125 wasthe best-selling motorcyclein the UK, so Honda had tomake sure they got the newCB125F (they’ve moved the

‘F’ around) right. And, since it’s our125cc award winner, you can correctlyguess they did.

At £2499, the CB 125F isn’t expensive,but that doesn’t mean it lacks quality.As you would expect from Honda, it’swell-built, even if it does look a littleweedy up close.

As first bikes go, you can’t get bet-ter. It’s small and light, which makes itperfect for new riders looking for some-thing manageable. But it also makesthe Honda just the thing for seasonedcommuters looking for somethingflickable that can fit through the tight-est gaps during rush hour. It’s almostas narrow as a bicycle, which makes italmost unstoppable in the city.

The CB125F takes little effort to ride.You feel familiar, comfortable andconfident straight away and that leavesyou the brain space to deal with towntraffic and kamikaze pedestrians and

not worry about the controls.The 18in front wheel, slightly beefed-

up 120mm forks and preload-adjustablerear shocks are budget, but they’remore than up to the job of keeping the128kg CB125F settled.

A revised cylinder head, new exhaustand Honda’s latest fuel injection systemhave increased the CB125F’s low tomid-range torque. It’s not exciting,but it thrums along with ease.

There’s enough oomph from thebasic air-cooled motor to keep ahead of cross-town traffic andout on the open roadthe motor humsalong with a con-fidence thatc o n v i n c e sy o u i t ’ l ltake beingthrashedevery sin-gle day ofits life, andstill comeb a c k fo r more.

‘BMW has subtlysprinkled theR1200R with21st centurytechnology’

MICHAEL NEEVESMCN SENIOR ROAD [email protected]


BMW has done well

to out-smart the

Monster 1200 More than anything else, a naked

bike should be fun to ride. Thankfully,

we all have different ideas about

what constitutes ‘fun’. For some

it’s all about raw performance and

a visceral riding experience that

puts hairs on your chest and flies in

your teeth. For others, fun is about

a refined ride, all smoothness and

civility. They’re opposites, and they

perfectly represent the difference

between Ducati’s Monster 1200 S

and BMW’s R1200R Sport.

The Monster’s sporty ethos is

clear in its banging 1198cc V-twin

stuffed with explosive torque, its

light weight, short wheelbase, quick

steering and stiff Öhlins suspension.

It gives the Monster a sharp, plugged-

in, direct feel, which is brilliant on a

hot track day but not so great when

conditions are marginal.

The BMW makes less power,

weighs more and has comfort as a

priority with a relaxed, natural riding

position. It delivers a gentle, forgiving

ride which, contrarily, often gives it

the edge in sheer pace on the road

over the Ducati. Both bikes have

traction control, but the BMW comes

with semi-active suspension too.

But, ultimately, the BMW wins

because it’s simply more fun to ride

in a wider variety of circumstances

than the specialist, sporty Ducati.

How BMW’s R1200R Sport beat Ducati’s Monster 1200 S

MCN CONTRIBUTOR

TECH SPEC

Engine 1170cc (101 x 73mm), 8v

flat-twin



Frame Tubular steel, engine

stressed member

Kerb weight 231kg

Tank size 18l

Seat height 790mm

Rider aids Optional riding modes,

semi-active suspension,

traction and wheelie

control, quickshifter,

auto-blipper, ABS

Price and PCP

Price £10,350

PCP: £2029.98 deposit,

36 monthly payments:

£139, final payment:

£5423.82

BMW R1200R

16 AWARDS 2015

MCN’s best big nakedaccolade has beenawarded to big, brash,performance-ladenmachines, such as the

Triumph Speed Triple and Aprilia Tuonoin recent years. But for 2015 BMW’s newR1200R roadster is on top.

Aprilia’s refreshed 2015 Tuono V41100 RR (and Factory) is unquestionablyone of the fastest, best-handling nakedson the road or track, but as dazzling asit is, it’s more of the same. BMW’s newR1200R, on the other hand, made usreally sit up and take notice.

The German firm has been produc-ing R-series boxer twins for the past 91years, beginning with the R32. In allthat time it’s been the sensible, morerelaxed big naked option and this newone is no different. It’s smooth, cosset-ting and stress-free wherever you ride.

But BMW has subtly sprinkled theR1200R with 21st century technologyto enhance the laid-back riding expe-rience. Tick all the options boxes andyou can have a race-style quickshifter,auto-blipper, traction and wheeliecontrol. You can choose suspensionwith semi-active electronic dampingand preload, which makes it more ad-vanced than the latest S1000RR (whichhas manual preload). Then there’s aselection of electronic riding modes,a flash dash, cruise control, heatedgrips and ABS.

These techno-toys don’t take any-

‘Classic roadster with a 21st century twist’

thing away from the purity of BMWroadster riding, they just serve to makeyour experience more enjoyable.

On top of all the gadgets the R1200Ris powered by the smooth new 1170cc,125bhp flat-twin engine. It’s packedwith grunt and a gravelly, bass-heavyexhaust and induction roar when youopen the taps. Then there’s the newchassis with the latest evolution ofthe combined swingarm/shaft driveParalever system and Metzeler RoadtecZ8 tyres, which gives the BMW lighter,crisper steering and extra stabilitywet or dry.

The biggest change is up at theR1200R’s pointy end. BMW has dumpedits old ‘funny front end’ Telelever infavour of conventional, S1000RR-type45mm upside-down forks. Now theR1200R acts more like a normal bike.There’s more feel at the front, especiallyin the wet, which gives the rider lotsmore confidence than before. It’s alsoallowed the front light and radiatorto be brought closer into the bike tomake the whole machine more com-pact. Bolted to those forks are a pairof radially-mounted Brembo, brakeswhich certainly don’t lack power.

