Motorcycle Sport Leisure - November 2023

Dave Manning, Editor What’s in a name? Chris Moss Mossy has made a living from bikes since 1985 – first as a motorcycle courier in London, and then as a journo from 1995. He’s raced, ridden and tinkered with hundreds of different bikes, but he’s the first to admit there’s still loads to experience and learn. Motorcycle Sport & Leisure’s contributors... Ross Mowbray Ross works across several motorcycling magazines. That means he gets to ride all manner of twowheelers, from Monkey bikes to trikes. Don’t let his youthful appearance fool you, he’s a seasoned petrol-head, respected test rider and a handy off-roader, too. Alan Dowds Alan is a freelance journalist, who’s been writing about bikes for 25 years. He’s Scottish, but based in London, and cut his riding teeth as a courier, so loves a bit of hardcore traffic splitting. Books, magazines, websites – he’s written for them all, and still loves it. Adam ‘Chad’ Child Yorkshireborn Chad has been professionally testing bikes for 20 years, attended more than 350 bike launches, and covered over a million road test miles. With race wins at Oliver’s Mount and two top 10 TT finishes, Chad is just as happy elbow-down on a race track or kicking up mud off-road. Kevin Cameron As a person with a fascination with the technical, Kevin has been published in numerous American magazines for many years. His in-depth writing shows an enquiring mind that can delve into the most complicated of subjects. Just as long as it involves motorcycles. fter all, there aren’t many machines that are called by names – drill presses, lathes or grinders aren’t given names, nor are lawnmowers, forklift trucks or inkjet printers, all have model numbers. While there are exceptions (the Henry hoover, for example), with many motorcycles referred to by alphanumeric terms, a large number have names. Some are for rather obvious reasons – such as the Triumph Bonneville, named to commemorate Johnny Allen’s success at the Salt Flats in Utah; while Royal Enfield’s Bullet has a name relating to the company’s history in armaments. But one wonders at the reasoning behind names such as the Suzuki Intruder, the Harley Fat Boy (the Mo-Co clearly not aware of their own stereotypes), or the Yamaha Thundercat (referencing either a kids’ cartoon series, or a flatulent feline). The Fantic Caballero, as on our cover, is the term for a horseman or, variously, a form of address for an older gentleman if you’re an old school Spaniard; or a knight or cavalier! But the GM group may have had an issue if Fantic called it Cavalier, so we’ll assume that the name was chosen for the first reason… For many of us, motorcycles are far more than just a form of transport, and take up more of our time than just when being used when travelling from A to B (quite often via P or G, but never Q…). And it’s not just that we use them for unnecessary journeys – those that are undertaken for the sheer joy of travel, rather than those trips vital for our work, etc. – but that they become part of our lifestyle, and that they determine who we are. Of course, there are only a finite number of names or numbers that can relate to a motorcycle, and each year there are new models to be named. It’s one of my fascinations about motorcycles – that there can be so many different makes and models, all of which provide some kind of interest, as perfectly expressed on the Isle of Man during Manx Grand Prix this year. Although only there for a matter of three days, we saw a wider variety of models, and as a great a variety of age of bikes as I’ve seen at the TT in more than 30 years. It’s incredibly refreshing to see so many different bikes being used on the Island, and a timely reminder to me that the greater majority of these bikes weren’t just being used during their stay on the Isle of Man, but had been ridden there as well. And I’m not just talking about bikes from the UK, but from all over Europe and even further afield. Classic Italian sports bikes ridden from Norway; customised classic HarleyDavidsons from Sweden; Spanish trail bikes from, you guessed it, Spain. All being used as the manufacturer intended – as transport to faraway places and expanding the mind. Of late, we’ve included a couple of travel stories within MSL that have featured older bikes, or that have actually been older travel tales. From my point of view (as a motorcycle anorak, rather than an editor of a monthly periodical), any motorcycle travel story is very rarely a time-sensitive one, and is always, without fail, an interesting one. Okay, that last point may only be appropriate to those of us who actually like bikes, but if you don’t like motorcycles then the chances are that you’ll not be reading this magazine anyway… But maybe that’s the biggest problem that we’re facing – that non-motorcyclists have no interest in bikes. That may sound like a pretty bloody obvious statement, but given the reduction in numbers of folk riding bikes, and the ever-rising average age of those of us who do ride, then maybe the one thing that we all need to do is introduce a non-motorcyclist to the joys of two wheels. And perhaps that can be advanced by putting a motorcycle magazine in front of their face? For some years now I have been something of a ‘guerrilla activist’ in that respect. Leaving bike mags in places for non-riders to see. Doctors’ and dentists’ waiting rooms, libraries, in bus depots and railway stations; leaving magazines that I’ve read and reread, hoping that someone will pick them up, have a peruse and wonder what it might be like to have a motorcycle, and ride it to interesting places… Call me a dreamer if you want, after all, it’s only a name… A motorcycle is just a machine made for transportation, so it’s peculiar that some bikes are given names rather than model numbers www.mslmagazine.co.uk 3

NEWS & OPINION 6 News All the latest news from the wide world of motorcycling 16 Products Some shiny new things to brighten up your life 28 Maynard Hershon A reply to a letter, away from the Letters page 34 Letters Your chance to feedback to the MSL massive 36 From the archive From 1962, a look at Royal Enfield 50 HD 120thAnniversary The big Budapest bash 82 Tried & Tested What we’ve been using, and what we think of it 42 30 95 Next month No need to study goat entrails 98 Kevin Cameron Modern gearboxes, surprisingly old! 4 Motorcycle Sport & Leisure – established 1962 PAY LESS Get the original & best bike magazine every month P28

EDITOR: Dave Manning [email protected] DESIGNER: Charlotte Turnbull PRODUCTION EDITOR: Mike Cowton PUBLISHING DIRECTOR: Dan Savage GROUP ADVERTISING MANAGER: Sue Keily ADVERTISING SALES: Simon Meyer [email protected] 01507 529310 SALES AND DISTRIBUTION MANAGER: Carl Smith: [email protected] MARKETING MANAGER: Charlotte Park: [email protected] COMMERCIAL DIRECTOR: Nigel Hole EDITORIAL ADDRESS: MSL Magazine, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR WEBSITE: www.mslmagazine.co.uk GENERAL QUERIES AND BACK ISSUES: 01507 529529 24-hr answerphone [email protected] www.classicmagazines.co.uk ARCHIVE ENQUIRIES: Jane Skayman [email protected] 01507 529423 SUBSCRIPTION: Full subscription rates (but see page 28 for offer): (12 months 12 issues, inc post and packing) – UK £59.88 Export rates are also available – see page 28 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. SUBSCRIPTION AGENTS: Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR CUSTOMER SERVICES NUMBER: 01507 529529 TELEPHONE LINES ARE OPEN: MONDAY-FRIDAY 8.30AM-5PM DISTRIBUTION: Seymour Distribution Ltd, 2 East Poultry Avenue, London, EC1A 9PT. PRINTED: Acorn Web Offset Ltd Normanton, West Yorkshire The publisher accepts no responsibility for unsolicited manuscripts or photographs. If you are sending material to us for publication, you are strongly advised to make copies and to include a stamped addressed envelope. Original material must be submitted and will be accepted solely on the basis that the author accepts the assessment of the publisher as to its commercial value. © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN: 1478-8390 MOTORCYCLE SPORT & LEISURE (USPS:001-522) is published monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. November 2023 Independent publisher since 1885 Having trouble finding a copy of this magazine? Why not Just Ask your local newsagent to reserve you a copy each month? KNOWLEDGE 26 Subscriptions The only way to guarantee your monthly fix 38 Legal Eagle Snakes and cow poo from Chef 78 Less sport, more leisure A new toy for Charlie, the obvious upgrade 80 All sport, no leisure Quick, hurry up and wait! ROAD TESTS 10 Fantic Caballero Scrambler Mossy gets his eggs scrambled 24 Dunlop Trailmax Raid A tyre test by Chris Moss 32 Indian Challenger RR Chad takes on the biggest race bike of his career 42 Honda DCT How the Dual Clutch Transmission is applied to very different bikes TEST FLEET 85 Kawasaki Versys 650GT Nothing but meetings for Bertie 86 Suzuki V-Strom 800DE Mossy goes beachcombing 88 BMW R1250R Al fits a massive box 90 KTM 790 Duke Despite distractions, the Katoom still gets use 91 GasGas 701SM Chad has a final fling with the 701 92 Suzuki GSX-8S Before a trip north, Stu sorts luggage 32 10 For all overseas subscriptions please visit www.classicmagazines.co.uk/subscription/ MSL/motorcycle-sport-leisure TOURING & ADVENTURE 30 GlobeBusters 20th A top-to-tail trip, part 2, the ride is underway 55 Write about your trip But first, go on a trip! 56 The Camera Ride The homes of camera and lens, and then photographer 60 Day Ride Into Wales, from border to Betws 66 Mid Ride Chasing rivers, in Poland 73 Long Ride 2000 miles on a Guzzi in one week

get the 105bhp 895cc engine from the F900 R/XR launched a few years ago, on the F900 GS and GSA. The new F800 GS also gets that larger-bore motor, but in a lower state of tune, making 87bhp, and it’s also available in A2-compliant form. The new F GS motor gains its capacity hike from a 2mm overbore, up to 86mm with a 77mm stroke, and also boasts goodies like new forged pistons, 13:1 compression ratio, 270° firing interval and twin balance shafts. Both the 900 models get a lightweight Akrapovic exhaust as standard, which saves 1.7kg. On the chassis front, the bikes have a common frame design: a fabricated sheet steel unit, that uses the engine as a stressed member, and should be tougher for off-road duties than lighter aluminium designs. The suspension has been revamped across the range, too. The GS and GSA come with a new Showa fork option, and the 900 Adventure and 800 GS have an optional semi-active electronic rear suspension set up. On the 900 GS, the factory-fit Enduro Pro suspension upgrade package offers even higher-spec Showa forks and ZF shock, both fully-adjustable, and with titanium-nitride coated inner fork tubes. One of the strongest reasons for buying a BMW is the massive range of top-notch upgrades available for them, and the new F850 and 900 GS models are no exception. The 900s come as standard with the latest 6.5-inch full colour LCD TFT dash, including phone connectivity and a slew of useful functions, while the 800 also has a smaller TFT dash as stock. The options list is positively pregnant with pert possibilities though, from extra riding aids; quickshifter; tyre pressure monitoring; cruise control; heated grips and seats; through to keyless ignition; SOS emergency call function; higher and lower seats; and even an M Endurance final drive chain, first seen on the S1000 RR superbike. The new F-Klasse models will be in the shops early in 2024, and the RRP list seems reasonable enough: the F800 GS is priced from £9995, the F900 GS from £11,995, and the F900 GS Adventure from £12,350. Be careful with that options list though, as you’ll soon add a hefty chunk to the monthly payments when you load up on all the trickness… I f you were being a bit harsh, BMW’s ‘middle-sized’ GS range could be described as a bit unfocussed in recent years. The F850 GS and GS Adventure had grown almost as unwieldy as the full-bore Boxers: the 850 GSA was nearly 250kg wet, and the Bavarian firm was lacking a lightweight middleweight option with more off-road chops to take on the likes of the Yamaha Ténéré 700 and KTM Adventure line-up. So the main headline on the 2024 updates is good: a 14kg weight loss on the new F900 GS compared with the old F850, thanks to a plastic fuel tank instead of steel, a lighter swingarm, skinnier rear sub frame and other detail changes. The other major change to the top half of the parallel twin GS range is less surprising: we now We three twins BMW revamps upper-middleweight parallel twin adventure bikes Need to know ◆ New models ◆ Industry info 6 Motorcycle Sport & Leisure – established 1962

KTM’s bigger naked roadbikes are nuts: the 1290 V-twin Super Duke and the 890/790 parallel twin Dukes are all fighting at the top of their classes. And the smaller entry-level Dukes have been strong contenders, too, with the 390 single in particular holding its own against pricier twin-cylinder mini-naked bikes. We expect updates on the big Dukes before the end of the year, but this month it’s the turn of the little 'uns: the Duke 390 and Duke 125 (as well as the non-UK market 250 Duke). The 390 gets a new, more compact l/c 4V DOHC engine, dubbed the LC4c, which has the capacity bumped up to 398.7cc from 373cc, thanks to an extra 4mm on the stroke (the cylinder bore stays the same at 89mm). That gives a smidge more power, nearly 1.5bhp, and a couple more Nm of torque, but also meets the toughest emissions regs. The new engine gets a new frame, too: a redesigned steel tube trellis main frame with bolt-on cast aluminium rear subframe. The most obvious change is to the rear shock: it’s now a the 390, with the side-mount rear shock, new frame and swingarm design, and uprated running gear. All the new Dukes have had a styling refresh, which is still mostly very orange, but keeps them all looking properly sweet. The new Dukes will be in dealers in January, with prices to be confirmed, probably at November's NEC bike show. 2024 Royal Enfield Bullet 350 KTM updates its mini-Dukes The Indian bike behemoth keeps rolling on, with another new Royal Enfield model hitting showrooms. The new Bullet 350 takes on the mantle of the firm’s legendary mainstay model, which has been in production since before the Second World War, with a neat balance between new and old. The new comes in the form of the latest single-cylinder J-Series engine, which adds modern design and production methods to a solid fundamental layout, giving a 20bhp unit with full emissions compliance and smooth, reliable running. First seen on the Meteor 350, the fuel-injected, low-compression, long-stroke powerplant is low on peak horses, but high on relaxed, fun progress. The new engine lives in a chassis which has to suit both the shockingly poor, potholed roads and dreadful traffic of Chelmsford, just as much as the smooth asphalt of Chennai… Joking aside, the Bullet is daily transport for tens of millions in India, so has to be tough, dependable and capable there, while also tickling the fancy of fans back here in Blighty. The recipe is simple enough: steel tube frame that can take on Himalayan high plains as well as Harrow High Street; conventional suspension front and rear; tube-type wire-spoked rims and 19-inch front/18-inch rear tyre sizes. The beefy build means it’s no lightweight, at 195kg wet, mind. There’s the bare minimum dual-ABS system in terms of riding aids, but you do get an LCD panel in the dashboard, and a USB charging socket. Priced a little higher than the Meteor, prices for the new Bullet start from £4629 on the road for the base model, and £4709 for the posher Black Gold version with a 3D tank badge and premium finish. It’ll be in the shops by the end of the year. Austria’s petite peers get new engines, chassis and equipment for 2024 side-mount direct-operation unit, rather than the old centralmounted design with linkage. KTM says that lets designers put in a bigger airbox and lower seat height – both good things. The 125 Duke learner weapon gets a milder engine revamp, with more compact dimensions but (of course) no extra power on the limited A1 licence machine. It also has a similar chassis update as www.mslmagazine.co.uk 7

