Good. Bye?

GOODBYE SV650

Unassuming, affordable, but also brilliant – for more than 25 years. Suzuki’s SV650 has nurtured novices and entertained veterans alike. But is this epic era coming to an end? SV650 expert – and owner – Martin Fitz-Gibbons investigates…

Words Martin Fitz-Gibbons Pictures Adam Shorrock

Snappy, fun, still looking good in middle age. The SV shares at least some of its virtues with writer Martin

THE FACTS

  • Price £7399

  • Engine 645cc DOHC 90° V-twin, 4v per cyl, l/c

  • Transmission Six-speed chain

  • Power 72bhp @ 8500rpm

  • Torque 47lb·ft @ 6800rpm

  • Fuel capacity 14.5 litres

  • Seat height 785mm

  • Wheelbase 1445mm

  • Weight 200kg (kerb, claimed)

  • Rider aids ABS

SHARKS ARE NATURE’S most astonishing survivors. They’ve existed on planet Earth for between 350 and 450 million years, depending on how you count it. In that time they’ve seen dinosaurs come and go, survived five global mass extinction events, and hung around longer than spiders, cockroaches and even trees. That kind of staying power only happens when something is pretty special – and when it’s also adaptable, versatile and resilient. Suzuki’s SV650 is a two-wheeled shark. Not in the conventional sense, perhaps. The friendly middleweight has hardly carved out a fearsome reputation as an apex predator, nor inspired a litany of camp Hollywood horror flicks. But the SV has shown astounding staying power. Fireblades, GSs and Speed Triples? The names have been around longer, but the bikes themselves have mutated into unrecognisably different creatures – the evolutionary equivalent of Trigger’s broom. But like sharks the SV650 has evolved far more gently and slowly, its family resemblance easily traced across the years.

Fossil records suggest the SV650 dates back to prehistoric times, or the 20th century as we know it today. When it was launched in 1999 it brought together a lightweight trellis frame, unadjustable suspension and a 70bhp, 645cc V-twin. More than a quarter of a century later, that same recipe remains instantly recognisable on the latest version. There have been a few environmental adaptations along the way – aluminium tubing has been swapped to steel, carbs have given way to fuel injectors, and analogue dials replaced by a digital dash. But the slim, frisky roadster flashing eagerly along Lincolnshire back lanes this morning is unmistakably still an SV650.

Cameras have changed slightly since the SV first broke cover

The SV’s enduring appeal begins with its compact proportions. Now, as then, the SV650 welcomes riders of all sizes and experience levels. That’s evident in its approachable seat height (just 785mm) and manageable mass (only 200kg fully fuelled). To my mid-40s dad-bod the SV seems surprisingly small – the fuel tank sits low and lean between my knees, grips are only a short reach away, and footpegs are set higher than expected. When I first climbed on an SV650 more than 20 years ago, it felt dauntingly huge after my titchy, twitchy two-stroke 125. The SV’s proportions haven’t changed much; the same, sadly, can’t be said for mine…

One element that’s remained constant is the SV’s effortless, eager agility. It flicks into corners with minimal muscle, darting deftly around its slender 160-section rear tyre and settling confidently at lairy lean angles. You can sense the bike’s mid-corner balance is a tad rear-biased, in part because of its low seat, while suspension is set slightly soft and springy. The right-way-up forks still use basic damper-rod internals, while the only adjustment at either end is a stepped preload collar on the shock. There’s no hiding that it’s all built to a price using yesterday’s tech – but it also remains deceptively capable, with better roadholding and ride quality than the last Yamaha MT-07 or Kawasaki Z650 I rode.

Stood the test of time like no other – it’s from a different millennium

If you’re after forensic front-end feel and debonair damping, perhaps don’t come looking for it in a seven-grand street bike. But grab it by its handlebar and the SV delights in being chucked about. It romps gleefully along these countryside lanes, dancing through a series of right angled turns and floating over a railway bridge with playful panache. Its Dunlop Roadsmart 3 tyres bite reassuringly into the sun-baked asphalt, the road ahead framed by luscious, deep-green hedgerows bulging with summer life. Flecks of white cow parsley blur past in my peripheral vision exaggerating the modest speeds. Overhead, a red kite glides effortlessly on invisible currents through the crisp cyan sky. What a day for it.

While the SV650 doesn’t propel itself along with quite that level of serene majesty, its motor remains an all-time gem. Fundamentals have barely changed from the ’99 original: same bore and stroke; identical internal gear ratios; and within a couple of horsepower and pound-feet of peak performance. Hard to think of another engine that’s managed to last as many years so well preserved.

