BIke UK - August 2024

Michelin has been MotoGP’s exclusive tyre supplier IRU{DOPRVWDGHFDGH:HJHWDUDUHSHHSLQVLGHWKH FRPSDQ\oV0RWR*3ODEDQGVHHKRZLWVUDFLQJW\UHV DUHPDGHsE\DJLDQW'SULQWHUf By: Mat Oxley Photography: Michelin, Ducati [ Inside] Made for MotoGP. But there’s more that goes into making this rear slick tyre than you might expect… 101

Belts and braces? No, this is the raw rubber, which is cut into strips then fed into the C3M machine ‘Michelin’s vast R&D centre is in Clermont-Ferrand – one in ten of the city’s residents works for the company’ f I didn’t know better, I’d think it was magic. We are watching a Michelin MotoGP rear slick being made from nothing by Michelin’s C3M process, which is basically a huge 3D printer measuring about four metres square and standing several metres tall. The tyre is built on a spinning heated steel mould, one ingredient after the other. Computer-controlled robot arms whizz this way and that, applying the base rubber via a multi-head nozzle, knitting in metal cords, both the belts around the tyre’s bead and the cords criss-crossed across the tyre, then knitting in textile cords, then applying the rubber compound that does the work, layer by layer. Everything happens at high speed, a blur before your eyes. Even so, it takes more than half an hour to complete the process. Then the tyre is mechanically transferred to a curing oven next door. Importantly, the tyre doesn’t undergo any changes in shape during the process, which can happen with conventionally built tyres. If you are now looking for photos of this machinery, don’t bother. Michelin is so secretive about its C3M machine that our phones were locked away before we entered the factory and Michelin’s official photographer wasn’t allowed into the workshop containing the C3M machine. In fact, very few Michelin employees have seen this thing, because the company is afraid of industrial espionage. Each 3CM machine produces around 30 tyres per day, running 24 hours a day, pretty much all year around, making MotoGP tyres. Remember the famous overnight tyres? C3M isn’t a new process. It’s been around for 20 years or so and one of its first uses was in MotoGP. Remember the era of overnight tyres? Michelin technicians would get feedback from Valentino Rossi and Co on the Friday of a race weekend, decide they could create a better tyre for the weather or track conditions, or due to rider requests, then relay the spec to the Michelin plant where the C3M machine would zip into action – producing enough tyres that would then be trucked (or flown) to the track in time for the Sunday morning warm-up. Michelin now makes all its MotoGP rear slicks via the C3M process and will make its front slicks via C3M from next year. One of the core ideas of C3M is flexibility. Very short runs of tyres can easily be made, which is why the process was used for overnight tyres and why it’s now used for racing tyres and high-performance tyres that sell in minimal quantities. The process also makes it easier to create tyres of multiple compounds, to suit tracks with asymmetric layouts, and so on. It can even use different colour rubbers. 102

One small step for (the Michelin) man as a tyre is loaded onto the ‘space capsule’ for testing The raw rubber is mostly synthetic. Also looks more like a long string of liquorice After each tyre is manufactured it goes through a series of tests – including full x-rays – to ensure the rubber and all the cords are according to spec. Making tyres for tracks you’ve never seen Like it or not, racing is all about data, just like the rest of the world. Data used in computer simulations is vital in every area of MotoGP performance, including tyres – and never more importantly than while preparing for last year’s first Indian GP at the Buddh circuit, near Delhi. Michelin had no data for the track as no major race series had been there for a decade, so its engineers had to create its own data. Michelin has high-tech simulation tools that gauge the demands placed on tyres at any circuit, by running simulation laps around a circuit and validating the data acquired by comparing it with data from MotoGP’s established circuits. This is how Michelin engineers decided the tyre casings and compounds for the Indian GP. ‘We always use the same computer model of bike set-up, tyre and rider, so we can compare everything with other circuits,’ says tyre designer Romain Cacheux. ‘Through this we get a good idea of the working points of the tyres: speed, load, lean angle and other forces. There is lots of maths involved in this. Then we use a more sophisticated simulation tool to calculate the thermal and mechanical demands on the tyre to check temperature, endurance and so on.’ A tyre dyno that looks like a space capsule Michelin’s MotoGP tyre ‘dyno’ is awesome. It sits in a huge workshop within Michelin’s vast R&D centre in Clermont-Ferrand, where one Used tyres are cut and analysed Every MotoGP slick åïô™îÝõáàšðäáîáïñèð is displayed on the îåãäð™äÝêàïßîááê 103 Inside

The Michelin test bike – a Honda Fireblade tuned to semi-MotoGP spec but able to do thousands of miles. Fancy a go? Back of the line Michelin’s fitting area åêðäáÏëðëÉÒìÝààëßç The tyres have been well looked after to this point… The front feels the heat in a Michelin simulation of Misano ‘The tyres are the most important part of the bike – all aspects of performance can only be transferred to the track through the tyres’ 104

Bagnaia, Marquez, Vinales, Miller and Co: the world’s finest racers – and they happen to be rather good tyre technicians, too Bagnaia, Marquez, Vinales, Miller and Co: the world’s finest racers – and they happen to be rather good tyre technicians, too in ten of the city’s near-150,000 residents works for the company. Next to the centre is the test track: 26 miles of road, part of which runs under the R&D centre. The dyno looks like a space capsule. It’s a big steel dish, about two metres in diameter. Inside the dish is the ‘road’. Michelin has three different types of ‘asphalt’ it can choose for the road, according to the abrasiveness of the track for which they’re testing. A mounted tyre is fitted to a huge computer arm, which extends to place the tyre on the spinning road. The tyre is then subjected to all the loads expected at a new track, or known at an existing track. ‘Our computer simulations help us decide which casing and compound to use,’ says Cacheux. ‘So, we make that tyre and then test it on our machine, which is a bit like doing lap simulations. We have all the inputs in terms of lean angle, loads and forces, so we can replay those demands during the test. We do a lot of laps – at least two GP race distances to be sure that tyre endurance is okay. Then we cut up the tyres and do a deep analysis on the rubber, the cords, everything.’ The next stage is testing the tyres around Michelin’s test track, using a Honda Fireblade modified to semi-MotoGP spec, with wings, Öhlins MotoGP forks and Brembo MotoGP carbon brakes. If those tests go well, Michelin fires up its C3M machine… The art and science of spec-tyre racing MotoGP has been a spec-tyre championship – all riders using the same brand of tyres – since 2009, first with Bridgestone and with Michelin since 2016. Riders choose 10 front slicks and 12 rear slicks for each race weekend, from a menu of three compounds. Once chosen, the tyres are allocated randomly by IRTA, the MotoGP teams association. Working with these tyres is the most important part of a MotoGP weekend, because tyres are the most important parts of a racing motorcycle, because all aspects of machine performance and riding technique can only be transferred to the racetrack through the tyres. Each MotoGP team is assigned a Michelin technician, who works with that team’s engineers, especially its tyre engineers. Most teams have two or three tyre engineers, whose only job is to work out how to get the best grip and endurance. During race weekends they also work with Michelin’s data analyst Celia Gordon. Teams hate letting others see their data, but they need to share their numbers with Michelin. This was especially true at the Indian GP, because no one knew the track. As soon as the first practice session had finished, teams gave their data to Gordon. ‘I took that data and calculated the main demands made of the tyre,’ says Gordon. ‘The back straight is very long and put a lot of energy into the rear tyre – in fact that straight created a quarter of the energy of the whole lap! That part was critical for the rear tyre, so we asked the teams to adapt their bike settings to manage the tyre and asked the riders to take care with the throttle to manage the tyre.’ Buddh’s back straight caused a huge amount of wheelspin because the track was so dirty. And spinning tyres get very hot. Twenty degrees. Always twenty degrees Michelin puts a lot of effort into making the tyres, so they are well looked after on their way to the track to ensure they work properly. The tyres are kept in temperature-controlled environments at all times – always 20°C: in the warehouse, in the trucks on the road, in sea and air containers for flyaway races, and at the tracks. All trucks and containers are GPS-linked to Michelin’s race department in Clermont-Ferrand, in case of faulty controls. Under pressure Michelin’s MotoGP tyres get tortured by the world’s most powerful race bikes and the world’s most aggressive riders: up to 2G on the brakes, up to 1.6G in cornering and more than 60° of lean are big numbers through two relatively tiny footprints. All these numbers have increased in recent years due to downforce aerodynamics, which dramatically increases the forces put through the tyres. This has been a particular issue with the front slick, which must withstand up to 20kg extra load thanks to wings and things. That load increases temperature and pressure. And once a tyre’s pressure rises too much its profile changes, which shrinks its footprint, reducing grip. That’s why riders have been running low front pressures, to avoid high pressures. But Michelin have run physical tests that prove excessively low pressures can damage a tyre’s casing, potentially causing a blowout. Hence MotoGP’s controversial minimum tyre pressure rule. The rule was introduced midway through last season, much to the concern of many riders and team engineers who were worried the higher pressures would make them slower and more likely to crash. In fact, this didn’t happen. MotoGP riders are the world’s best for many reasons, including the fact they can minutely analyse what’s going on with the motorcycle and adapt their technique to make the most of that. And that’s what they did with the higher front pressures – they adapted to the tyre locking on the brakes and tucking on corner entry, and ended up riding faster and crashing less. Next year Michelin will have an all-new MotoGP front slick, designed to reduce the effects of pressure growth. It will be made on the C3M machine, which will allow harder casings – less prone to pressure growth – with grippier rubber. 105 Inside

Triumph is somewhere in between, occupying a highly effective middle ground. Triumph have made quite a few other alterations to make the 1200 more user- friendly. The Rally’s long-travel Showa suspension means the two-position seat has heights of 875 or 895mm – and that’s tall even for a six-footer – so, to make the bike more accessible, there’s now an Active Preload Reduction system. Give the ‘Home’ button on the switchgear a drawn-out prod and it lowers the rear of the bike by up to 20mm and, because it works from standstill up to 52mph, it can be activated while moving (a spring icon on the dash reminds you it’s engaged). It resets by pushing the button again, or by going over 52mph. The system is less effective than the one on BMW’s R1300GS, which also drops the front end, and only solo riders get the full benefit; with a pillion and luggage the shock is already preloaded. But if you’re on up tiptoes it all helps. To increase cornering clearance (the previous Rally could scuff a footpeg when ridden with gusto; even easier on the lower road-biased GT counterpart) Triumph have redesigned the footrest hangers on all Tigers, raising the ’pegs a few millimetres and pulling them more tightly into the bike (shorter hero blobs too). Standing up like an off-road star, the footrests are a little too close together and your boots can slip off the ends more easily; removing the rubbers or fitting wider off-road pegs would help. Riding comfort is unaffected, though, and the 1200 Rally now also has a flatter seat (heated on the Explorer) for improved freedom of movement in the already generous riding position. The Tiger 1200 Rally Pro still has all the other goodies that made it attractive – meaty brakes, shaft drive, big tank, heated grips, centrestand, quickshifter, rider modes, cruise, semi-active suspension, and an adjustable screen. Now, with the reworked engine and the extra friendliness, for me it’s a match for the GS. Bike rating 9/10 SPECIFICATIONS riumph were most proud of the T-plane crank that appeared in the all-new Tiger 1200. The idea was to add charismatic lumpiness to the previously turbine-like three-cylinder engine and help it find traction off-road. However, for some riders it unbalanced the triple too much, adding an unwelcome vibration that grew in frequency as the revs rose. At Bike, we suspected the hand of marketing – look, the crank makes a T for Triumph – and couldn’t understand why they’d sacrificed the Tiger’s USP in a world of big twins, ie its luxurious three-pot motor. And now here we are, just a couple of years later, with a new Tiger 1200. It’s still a T-plane engine, but Triumph’s engineers have now re-distributed mass on the balance shaft to cut vibes by up to 89%. And it has worked perfectly. Previously vibey enough to shake bolts loose, it’s now smooth from tickover all the way to the redline, with just a subtle hint of background vibration that stirs the senses rather than annoys. It’s a remarkable transformation in the 1200’s engine character. The bike was prone to stalling when juggling the clutch during U-turns or negotiating trail hairpins at low revs, due to the engine losing momentum between power pulses. Now, with an extra kilogram of mass added to the crank and flywheel assembly, there’s more inertia and less chance of stalling. They’ve also increased the clutch lever length by 15mm for finer control. Despite being a large bike with a sizeable 20-litre fuel tank (a vast 30 litres on the Explorer variant), it’s a pussycat when doing full-lock U-turns or flitting through traffic. The 1160cc inline triple remains fit. With a claimed 148bhp and 96 lb.ft, there isn’t a situation where the Tiger drags its heels. It lacks the low-revs wallop of BMW’s R1300GS or the KTM 1290 Super Adventure, and it can’t rival the top-end whoosh of Ducati’s Multistrada V4 S, and that’s fine. As befits the fact it’s a triple, the Great 7in TFT display – well worth getting up at 6.29am for No need to pack the chain lube Triumph rework their Tiger 1200 Rally Pro and make the big triple better than ever By Simon Hargreaves Photography Triumph Revised Rally Pro is now the polished bike it should have been all along Price £18,295 Engine 1160cc 12v DOHC inline three Power 148bhp Torque 96 lb.ft Top speed 140mph (est) Rake/trail 23.7°/112mm Wheelbase 1560mm Kerb weight 250kg (claimed) Seat height 875/895mm Tank size 20 litres Economy 55mpg (claimed) Colours black, beige, khaki Availability oĞ we go, then Bike verdict With its smooth, creamy, potent and soulful engine plus improved control at low speed, the new Tiger 1200 Rally Òro is transformed. Triumph must be kicking themselves that they didn’t make it like this to start with. 106 First Ride