We usually have a bit of an idea about new models that are in the pipeline, but this one came from left field. Aprilia has released a new parallel twin mini-sportsbike, the RS457, to compete in the thriving A2 sportsbike sector. It features an all-new DOHC 8v l/c engine, making 47bhp, in a proper aluminium twin-spar performance frame, with sporty running gear and full race fairing. It weighs in at 159kg dry, or 175kg wet – not super-light, but good enough for An interesting little titbit from Hinckley: Triumph is releasing a software update to Tiger 1200s with the semi-active Showa suspension option, which adds an ‘Active Preload Reduction’ function. That drops the bike by up to 20mm when you stop, helping shorties reach the ground. It’s a small change, but points to an interesting future, where owners can download more features and upgrades in digital form. Ask your Triumph dealer for more info. British battery bike builder Maeving has improved its RM1 mini-electric roadster, with a more powerful Bosch motor. The RM1 was a moped-level machine, but the new RM1S gives near-125cc power, with a 14bhp peak output and 65mph top speed. It has two removable batteries and ‘up to’ 80 mile range, making it a decent middle-distance electric commuting option. Price tbc, but the RM1 is £6k, so expect Tiger 1200 preload an uplift on that. www.maeving.com software update Maeving RM1S Italian mini-stallion 2024 Aprilia RS457 a decent power-weight ratio. Equipment levels are high, with ride-by-wire throttle, 5-inch colour LCD dash, full LED lighting and backlit handlebar switchgear to control the three-way traction control and triple riding mode functions. There are also preload adjustable 41mm front forks and rear monoshock, also preload adjustable. Brakes are from Brembo’s ByBre sub-brand and the 17-inch cast aluminium wheels wear sporty 110/70 17 and 150/60 rubber. You’d expect this new motor to appear in other formats soon: Tuono and Tuareg naked and mini-adventure bikes, helping Aprilia extend its remit into a whole new capacity sector. The RS457 will be up against some strong machinery, though: the Yamaha R3, KTM Duke 390 and Honda CBR500R, as well as the new four-cylinder Kawasaki ZX-4RR. Price and availability are to be confirmed. Expect news at the NEC show in November, if not sooner. 8 Motorcycle Sport & Leisure – established 1962

T M c Alternatively, scan the QR code on this page and order your next copy today. We will send it directly to you! Save time by not having to nip out to the shops! MV Agusta is in a state of flux at the moment, with KTM buying 25 per cent of the firm last year, and a load of rebuilding and investment taking place, with fresh new bikes coming soon. In the meantime, it’s putting out some lush limited-edition specials for the collectors, like this Assen edition Brutale 1000RR. It’s based on the exotic 208bhp super-naked, with some trick Rotobox carbon-fibre wheels, special paint scheme, titanium Arrow pipe and a load of other tasty bolt-ons. There’s no price as yet, but the base RR costs £32k, so expect a proper Kensington RRP. If you’ve not tried out the latest Harley-Davidson Street and Road Glides, you’re missing out on a treat. The motor company’s Grand American Touring machines are loaded with tech and toys, and go well, too, with the firm’s latest Milwaukee-Eight water-cooled 45° V-twin engine. And for 2023, the Custom Vehicle Operations (CVO) versions get an upgrade to that engine, in the form of a 121 cubic-inch (1977cc) capacity boost, and more power, now up to 115bhp, with 135lb-ft of torque. The new VVT 121 MV Agusta Assen edition Brutale Harley updates top-end tourers powerplant has an electric coolant pump with new cooling set up for less heat transfer to the rider in low-speed riding. The four-valve cylinder heads are tweaked, with a higher 11.4:1 compression ratio, more squish, and enhanced knock sensing. New camshaft and inlet tract further boost performance, and there’s also a new uprated charging system to supply more electrical power to the bike’s systems. Away from the engine, there’re Showa 47mm USD front forks; Brembo radial-mount four-piston calipers; LED lighting; extensive Weight is down by 14kg on the Street and 15.9kg on the Road, but they’re still very chunky beasts: 363kg for the Street and 420kg for the Road. Prices are also chunky, even for very serious, capable touring machines. You’ll pay from £38,795 for the Road and £38,295 for the Street. rider aids package; and a massive 312mm (12-inch) colour LCD dash, with all the rider and infotainment functions available. www.mslmagazine.co.uk 9

A nd it didn’t take me long to realise it was, with the positivity beginning from the very first moment that I first saw it... There might well be no better time to buy a new bike, with today’s offerings giving impressive levels of tech and performance. Alas, not that many of the current era’s machines possess an endearing personality quite like the Fantic’s. The Italian roadster differs from the norm, having a bit of that special X-factor to help set it apart. Unlike the rest The Scrambler’s classy, fashionable silhouette sets off the allure. Along with its lovely low and lithe overall style, the Caballero has a handcrafted appearance to it. It’s a refreshing alternative to the more commonly seen ‘just dropped off the production line’ mass-produced look the majority of current bikes have. When you examine it closer, taking note of chunky machined alloy sections like the top yoke and swingarm pivot plates, you’re won over further. the key and get the test underway. It might sound strange, but the very first few actions and their associated connotations revealed some telltale clues of what to expect from the bike. Reassuringly, the ignition and bar switches clicked with quality and precision, with the controls having a similarly sorted action, even if the cabled-clutch lever takes a little more effort to pull. The classic circularshaped 3.5-inch TFT clocks are lit brightly and carry lots of info, with the riding position suggesting lengthier stints ought to be possible without too much physical sacrifice. Familiar engine I didn’t expect the engine would take me long at all to assess. And when I tell you it’s the same well-established and proven 689cc, crossplane-cranked parallel twin motor fitted to many Yamaha models including the MT-07, XSR700 and Ténéré 700, I’m sure you’ll have a good idea of what I was about to ‘discover’, too. Actually, with Fantic using its own ECU, airbox and exhaust system, it was possible the engine might feel slightly different. It certainly makes it feel more alive and Having ridden over six whole hours for the privilege, Mossy was hoping the ride on Fantic’s new Caballero 700 Scrambler around deepest Kent was going to be worth the effort WORDS: CHRIS MOSS PHOTOGRAPHY: JON BENTMAN Persuaded to inspect things in greater detail, visual stimulus is boosted by the solid-looking tapered alloy bars, beautifully finished twin high-level silencers, and up-to-date LED lights all adding to the desirability. That tank badge helps, too. The Fantic logo on UK roads is a very rare sight, instantly making the Cabellero stand out even further. That feature alone will offer a crucial bonus to some. You know the type: people who simply can’t be seen with anything the masses prefer. No bike, however brilliant, will suit them if it’s ubiquitous. It’s precisely why plenty steer clear of buying BMW’s superb GS or listening to Coldplay. The Caballero will be definitely picked up on the radar by those wishing to avoid the herd mentality. But does the performance match the style? Yet even if the draw of its imaginatively crafted shapes and lines is hard to argue with, unless the 700 goes well, then the value of that visual seduction will drop. With that in mind, I stopped my complimentary mumblings to grab Fantic Caballero 700 Scrambler www.mslmagazine.co.uk 11

sounds slightly rortier, though before anyone worries, the additional noise isn’t enough to affect the relationship with your neighbours. Let’s just say it sounds a little less restricted and marginally fruitier. From a dynamic point of view, even though Fantic’s claiming a fraction more peak power and torque (an additional 2bhp, and 2lb-ft), I’d really need one of the Yamahas to be on hand to compare it with directly and appreciate if any real difference exists between the two. I didn’t, and it didn’t matter because I was more than happy with this one. It’s happy to go anywhere There’s very good reason why Yamaha can fit this engine to so many of its own models, its usability being one of the chief virtues. Thanks to its lovely broad spread of power, no matter how much extra speed you wish to generate there’s a keen, but smooth and measured response available whenever you twist the throttle. Even in bigger gears its pulling power guarantees lovely forward thrust of a friendly, linear nature, never feeling likely to become threatening or difficult to manage. With these great manners and predictability, getting more from the engine couldn’t be much simpler. You’d have to be pretty hamfisted or just plain negligent for things to get out of hand on the Caballero. The overall calmness of the engine felt very welcome riding along Kent’s winding backroads, suiting their twists and turns nicely and serving as a useful ally to navigating their unfamiliar nature. In the few towns we dawdled through, life on board felt just as rewarding and straightforward, the twin behaving just as you want it to while filtering, balancing at very slow speed, ‘nipping for the gap’, et al, without drawing any unwanted attention to itself. Good corners help the learning process The corners we found for our photography turned out to be just the job, and as well as serving as an excellent location for creating artistic imagery, also provided an excellent chance to study the Fantic’s performance in a more specific manner. Believe it or not, a good photoshoot can tell you a hell of a lot about how a bike behaves. The continued repetition of going through the chosen corners again and again, brings much to your attention. You’re effectively examining and re-examining certain features in much greater detail than you would even if you rode the bike in the usual way for literally hundreds of miles. The Caballero’s chassis had already proved to be user-friendly, and the approval continued here. Okay, some aspects of it won’t be to everyone’s liking, but personally I rate it as commendable. Its light weight represents a big advantage, and tipping the scales at just 188kg with a brimmed fuel tank means it’s a very easy machine to boss around. Old-fashioned cornering style Much of any motorcycle’s performance is boosted by having less kilos to deal with. ABOVE: Weighing just 188kg, fully fuelled and ready to go, the 700 is light, agile, and very manageable. The 19-inch front wheel makes the steering a little slower but provides excellent stability. Pirelli Scorpion Rally STR dual-purpose tyres allow some gentle offroading 12 Motorcycle Sport & Leisure – established 1962

Specification FANTIC CABALLERO 700 SCRAMBLER Price: £9699 Engine: 689cc, liquid-cooled, 8v, DOHC, 270° parallel twin Power: 74bhp (54Kw) @ 9000rpm Torque: 70Nm (52lb-ft) @ 6500rpm Transmission: Six-speed, chain drive Frame: Steel-tubed diamond Suspension: (F) 45mm Marzocchi inverted forks, no adjustment, 150mm travel (R) Marzocchi monoshock, adjustable preload, 150mm travel Brakes: (F) 330mm disc, four-piston monobloc radial ABS caliper (R) 240mm disc, twin-piston ABS caliper Wheels/Tyres: (F): 110/80-19 (R): 150/70-17 Seat height: 830mm Wheelbase: 1460mm Wet weight: 188kg Fuel capacity: 13.1 litres Fuel consumption: 60mpg (claimed) Warranty: 2 years, unlimited mileage Service intervals: 6000 miles / 12 months Contact: www.fantic.co.uk Steering is a good example of this, and thanks to the Caballero’s lightness it’s physically easier to counter its forward momentum when you need to change direction. Of course, other factors such as chassis geometry are key to steering manners, as are things like wheel diameters and tyre profiles. All I’ll say about the Fantic is, in all the miles ridden so far, I’d never felt any strain from effort needed to get through the multitude of bends. At the photoshoot, however, I did notice something about the way the 700 turns that I hadn’t done so far. Raising speed for the faster cornering needs a slightly firmer push on the bars to hold a tighter line because its bigger 19-inch front wheel generates greater gyroscopic force than is the case with a more customary 17-inch example. By comparison, those smaller-sized wheels may help a bike turn tighter with less effort but can feel relatively more flighty and sometimes want to drop in a little too keenly. It’s not a big difference, and is less discernible when you’re not pushing things, with the Caballero having the welcome and reassuring advantage of extra stability. The picture-taking session and the constant U-turning that goes with it also highlighted the decent view from the mirrors and useful turning circle. Both are easily good enough to assist getting through heavier traffic. Firm ride won’t suit everyone One aspect of the Fantic’s handling that may well be slightly divisive is its suspension action. With a firm feel from both ends of the bike, the ride quality can’t be described as plush. And given you can only adjust the rear shock for preload, there’s little that you can do other than put up with it. But before you get any ideas of an excessively uncomfortable ride, let me say the suspension does at least control the bike competently over bumps and other irregularities. In my book, that’s preferable to the generally reduced support, wallowing, or crashing action you often get with the softer underdamped set ups found on budget bikes under such circumstances. On smoother roads, and at higher speeds, the Caballero’s arrangement makes progress feel safe and predictable. All’s good for going faster Pushing things harder allowed me to appreciate the engine’s more spirited side when it’s revved harder. It’s certainly not what you’d call a sporty engine, though it can help the bike to get a fair old move on and doesn’t feel stressed if you stoke its boiler a bit more. It makes a lovely noise when it’s being used more enthusiastically, too. Get the 700 up to a higher pace and you won’t uncover any problems with the bike’s brakes, with the Brembo kit offering lots of stopping power and a good feel at the levers. Equipped with lean-sensitive ABS, braking is a strong point of the Fantic and is another dynamic aspect of the bike helped by its light weight giving the braking equipment less to do. Electronics aid off-roading The ABS, like the traction control system, is switchable and is something I played with briefly when we took the Scrambler down some very gentle green lanes – just to get some pictures. To be honest, though its name suggests it’s fit for such routes, I’d personally avoid using them if I owned the bike. It’s simply ABOVE: Already well known and highly regarded, the Yamaha 689cc, 270° parallel twin is a near-perfect fit for the Caballero. Fantic’s own ECU, airbox and exhaust system give it slightly keener and less restrictive performance, but there’s not much in it. However, the extra sound and character is more noticeable. Well spread power and torque mean you don’t need to use the slick box too often to get healthy acceleration. Smooth, and frugal, it’s hard to fault www.mslmagazine.co.uk 13

too nice and pretty to be getting scuffed, scraped and peppered from off-road activity, and though the Pirelli dual-purpose Scorpion Rally STRs do give decent enough grip to cope, I’d stick to using the 700 on the roads. The rubber’s ultimate grip on the Tarmac is compromised by its twin-role design, but I never triggered the ABS once or had a single slide throughout the test, and the tread pattern is in keeping with the Fantic’s fashionable nature. Getting under your skin It’s worth returning to the subject of the Caballero’s engaging nature. More than acceptable though its overall dynamic performance is, it’s the bike personality and character that’s easily its strongest point. This is a bike to enjoy being with and certainly feel proud of owning. It stirs emotions and has a ‘Je ne sais quoi’ you can’t measure or rate on a spec sheet. It could be argued I gave myself the very best chance to see it in its best light, and riding it around relatively empty roads in a very nice-looking part of the country in warm sunshine was always likely to encourage affection for it. The Fantic is the type of bike you save for more special occasions, and doubtless wouldn’t feel quite as appealing along a motorway or in poor weather. But let’s put it this way. I’ve ridden my V-Strom 800DE long-termer many thousands of miles more than the Caballero, and can safely say in purely dynamic terms at least, the Suzuki is a better bike. But – and it’s a big and relevant but – my 800 will never be able to match the Fantic’s desirability and charm. Where the Italian bike feels like it’s been carefully crafted by hand, and with love and care in limited numbers, the Japanese machine gives the impression it’s been largely assembled by robots in vast quantities and seems somewhat sanitised and anonymous by comparison. If you want an easy-to-ride, character-laden, very pleasant, yet highly rewarding and relatively cheap motorcycle, then it’s certainly worth considering the Fantic Caballero 700 Scrambler. I might have had to ride long and far to sample the Cabellero, but I definitely felt the benefit of doing so. ’ m n as ci . THE COMPETITION DUCATI SCRAMBLER 800 ICON PRICE: £9995 In many ways very similar to the Fantic, the Ducati has roughly the same power, weight and price. Also easy to ride and live with, the new Scrambler 800 Icon has a useful electronics package to make it safer. The stylish Duke performs well and has plenty of cred, thanks to that famous badge. But even though the official accessories package lets you customise it and make it more your own, is it alternative enough? The Ducati brand is, for very good reason, hugely successful. The Italian firm’s bikes and dealer back-up are better than ever. But in terms of rarity, a Ducati Scrambler can’t hope to match the more exclusive Caballero. 14 Motorcycle Sport & Leisure – established 1962

