CCM GP450 Review, The Lighter Alternative !

If there was ever a story in the motorcycle industry of survival against all odds, there would be none to rival that of Clews Competition Machines. Founded in 1971 by Lancashire man Alan Clews, the company was born out of Alan’s frustration at not being able to buy a works BSA Scrambler. As a talented bike builder himself, he set about building his own machine, stretching a 441cc Victor engine to 490cc by increasing the stroke from 90mm to 100mm. He never intended to turn it into a business, but such was the demand that two years later CCM had turned out almost 140 machines.

Success came and went over the years. In the Eighties the company was taken over by automotive giant Armstrong Equipment Ltd. There was a switch to Rotax engines, with the MT500 military bikes complementing a line-up of scramblers and trials bikes. By 1987 the relationship had soured, and CCM and Armstrong went their separate ways. A few years in the shadows was followed by a 597cc Rotax-powered C25 motocross bike and the R30 Supermoto. There was a switch to Suzuki engines and the arrival of venture capitalists Peter Swift and Richard Robson; the new money brought new bikes as well as new conflicts, with Alan buying the company he founded back off the investors in 2004.

This renaissance gave us the FT35 Flat Tracker, the CR40 and the CMX450 motocross bike.The company then began buying in and shipping out modified Chinese bikes for various military forces around the world, badged as the MT230.

In recent years CCM decided it would need a year-round bike to complement the supply of military machines, and settled upon the idea of building a lightweight alternative to the ever-expanding waistline of the adventure bike market. The result is the CCM GP450 Adventure.

Enduro Power !

Historically, CCM has always relied on third party engines, and the CCM GP450 is no different. The motor here is the liquid-cooled 449.5cc single-cylinder from the now discontinued BMW G450X (the engine produced on licence by Kymco), which in its original form produced 52 HP. Originally designed for competitive enduro racing, it’s been detuned, with peak revs reduced from 9500 RPM to 7500 RPM, and power now rated at 40 HP.

In its original state of tune the engine would require a full strip down after 40 hours of racing. Now, with the reduced power output and less rigorous demands of the road, service intervals are 5000 miles for oil, filter and a valve check. You can purchase a power plug to take it back up to 52 HP, but that does invalidate your warranty. Some have questioned the appropriateness of this engine for long distance travel, particularly with its original one litre oil capacity and the absence of an oil reservoir. Having ridden the bike for approximately 1000 miles for the purpose of this test, I can only tell you that there had been no noticeable drop in fluid levels.

Torque is the CCM GP450 engine’s greatest strength, pulling cleanly in fifth gear from as low as 25mph. Maximum speed is around 95 mph, with a comfortable cruising speed of 65-70 mph. Some complaint has also been levelled at the five-speed gearbox, suggesting a six-speed ’box would have been preferred.

It was certainly possible, as when Husqvarna used the engine in its 449 enduro bike, it came with fitted with a six-speed gearbox (as well as a hydraulic clutch). Instead, CCM GP450 opted for the five-speed BMW application. As an experiment (he believes a successful one), one CCM owner has already set about modifying the ratios, with a lower first, and a taller fourth and fifth. Personally, I believe that the five you get are fine; well spaced with a very smooth, clutchless change.

At motorway speeds the bike’s not revving uncomfortably high (the absence of a rev counter makes it difficult to record accurately), yet still with enough roll-on power for overtaking. There are some vibrations – to be expected on a single – that can seem unpleasant at first, though they’re mainly through the footpegs, particularly on the transmission side. You find that with a thin trials-style boot the vibrations can become too intrusive over a long distance, but a thicker sole certainly helps, as does time on the bike, with you noticing it less with every mile.

The CCM GP450 will all too easily die on a part or closed throttle at low revs – it catches you out at first, and the remedy of course is to feather the clutch. Once you’re acclimatised to it, it’s fine, and to be fair, as long as you’re on the throttle the bike will pull smoothly from very low down in the revs. With 40bhp there isn’t a big wallop of power, so it’s never going to catch you out, but with the old fashioned cable operation – a welcome return over the snatchy ride-by-wire systems of many new adventure bikes – you can easily feel the delivery of power through the back wheel. The bike never feels truly fast, but it’s certainly very brisk.

Refreshingly Light !

One of the interesting features of the CCM GP450 is the front sprocket mounted on the swingarm pivot. It was designed this way for the G450X, the intention being to keep the chain under a constant tension, regardless of suspension activity, delivering constant drive to the rear wheel.

Some enduro riders didn’t care for the idea and it’s not been widely adopted. On the CCM GP450 it serves as a point of interest as much as a benefit or flaw. Of course, the bike’s greatest strengths is its refreshing lightness; low speed manoeuvring, and even getting the bike in and out of the garage is a treat. On the move the bike flows, is no hassle to corner, with good composure under braking from the very impressive single 320mm disc and Brembo caliper. You could see how – with a set of 17in wheels and road biased tyres – the bike could make a very enjoyable, and manageable, supermoto.

But it’s off the road where the CCM GP450 really begins to shine. The lack of weight, mated to the clean power delivery, well set up Tractive rear suspension and Marzocchi front forks means the CCM GP450 rides like a well-mannered enduro machine converted for the road, rather than a road bike converted for the dirt. It’ll also take a good knock from a fall (a wing mirror the only victim in this assessment) and in being so light is easily picked up.

The CCM GP450 is confusing in a sense, being pinned as an adventure bike. At first you judge it as one intended for road use, and in returning a genuine 200 miles from the 20-litre tank you begin to consider the distances you could travel on it. But then you ride it off-road, and you realise that actually the strength of this bike is being able to spend a day or so exploring your local environment, riding the green lanes and trails, and doing so with all the comfort of a well padded seat and good fuel range.

You don’t need to go far on this CCM GP450 to get the best from it. To label it a "leisure bike", rather than "adventure bike", would perhaps be more realistic, and in doing so remove some of the pressure to perform over a long distance, something few owners will do with it anyway. Seat height options also go as low as 790mm, achieved through a combination of a low seat and altered suspension.

Economy of Scale

As a trail bike to have in your garage for a bit of Sunday fun it’s hard to think of anything that comes close. A KTM 690 would be more savage, but not as liveable. A Honda CRF250 would be cheaper but far from being as agile or capable. A Yamaha Tenere 660 would feel cumbersome by comparison, and a second-hand Suzuki DRZ400 would be closer to the CCM GP450, but still not in the same league for agility.

A large part of that agility comes from the "BondLite" frame – CCM’s own technology – which in essence sees the bonding together of cast aluminium bones to give an incredibly light, yet strong skeleton. The frame is also bolted, but not said to be necessary such is the strength of the glue. The BondLite technique was first used on the company’s RMX450 motocross bike of 1997, and goes some way to explaining why the CCM GP450 is such a good offroad machine.

The CCM GP450 is not perfect; the speedo is slow to respond, and jumps from figure to figure. There’s no centrestand (though it is an option), which is a problem if you’re needing to repair a tyre in the wild. Even checking the oil sight glass on the right is tricky, as the sidestand flicks up as soon as pressure is taken off it. This is a result of the engine not being designed with a kill-switch – a legal requirement to guard against riding off with the stand still down – and it being too costly to reverse engineer one. But these are just niggles, and a consequence of small volume production.

At £7999, some perceive this to be too much for a 450cc machine, particularly when a Triumph or BMW 800 can be bought for only a little more. The reality of course is that a handbuilt bike, with limited economies of scale, high-end components, and some really lovely design touches is never going to be as cheap as a mass-produced product.


Keith Bontrager’s famous saying; "Strong, light, cheap; pick two," certainly rings true here.


For those looking for something light, loveable and different, then the CCM GP450 Adventure is certainly worth heading up to Bolton for a test ride. It won’t be for everyone, but it could very well be for you.

