BIke UK - August 2024

HOURS, PEOPLE, …and a wide-eyed bloke from POSTS… Bike. We send Isle RI{0DQYLUJLQTom to marshal at this year’s TT By Tom Jackson Photography Sean Corlett/IOMTTPICS and Markspics As far as the eye ßÝêïááÝßëêòëõëâ marshals makes its way up the mountain to take their posts for Saturday’s races. This is at Creg-ny-Baa looking towards Gob-ny-Geay As far as the eye ßÝêïááÝßëêòëõëâ marshals makes its way up the mountain to take their posts for Saturday’s races. This is at Creg-ny-Baa looking towards Gob-ny-Geay As far as the eye ßÝêïááÝßëêòëõëâ marshals makes its way up the mountain to take their posts for Saturday’s races. This is at Creg-ny-Baa looking towards Gob-ny-Geay 51 hey’re the lifeblood of motorsport. An orange-clad army of volunteers who are the eyes and ears of race control, the first on the scene at an incident, and keep racers and the public safe. But the number of marshals at the Isle of Man TT is on a different scale to circuit events. There are over 1600 marshals at this year’s TT. A minimum of 576 are needed for each session – yes, five hundred and seventy-six – across 260 posts; any fewer and the TT can’t run. It’s why hundreds of people descend on the Isle of Man every May and June. Some have done so for more than 40 years; even the Isle of Man lieutenant governor, Sir John Lorimer, and his wife Philippa are marshals. I’ve never been to the TT. But this year I’m joining them… 51 Marshalling at the TT

Keep it steady, lad. The yellow flag is held static while the junction is made race-ready Calm and camaraderie before the action begins Tom collects his warrant card. Thought he was picking up the tab? No chance… Tom loves a bit of hi-vis. Who doesn’t? New long sleeves on this year’s kit 52 Marshalling at the TT

‘There is a misconception that you have to do the whole event. Some do, but others only do a few days’ Without whom… ‘My bucket list’ º Simon Kiernan travelled from Brisbane to marshal at the TT for the first time and tick off ‘the big one’. ‘The TT is on most Australian rider’s bucket list,’ he says. ‘I’ve wanted to come here for more than 30 years, since reading about Joey Dunlop as a child. I do a lot of marshalling back home, including MotoGP and World Superbikes at Phillip Island since 2010. But this is the big one.’ Simon’s marshalling at a range of posts. For Wednesday practice he’s at Birkin’s Bend, but he’s also booked for sessions at Churchtown Memorial, Guthrie’s Memorial, The Verandah and Brandywell. ‘It’s the best way to get the full Isle of Man experience,’ he says. ‘My summer holiday’ º David Ecob is marshalling with four broken fingers and eight fractured ribs after a 115mph trackday off at Castle Combe seven weeks ago. ‘I’ve marshalled at the TT and the Manx Grand Prix for five years. They’re my summer holidays.’ David had a busy Wednesday night at after the sidecar incident. ‘The road was closed at Birkin’s Bend, so we had to clear traffic on the Orrisdale loop into a campsite so the course car could divert. The idea was for the loop [a single track] to be one-way, but that didn’t happen – and the traffic met in the middle. Some of the public in the jam helped move vehicles into two side fields. I then walked to the other end of the traffic to ensure no more cars came down, and helped people turn around in farmers’ gates.’ Only at the TT. Without whom… First job was to sign up to Isle of Man TT Marshals, the company that recruits volunteers for the TT and the Manx Grand Prix, and to sit two online training modules. These passed (phew), I’m invited to select the days I’d like to marshal. After weeks of increasing excitement and anticipation, practice week finally arrives, and I head to the TT Marshals tent to sign on. I receive my warrant card (ooh, official) and tabard (Been there, got the tabard, anyone?), and meet chief marshals Andy Priestley and Jane Corlett. ‘It’s a year-round effort to recruit marshals,’ says Andy. ‘The TT finishes, we pack down, reset the computer, then open sign-up for the Grand Prix. Once that’s finished, we evaluate what worked, what didn’t, and open sign-up for the TT.’ And their efforts are reaping rewards. I’m one of 1622 marshals who have signed on across the 2024 event so far, and the total’s rising – in the corner two people are sitting the training modules. Each session has between 800 and 1000 marshals; my first will be Wednesday practice alongside 919 others. ‘People come from around the world,’ continues Andy. ‘New Zealand, Australia, India, the USA, Azerbaijan, Brazil, Argentina… There’s a misconception that you must do the whole event. Some do, but others only do two or three days [like me] – and that’s fine. ‘Two twin girls stayed up until midnight on their 16th birthday just to push the button to register – they were so desperate to marshal.’ TT Marshals has been trying to appeal to younger audiences with more online content and school visits, so it’s clearly working. Beware the peacock A total of 94,000 hours go in to marshalling the TT, and research last year found the chances of a marshal witnessing an incident was one in 34,000. But that doesn’t mean TT Marshals rest on their laurels. ‘We’re always reviewing what could happen, what has happened, and what we can do to make a difference,’ says Andy. ‘It’s why every marshal has a new, long-sleeved tabard this year – the sleeves mean you’re more visible to the riders if you’re in the road sideways on.’ I’m down to marshal at Ballacraine this evening. It’s an interesting location – as well as having the former pub made famous by George Formby in No Limit, it’s a travelling marshal point so if a rider is black-flagged they can be pulled in, or if there’s a red flag it’s a gathering point. And there’s the peacock strategy… ‘There would be a peacock at the farm on the corner, and on the other side of the course a peahen,’ says Jane. ‘You could guarantee that shortly before a rider is due to come through, you’d hear the peacock… and the next minute it’s on the gate. But you can’t put a yellow flag out because it would put the riders off. If the peacock jumps into the road, we put out the yellow. But you can’t enter the track, so we hope the peacock crosses quickly, put a static yellow flag out while it does, and if there’s a bike coming it turns into a wave. Once it’s across, flags in.’ From road to racetrack There are no randy peacocks as I arrive at Ballacraine at 5:30pm, a cross-roads seven miles into the lap. There’s lots of traffic though, the locals trying to beat the 6pm closure. It eases as the hour arrives, and 53

‘Orange or lemon drizzle cake? Lemon drizzle, every time…’ Honda’s Dean Harrison and John McGuinness share the riders’ perspective on the marshals º I put it to Harrison that marshals are unsung heroes. ‘Yeah, massively. They’re our eyes and ears on the ground. They’re all really nice people and so enthusiastic. I don’t think I’ve ever met a bad one – I’ve broke down a few times and the marshals always have a flask of tea, box of buns, biscuits… As much as it’s like a job, it’s a hobby for them at the same time. And if you can make a job a hobby, life is good.’ McGuinness concurs: ‘You have no idea what’s around the corner, so you take the yellow flags very seriously. Stationary yellows are different to waved yellows – waved yellows mean marshals may be in the road and you must take care. It’s frowned upon to go whizzing past marshals, rightly. It can be frustrating when there isn’t a marshal on the road and a yellow flag’s out, and you think “what’s that for?”. But it’s better that they’re cautious, if they think there may be oil, water or something on the road – they’re looking out for us.’ chief sector marshal Andy Lees hands me the yellow flag to display static while barriers and straw bales are put in place. The road is checked for debris. Spectators claim their spots. A resident makes some finishing touches to his makeshift grandstand with a disc cutter, cigarette in mouth… With closures in place, spectators in position, grandstand safe and no pesky male peafowl, I retract the yellow and retreat behind the bales. We’re ready for Superbike and Superstock practice. Hush descends, the tannoy commentary takes over… it’s all become very real. Deputy sector marshal Ian Thompson assigns me my role. Yes, I’m on the broom. At 6:30pm Honda’s Dean Harrison is on the start line, waiting for the tap on the shoulder… and he’s off, followed by Jamie Coward, John McGuinness and the rest. I’m told Ballacraine is taken in second gear at about 70mph, which seems far-fetched – walls line both sides of the road, not to mention the ex-pub. And we start to pick up the scream of superbikes through the trees. Suddenly Harrison and Coward are heading towards us at full speed. Hard on the brakes, down four gears, there’s no way they’re stopping in time… yet they beeline to the apex, drive hard through the corner and disappear. Wow. But no time to dwell, here comes McGuinness. And everyone else. A few riders come down the escape road to check their bikes. Two turn around and rejoin; one disappears beyond the barrier at the end of the escape road (there’s a route back to the paddock via public roads). It’s such an assault on my senses that I almost need a kick to remember to look for smoke and dribbling fluid as each bike passes. And then it’s quiet. Superbike and Superstock practice is done. Another marshal appears over my shoulder with cake: ‘Orange or lemon drizzle?’ Lemon drizzle. Every time. Instinct takes over Supersport and Supertwins practice begins at 7:20pm, with dark clouds gathering – the only drizzle we want is the cake, thanks. I take an instinctive step back as one rider dives up the inside of another. I’ve almost got used to the speed, but this guy looks like he’s in too hot and on completely the wrong line. Ah. It’s Michael Dunlop. ‘They’re looking out for us’ John shows his annoyance that Tom didn’t bring back a slice of lemon drizzle It’s a front-row seat to the action – and without a sufficient number of marshals it can’t go ahead 54 Marshalling at the TT