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HJC V10 Grape Axxis Draken Star helmet Forcefield Leather Protect Ducati Superbike 2002-2018 £299.99 | www.oxfordproducts.com £79.99 | www.bickers-online.co.uk £19.99 | 500ml pot | www.forcefieldbodyarmour.com €39, plus shipping costs | www.motoitaliane.it/en/ prodotto/ducati-superbike-2002-2018 While there is clearly a move away from leather for the use of garments – from both ethical and environmental reasons – it is, nonetheless, a very good material for use in motorcycling garments. Tough, durable, flexible, and even waterproof to a certain degree. Although some people don’t realise that, as it is a natural product, it needs to be looked after, in much the same way as wooden tables and chairs need treatment to stay at their best and to not dry out and crack, or become waterlogged and rotten. This leather treatment from the armour manufacturers Forcefield is made to prolong the life of leather clothing (and for your Chesterfieldstyle settee and armchairs, come to think of it), nourishing and conditioning the leather, rejuvenating tired, dry and damaged leather, softening it (which, contrary to thought, does not reduce its strength or durability, the opposite in fact), and aiding in repelling water, too. The wax-like product, looking very similar to furniture wax, is made with natural oils, fats and beeswax, and is applied with a cloth (after wiping down the leather with a damp sponge and allowing to dry naturally to remove any dirt) and buffed off with a soft cloth. But note, this is not suitable for suede. So, when you’ve invested in a significant level of folding to purchase some premier leather garments, it makes sense to look after them for the future, doesn’t it? While the HJC V10 does have something of a vintage look, it is also crammed with new-age features such as a lightweight fibreglass shell; aerodynamic performance with free-flowing ventilation; emergency cheek pad tabs for a safe and quick removal in an emergency situation; detachable and washable interior; easy bolts for a quick, tool-free visor replacement; is Pinlock-ready and, as you’d expect from any helmet on the market, meets (or exceeds) the demands of ECE 22.06. And, perhaps proving that it’s as up-to-date as any helmet on the market, is also Bluetooth compatible with Smart HJC (sold separately). It also has a three-year warranty (applicable to manufacturer’s defects for up to three years from the date of purchase or five years from the date of manufacturing, whichever comes first). The V10 is also available in other colour schemes aside from the ‘Grape’ shown here, including plain white, black or red. Representing the entry-level market, Axxis is a new brand entering the UK market for the first time in 2023, via importer Bickers, and in celebration there’s a UK-market-only set of three colourways for the Draken Star helmet. This is Alan Cathcart’s follow-up to his first book on the Ducati factory’s desmo V-twin Superbike racers. The first volume covered the history of the bikes during the desmoquattro era from 1988 to 2001, whereas this latest book deals with the remaining years of their participation in the World Superbike series from the arrival of the testastretta motor in 2002, on up to the day the V-twin music died with the debut of the V4 R in 2019. During that time Ducati won five World Superbike Riders championships with these bikes. But uniquely, as in the first volume, this latest work covers these motorcycles from a hands-on perspective. That’s because Alan was fortunate to be the only journalist in the world to have track tested all but two of the factory Ducati desmo V-twin Superbikes which participated in the Superbike World Championship down the years, from its foundation in 1988 up to 2015. His assessments of each bike include the crucial insight of the men who raced them for the Italian factory, including Troy Bayliss, Neil Hodgson, James Toseland, Nori Haga, Carlos Checa and Chaz Davies. And, once again, a key feature is the exclusive photos showing these historic Ducati factory racers both with and without bodywork, thus allowing Superbike race fans to admire the previously hidden secrets of these marvellous bikes. Like the first volume, it’s been published in English and Italian, and is only available via mail order to be shipped anywhere in the world. It’s available in a limited edition of 1098 copies (of course!) as a large format (30x23 cm) hardcover volume printed on quality paper, with 180 pages and 87 full-page photos. With the flouro yellow (shown here) alongside flouro red and flouro blue options, the Draken Star comes with an industryleading five-year warranty and is ECE DOT 22.06 verified, and available in every popular size starting at XS to XXL. 16 Motorcycle Sport & Leisure – established 1962

Oxford Barkston Jacket £229.99 | www.oxfordriderwear.com there’s a drawstring adjuster for best fit, while the cuffs have hook and loop closure for the snuggest fit. There are three bellowed external cargo pockets, and a further two zippered hand warmer pockets, and internal storage too. SW-Motech dry bags £55.44 for the 18-litre Drybag 180, rising to £83.16 for the 60-litre Drybag 600 www.sw-motech.co.uk Designed for urban riders seeking the perfect balance between comfort, style and protection, the new Oxford Barston jacket comes with an impressive CE AA rating. Its highly waterproof and breathable laminate outer shell is sealed by top-quality YKK AQUAGUARD zips and offers direct ventilation for when the sun finally comes out! It also boasts tons of handy storage, lots of discreet reflective detailing for 360-degree visibility, and a popper-down collar which can be raised to maximise wind protection. The outer shell is Oxford’s Dry2Dry laminate (made from 60% recycled nylon), with fully taped waterproof seams, with a quilted lining, and comes with Level 1 CE elbow and shoulder protectors, while there is also a pocket for a back protector (although one is not supplied). The next generation of the SW-Motech Drybag range is now available, with improved materials, revised design and simplified fastenings throughout. 100% waterproof and capable of being carried on almost any motorcycle, the Drybag range has become a go-to luggage solution for commuters, touring and adventure riders alike. Building on their already solid foundations, the revisions make the bags even more versatile, practical and user-friendly. Heading up the improvements is a new, more flexible 500D fabric shell, which makes the bags easier to load and roll up for storage. It’s PVC coated and has welded It has an internal YKK zip for fastening to trousers, and is also connectable to the Oxford belt connector for a secure protective fastening with jeans. The rear hem is dipped for better coverage (often an issue when leant forward) and seams to keep contents completely dry, and a new lighter-coloured interior makes locating objects inside easier. Roll and clip closure remains on all bags, giving quick and easy access to the main compartment, and helping to seal out the elements. Securing Drybags to the bike is now quicker and easier, thanks to improved strap and buckle positioning. The four-point strapping system is super-stable, and allows flexibility in finding mounting points. D-rings are also included for additional strapping, if needed. Integrated, ergonomic carry handles and an optional shoulder strap (available separately), make life off the bike easy, too. Drybags can easily double up as versatile luggage for nonmotorcycle trips, and for any outdoor activity where keeping contents dry is a priority. The new Drybags will be available in a new colour scheme – matching SW-Motech SysBag WP bags and the entire PRO line – and in a range of sizes, from the 19 to 60 litres. www.mslmagazine.co.uk 17

e’ve travelled 6368 miles since leaving Anchorage in Alaska at the end of July, and it’s flown by. Las Vegas is pivotal, because it’s the end of Section 1 of our expedition. Until now, we’ve been travelling through English-speaking countries, but that’s all going to change once we cross the border into Mexico. Riding into Vegas is a bit of a culture shock in itself. Until now we’ve avoided cities, taking the quiet roads through national parks. From the Grand Canyon we approached Las Vegas through the desert hills by Lake Mead, which is the largest reservoir in the USA, measuring an incredible 112 miles long. We rode into Vegas along The Strip. That’s the four-mile long boulevard where you see all the resort hotels and For the anniversary ride, Julia and Kevin Sanders are joined by Kevin’s son, Rhys Lawrey (himself a record-breaking rider) as tour manager. We caught up with him during a planned stopover in Las Vegas, while the bikes were being serviced and treated to a fresh set of tyres GlobeBusters 20th Anniversary Trans-Americas Ride WORDS AND PHOTOGRAPHY: GlobeBusters PART TWO 18 Motorcycle Sport & Leisure – established 1962

LEFT: A line of Triumphs riding through Fisher Towers in Utah ABOVE LEFT: Glacier National Park ABOVE RIGHT: The immensity of the Dalton Highway RIGHT: Some of the group members at the Dalton Highway sign BELOW FAR LEFT: All the bikes lined up at the Dawson City hotel BELOW LEFT: Kevin and Julia Sanders, crossing the Arctic Circle BELOW RIGHT: Rhys Lawrey – jumping for joy at Salmon Glacier www.mslmagazine.co.uk 19 GLOBEBUSTERS ANNIVERSARY

casinos. It’s big and it’s crazy - lots of people, lots of cars and lots of road rage (not from us!). On these long trips it’s really important to have a break from riding so you can relax and digest everything you’ve seen over the past month – the average rider takes two years to cover 6000 miles and our guys have done it in a month! Highlights Alaska is simply amazing. Big, good open roads, with barely any other vehicles, and the sheer scale of the scenery is breathtaking. Also, the people are very welcoming. Most haven’t been outside the USA before, so seeing our UK number plates created quite a stir. We’ve been so fortunate with the weather this year – not one full day of rain. That makes a huge difference when riding the Dalton Highway, which is 414 miles of road north to the Arctic Ocean, one way in, one way out. It’s mainly gravel (although as each year passes more Tarmac appears), and in the wet that can be really challenging to negotiate. Riding the gravel road up to Salmon Glacier, it’s difficult to comprehend the sense of scale from this image Rhys, having a quick breather at the bottom of the Shafer Trail, after 1500 feet of descent Kevin and Julia taking a break, overlooking Salmon Glacier, just on the Canadian side of the US/Canada border.

My personal highlight, so far, has to be the Shafer Trail in the Canyonlands National Park. I took one of our Triumph Tiger 900s for an hour-long ride on this iconic road that descends 1500 feet (457m) through a massive sandstone cliff. It’s only 30 miles, but zig-zagging down a canyon on a dirt road is technically demanding and so much fun. A close second is the Valley of the Gods in Utah, with its striking red monoliths. I rode there for Triumph in 2016, to help launch the new Explorer 1200, but it was winter and there was snow on the ground, so it was amazing to return to the same spot at the height of summer. Socially, our team barbecues are really popular with the group, because it gives us a chance to spend time together in a more relaxed setting than a diner or restaurant. Kevin and I have mastered the art of cooking filet mignon steak medium rare and we occasionally set things up outside the hotel we’re staying in and invite all our customers along. There’s something about the camaraderie of a bunch of motorcyclists on the trip of a lifetime that makes it that extra bit special, swapping tales of life on the road. Long days and Hurricane Hillary It’s not all been plain sailing. We saw lots of bears in Alaska and Canada, but they didn’t caused us any issues. By far the biggest nuisance was mosquitos making a meal of us and birds flying into riders. When you’re doing 60mph it’s quite an impact, and very messy! TOP LEFT: Overshadowed by colossal sandstone edifices in the Valley of the Gods ABOVE AND BELOW: Located in Canyonlands National Park, the Shafer Trail is undeniably stunning Temperatures have varied, but have been manageable. The coldest was up the Salmon Glacier in Canada, which is 4000 feet above sea level, where the temperature dropped to 9°C. Cold though it was, we were shocked to see how much the glaciers had shrunk. We have side-by-side shots from previous trips, so we could check it wasn’t our memory playing tricks. www.mslmagazine.co.uk 21 GLOBEBUSTERS ANNIVERSARY

Our longest day was also in Canada, when we rode 400 miles from Stewart to Prince George, on the coast. Although there are a few towns along the way, they aren’t very interesting, so it isn’t worth stopping. To make matters worse, post Covid, lots of roadside cafés have closed down, or are so short staffed they can’t cope with a group, so we just had to dig deep and keep going. One big plus is that we managed to dodge the record wildfires that have been ravaging British Columbia and Alberta, although we’ve experienced a few ‘hazy days’ as a result. At the opposite end of the scale, riding into Moab in the Utah desert, we saw 38°C on the dash, our hottest day so far. At around this time, on the Johnson Canyon Road in Eastern Utah, those high temperatures collided with the edge of Hurricane Hillary to create short and sudden downpours. Lasting about 20 minutes, they’d dump an incredible amount of water on to the dusty desert highways, turning them into mud. This is a great example of why we encourage all our customers to do some off-road training before tackling an expedition – you need to be able to cope with conditions you’d normally only find on a motocross track! What’s Next? The next section of GlobeBusters’ Trans-Americas expedition takes them through Central America. At around 4000 miles, it’s shorter than the North American leg, but they will have to cope with far less advanced infrastructure and cross the Darien Gap. We hope to catch up with Rhys and the team when they arrive in Bogota, Chile, by which time they’ll have ridden through six more countries: Mexico, Guatemala, Honduras, Nicaragua, Costa Rica and Panama. ABOVE: Waving for the camera at Fisher Towers, Moab, Utah RIGHT: The group gathered together in front of Bear Glacier, British Columbia BELOW RIGHT: Rhys, looking back at the scale of the Shafer Trail. ABOUT GLOBEBUSTERS Founded by double Guinness World Record Holders for global motorcycle travel, Kevin and Julia Sanders, GlobeBusters is one of the world’s leading adventure motorcycle tour and expedition operators. Over the last 20 years they have guided over 2000 riders across six continents and over 70 countries. Find out more at www.globebusters. com 22 Motorcycle Sport & Leisure – established 1962