CCM GP450 Specs and Price

Engine : Four stroke, Single-Cylinder, DOHC 16-Valve (Titanium), Liquid-Cooled
Capacity : 449.5 cc
Bore x Stroke : 98 x 59.6 mm
Induction : Fuel Injection
Max Power : 40 HP @ 7.000 RPM
Max Torque : 42.8 N.m @ 6.500 RPM
Transmission / Drive : 5-Speed / Chain

Frame : "BondLite" Forged Alumunium Frame
Front Suspension : 47 mm Upside Down Forks, 18 Stages Rebound Damping, 12 Stages Compression
Rear Suspension : Linkage Monoshock, Adjustable Preload, 12 Stages Rebound Damping, 24 Stages Compression
Front Brakes : Single 320 mm Disc, Brembo Calipers
Rear Brakes : Single 240 mm Disc, Brembo Caliper
Front Tyre : 90/90 - 21 TT Dunlop Trailmax
Rear Tyre : 120/90 - 18 TT Dunlop Trailmax

Wheelbase : 1.510 mm
Seat Height : 890 mm
Dry Weight : 125 Kg
Fuel Capacity : 20 Litres


Price : £7995

2015 KTM 1290 Super Duke R Review, Amazing Beast !

In a world where it seems everything has to be sanitised, it’s a real pleasure to come across bikes as raw as KTM’s 1290 Super Duke R. In my opinion, it’s exactly what a naked bike should be; unadulterated, powerful and brimming with attitude. This is no pussycat, and for that reason it won’t be everyone’s cup of tea. But I couldn’t ask for more.

I love the look of the bike – the styling is bold and unique. The trellis frame draws your eye because of its design, but also thanks to its vibrant orange paint. It contrasts fantastically with the dark and moody bodywork, which is typically sharp in profile and futuristic-looking. The exhausts wrap wonderfully around the big V-twin motor, which really is the heart and soul of the KTM. I’m not normally a fan of drooping headlights or LEDs, but I can’t get enough of the unit fitted to the 1290 Super Duke R. Styling-wise, it works a treat.

And KTM 1290 Super Duke R rides as well as it looks. I came back from my first day with ear ache, having laughed so hard. This bike is a lunatic, and the challenge is to hold it back from unleashing crazy speeds – which it does so willingly. The motor makes 180 HP, but it’s the torque that blew me away the most; it’s relentless, no matter what gear you’re in or where you are in the rev range, although the motor can get a little flustered if dropped under 3.000 RPM, provoking a jerky ride. You get used to that in time, as well as the clunky first gear selection and its exceptionally small gear ratio.

In town, I found myself often dithering between using first or second gear, regularly having to work the clutch to balance the gear changes and control the revs. Thankfully, the hydraulic lever is light to operate, else I’d have a few more things to say about the ratios. Bizarrely, sixth gear is epically tall, and it’s unlikely you’ll ever need to select it if you don’t intend to break the law.

The KTM 1290 Super Duke R's dash is well set in the rider’s eye-line. There are actually two displays, divided with setup info on the left and the riding info, such as speed, revs and gear selection, on the right. It makes good sense and means that you’re never left questioning your core info or setup options. The bike has loads of tech including power modes, ABS and traction control; it’s easy to navigate, but you need to pull over if you want to alter your ABS or traction control, which isn’t ideal.

Priced at a premium rate, I’m a little disappointed that KTM 1290 Super Duke R doesn’t come with electronically adjustable suspension, but even more so because the forks fitted don’t offer any preload adjustment. I personally would expect to have it on a bike costing the best part of £14,000. Likewise, it lacks a quick-shifter. While I’m on a roll, I thought the plastic switch-gear looked cheap, and the side-stand is simply ridiculous – it’s so long that you have to carefully select the camber of ground you pull up on, else you might find your bike’s fallen over when you return to it. The stand’s also a bit tricky to deploy with your foot.

Moaning completed, I do rate the handling of this KTM 1290 Super Duke R. It’s a very firm ride and I was amazed at how easily it bounded into bends. I actually had to lessen my input, as the bike proved to just drop into corners. It’s stable, confidence inspiring and you can change your line mid-corner with ease. Great stuff !

The longest period I experienced in the saddle was two hours straight. It wasn’t the most comfortable of rides, but the large amount of leg space and relaxed knee angle make life easier, as do the well-placed wide bars. The seat is a little firm, but it’s bearable. If I owned this bike, I would fit the softer saddle and probably the optional flyscreen, too...

Pillion Perspective

If you’re tall, you’re unlikely to find the climb up onto the KTM 1290 Super Duke R’s pillion seat as challenging as it is for most other people. You are rewarded with a spacious and softly padded perch, plenty of leg room and a good view over the rider’s lid. But what this bike really lacks is decent grab handles, rather than a small strap to dangle from...

KTM 1290 Super Duke R Specs

Engine : Four stroke, 75º V-Twin, DOHC 8-Valve, Liquid-Cooled
Capacity : 1.301 cc
Bore x Stroke : 108 x 71 mm
Compression Ratio : 13,2 : 1
Induction : Fuel Injection
Max Power : 180 HP @ 8.870 RPM
Max Torque : 143.7 N.m
Transmission / Drive : 6-Speed, PASC Slipper Clutch, Hydraulic / Chain

Frame : Chromium-Molybdenum-Steel Trellis Frame
Front Suspension : 48mm WP Upside Down Forks, Fully Adjustable
Rear Suspension : WP Monoshock, Adjustable
Front Brakes : 2 x 320 mm Floating Disc, Brembo M50 Radial Monoblock 4-Pot Calipers, Bosch ABS
Rear Brakes : Single 240 mm Disc, Brembo 2-Pot Caliper, Bosch ABS
Front Tyre : 120/70 - ZR17, Dunlop Sportsmart2
Rear Tyre : 180/50 - ZR17, Dunlop Sportsmart2

Wheelbase : 1.482 mm
Seat Height : 835 mm
Weight : 189 Kg
Fuel Capacity : 18 Litres
Average Mpg : 44.1 Mpg (Tested)



Price : £13,999

2015 Honda CB1000R Review, Perfectly Honda !!

The first time I saw the Honda CB100R, I couldn’t get over how small it appeared, seeming at first to be sized more like a 600 than a thou. A walk around and you can’t miss the single-sided swinging-arm, which is sprayed in white paint–while I thought it looked a treat when bright and clean, I couldn’t help but picture it lathered in chain lube and road crud, slightly putting me off the concept.

Closer inspection of the unit highlighted some manufacturing blemishes from the casting processing and all the welds – these aren’t really noticeable with traditional black, and I know I’m being very picky, but that’s how closely I like to look at things. I’m not a great fan of the faux carbon fibre graphics on the tank and radiator shroud, or the styling of the headlight. But hey, if we all liked the same things, wouldn’t life be boring ?

So let’s get a bit more upbeat... I put a lot of miles on the Honda CB1000R, and from the off I was really chuffed with the ergonomics. The wide and tall-mounted bars thankfully aren’t straight, having a reverse bend to them which ensures your elbows tuck in to your torso and limit your exposure to buffeting. The seat is 825 mm tall, but because of its narrow profile at the front I found I could comfortably plant a foot on the floor. I liked the position of the pegs too, which gave me plenty of room and encouraged a relaxed knee angle.

I found the clocks a little too low, which made picking out the speed on the all-digital dash less easy, and I was disappointed not to see a gear indicator or economy gauge. I was more pleased with the positioning of the brake and clutch levers, which are adjustable for span. Honda CB1000R lacks a lot of other buttons to press, being relatively devoid of tech in this company, which does keep things clutter-free, and I like the feeling that I’m more connected to the bike. There is ABS of course, and the Nissin calipers proved more than adequate for all of my riding.

One of the Honda CB1000R's biggest strengths is its handling; throughout the test I was constantly blown away at how easy the Honda was to ride, proving to be very agile and forgiving in the bends. It’s not the kind of bike to catch you out, regardless of the speeds you’re riding at, and the stability of the Honda is very impressive, never feeling twitchy or awkward. I also found myself a big fan of the engine thanks to its versatility and general performance. It would pull smoothly from 2000 RPM in sixth gear, delivering linear and predictable power. Likewise, when I wanted to get a wriggle on, the motor was more than happy to oblige. The gearbox was impressively slick and the fuelling was seamless, especially in town environments.

