THEGAYUK

Tag: Motorcycle Review

The latest Motorcycle review from THEGAYUK.

  • MOTORCYCLE REVIEW | Zero SR/S Electric

    MOTORCYCLE REVIEW | Zero SR/S Electric

    Electric motorcycles; The future or the devil’s work? An inevitability or a passing phase?

    Ever since I visited one of Europe’s largest electric motorcycle dealers, English Electric Motor Co, I have been hooked. They graciously facilitated my inauguration to electric motorcycles.

    There is, however, no substitute for living with a bike, so Zero was kind enough to lend me their SRS press bikes for a while, to give me an opportunity to do a real-world review.

    Zeros’ SRS is a fully electric motorcycle, like all of their bikes, and in the Zero stable, the SRS is the biggest, most expensive, most capable bike they make.

    Let’s run through some statistics. This bike weighs 230kg, which is around 20kg heavier than a conventional ICE (Internal Combustion Engine) motorcycle. For example, the Suzuki GSX-S1000 is 209kg and the Yamaha MT10 is 210kg, not bad at all.

    Power is deceptive and stated as 110bhp, which doesn’t sound like much. Don’t let this dampen your enthusiasm, rest assured you won’t be disappointed in the performance from this SRS. To add some perspective, a Ducati Panigale V4 makes 123Nm torque, the BMW 1000RR makes 100Nm torque. The Zero SRS make 190Nm of torque… yes… 190Nm!! Make no bones about it, in sport mode, this bike is seriously fast.

    Bear in mind also that the power and torque from an electric motor are delivered in a different way to an ICE engine. On a traditional motorcycle, as revs build, generally power builds too. With an electric drivetrain, the power and torque are linear, meaning you have very strong power available from the moment you twist the throttle if you want it.

    Interestingly, it carries its weight quite low. Most of the weight is in the battery and motor, which is all below your knees. What would be the fuel tank on an ICE bike, is the storage box for the charging cable on the SRS.

    Let’s talk about range. It’s usually one of the first questions people ask about electric motorcycles generally. It’s actually really hard to answer. This isn’t an excuse or me trying not to answer. There are a lot of factors that affect the range, such as temperature, riding style, type of roads and more. Batteries perform worse in hot weather for example and if you ride aggressively and in sport mode all the time, your range will suffer. The same applies to sustained high speeds such as motorways or dual carriageways, where the constant draw on the battery takes a toll on the range.

    When I first collected the bike, I inevitably selected sport mode and spanked it for a few miles, quickly discovering the negative impact this had on the range. Fast forward a few days and by riding a bit more carefully, switching modes to soften the power and regenerate electricity in traffic, I could easily see 110 miles+ on a mix of roads.

    Talking about rider modes, there are 5 on the SRS. You have the full-fat Sport mode which lets you have all of the power with reduced regenerative braking. You still have ABS and traction control though (which is a good thing). Next is Street mode, which offers slightly reduced power and increased regenerative braking. This mode is great for general riding. Next is Eco mode which restricts power and offers maximum regenerative braking. Top speed is restricted to 75mph. I use this is traffic to extend the range when there’s no point in using street or sport modes. There is also a rain mode which has the softest power delivery and least amount of regenerative braking. Rain mode is designed for low traction conditions.

    Lastly, there is Custom mode. This is a mode that you can personalise, for example, maximum power with increased regenerative braking. You can also rename it. The team at English Electric Motor Co customised theirs and called it Beast mode.

    Zero have taken a fairly traditional approach to styling on the SRS. They could have taken a more radical, futuristic approach, but I really like it, it looks great. There are some neat touches like the mirrors. They are mounted low on the fairing below the handlebars and actually look under your arms. It sounds odd but they are very effective. Quality of components is construction is outstanding. The bike is excellent and feels very premium and it’s the easiest bike to ride. Controls are absolute simplicity with no clutch, no gears and just brakes and throttle. The throttle is progressive and very smooth.

    Handling is superb, this thing corners so hard. It’s a little short, but I like that, it helps to deal with the poor condition of our roads. The suspension is fully adjustable Showa front and rear and brakes are J-Juan radial callipers and are excellent.

    “How long does it take to charge?” is another common question. Let’s do some man maths. The battery is 14.4kwh. Think of it as a fuel tank. If you charge up from a domestic 3 pin plug, you will see a charging rate of 2.3kwh. That means that every hour, 2.3kwh flows into the 14.4kwh battery, simple. Think of kwh as litres if you like. If the battery was empty, on a 3 pin plug it would take just over 6 hours to fully charge, which you would typically do at night when the electricity is cheap.

    The maximum rate you can charge the battery is 6.6kwh on a type 2 fast charger such as the ones at supermarkets, shopping centres and fast-food restaurants. This means, if it was completely empty and you used any fast charger, regardless of the rating, it would charge the SRS at 6.6kwh and it would fully charge in just over 2 hours.

    In reality, it is unlikely that people will fully charge ‘on the go’, but instead, maybe top-up.

    On one of my rides, I stopped at a shopping centre in Milton Keynes and topped up for 30 odd minutes. In that time I increased the battery charge by 20%. It was simple and free.

    Another big bonus of running an electric motorcycle is running costs. At home, you will probably pay something like 6p/kWh for your electricity. Let’s say 10p for the sake of man maths. If you charge at home, from a 3 pin plug, at night, a 14.4kwh battery will cost £1.44 to charge. Even better, if you charge at a shopping centre or McDonald’s on a fast charger, it’s usually free.

    In addition to the minimal running costs, servicing is a far more economical affair. Remember, electric drivetrains are simplicity themselves. Very few moving parts, just an electric motor. No gearbox, no complicated engine with hundreds of moving parts. Servicing tends to be consumables such as brakes, tyres, drive belt and so on. The battery has a 5-year warranty and after that, is expected to last the lifetime of the motorcycle if looked after correctly.

    To sum things up, the Zero SRS really is a great motorcycle. It is outrageous if you want it to be, or it can be a pussycat. It’s incredibly easy to ride and very well built. It’s pretty practical but not suitable for everyone. I love it and am very pleased to have had the time to get to know it.