‘It’s known as Ballacake’ º The excellent cakes at Ballacraine were baked by Sarah Priseman, who has marshalled at the TT since 2012. She got into marshalling through friends, but has also worked as a medic at the TT having previously volunteered with St John Ambulance. ‘I love baking cakes and thought one day I’d bring some up to the post,’ she says. ‘It went down very well and it’s gone from there. I’ve even baked cakes for people who have marshalled here, for their birthdays. We’ve all got into the habit of bringing snacks, sweets, biscuits and cakes – it’s become known as “Ballacake”.’ A bench at the junction carries the ‘it’s always tea time’ quote from the Mad Hatter in Alice in Wonderland. ‘That’s in memory of a man who used to be our flag marshal,’ says Sarah. ‘Sadly, he passed away a few years ago, but he loved his tea and cakes, and that message was added to the bench as a tribute to him.’ ‘It’s known as Ballacake’ º The excellent cakes at Ballacraine were baked by Sarah Priseman, who has marshalled at the TT since 2012. She got into marshalling through friends, but has also worked as a medic at the TT having previously volunteered with St John Ambulance. ‘I love baking cakes and thought one day I’d bring some up to the post,’ she says. ‘It went down very well and it’s gone from there. I’ve even baked cakes for people who have marshalled here, for their birthdays. We’ve all got into the habit of bringing snacks, sweets, biscuits and cakes – it’s become known as “Ballacake”.’ A bench at the junction carries the ‘it’s always tea time’ quote from the Mad Hatter in Alice in Wonderland. ‘That’s in memory of a man who used to be our flag marshal,’ says Sarah. ‘Sadly, he passed away a few years ago, but he loved his tea and cakes, and that message was added to the bench as a tribute to him.’ The weather mercifully holds as Sidecar practice begins at 8:10pm and they’re soon on my scene, the braking effort and energy just so, so impressive. So too is the site of the passenger repositioning for the corner, popping their head out like a meerkat out of its burrow. But with 10 minutes to go a call comes on the radio: red flag; incident at Bishopscourt. We wave a sidecar into the gathering point, and two travelling marshals soon arrive to escort them back to the paddock. Normality returns The course car passes through a short time later, and it’s time to reopen the roads. Traffic builds and the junction is bedlam again. The switch from racetrack to public road is almost a shock. I wait at the pickup point, but our minibus doesn’t arrive – turns out it’s stuck on a detour around Bishopscourt. We hitch a lift back to the paddock. Anyone’s first visit to the Isle of Man is bound to be memorable. But surely I have lost my TT virginity in the best way possible: on the front line, from an exclusive vantage point, and – the best bit – doing something to help the event. A massive responsibility, but hugely rewarding. It felt like a once-in-a-lifetime experience… but it isn’t – my training is valid until 2027. I’ll be looking to sign up next year – and you can do the same at iomttmarshals.com. DSM Ian Thompson keeps an eye over Tom’s flag-handling 55

‘THEY ARE CONTROLLING THE UNCONTROLLABLE!’ MotoGP’s latest superstar Pedro Acosta is a huge fan RI{WKH77sDQGFDXJKWWKHEXJRII3HWHU+LFNPDQ By Mat Oxley Photography Gold & Goose and Pacemaker Press pain may be the home of MotoGP, but the Isle of Man TT means little to Spanish fans. Why? Because the country lost one of its earliest racing heroes at the TT. Santiago Herrero was leading the 1970 250cc world championship when he was killed during that year’s 250 TT. Spain’s motorcycling federation reacted by banning Spanish riders from competing on the Island. The ban still stands, so any Spaniards determined to tackle the Mountain course must get their race licences from elsewhere. This hasn’t stopped stellar MotoGP rookie Pedro Acosta from becoming a massive fan of the TT, and of Michael Dunlop in particular. So, what got the Moto2 and former Moto3 world champion into the thrill of racing between the hedges? ‘I used to train at Cartagena, when the BSB guys used to go there to do winter testing,’ says the 20-year-old. ‘Man, you cannot imagine how fast these guys were! I remember maybe three years ago, [Bradley] Ray made a one-minute 31.9-second lap. Man, I was riding my stock bike, making 34s, giving my 120%! ‘Peter Hickman was there with his BMW and we became friends a bit. In January they had some trackdays at Navarra, only for pro guys. Hickman was there and I really enjoyed talking with him. ‘During one conversation he showed me an onboard lap – he closed his eyes and said: “Okay, you need to go to the right here to get the line for the left…” I was, like, man, how much control do these guys need to have when they see all the houses and the walls around them. They are controlling the uncontrollable! This was something that started to give me some energy to see these races. ‘Then I started reading about Michael Dunlop and the history of his father and uncle. I really started to focus on that and started to become a fan of Michael’s, because I saw that he builds his own bikes and rides with his own team, and then I saw his celebrations – going into the bar and getting a beer! ‘This is real racing and these are the characters – this is the TT! We need something like this in MotoGP – it’s something I love! 56 SPECIAL EDITION

‘Also, when you watch videos of the TT you see all the riders smiling, even though they are conscious that they can die at any moment. They want to destroy each other and win the races but you don’t feel that – they have a huge respect for each other because they know they all risk their lives for this. This is also something I love! ‘The TT is another sport from MotoGP. You cannot understand how much focus and effort they need to put in, just for one lap. Also I saw that Michael did the Le Mans 24 Hours – in interviews he was talking about the TT and saying that they are similar, because when you have a 60km track it’s difficult to maintain focus and keep pushing for the whole lap. It’s just going, going, going! A bit more, a bit more, a bit more! Go, go, go! I really love it, it’s completely unbelievable. ‘MotoGP guys are not ready to do the TT, because if we run wide we go on to the green paint, we go off the track, we come back on to the track and that’s it. I don’t think I will do the TT – us MotoGP guys are not prepared for that.’ Trying to comprehend the focus needed for racing on almost 38 miles of public roads Where it all started: getting to know Peter Hickman at trackdays in Spain Acosta’s a fan of Michael Dunlop – from prepping his own bikes to a victory beer ‘Es increíble’: Pedro shares his admiration for TT racers while watching an onboard lap TT winner Mat talks Pedro through his victorious ride 57 Acosta on the TT

58 SPECIAL EDITION

SO MANY LEGENDS, SO MUCH HISTORY Few brands have the legacy, cachet and desirability of Norton. We take their latest flagship on a road trip – and get to ride perhaps the most exceptional Norton of all… By Mike Armitage Photography Chippy Wood 59 orton have some serious TT heritage. When the very first Tourist Trophy races kicked off 117 years ago, the multi-cylinder class was won by Rem Fowler riding a Norton. It featured a V-twin Peugeot 726cc engine with about five horsepower, no clutch or gears, direct drive by a leather belt, and pushbike-style pedals. And pushbike-style ‘brakes’, too. Fowler had so many issues during the ten-lap race on unpaved roads – punctures, failed plugs, knackered belts – that he decided to pull out, and only carried on when a spectator told him that he had a half-hour lead. His fastest average lap was 42.91mph. Teasing the twistgrip and experiencing what appears to be a shift in the space-time continuum, I wonder what Rem would make of this latest Norton V4SV. With a whopping 941 times the horsepower-per-cc of his TT-winning racer, the 1200cc, 185bhp V4 has so much firepower that you never more than gently caress the throttle. At low revs the response is soft, friendly, polite – but then in the midrange strides forward on a torrent of gargling torque. There might be other superbikes with claimed figures that are even more preposterous, but the V4SV’s grunty delivery is usable on the road. Yes, it’s still stupefyingly fast and needlessly powerful, but on this warm, sunny, late-spring morning my head isn’t as frazzled as I expected. Or as it is when trying to get into the feel-good bit on revvier and more demanding rivals. I feel like I can dip a toe into the bottomless lake it offers without feeling like a terrorist. It helps that the V4 is steadfast. Norton claim the chassis was developed on the Isle of Man – they raced various V4s at the TT under their previous dubious leadership – and while it’d be easy to dismiss this as opportunistic marketing there’s no questioning the bike’s manners. Flighty, nervous and fidgety do not describe how the V4 rides. Secure, composed, and confidence-inspiring do; I’m able to wind on the gas out of tight turns on lumpy back roads without suffering waywardness or bruised thumbs. As the range-topping high-flying flagship there are premium parts attached to the hand-made frame. But the V4SV is also a orton have some serious TT heritage. When the very first Tourist Trophy races kicked off 117 years ago, the multi-cylinder class was won by Rem Fowler riding a Norton. It featured a V-twin Peugeot 726cc engine with about five horsepower, no clutch or gears, direct drive by a leather belt, and pushbike-style pedals. And pushbike-style ‘brakes’, too. Fowler had so many issues during the ten-lap race on unpaved roads – punctures, failed plugs, knackered belts – that he decided to pull out, and only carried on when a spectator told him that he had a half-hour lead. His fastest average lap was 42.91mph. Teasing the twistgrip and experiencing what appears to be a shift in the space-time continuum, I wonder what Rem would make of this latest Norton V4SV. With a whopping 941 times the horsepower-per-cc of his TT-winning racer, the 1200cc, 185bhp V4 has so much firepower that you never more than gently caress the throttle. At low revs the response is soft, friendly, polite – but then in the midrange strides forward on a torrent of gargling torque. There might be other superbikes with claimed figures that are even more preposterous, but the V4SV’s grunty delivery is usable on the road. Yes, it’s still stupefyingly fast and needlessly powerful, but on this warm, sunny, late-spring morning my head isn’t as frazzled as I expected. Or as it is when trying to get into the feel-good bit on revvier and more demanding rivals. I feel like I can dip a toe into the bottomless lake it offers without feeling like a terrorist. It helps that the V4 is steadfast. Norton claim the chassis was developed on the Isle of Man – they raced various V4s at the TT under their previous dubious leadership – and while it’d be easy to dismiss this as opportunistic marketing there’s no questioning the bike’s manners. Flighty, nervous and fidgety do not describe how the V4 rides. Secure, composed, and confidence-inspiring do; I’m able to wind on the gas out of tight turns on lumpy back roads without suffering waywardness or bruised thumbs. As the range-topping high-flying flagship there are premium parts attached to the hand-made frame. But the V4SV is also a The V4SV in limited edition ‘588’ form. Expensive? Very. But it’s quite a thing 59 Riding the Nortons