The R1200R is still simple, wind-in-the-hair biking, but now it has a lovelyextra edge – and an MCN Award to boot.

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THE AWARD-WINNING

INDIAN MOTORCYCLE® LINE-UP

* Promotional warranty valid for all2015 and 2016 Indian® Motorcyclessold in Europe. Specific details apply. See your dealer for more details. INDIANMOTORCYCLE.CO.UK

Each model in the Indian Motorcycle® line-up is conceived with a careful nod to the past and a firm focus on theopen road ahead. Indian Motorcycle® presents history-making model editions like the legendary Scout™ and the commanding Roadmaster®.

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AWARDS 201518

Who says the litre class is dead? Yamaha’s R1 is back and it’s the top dog of the superbike world

‘The year of the superbike’

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19

Back at the top of the

superbike pile, the

R1 trumped the

S1000RR on track

On track it is

astonishing, on

the road it is

uncompromising

What a year it’s beenfor the superbike.We’ve seen the firstmajor overhaul ofBMW’s S1000RR, a

more powerful Aprilia RSV4, the sexyMV F4 Reparto Corsa and not one,but new, revamped Ducati Panigales:the swish 1299 and mouth-wateringhomologation-special R.

But for the first time since the BMWcame along and showed the worldthat road-going superbikes can easilyproduce over 190bhp, the Japanese arefinally back on top of the pile. Welcometo the faster, fitter, cleverer new R1.

Yamaha revealed their new R1 atthe tail end of last year, after years ofwill-they-won’t they speculation.Grainy spy shots in MCN, rumoured tobe Yamaha’s new superbike, showed astrange-looking test mule with a bigengine squeezed, almost unbelievablyinto an R6 chassis and bodywork. Itcouldn’t be, could it? Now we knowit was the new R1 in testing, poweredby a new crossplane crank engine socompact it could be comfortably slottedinto that prototype’s supersport frame.

When the first official details and pictures came through we foamed at the mouth in anticipation. The stats read well: it weighed just 199kg, had a claimed 197bhp, used cast magnesium wheels and was packed with the most advanced electronic rider aids yet seen: traction control, slide control and anti-wheelie, all controlled by a new six-axis Inertial Measurement Unit (IMU). It also had multi-programmable riding modes, launch control, a quickshifter and racing ABS.

With a chassis layout and riding position aping Yamaha’s 2011 YZR-M1 MotoGP bike, the R1 was supersport-small, but the big talking point before we rode it was the way it looked. Its minimalist fairing flanks and spacey tail unit were a departure from your average sportsbike, but the blunt, M1-lookalike nose, devoid of conventional headlights, was like nothing we’d seen on a road bike before.

We’ve got used to that face now andmost who’ve clocked the new R1 in theflesh love it… and can’t get over howsmall the whole bike is. ‘Is that reallya thousand?’

Best of all, there wasn’t just one newR1, there were two: a standard ver-sion and the R1M. Costing three grandmore, only 75 were brought into theUK. They were snapped-up the mo-ment Yamaha’s R1M website openedfor business (they’re releasing anotherlimited-edition batch for 2016). Exclu-sivity was assured and the R1M camewith carbon bodywork, a dataloggerand semi-active Öhlins suspension.

Yamaha back on topIt was great to see Yamaha up andfighting again. After the brief successof the original 2009 crossplane crankR1, which won 1000cc group tests andsuperbike championships all over theworld, including WSB and BSB, thefirm went through some dark days.BMW’s 2010 S1000RR made us forgetabout the R1 in an instant and that wasfollowed by the financial crisis whichsaw Yamaha’s sales slump. The firmcompounded the problem by puttingprices through the roof.

But over the past few years a revital-ised Yamaha hit the jackpot with their

funky MT-09 and MT-07 and now itwas time for their superbike to shine.

It was all glitz and glamour in theheat of the track-riding launch at the Eastern Creek circuit in Australia inJanuary. Yamaha were proud to havethe project leader of every previous R1 on hand, as well as BSB’s Josh Brookes,to show us the way around the track.

The new R1 was sensational. It wassmaller, lighter, nimbler and so muchfaster than before. It still had thatghostly wail at full revs, but the short-stroke, high-compression motor emit-ted a harder-edged, angrier racket.

The old R1 had masses of low to mid-range power, but that was gone nowand replaced with an almost turbo-charged top end rush. It was blessed andthe agility and accuracy of a 600 withthe acceleration of racing superbike.The brakes were the only weak point,but we forgave it for that because thejewel in the R1’s crown were the newelectronic rider aids.

The lean angle-sensitive tractionand slide control were spellbinding,letting you hold a slide out of cornerin complete safety while still drivingforward. It gave you so much confidence

‘The blunt, M1-lookalike nose

was like nothing we’d seen on a road

bike before’

MICHAEL NEEVESSENIOR ROAD [email protected]

that after a few laps you’d deliberately square-off corners like a pro, while still accelerating hard.

The wheelie control was just as good. Hold the throttle wide open out of a slow corner and the front wheel hov-ered majestically, inches off the ground while you stretched every muscle just trying to hold on. Then there’s the slick quickshifter, racing ABS and four riding modes with mix-and-match electron-ics. The only technology missing was a clutchless downshift ‘autoblipper’.

Yamaha fitted slicks and shorter gearing to the R1M at Eastern Creek to show us what their superbike was really capable of. It felt every inch a racer and it blew our minds.

Totally uncompromisingAway from the track the R1 is unapolo-getically focused. I’ve been running one as an MCN long-term test bike all year and ridden it around France and Spain. The seat is like a rock and the YZR-M1 layout bars are low. The crossplane engine is so smooth on and off the throttle that the Yamaha floats like a butterfly, but doesn’t give a big sensation of speed. That’s great for the track, but no so good for your licence.

