Give your engine cases a fine finish

THE SMALL STUFF

How a rattle-can respray can make your bike’s cases look like new

Low-budget finish and UK weather and road salt can soon conspire to take the finish off of engine cases. Distressing and a little depressing, given the amount of money you have laid out for your bike. Thankfully, an economical fix is at hand in the form of a respray that you can do at home. However, as with any respray, preparation is key to a successful paint job – which means removing all of the flaky old paint back to the bare metalwork and then cleaning it thoroughly before picking up the spray can. Some spray paints will require a few coats of primer, too…

  • TOOLS NEEDED Abrasive wheel, spray paint

  • TIME TAKEN Two hours

  • DIFFICULTY ●●●●●

1. Water in the (paint) works

This is what we’re talking about. Moisture has found its way under the powder coat on the generator cover of our Triumph Tiger 1050 project bike. Where the finish has lifted, the aluminium has started to oxidise and pit. This is not a situation that is likely to get any better left to itself. The cover will have to come off for cleaning and refinishing.

2. Back to bare metal

The finish applied to a particular case or cover dictates the best way of removing the old paint. Paint strippers aren’t what they once were because of chemical bans. If you don’t have access to a bead blaster, soft abrasive wheels – such as a Scotch-Brite wheel – are the best bet. Be thorough, but work carefully to avoid gouging into the base metal.

3. Time to get spraying

Once stripped, you need to decide on the best finish. Prior to application, you may want to sand or polish any surface imperfections caused by pitting or corrosion. We didn’t get too fussy here – the paint we’re using is a satin black that requires no primer. Build up thin coats to avoid runs, and leave sufficient time between each coat – typically 10 to 15 minutes – to dry.

4. As good as (almost) new

Here is the casting returned to the bike. Much refreshed compared to how it looked when it was removed. A new gasket between the generator cover and the crankcases was essential because the original was destroyed on removal. The costliest part of the whole endeavour. Be sure to remove all traces of any previous gaskets before fitting a new one.

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Proper smiles at proper miles

LONG-TERM TESTS

Simon jumps at the chance to put 1000 miles on the SX – and the Ninja has fun, too

350 miles from RiDE HQ to Godrevy Point: Simon and Ninja are both in their happy places

UPDATE 03: KAWASAKI NINJA 1100SX PERFORMANCE TOURER 1810 MILES

That’s more like it. Always a good day when editor Matt sends me and the Ninja on a sporty tour of Cornwall and Devon. And it’s about time the SX did some proper miles instead of running around on short-haul trips. So, I load the panniers and a new SWMotech Pro tail bag with cameras, waterproof jacket (forecast is iffy), clothes, trainers, kitchen sink, and a puncture plug kit and compressor (if you remember to pack it, guaranteed you never need it; but if you don’t, you will).

The tail bag is an update. I’ve used its Evo predecessor for thousands of miles over the past five or so years, and it’s still a top piece of kit; all the zips work, nothing’s broken or torn. The new bag is the same top flap, rigid body, strap-down principle but has looped straps with quick-release hooks rather than metal clips, and the top opening has loops for further attachments. Expandable to nearly twice its height, too.

We hit the road, taking the Fosse Way from Rugby to Bourton-on-the-Water to avoid the M6/M42, then scoot over to the M5 at Gloucester down to Exeter, and on to the A30 – but I jink off midway across Bodmin Moor to visit my sister who lives in the back end of nowhere.

Get on flowing B-roads and the SX swings into action

The SX is ridiculously easy on the straight, boring bits. Engine seemingly on tickover, no vibes, cruise is handy, riding position and ergonomics are superb, and I’ve added a honeycomb seat mat to calm bum pain (which it does – there’s none). I’ve also added my customary Amazon flip-up screen extender, which, it turns out, is most effective adding an inch or two to the screen when it’s fully down. Raising the screen upright isn’t possible anyway; its ratchet mechanism isn’t the sturdiest and the flip-up’s extra wind pressure keeps pushing the screen back down.

At motorway pace, the SX’s tank lasts a lot longer than gunning it on back roads – an easy 160 miles is plenty before I need my next coffee. Over the next few days, the SX is capable on the nadgery stuff in Cornwall, but first and second-gear chuntering, wrestling it over bumps, through tight turns and across gnarly bits isn’t its happy hunting ground. But Devon’s fast, flowing series of Bs and As are right up the its chassis and engine alley, where gargling midrange stomp and smooth arcs are the order of the day.

‘Fast, flowing Bs and As are right up its chassis and engine alley’

Back home, Josh at Mobile Bike Tyres (07912 158649) swaps the OE Bridgestone S23s for T33s, so we can test Bridgestone’s claim they last nearly 50 per cent longer than the T32. Josh pulls a face: “Why are you fitting less grippy tyres?”. Because editor Matt has asked me to.

But what’s happened is unexpected. The S23s had plenty of life left (barely 1800 miles old, they hadn’t squared off), but the T33s are a revelation. They suit the SX so much better – they’re softer and more forgiving, ride quality is improved, and confidence in grip and steering is off the charts. Now the SX can really hustle – it tracks even bumpy, lower-speed bends with more stability and assurance, and flicking it into, through and out of roundabouts is joy.

That’s more like it indeed.

SIMON HARGREAVES

MAKING THE NINJA BETTER

The two bolt-ons that made a difference on SiH’s trip – and the new rubber that’s made a difference since

Flippin’ up

Budget Amazon flip-up visor adds 2in to the SX’s screen and ducts just enough wind over my head to reduce noise without adding buffeting. But the downforce pushes the screen flat at speed.





Trick of the tailpack

SW-Motech Pro (£170.83, www.sw-motech.co.uk) is class. It’s made from ‘ballistic nylon’ – spacious, easy to fit and unbreakable. Excuse the gaffa tape – I didn’t want to scratch the pillion seat ‘cover’.





Gripped and sorted

Does Bridgestone’s T33 really last 47 per cent longer than the T32? We’ll find out, eventually – but the T33s suit the SX so much better than the OE S23s that I’d recommend them anyway.





THE FACTS

● £15,075 ● 134bhp ● 235kg (kerb)

SINCE LAST UPDATE 1,040 MILES

FUEL CONSUMPTION 43.4MPG

COSTS THIS MONTH £168.63 (106.7 litres @ £1.58/litre)

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Suzuki SV650

BUYING GUIDE

A mainstay of motorcycling since the previous millennium, the SV650 is a brilliant used buy – especially in this third-generation guise

WORDS ALAN SEELEY PICTURES JASON CRITCHELL

2016-2025 | £2800-£6200 | 127MPH | 75BHP

CHARGING

The SV650 generally has a reputation for problems with charging. The third-generation bikes we’re talking about here seem to be less afflicted, but that might be because they aren’t old enough and haven’t covered the miles to make it a problem. The regulator/rectifier tends to be the culprit when the system goes down, and the stator, battery or wiring can sometimes go with it. Fit an aftermarket MOSFET reg/rec from the likes of Electrex World (www.electrexworld.co.uk).

Euro5 compliant, but Suzuki opted against Euro5+

SHOCK

The SV650 is a budget bike – and nowhere is this more evident than the shock. Even from new it lacks significant damping, and this is only likely to diminish as the bike gets older and covers more miles. Even by the time of the first MoT, it can feel like the rear end is riding the spring alone. Many aftermarket shocks are available that, even in the lower price range, offer significant improvement over the stock unit.