  • MOTORBIKE REVIEW | Suzuki V-Strom 1050 XT

    MOTORBIKE REVIEW | Suzuki V-Strom 1050 XT

    Suzuki’s entry in the adventure bike fraternity is the V-Strom, previously also known as the DL.

    This latest 2020 incarnation is known as the 1050.

    It’s a 1000cc v-twin adventure-tourer although actually, it’s a 1037cc v-twin.
    This is a good engine that has been around for a while now, first making an appearance in the TL1000R in 1997, a legendary bike. It also featured in the SV1000 which was a surprisingly good bike. A friend of mine had an SV1000. He fell off it in front of us all once, wheelying it. His excuse was he had just polished it and the seat was slippery.

    Now, the engine takes pride of place in the V-Strom 1050, making 106bhp and 100Nm torque. This is an increase of around 6bhp on last year. Peak power is now at 8,500 rpm and peak torque is at 6,000 rpm, which is 2,000 rpm higher up the rev range than the previous model.

    Suzuki has played with things like the cam timing and pushed the torque further up the rev range which makes this new incarnation of the V-Strom a lot of fun.

    There’s a 6-speed gearbox but no fancy quick shifter. There is a slipper clutch of sorts thanks to Suzuki Clutch Assist System (SCAS) which also makes the clutch very light in operation. 

    The throttle is fly by wire and is very smooth. I didn’t experience any snatchy or jerky behaviour, it’s very polished, which leads us nicely into the electronics. There are a host of sensors, from lean angle sensors to crank sensors, wheel speed sensors, gear position sensors, gyroscopic sensors and more, which provide information for the various electronic systems on the bike. This information is used by systems such as the ABS and traction control.

    You can choose between 3 rider modes, 3 traction control settings and 2 ABS settings. You can’t actually turn ABS off which may be an issue for more serious off-roading, but honestly, this is probably more of a touring bike than a hardcore adventure bike.

    The suspension is 43mm, USD, fully adjustable KYB forks, and a KYB shock with rebound and preload, which all works very well, the suspension is great. There’s also a remote preload adjuster just behind your left thigh, great for adding some preload if you’re carrying a pillion.

    It’s surprisingly fast when you consider it only has 106bhp, and there’s a satisfying rush of power in the upper rev range. It’s great fun to ride.

    Brakes are excellent with 310mm discs at the front with four-pot radial callipers and outback is a 260mm disc with a single-piston calliper. They offer great feel and really are superb brakes.

    At 247 kg it’s not a featherweight but it carries the weight well. Pushing around the workshop it felt pretty big, but as soon as you are on the move, the weight disappears. On the move, the V-Strom 1050 feels agile and handles really well.

    I’m a fan of the old V-Strom, I remember I had one on test in 2018 and loved it. I even took one around Bruntingthorpe which was fun, scraping the pegs on a V-Strom on track.

    The range is a positive attribute with this bike. Suzuki has fitted it with a 20L tank. When I picked the bike up, it was full and the range was showing as 201 miles. With just under half a tank left, the range was showing as 99 miles.

    Overall, this is a great bike. It’s fun, it’s pretty fast and it handles really well. It’s comfortable enough to be able to ride long distance with no trouble too.
    If there was a criticism, it would only be that the V-Strom lacks some of the toys that some of the heavyweights in the adventure bike sector have; electronic suspension and the like.

  • AGV SportModular Carbon Fibre Flip Front Helmet – Review

    AGV SportModular Carbon Fibre Flip Front Helmet – Review

    I’ve always used full-face helmets, and always sports bike/race style lids.
    Open face helmets have never really appealed and I wouldn’t consider not wearing one, no matter where I was.

    When AGV offered to let me try their SportModular flip front lid I was a bit sceptical, but I’m always open to new ideas, so thought I’d give it a go.

    There’s a lot going on with the AGV SportModular so let’s start with a bit of a run down about the helmet and its features.

    This is a 100% full carbon fibre shell, even the flip part of the helmet is full carbon, unlike many other flip front helmets. This is no easy task, it’s a very complex shape and tolerances need to be tight. The end result is a very strong and light helmet. It has the same impact resistance as a race helmet such as AGVs own Pista GP R (Rossi’s helmet) but with the practicality of a flip-up helmet. Another benefit of the full carbon fibre shell is that it looks stunning.
    Another benefit of carbon fibre construction is the weight or lack of it. AGV has created a flip front helmet with outstanding impact resistance and lightweight, just 1295kg (for the smallest size. The bigger sizes will weigh more).

    To open the front, there is a simple forward hinging latch under the centre of the chin. This has been designed to prevent accidental openings and is simple to use, even with winter gloves and incredibly strong.

    Ventilation is effective and simple too.

    You have a centre chin vent which works by sliding up to close or down to open, nice and easy, even in winter gloves. You have a centrally positioned vent on the top which again slides back to open and forward to close, nice and easy, and there is an exhaust combined with a kind of flip-up spoiler which is supposed to reduce turbulence too. With the vents open, you are rewarded with a pleasant and noticeable little breeze through the helmet.

    The visor has AGVs patented multistep visor lock mechanism and patented extra quick release system. This means it locks in the closed position and is opened with a button at the bottom edge of the visor in the centre. You lock the visor fully closed, or in a slightly open position which means as the speed increases, it won’t snap shut on you. It’s also an optic class 1 visor, so the best visual quality there is, and its scratch proof.

    You will also benefit from the pinlock 120 which is included with the SportModular, and my helmet was delivered with a tinted visor which is an option. Both are excellent additions. The tinted visor is great for the recent fantastic weather, but as the sun turned to rain, it wasn’t too dark. Changing the visor is simple with AGVs patented multistep visor lock mechanism. It’s simplicity itself to use and very secure. It also has an incredible 190-degree field of vision.