But like Yamaha said, this is a track-bike with lights, albeit little LED ones. We managed to find the first R1 in Europe in March and test it at Jerez against the S1000RR, 1299 Panigale, ZX-10R, Blade and GSX-R1000.

With all the bikes on Metzeler’s new Racetec RR tyres it was quicker than the rest on the track and the S1000RR’s nose was bloodied for the first time since 2010. But credit to the BMW, it was still the best road superbike, thanks to its comfier seat, heated grips, cruise control and more involving engine.

With our 1000s group test win under its belt the R1 carried on impressing. We pitched it against the Kawasaki H2 at Rockingham and it beat it by a whop-ping three seconds a lap. We also raced it against a Porsche 997 GT2 RS, but the Yamaha was so much quicker we didn’t even bother to get the datalogger out.

It’s won BSB races, in the hands of Josh Brookes, and the dream team of Bradley Smith and Pol Esparago took their very special factory R1 to an easy win at Suzuka 8-hour in the summer.

To have Yamaha come back and produce a kick-ass R1 when cynics were telling us superbikes were dead, warms the heart. And the superbike landscape is about to get even more interesting with the arrival of a new Kawasaki ZX-10R and GSX-R1000. But until then the R1 is top dog. Continued over


20

Controlled by a six-axis

internal gyro, wheel speed sensors

and a 32-bit ECU, the R1’s traction,

slide control and wheeile control

is inspired by the Grand Prix bike.

The electronics are so smooth you

can ride as fast as you like on a

trackday even on worn tyres.

The quickshifter is one of

the best out there.

Rossi’s electronics

1

First seen in the 2009 R1 and of

course, Rossi’s M1 MotoGP bike, the

new engine is lighter, more compact

and has a shorter stroke than before.

All this adds up to a true 189bhp at

the rear wheel – almost 30bhp up

on the previous R1. It grunts like a

V-twin, howls like a V4 and it’s

as smooth as an electric

motor.

Crossplane goodness

3

Looking every inch the flat-

nosed MotoGP racer from the front,

the R1’s twin LED headlights and

running lights are hidden away, but at

night they still turn a dark road into

day. The YZR-M1 styling carries on

to the fuel tank and the tail unit

features two big cut-outs to

reduce high-speed drag.

‘That’ nose

2

All the road gear, including

headlights, can be easily removed

for a trackday. Everything from the

riding position, tall screen and even

the way the engine is mounted in

the frame is stolen from the 2011

YZR-M1. It’s an uncomfortable

road bike, but makes sense on

the track.

Unashamed track bike

5

With its new compact cast

aluminium chassis, magnesium

wheels and ali tank, the R1 weighs 7kg

less than before. It’s now as agile as a

600 and flicks through chicanes. It

loads you with confidence in the

corners, especially with the

electronics on full song.

Supersport-like handling

4

Lots of our bike is still standard,

including the gearbox and

swingarm. But we’ve modified the

chain adjuster blocks to let us run

the wheelbase we need with race

gearing. We also run different link

rods to give me more support when

I get on the throttle. Our old R1 used

to have bracing in the frame but it’s

100% standard on the new one.

Yamaha have done good job of

giving the standard bike soft power

at low rpm and a strong midrange,

where most people need it on the

road. But we’ve taken out some

of that midrange, because it’s too

powerful there and spread it out.

Now there’s more power at the top

and a bit more torque at the bottom.

We’ve changed the shape of the

fuel tank internally and moved some

of it under the seat, so when it’s

full it doesn’t feel too cumbersome

and it helps with direction changes

during the race.

Aside from that there’s the

things all teams change in BSB,

like upgraded forks, shock, brakes,

rearsets, clip-ons, carbon bodywork

and a racing subframe that can be

replaced quickly after a crash.

HOW WE TURNED THE R1 INTO A BSB WINNER

TECH SPEC

Engine 998cc (79 x 50.9mm), 16v

inline four

Frame Aluminium twin spar

Kerb weight 199kg

Tank size 17l

Seat height 855mm

Rider aids Riding modes, traction,

slide, wheelie, launch and

engine braking control,

quickshifter, ABS

Price and PCP

Price £14,999




YAMAHA YZF-R1

What makes the R1 so special?

AWARDS 2015

By Josh Brookes

BSB STAR

DO

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1 Dobles Close, Coulsdon, Surrey. CR5 2EZTel: 020 8668 8851Web: www.doble.co.uk

THREE TIME WINNERS OF MCN DEALER OF THE YEAR

MCN DEALER OF THE YEARLondon & South East - single franchise

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Proud personal sponsorof BSB Josh Brookes

‘Power is 75bhp,with a lovely

spread torque,letting the Ducati

pull from any revs’



23

Don’t take yourself

too seriously and

you’re in for a riotLove it! I’ve been riding 20 years or

more now and this bike is right up

there among my all-time favourites.

The cheeky Ducati has completely

won me over and I’ve become almost

as bad as one of those new parents

who keeps rattling on about how

marvellous their little bundle of joy is.

MCN’s long-term test bike is the

Full Throttle version – the others are

the Icon, Classic and Urban Enduro

– and to my mind it is the pick of the

bunch. The bars are lower than those

on its Scrambler brothers, while

the crackle-and-pop Termignonis

fitted as standard are addictive

without being offensive. The other

models don’t get the Temis but you

can always add them or even a set of

Akrapovic cans.

Sure the suspension is budget,

but that doesn’t bother me (there are

aftermarket upgrades available).

The ride can get a bit wayward over

bumpy roads but in a way that is part

of the fun; along with the unfettered

windblast it makes modest speeds

feel rapid and exciting.