NORTON V4SV 588 Price: £51,999 Engine: DOHC ffl"ò#ffŽØ Capacity:fflffffiffißß Compression: 13.6:1 Fuel system: áåãäð™ìëåêðåêæáßðåëê Power: 185bhp Torque:%ffèÞâð Wet weight: ffffi"çã ENGINE ÐëîðëêĊïfflffffiffißßØ œ$ffô!"$ééñïáï ðåðÝêåñéåêèáðòÝèòáïÝêàÝäáÝàõfflfi"ffl ßëéìîáïïåëêîÝðåëÔåàá™Þõ™óåîáïõïðáéäÝï åêàåòåàñÝèßëêðîëèëòáîáÝßäÞÝêçëâßõèåêàáîï ÓñåßçïäåâðáîÝêàÝñðë™Þèåììáî NO PLASTIC ÃèèðäáÞëàõóëîçåïßÝîÞëêâåÞîá åêßèñàåêãðäáffl!™èåðîáâñáèðÝêçóäåßä èåòáïñêàáîðäáïáÝðÝêàåïîáåêâëîßáà óåðäçáòèÝîÃèèðäáâåôåêãïßîáóïÝîá áðßäáàóåðäðäáÐëîðëêèëãë ALL THE ALLOY ÖäáÝèñéåêåñéâîÝéáåïÖËÉ óáèàáàÞõäÝêàðäáïóåêãÝîé åïéÝßäåêáàâîëéïëèåàÝêà áòáîõðäåêãåïäÝêà™ìëèåïäáà ÈëîçÝêãèáÝêàëââïáðÝîá ÝàæñïðÝÞèáÝïåïðäáïóåêãÝîé pivot point. ‘Something about that scripted logo just feels special – especially slapped on a certain white bike’ focused sportsbike, meaning the suspension set-up is stiff. At low speed you can accurately gauge the thickness of overbanding. Let the inspiring front end and solid composure entice evermore corner speed, get greedier with the strong front brakes, and the quality of the Öhlins is revealed. You sense the lush oily damping and feel the measured control through the stroke. Even a thick-skinned imbecile like me can tell this is top-drawer stuff. Which is a good job, as this bike costs £51,999. With all its lovingly machined parts, exotic materials and exclusivity, your common or garden V4SV starts at £44k – but today I’m riding the new ‘588’ limited edition, made to celebrate Norton’s 125th anniversary. And this means paint inspired by the F1 rotary-engined sportsbikes and the RCW588 and NRS588 racers that turned British Superbikes on its head in the late ’80s and early ’90s (or TT F1, or Supercup, or whatever they happened to call it that year). Gold OZ wheels and a commemorative crest on the seat unit, too. I’ve never ridden a bike that attracts so much attention from other road users, pedestrians, even my usually disinterested family members. Thing is, it’s not just all the bling. Much of the V4’s allure is from that name on the tank. ‘Ooh, it’s a Norton,’ says… well, everyone. All those iconic models, all that history. No question the V4SV 588 is exceptional, but something about that scripted Norton logo just looks – and feels – special. It’s almost romantic. Especially when it’s slapped on a certain scruffy white bike. The reason for my invigorating V4-powered morning ride is that I’m excitedly heading to ride perhaps the most special of all Nortons: Steve Hislop’s 1992 Senior TT-winning rotary – the White Charger. I remember standing at Goddards at Donington Park and watching the JPS bikes streaking on to the finish straight. The look, the speed, the smell – and of course the noise. The rotary Nortons sounded like nothing else. And I was at Donington again in 1991 when Ron Haslam got a wildcard in the British GP, riding the 588cc 60 Riding the Nortons

THE INFAMOUS EJECTOR Rotaries run hot. Brian Crighton, the bloke behind Norton’s racers, came up with the ejector exhaust. It uses the pipe’s venturi effect to speed up gas flow, drawing cool intake air between the rotors and delivering it to the carbs. Sucking out heat and drawing in air, it makes the engine both cooler and more powerful. It also sounds ace… and is bloody loud. SMOKING Rotaries use oil in the fuel for lubrication, like a two-stroke. Ratio is 35:1. There’s a tank and injection system, but the museum also pop a splash in the fuel to help stop rotor tips wearing. They’ve never had one fail. KNOW YA NORTON This is the NRS588, raced during 1992-93. Earlier bikes were called RCW588 and were significantly different – carbs, frame, brakes, wheels and tyres, and more. CHASSIS Harris aluminium frame, WP forks, Koni shock. Twin 310mm discs, Lockheed calipers. PVM magnesium wheels. One-piece carbon subframe/seat unit. NORTON ‘WHITE CHARGER’ Price: last changed hands for £100,000… 20 years ago Engine: twin rotor Capacity: 588cc Compression: 9.4:1 Fuel system: flatslide carbs Power: 140bhp Torque: 77 lb.ft Dry weight: 135kg The only bit that isn’t original spec Mudguard in place? Must be a practice shot then… That tacho. Those fork adjusters. What a view 61

‘It’s almost workmanlike, overflowing with purpose and dripping with race-bike cool – and this makes it beautiful’ ‘It’s almost workmanlike, overflowing with purpose and dripping with race-bike cool – and this makes it beautiful’ Old-school fairing and screen remove the wind noise and leave the rotary soundtrack. Ooh… 62 Riding the Nortons

rotary against 500cc two-stroke V4s (and scoring a point). I stuck my head inside the team’s tent where an engine was laid out in bits. It looked like spaceship parts. It all made me a huge fan of rotaries – and this bike, surely, is the most iconic of them all. The delicious V4SV is precisely constructed, perfectly finished, and wouldn’t look out of place in the dust-free front room of the sort of houses Kevin McCloud gushes over on the telly. The 1992 race bike looks like something put together in a big shed using whatever bits and techniques were required to make it go very fast indeed. I’ve heard ex-Bike staffer and MotoGP commentator Julian Ryder describe Hizzy’s bike as a blunt instrument, and I see where he’s coming from. It’s almost workmanlike. And this makes it beautiful. There’s nothing on the White Charger that isn’t essential for doing fast laps; it overflows with purpose, drips with race-bike cool. It’s thought that the engine was rebuilt after the race, and the forks and shock have been refreshed. The wheels were shotblasted, crack-tested and repainted before John McGuinness rode it in a parade on the island in 2015. But as far as major parts go, the rotary is as it was when it finished the Senior – which of course makes my palms even sweatier. The bike has kindly been sent today by the National Motorcycle Museum. A knowledgeable, helpful bloke called Wes Wall is here to look after it and make sure the hapless journalist doesn’t bugger up arguably the most famous Norton of all time. After half-filling the sizeable 24-litre tank and doing his checks, the starter is shoved against the back wheel and Wes fires the 588cc twin-rotor unit into life, filling the air with swirls of fully synthetic Silkolene Pro 2 and treating everyone in a 20-mile radius to the unique, exceptional, deafening sound of a factory Norton race bike. It. Is. So. Loud. Its old-school shapes and lines highlight how trim and slim the Cooling scoops, fashioned from ice cream tubs, to stop the bike overheating on the island Third float bowl from a cut-down carb: the secret to preventing engine seizure 63 Hislop’s fairytale win ºSteve Hislop won the Formula 1 and Senior TTs in 1991 on a Honda RVF, but didn’t have a ride for 1992. He’d started the season on a Loctite Yamaha OW-01 but it didn’t work out, and he didn’t have a bike for the island. Norton couldn’t afford to do the TT, but a plan was devised between Norton team boss (and ex-Honda chief) Barry Symmons and Hislop’s friend Michael Brandon, importer of Abus locks, who raised cash to lease a bike and crew. After curing a string of seizures in the fickle engine with an additional third float bowl, Hizzy spent practice week revising the bike. It arrived as used by Ron Haslam on short circuits, with low ride height, firm suspension and a hefty front-end weight bias, and needed a much plusher set-up and more stability. In the F1 race the Norton was fast, but 40 seconds were lost in a pit stop as the team removed the front mudguard in a bid to stop overheating. Carl Fogarty was leading on a Yamaha – the bike Hizzy would have been riding – but had a gearbox failure, and so the race was won by Honda’s Phil McCallen. However, in fighting back to second place Hislop’s final lap was only 1.6 sec off the lap record, and set the scene for an epic Senior. With the Norton’s mudguard left in the truck and additional air scoops fashioned from an ice cream tub to solve the overheating, Hizzy and Foggy swapped the lead umpteen times. The Yam rider set a new lap record, but it was the unlikely combo of Hislop and Norton who came out on top – by just 4.4 secs. It was the first win by a British bike in 31 years, after Mike Hailwood’s 1961 victory on a Manx Norton.

Perhaps the best ever illustration of the pounding that a bike gets during a TT 64

‘Hot, noisy, fickle, simple, fast – exactly how I wanted it to be’ latest V4SV is, but the White Charger is compact. Its ’pegs are high, clip-on ’bars low, and the tank and carbon seat unit fix your bum in position. There isn’t the freedom of movement the new Norton gives. Curiously, the large screen makes the bike seem even smaller when you’re nestled in behind it. Down into first gear (it was last ridden by Ian Simpson, ’94 BSB champ on the Duckhams Team Crighton rotary, who used a road pattern on his racers) and we’re away. Much clutch is needed – first gear is long, and the rotary isn’t fond of small throttle openings and low revs – before the engine clears and thrusts forward. Wow. It’s like a two-stroke but with the torquiest, widest and smoothest powerband you’ve ever experienced. Gears click in lightly and cleanly, and the Norton devours them eagerly – there’s barely any change in revs as the wailing, gushing engine rampages forward. With maybe 140bhp on a good day it’s not fast in the modern sense. We do a side-by-side roll-on next to the V4 and it eases away. As it should, of course – at 588cc the rotary is half the size of the current road bike and was built with I’m Too Sexy by Right Said Fred playing on the wireless. Yes, that long ago. However, the Charger’s smooth, linear delivery is intoxicating and utterly addictive – especially with the stunning soundtrack. Off the gas and there’s no engine braking – less than a two-stroke – and the bike falls completely silent. Isolated from wind noise by the ample fairing, it’s quite surreal. The Norton also only wants to be ridden swiftly – after too much trundling it starts running on one cylinder due to an oiled plug. It’s cleared with a thrash. (Plugs are the rotary’s only real issue – it eats them. The special items are only £70 a pop…) Hislop’s bike is also light. Dry weight is around 135kg, and so even with the tank brimmed and the oil topped up that’s still only 155kg or so. There’s no sense of mass – it changes course with a tap on a ’bar, a subtle movement. It’s also un-race-bike in how it rides. Set up for Isle of Man bumps (and it was worse back in ’92), the forks and shock are compliant. It has a tighter steering lock than the V4, too. Despite unexpected friendliness, it’s still raw, unrefined. It feels like what it is: a very special device built by folk with limited funds but a unique vision on what’s needed to go very bloody fast. I’m just blatting around an airfield, grinning like an idiot; impossible to imagine averaging 123mph at the Isle of Man. After what feels like maybe 30 miles the bike cuts out. We suspect it’s those cheapo plugs, but I’ve run out of fuel. It’s drunk around 12 litres… Hot, noisy, fickle, simple, fast, focused, Hizzy’s bike is exactly how I wanted it to be. What a privilege. I thought the limited edition V4SV looked good in its 588 paint, but if I get an unexpected windfall I think I’ll have to ask for one in White Charger colours with Norton’s new ‘one of one’ custom programme. Because bikes don’t get any more special than this white one. ENORMOUS THANKS to the National Motorcycle Museum (nationalmotorcyclemuseum.co.uk). Pop along to see Hizzy’s bike up close, plus over 1000 others. This year’s star-studded Museum Live event is 26-27 October – and it’s free to get in. Absent cover for access to belt primary and oil pump New V4 in White Charger scheme – blimey… Don’t get this close without earplugs firmly in place 65

