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

This month's deals

NEW BIKE BARGAINS

* 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

Head into stores to grab your latest issue, or why not subscribe to RiDE Magazine?







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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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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The year's best kit

RATED

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.

DECEMBER 2024

DIY TRACKERS

Monimoto 9 £149

Very fast theft response and excellent tracking once triggered. Not cheap, but accurate enough to stand a chance of finding your bike quickly.

RECOMMENDED iTrack FS100 £65

JANUARY 2025

ON-BIKE TOOLKITS

Oxford Tool Kit Pro £39.99

Decent value at full retail – even better if you can find it discounted online. Add some Torx bits and keep it under your seat for reassurance.

Halfords Motorists Tool Kit £30 (£24 discounted)

May be large and heavy but it’s an incredibly comprehensive travel toolkit that is worth making the room for.

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.

RECOMMENDED

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.

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.

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.

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.

Alpinestars SMX Plus v2 £449.99

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Q: Is the £3499 BSA Bantam 350 a biking bargain?

BIG QUESTIONS ANSWERED

Or does the ride match the low asking price?

Words Jon Urry Pictures Adam Shorrock

Definite shades of Triumph’s Speed 400 in BSA’s offering

US BRITS ARE keenly buying up small-capacity bikes that put price, ease of use and fun at the forefront of their design. After Royal Enfield led the way with the likes of the Interceptor 650 and Himalayan 411, machines such as the Honda GB350S and Triumph Speed 400 have picked up the baton and ran with it – topping the UK’s new registration charts. And now there is a new bike hitting the market ready to tempt riders – but this one carries an iconic name from yesteryear.

Following up on their reimagined Gold Star 650, which was released in 2023, BSA have introduced a Bantam 350 into their model range. A bike generally credited for getting post-war Britain moving again in the 1940s (BSA claim it’s still the UK’s bestselling bike of all time), the Bantam name carries with it a lot of prestige.

Built in India rather than the UK, does the new BSA Bantam 350 do its heritage justice and offer the same simple charms to a fresh generation of buyers as its forefather? Time to find out…

OPTIONS

The Bantam 350 comes in Avalon Grey, Firecracker Red, Victor Yellow, Oxford Blue and Barrel Black paint options, and you can choose an analogue or digital dash.

THE BRITISH LINK

Classic Legends (part of Mahindra) bought BSA in 2016 and brought the new Gold Star to market in 2022, 49 years after the last bikes from the Norton Villiers Triumph ownership period were sold. In 2021, BSA was awarded a £4.6 million UK Government grant to develop zero-emissions motorcycles under a low-carbon automotive initiative. A design facility near Coventry is within minutes of the original BSA factory.

STYLING

Inspired by the 1948 Bantam D1, nods to the past include BSA’s three-gun logo on the engine, a classic round headlight (all lights are LED), teardrop fuel tank and curved rear mudguard. The BSA logo is also etched on the exhaust end can and features on the tank and engine case.

ENGINE

The 334cc liquid-cooled single-cylinder engine features a four-valve head with double overhead cams and complies with Euro5+. Producing a claimed 29bhp with 22lb·ft of torque, it is built in India by BSA’s parent company, Mahindra. The Bantam comes with a three-year, unlimited-mileage warranty.

CHASSIS

The twin downtube spine frame is made from steel and the Bantam runs cast wheels with a 18in front (100/90) and 17in rear (150/70) shod in tubed MRF Zapper FX-3 tyres. Spoked wheels are not an option.

SUSPENSION AND BRAKES

Fairly basic in their design, the Bantam’s telescopic forks have gaiters but are non-adjustable while the twin shocks feature variable spring preload with five settings. The single front brake caliper is a floating two-piston unit built by ByBre; the rear a singlepiston caliper. Dual-channel ABS is standard.

Q: Is it too simple for having fun?

Definitely one to dodge potholes on

Given the right conditions, the BSA is undeniably fun to ride. On smooth roads the Bantam zips along merrily with a pleasingly gruff exhaust note that makes it sound like it has a larger capacity. On a ride like this the BSA is enjoyable and has a certain charm to it, which is enhanced by the name on the tank.