Not only that, but there are 101

different mods you can make, both

from the Ducati catalogue and the

aftermarket dealers. It’s all about

unintimidating two-wheeled fun. Put

your serious biking head to one side

for a minute and just enjoy the ride.

Ducati Scrambler Full Throttle, £8395

MCN SENIOR PRODUCTION EDITOR

TECH SPEC

Engine 803cc (88 x 66mm), 4v,

L-twin



Frame Steel trellis

Kerb weight 186kg

Tank size 13.5l

Seat height 790mm

Rider aids ABS

Price and PCP

Price Icon: £7250-£7350

Urban Enduro, Classic,

Full Throttle: £8395

PCP (Icon): £1410 deposit,

36 monthly payments:

£95, final payment: £3369

DUCATI SCRAMBLER

Ican’t remember the last time anew bike arrived with so muchhype, marketing and productplacement. It’s safe to say Ducatiused lots of clever imagery to

create their Scrambler sub-brand.There are four different models to

choose from: Icon, Urban Enduro,Full Throttle and Classic. And there’sa whole host of official accessories andclothing available, ready for you topersonalise your new machine.

The Scrambler generated huge in-terest from the start. Ducati stuck onein a container for private viewings atlast summer’s World Ducati Weekendat Misano and the atmosphere waselectric. And once it was all over socialmedia and on show at the NEC show,orders flooded in.

Away from the hype the Scrambleris a cool-looking bike, is decent valueand wears that all-important Ducatilogo on the tank. I flew to Californiafor the riding launch last Decemberand immediately fell for its looks. Iliked the authentic touches from theoriginal 1960s Scrambler, which gavethe new bike a retro feel. The clocksare a nice balance between new andold, then there’s the ‘Born Free 1962’fuel cap inscription…the list goes on.These small touches are impressivegiven the price.

At the launch, the new Scramblerwas friendly and a doddle to ride. It waslight, had a low centre of gravity and a

‘An everyday, desirable, affordable versatile Ducati. Brilliant’

low, narrow seat. ABS came standard,but that was it for rider aids - they’renot needed on a bike like this. The sin-gle disc brake is strong enough (just).

The Scrambler’s 803cc air-cooledL-twin motor is based on the old 796Monster unit. Power is a healthy 75bhp,with a lovely spread of torque, lettingthe Ducati pull from virtually any revsin any gear. Entry level riders will lovethe motor’s easy charm, but more ex-perienced riders may find the powerslightly lacking.

Handling is neutral, composed and

forgiving, with the suspension onthe softer, friendlier side of firm. ThePirellis look chunky and fun, but offerdecent grip, too.

Testing the Scrambler back in theUK, it continued to impress, especiallythe fuel economy. It may have a tiny13.5-litre tank, but returning 55mphgave it a potential 150-mile fuel range.Taller riders found it a little too small,but the Ducati’s dinky dimensionssuited most.

Ducati has made a desirable, fun,functional, entry-level bike at a bril-liant price. It’s perfect not just fortrendy hipsters, but for regular bods like you and me.

JA

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BEST RETRO/RETRO STYLEDUCATI SCRAMBLER



24

This year has been an interesting

one for me on the Yamaha MT-09

Tracer; a bike that has fast become

one of the country’s best-selling

machines. While my own Yamaha

MT-07 has been parked for much

of the summer, my MT-09 Tracer

long-term test bike has been my

companion for commuting, work

and fun duties. All of these roles

are perfectly suited to the Tracer,

barring a couple of weeks when it

was off the road following a crash

caused by a car driver knocking me

off on a roundabout.

Living with Yamaha’s MT-09 Tracer

By Andy Downes

MCN SENIOR REPORTER

TECH SPEC

YAMAHA MT-09 TRACER ABS

Engine 847cc (78 x 59.1mm), 12v

inline triple


Claimed torque 64.5ftlb@6500rpm

Frame Cast aluminium diamond

frame

Kerb weight 188kg

Tank size 14l

Seat height 815mm

Rider aids Riding modes, ABS

Price and PCP

Price £8149




It’s almost as if the Tracer has

been developed for use on the

traffic-clogged roads of the UK, as

the elevated riding position gives a

great view forward. The engine is a

fantastic bundle of fun that has that

lovely three-cylinder snarl at high

revs. The brakes are strong and

the ABS hides out of the way until

it’s really needed. The adjustable

windscreen works well and the

dashboard has plenty of information.

Combined with the optional heated

grips and panniers this is also a bike

that can do some big distances too.

When you consider what you get

for £8149 it’s not hard to see why it’s

been such a success.

AWARDS 2015

Yamaha’snewMT-09Tracerhas been the success sto-ry of 2015. According toofficial figures from theMCIA, it’s the best-selling

bike over 125cc so far this year.It’s a machine that really punches

above its weight and could have easilyhave taken MCN’s Overall Machine ofthe Year award, if it wasn’t for the dra-matic, once-in-a-decade Kawasaki H2.

It looks the part with sharp, ag-gressive styling, a stubby underslungexhaust and radial monobloc calipers.The screen is adjustable and the clocksare clear and informative. You can easilyscroll through the information on thedash and switch between riding modeswithout taking your hands off the bars.

Initially the Tracer feels like a ma-chine much larger than an 850cc triple,but the narrow seat means even riderswith short legs can reach the floor withease. The 19-litre fuel tank is wide andthe bars are high, making the Yamahafeel a bit like an old-school streetfighter.But it’s a natural, comfortable ridingposition and the handguards and smallscreen are effective at deflecting thecold air away from your body.