More cornering ground clearance and less vibration – the very definition of a win-win and less vibration – ‘It’s a remarkable transformation in the 1200’s engine character’ 107

For a year and a half, Dan and Roberta have ridden through every country in South America. With mountains, jungles, snow, mud, wild dogs, bent valves and hospitals, they really have seen it all By Dan Lee Photography Roberta Otto For a year and a half, Dan and Roberta have ridden through every country in South America. With mountains, jungles, snow, mud, wild dogs, bent valves and hospitals, they really have seen it all By Dan Lee Photography Roberta Otto For a year and a half, Dan and Roberta have ridden through every country in South America. With mountains, jungles, snow, mud, wild dogs, bent valves and hospitals, they really have seen it all By Dan Lee Photography Roberta Otto EVERY WEATHER, EVERY SURFACE, EVERY COLOUR… 108

eruvian dogs are the least friendly hounds in South America. Being chased by them is never ideal, but at the end of an exhausting day we’re cold, hungry, soaked thanks to rainy season, and dusk is fast approaching. They start pursuing Robbie mid-corner, and she starts shouting what sounds like ‘cluck off’ while trying to coax her Yamaha TTR250 into out-running the mutts. It’s wet, loose, and in a panic she locks up the rear brake, takes a quick hit to the ground and slides to a stop. The dogs stop too, as do I – and we all watch the bike’s rear light disappear from sight as it plummets off a bridge… I met Roberta, an Italian girl from Milan, in June 2018 when I was travelling through Kyrgyzstan on my 1993 Yamaha TTR250. Now, six years later, we have nearly completed 18 months on the road, track and trail exploring all of South America together, encountering every temperature, weather condition and type of trail. And lots of bike-based fun and games. While the world of two-wheeled travel is packed with Ténérés, Africa Twins and KTMs, we’re very much average Joes and can’t blow the budget on anything fancy, so when we decide to set out together the bike choice is set: we’ll both ride TTRs. My own has proved Crossing Paracas National Park in Peru. You’d stop and take a picture as well... Adventure 109

‘The centre of the Amazon is not the ideal place to find parts for a 30-year-old enduro bike that was never sold here’ Adventure itself rather handy in the past, having successfully dragged me to the far reaches of Nepal without a hitch. Covering 10,000 miles around the south of the continent, we decide to travel to Brazil. It’s less popular than the heavily-trodden west coast and we’re warned it’s a dangerous place – but we’re curious all the same. In random situations we meet many people while passing through different states who all take us under their wing and host us. Advice from these kind folk heavily shapes the following months, and proves that Brazilian people are both kind and generous. Douglas, an enduro rider, was the most influential – he spends days guiding us on every trail type, and over incredible table-top mountains he describes an infamous road to the centre of the Amazon called the BR-319. It sets us on our way and we begin to steer towards Bolivia. Bolivia bites Wild, with dramatic elevation change and every extreme of temperature, Bolivia simply wrecks us. The scariest part is the food hygiene… as I said, it wrecks us. There is nothing like eating in Bolivia for losing weight – I lose a stone during our two months here. As we start getting ready to leave for a jungle tour, and on top of food poisoning, we get bitten by feral dogs defending their turf (some stairs, as it happens). Luckily, the primitive hospital is well stocked in extra rabies shots, and we get the luxury of staying there for another week to avoid foaming at the mouth and joining the pack. We leave Bolivia to take on the BR-319. It’s known as the ‘ghost road’ which is entirely suitable: it disappears during rainy season, then barely appears in the dry season due to all the dust. We got the bikes serviced with fresh oil and oiled air filters ready for this 300-mile section of rough terrain and isolation, and it takes us three days to arrive in Manaus – and despite our prep it takes its toll on Robbie’s bike. The cam chain tensioner’s internal spring snaps and all four valves hit the piston. The final 80 miles are spent at the top of a vehicular pyramid, her bike perched on top of a pick-up, a lorry and a ferry. The centre of the Amazon (in fact, any part of South America) is not the ideal place to find parts for a 30-year-old enduro that was never sold here, and we are forced to sail down the Amazon for three days to a more inviting city called Belém. The journey is interrupted by one of my bollocks swelling like a peach; it’s so painful I can’t walk more than a few metres. Deciding it’s best to visit the hospital, we disembark midway down the Amazon to find help for my sad inflated sack. Ah, the unexpected pleasures of travel. Testing our resolve My man parts back to normal, we disembark at Belém and the parts for the bike eventually arrive. We change the bent valves, cam chain and tensioner, and continue on our loop of northern Brazil. But we soon see Roberta’s base gasket is leaking and notice a strange noise from the engine’s top end, and realise my bike is suddenly using oil – the single is drinking half a litre for every 200 miles. Limping on, we return to the city to find that my bike has ingested buckets of dust and Robbie’s bike has developed piston slap. Love these bikes. After another expensive parcel and some very cheap machining of the barrel, we are ready to push on… Our next major destination is Colombia, which requires transiting French Guiana, Suriname, Guyana, through the Amazon to Boa Vista in Brazil, and finally Venezuela. These countries have a very different feel from the rest of the continent, with some being members of the Caribbean community. Due to the sense of isolation they also provide plenty of anxiety due to our recent mechanical issues. This portion of the trip has us camping with the homeless, illegally entering Suriname by riverboat, and having our bikes confiscated by customs. But we also get to race quad bikes in a savannah. There’s always smooth with the rough. Don’t give up now At 15 and a half months on the road (and in the mud and dust) we enter Peru, the final country in our journey. We know at this point if we have terminal failure we have enough time and money to abandon the bikes and turn our adventure into a back-packing holiday. Not that we want to: it would be heartbreaking so close to the end and with the epic 1000-mile ‘Great Divide’ on the horizon. Ahead: the Salar àá×õñêååêÄëèåòåÝ ðäáóëîèàĊïèÝîãáïð ïÝèðâèÝðÆÝêÝêà ÔëÞÞåáäÝòáåðÝèèðë ðäáéïáèòáïšïóááð Ahead: the Salar àá×õñêååêÄëèåòåÝ ðäáóëîèàĊïèÝîãáïð ïÝèðâèÝðÆÝêÝêà ÔëÞÞåáäÝòáåðÝèèðë ðäáéïáèòáïšïóááð 110

Adventure Their adventure included a stop in the mountains of northern Argentina A monument to the Dakar Rally in the salt flats near Uyuni, Bolivia. A bike stage of the 2014 rally ended at Uyuni Ah, shelter. Some respite from the Brazilian jungle The bent valves from Robbie’s bike. Finding replacements proved difficult Ready to take on the Amazon from Guyana into Brazil. On your marks… 111

‘Peru is a country of stunning peaks and national parks, and our route clings to the highest elevations – some reaching 5000 metres’ Adventure Peru is a country of stunning peaks and national parks, and we select a multitude of routes that cling to the highest elevations, sometimes reaching 5000 metres. Robbie’s poor bike is constantly up against it. Even with smaller jets and an open airbox cover it is hard to overcome the lack of air (plus there’s the ever-increasing lack of compression due to worn piston rings). We develop a very close respect for our tow strap or bump the bike down any decent hill, the battery just no longer being up to the job of starting the modest motor. It isn’t uncommon to drag Robbie in gear for over 500 metres, the engine half picking up, spluttering and coughing, and unable to rev out when it does go on its own. She simply sits there, throttle wide open, waiting until the revs eventually increase. Once warm it revs and rides okay, but altitude and rocky climbs are really hard. Some clutch slip creeps in too, to top things off nicely. Just a few scratches And now, surrounded by crazy hounds and watching her bike disappear off the edge of the bridge, it’s easy to say ‘it’s just a bike’. My sole concern is Robbie, but by the way she dusts herself off it’s immediately obvious she’s all right. Her desperate apologies fall on deaf ears as I reassure her that we all crash and that the bike loss simply doesn’t matter. She’s okay. With a raging river below, we have little confidence of finding a sound bike. Or indeed any bike at all. We can’t quite believe our eyes when we peer down the four-metre drop to find the stubborn mule upright and intact. Somehow the smooth bridge abutment has guided it and some boulders have restrained the front wheel, preventing it dropping further. We both drop onto our arses, sliding down the steep wet bank to collect our luggage and phones. The prospect of recovery is daunting and instantly we convince ourselves heavy machinery is needed; the only two people who pass come by within five minutes, take a look at the bike and simply don’t react to all our flapping. With the eagerness they showed to move on and leave us be, we can only assume their dinner must be getting cold.  Recovered… and still runs It’s a struggle – a real struggle – but with brute force and a stubborn outlook we amazingly recover the bike. Our initial inspection doesn’t show any damage, and as it’s now dark and we’re still cold and wet, we’re eager to find shelter for the night. Despite the engine being cold, no compression and being at 4000m altitude, it fires up. Maybe the utter bastard has been scared into submission and decided to play ball for once. We’ve been lucky three times over this evening, and a beer is definitely needed… We’re currently three hours south of Lima, Peru. After 18 months on the road, 31,500 miles and 13 countries, the end of our epic adventure is in sight. Fingers crossed the TTR stays on side. 112

Above: Robbie’s bike after falling off the bridge. Right: trying to stay warm in the Peruvian Andes An air filter after three days in the Amazon Six months of battling heat and humidity takes its toll 113

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BIKES Triumph Speed Twin: Buying [116] Suzuki GSX-S1000: Overlooked [116] Diablo Rosso IV: Tyred & tested [117] Heavenly Harleys: Temptation [ 118 ] KTM 990 Duke: Living with [ 120 ] SportClassic: Ahead of its time [ 138 ] RIDING Facts and opinion: Listings [122] One-piece leathers: Favourites [126] Divine destinations: Events [127] Racing an RC30: Team Bike [130] Tiger at the TT: Out and about [132] Track walks theory: Racing [135] Milwaukee cordless tyre inflater Might seem extravagant for putting wind in tyres, but I’d not be without it. Comes without a battery for £59.99 (all Milwaukee power tool batteries are interchangeable) or £132 with. All the dicking around with foot pumps and hand pumps is a distant memory; it’s easy to use, makes short work of pumping up tyres to a pre-set pressure, and has a clear display. It feels robust and able to take a bit of abuse, and little touches like the dampers on the legs all add up to a well-designed, practical bit of kit. Ideal for trackdays and racing, or anyone with multiple bikes and a thing about being spot on with tyre pressures.Bruce Dunn ukplanettools.co.uk Tool of the month 115 Advice, guidance and things to do with bikes Giles Lamb The Bike Cop What to expect from over-enthused nitpicking enforcers. Dave Hewson BSB crew chief Reveals why racers do track walks (and with much enthusiasm). Ian Martin Team Bike Enthusiastic team boss tells story behind winning at Paul Ricard. Paul Lang Art director Delivers enthused opinion on life with KTM’s new 990 Duke. Mark Graham Oddities editor Bike’s resident Harley enthusiast enthuses over some Harleys. EXPERTS IN THIS ISSUE Martin Fitz-Gibbons Very clever bloke Ex-Bike staffer takes our Tiger 900 for an enthusiastic TT lap. In association with 115

[ Buying ] [ Overlooked ] ºSupernakeds are ace. But they’ve got too super. Headline and wow factor draw us in, but the thrill of 200bhp is diluted by paranoia and track-ready suspension only makes sense on track. Give nerves a rest and inject usability with a GSX-S. Its gruntmeister motor and capable chassis deliver all the thrills you need, yet it has suspension designed for the Llanberis Pass, not Mugello. The motor is easy in town and has a swollen midrange. The tank takes 19 litres. Its seat has padding. It’s a 150bhp supernaked, with full electronics including lap timer and quickshifter, for £11,799 – way less than a base S1000R, MT-10 or Tuono. Some dealers only ask £10,250… and pre-reg ’23-plates are under ten grand. Staggering value. Mike Armitage Suzuki GSX-S1000 As fashionable as cord smoking jackets. But brilliant GO FOR UPGRADED Normally we’ll chunter that standard is best. Usually the case. But some owners say the earlier (2019-2020) Speed Twin’s unadjustable forks and preload-tweakable twin shocks aren’t a match for the motor’s thump and the nimble chassis. Heavy braking can overwhelm the forks and grotty surfaces can induce a shimmy. Lots of owners invest in quality cartridge internals and bin the OE shocks in favour of aftermarket units. If you’re buying a Speed Twin for spirited B-road antics, find one that’s already been uprated – you’ll save at least £800. From 2021 chunkier (43mm) usd Marzocchi forks were fitted, offering more control. BINDING BRAKES The front Brembos are a mighty set-up and higher spec than the rest of the chassis. Not without niggles, mind. Binding calipers – you’ll hear the annoying squeak – are a common issue. It’s brought about by a build-up of brake dust, which causes the caliper pistons to stick, therefore preventing the pads from retracting fully from the disc surface. This in turn creates heat build-up, causing the discs to warp. Clean calipers are a must. 2021-on models, with 320mm discs and radially mounted calipers, are less problematic. JERKY THROTTLE The torque-rich engine is fabulously responsive, but at low revs it can feel as though the throttle is a tad snatchy. It’s a bit of a taste and preference thing, though fortunately it’s a cheap and easy fix should it be a bugbear. Excessive throttle play is the cause, the cure being a couple of plastic spacers that fit into the twistgrip mechanism to tighten up any slack. Expect to pay around £15 for the spacers, which are widely available on the interweb. Some owners report the motor cutting out unexpectedly at low revs, especially when running hot. Out-of-sync throttle bodies can be a cause, as can weak fuel mixture. Rebalancing the throttle bodies and/or reflashing the ECU usually cures this annoying trait. Classic looks, just-so stance and proper punchy performance. Triumph’s big twin is a retro supernaked… and a great used buy FROM £6500 116 Know How