“‘You’ll struggle to find a rider with a bad word to say about the SV, which speaks volumes’”

Martin goes with the flow as SV shows off its ‘playful panache’

Despite its age, the V-twin refuses to feel dated or old-fashioned. It chugs softly from just off tick over, pulls smoothly and briskly through the bottom end, discovers a touch more spirit around 6500rpm, then zaps off happily to its 10,500rpm limiter. The delivery is broad, linear and undemanding, but deeply engaging. Gearshifts are slick in both directions and ratios are nicely spaced, while the motor’s even-handed delivery means that at all times you can be in any one of about three gears. The flexibility is fabulous, accommodating all moods, experience levels and riding styles. Chunter along politely one second, then thrash its brains out the next – it gladly does both, switching speeds instantly. The SV650 may not have the same naughty rortiness of Yamaha’s CP2 twin, but it runs it close. Impressive going for an engine that’s older than many of the riders it’s aimed at.

Old-fashioned by today’s standards, but they add to SV’s simplistic charm

The appeal of the Suzuki’s engine runs deeper though. There’s something special about riding an authentic 90° V, rather than a parallel twin with a wonky crankshaft like most modern middleweights. I can’t quite put my finger on what it is – my rational side knows the firing intervals are the same, so they should sound identical and vibrate similarly. But opening the SV’s throttle delivers a sense of substance, refinement and engineering gravitas that I rarely get from a parallel twin’s slightly hollow, whispy thrum. Even if it’s all in my head, it’s still real to me.

While it wins on character and charm, the SV650’s powertrain does lack many of its rivals’ modern conveniences. On the physical side it doesn’t have a slipper/gripper clutch, meaning the lever pull isn’t as light as the latest set-ups. And on the electronics side there’s, well, almost nothing. No riding modes, no traction control, no cruise or quickshifter or 19-axis wheelie autopilot. Switchgear is sparse and clear as a result: instead of baffling buttons and four-way joysticks there’s just indicators, a horn and a kill switch. When I want to reset the trip, it feels kinda retro to take a hand off the controls and reach forward to press a button on the clocks. How quickly things have changed.

Peg scraping is common – the SV’s handling is deceptively good

Old-fashioned simplicity is in abundance when I pull over to poke round it. Inside the SV’s traditional round headlight are traditional round halogen bulbs, not LEDs. There’s no immobiliser in the skinny ignition key. And while its LCD dash would have looked fantastically futuristic 20 years ago, next to today’s connective colour TFT touchscreens it’s as cutting-edge as a Casio calculator watch. Brakes were uprated a few years ago from the original’s sliding two-pots to four-piston Tokicos, but remain axially mounted rather than radial.

It’s easy for old-school riders to dismiss all this with: “Yeah, but do you really need any more?” Perhaps not, but ‘need’ and ‘want’ are two different things. Showroom battles are won with hearts and eyeballs, and there’s no getting round the fact that in 2025 the SV650 looks old-fashioned – even if it still rides perfectly pleasantly.

No thumb yoga, no flickering rider aids – just rider, SV, and road. So pleasingly simple

Which brings us to the crossroads the SV650 finds itself at today. Tellingly, it doesn’t meet the current Euro5+ emissions standard, so it’s only on sale thanks to a short-term loophole called ‘derogation’. Suzuki can still sell existing stock in limited numbers, but the clock is ticking very loudly indeed. So, what’s next for the venerable V-twin?

Despite persistent pestering and polite probing, Suzuki’s lips are sealed shut regarding the SV’s future. But their options are as clear as they are limited. An all-new model with a comprehensive overhaul makes little sense – Suzuki already has the GSX-8S, a bike that’s just 131cc, 10bhp and £900 more than the SV. Alternatively, a mild update to keep the SV650 going into its 27th year could potentially happen, but this kind of romantic last-minute reprieve is far from certain.

Emissions regs means its days are numbered – so get one while you can. You won’t regret it

Which leaves the very real possibility that, in Europe at least, the SV650 may be facing extinction. And if these are its final days, then it’s time we appreciated the incredible run it’s had – from the curvy original, through the fuel-injected second-gen model, to the divisive ‘Gladius’ rebrand, to its stripped-back 2016 return. The SV was a hit right from the start, becoming one of the bestselling bikes in Europe, inspiring an entire Minitwins race class, and forcing rivals to rethink how they built middleweights. Out went a class built around old detuned supersport engines, and in came a fresh generation of punchy, nimble twins.