FLAT THROTTLE

The linkages for the fuel injection system’s secondary valves are prone to partially seize if they have had to endure an onslaught of moisture and road dirt. The problem becomes apparent when the throttle response becomes jerky at low revs, there is poor pickup when the throttle is opened quickly, or popping and banging as the throttle is closed. It’s a tank and airbox off job to get to them for a proper clean and lube.

ENGINE

The 645cc 90° V-twin has been around since 1999. In 2016 more than 60 claimed internal changes included new pistons and plated cylinders to comply with Euro4, which unlocked an extra 4bhp. Further changes to the ECU and injectors in 2021 met Euro5. It is generally bulletproof, but the front spark plug is prone to corrosion caused by road grime exposure (a longer mudguard helps; see overleaf). The issue can be exacerbated by a blocked cylinder drain hole.

Predates today’s colour TFTs, but that’s no bad thing

FINISH

Suzuki are not alone in a progressive downgrading of finish in terms of plating, paint and parts in recent years. Exhaust headers, particularly the front one on the SV650, can be quick to tarnish and corrode. Fasteners also oxidise and rust, especially if the bike is ridden through a British winter on salty roads. Cleaning and maintenance, especially if protective sprays are deployed, slow the process. Take a close look for degraded finish and fittings.

‘Very basic units’ – which means they need thorough maintenance

FRONT CALIPERS

Brake calipers are the venerable sliding-type Nissins. They’ve been around forever and do the job providing they are cleaned and maintained. The problem is, they often aren’t cleaned and maintained; at least not adequately. As well as the pistons, the sliding pins must be cleaned and lubricated so that the caliper can move as intended. Otherwise, the calipers start to bind and don’t retract properly from the disc, resulting in the latter warping.

X EDITION

The addition of clip-on handlebars, a fly screen headlight cowl and a brown-covered hipster style seat are the differentiators of the SV650X. The café racer edition might look like little more than a styling exercise that may or may not be to your taste. But despite being cheaper than both its main rivals – the Yamaha XSR700 and the entry-level Ducati Scrambler – the SV650X makes both work hard to keep up with it.

V-STROM 650XT

Further testament to the versatility of the SV650 platform, the V-Strom variant is a middleweight adventure edition. A cowl with a tall screen, wire-spoked spoked wheels, wide handlebars with handguards plus hard luggage all point to the V-Strom’s all-round intent. In this context, the bike’s soft suspension becomes something of a benefit although it is still a little lacking. It’s a good value option for riders wanting to add a little soft off-roading to their riding.

With a lineage stretching back more than a quarter of a century, it’s like the SV650 has always been part of our motorcycling lives. However, Suzuki’s decision not to update the SV to make it Euro5+ compliant means that 2025 was its final year of production.

Cheap and always cheerful, the SV650 always punched above its middleweight status and provided far more fun than the spec sheet alone promised. It made an ideal first big bike, a practical all-rounder for more experienced riders, and was the perfect tool for trackday forays.

The SV650 can, of course, still do all those things now. For its third-generation iteration, launched in 2016, the SV650 appeared as a naked roadster with a revamped engine and chassis, which was joined by the café racer-styled SV650X in 2018. The ‘Gladius’ name that the SV went under from 2009-2015 was dropped. Suzuki also squeezed maximum value out of the by now much-worked SV engine moulds with the third-gen V-Strom 650 adventure bike that appeared in 2017.

The SV650 was always great value, and by virtue of its modest price tag it remains a bargain now. Go get one.

THE FACTS

  • Suzuki SV650 2016-2025

  • Price £2800-£6200

  • Engine 645cc DOHC 8v V-twin, l/c

  • Power 72bhp @ 8500rpm

  • Torque 47lb·ft @ 8100rpm

  • Fuel capacity 13.8 litres (2018-on: 14.5 litres)

  • Seat height 785mm

  • Wheelbase 1445mm

  • Kerb weight 197kg

  • Rider aids ABS

WHAT TO LOOK FOR ON THE TEST RIDE

It will show its fun side – and any issues with the brakes and throttle

One of the most appealing facets of the SV650’s character is its accessible power. Any rider will feel like they can access and harness all of the horses, which only adds to the fun the SV delivers in spades. Your test ride is likely to be a hoot. But there are a couple of issues to look out for.

First of these is any issue with the brakes. The SV650’s sliding calipers are basic but work well when properly maintained. If that maintenance has been neglected they can struggle to allow the pads to retract from the discs when the brakes are released, which in turn can lead to warped discs. Look for predictable, progressive braking, and any pulsing through the lever.

Look for bounciness or wallowing from a tired rear shock, check for bent bars or twisted yokes from a learner dropping the bike, and make sure you can’t hear the intermittent whumming of a tight spot on the chain. New riders don’t always use lube.

The secondary throttle valves can also be prone to partial seizure due to road dirt and moisture clagging up the linkages. Look out for jerkiness at low revs and popping and banging in the exhaust as the throttle closes.


THREE WAYS TO MAKE IT BETTER

Powerbronze belly pan £155

Reduces the amount of road dirt and spray pounding the bottom of the engine. Also enhances the lines and styling. Made from ABS plastic and comes with all the necessary fittings. www.powerbronze.co.uk

Powerbronze mudguard extender £25

The stock mudguard directs a relentless blast of filth at the radiator and front of the engine, particularly the exhaust downpipe. Move it elsewhere with a fender extender. www.powerbronze.co.uk

Puig nose fairing £203

If the fully naked thing doesn’t work for you, mitigate the wind blast with a nose fairing. The screen is acrylic and the nose cone is matte black ABS plastic, but you could always have it painted. www.pyramidmoto.co.uk

THE RiDE VERDICT

The SV650 is one of the great feel-good middleweights and has kept riders grinning for more than 25 years. This third-generation bike is the ultimate iteration, and even though the tech is aged in a contemporary context, it still delivers the goods.

What’s good?

Eager, easy and accessible V-twin power; flickable, confident handling

Not so good...

Budget parts and finish, particularly the bargain-basement shock

THE BEST ALTERNATIVES

2017-on Kawasaki Z650

● 68bhp ● 49lb·ft ● 187kg

The Z650 received major upgrades in 2020. Styling of the parallel-twin-powered roadster is more modern than the SV650 and it offers strong all-round appeal.

2014-2024 Yamaha MT-07

● 72bhp ● 50lb·ft ● 184kg

Popular parallel twin that provides no-frills thrills despite its basic equipment level. Keenly priced when new, so it also offers great value used. Brakes are a step up over the SV.

2019-on Honda CB650R

● 90bhp ● 47lb·ft ● 202kg

An inline four contender in the sensibly priced naked middleweight class. Essentially an unfaired version of the sporty-looking CBR650R with its radial brakes and upside-down forks.

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Master your suspension adjusters

THE SMALL STUFF

Don’t let rebound and compression adjusters get the better of you

Understanding damping isn’t essential and adjustment is really about preferred personal set-up. Broadly, damping sets the compromise between soft-to-wallowy (less damping, more suspension movement) versus firm-to-harsh for tighter handling control (more damping, less suspension movement). Full in (clockwise) is max damping, full out is min. You may count soft ‘clicks’ as you turn; some adjusters are stepless, so count the turns. Always start from owner’s manual settings – find out what adjustment you have, and note your start point so you can return to it.