Bike rating 9/10 Engine 1200cc DOHC 8v parallel twin Power 96bhp @ 6750rpm Torque 83lb.ft @ 4950rpm Top speed 135mph Rake/trail 22.8°/93.5mm Wheelbase 1430mm Kerb weight 216kg Seat height 807mm Tank size 14.5 litres Economy 49mpg Bike verdict We’re big fans of the Speed Twin; no other bike offers its blend of authentic classic style, quality, and romping performance. If you’re an enthusiastic rider look for one that’s had its suspension uprated, otherwise check the known points and buy with confidence. 2019«ÒÔÇÕÇÐÖ TRIUMPH SPEED TWIN 1200 [ Tyred & Tested ] º When I bought our modern-classic SRAD last autumn I was engulfed in an excited fog of nostalgia and paid no notice to the tyres. Back at Bike’s musty lock-up I realised that while it had Bridgestones at each end, the gloopy track-ready front (with frazzled edges) and sensible touring rear perhaps weren’t a matched pair. They were also old and hard, so with winter approaching I fitted new sports-touring rubber. The ol’ SRAD felt happy, with accurate steering and a healthy offering of feedback… or so I thought. In the interests of thorough investigation and nothing at all to do with possible track time at Suzuki Live (Cadwell, 22-23 June), I’ve fitted Pirelli’s Diablo Rosso IV Corsas – and they’re ace. The 750 is crisper still, more responsive, and has feel and grip that flood me with confidence. Glorious tyres, they’ve made a great old bike even greater. Mike Armitage Right rubber reinstated... Our ’98 GSX-R750 is even juicier on modern Pirellis ×ÐÙËÐÆËÐÉÉÇÃÔÎÇØÇÔ Such a common issue that Triumph issued a recall. The gear lever mechanism works loose ÝððäáÞÝèèæëåêðñêóåêàåêãëêåðïðäîáÝàï Ùëîïð™ßÝïáïßáêÝîåëåïáåðäáîðäáÞÝèèæëåêð ïäáÝîåêãëââëêðäááêàëîåðâÝèèåêãëââ altogether. Triumph say ineffective threadlock óÝïðäáßÝñïáÃèèffffiffl%ÞåçáïÝîáÝââáßðáàÞñð éëïðåâêëðÝèèïäëñèàäÝòáÞááêâåôáàñêàáîÝ îáßÝèèåïïñáàåêáÝîèõffffiffffiÇòáêïëßäáßçäëó tightly the gear lever mechanism is held in place and ask a Triumph dealer to check if it’s ÞááêâåôáàÃêëðäáîîáßÝèèâëîÝêåêßëîîáßðèõ îëñðáàßëëèÝêðäëïáÞáðóááêðäáîÝàåÝðëîÝêà áôìÝêïåëêðÝêçóÝïåïïñáàâëîĊffl%Þåçáï ÕÇÔØËÅËÐÉÐËÅÇÖËÇÕ ÕáîòåßáßëïðïÝîáêĊðìñêåïäåêãÞáßÝñïáݝåð àëáïêĊðäÝòáÝßîáïëâÞëàõóëîçðëîáéëòáÝêà îáâåðޝåðĊïÝîáèÝðåòáèõïåéìèáñêåðÝêàߝåð ßÝêãëfflffiffiffiffiéåèáïÞáðóááêïáîòåßáïØÝèòá ßèáÝîÝêßáïàëêĊðêááàßäáßçåêãñêðåèffffiffiffiffi miles. Although it’s good practice to refresh engine oil and filter every 12 months (a simple áêëñãäæëÞÝðäëéáéëïðëóêáîïóåèèëêèõÞá îåàåêãfiffiffiffi™ ffiffiffiéåèáïìáîõáÝîïëÝêáóÝåî âåèðáîÝêàðäîëððèáÞëàõÞÝèÝêßáÞáßëéáïÝê áòáîõðóë™ëî™ðäîáá™õáÝîæëÞÈîáïäìèñãïÝêà âñáèâåèðáîßëåêßåàáóåðäòÝèòáßèáÝîÝêßáïïë maintaining a Speed Twin is lighter on the ìëßçáððäÝêïëéáÞåçáïäÝèâðäáßÝìÝßåðõ ÏÃÍÇÃÕÖÃÐÆ ÃäõáïðäáïåàáïðÝêàÖäáèëßÝðåêãèñãåïäÝîàðëâåêàóäáêÝððáéìðåêãðë àáìèëõðäáïðÝêàóäåèáïðåèèïÝðëêðäáÞåçááïìáßåÝèèõåêßäñêçõÞëëðï ÏëàåâõåêãðäáïðÝêàïááéïðëÞáðäáóÝõâëîóÝîàÝßßëîàåêãðëëóêáîï ÈåèåêãÝâèÝðëêðëðäáÞÝèèëêðäááêàëâðäáèëßÝðåêãðÝêãäáèìïÝÞëëðãáð ìñîßäÝïáîÝðäáîðäÝêïèåììåêãëââÕëéáëóêáîïäÝòáãëêáâñîðäáîéÝçåêã ðäáåîëóêèëêãáîðÝêãëîðÝììåêãÝïéÝèèÞëèðåêðëðäááêàëâðäáÞÝèè ËêðáîáïðåêãèõÕåàåÞëëðïïááéðëáôÝßáîÞÝðáðäáåïïñá ‘Maintaining a Speed Twin is lighter on the pocket than some bikes half the capacity’ 117

[ Temptation ] Go the whole h Summer’s here, and there’s no better time for some stylish, iconic, lazy V-twin thudding. Time to get a Harley-Davidson underneath you… Mark Graham £16,799 FXDLS Low Rider S These are getting hard to find, and will only get trickier to locate once word is fully out on just what a decent motorcycle this is – and not even in Motor Company terms either. The 117ci (1923cc) four-valves-per-cylinder engine (Milwaukee 8) is over its wet-sumping teething troubles (oil draining into the crank case, unwelcome on a dry-sump design) and is as durable as any of the big twins. This 2023 1448-mile example is bone stock, and don’t let the slightly grubby photo put you off, it’s clearly not been showroom prepped yet. It might not even be in the showroom now. £18,999 FXDLST Low Rider We make no excuses for featuring another Low Rider, this time another 2023 machine with a wheeling-around-the-showroom and minimal test ride mileage of 149. This ST version (as the more observant and engaged among you will spot) wears a fairing and bags – yes, it is a bagger. A ‘club style’ bagger no less. Club style as in motorcycle club, not bowls or cricket. This blue and white paint is ‘so last year, darling’ and all the better for it – none ofthe current model year’s colour schemes are a patch on it. Club, patch, geddit? Never mind. £9999 Electra Glide A relatively old bike, but frankly just as good in practical terms as a 2024 Glide costing north of £30k. This 2007 Twinkie-powered (Twin Cam) dresser (bags and a top box) has a mere 10,000 miles under its white walls and has plainly been cared for like a Ming vase. Unlike a Ming vase it can be loaded with all manner of tents and BBQs and pointed in whichever direction you fancy. All the service stamps and a prestigious HOG private plate included in the sale – if that sort of thing is truly worth an extra grand. You decide. £10,999 FLD Switchback A 2015 bike with a 10,000-mile first big service stamp in its book. Strong money, but a crisp example with a Vance & Hines exhaust system. This is one of the most underrated H-Ds of the recent past. Packing the 103ci (1690cc) Twin Cam engine, knocking out a good 90 lb.ft of torque, think of the FLD as a more compact version of the Street Glide. It has panniers, a detachable screen, footboards, is super-comfy, just a bit less bulky than a Street, and nimbler for it. This one comes with spot lamps, all keys and fobs, even the welcome package CD. Mint. £13,499 FXSB Breakout Billed as a tribute to the drag strip on its launch in 2012, the Breakout was described as the sort of motorcycle for anyone in the late 1960s who would order their muscle car with the biggest engine, all the go-faster options, and no radio. Rest easy – it doesn’t have a radio. It does have a 114ci (1870cc) Twin Cam engine (2023 and later versions use the latest Milwaukee 8 four-valves-percylinder unit). This 2014 model with 7835 miles on it runs a V&H pipe, a performance air filter, and boasts a cheeky side-mounted number plate. Bright in white. £7495 FXDB Street Bob Kinda like a traditional Harley – high-ish ’bars, custom flame-out paint, single seat, old-school wire-spoked wheels, dual right-side cigar mufflers, twin shock, speedo in a tank-top console, forward controls… just add beard and cut-off and you’re on your way. This one has 24,968 miles on the dial, which is a paltry number for a hard-slugging 1584cc power unit. The beauty here is that the service book is ink-stamped to perfection with 12 entries, both keys and fobs are present and correct, and the spray-job looks top dollar. Avalue buy. º º º º º º 118 Know How

og £7999 1200 Sportster Unless money is too tight to mention, don’t mention the 883cc Sporty. Fine for getting a foot on the MoCo ladder, but if you’ve got the hoof required just get a 1202cc version. This is a pretty bike in fine fettle and the recherché 1970s tank paint is a clincher. If the big twins are too big for you, a 1200 Sportster is a decent alternative. This one has 2900 miles under its belt (literally) and has all the keys and fobs (ie, two of each). Nice Harley, right money. All bikes shown were available on MCN bikes for sale at the time of writing. £14,990 FLS Softail Slim In the H-D multi-modelverse where big batwing fairings and capacious hard bags can make a machine less than ideal for lane-splitting (UK filtering), the Slim properly earns its corn as an urban accoutrement well worth its weight (305kg/672lb) in slicing through locked grids. Once free of snarl, the Slim will stomp along open roads by virtue of its 1801cc (billed as a 96 cubic inch) power unit, and afford its rider notable comfort with feet planted firmly on the boards. Footboards take a lot of ache out of the lower legs on big trips. Seriously. Try them. º º [ The Bike Cop ] You have to remember that traffic cops are recruited from the public, so some of them will be nitpickers and others will be far more relaxed. I was in the latter camp, but I had colleagues who used to drive me up the wall with their nerdy approach – to them, the rules were far more important than common sense. Combine this with performance indicators [each officer’s monthly targets – Ed] and you get the situation where a traffic cop could stop you for what seems like the most minor infringement. Top three for a tug There are three main niggles that motorcyclists need to watch out for: black visors, small number plates and loud exhausts. What happens when you’re pulled depends on the cop. It could be a talking to, or paperwork – either a fixed penalty notice or a vehicle defect rectification scheme (VDRS) notice, which gives you 14 days to supply proof to police that you’ve fixed the problem (usually in the form of the VDRS ticket stamped by an MOT mechanic). If you’re stopped for a loud exhaust, the cop will look for a stamp on the pipe to show it’s road legal. With a black visor, the easiest way to appease a cop is if you have a clear one – or one with a road legal tint – with you and offer to put it on. For about £10 you can buy a visor bag that goes round your waist so you can forget about it. It’s a good way to diffuse the situation and show you’ve been sensible. My take on number plates was that if you could still read the plate at the legal distance of 20m and it could still be seen by ANPR cameras, then it wasn’t a problem – I think most cops would give you the benefit of the doubt. But, legally speaking, the minute you alter the size, letter spacing or letter size, you’re not conforming – and risk getting pulled by a nitpicker. Plates Once you get into the realm of letterboxes [ie, little plates with the reg running all the way across – Ed] or – even worse – the ones positioned under the rear subframe at an angle, you’re almost guaranteed to get stopped. Finally, I would avoid those aftermarket LED indicators that are often integrated into a brake light. Setting aside the safety aspect – you can’t see the indicators clearly when the brakes are on – the indicators are often too close together. Legally, the indicators need to be 180mm apart. Again, you might attract the attention of a nitpicker... Beware the nitpickers ‘Nerdy approach drove me up the wall’ Giles Lamb at Rapid Training Giles Lamb spent 15 years as a police motorcyclist before joining Rapid Training – Britain’s foremost advanced riding company. Rapid features a unique blend of road riding know-how and track-riding machine control. It is staffed by ex-traffic cops like Giles, TT racers, BSB riders and off-road experts. Find out more about Rapid’s courses at www.rapidtraining.co.uk Dark visors still rile some cops. But we have an answer 119

Ready to Race, say KTM. But what about Ready to Trundle to Work and Ready to Make Life Easy? Paul Lang reports after the first month with our long-term test bike… [ Living with ] LOOK! LOOK! THEY LIGHT UP! I’ve seen it before on Harleys and BMWs, but still love the combined indicator/brake/running light combo at the rear. These ‘adaptive brake lights’ are in the Tech Pack (see below), but I’d haggle to get them regardless. I’m as smitten with these as the 990’s agility and grunt… IN FOR A PENNY, IN FOR A POUNDING The Duke starts at £12,999, and if you start adding options like this Akrapovic can (£1177) it starts to look a tad pricey. Good news, mind: KTM are throwing in the Tech Pack’s niceties (quickshifter, track modes, cruise, adaptive brake light and more) for free, saving £887. ÕÒÑÔÖÛÄËÍÇÕÒÑÔÖÛÕÇÖ«×Ò Finding the pillion seat release only needed Google and a call to the nice man at KTM to locate. It wears WP suspension and for me it’s just a tad too firm for the road. But there’s no doubting its quality when pushing on, the 990 planted in corners and great under hard braking. GOOD… AND NOT SO GOOD The 990’s airbox is under the rider’s bum, so the battery is under the pillion seat. Brilliant. Charging or wiring-in accessories is so much easier. Pillion cable is a bit ‘whack’, according to my teenage son after a short trip – and there’s no proper grab handle in KTM’s accessories. 120 Know How