But should the road get uneven, the fact it’s built to a cost starts to hamper ride quality. Over smooth undulations the suspension damping is acceptable and allows the bike to track the road’s surface, but as soon as you hit a harsh bump the shocks throw in the towel and the kick is transferred through the bike. Harsh and unforgiving, your back takes the brunt of the impact. Unpleasant.

Front-end feel is an acquired taste, too. At slow speed the 18in front wheel is resistant to changes of direction. It’s not terrible, but there is definitely a reluctance to turn. There again, vintage bikes have similar quirks and limitations, so it could be chalked down as character.

Q: Does it have enough grunt?

Six-speed gearbox helps make the most of the gentle power

Where rivals including the Honda GB350S and Royal Enfield’s 350cc models use a basic air-cooled 2v SOHC engine, BSA have chosen a more modern liquid-cooled 4v DOHC motor – much like Triumph’s 400 models.

It’s a smart move, because this gives the Bantam enough poke to feel like it can keep up with modern traffic, whereas both the Honda and the Royal Enfields run out of steam at 60mph.

On the road, this extra grunt – and a six-speed gearbox – means overtakes or accelerating into fastmoving traffic requires far less planning, and results in safer manoeuvres.

Sprightly to accelerate and easy-going in town, importantly the engine still looks retro enough to be visually appealing thanks to cooling fins, yet packs performance that ensures you aren’t continually tap-dancing on the gear lever – which is good, because the gearbox is notchy and not as refined in its action compared to the Honda.

The fuelling is acceptable, the clutch light, and while the mirrors blur quickly, the engine itself isn’t unpleasantly vibey.

Q: Does it deliver value for money?

The BSA trumps even the top-selling GB350S’s bang for your buck

It’s undeniably remarkable value for money. After a deposit of less than £1000, you can have the £3499 BSA for £58.99 a month on a three-year PCP deal or £88.99 on HP over three years.

Its closest rival price-wise is Royal Enfield’s 350 range, but the Classic 350 is £4459, HNTR 350 £3899 and Bullet 350 £4629. Honda’s GB350S is £3999 and the Triumph Speed 400 is £5345. If you want a British-named retro, the BSA is the cheapest option.

The BSA’s 3500-mile service intervals aren’t too bad and the valve clearance check is every 7500 miles. We recorded economy figures of around 60mpg, which is pleasingly frugal, and insurance should be low.

Q: Does it feel and look like a £3499 bike?

It’s not a premium offering, but neither does it feel low-rent

“‘Good-looking – and the badge draws attention’”

From a distance it’s a good-looking machine – and the badge on the tank draws attention while you’re parked up.

BSA is a brand that seems to still hold affection and has escaped the damaging effect of repeated rebirths under poor management, as other British names have suffered.

Nice details add to the ownership experience, but some areas convey its budget nature, too. It’s the small details that UK buyers may feel disappointed by – for example, the centimetre of thread that pokes out beyond the nut on the front wheel spindle, the separate ignition and steering lock, or the poor finish on some fasteners.

But there again, it costs just £3499 – which is a bargain.

Q: How well made is it?

Jon, deeply offended by 10mm of protruding spindle thread

1 Engine
The 334cc single-cylinder engine is built for the Indian market (it is also used in a range of Jawa models) and, as such, is built to last. We wouldn’t expect any mechanical issues even living on its rev limiter, as Mahindra know their stuff, and it appears easy to work on. It has a three-year warranty.

2 Details
A few finer details let the side down. Examples include bolts that are a touch too long, areas where the paint doesn’t seem brilliant, and a slight flimsiness to a few of the plastics. There again, with a price tag so low – it’s £3499, remember – what do you expect?

3 Finish
We wouldn’t be surprised if corrosion starts to show in a few areas unless you regularly apply a protection treatment to the Bantam 350. Indianbuilt motorcycles are generally very sturdily built; however, the finish is never that great.

How much does it weigh?

Fully fuelled and ready to go, the Bantam weighs 192kg, which is 7kg more than the 185kg it is claimed to weigh when 90 per cent fuelled. Our bike had some extras fitted, too. It’s likely their claim is accurate.

Q: What are the best options and add-ons?