Enjoying your read? ‘Simply the best motorcycling magazine: well written, always authoritative and often funny. Varied subject matter, always interesting!’ – Simon Trenerry, subscriber ‘Must be a good magazine, keeps my husband quiet for ages.’ – AM, subscriber ‘A magazine full of content, with a mixture of bikes both old and new. Good value for money, too.’ – Christopher Poulson, subscriber Enjoying your read? ‘Simply the best motorcycling magazine: well written, always authoritative and often funny. Varied subject matter, always interesting!’ – Simon Trenerry, subscriber ‘Must be a good magazine, keeps my husband quiet for ages.’ – AM, subscriber ‘A magazine full of content, with a mixture of bikes both old and new. Good value for money, too.’ – Christopher Poulson, subscriber Enjoying your read? ‘Simply the best motorcycling magazine: well written, always authoritative and often funny. Varied subject matter, always interesting!’ – Simon Trenerry, subscriber ‘Must be a good magazine, keeps my husband quiet for ages.’ – AM, subscriber ‘A magazine full of content, with a mixture of bikes both old and new. Good value for money, too.’ – Christopher Poulson, subscriber 66

We’re not ones to blow our own trumpet. I couldn’t even master the recorder at school. But the truth is there’s nowhere else you can read stories quite like the ones in Bike. The UK’s best-selling motorcycle magazine, we take pride in using proper journalists, the greatest writers and finest photographers – like we have since Bike was established in 1971. But while the quality and effort going into your favourite mag hasn’t changed, the way to enjoy the stories has. You can still take a traditional subscription and get a dozen issues through your door, but there’s also a digital option so you can read Bike on a digital thingummy (and get rewards and other whatnots, too). Or get the best of both with a digital and print subscription. Mike Armitage Editor Terms & Conditions: The minimum term is 12 months. Offer closes 23 July 2024. Subscriptions will start with the next available issue. Offers cannot be used in conjunction with any other offer. Order line open 8am-9pm (Mon-Fri), 10am-4pm (Sat). Calls may be monitored or recorded for training purposes. Call costs from mobiles vary according to the calling plan chosen. Typically, they are included in free call packages. However, if you call an 01/02 number outside of any inclusive minutes, they can cost between 3p and 65p per minute. Calls from landlines to 01 numbers are typically charged up to 16p per minute. Many providers charge a 23p call set-up fee (or ‘connection charge’), butthis can vary. Òlease refer to ofcom.org.uk for updated pricing. Costs for calls from overseas vary depending on the location. For general terms and conditions please visitwww.greatmagazines.co.uk/terms Choose a subscription that suits you best ØËSËT WWW.ÉÔEÃTÏÃÉÃÜINEÕ.CO.×Í°ÄIÍE OÔ CÃÎÎ01858 438884 º Six months for £27.50 with a print or print + digital subscription. º Receive bonus content and an exclusive monthly e-newsletter. º Unique features and exclusive stories, researched by the finest journalists, written by the greatest writers and photographed by the best in the business. There’s nowt quite like Bike. º Honest, expert and opinionated tests of the bikes that matter most, delivered by the UK’s most experienced team of road testers. º Issues through your letterbox or on your device, so you can stay inside eating biscuits if it’s raining. º Digital access through our dedicated Bike app where you’ll find past issues and exciting rewards. Get six months of Bike for £27.50 FREE DIGITAL ACCESS with a print + digital subscription 67 Scan on your smartphone

MOTORCYCLING’S The GX, on these roads, carving through that scenery. Belinda was right – heaven is ÝìèÝßáëêáÝîðä 68 Picos perfection

GREATEST HITS The Picos have the best bits of Wales, Scotland and the Alps condensed into 100 square miles. Is the new Suzuki GSX-S1000GX the perfect bike to explore this tiny patch of Spanish heaven? Words and photography John Westlake The Picos have the best bits of Wales, Scotland and the Alps condensed into 100 square miles. Is the new Suzuki GSX-S1000GX the perfect bike to explore this tiny patch of Spanish heaven? Words and photography John Westlake 69

‘The top of Spain is peppered with mountainous national parks where almost every road is squiggly. Everything north of León is golden’ n the one hand,everything is going well: we’recarving aseemingly endlessseries of bends as we ride deeperinto the mountainsof the Sierra de Cebollera, a national park two hours southof Bilbao in northern Spain. On the other hand, trouble is brewing: a vast black cloud obscures thedistant peaks. There are five of us,riding a curious collectionof motorcycles rangingfrom a 1971BSALightning to mybrand-spankers Suzuki GSX-S1000GX, via a 62,000-mile KTM 990 SMT, a Yamaha Ténéré with a daft woollenseat cover and an annoyingly brisk BMW R1200RS. Aside from Rupert on the BSA – which hasalready broken down twice and hasthe ride quality of an anvil – we’re all having a lovely time. Or at least we were. Visibility plummets as we climb into the cloud and icy fogwhistles up every cuff and down every collar. The road is frustratinglybrilliant,swirling languidly around the mountain and randomly chucking in hairpins to maintain alertness. It would be a delight if we could see where we were going. The descent is little better and I begin to wonderif thisisit forthe day. Oh well, it could be worse: I could be negotiating foggy hairpins on a misfiring BSA or sittingon a Yamaha coveredby a dampsheep. On we plod. And then,with a suddenness I still can’t quitebelieve, the world changes. We emerge from the cloud into a differentrealm. Uniform grey is instantaneously replaced bya verdant green valley doused in sunshine on one side, and toweringgranite walls on the other. Ahead, the roadsweepsintoan idyllic village with houses built into the mountain, the roofs an erraticpatchworkof terracotta. Alpine-style cow bells echoacrossthe valleyandthe air’s so pure you feel like you’re drinking it.Two huge birds – later identified as griffon vultures with a2.8m wingspan– soar above us. I half expect to seea group of hobbits getting hammered outsideatavern. Thiswasn’t the plan We’d originallyintended to spendall week inthePicos (aka Picos de Europa, or Peaks of Europe), the patch of mountains, gorges and woodland an hour’sridefrom Santander’sferry port on Spain’s north coast. But being mountainous, thePicos is a magnet for irate weather systems – and having seenone revving up for a dampness extravaganza, we head150 miles south until it clears off. Because we hadn’t planned for our new riding area, expectations are low. The Picos is becoming increasingly famous as motorcycle heaven but we know nothing about the restof northern Spain. Our fearis that sunshine will be accompanied by arrow-straight roads and dusty plains. Er,no;it turns out that the top 20 per cent of Spain is peppered with mountainous national parks where almost every road is squiggly. Basically, everything northof León is golden. Consequently, after hittingthe idyllic hobbityuplands on that second day,we have oneof the best rides of ourlives. Sure, there’s 70

We rode for 18 miles on this stretch of road without seeing another vehicle. Note BSA rider (right) looking for his marbles Other parques nacional are available. But this one is best These two helpfully left multiple deposits to warn us they were out for a morning stroll These two helpfully left multiple deposits to warn us they were out for a morning stroll 71 Picos perfection

a stretch of road that we suspect was used for the world overbanding championships, and one of the mountain climbs is so rough that our BSA pilot has to stop for a lie down to allow his internal organs to return to their correct positions, but apart from that it’s nothing but cornering joy and powerfully distracting views. It’s hard to believe the Picos will be even better… GX excels, mostly The first few days highlight just what a competent, versatile bike the GX is. I do the three-hour motorway slog to Portsmouth in one hit and only get fidgety for the final 15 minutes – my Arse-O-Meter rates it as one of the comfiest saddles out there. The weather protection is good too, though the screen is absurdly difficult to adjust – as well as an Allen key to undo the four bolts, you need pliers to pull out the rubber grommets. Barmy. Also, the engine is buzzy enough in the midrange (75-85mph in top) for it to comprehensively blur the GX’s bar-mounted mirrors – an irritation its sports-tourer sibling the GT never suffers from because its mirrors are fairing-mounted. But once you get to Spanish corners, practical niggles melt away. With the semi-active suspension set to Hard (it’s not that hard, and floats over all but the tattiest of roads), the GX settles onto its front end sweetly on the way into bends, carves round neutrally and sends plenty of positive feedback from the front tyre. It’s one of those motorcycles that takes precisely zero miles to acclimatise to – it feels right from the off. Then, as you wind on all that GSX-R1000 goodness, the rear just grips with no wallowing or squatting. The GX is a fine-handling machine. As we make our way north to the Picos on day three, the pace increases and I become more aware of the GX’s curiously high gearing. Having consumed one too many espressos, Dickie is riding his R1200RS blisteringly fast, and the easiest way to keep up is by deploying some of the Suzuki’s 150bhp top end coming out of corners. That means rolling on the throttle mid-corner with, say, 7000 revs, giving me 5000rpm of warp drive before the redline. Goodnight, BMW. The problem is that the GX will do 85mph in first gear. Yes, 85mph. That means entire 20-mile stretches of twisty mountain gorgeousness are taken in first, and that’s still too high to get full oomph out of half the corners. The GX has loads of midrange, so it’s not like I’m dawdling out of bends, but it is odd that Suzuki geared it for a 150mph top speed rather than 30mph twisties. It also explains why, despite Suzuki’s anti-stall electronics, the GX is weirdly easy to stall going up the slope to my shed. ‘Nothing but cornering joy and powerfully distracting views’ The coast west of Santander is beautiful, but the roads are better inland Some locals are unusually enthusiastic about transport Atención: meandering Brits with scant regard for their lane 73 Picos perfection