My time with the Honda CB1000R has been very pleasurable and it’s really impressed me in so many ways. If anything, it’s surprised me – I saw the other machines on the test and expected to be wowed by the exotic Italians, blown away by the Suzuki or maybe even feel an affinity to the Super Duke, seeing as I have a long-term test KTM Super Adventure. The Honda didn’t inspire me at first, but I guess I should have expected that really – it simply works very well. If you’re obsessed with detail, or just want something to show-off on, maybe it’s not the first choice, but as a more practical machine it’s got an awful lot going for it.

If I were in the market for a naked bike – despite a few niggles – this would sit at the top of my wish list, as I could easily imagine putting plenty of miles on it with some light luggage.

Pillion's Perspective

The Honda’s pillion seat won some points for being low and easy to step onto, but not much else about it was worthy of praise. The small seat was hard and slippery, made worse by high pegs and inadequate grab holds located underneath the seat pod. Sitting right at the end of the sub-frame, sharp acceleration could make you feel like you’d fall off the back.

Honda CB1000R Specs

Engine : Four stroke, Inline Four, DOHC 16-Valve, Liquid-Cooled
Capacity : 998 cc
Bore x Stroke : 75 x 56.5 mm
Compression Ratio : 11,2 : 1
Induction : Fuel Injection (PGM-FI)
Max Power : 123.4 HP @ 10.000 RPM
Max Torque : 100 N.m @ 9.000 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Cast Alumunium Mono Backbone
Front Suspension : 43mm HMAS Upside Down Forks, Fully Adjustable
Rear Suspension : HMAS Gas-Charged Monoshock, Adjustable
Front Brakes : 2 x 310 mm Disc, 3-Pot Calipers, ABS
Rear Brakes : Single 256 mm Disc, 1-Pot Caliper, ABS
Front Tyre : 120/70 - ZR17
Rear Tyre : 180/50 - ZR17

Wheelbase : 1.445 mm
Seat Height : 825 mm
Weight : 217 Kg
Fuel Capacity : 17 Litres



Price : £9,999

Harley-Davidson Slim S Review, Bold Sensation !

Arms are spread to a wide, curved, drooping handlebar, framing the old-style tank-mounted speedo. Ahead there’s a simply enormous round headlight casing, and a broad teardrop tank with olive paint and white star splays knees. The soundtrack is a deep, off-beat V-twin rumble, but suitably rousing title music from a second world war movie would be more fitting – with this view and all these sensations I could easily be blundering across unsealed roads just a few miles from the front.

The bike responsible for this silly daydreaming is Harley-Davidson’s new Slim S. It’s predictably based on the existing Slim, which is a long ‘n’ low single seat cruiser with traditional ‘bobber’ styling, a 103ci (1690cc) V-twin with some 98 lb.ft of torque and the lowest perch in Harley’s range, and one of the Softail range (rigid-mounted engines with balance shafts, twin hidden rear shocks). For this limited edition S version Harely have larruped all the shiny metal with black paint, given it a military-inspired makeover in what they’ve decided to call ‘Olive Gold Denim’ and then pinched the 110ci (1801cc) Screamin’ Eagle motor from their glitzy CVO range-toppers.

With a walloping 107 lb.ft, Harley-Davidson Slim S is the most bulging engine in any naked Harley. This is big grunt. Out with the chunky clutch lever, belch casually through three gears, glance down and you’re doing 90mph. Pipes develop an addictive hard the standard-fit Stage 1 highflow air filter sounds like it’ll suck your trousers off. It’s more than the fat 16-inch rear tyre can deal with – pulling out briskly onto a large roundabout the Harley-Davidson Slim S slews out sideways as I clunk into second gear with the large heel-and-toe lever, despite warm tyres and a clean, dry surface.

It’s not all whoop-out-loud silliness. Like all Softails, the Harley-Davidson Slim S has fewer vibes than Dyna-model stable-mates with rubber-mounted engines, and 60mph is just 2.150 RPM in sixth gear (the small digi panel in the speedo displays either odometer, trip, time, or gear position and numerical revs). The S gets cruise control as standard too, activated from thud beyond half throttle, and the left switchgear. Speaking of the switches, you get the robust controls and high level of finish we now take for granted on modern Harleys (usual rusty tailpipes aside), plus keyless ignition and self-cancelling indicators. It stops well too – all 2016 Softail models need 40% less lever effort for maximum braking pressure at the four-pot caliper, with ABS as standard.

The rest of the experience is usual cruiser. So it weighs a third of a tonne, drags the foot boards at every opportunity and has ride quality that we’ll call ‘engaging’. Models from Haley-Davidson’s Sportster line-up are more practical and easier to ride. But then user-friendliness isn’t what the Harley-Davidson Slim S is about. It’s for delivering bold sensations and distinct feel, with an unmistakable image and the authenticity you still only get from a Harley. And it does this brilliantly. All they need to do now is add a rifle holder to the already-excessive accessory list. Oh, and maybe a tank-mounted gearshift...

Harley-Davidson Slim S Verdict

Basic ride, limited handling, heavy controls, thudding motor – yep, it’s all as Harley-Davidson Slim S should be. If your riding is all about vivid sensations and image, there’s not much better.

Harley-Davidson Slim S Specs

Engine : Four stroke, "Screamin' Eagle" V-Twin, DOHC 8-Valve, Air-Cooled
Capacity : 1.081 cc
Bore x Stroke : 101,6 x 111 mm
Compression Ratio : 9,5 : 1
Induction : Fuel Injection
Max Power : 75 HP
Max Torque : 147 N.m @ 3.500 RPM

Front Brakes : 2 x Disc, 4-Pot Calipers, ABS (Optional)
Rear Brakes : Single Disc, 2-Pot Caliper
Front Tyre : MT90B16 72H
Rear Tyre : MU85B16 77H

Wheelbase : 1.635 mm
Seat Height : 660 mm
Weight : 321 Kg
Fuel Capacity : 18.9 Litres


Price : £17,495 (Black : £17,195)

2015 Suzuki GSX-S1000F Review, Fast but Friendly !

First thoughts of the Suzuki GSX-S1000F are dominated more by what it doesn’t have than what it actually does. Maybe it’s something that’s highlighted by the presence of the other bikes, but as eyes dart back and forth between them the mental checklist grows longer. The GSX-SF doesn’t have an adjustable screen. No fittings for hard luggage. No pillion grabrails, no mainstand, nor anything to make setting the suspension quick and easy.

"Of course not," explain Suzuki, though I may be paraphrasing. "The GSX-S1000F is a sportsbike, for sportsbike riders, so we didn’t bother with any of that sensible stuff." I’m not convinced – just leaving stuff out doesn’t automatically make what’s left over any better. Not putting baked beans on a Full English doesn’t make the sausages any sausagier.

Yet after riding BMW R1200RS and also Kawasaki Z1000SX, I’ll have to eat my preconceptions. The GSX-S1000F really is the sportiest bike here. It’s the lightest (by a healthy margin) and the most powerful (by a whisker). Pegs are highest, steering feels fastest. Enjoying an ice cream and the splendour of Bamburgh Castle, I ask fellow tester Simon which of the bikes he thinks would be quickest around Cadwell Park. After a moment of chin-stroking (his own, not mine), his mouth reaches the same conclusion as my brain: "The Suzuki."

The Suzuki GSX-S1000F achieves this not through any specific elements of unique genius, but a general nose-to-tail refinement. But then maybe it should. The motor is, after all, based on the GSX-R from a decade ago. The swingarm and switchgear are both borrowed from other bikes already in Suzuki’s range. And when a band starts putting together a compilation album, you’d hope they’ll pick their most successful material.

Carving south-west across Northumberland on the B6341 from Alnwick to Otterburn, this brand-new machine feels utterly, intuitively recognisable. The familiar four pulls with a superbike’s long-legged drive. Gearing is quite tall, and the 999cc capacity hasn’t been plumped up with any extra bottom-end shove. Instead of devouring and disposing of gears, the Suzuki GSX-S1000F holds each one and treasures it. Revs build deliberately, bringing big speed: first gear pulls to 85mph; second puts the digital speedo into triple figures.