YOUR EXPERT
Simon Hargreaves bounces like an undamped spring, so he knows what damping is and why it matters

  • TOOLS NEEDED Long-reach flathead screwdriver

  • TIME TAKEN 5 minutes

  • DIFFICULTY ●●●●●


  1. Fork rebound damping

Adjusters are soft metal

Adjusters are soft metal; use a screwdriver that fits to avoid peeling the slot open

Normally a slotted adjuster labelled REBOUND, REB, TENSION or TEN on both fork tops (if the compression screws are on the fork bottoms) or on the opposite fork top to the compression adjuster. More rebound (clockwise) adds braking and steering stability, but too much may pack the springs down and feel harsh. Less rebound adds plushness, but could feel springy and vague at sporty speeds.

2. Fork compression damping

Compression adjusters cop a lot of road filth and can seize over time

Normally a slotted adjuster on one fork top labelled COMP, or sometimes a slotted adjuster at the fork bottom either on one leg, or both. More compression (clockwise) means less fork dive and stiffer resistance to braking, which you may want for sporty riding on smooth roads. But it feels less supple over bumps when cruising – so you might want less damping (anti-clockwise).

3. Shock rebound damping

Most adjusters are labelled S to H, in case you forget

Used to be a thumb wheel under the shock, now usually a slotted adjuster at the shock base. Can be awkward (obscured by tie bars), but a long flathead screwdriver should reach. Less rebound (anti-clockwise) can feel plush but bouncy; more tightens up for cornering confidence. But balance is important: too much rebound may pack down and lose grip; too little may spring back off bumps.

4. Shock compression damping

More compression adds stability and feel at the expense of plushness

Slotted adjuster or thumb wheel at the compression bottle base, or top of the shock. More (clockwise) increases stability, feel and grip on smooth roads. Less adds plushness and bump grip. Sometimes split into nested low and high-speed damper adjusters. Highspeed balances bump control (less) with chassis control (more); low-speed balances plushness (less) with chassis control (more).

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Perfect your preload to nail your sag

THE SMALL STUFF

The practical guide to twiddling preload for comfort and handling

Sag is not the amount the fleshier parts of our physiognomy descend as we age – in this context it’s how much a bike’s suspension compresses from fully extended.

Static sag is suspension compression under the bike’s own weight, while rider sag adds the weight of the fully kitted rider. If you’re carrying luggage and/or a passenger, these must be factored in, too.

The amount of sag dictates the moment the shock and fork springs start to move, and affects chassis geometry. It is changed by increasing or decreasing preload; spring rates also have an effect. And you can do it at home.


YOUR EXPERT

Alan Seeley is a bike mechanic and tech writer, so knows a thing or two about improving your bike’s sag

  • TOOLS NEEDED Tools for adjusters, measuring tape or rule

  • TIME TAKEN 20 minutes

  • DIFFICULTY ●●●●●

1 SORT THE FRONT PRELOAD

You’ll need a helper to measure while you sit on the bike

Get the weight off the front so the forks are fully extended, and measure how much stanchion is showing. Sit on the bike and bounce the suspension to settle it. Measure the stanchion again and subtract this amount from the first number. For a typical road bike the difference should be 30-40mm; about a third of full travel available. Add or remove preload on each leg until you get there.

2 TURN YOUR ATTENTION TO THE REAR

Don’t forget to be dressed in your normal riding gear

Start by getting the weight off of the suspension. Measure from the centre of the wheel spindle to a point on the tail unit. Sit on the bike, bounce the suspension, let it settle and measure again, then subtract from original measure as you did for the front. As previously, with a typical road bike the aim is 30-40mm. Twiddle the preload adjuster until you’re there.

3 ADJUSTING FOR PASSENGERS AND LUGGAGE

Wind in more preload to cope with extra load

If you’re carrying a pillion or loaded up with luggage for a tour – or possibly both – more preload (less sag) will compensate. Hence, you’ll need to load the bags or boxes and get your pillion (dressed in their riding gear) on the bike to ensure you get things right. Sounds like a faff, but it’s better than guessing to be sure of getting accurate measurements for best suspension performance.

4 PRELOAD AND HANDLING

Correct preload affects other aspects of your bike’s performance. Too much sag – caused by too little preload – leads to yawing under braking and acceleration. If you want quicker steering, going towards the least possible sag at the rear within the aforementioned parameters will lift the rear slightly, changing the geometry and putting more weight on the front.

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NEW BIKES TESTED - TRIUMPH 400s

PICTURES: TRIUMPH
WORDS: JUSTIN HAYZELDEN

FIRST TEST: TRIUMPH THRUXTON 400

Triumph revive the classic moniker for an entry-level café racer

It may lack the oomph of previous Thruxtons, but it’s engaging on B-roads

It’s been a couple of years since Triumph have had a Thruxton in the line-up, the last model to wear the badge being the firm’s Bonneville range-topping 1200cc twin-cylinder retro sports bruiser. Harking back to the Meriden factory racers of the 1960s, the name conjures up performance, handling and purposeful looks – so how does that fit with this latest addition to the A2-licence-friendly 400 family?

Since their launch in 2024, the Speed and Scrambler 400s have been great news for Triumph’s order books. In that first year the two models accounted for almost 40 per cent of global sales, appealing to a new audience attracted by both the affordability and manageability of these affable and entertaining machines.

For 2026 Triumph have added two models, the dirt track-inspired Tracker (see Need to Know) and a café racer-influenced Thruxton 400. They have much in common, but thanks to a millimetre here and there in the geometry, plus a change in riding position, feel significantly different.

As found on other 400s, and feels dated

The 398cc engine, lifted from the Speed 400, has a new inlet cam and state of tune to suit, picking up a couple of extra bhp and additional 1000rpm headroom. It’s a freerevving, feisty single that spins up enthusiastically. Fuelling is smooth and predictable, and it has a broad spread of power plus a delightful little kick at about 6000rpm where it comes on cam. That step up in oomph encourages you to keep it fizzing – making progress is satisfying.

Gear changes have a clunky directness typical of Triumph’s non-quickshifter models, and while the slip and assist clutch is light and progressive, a span-adjustable lever would be nice – the same can be said about the front brake. Stopping power via the single four-pot ByBre caliper is fine, but it does take a good squeeze to get the pads to bite and both brakes are best advised if you want to scrub speed rapidly.

New inlet cam, new tune, new character

A 5mm reduction in fork travel gives the Thruxton a firmer front end than its stablemates; combined with the sporty-ish riding position, that makes it feel long and low. Clip-ons encourage you to reach across the neat Manx-style fuel tank, and while the pegs are rear-set, they’re not cramped.

Powerful enough, but need a good squeeze

The Thruxton feels reassuringly stable tipping into turns, aided no end by Pirelli Diablo Rosso IV tyres that exude confidence at any lean angle. The chassis is beautifully balanced, and while it isn’t flickably quick, it rolls between bends with the accuracy and composure to let you crack on and make the most of the power to hand.

It can feel ‘wrist heavy’ around town, but when you rock up at the Bike Shed to show off its dashing looks, any mild discomfort will have been worth it.