SPECIFICATIONS Õ×Ü×ÍËÉÕÚ«Õffl000GX Contact bikes.suzuki.co.uk Price (on the road) £14,799 Typical finance PCP: £2000 deposit, 36 months £184.62, optional final payment £7672 (4000 annual miles, 4.9% APR) Capacity 999cc Engine 16v DOHC inline four Bore x stroke 73.4 x 59mm Transmission 6-speed, chain Power 150bhp @ 11,000rpm (claimed) Torque 78 lb.ft @ 9250rpm (claimed) Top speed 150mph (estimated) Frame aluminium twin spar Front suspension 43mm usd telescopic forks, semi-active damping, manually adjustable preload Rear suspension monoshock, semi-active damping and preload Brakes (f/r) 2 x 310mm discs, 4-pot calipers / 240mm disc, 1-pot caliper Tyres (f/r) 120/70 ZR17 / 190/50 ZR17 Rake/trail 25.5°/97mm Wheelbase 1470mm Weight 232kg (kerb, claimed) Seat height 845mm Tank size 19 litres Economy 46mpg, 192-mile range Electronics ABS, traction control, three riding modes, hill-start control, semi-active suspension, easy start, connectivity, cruise control Colours blue/silver, dark green/silver, grey/black Availability now Verdict Fabulously comfortable conveyance, with more sportiness potential than most rivals – both in terms of handling and power. Marks knocked off for difficult-to-adjust screen, high first gear and buzzy mirrors. Bikerating 8/10 Welcome to heaven You’ve probably heard people blather about the Picos being the world’s best riding area, and you might understandably have thought they were laying it on a bit thick. They really weren’t. Every single one of our crew of cynical middle-aged twots came away astonished and vowing to return (although one made it very clear the trip would not be made on a 1971 BSA). It’s not just the incredible roads (and there are plenty) that makes the Picos so extraordinary, it’s the variety packed into such a tiny area. It feels like a greatest motorcycling hits featuring tracks by Snowdonia, Alps, Scottish Highlands, the Ardennes and Lake District. Take our first full day in the Picos. We ride alongside a torrent that snakes left-right, left-right for 10 miles, with sheer 200m granite walls on either side. We weave through woodland on perfectly surfaced tarmac, the beautiful dappled sunshine playing havoc with the GX’s light-detecting TFT. We scorch past vast mountain lakes on weather-beaten Shellgrip. We ride high enough for our ears to pop, and pass peaks covered in snow. Then we visit the seaside. All that in 140 miles. And the GX is a superb Picos bike. Most importantly, it handles beautifully – there seems little point going to cornering nirvana on anything else. In addition, the semi-active suspension lets it float over the occasionally shoddy road surface, the über-comfortable saddle and riding position gets you there pain-free, and you can stack luggage on the ace rack until you run out of Rok straps. Okay, so the gearing’s weird, but you get used to it. And, of course, that engine is more than a match for any mountain range… ‘It’s not just the incredible roads that makes the Picos so extraordinary, it’s the variety packed into such a tiny area’ ‘It’s not just the incredible roads that makes the Picos so extraordinary, it’s the variety packed into such a tiny area’ ‘It’s not just the incredible roads that makes the Picos so extraordinary, it’s the variety packed into such a tiny area’ This particular piece of perfectly surfaced road art went on for 10 miles. Note the GX’s speed, gear and revs – not perfect for nadgery canyons This particular piece of perfectly surfaced road art went on for 10 miles. Note the GX’s speed, gear and revs – not perfect for nadgery canyons The classic bike ownership experience distilled into a single photo Another day, another mind-boggling vista 74 Picos perfection

º Get the overnight ferry. Brittany Ferries run boats from Portsmouth to Santander (60 miles from the Picos) and Bilbao (120 miles). This saves you riding all the way down through France. ºBrace yourself for the cost. We took the ferry to Santander, then got the Bilbao one back. This cost us £525 each, with two to a cabin. The outward ferry takes 36 hours (ie, two nights), so you definitely need a cabin. Rumours that the boat’s ridiculously slow speed was due to being powered by a 3hp Seagull outboard motor were unconfirmed. ºThe town of Potes is a great base s{EDQJLQWKHPLGGOHRIWKHEHVWURDGV ORDGVRIEDUVDQGUHVWDXUDQWVDQGDQ olde worlde riverside town centre. ºHotel Valdecoro in Potes is brilliant. It’s classy, bike friendly (there’s a specially made bike garage) and was only £34 per person including breakfast. Obviously it’ll be more in high season. º Go for the N roads. These are the HTXLYDOHQWRIRXU$URDGVEXWWUDIILF LV{QHJOLJLEOHDQGDOPRVWDOODUH well-surfaced and utterly bewitching. The CA roads (our Bs) are a lottery – VRPHDUHRND\EXWRWKHUVDUHVHULRXVO\ rough and nadgery. Great fun if you’re RQD&5)ffPXFKPXFKOHVVVRRQ D{ffi%6$ ºOnce you get to the Picos, it doesn’t matter much where you go. Every road out of Potes, for example, is phenomenal. Once you get near the coast they’re not as twisty, so give those a miss if you prefer riding to ice creams. For some excellent route ideas, ex-Bike staffer Simon Weir has some downloadable GPX files at simonweir.co.uk. ºThe food is great if you’re a greedy carnivore. Our random restaurant tests proved that the 20 Euro ‘plato del dia’ was everything the enthusiastic meat eater could want. Vegetarian fare is UDWKHUVSDUVHDQGLI\RXoUHRQDGLHW \RX{PLJKWZDQWWRSDXVHLWIRUDZHHN ºWhen to go? We went at the beginning of May and temperatures were just right – about 15°C. April’s fine too, but before that it’s likely to be icy on the higher passes. Ditto after October. July and August have the least rain and aren’t crazy-hot because of the altitude. Picos facts and wisdom 75

Motorcycle racing is always a roller coaster, but few racers have had careers as tumultuous as Danny Kent. From Moto3 world champion to jobless in three years, a conviction for a knife offence, then a shot at redemption, from cheap-as-chips Superstock in 2020 to 2024 BSB dark horse By Mat Oxley Photography Jamie Morris, Alamy and Red Bull Content Pool ame the 2024 BSB title contender who has beaten Pecco Bagnaia, Fabio Quartararo, Brad Binder, Enea Bastianini, Alex Rins and Miguel Oliveira… Okay, it’s a rhetorical question, but you get the idea. A decade ago, Danny Kent was on his way to MotoGP. He had crushed his rivals in the 2015 Moto3 world championship, winning several races by up to 10 seconds – something no other Moto3 rider has done before or since. Here was a super-talent who would surely go all the way. No wonder Ducati’s sporting director Paolo Ciabatti came knocking on his door, wanting him to ride a Desmosedici in MotoGP in 2016. Hindsight is always 20/20, but it’s impossible not to wonder where Kent would be now had he not turned down Ducati’s advances – perhaps parked on MotoGP’s millionaires’ row, sat inside a vast motorhome next to Bagnaia’s and Quartararo’s? ‘Looking back, the biggest regret of my whole career is not taking that offer,’ says Kent, now aged 30. ‘To be honest, I chose money over the Ducati ride. I was 21 at the time and I got offered a six-figure deal by Leopard [the team he joined in 2015, which promoted him to Moto2 in 2016]. I decided to stay with them for the money and because I’d built a good relationship with the team.’ Kent had a unique and meteoric rise in the sport. All the MotoGP riders named above started racing because their parents were into Mat is a TT winner, endurance racer, author and MotoGP paddock insider interview 82