While the power delivery is typical sportsbike, the riding position is anything but. The Suzuki GSX-S1000F's Renthal Fatbar one-piece handlebar is exactly the same as that on the GSX-S1000 roadster, providing an identical upright riding position. It’s unconventional for a fully faired bike but actually quite welcome on backroads, letting you throw the bike around with ease.

Suspension has been tweaked a little from the naked GSX-S, with ever-so-slightly more damping. Forks are fully adjustable and the rear shock offers preload and rebound, but I’ve no desire to touch those dials. It’s remarkably good as it comes: composed yet compassionate. It doesn’t wallow or buck about, does a fine job of disguising lumps and bumps, and offers enough support to let you hammer the four-piston front brakes or wind on plenty of power.

And if you want any extra encouragement to do so, like the naked GSX-S1000 this GSX-S1000F has a traction control system. You can choose from three heights of safety net or turn it off altogether – and, if you do, it stays turned off the next time you start the bike. Unlike the naked, ABS is standard fitment rather than an option in Suzuki GSX-S1000F.

Where you’d hope the Suzuki GSX-S1000F offers some tangible benefit over its unfaired sibling, however, things are less impressive. It might have a fairing – far from attractive, though it’s definitely there – but the protection it offers feels negligible. The screen is tiny and far too low, and while it doesn’t cause any buffeting you do quickly start to resent it being there if it’s not actually doing anything. It’s likely a compromise of the riding position – the screen can’t be too prominent, else you couldn’t turn the handlebars to full lock.

Maybe GSX-S owners won’t care about the screen size. Nor the pillion seat, nor the fuel tank, which are the smallest here. Because if none of that matters and you just want to distil the discussion down to pure riding terms, the Suzuki GSX-S1000F is a worthy winner: more dynamic than the BMW R1200RS, and more composed than the Z1000SX.

2015 Suzuki GSX-S1000F Specs

Engine : Four stroke, Inline Four, DOHC 16-Valve, Liquid-Cooled
Capacity : 999 cc
Bore x Stroke : 73,4 x 59 mm
Compression Ratio : 12,2 : 1
Induction : Fuel Injection
Max Power : 143 HP @ 10.000 RPM
Max Torque : 105 N.m @ 9.500 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Alumunium Twinspar
Front Suspension : 43mm Upside Down Forks, Fully Adjustable
Rear Suspension : Monoshock, Adjustable Preload and Rebound
Front Brakes : 2 x 310 mm Disc, 4-Pot Calipers, ABS
Rear Brakes : Single 250 mm Disc, 1-Pot Caliper, ABS
Front Tyre : 120/70 - ZR17
Rear Tyre : 190/50 - ZR17

Wheelbase : 1.460 mm
Seat Height : 810 mm
Weight : 215 Kg
Fuel Capacity : 17 Litres


Price : £10,135

Typical Finance (base model bikes) : Suzuki Finance PCP: £2329 Deposit, 34 Months £132.39, Final cost £4802 – total £11,764.65

2016 Ducati Monster 1200 R Review, Lighter - Sharper !

When the Ducati Monster 1200 arrived last year it was praised as much for what it wasn’t as what it was. Instead of an overwhelming, track-focused, stripped-down superbike, the Monster 1200 was a real-life roadster. Comfortable, surprisingly sensible and far from overpowered, it showed welcome restraint.

But now there’s an R version, Ducati Monster 1200 R. From the 996R to the current Panigale R, over 15 years that one letter has turned Ducati’s mass-produced road bikes into limited-edition race replicas. It’s evicted pillions, altered engine capacities, swapped plastic for carbon fibre, turned steel into titanium and decimated service schedules. So, is the Ducati 1200 R the Monster we feared all along?

Differences are clear just by sitting on it. The floor is further away than on the base and S-model Ducati Monster 1200, caused by two changes. Firstly the Monster 1200 R has been jacked up by 15mm with longer suspension. Secondly, a new rear subframe sits at a sharper, steeper angle, with a new seat. The result is a fixed 830mm seat height, instead of the 785/810mm options on the current Monster 1200s.

Ducati raised the centre of gravity in search of agility, something further enhanced by fitting lighter, forged Marchesini wheels. The resulting change to how the Monster steers takes just two and a half corners of the Ascari Race Resort circuit to notice. Flicking from a full-lean left-hander to a full-lean right-hander in third gear is fast, fluid and easy, taking a fraction of the effort the other Ducati Monster 1200s would. It’s even more impressive given the increased lean angle – with the extra height, Ducati claim the new R tips over to 50 degrees.

New footpegs help with ground clearance too, and also offer a second benefit. On the regular Ducati Monster 1200 the rider and pillion pegs are part of the same casting, so not only do heels hit the hangers but there’s no way to solve it by removing them. But the Monster 1200 R’s pillion pegs mount straight to the subframe, meaning both more space and the option to unbolt them. But while there is certainly more room, riding with toes on pegs means heels still find points of contact. On the right side it’s the exhaust heatshield; on the left, the swingarm itself. And while the extra height means the beautiful machined pegs are lifted out of harm’s way, other parts still touch down: the sidestand and gear lever on the left, and the exhaust’s butterfly valve cover on the right.

Still, you could choose to see these battle scars as proof of the grip. Where the other Monsters wear Pirelli’s sporty Diablo Rosso II, the R has the same track-ready Supercorsa SP rubber as the 1299 Panigale, complete with wider 200-section rear. Incredibly sticky, they are more than a match for the Monster 1200 R’s boosted output.

Maximum power is 158 HP, up from the Ducati Monster 1200’s 133 HP and the Monster 1200S’s 143 HP, and more than any other Monster or Streetfighter before. The extra comes from larger, oval-section throttle bodies (the other 1200s have round bodies), a thinner head gasket increasing compression ratio, and larger-diameter exhaust headers (up from 50mm to 58mm). More room to get air in, less room to squish it, and more room to get it out.

These fairly modest changes mean the fundamental character of the Monster 1200’s engine hasn’t changed – it’s still a meaty, midrange-heavy motor, but there’s now a bit of added enthusiasm towards the top of the revs. The Ducati Monster 1200R’s maximum power and torque both come 500rpm higher than the S model, but we’re talking a subtle shift, not a heavy, revvy retune. While the engine has gained potency, it’s lost a little of its aural appeal. This isn’t Ducati’s fault, but a necessary evil of the latest Euro 4 legislation. Meeting the tightened standard requires additional noise-deadening, including a new oil pump cover (muting mechanical noise) and a two-litre-larger exhaust can. There’s no sign of traditional Ducati rattle, just a clean V-twin rumble.

Otherwise, much else feels the same as the Monster 1200 S. The Monster 1200 R has the same choice of Sport, Touring and Urban modes, with the same adjustable traction control and ABS. The one-piece Brembo M50 brake calipers are unchanged, still offering masses of stopping force. And though the Öhlins suspension is new – given away by black forks, rather than gold – the spring rates are identical to the S’s.

Despite featuring extra damping, the Monster 1200 R’s standard suspension settings still need stiffening – particularly at the front – for track riding. Thankfully, being quality kit, half a dozen clicks make a real difference. Taking a little preload out of the front, and adding more at the rear, also tips the bike more on its nose, which helps. The R’s chassis changes already make it slightly front-heavy – unlike the other Monster 1200s, which have a rear weight bias – but you still want to ride with your weight over the front, as on track there can be a slight understeery feeling.

All this shouldn’t detract from the R’s huge potential. It really can rattle round a racetrack at a sensational rate of knots – it has a higher power-to-weight ratio than an 899 Panigale, and makes as much power as a 1098. But despite the track launch, the race-style Öhlins steering damper sitting proudly above its top yoke and the legendary letter in the name, the Ducati Monster 1200 R feels like an incredibly capable road bike first and foremost. Which it should, given it’s where 95% of those sold will surely spend 95% of their time. That midrange-rich delivery will feel incredibly fast on the road, the quality suspension has the ability to soak up bumps beautifully, and the occasional scrapes on track won’t even be a consideration.