The three-cylinder motor has anengaging bark and feels much morepowerful than its claimed 115bhp. Get

‘This is a seriously goodbike at a seriously

great price’

the Tracer revving and it can certainlykick off its high heels and run. At ourtest track, the Tracer clocked 100mphin 7.57 seconds and recorded a standingquarter-mile time of 11.52 seconds. Topspeed is just shy of 130mph. It churnsout an impressive amount of torque,too, and the midrange is more com-parable to that of a 1000.

On the move the Tracer has a lovelybalance and the suspension copeswell with British roads. The set-up isplush enough to soak up the majorityof bumps and tarmac imperfections,but isn’t so hard it’s going to jolt outyour fillings. It also has excellent trac-tion control and equally good ABS-assisted brakes.

I believe the key to the Tracer’s suc-cess is its all-round versatility and ex-cellent price. We’ve had competitively-priced middleweights in the past, butthey’ve been ugly or let down by poorbuild quality. The Tracer well and trulybucks this trend.

In fact, given Yamaha’s excellentPCP and finance deals, there shouldbe very little to put you off the award-winning MT-09 Tracer. But we do haveone word of warning: ‘if you try one you’ll buy one’.

JA

SO

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CH

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BEST ALL-ROUNDERYAMAHA MT-09

TRACER

Thanks to the Tracer,

Andy’s had a summer

of non-stop fun


25

KTM’s new 1290 SuperAdventure is no ordinarymachine. It’s the mostadvanced and powerfuladventure bike ever built.

The guys from the Austrian factorytook the 1301cc V-twin motor fromtheir ridiculously brutal Super Duke Rand slotted it into an adventure chas-sis. The result is both terrifying andbeautiful. It’s potent, arm-ripping andbuilt for speed, but has the ability tocover huge distance in complete luxury.

Producing an exhilarating 160bhpand 103ftlb of torque, the SuperAdventure also brims with the latestelectronic rider aids. KTM set out toscare the competition with their newoffering and it worked. When MCNpitted it against the mighty R1200GSearlier in the year, the Super Adventuresnatched BMW’s long-held crown. The

‘Even at £15,999 it’s a lot of bikefor the money’

KTM has better electronics than theBMW, is considerably quicker, lighter,more fun and better off-road.

The brilliant Super Adventure hasmoved the class on. In MCN’s ulti-mate 12-bike adventure group test thissummer, the KTM quickly bullied itsway to the top. And here’s why: at just2500rpm its engine is already making80ftlb, which is almost twice the grunta supersport 600 can muster.

But it’s not all about rip-roaring,high-speed fun. The KTM is an ex-tremely capable tourer, thanks to its ad-vanced electronics package, smootherthrottle response and taller sixth gearto suit its adventure-riding intentions.

Electronically controlled semi-activesuspension comes as standard, too. Ittakes into account the terrain you’reriding and constantly fine tunes thedamping to suit. It gives you just theright amount of comfort and control,no matter where you’re riding. It alsohas cornering ABS, traction controland rider modes.

Despite being just beaten by its light-er, more off-road-focussed brother, the1190 Adventure R, in our huge grouptest, we all agreed nothing comes closeto the Super Adventure in terms of pureacceleration and touring ability. If youwant to cover big mileage incrediblyfast, in absolute comfort, with class-leading technology and off-road cred-ibility, this is your weapon of choice.

That’s why the Super Adventure is our adventure bike of the year.

PA

UL

BR

YA

NT

‘In MCN’s ultimate12-bike adventure

group test, the KTMquickly bullied its

way to the top’

Before agreeing to do a quarter-mile

drag race against the 235bhp, 670kg

Ariel Nomad, as part of MCN’s 2015

acceleration shoot-out feature, I did

a bit of research.

Ariel claims the Nomad does

0-60mph in 3.4 seconds and 0-100

in 8.7, which I’ll admit made me a

little nervous, but I had nothing to

worry about. The new KTM breaks

the adventure bike mould with its

monster power and torque.

I didn’t want to overdo the launch

and end up fighting wheelies all the

way down the runway so I dialled

in just 6000rpm and waited for the

KTM 1290 SUPER ADVENTURE V ARIEL NOMAD

By Michael Guy

SPORTS EDITOR

TECH SPEC

KTM 1290 SUPER ADVENTURE

Engine 1301cc (108 x 71mm), 8v

V-twin



Frame Tubular steel

Kerb weight 229kg

Tank size 30l

Seat height 860mm

Rider aids Riding modes, traction

and wheelie control,

cornering ABS

Price and PCP

Price £15,999


monthly payments:

£223.77, final payment:

£6704.38

flag to drop. From the off the KTM

jumped into the lead and lifted its

front wheel, but I could hear the

squeal from the Ariel’s tyres a few

metres behind.

The Super Adventure got into its

stride as I short-shifted into second

and with every gear change the

gap grew. By the time I reached

an indicated 140mph the car was

languishing far behind.

We slowed down to turn around at

the end of the runway and the Ariel

driver looked at me, shaking his

head in disbelief at his defeat. For a

split second I felt sorry for him, but

I got over it by pulling a celebratory

third gear wheelie! Bikes – don’t you

just love them?

ANDY DAVIDSONMCN ROAD [email protected]

The four-wheeled Nomad

tries to keep up with the

mono-wheeling KTM

MICHAEL NEEVESSENIOR ROAD [email protected]


26

Could Honda’s stunning

RC213V-S MotoGP replica

take top honours in 2016?

AWARDS 2015

Next year will see an evenbigger injection of newbikes into our world,which is hard to believeafter such a bumper 2015.

The dust hasn’t even settled on thisyear and we’ve already road tested twoexceptional 2016-model machines:the MotoGP replica Honda RC213V-Sand bling-tastic Ducati Monster 1200R(see below).