Bar-end mirrors £149
As standard the Bantam comes with ‘Mickey Mouse ear’ mirrors; the accessory bar-end mirrors add a degree of style – although they do catch annoyingly on your hands, which is worth bearing in mind…

Crash bars £159
While not particularly attractive, they are sturdy and may be a good addition if you’re returning to two wheels, or a newer rider. Quick to remove once you’ve gained confidence.

Bridgestone BT46 From £250
The MRF Zapper FX-3 tyres are hard-wearing but not particularly confidence-inspiring. Bridgestone’s BT46 will offer a more confident feel across the board, particularly in the wet.

Q: What will it cost to run?

WHAT ARE MY OPTIONS?

  • £3499 On-the-road cash price

  • £58.99 PCP x 36 £965 deposit, 4000 annual miles, £1243 final payment, 9.9% APR

  • £88.99 HP x 36 £920 deposit, 9.9% APR

HOW MUCH TO INSURE

  • £295.43 Fully comp, £350 excess

  • £240.36 TPF&T, £350 excess

2025 model, worth £3499. Based on a 52-year-old male engineer, married, licence held for nine years, eight years’ NCD, no claims or convictions, for social, domestic and pleasure use. Bike is garaged with postcode WA14 1NU and annual mileage 5000 miles. Quote supplied by www.MCNcompare.com in November 2025.

  • 500 miles Replace oil and filter, basic check and lube. £100

  • 3500 miles/annual Replace oil and filter, general inspection and lube. £130

  • 7500 miles Replace oil and filter, change air and fuel filter, valve clearance inspection. £250

  • Additional Change brake fluid at 11,000 miles and coolant and fork oil at 22,500 miles.

WHAT IF I DROP IT?

Q: How easy is it to work on?

The BSA is pleasingly simple and feels the kind of bike that, valve clearances aside, you may be tempted to work on as everything is very accessible.

A lock on the side pops the saddle off using the ignition key, and beneath is the battery and fuse box, meaning it takes seconds to wire in a 12V socket for heated clothing or a USB charger. That said, there is no underseat storage, which is a shame.

A limited toolkit comes included. Should you wish to adjust the chain you may feel the need to buy a paddock stand as there is no centrestand – either as standard or an optional extra.

Very little bodywork, and relatively simple construction overall

Q: What power does it make?

The BSA was never going to cause much of a sensation on the dyno and its genuine power figures of 25bhp with 20lb·ft of torque are roughly what you would expect, considering the claimed values are 29bhp and 22lb·ft.

Usable torque is from 3000-6000rpm and the drop from this point onwards shows little point exists in revving the engine. This motor is designed to live in its midrange and plod along merrily, which suits the Bantam’s character and expected audience perfectly, and explains why the gearing is quite short to help it stay in this range.

Q: Is it a good bike for riding as a pillion?

‘Keep the speed down and it’s enjoyable’, says RiDE’s Caroline

“From a pillion’s perspective, the BSA works well – as long as you stay within a certain window. Stray outside of this area and it quickly becomes tiresome, but that’s to be expected when you consider its engine size and performance.

“On a sunny day and with a rider who is looking to potter about between 50mph and 60mph, the Bantam is a real delight to be on the back of. The seat is well padded and I like the fact the pillion pegs have small heel rests, which is a nice touch. It is a bit of a shame that there is nothing for the pillion to hold onto aside from the rider; however,

I suspect it won’t be long until an aftermarket company makes a pillion grab rail to fit - if there isn’t one out there already. That said, the BSA doesn’t threaten to throw you off the back with its acceleration!

“As the Bantam is very low, it is easy to get on and off (even if you are short in the leg) and the rider reported that the bike’s light weight and low seat height made it easy to support the extra weight of a passenger when stationary. On a bike aimed at older riders, this is important.

“Once moving, the gentle acceleration was reassuring and the suspension seemed quite good, although there is a permanent vibration from the engine or tyres that was mildly annoying at low speed and horrible at motorway speeds. And I was subjected to quite a lot of buffeting at high speed, which was strange. You really don’t want to be on the back of the BSA at 70mph – it’s very unpleasant.