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he chunky-looking Raid is a 50/50 tyre specifically designed to be used in both road and off-road environments. I went to Italy at the beginning of the year to test them on a variety of bikes on the twisting roads and trails of Tuscany and, as I was so impressed with them, I had them fitted on my V-Strom 800DE long-termer, clocking over 4500 miles on UK roads and some green lanes since. I haven’t been disappointed. I’ve even done a couple of track-day sessions on them, so I think the Raids are probably the most versatile tyre I’ve ever tried. There’s a whole host of adventure bike riders, including Mossy, who want to sample some lighter off-road riding as well as all other normal road duties. Dunlop realised this, and introduced the new Trailmax Raid tyre to suit Two job hero WORDS: Chris Moss PHOTOGRAPHY: Dunlop Dunlop Trailmax Raid These types of tyres are some of the most challenging for any manufacturer to get right. The fact is, it’s almost impossible to get a single type of tyre to cope happily with such hugely contrasting environments. As we all appreciate, routes such as the M1 and Stelvio Pass are totally different in makeup to stuff like the TET, or rocky off-road gullies and gravel climbs in Wales. Requirements of a tyre to cope with such extremely differing terrain are so hugely different, it’s amazing that anything can be produced to come anywhere near meeting such needs, never mind actually doing a decent job of dealing with each, and everything in-between. Consequently, and 24 Motorcycle Sport & Leisure – established 1962

this is such a crucial thing to understand, you have to accept some level of compromise and a limitation to just how well they can deal with those very alternative situations. Anyone unused to such 50/50 rubber very much needs to bear this in mind and have some more realistic expectations. I’ve ridden on many ‘dual-purpose’ tyres, and happily acknowledge they simply can’t be great at both roles – especially on the roads. It’s quite normal for the rubber to move around and start to run out of grip earlier than it does on a dedicated road tyre when you push them harder. The simple fact is, because you can’t have everything, you must be prepared to make sacrifices and adjust your riding style to suit. Once you do that, you’ll be surprised at what can actually be achieved. The reality is, the only dual-purpose tyres that perform much better on the road are those with a design bias to suit that side of the equation, and only rubber deemed as having a 70/30 capability, for example, can be ridden on in a more spirited manner. And that’s where the new 50/50 Dunlops are really impressive and appreciably different. Just a few corners into the road ride in Tuscany I knew I was dealing with something noticeably alternative. Fastforward 20 miles or so into the ride along some challengingly twisty and undulating routes, I felt comfortable enough to push really quite hard. Aboard an 1100 Africa tyres was just remarkable. If I’m honest, I was beginning to think I could possibly use the Raids on a track! Read on, and you’ll realise I wasn’t being unrealistic. As I’m a bit of a cynic, and because the road performance was so impressive, I expected the tyres to be below average off-road. But aboard the Yamaha they seemed pretty good at coping with the dirt. Yet as the off-road route was fairly easy, hard-packed terrain, I still remained mildly sceptical. But switching to a KTM 890 Adventure, and tackling significantly more testing terrain, brought just as impressive results. The Raids, it seemed, were going to be hard to fault. After time on a Tiger 1200, and another rapid stint on the Africa Twin off-road, my opinion remained positive – especially as the subsequent progress on the Honda on the road was rapid enough to have me thinking the Dunlops would make a pretty good, dedicated sports-touring tyre! There was none of the usual squirming and shuffling of the tread blocks that you normally get with 50/50 rubber. Instead, the Raids feel planted and very stable – at both ends of the bike, even under pressure. And with the excellent feedback and edge grip they offer, I felt safe throughout. You simply don’t have to make the sort of allowances you usually do on tyres of this kind. We then took them around a short enduro-style course and something resembling a flat MX track. Back on the Ténéré 700, I was happy to push on. I’m not the fastest off-roader, but I did feel comfortable, as clearly did those progressing more quickly than me. The flat turns, and Twin, a pretty weighty and powerful adventure bike, I was confident to ride way more aggressively than I normally would on such rubber. Happy to haul the Honda over to impressive angles of lean, content enough to get on the throttle early, and perhaps the biggest compliment I can pay the Raids, confident enough to brake hard and then trail brake into corners, all underlined the fact I was clearly dealing with a much more capable tyre in this category. And so it continued aboard a Ténéré 700, the lighter and less powerful bike obviously not stressing the Dunlops quite so much. The grip, feel, feedback, and overall faith in the www.mslmagazine.co.uk 25

corners with adverse cambers had me worried the front would wash out, but grip seemed more than sufficient, and I had no real moments. Drive grip was just as commendable, and I could only spin the rear wheel when I deliberately delivered engine power to do it. Most of the time the tyre just dug in and propelled me forward. It was disappointing to have to end the day when we did. The riding had been hugely enjoyable, especially as mixing on and off-road routes is my favourite sort of riding these days. I would have loved to have carried on testing for several more hours, or better still another day! Thankfully, the chance to ride more days came when I got home and fitted a pair of Raids on my Suzuki V-Strom 800DE. The 4500 miles I’ve done on them so far have given me a chance to ride them in less inviting conditions, and examine them more comprehensively and in more familiar circumstances. Just as I discovered in Italy, road grip is hugely impressive, and steering consistent. Though I would add at more acute angles round roundabouts and road junctions, you can feel the tread blocks moving a bit. It’s an experience you need to get used to before you’ll feel fully comfortable with it, but the feel and feedback nearer the limit of edge the tyres to maintain grip. Like all 50/50 tyres, I don’t expect them to cope too well with deep mud, but neither would I ride on such a weighty adventure bike like the V-Strom. I’m sure an experienced enduro rider could cope a lot better, but I know my limits! I’ve been repeatedly given the chance to verify Dunlop’s claims of good, cold and wet-weather performance courtesy of riding several hundred miles in the rain. In short, they stick well enough for my bravery to be the limiting factor rather than the Raids running out of grip. Again, such performance is unusual for this type of tyre. Unfortunately, a puncture in the rear tyre near the end of its life warranted fitting a new replacement, spoiling my chance to see how long it would last, but I estimated it would have covered around 5000 before becoming illegal. I’m expecting similar from the front. Perhaps my ultimate verdict on the Trailmax Raids is to say that, though I could request the fitment of any number of alternatives, the more road-biased of which would give more ultimate grip and a little less sensitivity to reaction over road markings and damage, I’m happily going to fit another set of Raids in preference. I’m really happy with how well they perform, and I especially like that I can happily switch between road and off-road routes and really use my adventure bike to its fuller potential. ■ The Trailmax Raids are available now in front sizes 110/80-19, 120/70-19, 90/90-21, and 130/80-17, 140/80-17 140/80-18, 150/70-17, 150/70-18, and 170/60-17 rears. grip gives you all the notice you need to avoid going too far. Some laps around Cadwell Park a few weeks ago underlined just how hard the Raids can ultimately be ridden on. At a pace I’d be unwise to replicate on the road, they gave me enough grip to feel safe. And though the lap record wasn’t going to be troubled, I can’t describe the performance as anything other than superb for a tyre of this sort. At the other end of the capability scale, I was also impressed with them when I went trail riding in the Lake District. The rocky, gravelly terrain wasn’t the most challenging I’ve ever ridden on, but I could always trust 26 Motorcycle Sport & Leisure – established 1962

A ccording to the UK Government, by 2030 internal combustion engines will no longer be able to be bought, with various other countries/ governments citing dates earlier or later (the European Commission is now stating 2035, with 24 countries and a number of car manufacturers agreeing to 2040 at the recent Cop26 summit). Cue the funeral march. And there are numerous reasons for agreeing that this is a good thing for the future of our world. But there is an unfortunate side-effect to this. The skills needed to ride and drive well are going to be lost. As an American, this was already well true, but it’s happening everywhere now. I learned to drive with a manual transmission car, and I insisted that my two sons learn with a 'stick'. My sons even bought manual transmission cars (paying a premium for them!) so they would never have to loan their cars to friends (as most Americans have never learned to shift gears). My argument is that stick shift cars are more engaging, and require skill to drive well. But, with the advent of alternate energy cars, shifting gears is going the way of the dodo. Electronics and 'aunch controls' have already reduced the need for advanced driving skills. I remember watching a reality TV show where regular people brought their cars to drag race, and some super-rich guy showed up with the most powerful supercar and simply activated the launch control... and won. No real skill involved. It is even worse for motorcycles. Today, there are only a few petrol-powered shiftless motorcycles (Honda has a full line, Yamaha has a few) but only the Honda DCT (page 42) has really taken off. However, electric motorcycles are ALL direct drive – you really can’t call them automatics as there is (mostly) only one gear – and this could be a terrible thing for motorcycling in general. You see, riding a motorcycle requires real skill and total concentration to operate well. Everywhere in the world there are scooter people and motorcyclists, and never the twain shall meet. These are two very separate camps. On a scooter, because there’s less skill involved, there’s also much less respect. Scooter riders can be seen smoking, drinking coffee, talking with the phone up to their ear, riding with one hand, breaking every traffic rule, and much more. On the other hand, motorcyclists can’t and don’t do any of this. In fact, I’d make the argument that motorcyclists are some of the world’s best drivers because they cannot be distracted from the task at hand – riding well and staying alive. With twist-and-go e-motorcycles, the entire skill-set of clutching, shifting and throttle control is no longer needed. So, every motorcycle will suddenly become, for all intents and purposes, a scooter. This will certainly attract more people to the sport of motorcycling, as they won’t really have to learn how to ride. And Lord help us then… Bemoaning the Technology Boom Many will say that the writing is on the wall. And that electric vehicles, or alternative energy ones, are decidedly the future. Keith takes a look at what may potentially happen to rider skills… WORDS: Keith W. Strandberg PHOTOGRAPHY: Mortons archive The Corbin electric bike was ahead of its time The Livewire is an involved and exciting ride, and does need good throttle control! Ross is no hooligan, and the Zero is a competent machine www.mslmagazine.co.uk 27

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SAVE £13.88 12 print issues for £46 Direct Debit 12 print issues for £50 credit/debit card SAVE £5.94 6 print issues for £24 Direct Debit 6 print issues for £26 credit/debit card Unbiased, factual and very comprehensive. ROBIN CHURCH A mature, enthusiasts’ medley of reviews, adventure stories and practical information. MICHAEL OFFICER Makes you want to get out and explore. JEFFREY TOMPKINS TERMS & CONDITIONS: Rates are based on UK orders only . For overseas please visit www.classicmagazines.co.uk/msl-overseas Subscriptions will start with the next available issue. Offer closes 31/12/23. Direct Debit payments will continue at the price you paid, on this offer, at these intervals thereafter unless you tell us otherwise. Full terms and conditions can be found at www.classicmagazines.co.uk/terms Quoted savings are based on a direct debit subscription when compared to the same number of issues at full printed price WHAT OUR READERS SAY ABOUT MOTORCYCLE SPORT & LEISURE WHY YOU SHOULD READ MOTORCYCLE SPORT & LEISURE EVERY MONTH CHOOSE WHICH MSL SUBSCRIPTION SUITS YOU BEST 1: 12 MONTH SUBSCRIPTION 2: SIX MONTH SUBSCRIPTION BEST VALUE >> MSL delivered straight to your door >> Saves £££s from buying in the shops >> Subscriber exclusive offers and competitions >> Delivered before it arrives in the shops >> Be a part of the modern motorcycle community

Who is Hershon? MSL’s Maynard is our man with a very unique view on motorcycling from both sides of the pond. Yes, he is American, yes, he does ride around on a second-hand Guzzi that causes him grief... and yes, he does have his finger right on the pulse of life on two wheels. Maynard Hershon n 1971, I bought an R60/5 from my friend Roger Selby at Selby Motors in Redwood City, California, just north of what’s now called Silicon Valley. I rode it for a year, I think, and enjoyed it. I sold it to a friend and bought an R75/5, a 72, and liked it even better. I rode the bike solo and with my then-wife Jacquie on the back up and down the state. It was fast enough and quite agile for a big bike. They weren’t heavy, those early airhead twins, with a short wheelbase. They would dive right into a turn. The brakes could be grabby when cold or wet, but powerful enough in their day. My wife and I rode to southern Cali with some friends. We dropped her off at an airport to fly home. I headed up Highway 101 on a nice day, thinking about getting home. At that point my BMW had 15,000 miles on it. It had a tyre just like the original on the front, a type of tyre we used to call a ‘rib.’ The rear tyre was an Avon of that era. I can’t recall if the rear tyres were called Speedmasters or SM Mark Twos. It was near-new. I had a set of lovely black Craven panniers on a Craven rack on the back. No windshield. The factory low handlebars. The highway was brushed swirls brushed into the pavement surface to aid traction in rainstorms for cars with worn tyres. The limit was 70 then. Riding north at about 85mph, my bike began to wander in the lane. I opened the throttle to raise the front end, thinking that would slow the oscillations. They got worse. I squeezed the fuel tank with my knees. Didn’t help. I began to think I was in trouble. Two guys in a station wagon behind me watched it happen and began to worry about me. The bike began to shake its head like a big fish fighting the line. A few oscillations and the front end of the bike turned far enough so it wouldn’t roll. The bike went over its fork and front wheel, throwing me into Highway 101. As I tumbled, I could hear the highway grinding the side of my Bell helmet, and could watch my bike following me north on Highway 101, trashing itself and breaking up its Craven bags, strewing the contents in the road. Eventually I stopped somersaulting and the bike – thank God - stopped sliding and flipping before it hit me. The guys in the station wagon took me to the hospital in King City, where I spent the next five days. Two ends from the Bay Area came down in a ckup and took my bike to Selby Motors. y Bell had a three-inch circle ground away m one side. My Belstaff jacket looked like meone had attacked the back with a belt nder. My collarbone was broken and I had lots of avel rash. As soon as I could, clavicle strap and all, I rted rebuilding my bike and trying to figure t why it had tried to kill me. I did all the ork I could myself. We checked the forks. ey were straight. We took the springs off the ocks and checked the damping. Both fine n both sides. We checked the steering head d the swingarm pivot bearings. All fine. We id a very careful job replacing parts, trying to entify a culprit. Nothing. oon the bike was ‘good as new’. But s fixed. Whatever was faulty, whatever was treacherous about the bike was still treacherous. Would YOU ride it? In retrospect: That incident just south of King City changed my life by damaging the trust I’d always felt that adequately maintained motorcycles – by design – will continue down the road in a safe manner unless drastically disturbed. It also convinced my then-wife that she no longer wanted to be my forever-wife. It was not a happy occasion. So I called Duane Asherman. I called him because my bike had done a credible job of trying to end my life, and I desperately needed help. I liked that bike. I did not want to take anything from Mr Asherman. I didn’t need to know what he intended to do to my bike. I offered to haul my bike to his shop, drop it off, pick it up at his convenience and pay him whatever he asked for his work and/or parts. He refused. I was baffled then. I remain baffled to this day. I’ve owned lots of bikes since 1972, several of them BMWs. I never want to own a bike that only one person, one guru, knows how to fix. That person might turn out to be Duane Asherman, God forbid. Proprietary knowledge, my arse. Typically, when I get a reader’s letter calling for a response, Dave will forward that letter to me and I’ll shoot back an answer by return email. Peter Carroll’s letter in MSL 756 slipped through the cracks somehow, so here’s my response, perhaps more than Peter expected. Proprietary knowledge? ; fri pi M fro so sa gr sta ou w Th sh o an d id S nothing wa 30 Motorcycle Sport & Leisure – established 1962