Hundreds of thousands of owners along the way – myself included – owe an enormous thanks to the SV650 for helping us find our feet, whether on road, track, or both. Affordable, reliable, forgiving, accommodating and endlessly entertaining, its gentle genius transcends generations and genders like few modern bikes. You’ll struggle to find a rider with a bad word to say about the SV, which speaks volumes. If there isn’t a 2026 model waiting in the wings, and if today’s spirited countryside dash really does mark the final chapter of the SV650’s marathon story, then its place as a future classic is in no doubt.

SV holds a special place in Martin’s biking story – as it does for many riders

THE PARTS THAT MAKE IT A JOY

ACCESSIBILITY

Standard seat height is 785mm, or less than 31in, making it easy for shorter riders to feel confident and in control. Kerb weight is just 200kg.

ENGINE

Long-running 645cc V-twin still delivers a handy blend of eager bottom end, perky midrange and satisfying, free-revving top-end. Claimed 72bhp is just two more than in 1999, but still enough to boogie.

SIMPLICITY

Technophobes rejoice – the phrase “less to go wrong” could have been made for this bike. The SV650 has no ride-by-wire throttle, no riding modes, no traction control, no IMU, no phone connectivity…

RELIABILITY

The last major update was in 2016, and the engine’s been going since the last century. Serious problems in all that time? Nothing. Proven, refined and trusted, the SV is a bike you can rely on to start first time every time.

AFFORDABILITY

In 1999 an SV650 cost £3999. Accounting for inflation that’s about £7600 today, meaning an SV650 is actually cheaper now (£7399 otr) in real terms. But that’s just the official RRP – you can find new bikes advertised for as little as £5995.

FANCY A USED SV650?

The SV650 family tree breaks down into four generations: the curvy carbed original (19992002); the pointy fuel-injected model (2003-2008); the SFV650 Gladius (2009-2015); and the latest version (2016on). Here’s what to look for and what to pay:

1 Finish

Not great, particularly on earlier models. Fork lowers corrode, engine case paint is vulnerable (especially the water pump cover), and brake calipers can seize if not cleaned regularly.

2 Modifications

Affordable, popular with younger riders and occasionally dropped, the SV650 is a magnet for bolt-on bits that, ahem, aren’t to all tastes.

“I’m sure you do love your furry purple screen… but do you still have the original, perchance?”

3 Exhaust

Exhaust systems on 19992008 models are one-piece, so aftermarket silencers require cutting into the pipework. If there is a noisy pipe fitted, ask whether the fuelling has been adjusted, and consider whether it’s noisy enough to annoy an MOT tester.

4 Suspension

Cheap and cheerful at the best of times – and almost certainly due a service by now. Forks benefit from heavier-weight oil and slightly firmer springs. Shocks benefit from being replaced altogether.

5 Ex-racers

The SV650 inspired the Minitwins race class, so check for ex-track bike giveaways like lockwire holes drilled into the sump plug or oil filler cap. Mint bodywork on tired bikes is a clue, as is shelves of trophies adorning garage walls and a race transporter on the drive.

What to pay

  • £900 – the cheapest SV650 we found on eBay was a carbed original SV650S with 33,000 miles on the clock

  • £2500 – gets you a 20,000-mile Gladius, or a later SV650S (identified by its black frame)

  • £4500 – buys a wealth of 2020-ish models with very low miles from a dealer

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The true costs of a tour

THE BEST OF EUROPE

Touring is pricey, we all know that. But what does it really cost you? Ali heads to the Dordogne to find out…

Words and pictures Alison Silcox

‘Don’t think about the money, don’t think about the money’. RiDE’s purse string puller forces a smile

‘Don’t think about the money, don’t think about the money’. RiDE’s purse string puller forces a smile

ALONG WITH HERDING cats and taking orders for tartan paint, my day job is to keep our scatterbrained editor Matt and his budget on track. It’s not always the easiest, but it certainly makes you aware how much things cost. So, with prices rising and the cost of getting away ever-higher, I wanted to know the true cost of a six-day tour in France. Sometimes, however, it’s best not to know…

DAY ONE

Ride HQ to Sillé-le-Guillaume, 424 miles

I’m excited, it’s that time of year where I leave hubby at home to head off on an adventure. I’m off to Dordogne, via the Eurotunnel. I plan to overnight with mates to keep costs down but this makes it a long day ride. Motorways and toll roads make progress quick, but fuel, food and tolls mount up. Ten hours on the go and the lack of aches and pains surprise me. Sit bones know I’ve done the journey, but aches are soon forgotten once a glass of rosé is in hand.