    Pinlock is actually a new experience for me but was a bit of a revelation. It’s really easy to fit and is very effective. If you haven’t used it, it’s like fitting double glazing to your visor. There are pins at the edges of the visor and a kind of secondary visor fits on the inside on your main visor, with a small silicon edge to make a seal. The end result is a visor that almost never mists up. It’s a simple but very effective system.

    Finally for the visors, in addition to all of this stuff, there is an internal, flip-down sun visor. You flip it down by using a simple slider on the left-hand side of the helmet, on the bottom edge at the side. You push the little slider back and the anti-scratch sun visor drops down. Slide it forward and the visor flips back up. I’ve got a big nose and wear glasses and it was fine. It almost touched my nose, but not quite.

    AGV have fitted the SportModular with a fully-removable lining as you would expect. There is a removable skull cap that can be removed, reversed and replaced, and has a warmer and a cooler side.
    To keep your head safe in the event of an off, there is a five-part EPS (expanded polystyrene) insert that provides differing densities at the top, front, rear and sides.

    SportModular comes with two chin skirts, so you can create a tighter seal, or remove it altogether. The lining allows for glasses wearers to use the helmet comfortably and there are removable pads by your ears to allow the fitment of an intercom or communication device.

    AGVs SportModular is available in eight sizes from XXS – XXXL and in a range of colours and finishes. Mine is the Ray Carbon/White/Yellow Fluo.

    What’s it actually like to live with? Well, I’ve used it for a while now in all kinds of weather and on various bikes. I’ve probably covered a couple of thousand miles in everything from heavy rain to glorious sunshine.

    Several observations spring to mind. One of them is the weight. Despite the integral sun visor and flip front, it’s a light helmet. Saying that I add weight unfortunately but sticking an action camera to it, and also a Cardo PackTalk Bold communication system. Despite this, it’s still a very comfortable helmet and can easily be worn for hours at a time.

    As a newbie to flip-up lids, it took a moment to get used to it. I’ve always thought they looked a little odd, but actually they are a great idea.

    I was worried I might look a little odd until I pulled up at some lights and a custom Harley pulled up next to me, low, fat back tyre, loud and the dude riding it was pretty damn cool. As I looked over to give him a sheepish nod, I saw he had a flip front helmet, flipped up.

    Generally, I keep it closed, but when it’s really warm and at low speed, in traffic, I flip it up and it’s great. Also, when I stop or at petrol stations, I flip it up and can talk without shouting to be heard.

    I found the flip front easy to open and close, but the visor is a little fiddly with winter gloves on.

    Talking of noise, it’s a bit noisy. Not bad but certainly not whisper quiet. You should wear earplugs at speed although I have fitted the Cardo so can’t. I’ll do a separate review of the Cardo shortly for you all.

    When all is said and done, It’s a really nice helmet, well made and with some great features. In my experience, it was comfortable and practical and I really like it.

    https://sharp.dft.gov.uk/helmets/agv-sport-modular/
  • MOTORCYCLE REVIEW |Triumph Bobber by Oshe

    MOTORCYCLE REVIEW |Triumph Bobber by Oshe

    1960 was an important year for Triumph.

    They had introduced the new ‘unit’ 500cc engine with the engine and gearbox as a single unit. 1960 also meant the T100 was when the controversial bathtub-esq bodywork was released on the world. This was a semi-enclosed rear end that resembled an old upside-down tin bath. This wasn’t well received and only lasted 2 years.

    This 1960 Triumph T100 bobber was built by David as a bit of fun in his downtime. David is the owner of Oshe & Workshop Seventy7, 2 sides of the same coin, located at Ordnance Depot, Weedon, Northamptonshire. 

    Their business is bespoke restorations and builds of classic cars and motorcycles, tailored to the owners’ requirements. They will build you the car of your dreams, with every detail customised to your requirements. 

    David grew up in South Africa and has been a petrolhead as long as anyone can remember. He’s raced MX and even owned a motorcycle shop over there in 1996/7 that specialised in 2 strokes.

    His life changed when he met a South African girl in LA while he was travelling. She lived in the UK and David spent the next 2 years finding a way to move to the UK to be with her. 

    That was 20 years ago and they now have 11 years of marriage under their belt and a beautiful young son. Quite the fairytale.  

    Front forks are a pair that he found lying around his mates’ garage and were modified and rebuilt by Pitted Forks in Luton, with uprated springs and shortened tubes to stiffen and lower the front end.

    There’s a bolt-on hardtail rear frame section and traditional bobber style, vintage leather, sprung seat. 

    David’s bobber emits a mighty battle cry from the short, slash-cut, straight through pipes. No electric starter here, just an MX style Kickstarter ready to break your shin, with a right side gear change and left-side foot brake to mess with your brain even more. This thing screams attitude.

    Oshes’ nasty little murdered out bobber has a cool, satin black, hand made fuel tank by Olliminium and is dripping with neat touches, like the machined down brass military tank shell, repurposed as the distributor cap, amber front light and cut down satin black rear fender.

    Chopper bars give it a badass stance and David raided his mates’ garage again for a set of wire wheels, which were, of course, painted black then wrapped in period style Avon rubber. Old Triumphs have crap electrics, so an upgraded ignition system was installed. Mirrors, grips and lots of subtle details have been added to create a simple, clean but rebellious ride. 

    Photos courtesy of Daisy Turner. She’s a budding photographer and this was her first shoot. She’s only 13 years old!

  • Energica EVA EsseEsse9 – The future is here

    Energica EVA EsseEsse9 – The future is here

    Old Empire Motorcycles was founded in 2010 through an absolute and enduring passion for everything two-wheeled. It’s one of the coolest and most respected custom motorcycle builders in the UK.

    They create a handful of one-off custom bikes annually, some of the most beautiful and innovative custom motorcycles in the UK. So beautiful in fact, they have been exhibited at Harrods London and at the Saatchi Gallery and won numerous awards from titles such as; Silodrome, Pipeburn, MCN and Cafe Racer TV plus they won the coveted Malle Mile Best of show. They have even won a Salon Privé award.

    A couple of years ago, Alec, the owner of Old Empire, embarked on a new venture, English Electric Motor Co or EEMC.