Like other, Ducati Monster 1200 R models it’s expensive: over £15k, a whopping £4300 premium over the standard Ducati Monster 1200. But unlike other R models this Monster isn’t a single-minded beast. There’s still a pillion seat under the cowl and there are handholds moulded into the underside of the tail. Valve clearance checks remain every 18,000 miles. The dash even boasts a gear position indicator absent from the other Ducati Monster 1200s. This time, "R" stands for "Road".

2016 Ducati Monster 1200 R Specs

Engine : Four stroke, Testastretta L-Twin, Desmodromic 8-Valve, Liquid-Cooled
Capacity : 1.198 cc
Bore x Stroke : 106 x 67,9 mm
Compression Ratio : 13,0 : 1
Induction : Synerject-Continental EFI System, Elyptical 56mm Throttle Bodies
Max Power : 158 HP @ 9.250 RPM
Max Torque : 131,4 N.m @ 7.750 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel-Trellis Frame
Front Suspension : 48mm Ohlins Upside Down Forks, Fully Adjustable
Rear Suspension : Ohlins Monoshock, Fully Adjustable, Alumunium Single-Sided Swingarm
Front Brakes : 2 x 330 mm Disc, Brembo Monoblock M50 evo 4-Pot Calipers, ABS
Rear Brakes : Single 245 mm Disc, 2-Pot Caliper, ABS
Front Tyre : 120/70 - ZR17
Rear Tyre : 200/55 - ZR17

Wheelbase : 1.509 mm
Seat Height : 830 mm
Dry Weight : 180 Kg
Fuel Capacity : 17,5 Litres



Price : £15,386 (Black £15,586)

WK Trail 400 Review, Budget Adventure Bike !

There are several pleasing elements to WK’s new trail bike, WK Trail 400. Stainless caphead bolts retain the fairing inners, for example. The suspension carries neat anodised adjusters, handlebars have a bright classy finish, and the twin exhausts have a purposeful (and suspiciously vocal) tone. It looks the part too, and the seat’s comfy. And it only costs £3899.

WK select bikes from factories in China and import them carrying their own name. Just like Lexmoto do with their mass-selling 125s. As with many Chinese bikes there’s a defunct Japanese model at the WK Trail 400’s core – a 1990s Honda XR400. The 397cc single cylinders offers robust air-cooled simplicity, thrums cheerfully at 60mph and 5000rpm, and can chug steadily through all manner of quagmire if you wander off down a green lane. At 162kg ready to play it’s a good eleven stone lighter than most big adventure bikes, and with wheels in proper off-road sizes and reasonably chunky Kenda tyres it scurries pleasantly across mucky bits.

Other parts of the WK Trail 400 aren’t good or bad, simply adequate. The unadjustable clutch lever has the shortest travel of any bike, ever, making it easy to stall until you’re acclimatised. The switchgear isn’t the finest, but works. Screen protection is as expected from a plastic blade, and the display shows numbers and stuff. That tall front wheel dominates the steering, but the WK Trail 400’s on-road handling is light.

Unfortunately there are disappointing bits as well. It would appear holes in the bodywork for the grab handles were hacked out with a blunt Stanley knife. After just 500 miles there’s rust evident round a few fasteners and paint has worn off the heel plates. The front brake isn’t what you’d call strong. The motor revs to 8500rpm in low gears if you’ve a big enough gap in your diary, but torque drops off a cliff at 6000rpm so it stops pulling – a bustling 70mph in top. WK say they’re considering a smaller rear sprocket, for more relaxed cruising, though I worry about the single’s ability to pull it; the claimed 27bhp feels more like what you get from a decent 125. Kawasaki’s new single-cylinder Z250SL is way perkier, and smoother, and more efficient. Oh, and the WK Trail 400’s five-speed gearbox occasionally hops out of top.

However, the WK Trail 400’s biggest problem is crude front suspension. At 65mph the forks can’t even deal with a lightly dimpled dual carriageway, the whole front-end becoming jiggy. This bike’s supplied with rebound damping on maximum – backing it right off makes a difference (gives more absorbency on trails too), but doesn’t cure things.

Verdict

Not rubbish, and quality is way better than the super-cheap tat giving Chinese bikes a poor reputation. Actually, scrub that. The WK Trail 400s biggest problem is the £4199 Honda CRF250L. Yes, the WK Trail 400 can commute, pootle down trails and is comfy enough for distance, but doesn’t do any of it as well as the plusher, lighter, smoother, better-quality Honda. Yes, £3899 is cheap, but not cheap enough.

WK Trail 400 Specs

Engine : Four stroke, Single Cylinder, SOHC 4-Valve, Air Cooled
Capacity : 397 cc
Bore x Stroke : 85 x 70 mm
Compression Ratio : 8,8 : 1
Induction : Electronic Fuel Injection
Max Power : 27 HP @ 7.500 RPM
Max Torque : 32,5 N.m @ 5.000 RPM
Transmission / Drive : 5-Speed / Chain

Frame : Steel Cradle
Front Suspension : Fastace Telescopic Forks
Rear Suspension : Monoshock
Front Brakes : Disc Brake, 2-Pot Calipers
Rear Brakes : Disc Brake, 2-Pot Caliper
Front Tyre : 90/90 - 21
Rear Tyre : 130/80 - 18

Wheel base : 1.460 mm
Seat Height : 890 mm
Wet Weight : 162 Kg
Fuel Capacity : 18 Litres
Fuel Consumption : 60 mpg


Price : £3899

PCP Heroes Shootout, Versys 650 vs Scrambler vs MT-07 !

Reach into the pocket where you keep your spare change. Have a rummage – steady now – and see what you can muster. Let’s call it £3.50. What can you get with that? A fancy coffee? A lunchtime meal deal? Or a brand-new 2015 motorcycle like Versys 650, Scrambler or even MT-07 ?

Put that pittance aside each day and it’s £100 a month. For dozens of new bikes, that’s the monthly payment on a Personal Contract Purchase (PCP) finance deal. Now, we’re not daft enough to ignore the initial deposit, or the optional balloon payments after three years, and PCP isn’t right for everybody. But instead of traditional finance more and more riders are using PCP, borrowing just a fraction of a bike’s value, and making some great machines – like the adaptable Kawasaki Versys 650, striking Ducati Scrambler and last year’s Bike of the Year, the Yamaha MT-07 – surprisingly affordable. So then. Lukewarm bean water in a paper cup, or one of these in your garage?

Kawasaki Versys 650

With a Ducati Scrambler to one side and Yamaha’s MT-07 to the other, Kawasaki’s Versys 650 looks like it might be lacking something. The MT is immediately a riot to ride; the Scrambler’s appeal so obvious it barely needs the ignition key. But dig a little deeper and it’s clear the Versys doesn’t come up short at all.

Quite the contrary. After the other two bikes, the Versys feels massively more substantial. Its riding position is taller, grander, and far more welcoming. It’s the only one that makes a 6ft rider feel well accommodated. The seat, for example, is the broadest and plushest. And its height advantage – two inches above the Scrambler’s saddle – also adds welcome legroom between bum and footpegs.

Bars are wide, like the Ducati’s, but the rest of the Versys does so much more to protect the rider. The tank comes up higher and flares out giving knees somewhere to shelter. And when the adjustable screen is wound up to full height, it deflects wind so effectively you can even wave your hand in front of your visor and find nothing but a pocket of still air.

All of this makes Kawasaki’s Versys far less tiring to ride than the other two bikes. Taking advantage of that trait is a petrol tank that’s 50% bigger than the others. The 21-litre capacity means 200 miles between fill-ups is virtually guaranteed. Other improvements for 2015 make it a solid touring choice too. The engine is now rubber mounted at both the front and rear sides, cutting down how much tingly vibration from the 180° parallel twin reaches the rider.