THE LIGHT SIDE OF LIFE Light-up switches make me so happy. I know we use our thumbs without looking, but we all glance every now and again – so these are great at night. Should be standard on everything. Other fine touches include heatsinks nestling neatly in the headlight set-up (see below). LET’S JUST SAY IT’S STRIKING Alien? Star Wars? Doc Brown’s flux capacitor? I’m still not sure about KTM’s brave new look, although editor Armitage is a fan. Maybe we just need time. Remember when the BMW S1000RR was revealed with its squinty face? Mocked at first, now seen as classic design. ÕÐËÅÍÇÖÛ«ÅÎËÅÍ KTM’s 947cc parallel twin squirts out a glorious 121bhp and delivers it with grin-bringing immediacy. More than enough for these small isles. The quickshifter is sublime when you are scurrying about quick, but a tad clunky through town – it works best with revs and load. SLICK MODERNITY KTM’s display is superb. Easy to read, vital info is massive for tired middle-aged eyes, and options are easy to find (with pretty pictures to help) in the fluid menu. There isn’t much in front of you other than this, and with the bar-end mirror option you feel like you’re flying. 121

Future-sports-cruiser? We showed you the Benda LFC700 a while back, and now it’s coming to Europe. Already on sale in China and other Asian countries, the LFC has a 676cc inline four, 16-valve engine with 77bhp and 44 lb.ft mounted in an alloy frame with KYB suspension, Brembo brakes, and a TFT display with connectivity. It’s almost as long as a BMW R18, has a 310-width rear tyre, and is around £10,000 in France. Hope it comes here. Looks top fun. ** Claimed * Estimated ǮKnowledgeǰ Listings This isn’t a limp brochure-style round-up of all the bikes you can buy. No, your guide is far more useful as it only contains bikes that we have tested, with comparable on-the-road prices plus data, expert opinion and must-know detail gathered by fussy full-time testers. We do hundreds of thousands of miles, dyno, datalog, weigh and answer the big questions. Don’t buy a new bike without reading this Ʈrst. BIKE PRICE ENGINE TOP SPEED POWER MPG BIKE VERDICT RATING TESTED APRILIA uk.aprilia.com, 00800 15565500 Bike’s choice: Tuono Factory defines the supernaked class… but we’d buy an RS660 RSV4 Factory £23,000 1099cc V4 186mph* 214bhp** 45mpg Ace engine, great suspension and electronics, exemplary steering. Also tiny, and depreciates. 9/10 Jul ’21 Tuono V4 Factory £18,100 1077cc V4 165mph 159bhp 35mpg Superb motor, crisp chassis, exotic-yet-friendly. Cool. Non-Factory model is every-day usable. 10/10 Jul ’24 Tuareg 660 £10,600 659cc twin 120mph* 79bhp** 59mpg** Ténéré rival is less rounded but has more tech and better suspension. Rugged, fun, but a bit raw. 8/10 Oct ’22 RS660 £10,300 659cc twin 139mph 91bhp 45mpg Sportsbike handling, punch and tech; sports-tourer comfort and usability. Impressive thing. 10/10 Mar ’22 Tuono 660 £9700 659cc twin 135mph* 90bhp* 50mpg Comfier and more agile than RS660, more fun than a Street Triple. Fancier Factory version £10k. 9/10 Jun ’21 ARIEL arielmotor.co.uk, 01460 78817 Bike’s choice: loads of options and extras, but it’s got to have girder forks Ace £28,345 1237cc V4 165mph** 173bhp** 40mpg* Machined alloy frame, Honda V4, girder forks, endless choices. Fast, capable, work of art. 8/10 Jun ’19 BENELLI benelli.com, 0844 4128450 Bike’s choice: not ridden it yet, but the Leoncino 800 Trail looks tidy… 752 S £7899 754cc twin 95mph* 75bhp ** 55mpg Designed in Italy, built in China. Looks a bit disjointed but rides well – not MT-07 league, but good. 7/10 Jul ’20 TRK 502 £6199 500cc twin 95mph* 46bhp** 72mpg** Lacks a little balance and refinement, but good value distance tool. Italy’s best-selling big bike. 6/10 Mar ’18 BIMOTA bimotauk.co.uk, 01603 920240 Bike’s choice: radical, extreme, whacky, beautiful… who wouldn’t want a Tesi? Tesi H2 £59,000 998cc V4 190mph* 237bhp** 28mpg Epic supercharged motor in delicious hub-steered chassis. Exquisite, wild, thirsty, expensive. 8/10 Sep ’21 BMW bmw-motorrad.co.uk, 0800 777155 Bike’s choice: yeah, it’s predictable… but brilliance of the GS can’t be ignored R18 Classic £19,540 1802cc flat twin 115mph* 91bhp** 51mpg Ace boxer cruiser spoilt a tad by its slightly Harley-ish screen and bags, but still a tidy device. 8/10 May ’21 R18 £17,480 1802cc flat twin 113mph 87bhp 50mpg Top mix of modernity, quality and tradition. Roctane model (£22k) has less bling, more handling. 9/10 Jul ’21 K1600GT £21,100 1649cc inline 6 154mph** 158bhp** 48mpg** Magical motor, amazing agility, self-levelling suspension, all the toys… It’s a sporty-super-tourer. 9/10 Jul ’22 R1300GS TE £18,465 1300cc flat twin 135mph** 138bhp 49mpg Less weight, more oomph, fancy toys – it’s the best big GS yet. But the Ducati Multi’ V4 is slicker… 9/10 Jul ’24 R1250RT £17,350 1254cc flat twin 142mph 117bhp 50mpg Go-to tourer isn’t to all tastes but you can’t argue that the variable-valve radar-shod twin is top. 9/10 Dec ’21 R1250RS SE £15,410 1254cc flat twin 139mph 127bhp 50mpg Fast, comfy, accomplished, lots of tech – sports-tourers aren’t dead. Not perfect, but it’s close. 9/10 May ’20 R1250R £12,330 1254cc flat twin 150mph* 134bhp** 60mpg** Ace variable-valve motor in friendly, comfy, capable chassis. Better pure road bike than a GS? 9/10 Aug ’19 R12 nineT £14,420 1170cc flat twin 140mph* 108bhp** 55mpg** High-quality retro with thumping twin, solid handling, top details, and more tech than ever. Ace. 9/10 May ’24 R nineT Urban G/S £12,350 1170cc flat twin 139mph 101bhp 49mpg Classy roadster with wide-bar’d controllability and trad’ styling. Also in Scrambler form. 8/10 Mar ‘18 M1000RR £36,040 999cc inline 4 195mph* 209bhp* 36mpg* Wild homologation exotica with stupid power and wings – yet you can ride it to work. Mind-blowing. 9/10 Dec ’23 S1000RR Sport £18,610 998cc inline 4 190mph* 207bhp** 44mpg** Faster, sharper and more high-tech than ever, yet still pleasingly usable. Wow. Base model £17,150. 10/10 Mar ’22 S1000XR £15,740 998cc inline 4 155mph 161bhp 43mpg High-rise sportsbike. Fast, agile, well equipped, odd seat. M-XR version (£22,580) is sublime… 8/10 Mar ’23 S1000R Sport £15,315 998cc inline 4 167mph 163bhp 48mpg Not shouty, but epic: agility, ride, engine and spec are superb. M1000R (£19,480) not worth extra. 10/10 Aug ’22 F900XR £10,350 895cc twin 130mph* 100bhp 50mpg Easy-to-ride Tracer rival with eager twin, quality chassis, fine spec. Very good. Naked R is ‘meh’. 8/10 Feb ’24 F900GS £11,995 895cc twin 130mph* 103bhp** 60mpg** Better on road and trail than previous 850. Not full of character, but the best GS for greenlaning. 8/10 May ’24 F750GS £8995 853cc twin 110mph* 76bhp 69mpg** Slim front tyre and 19in wheel make this detuned 850 a better road bike. But lacks some ‘wow’. 7/10 May ’18 G310GS £5890 313cc single 88mph** 34bhp** 84mpg** Decent quality, easy to ride, but missing a defining GS character. Not peanuts, but good. 7/10 Mar ‘18 BSA bsacompany.co.uk Bike’s choice: there’s only one model so far, good job it’s quite compelling… Gold Star £6300 652cc single 105mph* 43bhp 58mpg A2-legal retro with ’50s style, decent quality and iconic badge. For laid-back Sunday pootles. 8/10 Apr ’23 CCM ccm-motorcycles.com, 01204 544930 Bike’s choice: of the various Spitfire variants the flat-tracker models look coolest Spitfire Bobber £10,585 600cc single 100mph* 55bhp** 56mpg Curious mix of laid-back bobber styling with stiff chassis and revvy power. Not mega, but good. 8/10 Jan ’20 CFMOTO cfmoto.co.uk Bike’s choice: Chinese bikes come of age – 800MT adventurer stands equal to established rivals 800NK Sport £6999 799cc twin 130mph* 94bhp** 45mpg* Basically it’s KTM 790 Duke with a few different parts and fresh looks. It’s good and it’s cheap. 8/10 Nov ’23 700CL-X Heritage £6999 693cc twin 117mph 64bhp** 55mpg Chirpy, fun, usable, good spec, long warranty. It’s good… but no longer cheap next to finer rivals. 7/10 Mar ’23 DUCATI ducatiuk.com, 0845 718500 Bike’s choice: effective, fun and funky, the DesertX is so damn desirable Panigale V4 R £39,151 998cc V4 195mph* 215bhp** 35mpg** Screaming, sharp, ballistic homologation tool. Amazing. But cheaper S is as good for most of us. 8/10 Nov ’23 Diavel V4 £23,751 1158cc V4 150mph* 166bhp** 44mpg** Caricature looks, raked stance, wild power, silly tail lights. And amazing. Not for everyone, mind. 8/10 Apr ’23 Multistrada V4 Rally £20,651 1158cc V4 155mph* 170bhp** 43mpg** Most sophisticated, rounded, clever Ducati ever. Staggeringly complete. Pricey, yes. Also epic. 10/10 Nov ’23 Panigale V4 S £27,651 1103cc V4 191mph 203bhp 39mpg Stupid-fast, sharp, needs working to get the best out, but still feels mega to ‘normal’ folk. Wow. 9/10 Feb ’22 Streetfighter V4 S £23,661 1103cc V4 169mph 181bhp 34mpg Fast, sexy, loud, desirable... but constantly a full-on experience. SP2 version (£32k) even sillier. 8/10 Jul ’24 Scrambler 1100 Pro £12,051 1079cc V-twin 110mph* 83bhp** 45mpg* 1100 Evo-engined, easy-riding Scrambler has charming twin and more comfort than 800s. 8/10 Nov ’22 Panigale V2 £16,951 955cc V-twin 169mph 140bhp 45mpg ‘Entry-level’ superbike is fast yet friendly, focused yet usable. Better for most than the hairy V4. 9/10 May ’22 Streetfighter V2 £16,151 955cc V-twin 160mph* 151bhp** 45mpg* Stripped-down Pani’ V2 makes more sense than its wild V4 sibling. Still stiff and sporty, mind. 8/10 Aug ’22 Multistrada V2 S £15,551 937cc V-twin 135mph 111bhp 48mpg** It’s proper: eager motor, easy handling, effective semi-active ride, manageable, classy. Mega. 9/10 Jan ’22 DesertX £14,951 937cc V-twin 130mph* 110bhp** 41mpg Sexy dual-purpose tool perfectly balances road and off-road needs. Our 2022 Bike of the Year. 10/10 Oct ’22 SuperSport 950 £14,251 937cc V-twin 145mph* 113bhp** 43mpg Not super fast or whizzpop, but a top, usable, sporty (and overlooked) road bike for normal folk. 9/10 Jan ’18 Monster £11,451 937cc V-twin 135mph* 110bhp** 45mpg* Light, fun, usable, quality roadster with badge appeal. Mega. SP (£14k) sharper but less usable. 10/10 Feb ’22 Scrambler Icon £10,160 803cc V-twin 123mph 72bhp* 47mpg Imagine and quality matched by much-improved dynamic. Easy in town, great on back roads. 8/10 Jan ’24 ENERGICA motocorsa.co.uk, 01747 811196 Bike’s choice: they build a sportsbike, but Esse Esse makes more sense in cluttered UK Eva Esse Esse9 £24,590 electric motor 125mph** 87bhp 60mpc Great acceleration, response, quality. Cheaper than was, but still pricey. Got a charging point? 7/10 Aug ’18 Eva Ribelle £26,690 electric motor 123mph 144bhp 112mpc Performance and handling to rival (most) petrol supernakeds. Best road-going electric bike. 7/10 Apr ’20 122