T o commemorate winning the King of Baggers race series, Indian Motorcycles and S&S Cycle have done something crazy. They have produced a limited-edition run of 29 exclusive Challenger RR race bikes, exact copies of the beasts on which Tyler O’Hara won the 2022 Championship (and Jerry McWilliams won the dramatic Daytona race in the same year). Yes, you can buy this monster – but you’ll need £90,000. This isn’t a watered-down version of a race bike, all sharp edges sanded down for public consumption, but a ready-to-race replica. That means years of track development; completely new suspension, wheels, braking, and chassis, plus a big-bore 60-degree V-twin taken up from 1768cc to 1834cc. And it is an unbelievable motorcycle, one that weighs some 281kg yet reaches speeds on the Daytona banking of over 180mph and is able to lap within a few seconds of the top runners in AMA Superbike. All this, despite being based on Indian’s Challenger, one of the most laid-back baggers on the planet complete with 6.5-inch speakers for blasting tunes at fellow tourers along Route 66. In fact, the transformation Indian Motorcycles celebrates its King of the Baggers championship by producing a limited-edition copy of its winning bike. This £90,000 machine is an exact copy of the 2022 winning bike WORDS: Adam ‘Chad’ Child PHOTOGRAPHY: Jason Critchell of 361kg of prime American beef designed to run on a 19-inch front wheel and 16 rear into a crazy-fast track tool is beyond genius or comedy or reason. It’s possibly the craziest race bike I’ve ever ridden in over 25 years of experience. Converting a road-going bagger into a race bike is a mammoth task, not only testing the teams’ skills and ingenuity but also the depth of their financial resources. Converting any roadgoing sports bike into a race bike is a hard task. BMW produces an excellent M 1000 RR yet is still to achieve World Superbike success with it in 2023. Converting a laid-back American bagger into a race bike is monumentally difficult, into a race-winner more difficult still. The standard road bike is so far removed from the needs of the race track yet, incredibly, some of the road-going parts remain on the championship Indian Challenger RR BELOW: Opening the throttle opens the 78mm throttle bodies and delivers immense torque to the rear wheel, no rider aids, no traction control – just rider skill and bravery. Even the quickshifter is up only

winning bike Challenger. The race bike’s main frame is stock while the swing-arm benefits from added bracing. The race fairing is a copy of the road bike – the rules require the same dimensions and look as the roadster – but headlights, stereo and road clutter are removed. The fuel tank is the same, and despite the increase in power, the large radiator is also stock. The core of the engine remains stock, including the transmission and gear ratios. Essentially the largest problem the engineers face is getting the Challenger to handle, and this means improving the brakes, suspension, tyre grip and, of course, limited ground clearance – which is why the bike has been so dramatically lifted. The 19-inch/16-inch wheel combination of the standard bike has been replaced by lightweight forged-aluminium 17-inch rims on Dunlop slick rubber. The front brakes are completely new and uprated to Brembo M4 calipers and 330mm discs. The suspension is bespoke, produced by Öhlins, and fully adjustable. Then there are the trick parts, by S&S: billet adjustable yokes, clutch cover, chain drive conversion, automatic chain tensioner, etc. The 60-degree V-twin also gets a significant overhaul, though power and torque figures remain a closely guarded secret (even Jeremy McWilliams wouldn’t reveal to me, despite sharing a few beers). The standard 1768cc capacity is up to 1834cc; stroke remains the same at 96.5mm but bore is up to a whopping 110mm. There are CNC ported heads, S&S camshafts, a completely new air intake system and a huge 78mm throttle body to feed that massive motor. An S&S two-into-one race exhaust makes it sound like the end of the world. Meanwhile, the rev limiter is set to a lowly 7500rpm because this motor is all about torque. The minimum weight is set at 620lb (281kg) by the rules, which is relatively simple for Indian to achieve and why there isn’t any carbon fibre onboard (and you won’t find any titanium, either) aside from the huge bags which are carbon to minimise the likely instability caused by hard luggage at 180mph. And while the racing Challenger remains a ludicrously heavy machine for the track, it is some 100kg lighter than the bike it’s based on. The wheelbase is around the same as the standard bike, but rake and trail are steeper and shorter to help the brute turn. But the most dramatic change is to the seat height which has leapt up from 672mm to 889mm, which is higher than BMW’s R1250GS (870mm) and even KTM’s skyscraper 1290 Super Adventure (880mm). This is one long, wide, heavy and tall motorcycle, yet one that at some tracks is only three to four seconds slower than an AMA superbike, and at Daytona hit more than 180mph. Truly, Indian and S&S Cycle have worked their magic. The Ride I’ve been riding bikes on a professional basis for close to 25 years but nothing prepared me for this. Like most, I’ve watched bagger racing on YouTube and knew the bike would be a beast – but in the flesh it is enormous and wildly intimidating, too. To add to the sense of dread, even as it’s being warmed up it sounds like it wants to kill you. Problem number two: at just 172cm I’m on the short side and can’t get anywhere near touching the floor and need two technicians to hold the bike as I get on to it, and to catch me when I come back down pit lane. McWilliams reported that he once stopped for a practice start, didn’t plan accordingly, toppled over and couldn’t pick it back up. Brilliant. So I’m about to ride a monster of a race bike of unknown ferocity, that I need help to get on, that weighs as much as two Moto2 machines and is number three of 29 to be built... and worth £90,000. Once onboard, with some help, it feels like a building. The tall, hard race seat is met by bars that are very wide, while the bodywork’s acreage seems immense. My right leg sits just behind the huge air filter and as I take control of the bike from my helpers the RR gets angrier with every deafening blip of the throttle. I nudge up on the S&S race shift, Specification INDIAN CHALLENGER RR Price: From £90,000 Engine: 1834cc, 110mm x 96.5mm, 60-degree V-twin, 4v per cylinder, liquid-cooled Power: n/a Torque: n/a Transmission: 6 speed, chain final drive, quickshifter Average fuel consumption: N/A Tank size: 22.7 litres Rider aids: None Frame: Stock Suspension: (F) Öhlins FGR250 inverted forks, 43mm, 130mm travel, fully adjustable, (R) Öhlins monoshock, fully adjustable Brakes: (F) 330mm discs, Brembo M4 four-piston radial caliper, (R) 300mm disc, two-piston caliper. Front wheel/tyres: (F) 120/70-17 Dunlop slick, (R) 200/60-17 Dunlop slick Wheelbase: 1670mm Seat height: 889mm Weight: 620lb (282kg) Warranty: n/a Website: www.indianmotorcycles.co.uk ABOVE: Peak power is a closely guarded secret, but the standard 1768cc capacity is up to 1834cc; stroke remains the same at 96.5mm, but the bore is up to a monstrous 110mm from 108mm BELOW: There may be no rider aids, but there are lots of race-develped components here www.mslmagazine.co.uk 33

give it some angry revs, let the clutch out as a technician pushes me for the first few metres like a child taking their first ride without stabilisers, and this mountain on wheels trundles down pit lane, exhaust reverberating against the Anglesey pit wall. Now it’s just me, an empty track and a very unusual race bike – like nothing I have ridden before. Thankfully, Indian had laid on an FTR1200 to get me familiar with the Welsh track so there were no excuses: it was time to unleash the beast. Jeremy McWilliams had advised me to use the torque – “Don’t bother with first gear” he said – so I short-shifted into second, then third. The drive is immense, the slightest touch of the throttle opening the floodgates to a wave of torque like no other race bike I have ridden. The RR revs out at 7500rpm, where most race bikes start making their power, and all my focus is on managing the V-twin’s mid-range muscle. There’s no time to dawdle; I’m on scrubbed and pre-heated Dunlops and need to maintain their heat. However, I also have to remember there are no electronic rider aids like traction control – and the throttle is very direct. Into turn one for the first time and it’s in with the clutch as the quickshifter only works on up changes, and back to second for the long, wide hairpin. The brakes are surprisingly strong considering the bike’s weight, and the steering isn’t bad either. Already, I’m riding the Challenger RR like a conventional race bike, hanging off the inside, but it’s comical how tall it is and how far my knee is from the track below. I make a mental note: plenty of grip and ground clearance, just try harder. On the back straight, which is actually a long banana of a curve, and it’s time to unleash the V-twin. I tap the smooth shifter into third, fourth, and even grab fifth. I’m only tickling the throttle but acceleration is dramatic as one wave of torque after another shovels the bike forwards. I tuck in, like you would on a conventional race bike, but with such a huge fairing there’s no need! Up to the second and third gear complex towards the end of the lap and again the steering and braking are direct and responsive in a way you simply wouldn’t expect on a 281-kilo wildebeest. I’m trying to keep everything smooth and wide, use a tall gear to allow the bike to flow, not stop-start or use any of that modern, squaring-off nonsense. Rolling down through Anglesey’s ‘corkscrew’, I’m amazed by the Indian’s deceptive lightness and fluidity. You’d never guess this was a nearly 300kg bike, not a chance. As I hit the home straight, I know the Indian crew is watching so it’s time to put my head down. This time into the harpin it’s back two gears but you have to be careful on down changes and, rather old-school, you have to use the clutch. BELOW: The seat height has leaped up from 672mm to 889mm, which is more comparable to a large road-going Adventure bike. But unlike an Adventure bike, the suspension has very little squat, which makes it incredibly hard for a small 172cm rider like me – hence the assistance to stop and go 34 Motorcycle Sport & Leisure – established 1962

The huge Brembo stoppers are up for the job, and this time as I roll the RR into the turn my knee hits the Welsh racetrack for the first time. The seat is taller than BMW’s R1250 GS but the grip developed by the Dunlop race rubber and the extra clearance engineered into the bike means there is plenty to come. I’m hanging off mid-corner but nowhere near the limit of the bike. Elbow down, by the way, is not an option. Out of turn three (taken in third) I open the throttle hard and the drive is off the scale. A force like no other. Under such hard acceleration the rear goes vague and lets me know that this isn’t a thoroughbred race bike developed from a sports bike, but from a lazy, laid-back cruiser. This happens every lap as I ask for all that torque to be laid to the ground and wonder if the combination of immense grip and torque is somehow overwhelming the chassis’ ability to harness all the energy it creates. Once the power is laid down, and you have force running through the shock and chain, stability isn’t bad. But on the initial pick up of the throttle, the rear can feel vague, either chassis flex, anti-squat, or both. I doubt I was ever at 100% throttle during my ride on the Challenger RR, and certainly didn’t witness the shift lights as there’s simply no need to rev it hard. It’s tricky to estimate just how much torque is being churned out as it’s so different from any race bike, but there’s no doubting it’s quick under acceleration. Super quick. But it’s not all about the engine. What the Indian technicians and riders have done in terms of handling is a minor miracle. The front end is stable with braking able to consistently slow 290kg plus rider from potentially 180mph. The last section of the lap is technical and taken in third gear, allowing the bike to flow (the fuelling and snap from the throttle is a little too snatchy in second gear) and a real test of the accuracy. The Indian performed admirably, holding a line, hitting its apexes perfectly while hiding its weight and finding a natural flow. Each lap it encouraged me to get more into the flow, albeit at my relatively low speed compared to McWilliams’. Get the chain tight, then dial in the torque. Brake later, then carry corner speed with lots of vertiginous lean angle. Then back on the throttle to be deafened again by the rudest of race exhausts. On my return to pitlane I remember to plan my stop carefully. As I roll up to my Indian technician in neutral, I desperately try to get one secure foot down. Yes, my lack of height is a little embarrassing but I’m just pleased to have the bike back in one piece. The Indian Challenger RR isn’t as difficult to ride as I expected, not as intimidating as it looks and sounds, but does require skill and a different style of riding – way above my level. I can see why some riders click with the bagger racing and some don’t. I rode in perfect conditions and alone. God knows what it must be like on tricky fast tracks, in the wet, elbow-to-elbow with others! Verdict I obviously wanted more laps, and it would be great to test the bike again at a faster-flowing track like Donington Park, or Mugello, but I did get a real flavour for what this bike is about and what it must be like to race a bagger. To dance with the devil, poke the tiger in the eye and get away with it was an experience. Converting a road-going sports bike into a race bike is an uphill task but converting a bagger into a race bike is astronomical – like climbing Everest in flip-flops. They’ve made the Indian Challenger handle and go around a racetrack in a time not a million miles away from an AMA superbike. The transformation is incredible, arguably one of the toughest and greatest in two-wheeled racing today. Hats off to the Indian Motorcycles Racing team. Numbers are limited, but if you want one – run to your local Indian dealer now… What is Bagger racing? The initial MotoAmerica King of Baggers race that ran back in October 2020 wasn’t meant to be too serious; converting laid-back American baggers into race bikes was meant as a fun idea and one-off spectacle. But the best-selling bikes in the USA are baggers, car parks are littered with them with sports bikes relatively thin on the ground these days, and that first race was a huge success, creating a social media storm as video emerged of a grid full of faired and bagged V-twin behemoths thundering into Turn One. It was an obvious decision to run a full series the following season, since when the King of the Baggers race series has grown each year, gaining in popularity, attracting new sponsors as well as world-class riders and, perhaps most significantly, rekindled the historical battle between Indian Motorcycles and HarleyDavidson. It could be argued that bagger racing is one of the most exciting and interesting race series in the USA right now. If you haven’t checked it out, do so. Jump on their various social media channels; you’ll be hooked. LEFT: Some hefty bracing here! ABOVE: The fuel tank is standard. Nothing else is! RIGHT: The bagger’s footboards are gone, replaced by S&S rearsets and a quickshifter kit www.mslmagazine.co.uk 35

Just across the aisle was the Royal Enfield show. A year or so back, when motor-cycle sales were falling and most manufacturers were obstinately clinging to the idea of big, fast motor cycles, Royal Enfield…changed their sales tactics… And Royal Enfields were a big success, too. Somebody at Redditch had shrewd ideas about the psychology of teenage riders…realized that the bikes did not have to be fast, but they had to have the look of speed; and that it would be a great help if prices could be kept comparatively low. The colours on Royal Enfields are good. They are vivid, no-nonsense colours, nothing subtle or pastel about them… The inbreeding among the two-fifty Enfields is fascinating but shows, I am sure, highly developed awareness of what the boys at the Ace and the Bee look for in their motor bikes - at least, in the first motor bikes they own… All this is quite comprehensible, and laudable. How nice to know that manufacturers study their market, pander to the whims and fancies of their customers - provided there is enough substance to those fancies to translate into steady, profitable sales. But one cannot help viewing the latest offering of Enfield’s two-fifty stud with some misgiving. The Continental, it is called. My favorite weekly describes it… “Resplendent in polychromatic finish, doublebubble petrol tank, it looks every inch a whizz-bang.” MSL columnist Maynard Hershon picks his favourite articles from the long history of this magazine Haven’t I read this before? I’ve been readin this magazine and contributin to it since the 80s, since it was Motorcycle Sport. It was a different publication then and earlier, different in focus, attitude and readership. It was the monthly for the lifetime rider, even if that rider had never owned or even ridden a bike with more than, oh, 15 horsepower. That rider was a rider nevertheless, fully-fledged. He or she was perhaps a regular contributor to the Letters section or even of editorial pieces. I could describe the magazine but instead, I’ll choose articles that I feel will capture its essence and reproduce them here. If I feel that words or phrases will be alien for today’s reader, I’ll explain them. I’m going to choose articles I love. I hope you’ll love them, too… Maynard Hershon ’ve just acquired five issues of Motorcycle Sport from 1962, the oldest issues in my collection. The page numbering begins with the first page of January’s issue and continues through the months, so the article I’m excerpting here, The First Northern MotorCycle Show (yes, it’s hyphenated) begins on page 247, in the July issue. And, as was Motorcycle Sport’s custom, there is no byline, no author name attached to the article. It is thousands of words long, and no one gets credit for all that work. The part of the article that jumped off the page at me was the description of the new Royal Enfields. They were built at Redditch then, as you surely know, quite a few miles from the present place of manufacture, but some of the thinking was strikingly familiar… Maynard Hershon From Motorcycle Sport, July 1963 36 Motorcycle Sport & Leisure – established 1962