Ducati look like they’re going tohave the busiest 2016, with a furthernine new models rumoured, includ-ing the 959 Panigale (the 899 replace-ment), bigger-engined Hypermotards,Hyperstradas and Scramblers, a belt-driven Diavel Cruiser, a MultistradaPikes Peak and maybe an even moreexotic Superleggera.

Triumph should be almost as franticwith a new range of mid-to-large ca-pacity Bonnevilles, a new Speed Tripleand Explorer. BMW has a tranche ofnew R nineT-based machines up itssleeve, including an enduro, roadster,scrambler and café racer. They’re alsoentering the A2 licence-friendly ringwith three new small-capacity bikesexpected.

There’s a new Africa Twin andupdated 500cc and 750cc commut-ers and tourers from Honda, a newKawasaki ZX-10R and a possibleZZR1400 upgrade. KTM has a new

‘If you thought this year was a corker...’ Ones to watch in 2016

1290 Super Duke GT and 690 Duke andthere are refreshed Moto Guzzis, newHusqvarna supermotos and enduros,a rumoured new Suzuki GSX-R1000,new Royal Enfields, a Yamaha MT-03and further MT-07 derivatives. Andthat’s before you look at Indian, Harley,MV Agusta and Aprilia.

With the arrival of all the diversenew machines there promises be theperfect bike for everybody, whetheryou’re a new rider, a tourer, commuter,sports rider, off-roader and anythingin between. Lots of next year’s bikeswill come with ABS, electronic rideraids and be ready for the Euro 4 emis-sion laws that come into force in 2017.

With rising new and used bike salesand this avalanche of new metal meansthat 2016 will be another bright yearfor biking. But it’s going to be tougher than ever to choose our next MCN Award winners.

HO

ND

A

Ducati’s new Monster

1200R will be gunning

for naked class glory

Thanks to:

OBrooklands Museum for providingthe perfect backdrop to our MCNAwards celebration:www.brooklandsmuseum.comOMSVT trackdays for letting us play onSnetterton’s long straights and gnarlycurves: www.msvtrackdays.com/bikeOGear 4 Motorcycles for the use of theirbrilliant KTM 1290 Super Adventure: www.gear4motorcycles.co.uk

Will Kawaski’s 207bhp

ZX-10R topple the

mighty YZF-R1?

Honda’s reborn Africa

Twin will shake up the

adventure class


MCN Multi-Franchise Dealer of The Year 2015.London and The East.

GUILDFORD NEWMARKET NORWICH READING NORWICH

OUR HARLEY-DAVIDSON® STORES OUR BMW CENTRE

Representing both the BMW Motorrad and Harley-Davidson® brands, our family owned business are delighted to

receive the award as winner of the best Multi-Franchise Dealer of the Year.

With four Harley-Davidson® stores and one BMW Motorrad Centre all stocking the latest new motorcycles, a huge

selection of used motorcycles plus a wide range of parts, accessories and clothing. A friendly welcome guaranteed,

a warming cup of tea or coffee and great deals all year round, take a ride to one of our stores to experience what sets

us apart from our competition. We, strongly believe that our family culture, vision and passion has made us successful to

date and will ensure we are successful tomorrow.

SEE OUR ENTIRE STOCK, LATEST NEWS & EVENTS ONLINE AT

www.lind.co.uk

© 2015 Lind Group Holding Company Ltd. Registered at: Brook Farm, Five Oak Green Road, Tonbridge, Kent, TN11 0QN. Harley-Davidson and the Bar & Shield logo are among the trademarks of H-D U.S.A. LLC. BMW & the BMW Roundel are registered trademarks of BMW A.G.


28 AWARDS 2015

Since winning the MCN Dealer ofthe Year Award 2011 and 2012, therehave been big changes at DobleMotorcycles, most notably the pur-pose-built service centre, which iscelebrating its first anniversary. Sinceopening the doors last October they’veseen over 7500 bikes go through theirworkshop. As a committed member ofthe Honda Customer Service improve-ment programme they monitor theirfeedback carefully, always striving toimprove the customer experience. Theirservice centre features the latest Hondaequipment, a newly commissioned

MOT testing facility and comfortablewaiting area with refreshments, freewifi, customer computers and mobilephone charging points. Don’t forgetthat their service centre is now locatedon Dobles Close which is next to themain showrooms.

Paul Styles of Doble Motorcycles said:“We’re very proud to accept the 2015MCN Award. Since winning in 2011and 2012 we’ve renewed our effortsto improve our facilities and levels ofcustomer service; it’s great to havethat recognised by the most popularmotorcycle publication in the UK.”

Doble Motorcycles Single Franchise Dealer of theYear, London and the East

Tamworth Yamaha Single Franchise Dealer of the year, Central region

Wheels Motorcycles Multi-Franchise Dealer of the Year, Central region

Lind Motor Group Multi-Franchise Dealer of theYear, London and the East

The Lind Motor Group currently op-erate four Harley-Davidson stores,located in Guildford, Newmarket,Norwich and Reading, plus a BMWMotorrad Centre in Norwich.

Lind, a family-owned and run busi-ness, has been a well-renowned namein the automotive industry in theEast and South East of England since1992. However, since opening theirfirst Harley-Davidson store and BMW

Motorrad Centre in Norwich in 2008the group have gone from strength-to-strength, recently opening a brand newHarley-Davidson store in Reading andpurchasing the world famous ‘BlackBear’ store in Newmarket.

Lind Group are always demonstrat-ing innovation and first-class customercare through their regular customeractivities and dealer development. Reg-ular readers of MCN will have noticed

Tamworth Yamaha have enjoyed acracking year, and really managed tomake the most of all of the brand’s ex-citing new models. The innovative MTrange has seen new and previous cus-tomers flooding through their doors.