Formula 1 Monster Doocardy have got a new Monster SP that’s a tribute to the late F1 ace Ayrton Senna. The Italian firm gave the three-time F1 champ an 851 SP back in 1990, and Ayrton worked on the 916 Senna with them before his death in 1994. Having already revisited the Senna theme ten years ago with an 1199 Panigale, the new Monster Senna shakes things up by being yellow, like Senna’s helmet. They’ll knock out just 341 examples. ** Claimed * Estimated Know How ROAD TEST BACK ISSUES BLUE = Available just on iPad RED = Available on iPad and Android ORANGE = Available in print only BIKE PRICE ENGINE TOP SPEED POWER MPG BIKE VERDICT RATING TESTED FANTIC fanticmotoruk.com Bike’s choice: there are three versions of the Cabellero, but just go for the best colour (so that’s the Scrambler) Cabellero 700 £9499 689cc twin 115mph* 74bhp** 46mpg* Retro scrambler built around Yam’s great MT-07 motor. Good, has its moments… but not ace. 7/10 Jan ’24 Caballero 500 £6749 449cc single 100mph* 43bhp** 60mpg Rev-happy, ex-enduro single in a light, good-quality package. Frantic on long rides, but top fun. 8/10 Oct ’19 ÊÃÔÎÇÛ«ÆÃØËÆÕÑÐ harley-davidson.com, 0871 6412508 Bike’s choice: the Fat Bob has looks, finish, good ride… and funny name CVO Street Glide £38,177 1868cc V-twin 115mph* 80bhp* 50mpg Bold, loud, glitzy, pricey. Most refined and usable big H-D twin yet, let down by choppy ride. 8/10 Nov ’17 Low Rider S £19,677 1868cc V-twin 115mph 93bhp* 50mpg** Top looks and noise, more fun to ride than you think. But better in California than Croydon. 6/10 Jan ’20 Ultra Limited £30,277 1745cc V-twin 105mph* 67bhp* 43mpg H-D take on a tourer. Best-ever ride and handling, water-cooled heads. Good, if not ace. 7/10 Nov ’13 LiveWire £28,995 electric motor 115mph* 104bhp** 90mpc Rapid, jet-like noise, fine handling, smooth, expensive. Soon to be branded Livewire, not H-D. 7/10 Oct ’19 Road Glide CVO Anniv’ £50,677 1923cc V-twin 105mph* 105bhp** 43mpg** The defining H-D full-dress tourer with extra bling. Luxurious, surprising, expensive… unique. 8/10 Sep ’23 Street Glide Special £28,077 1745cc V-twin 115mph* 40bhp* 45mpg* Classic looks, decent suspension, good finish and latest 8v motor is the best yet. Fine thing. 8/10 Dec ’16 Sport Glide £18,177 1745cc V-twin 116mph 99bhp 51mpg Hammering engine, civil road manners. One of the most appealing H-Ds – and now cheaper. 7/10 Sep ’18 Fat Bob £19,277 1745cc V-twin 115mph* 75bhp* 44mpg** Bold looks, fine details, huge punch, and surprisingly usable. There’s an 1868cc option too. 8/10 Feb ’18 Breakout £24,477 1745cc V-twin 115mph* 75bhp* 50mpg** Low-slung, drag-inspired cruiser that rides better than expected. Classy, refined hot-rod. 8/10 Dec ’17 Street Bob £16,977 1745cc V-twin 110mph* 75bhp* 50mpg** Classic chopper-ish lines, clean handling, modern 8v power. But Fat Bob is far better. 6/10 Dec ’17 Softail Standard £16,277 1745cc V-twin 110mph* 86bhp** 48mpg Harley’s entry-level bike is £13k. It’s a meat-and-potatoes Harley – charming, but limited ability. 6/10 Jun ’21 Pan America Special £19,177 1252cc V-twin 135mph** 148bhp** 43mpg Comfy, composed, brisk, lots of equipment. Very good, but not quite a GS or Muitistrada rival. 8/10 Sep ’21 Sportster S £16,177 1252cc V-twin 120mph* 119bhp** 50mpg Fastest, smoothest, best handling, most techy Harley cruiser ever. Ace… but lacks the H-D feel. 8/10 Nov ’21 HONDA honda.co.uk/motorcycles, 0845 2008000 Bike’s choice: Hornet’s good, Blade’s epic... but have you ridden an NT1100? Great tool GL1800 Gold Wing Tour £29,349 1833cc flat-six 112mph 125bhp** 51mpg Huge, OTT, but smart suspension, toys and utter refinement mean it’s still the grand-tour king. 8/10 Dec ’22 CBR1000RR-R Blade SP £23,499 1000cc inline 4 185mph* 215bhp** 42mpg** Wild HRC-polished race rep is demanding and pointless. And also hi-tech, classy and exquisite. 9/10 Jul ’24 Africa Twin Adv’ Sport £14,749 1084cc twin 130mph* 94bhp 44mpg All the tech, plush optional semi-active, classy feel, huge range. And daft switchgear. Hey-ho. 9/10 Sep ’21 Africa Twin £13,049 1084cc twin 130mph* 94bhp 47mpg Feels like a big, refined enduro bike, so is different to a GS. Cheaper too. Daft switches and dash. 8/10 Jul ’24 NT1100 £12,499 1084cc twin 123mph 97bhp 52mpg Cross between Africa Twin and Deauville. Not exciting, but a high-spec, super-comfy tourer. 9/10 May ’24 CMX1100 Rebel £9599 1084cc twin 125mph* 86bhp** 52mpg Africa Twin motor in cheery, usable, well-made cruiser. Not plush, but fun and very affordable. 8/10 Jan ’22 CB1000R £11,649 998cc inline 4 145mph 135bhp 46mpg Fast, luxurious, fabulous quality – and has a touch of the soul Honda have been lacking. Nice. 8/10 Dec ’21 XL750 Transalp £9499 755cc twin 135mph* 91bhp* 58mpg Smooth, easy to ride, great ergonomics, and cool colours. But revvy twin doesn’t suit the bike. 8/10 Aug ’23 CB750 Hornet £6999 755cc twin 140mph* 91bhp** 65mpg** Simple, honest, fun, great spec, class-leading power – and affordable too. But GSX-8S is nicer... 9/10 Jul ’23 X-ADV £11,099 745cc twin 105mph* 54bhp** 70mpg* Off-road scooter you’ll never take off-road. Pricey too. But also practical, enjoyable and top fun. 8/10 Dec ’18 Forza 750 £10,399 745cc twin 110mph* 54bhp** 70mpg Capable bike with looks and practicality of a scooter. And DCT. Odd concept, ace execution. 9/10 May ’21 NC750X £7849 745cc twin 115mph* 58bhp** 70mpg Flexible twin, big mpg, agile, clever storage. Not flash, but very useful. DCT (£830) is worth it. 10/10 Nov ’21 CBR650R E-Clutch £8699 649cc inline 4 138mph 86bhp 54mpg Flexible, handsome, fun, fast-enough road sportsbike. Smart auto clutch is genuinely useful. 8/10 Aug ’24 CB650R £7699 649cc inline 4 140mph 93bhp** 50mpg Naked version of CBR (above) is fabulously balanced. Quality, dynamic, value all superb. 9/10 May ’19 CBR600RR £10,499 599cc inline 4 170mph* 119bhp** 52mpg** Shrieking power, epic agility, pinpoint steering, top quality. Tiny and demanding, yes. But mega. 9/10 Jul ’24 CB500X £6699 471cc twin 110mph* 43bhp 68mpg* Well-made, able, A2 adventure bike. Naked F (£6099) and faired R (£6599) are even nicer. 7/10 May ’19 CRF300L £5749 286cc single 80mph* 27bhp** 70mpg* Fit green-laner, easy commuter, bit quicker than old 250. Rally (£6499) has big tank and screen. 7/10 Aug ‘22 Super Cub £3749 125cc single 65mph* 9.2bhp 124mpg Descendent of iconic step-thru’ is charming. Ownership by urban folk should be compulsory. 8/10 Jul ‘19 HUSQVARNA husqvarnamotorcycles.com/gb Bike’s choice: Supermoto is desirable, funky, silly… and yet usable day-to-day Norden 901 £12,699 889cc twin 130mph* 103bhp** 63mpg** Attractive reworking of KTM 890 Adventure. Capable, nicely made, but lacks a ‘wow’ moment. 7/10 Oct ’22 701 Supermoto £9799 693cc single 121mph 71bhp 54mpg Engaging, fun at sensible speed, frugal, sexy, friendlier than it looks. Proper midweight tool. 9/10 Sep ’17 701 Enduro £9799 693cc single 120mph* 71bhp 54mpg Proper dirt bike, yet refined, frugal and plush on the road. Big-tank LR (long range) version, too. 9/10 Apr ’19 Svartpilen 401 £5499 375cc single 105mph* 43bhp** 65mpg* Built for A2 riders avoiding the mainstream. Essentially KTM’s fine 390 Duke with more style. 7/10 Jul ’18 INDIAN indianmotorcycle.co.uk Bike’s choice: classic character, modern quality, unique feel – Scout is a standout cruiser Roadmaster £28,295 1890cc V-twin 110mph* 89bhp* 40mpg* Fully-loaded, over-the-top celebration of trad’ USA touring opulence is actually very good. 7/10 May ‘15 Chief Dark Horse £17,495 1890cc V-twin 120mph* 89bhp* 60mpg Big twin has stripped-back cool, walloping drive, surprising agility. Engaging trad’ cruiser. 8/10 Feb ’24 Challenger £26,795 1770cc V-twin 112mph** 122bhp* 46mpg* Full-on tourer with ace water-cooled motor, physics-defying chassis, full tech. Watch out, H-D. 8/10 Jan ’20 FTR1200R Carbon £16,695 1203cc V-twin 140mph* 123bhp** 38mpg Stylish, high-quality, sporty retro with ace V-twin. We preferred it with the old 19in wheel, mind. 8/10 Nov ’22 Scout £12,995 1133cc V-twin 120mph 100bhp** 45mpg* Distinct, quality mix of trad’ style and modernity. Mean Bobber version is trendy but less classy. 8/10 Feb ’18 KAWASAKI kawasaki.co.uk, 01628 856750 Bike’s choice: has to be the Ninja Z H2. Friendly, usable, yet suitably deranged Versys 1000 SE GT £17,435 1043cc inline 4 144mph 118bhp** 42mpg Top-spec Versys with all the toys, luxurious ride, luggage... Ace two-up tourer, but expensive. 7/10 Feb ’24 Versys 1000 S £13,745 1043cc inline 4 144mph 114bhp 47mpg High-rise, high-spec ‘adventure tourer’ is great. Not much of a looker, mind. Very overlooked. 8/10 Aug ’22 Ninja 1000SX £12,515 1043cc inline 4 149mph 140bhp** 42mpg The UK’s fave sports-tourer is smooth, refined, well equipped. Looks a bit dated, but still cuts it. 9/10 May ’22 Ninja H2 SX SE £25,815 998cc inline 4 186mph* 197bhp** 39mpg Sports-touring exotica. Not perfect, but classy, usable, and that motor… Base H2 SX is £21,735. 8/10 Jun ’19 Z H2 SE £19,965 998cc inline 4 175mph* 197bhp** 34mpg The impressive Z H2 (below) with fine semi-active ride. It’s the thinking rider’s supernaked. 9/10 Jul ’21 Z H2 £17,465 998cc inline 4 175mph* 197bhp** 34mpg Mega blown H2 motor in bespoke naked chassis. Far more road focus than supernaked rivals. 8/10 Oct ’20 Ninja ZX-10RR £24,955 998cc inline 4 180mph 189bhp 44mpg The already-capable ZX-10R with tuned motor and fancy wheels: basically a base for racing. 9/10 Jun ’18 123