Almost spoil-sport to add that it has two wheels and one of those corny internal-combustion motors. It costs £242. 10s., so you can see it comes neatly almost midway between Clipper and Super Five. My misgivings arise chiefly because of the instruments. Have those deep thinkers at Redditch decided on blatant contempt for their leather-jacketed public? Unthinkable! Or have they merely slipped up, fitted the wrong speedo by mistake? With those droopy bars, revmeter and double-bubble tank, the polychromatic whizz-bang has an 85m.p.h. Speedo…hardly adequate, surely, to record the passage of all those brake horses we’ve heard about? And if it is, the Continental might seem to the critical more of a wind-bag than a whizz-bang. More available for subscr bi ers on MSL xE art wwwta m. s ml agaz ni e.co u. k/msl-extra Want to read more? www.mslmagazine.co.uk/extra Our digital archive doesn’t go quite as far back in history as this article, but our subscribers have access to the last 15 years of MSL for FREE. And the archive is growing… www.mslmagazine.co.uk 37 LOOK BACK

DO YOU HAVE BLUE? I’ve been reading this journal on and off, mostly on, since I started riding at age 19 in 1977. The content has changed out of all recognition since then but quality is just as good – high – as it’s always been. For the last few years the mag has been on subscription. Probably about four years. You seem to have settled in nicely and it is good to see Sir Alan contributing more regularly again. Just so you know, I read almost every page including reviews of bikes I’m unlikely to buy. I never read anything about poxy scooters and I never will, but don’t let that put you off including them. The articles I enjoy the most are the long-term tests; the letters (bit short this month, September issue); the often hilarious Legal Eagle; both of Maynard’s items (but especially From The Archive); Kevin Cameron; and the bikes for sale page/s for the nostalgic ‘I used to have one of them’. Personally, I find Adam’s reviews to be the best. It usually feels like I’ve been for a ride on the bike myself at the end of his review. Anyway, none of that qualifies me as A Nutter (I hope). It’s all by-the-by and not the reason I’ve written. One morning many years ago, most things are now many years v n c veness; a wee y, ea ous scooter rider maybe? If you find the missing words could you include them in my next issue please. It’ll be the one with my name and address on the bit of paper that comes with it. Enough of that, though. I was interested to see the Simpson helmet on page 23. I didn’t know that company was still going. I think Simpson used to have at least one helmet, if not a whole ago, I left the house to ride to work. Lo and behold, I thought, some bastard had stolen the a out of my rear tyre. At that tim lived three miles away in Stanstead Abbotts, Herts, and luckily the bike shop, DC Butle Motorcycles – now in Bishops Stortford, Herts – was in the same village about 400 yards away. Not too far to walk, but quite a way to push a very yell Daytona 1200 with a flat rear tyre. On the way round to the shop I tried to think of a reaso why anyone would steal the ai out of my tyre when we’re surrounded by it free to breath put it down to pure vindictiveness. A weedy, jealo car driver maybe. I parked up outside the workshop and went in, told Jo the mechanic that my tyre wa flat and we both went outside look at it, as you do. “It’s only fla at the bottom,” he said, so I ‘triumphantly’ moved her to show him that the tyre was indeed flat all the way around if the bike was moved. Joe then tried to convince me it was probably a puncture but I wasn’t having any of that nor was I having a repair – not with the speed I used to ride at in those days. If it was a puncture I wanted a new Bridgestone. I loved that bike; I bounced off the rev was very easy o sp n e rear wheel in just damp conditions but she never spat me off. What’s that got to do with anything, you might be thinking? Well, something very similar happened last month with my copy of MSL. Someone had stolen the words about one of the touring rides, off the pages if you please, and had substituted them with a subscription advert. What was the point of that when I Antisocial pelican I popped out earlier to pick up this month’s MSL, a nice little ride to my nearest WH Smith and just far enough to justify a coffee while having an initial flick through. I know for the sake of the planet I should have it posted or, better still, read an electronic version, but I’ve always got the magazine while out on the bike, it just seems right somehow. Anyway, this morning, sitting at a table outside Costa, I couldn’t help but notice a nearby pelican crossing, not least because of the beeping when the lights went to red. I reckon every other person using it didn’t look at the road before pressing the button, and with no thought whatsoever, every last one of them pressed the button regardless of whether traffic was approaching or not. None waited for heavy lorries to pass; many crossed an empty road leaving the lights having turned red for no reason. Some, realising that no vehicle was anywhere near, crossed before the lights changed, which, of course, they eventually did, forcing vehicles coming along moments later to brake to a standstill for a crossing devoid of any pedestrian. The lights changing, the beeper beeping, and all those vehicles having to overcome God knows how much friction in order to get going again and accelerate to their original speed. What a waste of precious energy; what an unnecessary use of fuel. I got back on my Strom and rode home, something I’ll do till it dies and I can justify the energy needed to produce a new electric bike. Simon Murphy ★ Star Letter WIN Weise Drift Jacket This month’s Star Letter wins a Weise Drift Jacket, RRP £199.99 including VAT. Combining the look and feel of high street fashion with the impact protection expected from a premium motorcycle jacket, the Drift is laminated for reliable waterproofing, too. Find out more at www.weiseclothing.com We love to hear from our readers, so if you have a topic in mind or want to comment on something in the magazine please send your letters to [email protected], or write to Letters, Motorcycle Sport & Leisure magazine, Mortons Media, Horncastle, Lincs LN9 6JR. You can also join us at facebook.com/mslmag WORTH £199.99 already have a subscription? More i di ti d j l ir e I r ow n r e. I us, e s to t limiter a good few times and it t i th 38 Motorcycle Sport & Leisure – established 1962

range, that was referred to as a Stealth Helmet. That might be where the ‘Have Blue’ label comes from. Lockheed Aircraft were contracted by the US Defence Advanced Research Projects Agency (DARPA) to build a Stealth aircraft in 1970 under a project called Have Blue. Stealth technology aims to make an aircraft more difficult to see on radar through various measures. Have Blue research led to the production by Lockheed of the F117 Stealth Fighter, although it was a strike aircraft (a bomber), not a fighter. Plenty of info on the internet. Have Blue did have a similar splintered paint scheme as the Simpson Venom but the helmet scheme itself might have been copied from that currently worn by Lockheed Martin F35A aircraft of the USAF 65th Aggressor Squadron. Again, photos all over the internet. The 65th scheme is also splintered and the colours look to almost exactly match those on the Venom. If I buy a Simpson Venom I’ll be going for the gloss white, what with me being a bit of a traditionalist. One or two final thoughts: keep up the good work please. It’s the only thing keeping a lot of us, erm, sane. The other final thought – and please don’t be offended – but on page 89 (September) it says rider: Dave Manning, cost new: £27,695. That struck me as a bit immodest even if you are the editor, particularly when the next highest rider is almost less than half that amount and the rest quite a lot less. My current bikes are a 2016 Triumph 1050 Sprint GT SE named Erika – after the German Army marching song, and a 2015 Suzuki GSF 1250 SA Bandit named Elle – partly a play on words after El Bandido but mostly after Elle Macpherson. Cor. Martin Webb PARP PARP! Being something of an ‘Uncle Mort’(for those of a certain age), I find myself sitting here in the late August sunshine thinking there’s now less time to next Christmas than has passed since the last time. If you keep your bike on the road year-round, as I do, you can sometimes get lucky in the winter (despite the grit and the sugar beet season). On New Year’s Day 2023 I had one of the best rides of the year. From home in West Norfolk across the fens beside the Sixteen Foot drain to Huntingdon, thence via the A1198 to Royston and a stop at the Costa (which was open, God bless them), then back via the A505, A11 and A142. It was sunny, dry, and pleasantly mild, with little traffic. Not far, but just a pleasure to be out. A Mr. Toad moment! John Gudgeon CAST OR SPOKED? Just reading your article on the new small-capacity Triumphs. You say its disappointing that they only offer cast wheels. Well, I have news for you, a lot of us prefer cast to spoked. I’m old enough to remember when all wheels had spokes and along with lots of others (have a look on the internet) we are forced to buy spoked wheels as BMW for one do not give us a choice, only offering cast wheels on their basic GS. I have just bought a 1250GS Ultimate and I tried to get dealers to replace the wheels before collection. They all refused, saying it was too much trouble. Why doesn’t BMW give us a choice in its many styling packages? Peter Wilson JOIN US Be part of our biking community SUBSCRIBE ON PAGE 28 Hostile states Price is important, especially if buying what for many is a ‘hobby bike’, often just an expensive toy to play with on sunny days. That said, should we be promoting Chinese bikes (and cars) like the CFMOTO 450SR and supporting a burgeoning Chinese economy when you can get a near-new used Japanese or European bike for the same or less money? I pose the question since China is recognised as a hostile state. Huawei, a leading global provider of information and communications technology, has been blacked by our government along with the US, Canada, Australia and New Zealand. All have banned Huawei and other Chinese companies from critical infrastructure because of security concerns. Okay, you might say, we are talking about a motorcycle, but these have electronic systems and already there is concern regarding the exponential success of cheap Chinese EVs. Bikes will surely follow, if allowed. Buried in the electronic control unit of every new electric car is a cellular internet module and CIM. This controls the sensors, cameras, audio, geolocation capability, engine and more. Connected to the internet like your mobile phone, it acts as the gateway for information to go in and out of a vehicle which manufacturers (and government) can use. Best to act sooner than too late. Personally, I think all Chinese goods should be subject to a 100 per cent import tariff if nothing else to protect our own and friendly states’ business. We in the West are hell bent on Net Zero while the Chinese are building two coal-fired generating plants a week to supply us with goods like the CFMOTO, products we could buy elsewhere. Paul Milner www.mslmagazine.co.uk 39

These Quixotic Things As a newly minted knight of the road, I soon found the enemies, On the highways of our Kings and Queens, they were there for all to see. I held a warrant in my possession, under the hand of our gracious Queen, An awesome responsibility, for one not long sixteen. My tiny steed was fleet of foot, over macadam, concrete and grass, And my only real protection then, was a helmet of fibreglass. I was assailed and I was set upon, by these enemies of the state, Their eyes ablaze with lust and fire, in their avarice and hate. These dreaded Dragons made of steel, would try to conquer me, For what rhyme and for what reason, I truly couldn’t see. And just like Don Quixote, my head and nerves would reel, Not tilting at his windmills, but at my Dragons made of steel. These descendants of the dinosaurs, somehow survive and thrive, Spewing poison and spewing smoke, eating smaller prey alive. So it soon became my wanton drive, and my utter motivation, To stand up to those Dragons, and bring about their devastation. But so much like Don Quixote, it would soon become apparent, That my mission was so foolish, and its path was only errant. This was a task filled with sorrow and woe, and too many hospital visits, And bandages and mercurochrome, the pain just so exquisite. No armour or shield or lance or sword, with which to arm myself, Nor Sancho riding at my heel, the Don’s protective elf. There were far too many Dragons for one boy to set about, Outnumbered many hundreds to one, soon filled my trough of doubt. Then I tried to show my knightly worth at arenas of speed and skill, Colosseums wild and woolly, which would surely fit the bill. My ride became unruly and I anticipated a fall, She bucked me high into the air, one bounce and into a wall. The apogee was impressive, though I am no aviator. The concrete it seemed, was very hard. One broken Gladiator. The paramedics rescued me, flung me into their van, Saying: “Mate you need to give this up, and run while you still can”. I admitted defeat to Isaac Newton’s immutable laws of motion, And to think I could avoid them, was a terribly stupid notion. Now I pick my battles more carefully, much older and maybe wiser, And so much less aggression and less baring of incisor. I am seeing things quite differently now, and see more of everything, At a speed perhaps more reasonable, a safety margin much less thin. Now beset by age and infirmity, I will ride while I still can, Until riding is forever gone, another victim of government bans. The dragons however, they still abound, still hunt and stalk their prey, But I’ll leave them for the younger ones, like me in the olden days. Derek Stevenson (Australia) NT1100 V NC750X Perusing my July copy of MSL I came across Chris Moss’s comparison of the NT1100 versus the NC 750X. As it happens, I ride an NC and our local dealer (the excellent Chris Ball) did a breakfast run for our IAM group to try out some of his stock, including the NT and Africa Twin. Naturally I jumped at the chance. Overall I agree with Mossy’s assessment of both bikes but would add a few points. Firstly, the DCT on the NC is easier to use as the take up is gentler while the NT is quite abrupt. Secondly the switch gear on the NT is awful, no other word for it. I also rode the new V-Strom 800 on the day and that is a far better setup. The NC also has simple, easily understood switchgear, although of course it will not play your phone, navigate, or make you a brew! The other points to note are that the suspension is the one weak spot on the NC – the NT and the Africa twin are a lot better. I got my NC set up by MCT but it is still only average. The NC feels a lot lighter when hauling it round the car park though. Finally, for an old codger like me the NC has plenty of overtaking grunt but I agree with Chris, a 900cc version of the NC, complete with frunk and hopefully no extra weight would be the unicorn bike. Glendon Franklin, Norfolk 40 Motorcycle Sport & Leisure – established 1962