    EEMC is now one of Europe’s premier electric motorcycle retailers, yes electric motorcycles. Electric motorcycle sales are going through the roof. By the end of the 1st quarter 2019, registrations of electric mopeds, motorcycles and quadricycles were up by 71% in Europe. Ok, so the number is still pretty small but growing very fast. 

    EEMC has jumped in with both feet and are taking the bull by the horns. 

    I received an invite to try some of their bikes recently so I thought I’d go and see what all the fuss was about. 

    They laid on a range of their electric motorcycles to try. I could go on all day about them all so, long story short, I’ll tell you about the top of the range, the Energica EVA EsseEsse9.

    It’s a naked bike, I guess like an Aprilia Tuono V4 1100 factory or Yamaha MT-10 SP. 

    As you can see, there’s no fairing, and you sit fairly upright. It’s all pretty typical. It looks slightly unconventional, with a battery pack and motor where the engine would usually sit, but other than that, it’s pretty familiar stuff.

    Energicas EVA EsseEsse9 makes 110 bhp which isn’t bad, however, it makes 180nm torque. An Aprilia Tuono V4 1100 factory, the benchmark naked bike, only makes 120nm torque. 

    Suspension is top of the line, quality stuff. Marzocchi 43 mm, fully adjustable for preload, compression and rebound damping.

    At the rear there’s a very nice Bitubo rear mono shock, also fully adjustable for preload, compression and rebound damping. It’s a quality setup and does a brilliant job.  

    Brakes are very impressive. Brembo front and rear with awesome feel and very strong.

    Front brakes are Brembo double floating 330mm discs with big 4 pistons radial callipers.

    The rear brake is a single 240mm disc with 2 piston calliper.

    Tyres are Pirelli Phantom which are a good all-rounder but I would consider something more performance-oriented personally. The front is pretty typical 120/70 ZR17 and the rear is 180/55 ZR17. 

    As is typical on top-end motorcycles, there are a host of electronics.

    Switchable Bosch ABS is standard and there are 4 Riding Modes: Eco, Urban, Rain, Sport.

    Energica, like some other electric motorcycles and cars, have regenerative braking. This generates electricity when you are on overrun or braking. It genuinely makes a difference too. I saw the battery % rise a couple of times! Regenerative braking is adjustable on this bike; 4 regenerative maps: Low, Medium, High, Off.

    Advanced traction control has six levels of intervention so you can dial it right back if you’re brave. Cruise control is standard too and uses the electronic brake to maintain speed and increase braking energy.

    A couple of the key differences between the Energica EVA EsseEsse9 on the competition are the oil cooled electric motor, meaning the motor temperature is controlled and there is less chance of thermal overload under heavy load. The controlled is water cooled for the same reason. 

    That’s all great but what’s it like to ride?

    Honestly, it’s amazing. 

    The cycle parts are all excellent. Brakes, suspension and steering are all superb. This bike corners hard and stops very well. 

    When you first pull off it’s pretty odd. More or less silent apart from some electric motor whine which is more pronounced on the Energica than on some other electric motorcycles. It has a chain drive too rather than the belt drive on most competitor bikes. I certainly feel safer with a chain taking 190Nm torque. 

    There are no gears and no clutch so you just twist and go…..and it really goes.

    Acceleration is breathtaking and relentless. 

    On the Energica EVA EsseEsse9, from the moment you twist the throttle, you have maximum torque. It’s the way electric motors deliver their power. 

    It means that every time you accelerate, you have an unrelenting, jaw-dropping acceleration. It just doesn’t stop. 

    Overtaking a car, for example, just wait for a gap, snap the throttle open and hold on’

    A conventional bike would have to change down a gear or two which takes precious seconds. In no time, the Energica is just a dot on the horizon. It’s like you’re always in the right gear at the right revs. 

    It accelerates as hard at 80 mph as it does at 40 mph too. It’s like nothing you’ve ever ridden. 

    It is absolutely brilliant and completely addictive. Accelerating out of corners, away from lights, in fact anywhere, it’s outrageous. I doubt many conventional bikes could live with it. 

    The two main criticisms of electric motorcycles are usually the lack of noise, and range/charging Infrastructure. 

    Noise is a double-edged sword. Anti-noise pollution legislation is becoming increasingly stringent, but it’s not an issue on an electric motorcycle. 

    Riding through a local village, I was completely unheard and didn’t interrupt anyone’s day. The same goes for track days; no issues with noise pollution if you’re on an electric bike.

    However, On a quiet country road, I passed some dog walkers and cyclists. Neither heard me coming until I was basically on them. 

    As for charging, the Energica with recharge from 0-85% in just 20 min with a level 3 34kW fast charger. Or you can charge 0-100% on a level 2 charger in 3.5hrs. 

    With a full charge, you can get around 70-120 miles, depending how you ride. Motorways on high load, higher speeds use more battery power and around town and on b road blasts, you get much more range.

    What about the cost? 

    It’s not cheap. You need to factor in that this is a very well built motorcycle with top quality components. You also need to remember you have very low running costs as there are hardly any moving parts, but most significantly, you don’t have to buy petrol ever again.

    The EsseEsse9 Standard is £20999 OTR* (*includes £1500 government subsidy)

    The EsseEsse9 Special is £21999 OTR* (*includes £1500 government subsidy) English Electric Motor Co have a demonstrator EsseEsse9 Standard for sale at the moment with only 960 miles on it for just £18990 (0% finance available)

    If this is the future then I can’t wait. It’s brilliant. 

    I would recommend anyone goes to their local dealer for a chat and a ride. In the UK give English Electric Motor Co a call. They’re awesome and really friendly. 

    English Electric Motor co

    Twitter; https://twitter.com/EngElecMotCo

    Instagram; https://www.instagram.com/englishelectricmotorco/

  • MOTORCYCLE REVIEW | Ducati 1100 Scrambler Sport

    MOTORCYCLE REVIEW | Ducati 1100 Scrambler Sport

    ★★★★★ | Ducati 1100 Scrambler Sport

    With the decline is sports bike sales, manufacturers have had to look elsewhere. They have had to find more creative ways to sell motorcycles and one of the ways has been to develop categories such as adventure and retro bikes. That’s brilliant for me, I love both.