Last of his breed Elsewhere in this issue you’ll find MotoGP superstar Pedro Acosta talking about how GP riders wouldn’t cope at the TT. Not always been the case, of course. Rob McElnea was signed by Suzuki to ride in GPs in 1984 as Barry Sheene’s teammate. At the Nürburgring he qualified on the front row on his ageing RG500, surrounded by newer Hondas and Yams, then flew straight to the Isle of Man and won the Senior and Classic TTs. ** Claimed * Estimated ǮKnowledgeǰ Listings ROAD TEST BACK ISSUES BLUE = Available just on iPad RED = Available on iPad and Android ORANGE = Available in print only BIKE PRICE ENGINE TOP SPEED POWER MPG BIKE VERDICT RATING TESTED Ninja ZX-10R £17,665 998cc inline 4 185mph 185bhp 52mpg Amazing race-derived motor, handling, electronics. Performance model (Akra’ can) is £1k extra. 9/10 Mar ‘23 Z900RS £11,965 948cc inline 4 143mph 102bhp 51mpg Z900 in retro clobber. And better for it – dynamic, feel and detail are great. SE (£13k) even better. 8/10 Nov ’22 Z900 £9865 948cc inline 4 145mph* 123bhp** 52mpg** If you grew up on inline fours, this is ace. Not as punchy as MT-09, but very good and well priced. 7/10 Sep ’17 Z650RS £8115 649cc twin 130mph* 67bhp** 65mpg** Spot-on mix of modern Z650’s abilities with cool ’70s retro vibe. £150 extra for green? Worth it. 8/10 Jan ’22 Versys 650 £8415 649cc twin 115mph* 62bhp* 54mpg* Twin-cylinder all-rounder is knocking on, but latest extras keep it valid. Fine multi-purpose tool. 8/10 Aug ’22 Vulcan S £7615 649cc twin 115mph* 61bhp** 63mpg* Affordable, good-looking, modern cruiser with ER-6 power. Surprising ability, keen price. 8/10 Jan ’22 Ninja 650 £7815 649cc twin 130mph* 67bhp** 70mpg* Z650 dressed up in ZX-10R costume. Comfy, easy-to-ride, cheery twin for J. Rea wannabes. 9/10 May ’17 Z650 £7665 649cc twin 130mph* 67bhp** 70mpg* Zed is fun, fit, frugal. Nice, but lacks sparkle next to a Hornet, MT-07 or Trident. It’s knocking on… 7/10 May ’23 KTM ktm.co.uk Bike’s choice: practical, verging on sensible, but alse very silly. It’s the 890 SMT for us, please Super Adventure R £17,299 1301cc V-twin 155mph* 158bhp** 44mpg Like a rocket-powered ’crosser with cruise, Bluetooth and comfort. Mega… but Multi’ V4 better. 9/10 Nov ’23 1290 Super Duke GT £18,799 1301cc V-twin 159mph 158bhp 45mpg Mad power, sports handling, all the toys and eats miles. Couple of iffy bits, otherwise ace. 9/10 Jan ’19 1390 Super Duke R Evo £19,599 1350cc V-twin 165mph 178bhp 42mpg Mighty fast yet friendly, sharp but safe, and loads of gizmos. Surprisingly usable supernaked. 9/10 Mar ’23 890 SMT £12,499 899cc twin 130mph** 103bhp* 63mpg Sharper and more engaging than an adventure bike, more practical than a naked. And a bit silly. 8/10 Feb ’24 890 Adventure £11,999 889cc twin 130mph* 103bhp** 63mpg** The previous 790 with extra bhp, smoother delivery, tweaked chassis, more tech. Very good. 8/10 Jan ’21 990 Duke £12,999 947cc twin 145mph* 121bhp** 60mpg** More mature and better quality than earlier 790/890, but still suitably loopy. KTM’s best naked. 9/10 May ’24 690 Enduro R £9799 690cc single 115mph* 73bhp** 60mpg* Super-clever Duke/Husky 701 lump in long-legged trailie. Pukka, classy, dual-purpose tool. 8/10 Feb ’16 390 Adventure £6299 373cc single 105mph* 43bhp** 56mpg Chirpy A2-legal adventurer looks like a 1290 (sort of). But it’s basically a 390 Duke in wellies. 8/10 Jul ’20 390 Duke £5499 373cc single 108mph 41bhp 70mpg* Revvy, eager motor in agile 125 chassis? Yes. Looks like the 1290 and less toy-like than it was. 7/10 Jun ’17 LANGEN langenmotorcycles.co.uk; 01942 724059 Bike’s choice: there’s one model, which limits choice. Luckily it’s amazing Two Stroke £32,580 249cc V-twin 130mph* 74bhp** 40mpg* Pricey, yes. But stroker is deliciously engineered, fast, raw. We love it... but 33k is a lot for a 250. 8/10 Dec ’23 MASH mashmotorcycles.co.uk; 01264 889012 Bike’s choice: go for the X-Ride (but budget for new tyres and suspension) 650 X-Ride £5759 644cc single 90mph* 40bhp** 60mpg* Ex-Honda Dominator motor in 70s-style trailie. Good quality, keen price, let down by chassis. 5/10 Apr ’21 Five Hundred 400 £4455 398cc single 80mph* 28bhp** 70mpg** French brand, made in China, Honda-based motor. Iffy details, odd name, but cheap and fun. 6/10 Dec ’17 MOTO GUZZI uk.motoguzzi.it Bike’s choice: unique image, sweet ride, classy quality; it’s not fast or clever but V85 is lovely V100 Mandello S £15,750 1042cc V-twin 135mph* 108bhp 50mpg Sports-tourer is classy, comfy, capable, charismatic. Serious alternative to a Honda or BMW. 9/10 Sep ’23 Stelvio £14,700 1042cc V-twin 135mph* 113bhp** 50mpg* Brilliant V100 (above) in capable, classy, convincing adventure guise. Not a GS, but very good. 9/10 May ’24 V85 TT £12,000 853cc V-twin 120mph* 79bhp** 50mpg* Fabulous adventure mix of old-school charm, proper tech, comfort, and a cheerful dynamic. 9/10 May ’24 V85 Strada £11,200 853cc V-twin 120mph* 79bhp* 50mph* Stripped-back V85 has less tech, fewer fixings, but lighter wheels for sharper handling. Decent. 8/10 May ’24 V9 Bobber £9600 853cc V-twin 110mph* 64bhp** 55mpg* Pleasing V-twin in a trendy, well-made package. Doesn’t sell well so haggle yourself a top deal. 8/10 Jun ’16 V7 Special £8600 853cc V-twin 115mph* 64bhp** 63mpg Style, ride and badge all spot-on. 850 V-twin isn’t as grunty as a Street Twin, but we forgive it. 9/10 Jul ’21 MOTO MORINI motomorini.eu Bike’s choice: you might need to be brave, but the Milano is a convincingly authentic Morini Milano £12,700 1187cc V-twin 145mph* 114bhp** 42mpg Instant chunky power, firm and direct chassis, neat 70s paint. Buying is a gamble, but it’s cool. 8/10 Nov ’19 X-Cape £6999 649cc twin 109mph* 59bhp** 49mpg Made in China with CFMoto engine. Great spec, good quality, rides well. No Ténéré, but cheap. 7/10 Mar ’22 MV AGUSTA mvagusta.co.uk, 0844 4128450 Bike’s choice: latest Brutale is refined, usable, yet still exotic Enduro Veloce £20,000 931cc inline 3 149mph** 122bhp** 40mpg* Amazing accurate, inspiring and fast for an adventure bike. Not so hot for distance or trail riding. 7/10 Jul ’24 Dragster 800 RR SCS £18,220 798cc inline 3 150mph* 138bhp* 45mpg Expensive, yes. But also classy, high-spec, comfy, and refined like no MV before. Impressive. 8/10 Jan ’22 Superveloce £18,980 798cc inline 3 160mph* 146bhp** 41mpg Super-sporty F3 in semi-retro dress. Fast, sharp, sounds top, looks superb, quite demanding. 8/10 Mar ’23 Turismo Veloce Rosso £13,930 798cc inline 3 136mph 110bhp** 48mpg* Adventure bike? Nah, it’s like a high-rise sportsbike. So-so ride, busy dash, but it’s good. 8/10 Jan ’19 F3 800 Rosso £14,840 798cc inline 3 161mph 148bhp** 34mpg* Crisp, punchy, trim. Easier on the road than a 600 but still focused – needs a track to really shine. 8/10 Apr ’14 Brutale 800 RR £15,590 798cc inline 3 153mph** 138bhp** 40mpg** Top engine, nimble, great looks, ridiculous hard ride. Semi-auto clutch version a bit gimmicky. 6/10 Apr ’19 NORTON nortonmotorcycles.com; 0121 565 4411 Bike’s choice: Think Norton, think Commando… and it’s good to ride, too V4SV £44,000 1200cc V4 180mph* 185bhp** 40mpg* Not as slick as an M1000RR, expensive. So what? Brit sportsbike is solid, fast, beautiful, unique. 8/10 Dec ’23 V4CR £42,000 1200cc V4 175mph* 185bhp** 40mpg* Sculpted café racer is modern and old-school at the same time. Pricey but effective exotica. 9/10 Oct ’23 Commando 961 SP £16,999 961cc twin 125mph* 77bhp** 40mpg* Traditional pushrod Brit twin for the modern world. Sweet handling, well made, lots of character. 9/10 Mar ’23 ROYAL ENFIELD royalenfield.com/uk; 0844 412 8450 Bike’s choice: Himalayan 450 is a superb mix of performance, quality and price Continental GT £6799 648cc twin 110mph* 44bhp 60mpg* Café racer has flexible motor, light handling, keen price – but Inter’ version (below) is nicer. 8/10 Apr ’19 Interceptor £6599 648cc twin 110mph 44bhp 60mpg Charming twin has authentic feel, fine looks and attractive price. Think Indian-made Guzzi V7. 9/10 Mar ’23 Himalayan 450 £5850 452cc single 90mph* 40bhp** 78mpg** Rugged, functional appeal, now with more oomph and improved ride and quality. Great bike. 9/10 Jul ’24 Classic £4619 349cc single 72mph 19bhp 79mpg The hugely successful Meteor dressed up like an old Bullet. Easy-going basic Sunday plodder. 7/10 Aug ’22 Meteor £4219 349cc single 72mph 19bhp 79mpg Simple, chirpy character, light handling, nicely made, and super cheap. Fast? No way. Fun? Yes. 8/10 Nov ’21 SUZUKI suzuki-gb.co.uk; 0845 850 8800 Bike’s choice: V-Strom 800DE is everything a mid-size adventure should be Hayabusa £18,165 1340cc inline 4 186mph* 187bhp** 42mpg** There are more powerful bikes. But nothing goes stupid fast with the ease and class of a Busa. 8/10 Jul ’22 V-Strom 1050 XT £13,865 1037cc V-twin 137mph 99bhp 52mpg Loads of gizmos, amazing screen, plush-yet-secure ride, solid motor. It’s no GS… but top value. 8/10 Dec ’20 GSX-S1000 GX £14,499 999cc inline 4 145mph** 150bhp* 45mpg* The GT (below) in adventure-sports guise. Not perfect, but ace suspension, toys, ride and feel.. 8/10 May ’24 GSX-S1000 GT £11,665 999cc inline 4 155mph* 150bhp* 46mpg** GSX-R power, all-day comfort, lots of toys and good-looking, too. Trad’ sports-tourers are back. 8/10 May ’22 Katana £12,465 999cc inline 4 152mph 147bhp 46mpg Superb GSX-S supernaked with sharp 80s-inspired styling. Bold yet usable, and underrated. 8/10 Nov ’19 124