The list of tricks in the Versys’s back pocket keeps coming. It’s the only bike here with a reasonable amount of room for a pillion, and the only one with a remote preload adjuster on the shock to let you tailor it for two. Near-invisible slots on the grabrails are ready to take a pair of solid plastic panniers – and if that’s not enough storage, a top box is an option too. It’s almost as if this bike has been built to be ridden places. Fancy that.

In fact, if that sounds good, then there’s even a Grand Tourer version. This adds the full three-piece luggage set, handguards, spotlights, a gear indicator and a 12V socket. It brings the price up to £8135, but that’s still only a few quid more than the Scrambler Urban Enduro – and the Versys packs a far more useful-looking list of bolt-on bits. But don’t let all this practical praise fool you into thinking the Versys is a cut-price straight-line tourer or bland, worthy commuter. The Versys has – no, really – a properly entertaining side. It might be carrying the most timber of this trio, but at 216kg it’s still relatively light. Its high centre of gravity helps it flick sharply into turns too, with no shortage of ground clearance. There’s no lack of steering precision either, thanks to its 17in sports-touring tyres.

The motor is probably the element of the Versys that makes the least fuss. Kawasaki reckon they have rewarded the ER-6-based 649cc twin with an extra 5bhp this year, but I’d be surprised if many made it any further than the brochure. It’s the least impressive motor here, with neither the Scrambler’s thumping gravitas nor the MT’s firepower. What the Versys does offer, at least, is an even flexibility from tickover to the 10.000 RPM redline. Gearing is pleasantly short too, helping it pull through the revs while rarely feeling laboured or overwhelmed.

Genuine faults are minimal, though the one that stands out is the lack of a centrestand. There’s no use looking in the Kawasaki catalogue either – it’s missing there too. In its defence, neither the Scrambler nor MT have one, but it’s more of an omission for the Versys given its obvious daily and/or distance intentions.

In this company the Versys may be short on raw appeal. It’s clearly the least characterful, but its more purposeful and more adaptable remit is just as valid as either of the other two bikes. After a day’s testing on all three machines, when all I want to do is get home as easily and as quickly as possible, there’s barely a moment’s hesitation before stepping towards the Versys.

Kawasaki Versys 650 Specs

Engine : Four stroke, Parallel Twin, DOHC 8-Valve, Liquid Cooled
Capacity : 649 cc
Bore x Stroke : 83 X 60 mm
Compression Ratio : 10,6 : 1
Induction : Fuel Injection
Max Power : 51 kW / 69 HP @ 8.500 RPM
Max Torque : 64 N.m @ 7.000 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel Diamond
Front Suspension : 41mm Upside Down Forks, Adjustable Preload and Rebound
Rear Suspension : Monoshock, Adjustable Preload
Front Brakes : 2 x 300 mm Disc, 2-Pot Calipers
Rear Brakes : Single 220 mm Disc, 1-Pot Caliper
Front Tyre : 120/70 - ZR17
Rear Tyre : 160/60 - ZR17

Wheel base : 1.415 mm
Seat Height : 840 mm
Wet Weight : 216 Kg
Fuel Capacity : 21 Litres / 5.5 gal
Economy : 44 mpg / 250 miles
Top Speed : 123,11 mph

Ducati Scrambler Urban Enduro

Behold the most polarising bike of 2015. Judging by the reaction from some riders Ducati’s Scrambler is either a bang-on-trend, whistful nod to the innocent days of uncorrupted, air-cooled simplicity, or it’s a cynical, artificial, style-over-substance cash cow.

But whichever side you fall on, a ride on the Ducati Scrambler is guaranteed to nudge you away from your expectations. Anticipate it to be gutless, and you’ll discover how much harder it grunts from tickover than the Kawasaki Versys 650. Reckon it’ll be outgunned by Yamaha’s rorty MT-07 and you’ll be staggered to find the two bikes share identical power and torque figures. Yet the biggest surprise of all comes from following a Scrambler through town. Folk can’t help but turn their heads. Kids. Mums and dads. Old folk. Everyone. Normal people stop and stare, point, whisper, walk up to it in the street. Following the Scrambler on either of the other bikes, you can’t help but feel a pang of jealousy. You might as well be invisible.

Some of the extra attention might be because this is the Urban Enduro version. It gets faux-military green paint, engine bash plate, high front mudguard, fork protectors, spoked wheels, handlebar brace, mesh-style headlight protector – and that crucial custom-bike must-have, the brown seat. Ribbed for your pleasure. "Urban Enduro" is, surely, an intentional contradiction, unless they expect you to start going straight over roundabouts, feet-up through sponsored flowerbeds. But it’s a handsome thing, standing out from dull streets with obvious, rugged character. No wonder non-motorcyclists are intrigued.

Look past the impressive aesthetics, however, and the Scrambler’s dynamic is more of a mixed bag. The riding position sits you confidently in control, with a low seat height and tall, wide bars reached over a long, thin, surprisingly low petrol tank. It’s a riding position designed for tame town speeds. Here it works brilliantly – both feet reach the floor with ease, the upright stance avoids neck-ache, and the bike feels like it must be light simply because you can see so little of it from onboard.

But pick the speed up and that open, expanded position becomes hard work. Holding speed on an open A-road is quickly tiring. By motorway speeds you become a full-on mainsail, dragging and flapping into the headwind rather than slipping through it. The wide bars do at least mean the low-speed agility is retained, giving easy steering, the Scrambler rolling into turns with a sense that its centre of gravity is somewhere down level with the footpegs.

The sole, four-piston front brake is fine, but the suspension is downright disappointing. The lack of adjustment on the forks and shock suggests it may be budget, but the ride quality is what tells you it’s truly cheap. Bumps that the Versys soaks up and the MT-07 cheerily bounces across are simply crashed straight through by the Scrambler, the impact passed directly to the rider.

At least the motor’s pulses are far more pleasing. There’s a lovely throbby feel from the familiar, 803cc two-valve V-twin. Power is concentrated up to 6000rpm, losing interest quickly thereafter. The clutch is light, though the gearbox could be slicker – there are false neutrals hiding, especially between fifth and sixth. Elsewhere, there’s plenty to like about the Scrambler. One pleasing detail is the way the single throttle cable and brake line arc deliberately from the right twistgrip up, round and over the clock, down behind the headlight. The clock unit itself is neat and modest, a small offset circle, yet its simple shape holds a modern LCD display. And the headlight, another apparently simple roundel, actually holds four white LED strips around its circumference. There’s even more smart modernity under the seat, where a USB charging socket lies waiting to save the day when you forget your phone charger.

Approach the Scrambler thinking it’ll cover distance like a Versys, or handle with the flair of an MT-07, and you’ll leave convinced there’s too much pose and not enough poise. But expect it to be a genuinely easy-going bike to be enjoyed and appreciated in other ways, and you, the Scrambler, and the countless sets of admiring eyes will all get along just fine.

Ducati Scrambler Urban Enduro Specs

Engine : Four stroke, 90° L-Twin, Desmodromic 4-Valve, Air Cooled
Capacity : 803 cc
Bore x Stroke : 88 x 66 mm
Compression Ratio : 11 : 1
Induction : Fuel Injection
Max Power : 55 kW / 74.8 HP @ 8.250 RPM
Max Torque : 68 N.m @ 5.750 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel Trellis
Front Suspension : 41mm Upside Down Forks
Rear Suspension : Monoshock, Adjustable Preload
Front Brakes : Single 330 mm Disc, 4-Pot Caliper
Rear Brakes : Single 245 mm Disc, 1-Pot Caliper
Front Tyre : 110/90 - ZR18
Rear Tyre : 180/55 - ZR17

Wheel base : 1.445 mm
Seat Height : 790 mm
Wet Weight : 192 Kg
Fuel Capacity : 13,5 Litres / 3.57 gal
Economy : 49 mpg / 145 miles
Top Speed : 123 mph

Yamaha MT-07

It says a phenomenal amount about the MT-07 that, when it first landed last year, riders started discussing it in the same breath as Triumph’s sensational Street Triple. On paper the Yamaha should have been a closer match for more modest middleweights such as Kawasaki’s ER-6n and Suzuki’s Gladius. But on raw fun factor alone, the MT proudly squared up to a machine that totally overshadowed it on power and, more importantly, price.