  • Fuel £49.54

  • Food £17.22

  • Tolls £22.14

  • Accommodation £0

Lunch in Domme. There are worse places to eat…

DAY TWO

Sillé-le-Guillaume to Thénac, 293 miles

I’m putting my faith in satnav to head the beaten track. Roads are a mix of long straights that meld into sweepers before turning into hairpins. Infrequent refreshments keep costs low but fuel prices vary dramatically – it peaks at £1.70 a litre in one village. I’m joining a group of bikers who are staying at the stunning Le Chai Villa, near Thénac. Room rate is €120 (£100) per night for B&B and on arrival I chuck some money in the kitty for evening meals.

  • Accommodation £100

  • Fuel £31.90

  • Food £10.49

  • Evening meal kitty £80

Getting ready for another day of exploring

DAYS THREE & FOUR

Touring the Dordogne, 179 miles

Le Chai Villa owners Paul and Fi become our tour guides for day three. The villa features on the Channel 4 show New Life in the Sun, so cameraman John is in tow – filming adds a different dimension to the day. Paul’s route planning is on point; it shows off the Dordogne at its best. A mix of roads suit all, and Paul factors in plenty of time to enjoy them. It’s a leisurely day and the weather couldn’t be better, with a long lunch stop in the breathtaking hilltop town of Domme. Temperatures hit the high 20s, luckily the ice cream’s tastier and cheaper than a Mr Whippy back home. Next day I stayed at the gîte and chilled, and had a massage and vineyard tour.

  • Fuel £17.75 Food £0

  • Massage £30

  • Vineyard tour and wine £25

  • Accommodation £200

Dordogne tour took in some incredible scenery

DAY FIVE

The journey home begins, 308 miles

It’s a wrench to leave the hospitality of Le Chai Villa. It’s been the perfect base to explore from, and my heart’s heavy as I pack to head north. My route isn’t the exact reverse of the journey down – roads differ, and I find a truck stop to have lunch. At the thick end of a tenner, it’s not cheap, but the world’s biggest baguette stuffed with Brie fills me up and the strong cafe au lait gets me buzzing for the afternoon. Back at my mates for the night means free bed and board – bargain.

  • Fuel £31.57

  • Food £16.87

  • Tolls £0

  • Accommodation £0

Ali with Le Chai Villa owners Paul and Fi

DAY SIX

Back home to my cat, 438 miles

I’m not looking forward to today, but once I’m back on the road the miles click by. Tolls, motorways and minimal stops are my plan. It’s a dull but direct route – after the stunning countryside of the Dordogne it feels like a lacklustre ride. A nasty detour through the centre of Rouen adds an unwanted delay, too. The thing I like about the Eurotunnel is how simple and hassle-free it is to use, plus it gets me back to the UK before I’ve left! A final three-hour slog through Kent and round the M25 soon sees me heading north and home.

  • Fuel £37.74

  • Food £11.63

  • Tolls £22.14

  • Accommodation £0

WHERE I STAYED

I stayed at the stunning Le Chai Villa near Thénac. It’s the perfect base to explore the Dordogne. Motorcycle tours can be arranged or routes provided. Exclusive hire of the villa, which sleeps up to 12, starts at €2150 per week, while B&B at a room rate is €120 per room per night.

Info: www.lechaivilla.com

THE FINAL COSTS

  • Fuel £168.50

  • Tolls £44.28

  • Food £136.21

  • Accommodation £300

  • Extras £55

  • Eurotunnel £274

  • Total £977.99

It’s been a fantastic trip and I haven’t been too extravagant, but I have indulged a little.

I like flexibility, so I opted for Eurotunnel’s flexi-ticket – had I fixed my crossing time, this would have been around half the price.

Avoiding toll roads instantly reduces costs, and fuel is often cheaper in larger towns rather than being tied to motorway services.

I’ll admit that I’m fortunate to have friends to stop off with to keep accommodation costs to a minimum. That said, there are lots of deals to be had and a multitude of affordable rooms on offer.

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Are we going to see a new generation of bargain bikers?

RiDE INVESTIGATES

With the runaway success of Honda’s CB1000 Hornet and competition from China, will other manufacturers join in the price war?

Words Ben Purvis Pictures Bauer Archive

The CB1000 Hornet has transformed the market with its £9k price tag

DISRUPTOR IS AN overused word in the 21st century – all but guaranteed to appear in spiel announcing a new product. But Honda’s CB1000 Hornet has genuinely disrupted the new bike market with a performance-to-price balance that’s in a different league to those we’re used to.

It’s the most aggressive example of Honda’s new approach to bike prices since the CB750 Hornet entered showrooms three years ago. It’s also been used for the sub-£4k GB350S, and has helped Honda dealers to weather tough times in an industry that’s seen numerous outlets for other brands close.

Not only are customers happy with more affordable bikes, but dealers are too as they keep sales up; the fact Honda top the National Motorcycle Dealer Association’s satisfaction survey is little surprise.