Andrew Prendergast Who is Andrew? Andrew Prendergast is a Managing Partner at White Dalton Motorcycle Solicitors (www.whitedalton. co.uk). You can pick pretty much any motorcycle-related legal issue – he’s been there, done that, and got the answer to share with MSL readers. If you have a question, send it to msleditor@mortons. co.uk SUBSCRIBE ON PAGE 28 RIDE MORE Spend less and ride more with a subscription SNAKE ATTACK! It was a perfect day. I was on my Ducati Scrambler, ahead of my wife (on her own Scrambler). The sun was shining. The sky was blue. Life couldn’t have been better. We‘d just entered our village and were in no rush. I was cruising behind a van, who drove over two of the rubber bands you sometimes see stretched across the road. The next thing I see are the rubber bands flicking up in the air, like two snakes trying to attack me. I nearly missed them but one tangled in my front wheel and I was off. I went down really hard, and stayed there until the ambulance moved me to hospital with a cracked sternum, an inflamed heart and a broken pelvis. That was two days ago. My poor wife was traumatised as she saw the whole accident happen. She took photographs of the bands tangled around my wheel and, when the Police untangled them to remove my bike, it was her that moved the bands off the road and on to the verge so that no one else came a cropper. They’re still there, along with the box they’re connected to. It’s unbelievable that no one’s fixed it, especially as the Police know about it. So do I go after the van driver who caused the rubber bands to flick up which resulted in my trashed bike, kit and injuries? Whilst he caused it, I’m struggling to see why it’s his fault? A.That’s a freaky accident. In all my years of practicing law, I’ve only had this in one other case. The two ‘snakes’ are, in fact, pneumatic road tubes. When vehicles drive over the tubes, a burst of air pressure moves along them which is transmitted to a counter contained in the box (often chained to a post). These tubes measure speed and number of vehicle movements and, sometimes, the weight of vehicles passing over. The rubber tubes should be installed tightly so they should not flick up. It sounds to me like they’ve not been installed properly and that’s what caused your accident. Therefore, you need to aim your sights at the organisation who authorised the tubes and box to be installed. As the accident was only two days ago, you need to gather evidence ASAP, so send your wife back to take photographs of the box. I suspect the company that owns it will be on the bottom of it. Your wife also needs to take good photographs of the tubes and, in particular, the ends if they are broken. In short, your case will need some investigation but ultimately, I suspect you will be directing your claim to the local authority responsible for the road who authorised the tubes to be installed. I mention photographing the ends of the tubes because, in my previous case, the council alleged the tubes had been vandalised and cut. However, as I had evidence (I actually rode to the accident scene the same day for my client) I was able to prove they had stretched and broken, rather than cut by vandals. Lastly, your wife had a grandstand view so her evidence and photographs could be fundamental to winning your claim. MIND YOUR BUSINESS Q.I work in IT and had taken a new job on a small business park in the middle of nowhere. As far as I can work out, the old farmer’s son had built some units, run broadband across his fields and was earning a living off the rent. I’d only been there four weeks so didn’t really know how things worked. I went to leave on my CBR650R late one night, after finishing a last-minute project. As it was completely dark, I’d not seen that the farmer had moved his cows around and they‘d left poo everywhere. In short, I hit the cow poo and fell off, breaking my wrist. The old farmer did help me up, and his son took me to hospital. But the general vibe from them and my employer is I should know how the farm works and look where I am going. Are they right? A.No, I do not think they are right. It is no longer just a farm, but also a business park. Therefore, the first link in the ‘chain of causation’ was the farmer allowing his cows to poo all over the yard where the business units are, when it was obvious that could cause an accident to those working there. As such, I’m of the view any claim should be directed to the farmer to start with. Most farmers I’ve brought an action against are insured, so I suspect the insurer may deal with the claim on his behalf. If he denies liability, you may also be looking at your employer, because they have a duty of care to make sure a yard use for work is safe. In addition, this case may get trickier if the farmer doesn’t own the yard – if he rents it or has passed it on to his son. If liability is admitted by the farmer/his insurer this should be straightforward. But if he denies liability and throws up other issues, you may need a solicitor to look at this to try and unpick the issues and ultimately issue Court proceedings against the correct party/parties. As a motorcyclist, where do you stand with legal issues? Your questions answered. Legal Eagle www.mslmagazine.co.uk 41

I n fact, you could argue that the principles behind the DCT system, of allowing easy access to two-wheeled transport, and of making riding a simpler, less complicated affair, were first instigated by the Japanese company way back when the Super Cub was first introduced in 1958. And that wasn’t exactly unsuccessful, given that it is the one vehicle that can be said to have given Honda its foothold in the world market. And yes, despite that heritage behind two-wheeled transport without a clutch lever, there are still some folk that are a little dismissive of the Dual Clutch Transmission, and I’ll readily admit to being one of them. Well, I was one of them, but it now appears that I’ve come to understand the reasoning, and I’ve seen the light.… History and development The first appearance of the DCT was as an option on the 2010 Honda VFR1200F – the vee four super tourer that was actually far better than the history books (and sales figures) may suggest. Within a year, a lighter, more compact version of the system had been developed for the twin cylinder 700cc engines in the NC700S, NC700X and Integra. Another 12 months later, a downshifting ‘blipper’ was added with the 1200cc Crosstourer, also added to the VFR1200F. When the 700cc twins had a 50cc capacity increase in 2013, the DCT was improved by having Adaptive Clutch Capability Control to slip the clutch on changes for a smoother operation. Physically, DCT uses two clutches – one to cover first, third and fifth gears (and seventh for the Gold Wing), and the other covering second, fourth and sixth, with the mainshaft for one clutch located inside the mainshaft of the other. Each of the clutches is controlled by its dedicated electro-hydraulic circuit, and when a gear change occurs, the system pre-selects the target gear in a split second, using the clutch not in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages. The benefits, aside from an impossibility of stalling, include reduced rider fatigue; increased mechanical durability (no crashing of gears!); low stress urban riding; use by disabled riders; and the freeing up of some brain power to concentrate more on braking, acceleration, line choice, looking for lunatic drivers, etc. Applications While the four bikes that we have here don’t cover the full range of Honda machinery fitted with DCT, they do show the variety of bikes that the system can cover, from traditional tourers such as the Gold Wing, through to fully spec’d adventure bikes like the Africa Twin, via the ultra-capable NT1100 and quirkybut-fun X-ADV super scooter. So, aside from featuring on a variety of differently-styled machinery, DCT is also applied to various different engine platforms and, somewhat unsurprisingly, the Dual Clutch Transmission’s control systems and options vary with each individual application. While the Dual Clutch Transmission has been in Honda’s line-up since 2010, when it was first fitted to the VFR1200F, the concept has actually been around for far longer Honda DCT WORDS: Dave Manning PHOTOGRAPHY: Honda The new Africa Twin (then with one-litre capacity) saw a new S mode (alongside D) in 2015, with this, and the NC700 series, also gaining incline detection to improve shift patterns if climbing or descending hills. 2017 saw the first seven-speed DCT system in the GL1800 Gold Wing, with it also linked to the reverse gear and to the riding modes. Thanks to new throttle-by-wire systems in the Gold Wing and Africa Twin, gear changes are faster and smoother. When the Africa Twin had a capacity upgrade in 2019, the DCT versions also gained a six axis IMU (Inertia Measurement Unit) linked to the DCT to improve the timing of gear changes through corners. By 2020, the user modes on DCT models had been expanded to allow riders to select preferred shift patterns, and when the NT1100 was brought into the range a year later, settings for 1st and 2nd gear had been refined, with the clutch now operating in a way relating to throttle input, thus changing more gradually with gentle throttle openings and quicker with sportier riding. The technical bit Somewhat unsurprisingly, the DCT system is rather more involved than the clutchless arrangement that was fitted to the Super Cub and, while the basic mechanics remain very similar to that that was fitted to the VFR1200 13 years ago when the term ‘Dual Clutch Transmission’ was first used, there have been a few tweaks and changes to the concept, particularly since the introduction of fly-by-wire throttles. www.mslmagazine.co.uk 43

W hen I rode a Wing in the Peak District earlier in the year, I really didn’t gel with it. I just couldn’t get to grips with the way it floated around without much in the way of feedback from the wet roads, and how the DCT was changing gear at exactly the wrong time, for each and every gear change. Yet, fast forward a couple of months, and across the other side of the Irish Sea, once I slung my leg over the seat of the big 1800, I felt immediately at home. Presumably it was the grey and wet of the Peaks that had been messing with my mojo, as it’s very rare that I get extremely uncomfortable on a bike, to the point that I want to stop and get on a different bike. My time spent on the GL in the Emerald Isle was entirely enjoyable and, to be frank, I didn’t want it to stop. And yes, I am aware of how peculiar that contradiction is… Anyway, for this trip my time aboard the Wing was all happiness and light. While it is a big bike, that 1833cc six-cylinder powerplant is just perfect – oodles of torque right through the rev range, super-smooth, and it sounds brilliant, too. The fact that the impressive torque figure of 125lb-ft peaks at relatively low revs is of little concern, as the silky-smooth lump will happily spin higher if you want, resulting in a soundtrack that moves from big-inch American truck to feisty German sportscar as the revs rise, and in doing so reveals a rather naughty side to the Wing’s nature. It is bloody rapid! One might think that indulging in such childish behaviour might make the chassis show some deficiencies, and with a hefty 390kg to deal with, you’re certainly aware that there is some mass below you, yet the Wing stops and turns with an agility that defies its size. Okay, so flicking from left to right and back to left again through roundabouts and the like takes a little commitment, and perhaps a little faith in knowing that the suspension is keeping rubber in contact with Tarmac, with a touch of vagueness, but it’s really only on bumpy back lanes and switchbacks that the bike’s mass and momentum start to make life a little sketchy. And besides, this isn’t a back lane scratcher, it’s a long-distance mile-muncher that just so happens to be a huge amount of fun when you want it to be… And it’s the idea of long days in the saddle that bring the thought that perhaps the Gold Wing should be the bike in Honda’s range that is most suited to DCT. And that assumption would be correct, as the Wing has the most developed version of DCT (with the exception of the linking to the IMU that the Africa Twin has), and it suits the engine, and the type of machine that it is, absolutely perfectly. The Wing also has the unnerving ability to turn itself off when at a standstill. Now, I’m sure that most of you are very aware of this characteristic with cars and vans, but stop-start is something of a rare thing in the world of motorcycles, and it GL1800 GOLD WING RIGHT: No clutch lever. No gear shift pedal. No problem 44 Motorcycle Sport & Leisure – established 1962

Specification HONDA GOLD WING 1800 DCT Price: £32,449 Engine: 1833cc liquid-cooled 4-stroke 24 valve SOHC flat-6 Power: 124bhp (93kW) @ 5500rpm Torque: 125lb-ft (170Nm) @ 4,500rpm Transmission: 7-speed forward (plus reverse) DCT, shaft final drive Frame: Aluminium die-cast, twin tube Wheelbase: 1695mm Brakes: (F) 320mm twin discs with 6-piston calipers (R) 316mm ventilated disc, 3-piston caliper Suspension: (F) Double Wishbone (R) single Pro Link shock Wheels/tyres: 3.5x18” cast aluminium wheel, 130/70xR18” tyre (F), 5.00x16” cast aluminium wheel, 200/55xR16” (R) Fuel Tank: 21.1 litres Fuel Consumption: 48mpg Seat Height: 745mm Weight: 376kg (dry) 390kg (wet) Warranty: 3 years, unlimited mileage, transferable. Service intervals: 4000 miles/12 months Contact: www.honda.co.uk/ motorcycles made me think that I’d stalled. Every. Single. Time. Despite the fact that, with DCT, it is impossible to stall. Sometimes I even embarrass myself. Thanks to the incredible flexibility of that turbine-like six-cylinder motor, there aren’t the issues with the DCT being in too high a gear at a time when you want to accelerate, either to overtake or when leaving a slower speed limit – it just picks up its feet and moves. As such, while there’s still a level of entertainment to be had with the DCT system in Manual, it is perhaps less of a vital option when compared to the others (especially the NT1100, as we’ll see), and the basic fact remains that, because of the sort of bike that the Gold Wing is, owners will inevitably be the sort of folk who aren’t desperate to get to their destination as soon as is absolutely possible, but more likely to sit back and enjoy the scenery. This really is very much the bike that most folk would consider to be suitable for DCT – not just for the ease of use while riding, but also for a confidence factor. Because there’s no gear lever to be nudged away from neutral, at a standstill you can always have two feet on the floor. And, even though the Wing has a subterranean centre of gravity, having both plates of meat firmly on terra firma when waiting at traffic lights/junctions, etc., brings great peace of mind, and makes parking a doddle, especially given that it’s equippped with electric reverse, too. The super-torquey powerplant does make you question the reasoning behind the seven-speed gearbox, although to be honest I never really needed to know what gear it was in, so the fact that it has an extra cog in the box is really rather irrelevant – there was always the appropriate amount of shunt available, and presumably that extra gear allows for a more efficient cruising rpm, ensuring that it wafts along at licence-threatening speeds at a whisper. Big miles covered in supreme comfort – that is what the Gold Wing is all about.

Specification HONDA CRF1100L AFRICA TWIN Price: From £13,049 Engine: Liquid-cooled, 1084cc 4-stroke 8-valve parallel twin, 270° crank, single cam Power: 100.5bhp (75.0kW) @ 7500rpm Torque: 77.4lb-ft (105Nm) @ 6250rpm Frame: Semi double-cradle steel frame, bolt-on aluminium subframe Brakes: (F) Twin 310mm floating discs, 4-piston radial calipers, radial master cylinder, (R) 256mm disc, twin piston sliding caliper, selectable ABS Transmission: 6-speed DCT, chain final drive Suspension: (F) Showa 45mm USD forks, fully adjustable, 230mm travel, (R) Showa shock, preload and rebound damping adjustment, 220mm travel Wheels/tyres: Wire spoked (F) 90/90-21, (R) 150/70R18 / Bridgestone Battlax Adventure AX41 Tourer tyres Seat height: 850/870mm (33.4/34.25in) Fuel capacity: 24.8 litres (5.5 gallons) Fuel consumption: 52mpg (18.5km/l) tested, 57mpg (20.4km/l) claimed Weight: 240kg (dry) Service intervals: 8000 miles Warranty: 2 years, unlimited miles Contact: www.honda.co.uk W e’ve talked about the AT many times before in these pages, invariably in glowing terms, and with very good reason, too. Once you get over the noise created by that screen (the volume far exceeds what you’d expect, given the size of the screen), then it’s pretty much infallible. Stepping off any other of the other Hondas, it certainly feels like a very tall bike, as it is, towering over every other model used on this ride, to a point that sitting at traffic lights made it a little embarrassing on the Africa Twin, especially if you happened to be next to someone on a Gold Wing…. “Hello! are you okay down there? Need a hand up?” But then a tall seat height is part and parcel of a modern adventure tourer. And I do tend to have a little ponder about that every so often… take a look at the sort of bikes that were ridden in events like the International Six Days Trial in the Fifties and Sixties. They were focussed on riding on- and off-road, and on some rather extreme trails and tracks, and had suitably knobby tyres to cope. Yet they had low profile mudguards, and pics of riders waiting to take on stages shows them relaxing on the bike, both feet planted firmly on the floor with legs bent… how long before a major manufacturer makes a modern adventure bike to that kind of format?… Anyway, I digress. With a big-capacity parallel twin, configured to deliver like a vee twin (270° crank you see), and a chassis designed to cover big road miles as well as the vital ability to tackle anything that an off-road explorer may come across, you could wonder if this is a bike that really needs DCT, or that will suit such a transmission? Well, the surprise is that it works perfectly with the Africa Twin! It could be argued that, as the big adventure bike is the one that has the most advanced version of DCT then, yes, of course it’ll be good, but the real surprise is just how well the DCT adapts to all kinds of riding with the Africa Twin. Okay, we didn’t get to spend days on end riding trails, fire roads, moorland and beaches, and so there was no point at which the Africa Twin’s true off-road credibility could be tested, and it was patently clear that DCT suits the bike for on-road use. However, it doesn’t take much for you to realise just how capable the system would be in an off-road scenario, and a few minutes pottering around a lumpy bit of field next to a gravel-strewn car park in the Wicklow Mountains brings a realisation that, without the necessity of feathering a clutch lever during slow-speed manoeuvres, just using a smidge of rear brake to mediate your speed makes the DCT-equipped Africa Twin really rather appropriate for dirt riding. The increased confidence from knowing that you’ll not stall the bike at the very worst possible moment, and that you can ride feet down at all times if needed, may be all that’s needed to forsake the safety of Tarmac and do some real exploring – just what an adventure bike should be all about. AFRICA TWIN BELOW: A DCT-equipped Africa Twin is a versatile thing, and Honda’s automatic transmission system works ideally in an adventure bike scenario