But there has been increased inter-est in the new sports models, too, with

the technologically advanced R1 andR1M both being extremely well re-ceived. In general there is a feel-goodfactor around the Yamaha range andthe Tamworth store has welcomedcustomers with open arms.

Jonathan King, owner of TamworthYamaha said: “We are honoured to

This is East Anglia’s largest motorcycleand scooter dealership and includes thearea’s only Aprilia centre. The dealerboasts a fantastic service centre andclothing department with the UK’slargest Alpinestars store, stocks all thetop names in clothing and accessories.

And with Goldstar motorcycle train-ing on site, Wheels Motorcycles reallyis a complete bike experience. Thedealer also hosts a range of fantasticopen days throughout the year, garagedays for Moto Guzzi, clothing sales andsuperb deals. The Peterborough-basedcompany prides itself on great customerservice and offers many financial pack-ages to spread the pain of buying ormaintaining a machine.

Neil Steen, of Wheels Motorcycles,said: “We will hopefully continue togrow and with customer service alwaysat the forefront of our plans I am sure we will succeed.”

that over the last 12 months Lind havereally demonstrated innovation withtheir on-going marketing campaignsand exclusive offers, well-attendedcustomer events and of course theopening of their brand new, state-of-the-art Harley-Davidson dealership inthe heart of the Thames Valley.

Lind Motorcycles’ Russ Dacresaid: “I am extremely delighted thatMotorcycle News has awarded us as thebest Multi-Franchise Dealer group inLondon and the East.

“This is a fantastic achievementfor our business, which reflects thehard work and effort demonstratedby our passionate team and of coursethe dedication and support from our loyal customers”.

receive the MCN award and I feel veryproud to receive this for my team be-cause without them this award wouldnot have been achievable. It just goesto show that hard work and dedicationdoes make a difference. I would alsolike to thank Yamaha for their supportover what will be our 14th year as anexclusive Yamaha premier dealership.

“I would also like to thank our cus-tomers for their loyalty to ourselvesand the Yamaha product. I find receiv-ing this award very humbling and I’dlike to personally thank my wife Lisafor her support and understanding throughout.”

Lind’s brand new H-D

showroom shows their

passion for innovation

Doble offer a

showroom with

a view

Tamworth Yamaha

is one of the UK’s

premier Yamaha dealers

Dealers of the year


29

With a jaw-dropping 10 franchises,you’ll find everything you could needinside Fowlers’ spectacular premises,from on-road to off-road, scooters tosuperbikes. Plus there’s 7500 square-feet of clothing and accessories, fac-tory-trained technicians, a warehousefull of genuine spare parts, and notforgetting Harry’s Café chill-out zone -

Padgetts of Batley have over 800 bikesin stock including a stunning arrayfrom Honda, Yamaha, Kawasaki andSuzuki, and are a Destination Dealerfor the north of England. It’s a family-owned dealership and was once the big-gest motorcycle dealership in Europe.

Padgetts was also the first Yamahadealer in the UK and perform well inthe manufacturer’s league tables.

it’s your dream destination dealership.Managing Director Stephanie Fowler

said: ‘We’ve recently completed anexciting off-road zone, and upgradesto other areas are underway to giveFowlers’ visitors an outstanding ex-perience. Also, our extensive clothingand accessories line-up now includeslegendary Italian brand Dainese.”

Padgetts are also backed by theirmassive racing heritage which has con-tributed to their success over the years.

Clive Padgett said: “It’s mega to getthis award. We are honoured to bechosen to receive this from MCN andto be recognised by the UK’s leadingmotorcycle newspaper as one of theUK’s top dealers – it’s almost as good as winning the TT!”

Fowlers of BristolMulti-Franchise Dealer of the Year, South West

Padgetts of Batley Multi-Franchise Dealer of theYear, North & Scotland

Fowlers have every-

thing you need under

one huge roof

‘Better than a TT

win’ Clive Padgett

receives his award

Premier BikesSingle Franchise Dealer of the Year, South West

Premier Bikes opened its doors in1997 and became a KTM dealer in2004. It is now one of the UK’s topthree biggest-selling KTM dealersand stocks both on and off-road ma-chines as well as electric bikes and KTM

PowerParts and PowerWear. The Did-cot-based shop sells around 350 newbikes a year as well as a large numberof used machines.

Darren Green of Premier said; “Welike to think that we are the UK’s

friendliest and most professional au-thorised KTM dealer. With a compre-hensive range of new and used on/off-road motorcycles, you’re sure tofind just what you are looking for. Fromlearner-legal bikes and scooters to thelatest superbikes, motocross, enduroand cruisers, you can see them all inour spacious showroom.

“We also stock a large range of cloth-ing, accessories and spare parts. Pluswe also offer our customers the servicesof our full workshop facilities includ-ing MOTs, tyre fitting and servicing.”

Bikes new and used at

the UK’s ‘friendliest’

KTM dealer

Ducati Manchester Single Franchise Dealer of theYear, North & Scotland

This is a store that fully understands themodern motorcycle buying experienceand does everything in its powers tomake that progress as enjoyable andas stress-free as possible.

Their state-of-the-art store wasDucati’s first and has been growing

hugely over the last five years. As wellas a full range of awesome Italian ma-chines, there’s also a stunning clothingand accessories department as well asan service centre and a fleet of demobikes. The store also prides itself on apacked calendar of social events.

Martin Bridgehouse, DucatiManchester General Manager, said:“We actively encourage customers tovisit the store for a coffee and a chatand it is this sense of community andservice, together with a strong Ducatirange that enables our dealership to gofrom strength-to-strength

“We feel honoured to receive thisaward from MCN, and we dedicate it toour fantastic group of customers whoover the years have become friends. Weregularly organise Wednesday nightride outs and an annual Scotland tripwhich grows in attendance each year.”