THE FACTS

  • Price From £5995

  • Engine 398cc DOHC 4v single, l/c

  • Transmission Six-speed chain

  • Power 41bhp @ 9000rpm

  • Torque 28lb·ft @ 7500rpm

  • Fuel capacity 13 litres

  • Seat height 795mm

  • Wheelbase 1492mm

  • Weight 176kg (wet)

  • Rider aids ABS, traction control


RiDE VERDICT

The Thruxton 400 creates a thoroughly engaging illusion of being a classic café racer, without any of the hassle. Performance and handling are exemplary for the money, and being able to exploit all of it makes it fun to ride. Looks are on point, too.

BUYING ONE

  • £5995 On-the-road cash price

  • £82.30 PCP per month x 36 (£1199 deposit, 4000 miles, optional final payment £2850. 8.9% APR)

FIRST TEST: TRIUMPH TRACKER 400

Triumph’s flat track-inspired roadster has the looks and attitude to match

Decent bike for the money. Looks the part, too

1 It packs a bit of punch

Triumph have given the excellent 398cc single-cylinder engine a tad more flexibility and character in the Tracker. Output figures have barely changed, but like the Thruxton it has a noticeable uptick in the midrange and an extra 1000rpm at the top. Throttle response is unerringly accurate and gets the piston pumping with gusto, although it can feel a bit buzzy towards the 41bhp peak.

2 Handling is set for fun

True to its dirt tracking roots, the Tracker gets chassis tweaks and wide bars to make it quick-steering and flickable. Suspension-wise it’s identical to the Speed 400, with changes limited to fork offset, but the result is a shorter wheelbase and marginally steeper rake. Around town the ride is a bit choppy, but once you get the suspension into its stroke, it becomes a hoot to ride without losing composure or poise.

3 Snazzy looks mix clas with contemporary

Number boards, a fly screen and single seat cowl give the Tracker a suitably vibrant look, with the doubled-barrelled end can (borrowed from the Scrambler) finishing off the dirt-sliding style a treat. The sculpted tank has lovely lines, but there are ridges at the rear on either side that rub on your inner thigh. Under the cowl is a full-length one-piece bench seat, a decent sized grab handle and ample room for a pillion.

4 They’ve fitted proper rubber

Pirelli MT60 RS tyres keep the Tracker planted and inspire oodles of confidence. The tread pattern may be blocky, but we’ve ridden it on damp and dry roads without issue. Rider aids are limited to basic ABS and TC, but neither are intrusive and the latter can be disabled. Initial bite from the single ByBre caliper is soft, but a firm squeeze of the lever delivers adequate power.

5 The price is nice

It’s £500 more than the standard Speed 400, well built, nicely finished and looks great (especially in Racing Yellow), with LED lighting all round. A 10,000 mile (or one year) service interval gives good peace of mind, and it has a two-year extendable warranty.

THE FACTS

  • Price From £5745

  • Engine 398cc DOHC 4v single, l/c

  • Transmission Six-speed chain

  • Power 41bhp @ 9000rpm

  • Torque 28lb·ft @ 7500rpm

  • Fuel capacity 13 litres

  • Seat height 805mm

  • Wheelbase 1371mm

  • Weight 173kg (wet)

  • Rider aids ABS, traction control

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NEW BIKES - BUYING

DesertX gets more advanced

COMING UP: DUCATI DESERTX

Neo-retro leaves trellis frames and Testastretta motors in its past

PICTURES: DUCATI

Ducati modernity meets retro off-road styling in new DesertX

Ducati have revealed their second-generation DesertX adventure bike for 2026, featuring the brand’s latest 890cc twin-cylinder engine platform also found in the Monster, Hypermotard, Panigale, Streetfighter and Multistrada V2 ranges.

It’s being launched with an initial price of £14,995 for machines ordered by June 30 and is due to arrive in dealers from April.

The DesertX is the final model to migrate from Ducati’s 937cc Testastretta V-twin engine, with the new motor featuring four valves per cylinder, variable timing, and no desmodromic valves. An A2 licence restriction kit also available.

Power is now a claimed 109bhp at 9000rpm, with 68lb·ft of torque available at 7000rpm – 70 per cent of which comes from 3000rpm. The first four gears are now shorter to help with off-road expeditions, and a longer sixth gear acts as an overdrive to save fuel over distance.

Monocoque designed specifically for this

Oil service intervals are every 15,000km (around 9320 miles) or two years, whichever comes first. Valve clearance checks are needed every 45,000km (around 27,960 miles).

The motor sits alongside bespoke chassis components, complex lean-sensitive electronics, and an optional auxiliary fuel tank in the tail to carry an extra eight litres of fuel over the standard 18 litres.

Like the rest of the V2 family, the DesertX does away with a trellis frame design in favour of a monocoque ‘front frame’ – this time created specifically for the DesertX. It also doubles up as a 12.5-litre airbox and pairs with a blackedout aluminium swingarm, again designed specifically for the model.

The final mid-size Ducati to get the new V2

A trellis subframe supports moderate space for a pillion, with the standard seat height coming in at a lofty 880mm. This can be reduced to 840mm if you need, with the bike weighing a claimed 209kg without fuel – down 1kg from the outgoing model.

The footpegs have been moved back, and the seat and handlebars have shifted forwards – making life easier when stood up off-road.

Elsewhere, you get a 21in front and 18in rear tubeless spoked wheels with Pirelli Scorpion Rally STR tyres, and the KYB front forks feature independent adjustments in both legs.

New lever improves feel of these, say Ducati

A taller front mudguard allows more room for mud to safely pass through, with Brembo M4.32 monobloc calipers working alongside chunky 305mm front discs, with special pads and a newly designed lever said to aid rider feel.

There’s a full lean-sensitive electronics suite courtesy of a six-axis IMU, which includes traction and wheelie control plus four-level cornering ABS. Six riding modes are also present, including an off-road dedicated ‘Enduro’ and ‘Rally’ option.

Aluminium hard luggage will be offered with dedicated mounting frames, alongside a range of soft bags developed in partnership with Mosko Moto.

Further-forward bars boost stood-up riding

THE FACTS

  • Engine 890cc 8v V-twin, 4v per cyl, l/c

  • Fuel capacity 18 litres (standard)

  • Power 109bhp @ 9000rpm

  • Seat height 880mm (adjustable)

BUYING ONE

  • £14,995 special launch price

  • IN DEALERS APRIL 2026

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* Deals correct at time of going to press and subject to change

SAVE £2000
Kawasaki Ninja 1100SX SE

Reduced price on remaining 2025 stock
Where Bournemouth Kawasaki
RiDE says Take advantage of remaining pre-reg stock and walk away with a fantastically well-equipped, capable sports-tourer for just £12,999. SE comes with Öhlins shock and hard panniers. Find out why it’s so good on p52.

£1500 DEPOSIT CONTRIBUTION
Harley-Davidson Pan America 1250

New/unregistered 2025 standard and CVO models
Where Nationwide, subject to availability
RiDE says Enjoy a £1500 deposit contribution and 8.8 per cent finance between now and June 30. This left-field adventure bike has plenty of shove and heaps of tech – definitely worth a test ride.

SAVE £1000
CFMoto 800MT-X

WAS £7999 NOW £6999
Where Nationwide
RiDE says This is a huge amount of bike for not a lot of money at all, and once you’ve factored in OTR charges it all comes to about £7200 – topped off with a four-year parts and labour warranty. Find out why it’s so good on p62.

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In kit we trust

GEAR

Editor Matt on the stuff that works for him when it comes to riding in spring.