    Ducati has arguably one of the most distinctive retro models on the market at the moment with the scrambler range of motorcycles. They have created a stylish, alluring range that is modern with a provenance that can be traced back to the Ducati Scramblers of the ’60s & ’70s, for many of us these were the bikes of our youth. It’s all in the genes.

    The Scrambler 1100 range consists of; standard 1100, the Special and the Sport. Our test bike was the sport which means it had fully-adjustable Öhlins suspension all ‘round, very sexy.

    Ducati has fitted fully adjustable 48mm USD forks at the front and a fully adjustable Öhlins unit at the rear. Both are superb and needed little or no adjustment apart from a sniff more preload at the rear as I am probably best described as ‘well built’.

    For the Sport, Weight is up very slightly from the standard bike’s 186kg to 189kg, probably due to the Öhlins suspension which is well worth it.

    Brakes are excellent, very progressive and incredibly capable. They lack a bit of initial bite but this is typical of modern bikes with ABS. Ducati has fitted twin 320mm discs with Brembo radial monobloc callipers at the front and a 245mm disc, with single-piston at the rear. As you would expect, cornering ABS is standard equipment.

    Styling is a real focus of this bike, we’ll come back to this point shortly. A steel teardrop fuel tank with interchangeable aluminium side panels dominates your view. It’s unique and looks great in my opinion. Wheels are machine-finished 10-spoke, flat-track style and really work for me.

    With the comfortable, flat seat, wide bars and retro styling, the Scrambler is gorgeous. It’s thoroughly modern but beautifully retro. Simply, the best of both worlds.

    I even found myself wearing different riding gear to suit the style of the bike. Tucano Urbano Sneaker Marty motorcycle boots, Richa Infinity 2 jacket and Richa black motorcycle jeans. This definitely suited the style of bike and riding and was really comfortable.

    Ducati has used the 1100cc (1,079 cc) air-cooled L-twin engine which has been around for a while now but is dripping with character and is a punchy engine.

    As is usual with modern motorcycles, there is a full suite of electronics to keep us safe. Traction Control, 3 Riding Modes (Active, Journey and City), Ducati Safety Pack (Cornering ABS + DTC- traction control), RbW (fly by wire throttle).

    I never changed the rider modes. It doesn’t make crazy power so I just left it in the top mode, Active.

    Off-road I think it might help to soften the power to gain traction. By the way, the underside of scrambler sport is completely unprotected, so if you do go off-road, be mindful.

    Power is a relatively modest 85bhp and 88Nm of torque. This coupled with the retro styling did concern me a little before I picked the bike up. I was worried it could be a little form over function. I didn’t need to bother, it’s a great bike.

    I’m not sure how Ducati have done it. Or even if it is intentional, but the Scrambler is dripping with character. In the morning, when you first fire it up, it has a reluctance that our bikes of old used to have. After a few moments it’s perfectly on song but, first thing, it’s like waking a grumpy teenager. This is not a complaint. In a world where everything works perfectly all the time, it’s a welcome characteristic and makes the bike feel alive.

    While we’re on the subject of character, Ducati has done a great job with the standard exhausts. They bark and pop and generally make a lovely noise. I don’t know how they have done it with ever-tightening legislation, but good for you Ducati.

    What’s it like to ride? It’s really good fun. The gearbox is excellent, with easy clutchless up changes through the ‘box. The suspension is very good and the bike loves to lean.

    Brake hard for a roundabout, pitch the bike on its side in 2nd gear and accelerate hard out again and you’ll be smiling from ear to ear. Leant over, under power, it’s very sure-footed, even on the Pirelli MT60RS semi knobbly tyres. The bike doesn’t move around or feel twitchy at all. This is a very friendly bike to ride at any speed.

    On a motorway, it’s fine up to the legal limit or a bit above. On a private road we got it up to 120mph but after about 90mph, with no wind protection, it gets a bit hard work.

    Where this bike comes alive is everywhere else! B-roads, A-roads, city centres, everywhere. It a hooligan but is made to make you smile.

    The throttle response is excellent and nicely progressive and the wide bars felt a little high at first, but after a few miles, you feel completely at home.

    One of the key features for me is that It’s very friendly. The Scrambler 1100 Sport doesn’t have massive power, but easily enough to have a lot of fun. It is great at low-speed manoeuvring, it’s comfortable, it’s a bit of a hooligan but completely predictable and it looks amazing. What’s not to like. This is a massive win in my book, I’m a big fan.

    Power: 85bhp@7500rpm
    Torque: 65ftlb@4750rpm
    Weight: 189kg (dry)
    Fuel capacity: 15 litres
    Front suspension: Öhlins 48mm USD fully adjustable forks
    Rear suspension: Öhlins fully adjustable single shock
    Engine: 1079cc air-cooled 4 valve L-twin
    Front brakes: 2x320mm discs, 4-piston Monobloc Brembo calliper with cornering ABS
    Rear brake: 245mm disc, single-piston calliper
    Seat height: 810mm
    Price: Scrambler range starts at £10,795

  • Tucano Urbano MRK 2 Motorcycle Gloves

    Tucano Urbano MRK 2 Motorcycle Gloves

    Tucano Urbano Gloves MRK 2

    For the last few thousand miles, I’ve been using some Tucano Urbano MRK 2 summer gloves.

    An odd choice maybe in April and May in the UK, but they’ve been great.

    Tucano Urbano is an Italian manufacturer who’s range offers Italian design and style with practical solutions for urban scooter and motorcycle riders, so I’m told.

    They’ve been around for 20 years and have a good reputation for making quality gear.

     

    Construction

    These gloves have a soft, synthetic suede palm with a flexible anti-abrasion rubber insert.

    Aero 3D mesh around the palm and the back of the gloves gives maximum ventilation. These are very light and soft.