But that’s a credit to how the MT-07 makes you feel. It’s a small, light, potent bundle of energy ready to be unleashed whenever and wherever. And most of that magic lies in the peppy 689cc parallel twin. Its pistons fire 270 degrees apart, which means that while it’s closer in design to the Versys’s engine, it’s nearer in feel and sound to the Scrambler’s V-twin.

That said, the Yamaha’s centrepiece clearly feels a lot more modern than the Ducati’s. The MT-07 gains and sheds revs far faster, feels smoother and even uses less petrol while it’s doing it. The resulting surge of drive is not to be taken lightly. Open the Yamaha’s throttle hard in first gear and speed is gathered so instantly that the rear half of the bike just shifts the front wheel clean out of its way.

Crucially, this endlessly addictive punch gets all the engine basics too: high-fidelity fuelling at low revs and small throttle openings is hiccup-free; at motorway speeds it feels calm, even and vibe-free; and the power deliver blends both bottom-end stomp and high-revving excitement to keep all kinds of riders happy. The rest of the bike is just as new as the engine, though in places it doesn’t feel quite so advanced. The glamourless steel frame is largely hidden away, with plastic covers between seat and footpeg masquerading as solid swingarm sideplates. Suspension is about as basic as it gets with right-way-up damper-rod forks and a simple rear shock adjustable for preload only. The ride quality is the softest here – more forgiving than the harsh Ducati, but with less damping and a little more recovery time required than the Versys.

While there’s little flashy about the chassis components, their sum total works brilliantly. The shortest wheelbase here, the least trail and the lightest all-up weight conspire to make the MT-07 delightfully quick-steering. It darts from side to side with utter glee, cheerfully overcoming any potential effects of its surprisingly wide 180-section rear tyre. Of the three bikes here the MT feels the most confident in corners, helped by the fact the whole bike is very compact. The bars are almost too narrow, and the bike is so slim in the middle your ankles feel like they could almost touch in places.

The bike’s modest proportions are made to feel subliminally smaller than they really are by the fiddly, tiny, rinky-dink switchgear. There aren’t many irritations on an MT-07 but these are right up there. An ugly excess of thread hanging out the back of the chain adjusters is another, and the stubbornly small 14-litre petrol tank a third.

At least there are plenty of positive distractions, such as the impressive all-digital dash unit. It’s the most comprehensive set of clocks here, combining the most sophisticated appearance with the most complete spread of information, including both a fuel gauge and a gear indicator.

The clocks are a sharp reminder that, for all its focus on fun and games, the MT shouldn’t be written off as a plaything. It would excel as a cross-town commuter too. While the Scrambler has the urban image (and, in this case, the name), the Yamaha is easier to ride in traffic. Gearchanges are smoother, the engine pickup more predictable, and the lack of width makes it easier to filter.

It is telling that Yamaha are in the process of expanding the MT-07 platform with new bikes to rival both the Scrambler and Versys more directly. They’ve just unveiled the retro-styled XSR700, and have recently been caught testing a half-faired Tracerstyle model version too. As it is, the MT-07 is a game-changing, standard-defining machine, and one of the most compelling new bike bargains available today. If that same success is going to be applied to even more bikes, it’s very promising indeed.

Yamaha MT-07 Specs

Engine : Four stroke, Parallel twin cylinder, DOHC 8-Valve, Liquid Cooled
Capacity : 689 cc
Bore x Stroke : 80 x 68.6 mm
Compression Ratio : 11.5: 1
Induction : Fuel injection,
Max Power : 55 kW / 74.8 HP @ 9.000 RPM
Max Torque : 68 N.m @ 6.500 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel Diamond
Front Suspension : 41mm Telescopic Forks
Rear Suspension : Monoshock, Adjustable Preload
Front Brakes : 2 x 282 mm Discs 4-Pot Calipers
Rear Brakes : Single 245 mm Disc 1-Pot Caliper
Front Tyre : 120/70 ZR 17M/C(58W) (Tubeless)
Rear Tyre : 180/55 ZR 17M/C(73W) (Tubeless)

Wheel base : 1.400 mm
Seat Height : 805 mm
Wet Weight : 182 Kg
Oil Capacity 3.0 Litres
Fuel Capacity : 14 Litres / 3.7 gal
Economy : 55 mpg / 170 miles
Top Speed : 134.85mph

Verdict

This isn’t the kind of comparison where one bike can really "win". These three machines are made for different reasons, and so bought by different riders with different intentions. Instead, what ties them together is the enormous variety and quality of new bikes available for less than £100 a month.

Kawasaki’s Versys 650 will be the most overlooked, despite also being the most capable. Flexible, frugal, agile and comfortable, it genuinely puts several bigger, more expensive all-rounders to shame. It’s a great all-rounder, yet crucially still fun.

You couldn’t ride half as far on the Ducati Scrambler, but you’d be twice as popular when you arrived. Few bikes have an appeal that spreads beyond other motorcyclists, and the pride of ownership this generates is immeasurable. However, it’s Yamaha’s MT-07 that continues to truly standout, and demonstrate why it was achieve the 2014 Bike Of The Year. It’s rewritten middleweight expectations and, with other variants to come, will continue to do so.

The verdict ? Truly brilliant new bikes really are more affordable than ever before.

Price

Kawasaki Versys 650 : £6885

Yamaha MT-07 : £5885 OTR (£7411 as tested)

Ducati Scrambler Enduro : £8131

Typical Finance (base model bikes)

Kawasaki Versys 650 with K-Options PCP: £1200 dep, 36 months £98.26, final cost £2777 – total £7514.36

Yamaha MT-07 With MiYamaha PCP: £1177 dep, 36 month £95.58, final cost £2348 – total £6965.88

Ducati Scrambler Enduro with Ducati TriOptions PCP: £1623.30 dep, 36 months £99, final cost £4199 – total £9564.30

Kawasaki Z300 Review, A2-Compliant Streetfighter !

The Kawasaki Z300 is the Naked version of Ninja 300... The Ninja 300 used to be 250cc, but grew for 2013.

Don’t confuse them with Kawasaki’s recent naked & faired, Kawasaki Z250SL & Ninja 250SL – they are singles, whereas the naked and faired 300s are twins. Like the 250s, the Kawasaki Z300 are compatible with the A2 licence, offering a rung below full-power bikes for the under-24s. Like the 250s, the 300s come in sporty-styled faired Ninja and Z800/1000-styled street-fightery naked.

ABS come as standard

Other differences between the 250s and 300s, aside from the extra cylinder in the engine, concern an increase in chassis dimensions, better brakes and suspension, a bigger fuel tank, and an unfortunate increase in price too. The upshot is a bike that’s engaging, fun and big enough for a full-grown adult. Riding it back-to-back with both 250s, the Kawasaki Z300 is more comfortable and less strained. Its cruising speed is about 10mph higher than on the Z250 – a big difference when you’re doing 75mph rather than 65mph. Suspension has much better damping too.

The Kawasaki Z300 engine can feel a little awkward and juddery at town speeds, but get it up above 8000 RPM – in search of peak power at 11.000 RPM – and it all comes together nicely. It responds well, changes gear slickly and even sounds good ! The price does, however, seem rather steep. The A2-licensing system is confusing enough, and when you’re being asked to spend a couple of years on a small, low-powered bike that costs more than four grand, it’s hard to imagine many takers. A good bike, lost in the labyrinth of our licensing system.