One minute it’s sunny, the next it’s freezing. Then it’s sunny again. Then it’s raining. Riding is spring is a joy after the misery of winter, but it’s easy to be in the wrong kit. However, I’ve found this stuff works well whatever the situation – and can be easily adaptable to any ride. I trust it all – and so can you…

1 Arai RX-7V Evo £699

RX-7V feels premium but not flashy, and is utterly reliable

I always gravitate to Arais – and the RX-7V is just a great all-rounder. Day-long comfy, stable at speed, offers great visibility, and has a plush liner. It’s a sports helmet, but I use it on a variety of machines. The excellent venting is a boon; the downside is the extra noise, but with the right earplugs it’s no problem. Build quality is impressive – the white metalflake paint is stunning – and you even get used to the gawky visor removal ritual.

Performance ●●●●●
Value ●●●●●

www.whyarai.co.uk

2 Richa Orion GTX £549

As a feel-good jacket there’s lots to recommend it

I’ve been using this for six months now. Its lightweight feel and narrow cuff openings mean it’s really a three-season jacket – and in this guise it works well. The thermal lining takes the chill off a spring day, and with the lining removed you really feel the extensive venting. It’s a premium product and build quality is good, and it works well on a variety of bikes. It looks and feels good to wear and so far it has been 100 per cent waterproof – as you’d expect of a Gore-Tex laminate. AA-rated, but I’d prefer Level 2 armour, although it is an option.

Performance ●●●●●
Value ●●●●●

▶ www.nevis.uk.com

3 Alpinestars SP-365 Drystar Gloves £111

Lots of feel and they’re resistant to spring showers

With the help of heated grips, these will stand you in good stead from November to March. They use Alpinestars’ Drystar lining, which works well when it rains, but they’re also breathable and acceptably cool in anything below 20°C. They’re thin enough to have the feel of a full-on summer glove and thanks to decent knuckle armour, a solid construction and joined third and fourth fingers, feel more protective than most. Online deals can be had for £79.99

Performance ●●●●●
Value ●●●●●

www.alpinestars.com

4 Trilobite Parado AAA jeans £199

Plenty to like about Trilobite’s Parado jeans

They’re the best jeans I’ve used. The stretch panels mean the armour never rides up, the venting works well, and I love the higher waist at the rear to prevent builder’s bum. They have the same tested level of protection (AAA) as a good set of leathers. I’d rather wear jeans than textile trousers and just carry waterproofs in my rucksack.

Performance ●●●●●
Value ●●●●●

www.trilobitemoto.com

5 Kriega R22 £185

It’s had a tough life but has stood up well to it

I was attracted to the R22 as it has a slightly lighter construction than the R25 and the single-clasp QuadlocLite system, but still good capacity. It’s seen 15,000 miles: lots of road-trips, lots of off-roading – including the TET in France and Portugal – and lots of rain. The outer pocket doesn’t profess to be waterproof, but the inner dry sack is. It’s filthy now, but it works as well as ever. I reckon it’ll last 20 years.

Performance ●●●●●
Value ●●●●●

www.kriega.com

6 Quad Lock phone mount From £110

Versatile, reliable and sturdy – you can use your phone for nav with confidence

Like politicians, I’m constantly disappointed by satnavs – but I love using navigation apps on my phone. I’ve found Quad Lock to be utterly reliable and sturdy. In five years I’ve suffered no failures. The accessories and range of add-ons mean you can tailor the mount to any application or vehicle. The anti-vibration set-up is worth opting for, and the supplied case saves your phone from impacts – mine was unscathed after a 30mph drop and run-over by another bike.

Performance ●●●●●
Value ●●●●●

www.quadlockcase.co.uk

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The Tiger Feat

15 YEARS OF THE TIGER 1200

It’s coming up to 15 years since the debut of Triumph’s flagship adventure bike, the Tiger Explorer – and it’s been a go-to for mile-loving RiDE readers since. We ride the latest Tiger 1200 uphill to see if its still relevant

Words Simon Hargreaves Pictures Jason Critchell, Bauer Archive

15 years of Triumph’s big cat prowling the UK – and the latest is the best yet

But despite the murk, the 2026 Triumph Tiger 1200 Alpine Edition looks inviting. It glows with a big-bike aura of competence, confidence and comfort – exactly the kind of two-wheeled environment you’d want in dodgy conditions. Heated grips, a very heated seat with its height adjusted to its 870mm high setting for maximum legroom and visibility – yet the bike’s waist is slim enough for my 6ft bulk to get both feet flat on the floor. I tug the adjustable screen up for optimum wind deflection, check the brimmed 20-litre tank, give panniers and top box a safety wobble, then slither gently away into the damp light. We’re heading north, exploring what the Tiger has to offer in 2026, 15 years since the bike was unveiled at EICMA in 2011.

Started life in the Speed Triple. 2024 update was a big leap forward

Back then it was called the Tiger Explorer – a 1215cc, 120° triple designed from a clean sheet to compete with BMW’s R1200GS, complete with ride-by-wire throttle, shaft drive, cruise control (the GS didn’t get it until a year later) and a claimed 134bhp (more than the GS), although the triple was pegged back in the top two gears to 105bhp at the wheel to limit top speed to a stabilitypreserving 133mph. In fourth gear it peaked at 111bhp – still a step ahead of BMW’s 95bhp at the wheel.

A year later Triumph launched the XC, – a more off-road-styled version with wire-spoke 19in front instead of 19in cast rims, a bash plate, green paint and crash bars. I rode one around the Scottish Highlands; it was a tall, bruising, weighty beast with a ride-by-wire hair trigger – the throttle spring was too feeble, so when cruising on part-throttle, bumps fed through the bars to create an involuntary jerk (I’ve been called worse). Stretching your right thumb to set cruise control speed without rolling off or speeding up was impossible.

Alpine Edition for tarmac; for off-road jaunts you’ll want the Desert Edition

No such issues today – the latest Tiger 1200 is a sorted mix of potency and manageability. Throttle control is pitch perfect in Rain or Sport mode, always feeding engine drive in with the faintest damping ramp to ease the transition. On a sportsbike 20 years ago we’d wonder why it was so laggy; in 2026, half-asleep in our dotage, it’s just what we need. The big Tiger prowls and growls through a stream of vans and cars mid-conga-commute, sliding in and out like a snake down a ladder, overtaking at will with crushing roll-on midrange and rarely needing to tap around on the seamless quickshifter. Every time we find a gap in front, the Tiger sits up on its springs and lopes away like a galloping Fen wildebeest.

Imposing styling, but no front radar cruise control… yet…

Plonked amidships, behind the tank with knees clamped round the tall, three-cylinder motor, I’m cocooned in a warm, dry, comfort zone (admittedly augmented by Rukka Gore-Tex and Keis heated kit). Progress is monitored by the beady red eye of the central dash – it’s dated compared to the latest BMW and KTM displays, and looks a bit too much like the Eye of Sauron from Lord of the Rings for my liking. But everything works in relative harmony; backlit switchgear glows in the dim light, wide mirrors flash warnings as the blind spot radar picks up overtaking cars (not many of them, ahem). Odd that Triumph haven’t extended the radar to the front as well, and connected it to cruise control like everyone else. Tech progress is rapid in the adventure bike world. The first Tiger Explorer was a sales success initially – it was the UK’s bestselling 1000cc-plus bike for a few months in spring 2012. But problems soon developed; as mileages climbed beyond 25,000 miles, it turned out under-hardened valve guides could lead to dropped valves and total engine failure – and the Explorer was quickly nicknamed the Exploder. Funny, but not if you owned one. Triumph didn’t issue a recall but did carry out extensive remedial work under warranty, but it wasn’t a matter to be taken lightly by dealers or owners – it was an engine-out job. Even today you’d check the VIN number and history before buying.