We want to be like Ago Back in the May 2024 issue we had an exclusive, entertaining natter with ten-million-time GP world champ Giacomo Agostini, who told us that he still rides every day. Perhaps to emphasise the point, he rode a new XSR900 GP at the recent Sunday Ride Classic at Paul Ricard – and then did some laps on a fickle, angry, challenging YZR500 Grand Prix bike. Ago turned 82 three days before this magazine went on sale. ** Claimed * Estimated Know How BIKE PRICE ENGINE TOP SPEED POWER MPG BIKE VERDICT RATING TESTED V-Strom 800DE £10,665 776cc twin 125mph* 83bhp** 52mpg Gutsy motor, proper comfort, better suspension than rivals, and fine spec list too. Great bike. 9/10 Aug ’23 GSX-8S £8299 776cc twin 130mph* 82bhp** 50mpg* Usable grunt, secure handling, fine ride, nicely made. Pricier than MT-07 and Hornet, but better. 9/10 Jul ’23 V-Strom 650 XT £8965 645cc V-twin 115mph* 60bhp* 45mpg £700 over the base model (below) gets you hand gaurds and wire wheels. Worth it for the looks. 7/10 Jul ’17 V-Strom 650 £8165 645cc V-twin 115mph* 60bhp* 45mpg More able and better-equipped than ever, still cuddly and reliable. Not standout, but good. 7/10 Jul ’17 SV650 £7165 645cc V-twin 122mph 74bhp 50mpg Chirpy, cheerful, usable, quick, proven, though Yam MT-07 has a bit more zip and charm. 7/10 Apr ’19 GSX-R125 £5078 124cc single 80mph* 15bhp** 123mpg** Perky motor, better power-to-weight than rivals, and cheaper. Won’t suit big-boned, mind. 9/10 Nov ’17 TRIUMPH triumphmotorcycles.co.uk Bike’s choice: Speed Twin 1200 isn’t perfect, but it’s flippin’ compelling Rocket 3 GT £22,695 2458cc inline 3 138mph** 165bhp** 35mpg Huge motor is amazing, handling is ridiculous, but firm ride and sheer bulk limit use as ‘real’ GT. 8/10 May ’21 Rocket 3 R £21,995 2458cc inline 3 138mph** 165bhp** 35mpg Cruiser? Hardly. With a stiff chassis, handling and crazy grunt, the R is a Mad Max supernaked. 8/10 Feb ’21 Tiger 1200 Rally Pro £18,295 1200cc inline 3 140mph* 148bhp** 55mpg** Lots of power, tech, comfort and class, and they’ve stopped the vibes too. Well done, Triumph. 9/10 Aug ’24 Thruxton RS £14,195 1200cc twin 130mph* 103bhp** 50mpg Trad’ charm and neat details with punching, revvy twin, track-able chassis and premium finish. 9/10 Mar ’20 Scrambler 1200 XE £13,295 1200cc twin 130mph* 89bhp** 56mpg Easy-going retro B-lane thrummer has more thump than ever. Classy, rewarding, keen price. 8/10 Feb ’24 Speedmaster £12,995 1200cc twin 110mph* 76bhp** 55mpg** Low-slung Bobber transformed for the USA with beach ‘bars, shiny bits and pillion perch. 8/10 Sep ’18 Bonneville Bobber £12,995 1200cc twin 120mph* 77bhp** 56mpg Oodles of grunt, capable chassis, spot-on stance and feel. Perfect blend of modern and retro. 9/10 Jan ’22 Speed Twin 1200 £11,795 1200cc twin 130mph* 96bhp** 50mpg Retro-supernaked has mighty grunt and sharp chassis with flat-cap looks. Great, but a bit… lost. 8/10 Nov ’22 Bonneville T120 £11,795 1200cc twin 120mph* 79bhp** 54mpg Lolloping grunt, steadfast chassis, top finish. Hasn’t Street Twin’s agility, but has finer ride. 9/10 Sep ’18 Speed Triple RR £17,950 1160cc inline 3 150mph 166bhp 39mpg RS (below) with retro fairing, GSX-R riding position and posh suspension. Nicer than the naked. 8/10 Jun ’22 Speed Triple RS £15,795 1160cc inline 3 175mph* 178bhp** 38mpg Awesome motor, ace outright handling, full tech. But too stiff and focused for the road. Shame. 8/10 Nov ’21 Scrambler 900 £9795 900cc twin 110mph* 54bhp** 60mpg The Bonnie platform in laid-back, urban-ready scrambler form. Charming, if a little bit ‘meh’. 7/10 Jan ’24 Bonneville T100 £9595 900cc twin 110mph* 54bhp** 60mpg All the style and easy-going pleasures of the T120. Makes 24bhp less, but is £1900 (!) cheaper. 9/10 Sep ’18 Speed Twin 900 £8795 900cc twin 110mph* 64bhp** 60mpg Handsome, pleasing, well-made retro with decent grunt and easy-to-flick chassis. Really good. 9/10 Dec ’22 Tiger 900 Rally Pro £14,495 888cc inline 3 130mph* 106bhp** 60mpg** High-tech, high-spec adventurer really can go (almost) anywhere. Brisk, smooth, plush, lovely.. 9/10 Mar ’24 Tiger 900 GT Pro £13,895 888cc inline 3 130mph* 106bhp** 60mpg** Great spec, comfort, usability, quality. Top adventurer-tourer, but Rally (above) has more pizazz. 9/10 Mar ’24 Tiger 850 Sport £10,095 888cc inline 3 125mph* 84bhp** 49mpg Confusingly, 850 is actually the base Tiger 900. Lowest power, fewest toys, but decent enough. 8/10 Apr ’23 Street Triple 765 RS £11,295 765cc inline 3 145mph* 128bhp** 53mpg** Lacks fun of old Street Triple; instead, it’s the greatest sportsbike Triumph have made. Proper. 9/10 Oct ’23 Tiger Sport 660 £8945 660cc inline 3 135mph* 80bhp** 60mpg** 660 Trident repackaged as a practical high-riding all-rounder. Giant-slaying brilliance. 9/10 Mar ’23 Daytona 660 £8595 660cc inline 3 135mph* 94bhp** 58mpg** Like a Trident cross-bred with a CBR650R. Great motor, comfy, but chassis not a sharp as rivals. 8/10 Jul ’24 Trident 660 £7895 660cc inline 3 129mph 75bhp 54mpg Affordable and friendly like an MT-07, sweet handling like a Street Trip’. Bit stiff, otherwise great.. 9/10 May ’23 Scrambler 400 X £5595 398cc single 90mph* 40bhp** 80mpg** Entry model has the right performance and looks. Feel and quality are convincingly Triumph. 8/10 May ’24 VOGE vogeuk.co.uk, 01932 358000 Bike’s choice: doesn’t quite hit the high-end positioning it strives, but 500DS is decent 500DS £5565 471cc twin 110mph* 47bhp** 63mpg China’s take on Honda’s CB500X. Not as good as a CB, but impressive – and great spec for £5k. 7/10 Feb ’21 YAMAHA yamaha-motor.co.uk, 01932 358000 Bike’s choice: sporty and engaging, yet friendly and fun – MT-09 is a proper device R1M £24,460 998cc inline 4 186mph 192bhp 40mpg MotoGP-derived electronics + track-focused superbike = incredible. Limited availability. 9/10 Feb ’21 R1 £18,810 998cc inline 4 186mph* 192bhp 40mpg Stiff, tall, high geared on road, but raciest of the race reps is special and peerless on track. 9/10 Dec ’19 MT-10 SP £16,510 998cc inline 4 153mph 152bhp 38mpg Already amazing MT-10 with R1 SP’s electronic suspenders. Great, if not obviously better. 9/10 May ’17 MT-10 £14,210 998cc inline 4 153mph 152bhp 38mpg Not as wild as some rivals, but cheaper, easier to ride, and still epic. Thinking rider’s supernaked. 9/10 Aug ’22 Niken GT £16,210 890cc inline 3 117mph 113bhp** 45mpg* Three-wheeler has more front-end grip than anything, fit motor, fine touring ability Ace, but odd. 8/10 Aug ’23 Tracer 9 GT+ £14,910 890cc inline 3 146mph 107bhp 57mpg The defining ‘mid-size’ upright sports-tourer. Not the cheapest, but easily the best. Fabulous. 10/10 Feb ’24 XSR900 GP £12,506 890cc inline 3 135mph* 117bhp** 50mpg* If this is the future of retro, sign us up. XSR in ’80s fag-packet sportsbike form is a glorious thing. 9/10 Jul ’24 Tracer 9 £11,010 890cc inline 3 146mph 107bhp 47mpg Adventurer presence, comfort, practicality – it’s a top road bike. High-spec GT worth the extra. 9/10 Apr ’23 XSR900 £10,610 890cc inline 3 130mph 107bhp 49mpg Ace MT-09 reworked into a convincing ’80s flat-bar superbike. Cool, fun, sexy, but a bit stiff. 9/10 Nov ’22 MT-09 SP £11,310 890cc inline 3 130mph* 117bhp** 48mpg Öhlins shock, classy forks, R1M paint job, brilliant engine. Superb everyday semi-supernaked. 9/10 Feb ’22 MT-09 £10,100 890cc inline 3 130mph* 117bhp** 49mpg* Top triple has new-found handling prowess and tech, but keeps its usable playfulness. Proper. 9/10 May ’24 Ténéré World Raid £11,910 689cc twin 120mph* 72bhp** 61mpg Mega Ténéré (below) with large tank and tall dirt-biased set-up. Better on trails, worse on road. 8/10 Oct ’22 Ténéré 700 £10,110 689cc twin 120mph* 72bhp** 55mpg* Fit MT-07 motor in Dakar-ish chassis. Charms on tarmac, rocks on trails. Tall, light, raw, but ace. 9/10 Aug ’23 Tracer 7 £8810 689cc twin 125mph* 70bhp 56mpg Super-fun MT-07 with practical niceties. The datum for all-rounder value. GT even better. 9/10 Aug ’20 R7 £8910 689cc twin 130mph* 72bhp** 56mpg* More than a faired MT-07. Lacks a bit of wow but properly sporty, ace in corners, fun, affordable. 8/10 Aug ’22 XSR700 £8260 689cc twin 119mph 70bhp 49mpg MT-07 in period costume. Proof retro looks can work with a modern dynamic. LC paint is great. 9/10 Jun ’16 MT-07 £7510 689cc twin 122mph* 74bhp 48mpg Fun, capable, perky, appealing, good value. Great bike, but Honda Hornet makes it feel dated. 9/10 May ’23 R3 £6405 321cc twin 102mph* 41bhp** 65mpg Light, revvy, fun-to-ride, well finished. Ability and spec fight for title of best A2 sportsbike. 8/10 May ’19 R125 £5302 125cc single 80mph* 15bhp 92mpg R1 looks, big bike feel, clever engine. Easy to see why they sell so many to enthusiastic teens. 8/10 May ’19 ZERO zeromotorcycles.com, +3172 5112014 Bike’s choice: SR/S is good enough to convert stubborn petrolheads SR/S Premium £20,495 electric motor 124mph** 110bhp** 242mpc Fast, torquey, smooth, hi-spec, great to ride. Range and charge time bearable. Price a bit salty. 8/10 Jul ’22 SR/F Premium £19,850 electric motor 124mph** 110bhp** 250mpc Quick, decent range, simple to ride, easy to like. Bit drab to look at, usual charging point issues. 7/10 Sep ’19 S £14,540 electric motor 86mph** 59bhp** 200mpc Simple commuter has basic chassis, slow charging and ain’t cheap, but costs peanuts to run. 6/10 Dec ’20 125

[ Our favourites ] Know How [ Try this ] One-piece leathers There’s nowt like the feel and protection of a proper suit Racing Absolute £2899.99alpinestars.com º Alpinestars’ top-of-the-range one-piece suits have evolved hugely during the 21 years I’ve been wearing them. They’ve become lighter and crammed with more safety features, including the invention of airbags. I’ve had my fair share of racing crashes wearing them – sliding down Thruxton’s sandpaper surface at 120mph, flying through the air at Phillip Island’s Southern Loop… the list goes on. But they’ve always protected me. This suit is undeniably expensive, but is ultra-light, tough and comfy. It’s made from kangaroo leather to the same giddying spec as Astars’ MotoGP suits and offers full CE AAA protection with CE rated Level 2 shoulder, elbow and knee armour. Happily, you can find them heavily discounted now there’s a new ‘V2’ version. MN Alpinestars Atem V4 £1259.99alpinestars.com º Pukka leathers make you feel like Marc Marquez every time you slip them on. And that’s exactly what the Atem V4 suit does. It has all the proper sliders and external protection, enough armour to feel nice and safe, and the whole suit is certified to the highest level CE rating. It feels premium too – it’s easy to get on without wiggling around like a fish out of water, and the stretch panels work nicely to accommodate for different body sizes (although be aware that sizes can come up on the small side, so try before you buy). The suit’s not exactly cheap, but doesn’t have the utterly monumental price tag of some (see below…). Alpinestars are in the process of updating their range so do some digging and hunting and there’s a chance of a deal – some dealers already have them under £900. CS RST Tractech Evo 4 £549.99rst-moto.com º This suit has all the things you want in a set of one-piece leathers: top-of-the-bill AAA rating, lots of armour, sliders and external plastic whatnots, and a dash of perforation for that one day in July when it’s over 14°C. The RSTs feel nice and safe, and that’s important. Hump and jazzy colours for the complete look-at-me experience outside the Bull & Bush too, which is also important. Perhaps the best bit, however, is that the Evo 4 has a slightly less aggressive cut than many other race suits. This means it’s more comfortable on bikes that don’t happen to be tiny 600cc supersports tools, and nicer to strut around in outside the aforementioned pub. You’re not drawn into a hunch while performing said strut. The Evo 4 has just been replaced by the even-more-betterer Evo 5, so there are mega deals to be had. MA ‘All manner of motorcycles and an old-school vibe’ ºNovice trackday riders often worry about their tyre pressures. I’d say that unless the weather is scorching, leave them at road pressures for your first few sessions. If you really pick up the pace later, talk to the tyre truck guy – they’ll give you precise info for your tyres, weight, speed and bike. And definitely ignore the wannabe racers saying you need 20psi! Dave Hewson, RapidTraining.co.uk coach 126

[ Events ] See, hear... Summer’s in bloom. Make the most of it. Mike Armitage suggests race meetings that make ace destinations British MotoGP Silverstone 1-4 August ºLook, I know it’s obvious and we say it every year. But this is your only chance to see the loudest, fastest, scariest circuit racing bikes in the world here in the UK, wrestled by the greatest riders. Go to the Day of Champions on Thursday to meet your heroes (and raise cash), and cheer when Marc Marquez wins (that’s my bet…). silverstone.co.uk Heritage Sprint Betteshanger Park, Kent 10-11 August ºSmall, enthusiast-run sprint race with all manner of motorcycles, an eighth-mile strip, straw bales, ice creams, and an old-school vibe. £11.50 to get in, or under 20 quid for the weekend, and only a fiver to camp. Displays, exhibitions, and live music on Saturday, too. heritagesprint.co.uk British Speedway GP Cardiff 16-17 August ºSideways, no brakes, and not much fear either. This year you can toddle along to practice and qualifying on the Friday from 3pm, and then witness the first-ever sprint race. Saturday has 23 quick-fire races. With a great atmosphere and uninterrupted viewing, it’s also indoors and starts at 5pm so is very family friendly, too. fimspeedway.com Tonfanau Road Races Tywyn, Wales 25 August ºThis glorious little circuit on an old army base only has four bike meetings a year. Ace spectating, super friendly, loads of classes, cheap to get in, plonked right near the coast, and there are mega roads there and back. Recommended. tonfanauroadracing.co.uk [ Tried & Tested ] Cleaning for lazy gits Vulcanet auto moto wipes Used for: six months Price: £36.99 Info: vulcanet.pro º Washing a bike always feels like a chore, and a waste of time that could be spent riding. Trouble is, I also like glancing back at my bike as I shuffle away and seeing the light dancing across gleaming contours and glinting off brightwork. Clearly the people at Vulcanet feel the same as they make these handy wipes. They say the wipes degrease, shift flies and tar spots, wash and polish in one go, trapping muck while they’re at it. You then give the surface a buff with the included microfibre cloth, leaving a shiny – and protective – finish. And you can use ’em on anything: paint, chrome, plastic, even riding kit. I’ve yet to find anything they can’t shift, and can’t remember where I left my bucket and sponge. There’s 80 in a tub and I use about four a time, so that’s maybe 20 thorough cleans; £36.99 isn’t cheap, but you won’t need polish. My only issue? It’s hard to image disposable wipes as the most planet-friendly cleaning solution. Bloody good, mind. Mike Armitage ÒËÅÉÑÆÆÃÔÆÑÐÖÊÇÉÑ°ÃÎÃÏÛÕÖÑÅÍÒÊÑÖÑ 127

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THE BEST BIKE OF THE BEST BIKE OF After big miles, trackdays, commutes and much bickering, it’s time to reveal…

Team Bike takes a momentous victory at the first round of the European Endurance Championship By John Westlake Photography Alain vande Craen This is our first win for nine years,’ says a stoked Ian Martin, Team Bike’s crew chief, engine builder and team manager extraordinaire. ‘I’m so pleased for the team. We genuinely don’t go to win – my aim is to make sure everyone has a good time. But obviously when you do win, everyone has a really, really good time.’ In the end, victory in the four-hour endurance event at the Paul Ricard circuit in the south of France was easy, after the only two teams able to match their pace dropped out through a mechanical problem and a crash. Team Bike eventually won by five laps. ‘I’m glad we were leading when they dropped out though,’ says Ian. ‘That’s so much better than inheriting a win.’ Given the team’s recent history of mechanical bad luck and near misses – they’ve had multiple seconds and thirds over the past few years – this race went remarkably smoothly, despite having a second rider who’d never seen the circuit, ridden at night nor ridden an RC30. ‘Yeah, it was a baptism of fire for Dan [Burnham], but he got on fine,’ says Ian. ‘He was three or four seconds off the pace of Lance [regular Team Bike rider Lancelot Unissart], but I kept telling him that I wasn’t interested in lap times, I just wanted him to be comfortable and play the long game. That’s what endurance is all about.’ Two RC30s ahead ‘We qualified third in our class,’ continues Ian, ‘with those two rival RC30s ahead of us. Lance started and immediately overhauled them – he went two seconds a lap quicker than he did in qualifying. That’s the way to do it – in a four-hour endurance race, qualifying means nothing. We had a seven second lead when Dan took over, then one of the other RC30s had rectifier problems and because it was dark by then that put them out – the battery went flat immediately so the lights went out. ‘The remaining RC30 had just overtaken us when we pitted for a new tyre, and they did as well. When we came out we were a minute in front – we’d gained a full minute in the pits. That’s exactly what we wanted because we’d been practising our pit stops a lot – endurance racing is a team sport. Lance was on the bike again and we were pulling ahead when they crashed.’ Perfect race ‘From then on, everything went perfectly and Dan brought it home,’ Ian adds. ‘Lancelot was in the pits with us and he gave me a massive hug and said “finally!” because he’s had fourths, thirds, a couple of seconds and has been leading races when we’ve had problems. So it was lovely for him to take our first win since the Bol d’Or in 2015.’ [ Team Bike ] ‘We won!’ Oh yes! Team Bike celebrate with their gorgeous RC30s. That’s new team rider Dan Burnham on the left, old hand Lance Unissart is on the right. Team manager Ian Martin is in the centre Oh yes! Team Bike celebrate with their gorgeous RC30s. That’s new team rider Dan Burnham on the left, old hand Lance Unissart is on the right. Team manager Ian Martin is in the centre Dan Burnham is chased through Paul Ricard’s maze of paint by a GSX-R1000 K1 (in a different class, thankfully) Dan Burnham is chased through Paul Ricard’s maze of paint by a GSX-R1000 K1 (in a different class, thankfully) 130