The hunger åïÞÝßçÍáêðĊï áêæëõåêãîÝßåêã ÝãÝåêÝêàåïÝ àÝîçäëîïáâëî ðäáÄÕÄðåðèá 83

84 motorcycles and bought them minimotos when they were tiny. Not Kent. ‘No one in my family was into bikes,’ he says. ‘My dad’s always been into his cars and most of my career he’s tried to get me into cars. Bikes happened just by chance. When I was seven we went to a local go-kart track to hire a kart. When dad was paying, I saw a minimoto. I was a bit scared of going in the kart, so I went on the minimoto. We were supposed to follow the instructor around but I was overtaking him. He said: “Maybe the kid’s got some talent – maybe you should buy him a minimoto.” ‘The next Christmas my parents bought me one, then every Friday evening we’d go to the same track [Hullavington, where Scott Redding and Tommy Bridewell also started] and ride around for four hours.’ Soon Kent was winning minimoto championships, but he still had no idea about motorcycle racing. ‘I didn’t even know what MotoGP and World Superbikes were. Racing minimotos was just for fun.’ All that was about to change. His speed in the 2007 Aprilia Superteens series had talent spotters from Dorna invite him to Spain for a try-out for a ride in the 2008 Spanish 125cc championship with the Red Bull MotoGP Academy. ‘We flew out to Albacete – me, Johann Zarco, Jonas Folger and a few others. A few months later I got the email – you’ve been picked. That’s when it went from doing it for fun – and not understanding anything about it – to, crikey, this could become something.’ From there, the only way was up. In 2009 Kent was promoted to the Red Bull Rookies Cup, racing at MotoGP events. The following year he finished second in the series, which won him promotion to the 125cc world championship with Aki Ajo’s Red Bull-backed team, which has helped Marc Marquez, Pedro Acosta and many others on their journeys to the top. Kent won his first Grands Prix – in the new Moto3 class – in 2012 and three years later dominated the championship, taking six victories, including a memorable eight-second success at Silverstone. ‘I can’t explain how I was able to pull away and make those gaps,’ he says. ‘All I remember is using the big screens around the tracks to my advantage – I’d watch the screens and make the gap when they were all fighting behind me.’ Kent’s descent started after Silverstone. Even though he wrapped up the title 10 weeks later, he never won another Grand Prix. ‘During the last part of that season I definitely made things harder for myself,’ he said. ‘I didn’t feel nervous at the time but I guess it was nerves – subconsciously overthinking things, so the results came a bit harder.’ Kent moved into Moto2, alongside promising Portuguese Miguel Oliveira, whom he’d beaten to the Moto3 title by just four points. Leopard – a Luxembourg-based outfit sponsored by a mysteriously hard-to-get-hold-of energy drink – also wanted to take control of Kent’s career. Until then, former racer and TT winner Roger Burnett had been his manager. ‘Without Roger I wouldn’t have made it. Then I had the Leopard boss trying to be my manager. He was flying me to races in private jets, flying me to Luxembourg, offering me watches and stuff. When you’re that young and being offered all these things… He pressured me to go under his banner and that was a big mistake, because my 2016 results were rubbish and then he didn’t want to know me.’ Kent struggled in Moto2, but so did Oliveira. They finished their rookie intermediate-class seasons in 22nd and 21st. ‘I really struggled to adapt to Moto2. I got a few injuries from hitting false neutrals and the gearbox jumping back into gear, so maybe I was riding a bit nervous because of that.’ Kent’s career had stalled – and all of a sudden he was in a steep dive. He lost his Leopard ride and spent 2017 doing wildcard rides for four different teams. ‘I’d been thrown onto the world stage, become world champion and had everything. Maybe I didn’t know how to deal with it. Possibly I dealt with a lot of things the wrong way.’ But some people still believed in his talent. Luca Boscoscuro, owner of the Speed Up Moto2 team, signed him for 2018 alongside up-and-comer Quartararo. But this deal also went bad. Kent beat Quartararo at the first two Red Bull Rookies, Brno, 2010: Kent leads Brad Binder. Proof he was MotoGP material The class of 2015: Moto3 king Kent with fellow champs Jorge Lorenzo and Johann Zarco 125cc, Misano, 2011: Kent’s wings grow as he duels – and beats – Maverick Vinales 84 The Oxley interview

85

Born: 25 November 1993 Lives: Tetbury, Gloucestershire º 2001 Minimoto debut º2004 2nd MiniGP50 British championship º2005 MiniGP70 British champion º2007 2nd Aprilia Superteens Championship º2008 9th 125cc Spanish championship º2009 4th Red Bull Rookies Cup º2010 2nd Red Bull Rookies Cup º2011 11th 125cc world championship º2012 4th Moto3 world championship º2013 22nd Moto2 world championship º2014 8th Moto3 world championship º2015 Moto3 world champion º2016 22nd Moto2 world championship º2017 33rd Moto2 world championship º2018 25th Moto2 world championship º2020 6th BSB Superstock championship º2021 18th BSB championship º2022 16th BSB championship º2023 14th BSB championship Danny Kent CV races, then the pendulum swung the other way, so when Speed Up got a game-changing carbon-fibre swingarm, Boscoscuro gave it to Quartararo, who won the next race – a success that got him a 2019 MotoGP ride. Meanwhile, Kent wasn’t making it into the top 10. So, how does he rate himself against Quartararo, who went on to win the 2021 MotoGP world title with Yamaha; and Oliveira, a five-time MotoGP race winner, now riding a factory Aprilia for the American Trackhouse team? ‘I don’t want to blow smoke up my arse, but…’ he smiles. ‘Fabio was very young and naturally talented when he came into Moto3 in 2015. I had a lot more experience, so of course I was faster, but he got podiums in his rookie year, which I hadn’t. I raced Miguel quite a few times and feel like we were very level pegging. In 2015 we fought for the Moto3 title, then we went to Moto2 in 2016 and had similarly bad results. After that our trajectories went in opposite directions.’ While Oliveira fought Bagnaia for the 2018 Moto2 title, Kent went backwards. ‘At Aragon in September I heard rumours that Boscoscuro was talking to other riders about replacing me,’ Kent recalls. ‘So, I asked him if there was any truth in the rumours. “None at all,” he said. The next Tuesday he called to tell me he was replacing me. Aragon was the last time I’ve been in a MotoGP paddock – I haven’t been back since. ‘I’d had no success in Moto2, so I was in negotiations with Fausto Gresini’s team to go back to Moto3 for 2019. We agreed on a deal, then Dorna advised them to take a younger kid, which put an end to that. I started looking for a World Supersport ride but the teams were asking for a quarter of a million Euros. A few BSB teams were interested but nothing came of it.’ The problem was that Kent was considered the master of 90kg, 60bhp Moto3 bikes, not twice-as-heavy, near-four-times-as-powerful superbikes. He got a ride for the 2018 BSB finale but was then without a deal – from world champion to jobless in three years. Quite a fall. ‘I went from eight years of knowing every week where I was going to be and what I was going to be doing, to waking up in the morning with no idea what I was doing with my life.’ But he hadn’t yet reached the bottom of his descent. In March 2019 Kent was involved in a scuffle while in possession of a knife. He told police he was collecting a debt. He was given a four-month jail sentence, suspended for 12 months. ‘I don’t really want to go into it,’ Kent says. ‘The way it was written in the papers made it sound a lot worse than what it was. I was literally just outside my house. All I know is it made my life a lot harder. I still get bad comments on social media about that time.’ Kent had recently agreed a deal with another BSB team, but his conviction put an end to that. ‘So, I had to decide – do I stop and live a normal life now? No one would take me in BSB because I’d no big-bike experience, I hadn’t raced much on UK tracks, plus all the bad media, so the only way I A fresh-faced Kent (back row, right) at the opening of the Silverstone Wing in 2011 with (back row) Danny Webb, Harry Stafford, Bradley Smith and Scott Redding; (front row) James Toseland, Ron Haslam, John Surtees, Valentino Rossi, ÅÝèÅîñðßäèëóÝêà Jonathan Rea 86

NEXT ISSUE Mat has a natter with renowned race engineer and journalist Kevin Cameron could continue was by going into Superstock 1000 to prove I still wanted to race motorbikes and I could ride big bikes.’ Kent found a sponsor, bought a Kawasaki ZX-10R and went back to work. Sixth place in the 2020 stock championship proved he could ride a big bike and got him a 2021 BSB deal with Hawk Racing. But he wasn’t out of the woods yet. He broke a hip at Donington, putting himself out of action for the rest of the year. The 2022 and 2023 seasons went better, including a first BSB podium at Brands Hatch last July. By this time Kent had assembled a good crew around him, which is more important in BSB than people think. ‘Your crew chief and data guy play such a big role in BSB because we have no traction control or anti-wheelie, so when I come in the ‘I’ve been through the time of earning money. I’m home now – and more than happy to finish my career in BSB’ guys take out the power in second or third gear or whatever. You need some good experience around you – it’s not just down to me jumping on a bike and riding it.’ Kent’s 2023 results got him fully out of the woods – a 2024 BSB ride with the Yamaha-supported McAMS Mar-Train team, which kicked off with a double podium at the opening round. Many insiders consider him a dark horse for the title. ‘It’s been a long old journey! I’m just glad I’m through it. This year I’m with a great team, earning money again, and life is back to how it was. The last year I really earned anything was 2016, so I went a lot of years living off the money I’d saved. I feel a lot hungrier now, I’m enjoying my racing a lot more than when I was in Moto2, that’s for sure, and I feel I’m a better rider.’ So, what are his long-term plans – a return to the world stage? ‘I have zero interest in going to World Superbikes, I’m more than happy to finish my career in BSB. I enjoy the championship and I’m starting to enjoy all the tracks. I’ve been through the time of earning loads of money. Money isn’t everything! I’m home now – and as long as I’ve got money to pay the bills, live and continue doing what I love, then I’m more than happy in BSB.’ Above: back in business – Kent’s one to watch in BSB. Left: on the Speed Up in 2018 87 The Oxley interview