At £9099, the CB1000 Hornet isn’t just the most affordable new 150bhp bike on the market. It’s cheap in a historical context, too. The Bank of England’s Inflation Calculator reveals its predecessors were much more expensive. A 2002 CB900F Hornet, for example, cost £6284 at launch – that’s £11,477 in 2025 terms.

“The CB1000 Hornet blew the market apart”
— PAUL STROUD, DOBLE MOTORCYCLES

Rivals have reacted by slashing prices through manufacture-led incentives and dealer discounts. Suzuki have applied a £1000 dealer contribution to drop the GSX-S1000 from £11,999 to £10,999, and it’s not hard to find new examples at £9999.

KTM’s 990 Duke, launched last year at £12,999, now lists at £10,999 with some dealers offering further discounts to drop the price to four figures.

Honda’s strategy is clearly working. April’s bestselling bikes, according to the Motorcycle Industry Association, saw Honda top five of the eight classes – the NC750X was top adventure bike, the GB350S top modern classic, the CB1000 Hornet the most popular naked, the NT1100 the top tourer, and the PCX125 topping scooter sales. The PCX, NT1100 and GB350 have held those positions every month in 2025.

Paul Stroud, dealer principal at Doble Motorcycles in Coulsdon, who chairs Honda’s Dealer Council, said: “It’s taken everyone by surprise. The CB750 Hornet launch three years ago was an indicator that things were keenly priced – it was launched at £6999 – but the CB1000 Hornet blew the market apart.

“We were fortunate enough to be in Japan in November 2023 and saw what became the GB350S, and we’re blown away that they’ve managed to keep it under the £4000 mark. I wanted to see where the compromises had been made and I couldn’t find any.” Customers welcome the aggressive pricing, but lower prices also mean slimmer margins for dealers.

“By definition, the cheaper the bike, the less potential there is for profit,” said Stroud, “When the GB350S was unveiled last year at £3950, concerns were raised in the wider dealer network that the earning potential in the bike wasn’t enough to sustain the cost of running a business. I think Triumph have seen this as well [with the Speed 400 and Scrambler 400 X].

CFMoto 675SR-R: similar spec to Daytona 660 but almost two grand less

“As customers don’t want to give up their biking career as they get older, the manufacturers come up with a perfect option for an ageing demographic. But the customer who’s excited about a £5000 bike might

have a £10,000 one in his garage to trade in. That becomes a problem for the dealer network in terms of working capital. So it does present challenges.

“If Honda had come to me and said ‘here’s the new CB1000 Hornet, what do you think you could sell it for?’, I would have said £12,000 or £13,000. But they clearly know there are challenges from China and other markets. At a higher price we would have sold a few, but it wouldn’t have been the market changer it’s been, so I’m grateful Honda have the ability to see into the future.

“Honda were the equivalent to the Chinese brands 50 years ago, so know what determination can achieve.”

Are today’s low prices here to stay? There’s no guarantee, but the growing threat of increasingly credible, low-priced bikes from China means they’re likely to be a long-term strategy rather than a short-term incentive.

BEST-VALUE BIKES ON SALE TODAY

Honda’s GB350S: £3999 and flying out of showrooms

The Honda CB1000 Hornet is arguably the bargain of 2025 – with an RRP of £9099 and 150bhp on tap it’s a remarkable deal. But the SP is perhaps even more appealing – it’s £1000 more but gains 5bhp, Brembo Stylema brakes and an Öhlins shock.

Honda’s GB350S is also strong value at £3999, undercutting rival 350cc singles from Royal Enfield, and its unshakable spot atop its class sales charts shows customers are jumping on that deal.

Other machines with notably appealing RRPs include several CFMotos – the 450NK is just £300 more than the GB350S and has twice the power, while the 675SR-R sportsbike looks a bargain at £6699 and the naked 675NK more so at £6199.

Fancy something more left field? Kawasaki’s Ninja 7 Hybrid and Z7 Hybrid both cost £11,949 at launch but have been slashed to £7499 and dealers are advertising them as low as £6300 – close to half price.

But the best-value bike of all may be the one you’re looking for. Price reductions can be found across the market, particularly on pre-registered 2024 models. Haggle hard and you may be surprised at the deal you can secure.

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2025 Honda CB1000 Hornet: What We’ve Learned after 2798 miles

LONG-TERM TEST BIKES

Editor Matt finds the £9099 Honda is a breath of fresh air in the performance naked market

Pictures Bauer Archive

THE HONDA CB1000 Hornet has redefined value in the motorcycling world. With a ballsy, grunty engine, neat handling and all the gizmos manufacturers are convinced modern bikers want, it’s been a massive sales success. Forget Chinese-made bikes, this is a Japanese-made performance naked with a Fireblade engine for a week’s shop over nine grand.