The next-gen Tiger Explorer had no such problems in 2016, expanding the range into XR to denote road-based 19in front models with cast wheels, and the more offroadstyled XC with wire spokes. Then in 2018 the Explorer name was dropped entirely, to just Tiger 1200.

Meanwhile we’re away from the Fens, beetling up the A1 – rain has stopped, and the 2026 Tiger 1200 is purring at 4500rpm at 80mph in top. At this pace we’re showing 41mpg and tank range is a rather meh 160 miles with only 10 left in reserve. It’s comparable to the current BMW R1300GS, but it ain’t great for racking up big miles when – unlike the stock GS – the Triumph’s seating arrangement could carry you a lot further before a stretch. But that’s why the 30-litre GT Explorer exists, with its 250-mile-and-the-rest range.

More meow than neow, but that’s the point – big distance is effortless

After a Scotch Corner rip-off refuel that lightens my wallet by the same weight as 16 litres of fuel adds (and say hi to my man with the Suzuki GSX-S1000GT behind the counter), we peel off the A1 at the next junction and boogie on to the B6275, then left on to the B6279 through Staindrop. It’s a much better way of getting into the Pennines than the shit-show along the A66 to Barnard Castle – the narrow B-road arcs and twists with a delightful yaw across fields and farms, the damp tarmac rewarding the Tiger’s sure-footed suspension and steady steering. The bike is making a decent pace far too easy.

And for me, that’s sometimes been a problem with Tiger 1200s; in 34 years of so-called professional road, track and even marginal off-road bike testing – pulling stunts above my pay grade along the way – the Tiger 1200 is the only bike to ever break a Hargreaves bone – a fibula, when I jockeyed a 2022 1200 Rally Explorer into a ditch. Obviously it wasn’t the bike’s fault because I was riding like a dick, as usual – but it’s enough to make me wary of 21in-front Tiger 1200s ever since; you can’t take the same liberties going into corners that you can on a GS. Thankfully, the GT Pro is on a solid 19in front, so I ride my normal ride.

Showa semi-active set-up is well balanced

That first 21in front appeared on the third-generation Tiger 1200 in 2022. The 1251cc motor was dropped for the smaller, lighter, more compact 1160cc engine from the Speed Triple. With wider bores and shorter stroke, power went up to a claimed 148bhp and weight came down to 245kg. Suspension went from WP semi-active to Showa semi-active, the seat height got taller, but centre of gravity got lower. The XC and XR designations turned into the off-road Rally – with that spindly 21in front – and the 19in on-road GT. The Explorer versions of each got a 30-litre tank and the Pros got 20 litres. But all the motors also got Triumph’s lumpy T-plane crank, as used in the 900s – and it vibrated enough to loosen bar ends. The motor was easy to stall, too. A rebalance in 2024 softened the vibes and solved the stalling.

Tiger stole a march on GS with cruise control

And so, as we reach the Pennines and spiral between gorgeous hillsides, swooning and swaggering with the road as it curls up like an orange Fortune Teller fish from a Christmas cracker, the 2026 GT Pro Alpine edition is the best Tiger 1200 yet – its motor is creamy smooth but has just enough pitter-patter to feel like an internal combustion engine, not a soulless turbine. Suspension is supple, in a good balance between control and comfort – and electronic adjustment goes softer and bouncier, or harder and tighter at the push of a button. Outstanding Brembo Stylema calipers and Magura master cylinder let the front Bridgestone A41 chew the road under braking, while the double-sided shaftcumswingarm doesn’t overpower the Showa unit at the back on the gas.

The Tiger romps up to Alston, glides down its cobbled main street, then battens the hatches on the run up to Hartside, high up and surveying the broad sweep across the Vale of Eden down below. It’s super-cold and windy up here, blowing a gale, and eerily desolate as the sun, hiding all day behind clouds, peeps out in great shafts of shifting light, stalking the landscape like a Martian’s heat ray. Ooo-laah!

We haven’t exactly climbed a mountain on the Tiger, but we’ve run it up that hill, with no problem.

We’re sure plenty will be seen scaling Alpine passes

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The Year's Best Kit

We’ve been busy testing in the past year. Here is what we’ve found that works.

WHAT THE TRIANGLES MEAN

For more than two decades, the RiDE Best Buy and Recommended triangles have stood for performance and value for money.

A RiDE Best Buy award means that a product has been tested and found to excel in its field, while offering exceptional value for money

A RiDE magazine Recommended triangle means a product has done an outstanding job at a higher price or an acceptable job at a much lower price.

FEBRUARY 2025

BATTERY-POWERED HEATED GLOVES

Keis G901 Extreme £295 (inc batteries)

Excellent fit, very good on-bike comfort and feel warm at any speed, but not waterproof in our testing. Best for cold, dry rides.

Merlin Curborough £229.99

Sporty gloves that are comfortable and fit very well. Keep water out but need greater heating power. Best for warmer, wet rides.

MARCH 2025

SUB £500 TEXTILE SUITS

Rebelhorn Hiker IV £429.90

A great performance in most conditions, only limited by having no thermal lining. Great fit, comfortable, flexible, and excellent venting for warmer rides.

Oxford Calgary 2.0 £409.98

Just what you would expect from Oxford; warm, dry, comfortable, a good fit. The brand’s familiar quality. Vents offer useful airflow for warmer rides.

APRIL 2025

GROUND ANCHORS

Artago 61 £104.99

A very solid piece of kit, accepting up to a 20mm chain and resisting attack by hand and power tools for the greatest time.

RECOMMENDED - Oxford Beast £99.99

MAY 2025

CHAIN LUBES

Zing Chain Lube £4.99

Consistency and incredibly low price mean you can clean and reapply often and easily. A great option for day to day, year-round use.

RECOMMENDED - S100 Chain Lube White 2.0 £19.99

JUNE 2025

LIGHTWEIGHT ADVENTURE LUGGAGE

Kriega OS-Base £508

Not cheap, but the legendary Kriega quality and flexibility are present. Choose exactly the bags you need for your trip and away you go.

Enduristan Blizzard 2 £530

Less flexible but still with expansion options, the Enduristan saddle bags are very stable. Pair them with a flexible bag for greater storage.

JULY 2025

WATERPROOF MESH JACKETS

Oxford Dakar D2D Air £169.99

The ideal accompaniment for an everyday or touring trip. High safety rating, good fit and decent waterproofing, it’s a genuine alternative to conventional textiles.

Furygan WB0 8 Vented+ £209.90

Full of well-designed features, waterproof when required and with a lovely fit, the Furygan ticks all the right boxes. If you want a sporty look, it’s a great option.

Merlin Shenstone II Cotec Air £299.99

If you own a retro bike and generally ride in the summer only, this is all the jacket you’d need. It’s worth the – admittedly high - price tag.

AUGUST 2025

PEAKED FLIP-FRONT HELMETS

Nexx X.Lifecountry £539.99

A great helmet that is comfortable straight out of the box. Despite being the heaviest, it wears it well and offers excellent vision with low noise.