    Silicone rubber strips on the fingers improve grip and goat’s leather inserts around the wrist and all over the knuckles add strength and durability whilst keeping the soft, light feel of these gloves.

    There is soft certified armour on the knuckles and some rubber protection on the top of the fingers too.

    Velcro adjustment on the cuff is also by goat’s leather strap with microinjection ends for easy opening. These are also touchscreen gloves which is very handy when using your satnav.

    Fit and feel

    At first, I thought these gloves would simply be too light to wear in anything but glorious sunshine but that’s not been the case. They are very light and heavily vented, but I really light how soft and light they are. Because of the feel, I’ve worn them in all weathers; warm sunny days, cold windy days and even pouring with rain days. I expect in deepest winter they would be too light, but I haven’t struggled at all. When they’ve got wet in the rain, they’ve always dried really quickly. Maybe because they are so light.

    They fit well and being a short glove, don’t get in the way of cuffs.

    My Spidi gloves are a size 9 – L so went for the same with these Tucano Urbano gloves. They’re spot on.

     

    Protection

    MRK 2 are short summer gloves and as such, are a little short on the full-on protection you might find on a full blown leather glove.

    There is soft, certified armour on the knuckles and anti-abrasion pads on the palm and fingers plus goat’s skin along the tops of the fingers and thumb.

    Tucano Urbano MRK 2 gloves are CE approved: meets the EN 13594:2015–CE safety standards for motorbike gloves.

    Warmth

    You wouldn’t expect these to be warm. They are a heavily vented, lightweight summer glove after all. I was surprised to find they have been great so far. I’m sure when the temperatures hit single digits, it will be time to pull out the winter gloves but I will use these as long as I can.

     

    Waterproofing

    Well, let’s be realistic, there is none. It’s a summer glove after all. Like I said before though, I’ve worn these in the pouring rain and decided to wear latex gloves under them. When they were soaking, they held their shape and performed just as well as when they are dry. They dried out quickly too.

    Verdict

    Tucano Urbano has been known primarily for scooter gear, but if you look at their current range, it’s huge. It covers everything from under layers to helmets to men’s motorcycle gear, women’s motorcycle gear, boots, gloves and lots more.

    These gloves are so light and comfortable I’ve really enjoyed wearing them. There’s not much worse than wearing gloves that blunt your feel. These certainly do not. They are my new glove of choice until winter sets in.

    £52.99

    Sizes XS > XXL

  • REVIEW | Tucano Urbano Jacket Network 2G

    REVIEW | Tucano Urbano Jacket Network 2G

    I’ve been using the Tucano Urbano Network 2G jacket recently, taking advantage of the nice weather we’ve been having.

    Tucano Urbano is an Italian manufacturer who’s range offers Italian design and style with practical solutions for urban scooter and motorcycle riders, so I’m told.

    They’ve been around for 120 years and have a good reputation for making quality gear.

    Construction:

    The Network 2G jacket is described by Tucano Urbano as a classic motorbike style mesh jacket.

    It’s a lightweight summer jacket with 100% Polyester outer and 100% Polyester lining. High strength polyester mesh inserts on the outside with a light mesh lining keep you nice and cool.

    There are two large mesh areas on the front, all the way from shoulder to waist. On the rear there is one large mesh panel from lower back, all the way to below the shoulders. Arms have full length mesh panels from cuff to shoulder seam.

    Tucano Urbano have added some reflective trim on the cuff called REFLACTIVE® SYSTEM, that can be folded out when you need it.

    You can tighten the arms at the tricep via press stud and cuff via and small velcro strap. There are heavier velcro straps on each side to adjust the waist.
    Two slant pockets provide some storage on the outside and there are two more pockets on the inside. You’ll find an external zip pocket at the rear, across the bottom, and an internal pocket to allow for the optional D30 back protector, which is strongly recommended. I have one in mine and it is superb.
    You can zip the jacket to trousers and there a robust, single zip on the front with anti scratch flap to prevent you scratching your tank.

     

    Fit and feel:

    I’m not skinny, the most polite way to describe myself would be well built. I’m usually a 38″ waist or XL jacket.  If I had a criticism of the Network 2 jacket it would be that it comes up a little on the small side. It fits really well and the cut is flattering, but I’d should have gone up a size.

    It doesn’t ride up at the back and it fits really well across the shoulders. The arms are fitted too, and are the perfect length. The cut of the jacket is excellent, apart from around my middle. When I zip it up, it’s pretty snug over the breadbasket. I expect it’s not really made for the middle aged, overweight guy.

    Even with all the armour in, it’s comfortable and looks great.

     

    Protection:

    the Tucano Urbano Network 2 has D30 armour at the elbows and shoulders, and I have the optional back protector to compliment.
    D30 armour is superb. If you don’t have any, try and find some clothing with some in and feel it. Push your finger against the gel and feel what it does.
    Although this is definitely a summer jacket with lots of venting, it feels really durable and strong.

    Tucano Urbano are proud to say this jacket is class A certified in accordance with directive prEN17092 which is a new standard that includes all clothing marketed as ‘protective clothing for motorcyclists’ and includes a wide variety of tests intended to assess the protection and integrity of the clothing. The tests consider; strength of seams, tear strength, impact energy absorption, dimensional stability, fit and ergonomics and garment restraint.

     

    Warmth:

    Around town, on a warm dry day, this is brilliant. It’s light, easy to move around in and the air can get through it. It regulates temperature really well.
    On a motorway, on an overcast day, it gets pretty chilly. I usually wear a t-shirt under the jacket which means my arms are the first part of me to feel the cold. In the dry, I haven’t found myself particularly cold on my body, maybe it’s the..….erm…insulation i have.
    I found at sustained motorway speeds, my arms were getting chilli but otherwise i was fine. A long sleeve top underneath would make a big difference.
    For carving through town it’s a great choice.

     

    Waterproofing:

    Ah, not great. It is a summer jacket after all. It’s not waterproof. There are lots of mesh panels and the rain just gets straight through. On the plus side, if it’s just a shower, you’ll dry pretty quickly too.