This impressive engine is slipped into a new tubular steel frame. The old Scout used a posh cast aluminium frame, but the new bike weighs less – its all-up weight is 4.5kg lower at 240kg fuelled and ready to throb. The 101 sits low to the ground too, with a seat height of just 654mm that makes the bike easy to manage. It never seems bulky or unwieldy. With just 76mm of rear wheel travel, the 101 crashes over big bumps but otherwise the ride quality is superb. On smooth roads the suspension is plush, beautifully controlled, and lets you float from corner to corner with the ease and accuracy of a well-sorted sportsbike. The harder you push, the more the Indian digs in. Steering is light and precise, despite having low and long chassis geometry, and its fancy brakes offer strong stopping power (and are free from ABS intrusion). Just like Triumph and Royal Enfield, Indian have a knack of making non-sportsbikes that handle. The 101 Scout is all-day-friendly as well, with a soft stitched seat that you melt into like a well-worn favourite fireside chair. Those standard feet-forward ’pegs don’t mean discomfort, but for those who prefer a sportier, more conventional riding position, Indian offer mid-mounted footpegs as an accessory. There are four other models in the Scout line-up. They share the same chassis, smoother styling, bigger tank (up from 12.5 to 12.9 litres) and engine, albeit with a reduction to 106bhp. Each has its own flavour: there’s the £13,393 Sport Scout, essentially a slightly lower-spec 101; the £13,195 Scout Bobber with a 16in front wheel and cut-down mudguards; a £16,095 Super Scout, which is a touring-focused Bobber; and finally the £13,395 Scout Classic in glinting Autosol-ready traditional cruiser guise. They’re all good bikes and a step on from the previous already-fine incarnation. But, if you can, go for the 101 Scout. It’s the range-topper for a reason. Bike rating 8/10 SPECIFICATIONS air to say the Indian name conjures up images of cruisers and sizeable, luggage-clad things. But the American firm also enjoys a spot of racing at weekends. Everything they enter, they win; from their FTR750s pretty much dominating in flat track, to their fearsome Challenger RR in The King of the Baggers and supernaked FTRs in Super Hooligan. Now they’ve poured all this knowledge into their new Scout range, topped by this 101 model. It takes its name from the 1920s original, a bike then revered for its fruity performance. And if the new 101 Scout were a Ducati it would have an SP or R badge. Yes, it’s a cruiser – but the new bike has fully adjustable forks and piggyback rear shocks, a radial Brembo front brake set-up, and comes on gloopy Metzeler tyres (19in front, 16in rear). The list of goodies continues and includes a snazzy circular colour display with Bluetooth connectivity, riding modes, traction control, ABS, machined aluminium yokes, USB charger, LED lights… and so it goes on. And on. Quality and paint are flawless, and when it comes to sporty cruiser rivals, the 101 Scout is in a class of… well, one. At £16,095 it isn’t cheap, but you won’t feel short-changed when you’re blatting away from the showroom. It’s powered by Indian’s new 1250 SpeedPlus V-twin motor, which offers more power and torque than the previous 1130cc unit. It makes 110bhp and 80 lb.ft, with 14% more torque across the rev range. The 101 pushes hard out of corners and keeps on going all the way to its 9000rpm redline. You can keep the V-twin on the boil through its slick gearbox on a Sunday morning scratch, or lazily leave it top and use the motor’s easy shunt to potter effortlessly as the world slides by. Despite big numbers for US iron, the power delivery is friendly; the unit rumbles politely away without ever being lumpy or difficult to manage, and the fuelling from a closed throttle is perfect. Carried across from the Chief. And it’s good Pleasing sound, pleasing finish. Pleasing, then Indian hope race success will shift the new 101 Scout. And so it should – it’s great By Michael Neeves Photography Tim Sutton, Garth Milan Don’t let that quarter-mile-long wheelbase fool you – steering is ace Price £16,095 Engine 1250cc, 8v, DOHC V-twin Power 110bhp Torque 80 lb.ft Top speed 120mph (est) Rake/trail 29°/123mm Wheelbase 1562mm Kerb weight 240kg (claimed) Seat height 654mm Tank size 12.9 litres Economy n/a Colours white, red Availability ready and waiting Bike verdict Indian’s new 101 Scout oĞers a uniíue mix of Ãmerican cruiser Ġair with proper sporty credentials. It’s engaging, Ġexible, well made and classy, has a high spec – and carries one of the most historic tank badges in the business. 88 First Ride

Room 101: new Scout is comfortable for hours on end – which, conveniently, is how long you’ll want to ride it for ‘It floats from corner to corner with the ease and accuracy of a wellsorted sportsbike’ 89

Punchin’ above their weight Light, affordable, smaller-capacity bikes are pouring out of showrooms and dominating sales charts. We put three of the latest wheel to wheel to discover what all the fuss is about By Jon Urry Photography Adam Shorrock Light, affordable, smaller-capacity bikes are pouring out of showrooms and dominating sales charts. We put three of the latest wheel to wheel to discover what all the fuss is about By Jon Urry Photography Adam Shorrock 90 TRIUMPH SPEED 400 Price: £4995 Engine: liquid-cooled 4v single Capacity: 398cc Power: 39.5bhp @ 8000rpm Tank size: 13 litres Economy: 60mpg Range: 172 miles Kerb weight: 170kg 90

mall bikes, big business. Modest machinery has made a massive comeback, thanks in no small part to Royal Enfield. Ignore all the 125s left outside to corrode by distracted teens and all the scooters used to feed Über Eaters, and in 2022 the modest Enfield Meteor 350 was only stopped from being the UK’s best-selling bike by something with sticky-out cylinders and a BMW roundel. And last year it was Enfield’s HNTR 350 that displaced almost all headline-grabbing big bikes to become the UK’s fourth most popular motorcycle (for good measure, their Classic 350 was the eighth). Wearing the Hunter moniker when first shown but amended to HNTR due to copyright issues (presumably not from Hillman), the 350 is based around the platform used for the Meteor and Classic. It’s the same A2-legal ‘J-series’ two-valve single with air cooling and a chain-driven single overhead camshaft, but the chassis has been firmly poked and prodded. The wheelbase is shorter, the head angle is steeper for quicker steering, the frame tubes are stiffer, and the 17-inch wheels reduce unsprung mass by a considerable 3.1kg. With higher footpegs and a lower kerb weight (181kg fuelled), the latest 350 is more responsive and eager to flit about than its siblings. Tighter turning circle, too. With fluid handling and great low-speed balance, the Enfield is handy in a busy town. Also looks fine in shop-window reflections (and we all know just how very important this is). At just £3899, the HNTR is easily the cheapest bike here and undercuts plenty of 125s as well. The dials look the most basic (that’s a polite way of saying cheapest) and there’s nothing you’d class as tech – modes and widgets and connecting gubbins aren’t what you get with the 350. And that’s fine. For under £4k it feels like solid value, and modern Enfields are far tougher and better finished than mall bikes, big business. Modest machinery has made a massive comeback, thanks in no small part to Royal Enfield. Ignore all the 125s left outside to corrode by distracted teens and all the scooters used to feed Über Eaters, and in 2022 the modest Enfield Meteor 350 was only stopped from being the UK’s best-selling bike by something with sticky-out cylinders and a BMW roundel. And last year it was Enfield’s HNTR 350 that displaced almost all headline-grabbing big bikes to become the UK’s fourth most popular motorcycle (for good measure, their Classic 350 was the eighth). Wearing the Hunter moniker when first shown but amended to HNTR due to copyright issues (presumably not from Hillman), the 350 is based around the platform used for the Meteor and Classic. It’s the same A2-legal ‘J-series’ two-valve single with air cooling and a chain-driven single overhead camshaft, but the chassis has been firmly poked and prodded. The wheelbase is shorter, the head angle is steeper for quicker steering, the frame tubes are stiffer, and the 17-inch wheels reduce unsprung mass by a considerable 3.1kg. With higher footpegs and a lower kerb weight (181kg fuelled), the latest 350 is more responsive and eager to flit about than its siblings. Tighter turning circle, too. With fluid handling and great low-speed balance, the Enfield is handy in a busy town. Also looks fine in shop-window reflections (and we all know just how very important this is). At just £3899, the HNTR is easily the cheapest bike here and undercuts plenty of 125s as well. The dials look the most basic (that’s a polite way of saying cheapest) and there’s nothing you’d class as tech – modes and widgets and connecting gubbins aren’t what you get with the 350. And that’s fine. For under £4k it feels like solid value, and modern Enfields are far tougher and better finished than 91 HUSQVARNA VITPILEN 401 Price: £5599 Engine: liquid-cooled 4v single Capacity: 399cc Power: 44.3bhp @ 8500rpm Tank size: 13 litres Economy: 64mpg Range: 184 miles Kerb weight: 167kg ROYAL ENFIELD HNTR 350 Price: from £3899 Engine: air-cooled 2v single Capacity: 349cc Power: 20.2bhp @ 6100rpm Tank size: 13 litres Economy: 67mpg Range: 193 miles Kerb weight: 181kg 91 Group test

‘Vitpilen has obvious appeal among retro machinery of a simplistic nature’ Bullets of yore. But it shines less brightly once you whisk it away from urban sprawls. The air-cooled motor has flawless fuelling, but it’s a very basic two-valve design and makes just 20bhp. This modest output becomes irritating on anything but dawdling back lanes. Hurl it in the direction of a dual carriageway and the 350 struggles to maintain 60mph – and if there’s a bit of an incline or particularly stiff headwind you need to drop from top gear (fifth) just to stay over 55mph. It’s not only frustrating but also quite tiring to ride everywhere If you like your small-capacity bikes like your Crystal Maze zones, the Husky is better suited to Futuristic fans You can take the HNTR out of Enfield, less ïëÇêâåáèàëñðëâðäáÊÐÖÔ ÃêåÒäëêá compared to the Nokia 3210 on the others More tech, so it’s more cluttered with the twistgrip glued right back and continually hammering the engine. You can’t escape the feeling that it’s an engine designed for urban work and for Enfield’s home market in India, where avoiding wayward cattle and dodging taxis is far more important than worrying about how fast you can or can’t travel. The updated Husqvarna and all-new Triumph couldn’t be more different. Well, they could – they could be supercharged two-strokes, but you know what we mean. With just over 44bhp and nigh-on 40bhp respectively, the Vitpilen 401 and Speed 400 feel like… well, like normal bikes. Easily mixing with modern traffic, they’ll sit at 70mph all day long, don’t need screwing to death to get past cars doing 55mph on B-roads, and generally don’t need you to make exceptions or excuses for their modest displacement. Actually, they’re easy to appreciate, if not to fall for completely. And while both are thoroughly modern four-valve, liquid-cooled, single-cylinder units, they’re actually quite different in what they offer. Under its modern flanks the Husky is a KTM 390 Duke in disguise, and the 399cc engine is revvier and faster than the Triumph. It has a more eager feel, a willingness to be used with the tacho up on the boisterous side of 6000rpm. The Vitpilen encourages a more aggressive riding style (it also has a quickshifter) and has the chassis Sure, it’s simple. But isn’t that the point? Lights, blinkers, horn. All you need 93 Group test