Kawasaki Z300 Specs

Engine : 296cc, Parallel Twin, DOHC 4-Valve per Cylinder, Liquid-Cooled
Power : 39 HP @ 11.000 RPM
Torque : 20 lb.ft @ 10.000RPM
Transmission / Drive : 6-Speed / Chain

Chassis : Steel Diamond
Front Suspension : 37mm Telescopic Forks, 120mm Travel
Rear Suspension : Monoshock, Adjustment Preload
Front Brake : 290 mm Disc, 2-Piston Caliper
Rear Brake : 220 mm Disc, 2-Piston Caliper
Front Tyre : 110/70-17
Rear Tyre : 140/70-17
Wheelbase : 1.405 mm
Rake / Trail : 26° / 82 mm
Seat Height : 785 mm
Kerb Weight : 170 Kg
Fuel Capacity : 17 Litres


Price : £4442

2015 Victory Gunner Review, Looks Good - Feel Good !

The 2015 Victory Gunner is an American V-twin motorcycle in a cruiser style. So we know what to expect and what not to expect. Nobody buys a bike like this, with 90-odd HP, but 308 Kg and a 1647 mm wheelbase, thinking that it’s going to be nimble on its feet. You buy it because it looks good, sounds good and makes you feel good. And, as long as you ride it how the makers intended, the Gunner delivers on all three.

The 2015 Victory Gunner 1731cc 50° V-twin engine produces easy power. There’s a six-speed gearbox with an unsophisticated, but accurate, action and a clutch with a similarly direct feel. You can rag it, and the wet sump engine feels like it’d take plenty of abuse, but is there any point? Better to just enjoy the exhaust note and take it easy. Sixth gear is effectively an overdrive, delivering a very relaxed A-road experience.

Our 2015 Victory Gunner is fitted with accessory exhausts providing a marginally more fruity sound. But they’re a £1200 extra. I don’t want a cruiser to be any louder than this, but judging by the way my windows rattle whenever Mark Graham comes round to my house on one of his Harley-Davidsons, some people need more volume. Removing the baffles should help them to be even more hard of hearing.

Obviously the Victory Gunner is heavy. And long. And has a relaxed 32° rake and fat 16-inch tyres – it is predictably cumbersome at low speed. U-turns and carpark manoeuvres are fraught with foot shuffling worry. And with only a single 300mm front disc it’s hardly overbraked. Suspension bounces up and down 5.1 inches on the front fork and three inches on the monoshocked rear.

The riding position is predictable too. Your backside is just 25 inches above the road, arms reach forward to wide ’bars and feet rest on forward controls too. Simple switchgear, simple instrumentation, simple riding pleasure. On sunny days and with no need to rush the Victory Gunner will deliver a great riding experience. As long as you’re on your own. The bike comes with a solo seat, and there’s no pillion accommodation offered in the accessory catalogue.

That’s not in a macho road tester way, but in a slightly annoying as soon as you leave the carpark sort of way. I’m dubious about the brittle looking cast alloy footrest hangers too; they’ll surely shatter when the bike succumbs to a walking pace incident.


Victory Gunner's Finish is mixed. The "suede" paint (in either titanium metallic or green metallic) looks good, but the black fork sliders already have stone chips. Mudguards, with neat "frenched" tail light, are metal while some other covers, like the fake air cleaner between the cylinders and the cover for the ABS unit under the swingarm, are plastic. Multi-spoke alloy wheels look good and the headlight and the simple speedo incorporating dash function lights are tidy too.

So 2015 Victory Gunner a decent bike, but should you buy this American V-twin rather than another brand? Everyone else seems to love the looks, but then take in the £9999 price tag and Victory’s extended five-year warranty offer. It looks like a good deal to me.

2015 Victory Gunner Spesifications

Engine : Four Stroke, Air-Cooled, OHC 50° V-Twin
Displacement : 1.731 cc
Bore x Stroke : 101 x 108 mm
Compression Ratio : 9,4 : 1
Transmission / Drive : 6-Speed / Carbon Fiber Reinforced Belt-Drive
Fuel System : EFI with Dual 45mm Throttle Body
Maximum Power : 90 HP
Top speed : 110 Mph

Rake / Trail : 32° / 170 mm
Wheelbase : 1647 mm
Wet Weight : 308 Kg
Seat Height : 635 mm
Tank Capacity : 17 Litres
Fuel Consumption : 43 mpg

Front Suspension : Telescopic Fork
Rear Suspension : Single Monotube Gas, Preload Adjustable
Front Brakes : 300 mm Disc, 4-Piston Caliper
Rear Brakes : 300 mm Disc, 2-Piston Caliper
Front Tyre : 130/90 B16
Rear Tyre : 140/90 B16


Price : £9999

Kawasaki Z250SL Review, Cheap - Cheerfull - Chirpy 250 !

Tucked in, Tacho up near 10.500 RPM, and the speedo flits back and forth between 94 and 95mph. Yes, the road’s been straight for well over a mile and it’s slightly down hill, but for a 249cc single the Kawasaki Z250SL is tramping along. As it should. It’s a vivid green Kawasaki and folklore confirms vivid green Kawasakis are fast.

Not that speed is the reason behind the Kawasaki Z250SL. Kawasaki’s marketing waffle might call it ‘a supernaked in its own right’ but the 250 is targeting new riders and commuters. It’s the physical size of a 125, with a tiny 1.330 mm wheelbase and weighs just 148kg, and has an exhaust note like a stifled yawn. It’s as intimidating and easy to ride as a playpark swing.

With wheels close together, a sharp 24˚ head angle, not much weight and even less trail, the Kawasaki Z250SL alters direction with simply a clench of the appropriate bum cheek. Controls are natural and light, gears slip in with a tap, there are proper bungee hooks, and it nips across town with the menace (and as much noise) as the vicar’s pushbike. The tank rarely needs fuel either. Chirpy daily workhorse? Oh yes.

Yet the Kawasaki Z250SL offers a bit more. Glance down at the shape of the shimmering fuel tank and you could be on an ER-6. The display is similar (similar-ish) to the one on a Z1000, and the flat-bar riding position is very Zed too – elbows tipped out, body propped forward, feet tucked up and gaze focused ahead. Switchgear is as found on other, bigger Kwaks, as are the fit and finish – it all feels reassuringly Team Green.

Skip down a suitably knotted backwater and the Kawasaki Z250SL ricochets eagerly from corner to corner. Its low weight, skinny tyres and basic suspension mean the ride is fidgety, but it’s amusing, not irritating. More power than expected from the front brake, too. And the motor’s sweet. It’s as happy pursuing the limiter through tightly-packed third, fourth and fifth gears as it is thrumming smoothly in the middle of its revs, or pottering around unflustered as low as 2.000 RPM. Even ridden with no restraint at all it gives 70mpg.

Mirrors fill with tingles at 60mph. Larger riders can feel like they’re wearing a green G-string, and the Dunlop tyres are terrifying in the wet. But it’s hard not to like the Kawasaki Z250SL. Kawasaki’s small-bike range looks cluttered, the Zed joined by a faired Ninja 250SL, Twin-cylinder Ninja 300 and naked Z300 variant, plus the KLX250 (in Indonesia, where the 250 is made, there’s also the old Ninja 250R and a pile of two-strokes – a total of 23 bikes from 150 to 300cc).

However, the Kawasaki Z250SL is different enough to the 300cc twins on pace, feel, size and price to justify itself. And while Suzuki’s Inazuma 250 is the same price, it’s nothing like as inspiring as the Kwak. Civilised and merry commuter with the engagement and zip for weekend amusement. It’s a tiddler, but it’s a good tiddler.

Kawasaki Z250SL Specs

Engine : 249cc Single-Cylinder, DOHC 4-Valve, Liquid-Cooled
Power : 27.6 HP @ 9.700 RPM
Torque : 16.7 lb.ft @ 8.200 RPM
Top Speed : 95 Mph
Rake/Trail : 24° / 90 mm
Wheelbase : 1.330 mm
Wet Weight : 148 Kg
Seat Height : 785 mm
Tank Capacity : 11 Litres
Economy : 72 mpg / 174 Miles (Tested)
Frame : Steel Tubular Diamond
Front Suspension : 37 mm Telescopic Fork
Rear Suspension : Monoshock Uni-Trak with Adjustable Spring Preload
Front Brakes : 290 mm Disc, 2-Piston Caliper
Rear Brake : 220 mm Disc, 2-Piston Caliper
Front Tyre : 100/80 - R17
Rear Tyre : 130/70 - R17


Price : £3742