There are two models of Hornet, the £9099 base bike and the £10,099 SP. We’re testing the cheaper bike, which you can walk into a showroom and buy without a waiting list. But what’s the reality of owning one? Over the past few months it’s been subject to some proper work – firstly in the hands of two-wheel torturer Simon Hargreaves, then myself. This is what we’ve found out…

1 The engine’s superb

Quite simply, it’s one of the best inline fours fitted to a naked bike. Smooth, responsive and full of character, the detuned Blade motor still feels exciting, fun and effective. Making strong power and torque from 4000rpm right to the 12,000rpm redline, it’s fun on the open road and easy to ride around town. The fuelling is good and top gear is tall enough for long days on the motorway. It’s the complete package – and with 140bhp at the rear wheel it really is rather quite fast…

2 It’ll nail distance

The Hornet is a brilliant 80mph mile-eater, sitting at 5,000rpm – the rump of its midrange – with reasonable wind protection from the lighting cowl and narrow-ish bars tipping you forward. There’s enough legroom for a six-footer and a reasonable seat, too.

The vibes don’t intrude, and a light throttle means I don’t miss cruise control. It’s easy to live through the 150-mile+ tank range afforded by the 17-litre tank.

Comfort’s perfect for a day of B-road naughtiness

3 Finish a mixed bag

Some corners must be cut for the price, and it seems the paint isn’t the toughest. After 2000 miles the tank’s finish was dulled by a rubbing jacket, while the rear tail unit’s finish was worn through by some inappropriate bungee placement (not by me). It’s not a huge problem, but you’ll need to be aware as an owner and protect contact points. The heat shield on the silencer has been worn shiny by my size-12s. Smaller-footed riders will be fine, though.

Paint isn’t great but exhaust is doing well, considering the abuse

4 The suspension’s just about okay

Showa’s Single-Function Big Piston fork is great for a bike of this price, and while set soft it responds well to adjustments. The rear Showa emulsion-style shock is under-specced, though. For pottering it is fine, but ride with aggression and it runs out of damping and support, even after time working on setup. More rebound and preload helps, but isn’t the complete answer, and it gives up a bit in hard riding. They could have gone a step higher in spec without threatening the Hornet SP and its very trick Öhlins shock, I reckon.

Forks are great, but rear shock could be a little better

5 Nothing comes close for the price

Suzuki’s GSX-S1000 costs £10,999 when you factor in a dealer contribution. Yamaha’s MT-10 is a step up from the base Hornet in performance, handling and kit, but at £12,320 after a dealer contribution it’s 33 per cent more expensive. But the CB1000 Hornet SP runs the MT-10 much closer. With an Öhlins shock, fancier brakes, a tad more power and a quickshifter as standard, for £1000 more than the base Hornet, it’s even better value and probably where my money would go. For some the SP will be worth it for the gold wheels…

WHAT WORKS WHAT DOESN’T

Dash gives all you need

TFTs have been around for a decade and it seems only Chinese brands (and MV Agusta) struggle to get them right. This is clear, easy to navigate, tells you all you need, and a cinch to flick between modes.

Who needs Brembos?

The SP has Brembo Stylema calipers, but there is nothing wrong with the Nissin four-pots on this. There’s zero difference in feel – and my hard-ridden stocker’s are stronger than a gently ridden SP’s.

Options worth the extra

The £198 for the quickshifter is well worth it (even if I’ve used smoother) and can be configured on the TFT. Also, £300 for heated grips is money well spent on cold mornings – and they’re well integrated.

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5 great race meetings to ride this summer...

THE BEST SUMMER EVENTS

…and great roads to ride on the way

Words Jim Moore Picture Double Red

SUMMER’S HERE, THE race season is under way, so what better way to fill a weekend – or weekends – than with a ride to a mind-blowing race meeting. And there are loads to choose from both here and across the Channel – from grassroots action inches away from your viewing spot, to world championship fireworks on foreign soil. Here’s RiDE’s pic of the best…

British Superbikes, Cadwell Park

Cadwell BSB means it’s time for lift-off for Bridewell, Ryde and co

  • Best for Watching superbikes get airborne

  • When 23-25 August

  • Where Cadwell Park, Lincolnshire

  • Cost Race day from £35 pre-book, teens (ages 13-15) from £21 pre-book, seniors £32 (gate only)

  • Contact www.britishsuperbike.com, www.cadwellpark.co.uk

BSB is the most competitive domestic superbike series in the world and Cadwell Park is the jewel in its crown – attended by more people than the British MotoGP, apparently. Cadwell is a rite of passage and you may have been before, but if it’s been a while, go again – it’s BSB’s best round. August bank holiday weekend sees the championship at the Lincolnshire track for the series’ seventh round. The 2.19-mile circuit is a spectators’ dream, offering huge elevation changes, numerous excellent viewing spots (the bank above Mansfield is a popular choice) and, of course, the unique Mountain over which the bikes take off. Or get within inches of the action at the Hairpin. To top it all, Cadwell is surrounded by some of the best riding roads in England. A perfect weekend in the making.