Schuberth E2 £589.99

Excellent quality and features, and while the fit is very good the comfort can be tweaked through adjustable inserts to achieve day-long security.

HJC i80 £219.99

A very good proposition. Great value, huge vision and a top vent that genuinely keeps your head cool. Here as it is £300 less than the other two, but still good.

SEPTEMBER 2025

BIKE BOOTS YOU CAN WALK IN

Richa Andorra WP £189.99

A well-considered boot, the Andorra WPs feel very protective and comfortable, and delivered on their promise of waterproofing.

RECOMMENDED - Sidi Nucleus GTX £199.99

OCTOBER 2025

LIGHTWEIGHT ALLWEATHER GLOVES

Oxford Omega 1.0 Dry2Dry £59.99

Not the most stylish glove here, but 100 per cent waterproof, comfortable, and the cheapest – meaning they’re a winning combination of price and performance.

RECOMMENDED - RST Fulcrum CE £69.99

NOVEMBER 2025

30-LITRE RUCKSACKS

Oxford Atlas B-30 £169.99

A great multi-purpose rucksack, its versatility sets it aside from its competition and quality construction means it delivers where it counts.

RECOMMENDED - Klim Arsenal 30 Backpack £200

DECEMBER 2025

DO-ANYTHING SPORTY BOOTS

Sidi Performer Gore-Tex £279.99

Stylish, lightweight, excellent fit and allday comfy, and totally waterproof in our tests – a winning combination. Expensive, but worth it.

RECOMMENDED - Alpinestars SMX Plus v2 £449.99

JANUARY 2026

TORX T-BAR KEYS

Halfords Advanced 7pc £26.50

Great feel, good quality and superb value combined with a great price and a lifetime guarantee, they make perfect sense as a purchase.

RECOMMENDED - Teng TTTX7 7pc £76.44

FEBRUARY 2026

WINTER BASE LAYERS

Alpinestars Ride Tech Winter £89.99 top, £79.99 pants

Performance and quality to top our score charts. High-tech fabrics justify the price tag for the serious year-round rider.

RECOMMENDED - Oxford Advanced £24.99 top, £19.99 pants

MARCH 2026

SUB - £1500 GORE-TEX SUITS

Alpinestars ST-7 £1179

Does everything a Gore-Tex jacket and trouser combo should – warm, dry, fits well, easy to wear, not too bulky, fully featured and well thought out.

RECOMMENDED - Rukka Kalix 3.0 £1409.97

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2025 Honda CB1000 Hornet SP: What we’ve learned after 3302 miles

LONG-TERM TEST BIKES

This time last year we took delivery of a base Hornet. For the past few months we’ve had an SP – is it worth the extra?

Pictures Bauer Archive

WE’VE BEEN A big fan of the Hornet over the past year – it impressed on our first test in Spain then blew us away with its completeness and value for money on our first ride in the UK. Since then a Hornet – first the base model and now the SP – has been a constant in our lives on RiDE, propelling us to every corner of the country, normally with a smile on our face and joy in our hearts.

Now, 12 months later, we know much more about the Hornets having clocked thousands of miles on both models. We know all about the base model – that’s now ticked off. But what’s the sporty one like?

1 SP’s abilities are broader than the base model’s

The SP has a host of equipment over a stock Hornet: a fully adjustable Öhlins TTX shock; Brembo Stylema calipers; an up/down quickshifter; the black paint and gold wheels; and a tad more power. The biggest difference is the rear shock: the SP is more nimble, holds a line well, and handling is a step ahead. The improved dynamics move the bike from naked UJM territory to something closer to a supernaked, without affecting the things that made it good in the first place.

Clever packaging makes levering it around fun and easy

2 The engine is spectacular

Compared to the base model, the SP has different mapping and a valve that opens in the exhaust, liberating gas flow and allowing for more power. They’re surprisingly different to ride: the SP is raspier, has a little less in the middle, and the revs climb faster higher up the rev range. It’s not as good for pottering, but for brisk riding it’s more exciting and involving, but still with nice fuelling and 48mpg on a long run. With a measured 145bhp it has five more horses than the base bike, too.

It started out in the Fireblade – so no surprise it’s super

3 The electronics frustrate

This is the SP’s weak spot. The chassis and engine promote brisk riding, but the rider aids don’t operate on the same level. The crude traction control interferes frustratingly and sometimes erratically when you push on and the front gets light, especially at lower speeds and in lower gears. Equally, the ABS triggers worryingly early, though it doesn’t produce heart in the mouth moments. Neither are a safely issue, but the next model would benefit from an IMU for fine adjustment and intervention. As it is you’re tempted to turn everything off, which feels weird in 2026.

That rear shock is seriously good kit for a mid-market bike

4 The ergonomics are class-leading

Honda invariably always get this stuff right, and it’s a lovely motorcycle to sit on. The handlebars are the perfect width, the seat’s good enough for a morning of solid riding and the little nosefairing does enough to ease windblast for reasonable motorway touring. All of this has a real effect on its day-to-day usage and enjoyment, and take the pain (literally) out of owning a naked bike.

Dash is pretty good, but the TC and ABS could be smarter

5 It’s definitely worth the extra money

Considering the Öhlins shock costs more than the difference between the Hornet and the Hornet SP, it’s hard to make much of a case for the standard bike, especially as the rear shock hasn’t deteriorated like it did with the stocker. The fact a bike feels this special and has so many trinkets on it, for what these days is a middling price point, is to be applauded. It’s a great bike and we’re hanging onto it until we can try the new CB1000GT – so expect more of it in these pages.

Going the full SP is an extra grand very well spent

WHAT WORKS WHAT DOESN’T

Effective touring screen

The headlamp fairing is good, but this Puig touring screen makes a marked difference at higher speeds, allows sustained cruising and keeps you warmer. Fitting required 5mm-longer bolts than supplied, though.

Better Michelin Power 6s

Michelin’s Power 6 is a sporty road tyre that provides more grip, better dampweather performance and sharper steering than OE. They may be too sporty for some, but they suit the Hornet well.

Brembos seem for looks

They work no better than the Nissins on the stock Hornet, and at the point where you feel you can take advantage of the extra power, the Honda’s nannying ABS kicks in. They do look good, though.

COSTS SO FAR

  • Servicing, 600-mile service £260

  • Fuel, 335 litres @ £1.34/litre £449

  • Michelin Power 6 tyres £350

  • Puig touring screen £130

  • Pyramid belly pan and protector £228

  • Cost per mile 42.9p

THE FACTS

  • £10,999

  • 155bhp

  • 212kg

  • MILES THIS MONTH NA

  • FUEL CONSUMPTION 44.8 MPG

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‘Comfy, adjustable to climate, and practical’

6000-MILE TEST

Stylish, rugged and brilliant for all seasons, Dainese’s Hekla Pro jacket and trousers are top kit for touring and adventuring, says RiDE contributor Jim Moore

Pictures Adam Shorrock, Jason Critchell

DAINESE HEKLA ABSOLUTESHELL PRO 20K
JACKET £799.95 TROUSERS £449.95

www.dainese.com

THE CLAIM

“Premium AA-rated all-season touring jacket and trousers with waterproof, breathable membrane and magnetic connection system.

“Designed for long trips on- and off-road. Extremely comfortable and functional due to many large and completely waterproof pockets, all functions can be accessed and used with one hand.