“For me, the BSA is one of those bikes that you throw on a pair of riding jeans and leather jacket and hop on the back to pop to a local pub or the seaside. Its gentle speed means you are never intimidated or worried by its acceleration, and that makes the ride more enjoyable as you can relax and watch the world go by.”

CAROLINE BARRETT

It’s no his ’n’ hers grand tourer, but acceptable for gentle two-person jaunts

THE FACTS

BSA Bantam 350

  • Engine 334cc DOHC 4v single, l/c

  • Power 29bhp @ 7700rpm (claimed) 25bhp @ 7600rpm (tested)

  • Torque 22lb.ft @ 6000rpm (claimed) 20lb·ft @ 5800rpm (tested)

  • Transmission Six-speed chain

  • Frame Twin downtube steel spine

  • Front suspension Telescopic forks, non-adjustable

  • Rear suspension Twin shocks, adjustable preload

  • Front brakes 320mm disc, two-piston caliper. ABS

  • Rear brakes 240mm disc, single-piston caliper. ABS

  • Front tyre 100/90 – 18

  • Rear tyre 150/70 ZR17

  • Wheelbase 1440mm

  • Rake/trail 29°/NA

  • Fuel capacity 13 litres

  • Seat height 800mm

  • Weight 185kg (claimed, 90 per cent fuelled) 192kg (tested, fully fuelled with extras).

  • Rider aids ABS

Q: What are its rivals?

Honda GB350S - £3999

> 21bhp > 21lb·ft > 178kg (claimed)
A huge sales success in the UK during 2025, the GB350S is powered by a 348cc SOHC 2v air-cooled single-cylinder engine that features traction control as standard as well as an assist and slipper clutch. Easy-going and fun to ride, the GB’s retro styling gives it subtle appeal.

Royal Enfield Classic 350 - From £4459

> 20bhp > 20lb·ft > 195kg (claimed) Royal Enfield’s 349cc SOHC 2v air-cooled single retro harks back to the firm’s rich heritage – and this small-capacity motor is powering their revival. As well as the Classic, there is a Bullet 350, modern-looking HNTR 350 and Meteor 350 cruiser, all based around the same engine platform.

Triumph Speed 400 - £5345

> 40bhp > 28lb·ft > 170kg (claimed)
More a modern naked in its styling and attitude, the Speed 400 was the UK’s bestselling bike in 2024. Powered by a liquid-cooled singlecylinder motor, the Speed 400 features traction control and is a more grown-up machine. Like the Bantam it’s built in India, in a collaboration between Triumph and Bajaj.

A: ‘It’s cheap and fun – and it has the right name on the tank’

Its link to the past is tenuous, but it’s a great bike in its own right

There is a lot to really like about the BSA Bantam 350, and if you are after a relaxed machine for pottering about on, it delivers in terms of value for money and performance.

It’s the kind of bike that riders can stick in their garage and know that it will start on the button when the sun is out and the mood takes them to go for a ride. And at £3499, you don’t feel like you’re wasting money if you don’t use it as your daily runaround.

But is it true to BSA’s heritage? The Bantam was always a cheap and cheerful form of transport, and on that front this reimagined machine is true to its forefathers. But there is no getting away from the fact it is an Indian-built bike that has basically had a few BSA logos stuck on it, and a rear mudguard and exhaust added, to make a ‘British classic’. When you look at the Jawa 42 FJ and the BSA next to one another, this fact is very apparent and does take the shine off it slightly.

Yes, Triumph’s Speed 400 models are built by Bajaj in India and Royal Enfield’s models are built in India, but they aren’t repurposed models – they are a Triumph and a Royal Enfield only.

Will this bother potential BSA owners? I suspect not, because the fact BSA is on the tank, you get a three-year warranty and the bike costs just £3499 is incredibly hard to ignore.

NEXT MONTH... KTM 390 Adventure R: is it the machine to bring KTM back from the brink?

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Is India the next motorcycling powerhouse?

RiDE INVESTIGATES

China’s motorcycle industry has been making headlines but India is taking a quieter route to dominance, says our industry expert

Words Ben Purvis Pictures Bauer Archive

Royal Enfield sold one million bikes last year

IT’S EASY TO look at the leaps being made by the Chinese motorcycle industry and conclude that it will emulate the success that saw Japan rise to dominance in the 1970s. But the real threat to the two-wheeled establishment may come from India’s vast bikemaking industry.