Italian glamour meets

a friendly Mancunian

welcome at Ducati

Manchester


30 AWARDS 2015

The Racetec RRs won throughwith their combination oftrack and road performance.MCN’s testers pushed the

Metzelers to the limit and they im-pressed in all conditions.

They warm up quickly and giveenough confidence after just one lapto let you push. After two laps they’reready to be pushed even harder. There’sno movement from the back tyre, evenhard on the power. The front gives youthe confidence to make precise and ac-curate turns and enough feel to trail thebrakes deep into turns – traits usuallyreserved for full-on racing tyres. High-speed stability is excellent, even underbrutal acceleration through the gears.

It’s a truly fantastic tyre that has theability to transition from road to track.

On the road we tested the Racetec

Productsof the y

RR K3s on a variety of superbikeson the roads in southern Spain. Allfronts were 120/70 x17 and we triedthe different sized 17in rears avail-able: 190/50, 190/55, 200/55. TheMetzelers had to contend with differ-ent surfaces, terrains and speeds, butproved confidence-inspiring, withpositive feedback and excellent feeland grip. The roads around Ronda area biking nirvana, with good visibilityand sweeping switchback turns andthe Racetec RR K3s make the experi-ence all the more perfect and allow youto just concentrate on the road ahead.

Stability is excellent acceleratingbetween corners, even on some less-than-perfectly-surfaced roads. TheDucati 1299 Panigale test bike we usedis a bit feisty and twitchy, but theMetzelers helped smooth the ride.

MetzelerRacetec RR,Tyre of the Year

AGVisorSelf-tinting visor,Product of the Year

Oxford Products, Wholesalerof the Year

Established in 1973, Oxford isnow one of the world’s lead-ing suppliers of products tothe two-wheeled industry.

Based in Oxfordshire, the companydistributes to over 60 partners world-wide and has its own subsidiary inJacksonville, Florida, serving bothNorth and South America.

Oxford’s huge range of productsencompasses everything which makes

life on bikes better: from clothing andhelmets to accessories, hard parts,locks and luggage and more.

The products are designed in-houseby a combined team of active enthu-siasts and skilled technicians. Theyuse the latest CAD technology and3D printing techniques to innovate,analyse, test and develop the range inpursuit of the best product experiencefor their customers.

AGV’sanswertotheyonks-oldproblem of switching fromtinted to clear visors is bothclever and very effective.

The AGVisor has a liquid crystal dis-play (LCD) bonded to the inner surface,which darkens when switched on toshield the rider’s eyes from sunlight.It’s just like using a dark visor - but

without the need to change visors, oreven operate an internal flip-downsun visor.

AGV have been working on the sys-tem, which uses technology fromAmerican company e-Tint, since 2011.It employs a small control unit stuckto the outer surface of the visor, nearthe rider’s left cheek, with a button

In addition to Oxford branded prod-ucts, the company uses its expertise todesign and produces for many otherlabels around the world. Like many ofits products, which have wider appealin other outdoor-based markets, thisactivity is not restricted to the two-wheeled industry.

Furthermore, Oxford provides exclu-sive UK distribution for a small numberof third party premium brands.

Following investment in staff, de-velopment and infrastructure, thecompany now employs over 90 people.In 2014, Prime Minister David Cameronopened Oxford’s significantly expanded100,000sqft head office, congratulatingthe company’s staff on their achieve-ments and ambition.

for the rider to operate it. It switchesfrom clear to dark in under one second.

The unit also houses the battery,which is charged in two hours via a sup-plied micro USB cable, and is claimedto last 12 hours in tinted mode beforeneeding to be recharged. If the batterygoes flat, the visor insert returns to itsclear status. The AGVisor fits AGV’stop-end helmets – the Pista GP, Corsaand GT Veloce and costs £149.99. Butwe felt that with a top-quality ‘normal’visor costing around £80 that this is nota bad price for genuinely innovativetechnology. Also, expect the price to come down as volume goes up.■ www.agv.co.uk

Oxford MD Andrew

Hammond (left)

and Marketing

Director chief

Henry Rivers-

Fletcher (right)

with MCN’s

Gareth Ashman

Jonny Towers of AGV

distributor MotoDirect

collects the award

PREMIER BIKES OXFORD

» 01235 519195»www.premierbikes.com


2015 ZZR1400

£11,495SAVE £2,000 - FREE AKRAPOVIC CANS

2015 NINJA ZX-6R 636

£8,295SAVE £700

2014 SHIVER NON-ABS

£5,999SAVE £1,000

2015 V7 II RACER

£7,995SAVE £640

V7 II SPECIALSCRAMBLER

£9,695CUSTOM BUILD

2015 RS4 125

£3,499SAVE £1,072

2015 RSV4 RR

£13,995SAVE £1,000

2015 V-STROM 650

£5,995SAVE £1,000

2014 CBR1000RRFIREBLADE PATA

£10,495SAVE £1,500

2015 GSR750

£5,995SAVE £700

2015 GSX-RR 750 MOTOGP REPLICA

£10,295WITH YOSHI R11 EXHAUST

2015 GSX-R750 HALSALL

£10,295WITH YOSHI R11 EXHAUST

WHEELS MOTORCYCLES IS DEALER OF THE YEAR 2015

T: 01733 358 555 - W: WWW.WHEELSMOTORCYCLES.CO.UK - E: [email protected] - WHEELS MOTORCYCLES, FIRST DROVE, FENGATE, PETERBOROUGH ,PE1 5BJ

PRE REG

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Documents

MCN - October 14, 2015