    Verdict:

    If you’re looking for a high quality, good looking summer jacket that comes with CE approved shoulder and elbow armour (and optional back protector), has been certified CE class A, and will keep you cool and comfortable during warm weather riding, the Tucano Urbano Network 2G jacket is an excellent choice.

    It’s a summer jacket, no question, but it looks great, it’s well made, has some nice features, and all for £114.99

     

    Tucano Urbano Jacket Network 2G
    £114.99
    Sizes M > 3XL

  • MOTORCYCLE REVIEW | Ducati Monster 797

    MOTORCYCLE REVIEW | Ducati Monster 797

    ★★★★ | Ducati Monster 797

    Ducati’s Monster has been credited as the genesis of the naked bike niche. The bike that started the street bike revolution.

    Ducati introduced the Monster in 1993, designed by Miguel Angel Galluzzi.

    Famed motorcycle designer, Glynn Kerr, described the Monster design as having “all it needs and no more.”

    With Monster sales eventually accounting for two-thirds or more of Ducati’s output, the bike became the company’s best selling and most profitable model line, essential to the company’s success.

    The Monster has gone down in folklore as the bike that saved Ducati. You simply can’t underestimate the significance of the Monster to Ducati.

    The Monster 797 is the most accessible Ducati with a starting price of just £7,995. This is often considered the entry point to Ducati ownership, the Ferrari of motorcycles.

    Of all the motorcycles I’ve ridden, I’ve never ridden a Ducati. Often admired, always revered, but never had the opportunity to experience it for myself.

    On the way to collect the Monster 797 press bike, I felt the weight of expectation bearing down on me. I was on my way to one of the most illustrious and celebrated motorcycle manufacturers of all time, to collect arguably one of the most significant models in their long and distinguished history, a Monster.

    Thumbing the start button brings the 73 bhp and the 803 cc 90 degree (L) twin-engine to life. Ducati L twins have a very distinctive sound and feel. They sit somewhere between a smooth Japanese V twin like the SV650 and the irregular, lumpy idle of a Harley. The Ducati has an uneasy but alluring murmur.

    Our press bike only had 250 miles under its belt when I collected it, so mechanically was still very tight. 1st gear engaged with a clunk and my journey began with a ride into the sunny, Northamptonshire afternoon.

    Bars are wide which help the bike turn very well. Immediately you feel at home with the little Monster. It’s such a pretty motorcycle, elegant and muscular, with those wide bars, sculpted, flowing tank, exquisite trellis frame, graceful seat unit and curvaceous double-sided swingarm.

    I found myself looking for reflections at every opportunity, just to see the Monster from someone else’s eyes.

    The heart of the Monster 797 is the 90-degree twin cylinder, 803cc air-cooled engine, with 2 desmodromically actuated valves per cylinder.

    Electronic fuel injection delivers its elixir through 50mm throttle bodies.

    Front forks are 43mm Kayaba USD non-adjustable units, complemented by a rear Sachs monoshock, adjustable for preload and rebound.

    Tyres are Pirelli Diablo Rosso II and worked very well in all conditions.

    Overall I thought the bike was fairly softly sprung, with a bit of dive on the front end under initial braking. This isn’t entirely fair though as I’m a 47-year-old overweight guy, not exactly representative of the typical Monster 797 owner.

    Front brakes are 320mm semi-floating discs with radially mounted, 4 piston Brembo Monobloc callipers. ABS is standard of course.

    The rear brake is a 245 mm disc with single piston calliper. Brake feel is excellent and the front Brembo’s are superb.

    Instrumentation is basic. There is no gear position indicator or fuel gauge. I missed the fuel gauge but the gear position indicator is more of a luxury that we have come to expect, rather than a necessity. Having no fuel gauge, I opted to refuel every 100 miles. The fuel tank capacity is 16.5 litres and after 100 miles of spirit riding, the fuel light wasn’t ever on, I was just being cautious.

    I’ve covered around 1,000 miles on the Monster 797 on all kind of roads from motorways to A roads, from sprawling urban streets too narrow, winding country lanes and everything in between.

    There are bikes that are better suited to long motorway journeys, but it handled them with ease.

    Where the little Ducati did excel was everywhere else. Wide bars, a nimble and refined chassis and that torquey engine make it a great urban bike. Cutting through the city streets with ease, carving through the winding country lanes and revelling in the flowing A roads, and all with an abundance of character and style.

    My lasting memory of the Monster 797 is how easy it is to ride. This is a very friendly and familiar bike but with passion and vigour.

    The clutch is easy to use, it’s has a seat height of just 805mm, it looks fantastic and is an ownership experience that offers more than most. Placing the keys of a Ducati on the table feels special.

    The Monster 797 is also available for those with a restricted licence, as a version with 35 kW of regulated power.

     

  • MOTORBIKE REVIEW | Suzuki Katana 2019

    MOTORBIKE REVIEW | Suzuki Katana 2019

    If you were around in the ’80’s you’ll remember that Rocky fought Ivan Drago in Russia and won the hearts of the Soviets, despite the cold war raging on around them. Doc brown made a time machine out of a Delorean, ET phoned home, the Russian nuclear plant Chernobyl blew up and so did a space shuttle, the world discovered crack but most significantly, Suzuki unveiled the fastest production motorcycle ever. The GSX1100S Katana.

    The Katana was a sign of virility and masculinity. You just couldn’t buy anything faster, end of.

    Katana has been around in various guises for a long time. Introduced in ‘80 in 1100 trim (Aircooled 1075cc 16v), (they had a 750cc version in Japan only), but was gone in Europe by ‘85.

    Fast forward to 2019 and the beast is back.

    Suzuki have resurrected the Katana name. In the same way the original Katana was based on the GSX1100, Suzuki have based the Katana on the GSX-S1000 a very competent bike in it’s own right.

    This means the Katana is powered by the street-tuned version of the four-stroke, liquid-cooled, DOHC, 999cc, inline-four engine that became a legend in the 2005 GSX-R1000. This engine is a masterpiece. 150ps (148bhp) and 108 Nm torque means this is a very strong engine, with a wealth of torque low down and a strong rush of power higher up the rev range.