TOP TIP

If you’re staying over, Cadwell offers excellent camping facilities. Pitches for up to six people start from £35..

Ride this road…

B1225, from Caistor to Donington on Bain, then on to Cadwell Park

This 20.5-mile ride from Caistor to Cadwell runs down the back of Lincolnshire’s Wolds, providing stunning views of the county and becoming more technical as it nears the track.

DOWNLOAD THE ROUTE www.ride.co.uk

Barbon Hillclimb

BSB rider Storm Stacey was the star of last year Picture Darren Athersmith

Barbon is the UK’s fastest hillclimb, attracting the likes of TT legends John McGuinness and Michael Dunlop to blast up its 810m course. The event includes classes for everything from vintage and classic, to modern and enduros – making the action as varied as it is fast. Held in the grounds of Barbon Manor, spectators can sit back on the grass banks and soak up the action. Popular bikers’ spot Devil’s Bridge is down the road too, as are amazing rides in the nearby Yorkshire Dales.

TOP TIP

Why not compete as well as watch in the run-what-ya-brung class? See the website for entry details

Ride this road…

Blackburn to Kirkby Lonsdale (B6232, A59, A682, A65, B6480, B6479, B6255, A684, A683, A65)

Fabulous 76.5-mile trek from Blackburn through the Yorkshire Dales National Park, taking in huge elevation changes and breathtaking vistas of some of northern England’s most spectacular scenery.

DOWNLOAD THE ROUTE www.ride.co.uk

Southern 100 Road Races

  • Best for Hardcore road racing action just inches away

  • When 7-10 July

  • Where Billown Course, Isle of Man

  • Cost spectating is free; five-day Steam Packet Ferry ticket from £64

  • Contact www.southern100.com

The Isle of Man’s Southern 100 Road Races – run on the 4.25-mile Billown Circuit in the south-west of the island – are a great way to experience adrenaline-pumping road race action without the crowds or pressure of the TT. Big name TT riders attend – Michael Dunlop, Davey Todd, Dean Harrison et al – so the action is every bit as mind-bending as the TT itself, with speeds in excess of 170mph on the straights. The Southern 100 is also the perfect opportunity to explore the island’s many fabulous roads and landmarks without the usual crowds. Castletown and Peel are particularly picturesque.

TOP TIP

Explore the island beyond the TT course – there are many other amazing roads and places to visit

Ride this road…

Castletown loop via Kirk Michael, Peel and Glen Vine (A3, A4, A1, A26)

This 38-mile figure-of-eight loop runs from Castletown, into the hills to Kirk Michael before tracking the coast south to Peel, then inland to Glen Vine before heading back to Castletown.

DOWNLOAD THE ROUTE www.ride.co.uk

Bikers’ Classic Festival

  • Best for European biking thrills and a great mix of machines

  • When: 16-17 August

  • Where Spa-Francorchamps, Belgium

  • Cost: Weekend pre-book €20, on gate €30; day pre-book €12, on gate €15; under-12s free

  • Contact: www.bikersdays.com

Bikers’ Classic Festival is an absolute must for anyone with even a passing interest in classic race bikes, historic venues, and touring to a stunning destination on the continent. Belgium’s SpaFrancorchamps circuit is like no other racetrack on earth – Eau Rouge, the uphill right/left, has to be seen to be believed. As well as a paddock full of historic machines, loads of manufacturer displays and track sessions to watch, the whole event is a brilliant example of a beer-and-frites biking extravaganza. Even if you go purely for the roads around Spa and the Ardennes – which are fabulous – and a glass of local beer, you’ll be back next year. Guaranteed.

TOP TIP

Take waterproofs – it can get wet in the Ardennes. Oh, and the local beers are outstanding…

Ride this road…

Huy to Spa-Francorchamps circuit via Ferrieres and TroisPonts (N66, N68, N622)

An Ardennes romp on one of the best roads in the area. The section between Hamoir and Trios-Ponts is one you’ll want to double-back on, such are its frequency of turns.