‘When you stand back and consider what you’re getting for your cash, it’s genuinely hard to be too critical about any of these bikes’ to back it up. This again is from the go-getter 390 Duke, and so there’s adjustable suspension, a sizeable radial brake, cornering ABS, traction control, and Michelin Power 6 tyres. The Husky holds you in a slightly curious riding position and its seat is very firm, but it all adds to the sense of a bike made for frolicking. The Triumph is noticeably more laid-back, and all the better for it. The new 398cc engine (which was developed in conjunction with giant Indian firm Bajaj, who funnily enough have their fingerprints on the KTM that’s behind the Husky) is known as the TR-Series unit, named after the historic Trophy racing singles, and it features a twin-cam four-valve head with finger followers. And it’s a flippin’ beauty, boasting lashings of usable midrange, impressively sharp acceleration, and a glorious deep exhaust note (well, deep in this company). Apart from a slightly abrupt throttle, it’s a fantastic motor and extremely engaging – and it’s fitted in an equally impressive and capable chassis. On open roads the lightweight Speed is a delight. Triumph have spent money where it counts, with decent suspension and Pirelli Diablo Rosso tyres, and the 400 almost over-delivers with its accessible, fun, exploitable handling. Skipping down a B-road on the Triumph is breezier and easier than on the more demanding Husky, and highlights all of the Enfield’s real-road shortcomings. A2-legal bikes are often too keen to demonstrate their built-to-a-price nature. Not the Speed.400. Actually, when you stand back and consider just what you’re getting for your cash, it’s genuinely hard to be too critical about any of these three bikes. The Royal Enfield costs less than £4000 and has finance that’s about as expensive as a few sneaky Big Mac meals, and for darting around town or pottering down a country lane to the in-laws it’s a smile-generator. It looks ‘right’, too. However, there is no avoiding the fact that the HNTR 350 is just that bit too breathless for roads where you might want to overtake a learner driver. Get it out of town and it feels and performs like a 125, and this is frustrating whether you’re after the most within the restrictions of an A2 licence or after something perky to slip into the garage next to a larger bike. You don’t get this with either the Husky or the Triumph. Both feel entirely at home among modern traffic and on every type of road, and this means they can be ridden and enjoyed. Both are cheeky and capable in town, enjoyable and engaging on tangled tarmac, and crucially don’t make you fearful about dual carriageways or motorways. The Husqvarna’s styling won’t appeal to everyone, but if you’re taken by its modern lines and want as much tech as you can get for your cash the Vitpilen has obvious appeal in a part of the market that’s chock full of retro machinery of a simplistic nature. It’s an impressive motorcycle. (And we’d take it over the KTM 390 Duke it’s based on because, well, it’s a Husky – and so it’s cooler.) But it’s the Triumph that we’d buy. Inspiring when you want it to be, relaxing when you need it to be and powered by a real beauty of an engine, the Speed 400 is classically good-looking, nicely finished, and a healthy chunk cheaper than the Husky too. At a whisker under five thousand quid it’s genuinely difficult to pick fault. Which of course explains why Triumph are shifting so many of them. Yes, Royal Enfield’s 350s have been the go-to small-capacity bikes for the past couple of years, but this year the Speed 400 has arrived with a bang – it immediately became the best-selling bike in the 126-500cc sector, and even nudged BMW’s omnipresent GS off the top step of the overall sales at one point. That’s proper punching above its weight. When it comes to value for money, it’s cinco altos for all three bikes º Turn over for the story behind the rise of smaller, more affordable bikes from the people actually flogging the things. 94 Group test

Surprised it’s not ‘FYI’ in today’s world... Simplicity meets satisfaction Taking on the Goliaths of biking – and winning. Riding with a wonky ankle not essential 95

‘We’ve sold out!’ Smaller bikes are revolutionising the UK scene, but exactly who’s buying them, and why? Bike asks some dealers to reveal all By Phil West Photography Triumph, Royal Enfield, Honda ew bikes under 500cc are booming. Accordingto the latest official figures, 126-500cc sales are up 20% on 2023 with7221 machinessold to theend of April. That makes itnowthesecond biggest category ofall, behindonly the 51-125cc ‘A1’ class withallitscommutersand scooters. Bigadventurers? Pah… Part ofthisis down tothe huge successof Triumph’s new 400, with boththeSpeed 400 and Scrambler 400X proving best sellers. But they’re not the only ones: Honda’s CB500 family is stillhugely popular, especially the 500Rebel, while Royal Enfield have headline sellers with theirMeteor, ClassicandHNTR 350s plusthe newHimalayan 450. ‘The way the marketis going, 400-800cc is where it’sat,’saysJames Parker-Bishop,sales execat Peterborough’s Sycamore Royal Enfield. ‘Every day someone comes in who’s downsizing. The new Himalayan 450s are flying out. I can’t order them quick enough; Ihad four arrive yesterday, all are sold. Honestly, it’s ridiculous. ‘It’s down to acouple of things. People are realising you don’t need amassive bike to go touring, but also no one has any money – and these bikes are at a good price point. You can get anEnfieldfor50 quida month so it’swithin reach of everybody. Oldboys still likethem because they’re simple andold school, but increasingly it’syounger people intheir 20sor 30s becausethey’re sensible money, customisable, and alot of fun.’ It’s a similarstory for Triumph dealers, although the brand attracts a slightly different buyer. ‘People comein and are interested [in our 400s] because of thespec and price,’ reckonssales manager Ryan Mills at Peterborough Triumph. ‘Then once they’ve tested them they are very impressedwith the bikeas well. They’re a lot more capable than peopleexpect. Also, until recently there’sonly reallybeen Royal Enfield, and I think build qualityandspec ofthe Triumphs are superior. ‘Most of our customers are probably 50-plus. Some have traded downbut the majority buy them as anotherbike. At least half have biggerbikes that they keep forweekends or touring, thenuse this asan every day bike. The other sort have either come back tobiking at a later age and want something inexpensive and a bit smaller and lighter, or are getting older and want something they can keep riding. ‘We’ve sold-outourallocation up to July, with a pretty even split between the SpeedandScrambler.’ Triumph’s new 400s have taken the market by storm ‘Old boys like them, but increasingly it’s people in their 20s or 30s’ 96 CMX500 Rebel: still popular Himalayan 450: flying out of showrooms 96 Terrific tiddlers

Although the revvy four-cylinder motor is happiest in the top of its range, the E-Clutch genuinely allows for a smooth pull away in sixth gear with no juddering whatsoever – though no good for the longevity of the clutch, it’s a truly impressive demonstration of how the system adjusts to speed, revs and everything else. On open roads E-Clutch works like a slick two-way quickshifter, with impressive precision up and down the ’box. It’s responsive enough to deal with 99% of riding too, only lagging slightly when shifting from sixth gear down to second, as you perhaps would on track – but it copes with the stress admirably, even then. It’s different, sure, but it really does work. And given that the system is only an extra £100 on top of the CBR650R’s £8599 asking price – and so less than the cost of an aftermarket quickshifter – it’s surely a no-brainer. Aside from the E-Clutch, the CBR hasn’t seen much in the form of mechanical changes for this year. There are a few tweaks to the engine, such as new intake valve timings for increased torque at low revs, a slightly different exhaust angle and longer intake ducts, although it barely feels any different to the previous model. It’s still the same inline four with a reasonable amount of grunt in the midrange and an eagerness to be revved; it’s not the most exciting unit, but it’s solid and usable. It’s largely the same story with the chassis: the frame has been altered slightly and the fork settings have been changed up (lower spring rate, slightly more compression damping), but the CBR650R still feels every bit the friendly, comfortable, predictable, confidence-inspiring, road-focused sportsbike. It’s not as sharp or high-spirited as feistier rivals, but consistent strong sales year on year suggest that’s no bad thing – and the clever E-Clutch surely adds to the bike’s appeal. Can’t wait to see the E-Clutch system on more Hondas. Hornet 1000, anyone? Bike rating 8/10 SPECIFICATIONS magine riding along not having to use the clutch lever. Not to start the engine, pull away, stop, change gear, or even for low-speed feathering. In a time of quickshifters, and given how many Hondas are sold with DCT (dual clutch transmission), it sounds like the interesting next step; a bike where everything is taken care of via wonderful and yet reasonably simple technological wizardry. And the best bit? With Honda’s new E-Clutch the skill and joy of riding isn’t taken away by eliminating the need to tug a lever on the ’bar. Optional on the revised CBR650R, the system adds just a couple of kilos compared to the standard bike. Don’t think of it as being like DCT or something sort of twist and go, because it’s very different; it works in unison with the ECU to completely remove the need to touch the lever, the bike delivering simple, effective clutch control whether pulling away, changing gear or coming to a halt with no rider input whatsoever. But if you feel the need to get involved, you can: the E-Clutch gubbins can be switched off via the dash, or overridden at any point by using the lever, giving you manual control for five seconds at low speed and two seconds at higher speed. It’s odd fighting years of muscle memory and not grabbing the lever. And when the clutch is pulled to override the system, you need to pay attention for how and when the system kicks back in when surrounded by bumper-to-bumper traffic. But once you trust it E-Clutch works a treat. Well, most of the time. The CBR650R still has an old-school throttle cable, and the throttle connection is a bit jerky at low revs, especially in first gear when you would instinctively use the clutch to mask the abruptness. Even with E-Clutch activated, it’s more comfortable to keep the rear brake covered and the clutch lever feathered for manoeuvring and U-turns. This aside, the way the Honda can pull in any gear is impressive. Clean, easy, useful – like the E-Clutch bit Honda E-Clutch really is a very Hondary clutch Pit lane limiter? Launch control? Pah. You want the new Honda CBR650R E-Clutch By Carl Stevens Photography Honda Like a Labrador in a pit bull face mask… Price £8699 Engine 649cc DOHC 16v inline four Power 94bhp Torque 46 lb.ft Top speed 138mph (est) Rake/trail 25.5°/101mm Wheelbase 1450mm Kerb weight 211kg (claimed) Seat height 810mm Tank size 15.4 litres Economy 47mpg (claimed) Colours red, black Availability now Bike verdict We were already fans of the Ġexible, dependable, high-íuality CÄR, and the Ç-Clutch is a welcome bonus. It takes a bit of getting used to, but it’s a cracking system that oĞers everything a íuickshifter does and more, for less cash. 98 First Ride

Note hand nowhere near the clutch. Pulling levers is all so very 2023… ‘Given that E-Clutch only costs an extra £100 – so less than a quickshifter – surely it’s a no-brainer’ 99