“Constructed from QuickDry fabric, Ripstop weaved fabric, and an Absoluteshell Pro 20K laminated membrane. Maximum protection and safety are guaranteed through anti-cut and anti-abrasion areas, and Pro-Armor Level 2 protectors on shoulders and elbows. Designed to accommodate type G back and chest protectors.”

THE REALITY

I’ve had this Dainese Hekla combo for three years now, and in that time I’ve subjected them to the brutality of midwinter Scottish touring, scorching Mediterranean heat, everyday commuting, and muddy off-roading. The fact they’re still going strong and in regular use is testament to their quality and practicality.

If kit is uncomfortable, I won’t wear it. Simple as that. Comfort is at the heart of the Hekla’s proposition. Dainese claim as much – and they’re right. There’s myriad adjustability to attain the perfect fit: Velcro-adjustable waist, neck and cuffs; zip and Velcro fasteners at the ankle; poppers to expand or contract the diameter of the arms; plus further refinement of fit in the jacket waist via adjustable straps.

A big part of the Hekla combo’s high-end appeal is Dainese’s use of the Absoluteshell Pro 20K laminated membrane which, the firm claim, gives both items excellent water-repellent qualities. Which they have… to a point. The trousers failed last autumn during a trip back from Wales in biblical rain – water got in through the crotch, eventually leaving most of my bottom half wet. The jacket’s proven better at keeping out rain, but I suspect a long ride in sustained foul weather would call its properties into question.

WATERPROOF POCKETS

The jacket’s front right pocket is fully waterproof, as is its inside counterpart. The left side jacket outer and both leg pockets on the trousers are showerproof. Further storage is to be had in both front and rear net carriers, the latter perfect for storing lightweight waterproofs.

Waterlogged pockets can make touring miserable. No such issues with the Hekla

ALL-SEASON BREATHABLE

Two long vents in the front of the jacket run the length of each inner arm, with a vent on the front of each leg. A handy tag links to both zips on the rear vents, making opening and closing them – even on the move – possible. It’s comfy even in 30°C heat.

Opened to the max, the vents are highly effective – even in 30°C heat

REMOVABLE INNER FLEECE

One of the best features of the Hekla is the jacket’s removable inner fleece. It can attach to the outer, but is much more comfortable worn as its own garment with the main jacket over the top. It zips up to the neck, keeping even the fiercest chills at bay.

Inner fleece: one of Jim’s favourite parts of the suit

THE WEAR AND TEAR

Despite hard use – everything from lengthy midwinter rides, relentless rain, continental touring in 30°C heat, as well as use on- and off-road – the only thing to have failed has been the plastic zip tags on two outer pockets – one on the jacket and one on the trousers. The zips remain intact and still usable though, so it’s only a part fail.

Three years’ worth of dead flies and road detritus are becoming increasingly hard to remove from the outer shell, despite machine washing, so a level of patina is now taking hold. Both still have many miles left in them, though.

Soft neoprene top edge, decent Velcro fastener, doesn’t flap about if left undone. Storm collar is super

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Right now you can get 3 issues for only £3!

What we’ve learned after 350 miles

LONG-TERM TEST BIKES

We’ve just picked up our Suzuki DR-Z4S and packed three off-road trips and a commute into the past week. This is what we think so far…

Pictures Adam Shorrock, Suzuki

IT’S BEEN THE best part of a year between Suzuki unveiling the DR-Z4S and it becoming available to buy, and much of that has been filled with conjecture, speculation and keyboard experts casting their wisdom.

You see, the DR-Z4S is the bike that replaces the iconic (if you’re a dirt-loving trail rider) DR-Z400S. Introduced in 2000, the original DR-Z was known for its value, simplicity and toughness. Euro3 killed it off in the UK in 2009, but it’s still a top seller in the United States.

The new bike is far more sophisticated to get it through the latest regs and claims better road and off-road ability. But is it enough 25 years later?

1 You instantly feel at home

Adventure bike riders will find much they are familiar with. It has a proper dash (see right), the same switchgear as a GSX-S, and similar mirrors. Even the tapered bars have antivibe weights like a naked bike.

It’s easy to ride, too. The fuelling is sweet and predictable, the motor pulls cleanly from low rpm, and the clutch is one-finger light with a predictable bite point. Combined with great natural balance and plush suspension, it’ll flatter novice trail riders.

2 Running gear is class-leading

KYB upside-down forks have 280mm of travel and are plush

There is real depth to its abilities. The key is its KYB suspension – it is fully adjustable and has more travel than any rival. Even on standard settings, it hoovers up bumps at any speed, staying composed and helping you find grip with no fade and no crashing into a bump stop. The same goes for the brakes – loads of feel and enough power for everything you need. It’s a world away from the likes of a Honda CRF300L, and obvious where part of the £2k price difference between the two goes.

3 It’s the perfect trail-riding motor

Smooth, economical and responsive. Nice one, Suzuki

I’ve undertaken three trail-riding trips and have been hugely impressed with the motor. One problem with small-capacity trail bikes is their inability to use the power of the motor to alter a bike’s attitude or pop the front wheel over obstacles. Not the case here – for its capacity, it abounds with torque. It is very willing to lift the front wheel over holes, has the grunt to tackle every climb, and feels like it has all the stab you’d ever need for brisk trail riding. On the lanes, that 37bhp is definitely enough…

4 It’s good on the road

It’s fine on tarmac, but would be five per cent better with another gear

The tarmac is not its forte, but it’ll do it. The tyres have acceptable grip in the salt and slime, and the bike steers and brakes predictably. You do notice the lack of sixth gear at speed, but the DR-Z doesn’t feel too strained at 70mph and can eat an hour on a motorway without getting bullied into the slow lane, losing speed up hills, or feeling out of its depth – and it does 68mpg while doing it. But the seat, despite being wider than an enduro bike, still feels a bit hard after 50 miles of constant sitting.

5 It makes a case for being worth the cash

At £7999, it needs to offer more than its cheaper rivals can deliver – and it does. More speed, more composure, more comfort, and a high level of ability.

I see it more as a machine to tempt potential £10k KTM 690 Enduro R owners, rather than a bike that fights with the lower end of the market.

What I am excited about is that there is more to come – a few tweaks should expose more of its potential. This is a good start.

WHAT WORKS WHAT DOESN’T

The dash is simple but effective

Enduro bikes have tiny LCD dashes that don’t say much, and adventure bikes have fragile info-packed TFTs. While this also has an LCD dash, it tells you everything, can be toggled using the left switchgear, and looks tough and jet-wash-hardy.

OE tyres aren’t terrible

I had low expectations for the OE IRC Trail Winner tyres, but they’re fine on the road and work surprisingly well on the sandy forest tracks that I do most of my riding on. Obviously, they struggle in deep mud and clay, but they’re not junk.

There is a lack of protection

For the £7999, I want a bigger bash plate that protects the frame, a set of handguards – ideally that also protect the levers in a fall – and frame protectors where clothing or boots rub. All are missing and make the DR-Z vulnerable as stock.

THE FACTS

  • £7999

  • 37bhp

  • 151kg

  • MILES THIS MONTH 348

  • MPG THIS MONTH 62.5

COSTS SO FAR

  • Fuel, 25.3 litres @ 1.41/litre £35.67

  • Cost per mile £0.10

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