    Suzuki’s new Katana is equipped with some of the most advanced rider technology available, including an Advanced Traction Control System², Low RPM Assist, Suzuki Easy Start System and Suzuki Clutch Assist System (SCAS) (slipper clutch) and ABS.

    Front brakes are superb 4 piston radial mount monobloc Brembo calipers, working on 310mm floating discs. Forks are 43mm KYB inverted and are fully adjustable for damping, rebound, compression and spring preload. Rear suspension has adjustable rebound damping and spring preload.

    We were fortunate enough to be invited along to the UK press launch of Katana.

    Unfortunately, the weather wasn’t kind to us, it poured with rain all day.

    After a short presentation and some breakfast, we were allocated our bike (mine was no.7) and set off in convoy.

    Our day was spent touring the cotswolds, getting to know the Katana on a variety of roads, with some cool people. The rain was relentless but didn’t dampen the mood. By lunch we were all soaked through. Even my boxers were wet.

    Arguably the rain was a good way to test the manners of the Katana. She’s a big bike with a lot of power, on wet roads. Katana’s engine and power delivery is sublime. Tiptoeing around, looking for trouble, the throttle response proved to be excellent. There was no snatchy, jerky throttle openings and the bike proved to be very user friendly. For the last half hour of the day, the rain stopped, the roads dried and the pace picked up.

    The Brembo brakes are excellent and the front end is very confidence inspiring. It turns quickly and is easy to throw around.

    The Katana is such a great package. It’s fast, very well balanced, well equipped, brakes are excellent, the engine is a masterpiece and those looks!

    Echoes of a legend, a reflection of a icon or maybe a tribute to an infamous motorcycle from bygone era. Whatever you call it, the 2019 Katana is unforgettable.

    The styling is as individual and as unique as you will find on a modern motorcycle. Everywhere you go, people stop and look. Some have no knowledge of the legend that is the Katana, they simply notice the futuristic looks. Some remember the original Katana and stand and stare as memories come flooding back.

    If you’re in the market for a naked retro that radiates charisma like no other, i strongly urge you to arrange a test ride at your local dealer. You won’t be disappointed.

  • MOTORBIKE REVIEW | MotoShed’s ‘Road Runner’ Indian Scout Sixty

    MOTORBIKE REVIEW | MotoShed’s ‘Road Runner’ Indian Scout Sixty

    ★★★★★ | MotoShed’s ‘Road Runner’ Indian Scout Sixty

    MotoShed is a like-minded and free-spirited bunch of mates who have spent the last 20 years in various aspects of the motorcycle industry. Their experience is wide-ranging from bike building to race preparation, design, marketing and generally living and breathing motorcycles. They operate guerilla style, preferring to stay out of the spotlight. They don’t talk shit, they build cool bikes.

    Their list of badass builds is long and distinguished just like their client list, including some names you might recognise; Jonny Rea, Fogarty, Adam Ant and plenty more.

    Indian Motorcycles are America’s first motorcycle company, founded in 1901.

    In 2016 they launched the Scout Sixty. It was on that launch in Spain where a couple of the MotoShed team hatched their plan to build ‘Road Runner’.

    “The main thing I wanted to achieve was a more ‘sporty naked’ ride and I wanted to do under seat pipes, as nobody else had done it on a scout.”

    A few hours kicking ideas around about how you could modify one and the under seat exhaust idea was born. They ordered a Scout the next day.

    Standard Indian Scout Sixties ride very well. It’s a good looking, well-built bike out of the box, but Moto Shed could see there was potential for more, it just needed releasing.

    There’s a more aggressive riding position with heavily upgraded suspension in the form of fully adjustable HyperPro shocks at the back and rebuilt stiffer front forks with black nitride coating. The increased ground clearance, thanks to a stiffer suspension, allows more lean angle. All of this means dramatically increased cornering performance. To further enhance this, the standard foot controls have been switched out for a set of Rizoma rearsets mounted on custom plates and there’s a set of lower Renthal bars. The more aggressive riding position means you can ride the Moto Shed Road Runner harder and faster.

    What about the under seat exhaust?

    On modern bikes with their ever-increasing electronics, packaging is always an issue. There are a lot of important components hidden away under the seat, such as the battery, ECU and miles of wiring. It’s an impressive packaging job by Indian Motorcycles.

    In order to achieve a light-weight aesthetic, while retaining the factory look, the team had to get seriously creative, relocating the ABS pump, building a custom battery box for the smaller race-style battery, regulator, rectifier, ECU and extend the wiring loom to accommodate. Serious work, and all done to Incredibly high standard.

    Once the space under the seat had been created, the team set about fabricating the under seat exhaust.

    It really was the most complicated part of the build. Serious thought and skill was needed to route the pipes around the engine and through the new gap under the seat.

    Managing the heat was a big concern so the exhaust was wrapped to try to insulate the heat and protect the bike and rider. There’s also a rear hugger/heat shield to deflect the heat and keep the road dirt away from the exhausts.

    A Dynojet Power Vision CX system was incorporated to log data and help to perfectly re-map the ECU and fly-by-wire throttle. The guys say the fueling and throttle response is superb but man it’s loud.

    Road Runner is dripping in bespoke parts. For example, Chris Walton of CW Engineering hand made the headlight nacelle, front mudguard and rear hugger and Steve Adams, an ex-Aston Martin upholsterer, re-finished the 1920 Solo Saddle Seat and Illusion Race Paint did what they do best.

    A host of high-quality accessories and parts were chosen to compliment their work and enhance the performance and aesthetics of Road Runner. There are a black Galfer clutch lever, brake lever and master cylinder and a JB Speaker LED headlight. There’s even a unique carbon fibre water header tank, sourced from a renowned British Superbike team.

    The team invested over 100 hours of labour in the Road Runner build, not taking into account the many long nights of discussions, planning and head-scratching that lead to what you see here.

    If you fancy a Moto Shed bike in your life, they can be contacted on; build@motoshed.co.uk