‘We don’t go to win. But when we do win, everyone has a really good time’ Half the race is in the dark so #26 should really turn on their lights… Besides the team’s valiant efforts during the race, another key reason for the success was Ian’s work all winter. ‘I built two new bikes because the ones we used last year weren’t our first choices. Now we’ve got our best engine back – we spent a fortune on it and got it exactly where we wanted it and knew it would be reliable.’ Ian built a second bike to the same spec from parts he’s been collecting over the years. The only parts he had to buy were a crank and con rods. ‘They were a huge expense,’ he says. ‘Balanced and with shells, they cost about £7000. We’ve used RC24 [VFR750F] engine cases because they’re the same casting and they’re £40 rather than £1000 for RC30 cases.’ Hopes are high for the next round in Pau, France, on July 12-14. ‘We’ve got Casey [O’Gorman – the 17-year-old hotshot who was six seconds a lap faster than ex-GP rider Stéphane Mertens on the same bike at the Classic Bol d’Or last year], which means we could get the fastest lap time overall [not just in class],’ says Ian. Bring it on… Thanks! Team Bike runs thanks to the generosity of dozens of companies. These are just a few team boss Ian Martin highlighted: ºDunlop, for their amazing D213GPs – Lance posted a fastest lap after two hours racing on the same tyres ºRupesrewires.com and Danik UK ºSpeed Couriers, Irish Ferries and PDQ ºGT Performance Engineering 131 Know How

Our long-term test Triumph Tiger 900 GT Pro reveals a smoother, sportier side on a flying visit to the Isle of Man Words and Photography Martin Fitz-Gibbons I t’s easy to take for granted – perhaps occasionally forget – that there’s a land just a short ride away where you can ride as fast as you like. Where there’s a world-famous race course you can ride any time you like. As often as you like. For free. It’s been 20 years since I first made the trip – heck, let’s call it a pilgrimage – to the Isle of Man. It felt mythical, exotic, a faraway world where regular rules no longer applied. And while some of that’s still true, Triumph’s Tiger 900 GT Pro makes it seem a lot closer. Home to Heysham is four hours. On the Tiger they pass with sublime ease, adjustable screen pulled up high, cruise control keeping speeds clean, and standard-fit heated grips and seat batting away the chill from showers. The most glaring, glorious improvement is how smooth this updated model is. On the old 900, the T-plane crank generated a load of intrusive lumpiness once it got spinning in the top half of the revs. Now there’s no unpleasant vibration at all. Triumph say this is purely down to new rubber-mounted ’bars, but the difference feels more fundamental, like some of this year’s engine updates might also have contributed. I reach the ferry terminal with 205 miles showing on the trip, and the Tiger’s dash claiming there’s still 50 miles left the tank. Incredible: that’s getting on [ Out and about ] Mountain Tiger Outside ðäáÔëßç ëâðäáÅëó after getting a moo-ve on àëóêðäá mountain [stop it – Ed] Tiger is tied up on the ferry. Mind the ìÝåêðóëîç for nearly 60mpg. Triumph say this year’s 900 is 9% better on fuel – not the most thrilling factoid on paper, but being able to go 9% further between stops does make a tangible difference. I ride on to the Steam Packet Company’s brand-new luxury flagship ferry, the £80 million Manxman, where the Tiger is tied to a foam-covered railing with a piece of thick string. Some things don’t change in 20 years. Next morning, I have a few hours before meeting TT racer Dean Harrison for a feature (last issue). The skies are grey, the roads still damp from yesterday’s downpour. But it’d be sacrilege to not attempt a lap. Pit lane is eerily empty, the long row of vacant fuel filling towers just a few weeks from jam-packed bedlam. I plunge down the legendary Bray Hill at a heady 28mph, remember to turn right at Quarterbridge and Ballacraine, then settle in for a long game of ‘ooh, this looks different on the telly…’ There are short squirts of derestricted road between Douglas and Ramsey, but the best riding is up on the mountain. Sadly, the first half is closed for a media event (bloody journalists, etc), but a back road leads me to the Bungalow, the Victory Café and the Joey Dunlop statue. Set the Tiger to Sport mode, and away we go… 132

‘It’s bliss: a near-empty A-road with the freedom to ride as fast as I choose’ It’s not every day you can pootle into an empty pit lane next to a public road A moment with the mountain king. Took 24 years for Joey’s win tally to be beaten – and by his nephew Bray Hill. Only going about 140mph slower than the racers It’s bliss: a near-empty A-road twisting and turning across stunning topography, with the freedom to ride as fast as I choose. The Tiger’s pepped-up motor can definitely be felt, with new-found liveliness over 7500rpm and peak power up from 94bhp to 107bhp. The T-plane’s offbeat exhaust note is still encouragingly throaty, too. Throttle on the stop for the downhill run from Kate’s Cottage to Creg-Ny-Baa, quickshifter tapped through to fifth gear, nearly 130mph written large on the new dash. I pull over at the famous pub feeling all giddy. And then perspective hits: the top racers AVERAGE that speed. For six laps. Utterly, bafflingly, impossibly ridiculous. MFG 133 Know How

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How can a track walk make a BSB racer go faster? Rapid Honda’s Franco Bourne and his crew chief Dave Hewson explain By John Westlake Photography Rapid Honda and Mike Armitage Turn up on a Thursday or Friday evening at a British Superbike round and you’ll see riders and crews wandering round the circuit, apparently out for an evening stroll. Others will pootle along on pushbikes. But aside from getting some fresh air, what are the benefits of track walks and cycles when they’re 150mph slower than the main event? Surely it all looks and feels very different on a bike at full-chat? ‘Yes, that’s true, but from a technical point of view, they’re really important,’ says Dave Hewson, crew chief of Bike’s favourite BSB team, Rapid Honda. ‘For example, you might see something on the data and you don’t know whether it’s a bump on the circuit or something Franco [Bourne, Rapid Honda’s rider] is doing. Franco will say “the bike’s doing this”, which can be confusing unless I know that corner has ripples through it – Charlies at Cadwell is a good example of that. And unless you’ve walked round the Shell Oils hairpin at Oulton Park, you can’t understand the extent of the camber and how much it drops off on the exit – you can’t see that from the TV, and it really affects the grip and how the bike reacts.’ [ Racing ] Time to go kerb crawling ‘What was that åêðäáðîááïĊ Franco tries to put Superstock rider Tom Ward off his track walk ‘What was that åêðäáðîááïĊ Franco tries to put Superstock rider Tom Ward off his track walk 135 Know How

‘It’s about noticing the things you wouldn’t see when riding at 100mph – it’s the fine details I’m looking for’ Look backwards The walks also give Dave and team rider coach Pete Boast a chance to chat to Franco about how he’s tackling certain corners. Boastie and Dave have nigh-on 70 years of racing experience between them so they know a few tricks… ‘It’s important to look through the corner backwards, from the exit,’ says Dave. ‘You know where you want to finish the corner – say, on a particular piece of kerb – then you can look back through the corner and see where you need to start. Sometimes this unlocks a corner, especially when you’re learning a circuit. ‘Also, you can feel gradients much easier when you’re walking. For example, at Brands, you realise the slope into Druids is so steep that you can brake incredibly hard because the bike won’t pitch up as it’s driving into the slope.’ Braking markers For Franco, the walks are often about finding better reference points. ‘It’s about noticing the things you wouldn’t see when you’re riding at 100mph,’ he says. ‘So you see some markings on the tarmac and you remember them as possible braking markers or turn-in points. It’s the fine details I’m looking for.’ ‘That’s especially important at wide circuits like Donington,’ adds Dave, ‘where it’s often difficult to find a reference point close to the track. ‘It’s not like the TT where for the first two-thirds of the circuit there are reference points everywhere [Dave is an experienced TT racer]. I was always better at that bit – when I got to the Mountain and the stone walls disappeared I wasn’t so good.’ [He’s done 120mph laps, so he can’t have been that shabby – Ed.] Kerb crawling Kerbs are also a common subject of discussion. ‘I look to see whether they’ve got sandy paint which will probably give as good grip as the tarmac,’ says Franco, ‘or the smoother, less grippy paint. Also, I’ll look at what’s over the other side of the kerb; whether there’s a drop-down I need to avoid. ‘At Donington last year the new tarmac at the Foggy Esses was laid too high for the kerbs, so if you cut the kerb there was a three-inch drop on the other side. I noticed that on the track walk and obviously made a mental note not to hit it. It was good that I did, because you couldn’t see it on the bike. ‘I’m also looking at the surface to see how it’s changed from the last time I was here. Cars race at a lot of the tracks we use, and they ripple the surface so it’s worth checking. I often get down low and look along the surface because if you just stand and look down, you won’t see them.’ This season Rapid Honda have taken track walks to the next level by encouraging the entire team to stroll round each circuit, so everyone can contribute. ‘Getting other people’s opinions is always a good thing,’ says Franco dutifully. There’s a pause. ‘Well, unless they’re stupid opinions.’ Lovely evening for a stroll with the Armada Marine Cables Honda Superstock team 136 Know How

Back in the paddock and Franco hops in the ice bath. Track walks are clearly hard work… Track walks? Easy. Chassis set-up software a bit less so Notes are made. Still trusty ol’ pen and paper Something strange on the data? The track walk can help find the cause Something strange on the data? The track walk can help find the cause Time to put that track walk knowledge to the test as Franco heads out for practice

PIC: DUCATI Ǯ Ahead of its time ǰ Cunningly conceived, deliciously presented, the right name on the tank… and a huge failure. But now the world’s retro-mad this Ducati is a bike in demand Who knew the retro thing would get as big as it is? Triumph did, presaging this mammoth boom as early as 1993 (Bike, May), albeit a trifle unwittingly. Ducati, curators of a long line of handsome, storied machines from the 1970s, embraced the market slot tightly with their now sprawling Scrambler range in 2015 – but they dipped toes in the water a decade previous. The Bologna firm hinted they might have a grasp of monetising famous names and glorious history as far back as 1986 with the 750 Paso. Named after 250 and 350 Grand Prix contender Renzo Pasolini (killed in a horror crash at Monza in May 1973, which also claimed Finnish star Jarno Saarinen), it was a heartfelt tribute to a great rider, but a slightly odd fit brand-wise in that Paso’s career was spent largely on Aermacchi and Benelli machinery. The factory’s connection with Mike Hailwood was stronger. Mike (the Bike) won the 1978 F1 TT for Ducati in one of the great comeback rides of all time, and the factory made the most with a 900 Hailwood Replica (1979-1986). They revisited this fruitful relationship in 2001 with the MH900e, of which 2000 were produced. It sold out in short order – so sensing there might exist a wider market for legacy machinery, Ducati moved to turn heritage into hard cash in 2005. Triumph’s Bonneville had emerged in 2001, the sportier Thruxton variant in 2004, so the time was surely ripe for aggressively revivifying their rich back catalogue. They dived in with the SportClassics in 2005 (2006 model year): a PaulSmart 1000 LE and a 1000 Sport. The Smartie bike was a ringer for a 750SS replete with Azure Blue frame and silver tank, the 1000 resembling a 750S in Giallo Ocra (yellow ochre); both contemporary retakes on 1973 machines. The pair looked faithful enough to arrest attention, modern enough to cause interest in the riding experience. They used the 992cc two-valves-per-cylinder, air-cooled V-twin with around 85bhp and torque in the low sixties pound-feet, so lively enough for entertainment. Brakes were substantial 320mm discs up front with four-pot calipers, the steel trellis frames were connected to decent suspension, and the dynamic was light and engaging. And no one cared. Single-seat sportsbikes with clip-ons, their riding position was focused not on comfort but attitude, and the pricing affected eyebrows. Adding a 1000 S (above) with a pretty half-fairing didn’t help due to a torturous riding position. Surprisingly, the arrival of a GT with higher ’bars and dual seat didn’t help either. SportClassics bombed. Successful retros, it turned out, sold best in a polite, comfy slipper, easy-access guise. As with all two-wheelers the retro class has ‘developed’ to become ever faster and fancier, however, and now the SportClassic is in demand. The world wasn’t ready for well-crafted, beautifully presented, significant visitors from a bygone age – with impeccable sports credentials – back then. It is now. Mark Graham 2006 SportClassic 138 Know How

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