The contrast between the approaches of Chinese and Indian manufacturers is distinct. China is rushing into direct competition with the established brands, with the likes of CFMoto, QJMotor, Voge and Kove launching increasingly convincing and technologically advanced alternatives. It’s an approach that, like the Japanese motorcycling revolution 50 years ago, asks customers to abandon brand loyalties and take a risk on a relative unknown with higher levels of equipment at a lower price.

By contrast, India’s motorcycle companies have grown quietly in their home market before embarking on a path towards global expansion based on buying or partnering with brands that already have a strong following and familiar name. Bajaj isn’t India’s biggest bike brand, but its expansion most clearly illustrates the strategy. A long-term shareholder in KTM, for which it already manufacturers single-cylinder models up to the 390 range, Bajaj provided an €800 million (£694 million) bailout to KTM following the Austrian company’s woes. That loan is due to be converted into shares, following regulatory approval, giving Bajaj a controlling stake – and they have expressed a desire to shift more KTM production and R&D to India.

“‘Subtle approach may make it dominant force’”

Bajaj have made the 390 Duke for years. Now they control KTM

Bajaj is also Triumph’s Indian partner, manufacturing their 400cc single-cylinder bikes: the Speed 400, Scrambler 400 X and XC; and the India-only Thruxton 400 and Speed T4. Those models have been Triumph’s biggest sales success in their history, so we can expect more to follow.

Furthermore, Bajaj has rights to the dormant Excelsior-Henderson brand, giving it a famous name to use if it wants to build a Harley-Davidson rival.

Speaking of Harley, Hero MotoCorp has a lower international profile than Bajaj but it’s India’s biggest bike maker, having sold 5.9 million bikes last year and with the production capacity to make 9.4 million. Most of those sales are in India, with the focus on its home market, as well as exports to Asia, Africa, Latin America and the Middle East.

But Hero also partners with Harley-Davidson under an agreement that not only lets it sell the US brand’s bikes in India but also to develop its own Harley-branded machines – the first being the single-cylinder X440, with more due in 2026.

Then there’s TVS, which made around 4.7 million bikes last year and claims to be the world’s fourth-largest two-wheeler manufacturer. TVS manufactures BMW’s G310 models, which are also the basis of its own TVS Apache RR310 and RTR310, and it co-developed and manufactures the BMW CE 02 electric scooter.

For 2026, TVS also takes on responsibility for making BMW’s upcoming F450 twin-cylinder model range – and it already looks set to be a sales hit.

TVS also owns Norton, with plans to launch six new models over the next three years and to expand the British brand’s reach to the US, Germany, France and Italy – as well as India.

The idea of using a famous British brand means TVS is following in the footsteps of Royal Enfield, part of India’s Eicher Motors and a company that’s grown rapidly in recent years. While 90 per cent of the one million Royal Enfields made last year were sold in India, the remaining 100,000 exports represent an impressive international reach.

Rival Mahindra is taking the same approach – albeit at a much smaller scale – with its majority ownership of Classic Legends, the parent of the recently revived BSA, Jawa and Yezdi brands.

With challenges from both India and China, the threat to the status quo for both European and Japanese motorcycle companies is very real – but India’s more subtle approach could make it the dominant force in motorcycle manufacturing in the future.

HOW INDIA CAN HELP HARLEY-DAVIDSON

Hero already make the X440 – and more H-Ds are coming

Harley-Davidson is going through a rough time. Sales are plummeting – just over 150,000 bikes were sold in 2024, the lowest since 1998 and well under half the 344,000 sales achieved at their peak in 2006 – and the company has revealed that part of the solution will be a sub-$6000 (£4400) machine called the Sprint that’s joining the range for 2026.

The name harks back to the Aermacchi Harley-Davidson Sprint models of the Sixties and Seventies – foreign-made, singlecylinder machines that filled the same slot in the range – and there’s a strong chance the new bike will be built in partnership with Hero in India.