Specification HONDA NT1100 DCT Price: £13,499 Engine: Liquid-cooled, 1084cc 4-stroke 8-valve parallel twin, 270° crank, single cam Power: 100.5bhp (75kW) @ 7,500rpm Torque: 76.7lb-ft (104Nm) @ 6,250rpm Frame: Steel semi-Double Cradle, bolt-on aluminium subframe Wheelbase: 1535mm Brakes: (F) Radial mounted four-piston brake caliper, 310mm floating double disc, (R) Single piston caliper, 256mm single disc Transmission: 6 gears DCT, chain final drive Suspension: (F) Showa 43mm SFF-BP type inverted telescopic fork with dial-style preload adjust, 150mm stroke, (R) aluminium swing arm with Pro-Link with Showa gas-charged damper, hydraulic dial-style preload adjuster, 150mm travel Wheels/tyres: Multispoke cast aluminium wheels, 120/70R17 front, 180/55R17 rear Seat height: 820mm Fuel capacity: 20.4 litres MPG: 56.5mpg (claimed) Weight: 238kg Service intervals: 8000 miles Warranty: 2 years, unlimited miles Contact: www.honda.co.uk L abradors were bred as sporting dogs to help out with the hunt and to be alert, switched on, fit and healthy. Over time, they’ve become popular as house dogs, spoilt, over-fed and under-exercised, and as likely to suffer a catastrophic heart attack as collect a freshly shot duck from a lake. The Honda NT1100 is a Labrador. Fortunately, it’s not the over-fed, obese lump of waddling lard that some labs have become but, equally, not that sporting hound that can swim across oceans to be at their owner’s side. Somewhere in the middle. A faithful pup that will always deliver, albeit maybe not with the same level of excitement (or unpredictability) of others. It’s no greyhound, but then it’s not going to disappear into the distance at a great rate of knots as soon as it slips its collar. Enough of the dog analogies. The EnTee is, despite a styling that some refer to as ‘forgettable’, a really, really good bike. Okay, so the phrase about a bike having to pull at your heartstrings by making you take a look over your shoulder each time you walk away probably doesn’t really apply to the NT, but the simple fact is that, once you get in the seat and start clocking up the miles, then you start to understand what the bike is all about, and how well Honda developed it to do what it does. It isn’t about supermodel good looks, or hyperbike performance, or an agility to carve through city traffic like water. But it is all about covering miles in an efficient manner. And, yes, it is good enough to make you smile and, yes, it can actually hustle if required… The style and demeanour of the NT perhaps suggests that it is the ideal candidate for DCT, but somewhat peculiarly I found that it was the least suited of all the bikes here. Or, to be a little more accurate (and more fair to the Honda), it took me a little longer to find my groove with the DCT system on the NT1100. When in the auto mode it was the one bike of these that I found myself muttering “No, don’t change now!” the most. Initially, it felt that it was always changing up at the time I needed it to stay in second or third, with the potential of needing to wind on the throttle and get instant acceleration, while those times when I wanted to snick up a gear or two for reduced revs and a more relaxed ride, it would just hold on to a lower gear…. This may seem like a minor indiscretion, but it really got on my pip, right up until I gave in and decided to get used to the fact that I could just use my left hand as a left foot, and instigate the gear changes myself rather than waiting (impatiently) for the bike to do the work for me. Although, unless it was in Manual, it would still make those slow-speed changes up the ’box after I’d told it to change down – it’s quite a stubborn character this DCT… (On second thought, maybe it was me being stubborn? Back to the dog analogies, and maybe it was me that needed the training? If I wanted to get the biscuit, then just use the manual DCT mode!) Aside from the DCT modes, the NT also has the Tour, Urban, Rain, User 1 and User 2 rider modes. With the pleasant way that the big parallel twin delivers power, it could be argued that Tour, Rain and Urban are irrelevant, and one mode would suffice, but modern motorcycling is all about choice, and it is, after all, far better to have the modes there to choose from than to not have the choice at all… Once you’ve spent some time aboard the NT, and realised that it handles rather well for a 238kg bike that looks like a staid old madam, and that the 1084cc twin is just as potent in the NT chassis as it is in the Africa Twin, then you start to understand that Honda has produced another bike that is incredibly good at what it needs to be good at. Honda does have some history with making bikes that may not appeal to the preening narcissists amongst us but are actually superb motorcycles (Pan European, Deauville, NC750, CB500, etc.), and if you have no need to acquire extra chip shop points, and just want to cover vast mileages without issue, then the NT is the one for you. NT1100 ABOVE: Looks can be deceptive, and the NT is an incredibly accomplished motorcycle www.mslmagazine.co.uk 47

Specification X-ADV Make and model: Honda X-ADV Price: £11,199 Engine: 745cc, liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder Power: 57.8bhp (43.1kW) @ 6,000rpm Torque: 50.9lb-ft (69Nm) @ 4,750rpm Frame: Tubular steel diamond Wheelbase: 1590mm Brakes: (F) twin 296mm discs with radial 4-piston caliper, (R) 240mm disc with 1-piston caliper Transmission: 6 speed DCT, chain final drive Suspension: (F) 41mm USD forks, 153.5mm stroke, (R) monoshock damper, Pro-Link swingarm, 150mm travel Wheels/tyres: Spoked wheels, 120/70-R17, 160/60-R15 tyres Seat height: 820mm Fuel capacity: 13.2 litres MPG: 78.5mpg Weight: 236kg Warranty: 2 years, unlimited miles Service intervals: 8000 miles Contact: www.honda.co.uk A lthough, at first glance, the X-ADV looks like some quirky little side project built for attention and column inches rather than as a real-world motorcycle with real-world aims and abilities, it’s actually a very impressive piece of kit. The scooter-a-like design suggests that it’s built for city streets and a short commute, but those aesthetics don’t show the capabilities of either the 745cc powerplant, the comfort of the seat, or the way that it can cover ground. In this company, the X-ADV isn’t an oddball, more the quirky kid who listens to different music and wears peculiar clothes, yet still manages to attain high grades at exam time. Weighing in at 236kg, it’s no lightweight and rather heavier than I was expecting, although my surprise at the mass came not when I rode the X-ADV, but when I was researching the spec after the event. So much so that I double-checked the figure, thinking that it couldn’t be right as no way did it feel that heavy when riding, or even just pushing it around. Clearly, a lot of that weight is carried very low down. Subterranean even, like the Wing. The engine is the same as that in the NV750 and Forza, and is big for a scooter-style machine, but we need to forget the ‘S’ word as the Honda works in the same way as a motorcycle in pretty much each and every way, bar the styling. Which is fortunate, as it’s priced in a way that exceeds many similarly-sized motorcycles (the new 750cc Honda Hornet springs to mind, at four grand less!), although the balance to that statement is that it’s the cheapest of the DCT-equipped machines, and it has the build quality and componentry to suit that price point. It’s solidly built, and fit and finish are as good or better, as anything else of that sort of price. With the 13.2-litre fuel tank, the claimed fuel consumption gives a theoretic range of 230 miles, and the figures (weight, power, potential range) make it clear that this bike is more than just a scoot for the commute. Indeed, to think so would be missing the point entirely, although those of you who have clocked the price point of the X-ADV will have realised that it’s more than ‘just a scooter’. And that is ‘more’ not just from a price perspective, but from specification, too. Aside from the conventionallysized front wheel, and a rear that is also bigger than you might expect from the style, there are twin front discs, grabbed by radially-mounted four piston calipers, which may seem like overkill for what the X-ADV appears to be, but remember that weight! Aside from the options for the DCT, there are five ECU modes: Standard, Sport, Rain, Gravel and a User mode that has full customisation. While the X-ADV does wear tyres that appear knobbly, and may give the impression of off-road ambitions, don’t be fooled, you really don’t need to try anything any more radical than a dry forest fire road. The ‘Gravel’ rider option may insinuate further cross-country shenanigans can be attempted, and it’s certainly better prepared than the Wing or NT at heading away from Tarmac, but this is no trail bike! However, if you had the inclination to spot a bit of gentle trail work when on your travels, the X-ADV does give the option of additional exploring, accompanied by the Africa Twin and X-ADV ABOVE: Equipped with both footpegs and footboards, the X-ADV offers a variety of riding positions, allowing increased comfort 48 Motorcycle Sport & Leisure – established 1962

leaving the other two twiddling their thumbs at the side of the road. It’s this flexibility, in town as well as country, that makes the X-ADV so attractive from a practical point of view. In fact, it could be argued that of all the DCT-equipped bikes that we rode in Ireland, the X-ADV is the most practical. Capable of motorway speeds, of thrashing around mountain passes, and of carving through heavy city traffic, then easily parked with your full face lid stashed in the cavernous under-seat storage compartment! It’s also available in an A2 licence compliant model, with 35kw rather than the 43.1kw full power model, and while the seat is a little high for folk who are used to normal scooters (whatever they are nowadays!) maybe the X-ADV could be the ideal stepping stone from a commuter scooter to the world of ‘proper bikes’ (again whatever they are!). Sitting here, in front of my laptop, with my glass half full, I’ll point out that the X-ADV can do just about anything that the other DCT machines can do, perhaps with a bit more practicality (somewhere to stash your helmet/shopping/jacket) and the fact that it was Honda’s second best seller in 2019 perhaps shows that? But then, that glass is also half empty, and maybe the market (especially the notoriously fickle British market) won’t understand the X-ADV and it’ll not be available for much longer? Of course, I’m an easily pleased chap, and happy just to have a glass, so I’m also happy that the X-ADV exists for us to talk about! Conclusion In riding from Dublin to Cork and then Tipperary (yes folks, the DCT tour!) we had the chance to not only ride each bike in turn, but also to gain the knowledge that it doesn’t really matter what you ride, but it’s where you ride it. Without fail, the Wing, Africa Twin, NT and X-ADV brought smiles and enjoyment. No bike disappeared off into the distance, and no bike was left behind. For four very different machines, they actually worked really well as a group, with each model bringing something slightly different in terms of performance, comfort and enjoyment, while each also brought big smiles and the feedback to give something to talk about at each and every stop. Okay, so the location helped, but the fact that we rode through towns, cities, countryside and mountains, on varied roads from motorways to those little more than a goat track, did give the impression that, regardless of where you wanted to go, there’s a Honda with DCT that’ll take you there. It also became clear that the operation of the DCT system is constantly being tweaked and improved, and while the Gold Wing is currently top of the tree as far as Honda’s application of the system right now, DCT will continue being developed into the future. After all, it can be argued that the younger part of the motorcycling community – i.e. the ‘Playstation generation’ – will be more accepting of the system, and it is they who are more likely to be able to deal with the ever-increasing number of buttons, switches and paddles that are appearing on handlebars… As I said at the start, I was always a little apprehensive of a bike that decides when it wants to change gears for me, and of the actual act of changing gear being taken away from me – I like the fact that it takes practice to achieve the perfect gearchange at the perfect moment. But then I enjoy riding bikes with right foot gear change, or with a foot clutch and hand shift, as I relish the challenge. But when the timing or conditions aren’t right, anything that makes life easier is only a bonus. Fighting through traffic on a congested M25 in blazing sun on an August Bank Holiday? Teetering over a drenched Simplon Pass in torrential rain as the light disappears and you’ve yet to find your hotel for the evening? Losing all feeling in your fingers in freezing temperatures on a remote section of the Trans European Trail? These situations, and so many more, would be perfect for a bike equipped with DCT, and the fact that the system has proved rather popular with buyers speaks volumes. Of the Africa Twins sold last year, half of them had DCT; astoundingly, 90% of the Gold Wings sold in 2022 had DCT; and, to date, Honda has sold 230,000 motorcycles of differing types equipped with the system, just in Europe. In fact, some markets only sell the DCT version of some of the models, there is no conventional transmission option! ABOVE: I suppose that 444 miles is quite a long way to go...

023 is the 120th year since William (Harley) and Arthur and Walter (Davidson) got together as HarleyDavidson – a fair achievement when you think about it as there aren’t that many companies with a more than 100-year history. Coca-Cola, UPS, Boeing, and Kellogg’s are amongst the most famous, while Royal Enfield, founded in 1901, are the only bike manufacturer that’s older (Indian, although also founded in 1901, had a 46-year gap in production from 1953 to 1999). It’s definitely something that’s worth celebrating and, as anyone who’s been to, or seen coverage of, any of the previous big gigs they’ve done will know they do these things rather well. They had massive get-togethers in Tokyo, Sydney, Barcelona, Hamburg and Toronto, plus the greatgrandaddy of them all in Milwaukee, for the 100th anniversary; they were in Rome (with a special blessing from His Holiness the Pope himself no less!) for the European celebration for the 110th (and, of course, in their home town, too); and they completely took over Prague for the 115th (and, yep, Milwaukee again obviously). For the 120th anniversary, they’d gone into negotiations with the Hungarian Government, and the good burghers of the capital city, Budapest, with a view to do something like they’d done in Italy and the Czech Republic and, understandably given the sheer amount of dollar a massive number of visiting Harley riders would bring, plus the kudos they’d get from hosting such an event, they agreed to let them run the 120th anniversary bunfight. If you’ve ever wondered why Harley-Davidson’s massive European anniversary celebrations are never held here in Blighty, what I’m about to tell you might give you an answer Harley-Davidson WORDS & PHOTOGRAPHS: Nik Samson