While Harley has a partnership with QJMotor, making the X350 and X500 twins for Asian markets, Hero’s Indian-built X440 is a closer rival to the likes of the Triumph Speed 400. Hero has also extended its arrangement with Harley to develop more bikes for Indian and export markets.

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Time to sample the full SP

LONG-TERM TEST BIKES

We reckon the Hornet SP is one of the best-value bikes in UK showrooms. But what will it be like with time and miles under it? Let’s find out…

SP’s proving good fun on sunny autumn days Pictures Adam Shorrock

UPDATE 01
2025 HONDA CB1000 HORNET SP - 2785 MILES

LAST MONTH, WE named the Hornet SP as the best-value new bike in UK showrooms, so in the name of journalism (and a love of fast, simple motorcycles) we’ve grabbed one for a few months to see how it stacks up.

Earlier in the year we ran a base-model Hornet and it was an interesting experience. To begin with, I thought it was utterly brilliant. A grand cheaper than the SP, it handled almost as well and had a little bit more bottom-end power.

But time and miles changed my view. The main issue was the rear suspension. A Showa emulsion-style shock similar to a CB750 Hornet’s, it isn’t fully adjustable and is set soft as standard. Initially it felt good, but as the miles wore on and the damping fluid deteriorated, so did the bike’s behaviour. I’m 90kg in my kit and I overwhelmed it.

As the miles wore on, there was more weaving, more mid-corner wobbles, and while I dialled some of it out with extra preload and rebound, it still really didn’t feel appropriate for a 150bhp performance motorcycle. And with only £1000 between the base bike and the SP, any rear shock upgrade would bring the price perilously close to the SP.

That golden shock is worth its weight in…

So, while the base Hornet has that Showa shock, the SP boasts an Öhlins TTX. Typically a £1000£1500 upgrade, the difference in control, ride and mid-corner feel is stark – especially compared to our 4000-mile basemodel test bike. Although static ride heights are similar between the two bikes, when under load mid-corner the SP feels higher at the rear – an d that steeper geometry makes it feel more poised and eager to hold a line. You especially notice this on corner exits, where it feels more stable and gives you the confidence to get on the power harder.

Our test bike came to us with 2500 miles on the clock and is typical of the handful of SPs that are now coming onto the used market for about £9k. Just like our base model, it does have the patina of miles and age, but the engine feels smoother and a tad more responsive, while the Brembo brakes are a modicum stronger than the other SPs I’ve ridden. I suspect it is down to unglazed pads, even if there still isn’t a clear benefit over the base-model’s Nissin four-pots.

“‘The SP’s proven to be a great package over the past month’”

Brembo Stylema calipers are good – so long as they’re used hard

The SP’s proven to be a great package over the past month and 400 miles of autumn, and suits my riding style well. Revelling in the dying embers of an Indian summer, it’s great at sniffing out grip and imbuing confidence - OE Bridgestone S22s have never felt so good, and just surfing the midrange is a perfect way to make serious progress.

It’s easy to see why owners have loved Hornets so much.

I definitely prefer the SP to the base model as its level of ability is a tad higher, with no obvious drawback. So long as you like matt black paint, that is – it’s the only option for 2025.

This time of year I always feel compelled to make the most of every dry or sunny day and lift my mood at a time that can be slightly depressing as a biker. Next month we’ll try to make it a bit more practical and a better all-rounder. Hopefully the wonders of global warming will mean it’ll be mild, grippy and salt-free so I can make the most of it.

MATT WILDEE

WHAT DEALS CAN YOU GET?

When we first reviewed the Hornet in February, there was a five-month waiting list for an SP. Plumping for the base model was an easy choice.

But those days are over. Not only are bikes in showrooms, but there are strong discounts, too. Base Hornets are as low as £8000 new (and ultra-low demo models for the same), while new SPs can be had for £9495 – a £600 saving. At these prices, a base model is very attractive, but we’d still pay extra for an SP.

The deals are out there and you don’t have to look far

THE FACTS

  • £10,099

  • 155bhp

  • 212kg

  • MILES THIS MONTH 400 MILES

  • FUEL CONSUMPTION 42.6 MPG

  • COSTS £52.96 (Fuel, 28.94 litres @ £1.36/litre)

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