DOWNLOAD THE ROUTE www.ride.co.uk

World Superbikes, Magny-Cours

Squeeze in a late-summer Euro tour with a trip to Magny-Cours in central France to watch the world’s best superbike riders bend the laws of physics. This year’s on-track battle between BMW’s Toprak Razgatlioglu and Ducati’s Nicolo Bulega has been one of the most fiercely fought and exciting in years, so MagnyCours’ fast and technical layout will serve up a treat for the fans – especially because by then the championship will be nearing its climax. With an irresistible combination of fine food, amazing roads and sensational on-track action, it’s the sort of trip lifelong memories are made of.

TOP TIP

Give yourself at least four days to ride down, explore, watch the racing, and cruise back.

Ride this road…

Prémery to MagnyCours via Bona and Imphy (D9, D958, D209, D200)

A spectacular 51km (31-mile) jaunt, taking in 13km through the hills from Prémery to Bona before taking in a pleasurable run with plenty of twists and turns on the approach to the Magny-Cours circuit.

DOWNLOAD THE ROUTE www.ride.co.uk

OTHERS FOR THE DIARY

Speedway GP, Manchester

  • What Rounds 4 and 5 of the FIM World Speedway Championship. Local interest is high with Brits Robert Lambert and Dan Bewley eyeing a victory. Top-notch action in a great venue.

  • When 13-14 June

  • Where National Speedway Stadium, Manchester

  • Contact www.fimspeedway. com, www.sgpmanchester.com

British MX Championship, Preston Docks

  • What Fourth round of the British Motocross Championship, featuring MX1 (four-stroke 450s and two-stroke 250s), MX2 (four-stroke 250s and two stroke 125s) and 125cc classes. Watch the country’s finest MX riders bang bars and clear table tops around the 1.5-mile track. If you haven’t watched MX before, you’re in for a treat.

  • When 20 July 

  • Where Preston Docks, Lancs 

  • Contact www.mxgb.co.uk

Classic Racing Motorcycle Club, Donington Park

  • What: The UK’s biggest classic racing club takes to Donington’s National Circuit for a full programme – everything from Manx Nortons to ’90s GP two-strokes, proddie-spec GSX-R750s, FZ750s and GPz1100s, and more. It’s worth going for the sounds alone. 

  • When 2-3 August 

  • Where Donington Park, Leics 

  • Contact www.crmc.co.uk

Classic TT, Isle of Man

  • What Classic bikes (plus modern machines in the Manx GP) taking on the famous 37.73 mile course. More relaxed than the TT, but just as competitive. An amazing event. 

  • When 17 to 25 August 

  • Where TT Course, Isle of Man 

  • Contact www.iomttraces.com

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2025 BMW R1300GS Adventure TE Trophy: What we’ve learned after 2500 miles

LONG-TERM TEST BIKES

Getting under the BMW’s maxi-adventure bike’s skin takes dedication, says Simon H

Pictures Simon Hargreaves, BMW

THE R1300 GS Adventure TE is an extreme machine in every respect; its very presence is an emphatic statement of excess.

The Trophy colours of Racing Blue Metallic, Racing Red and Light White draws what I like to think are admiring glances down every high street, and that men of a certain vintage can’t help but appreciate it out loud. “That’s nice,” they say as they load the shopping into their disapproving wife’s Audi. What can I reply, as I wedge my loaf of bread and four-pack of baked beans into a pannier? “Thank you, yes, it is.”

But at the end of the day, like all bikes the GSA has good bits and not-so-good bits. And after 2500 miles we’ve been able to put our analytical finger on exactly what they are – and even fix some of them.

1 There’s so much that is good

The flat twin is smooth, refined, flexible and crammed with performance from 1500rpm to flat out. My notes say: “The engine produces such colossal shove it’s a concern the rear tyre will wear out before the tank runs dry.” Roadholding is brilliant – a revised Telelever set-up uses a different method of gripping the forks for more feel and stability, and a straighter Paralever shaft tunnel gives more traction.

2 A few extra inches make the difference

The standard screen (optional electronic adjustment is part of the £795 Touring pack) is way better than any other adventure bike screen in terms of buffeting, but could be quieter on motorways (when you really want to hear the bass on The Midnight’s latest album). The optional touring screen (£150) adds a couple of inches and almost goes silent, but adding a flip visor finishes the job.

Flip the visor up and the synth bass really kicks in

3 You need a top box

With pannier rails another part of the £795 Touring pack, the actual panniers cost £1095 (gets salty). The new top-loading aluminium boxes are wider than before (the tail of the bike is slimmer) and hold 36.5 and 37 litres, and the left case has an internal USB port (a carry handle would be better). The latch is a bit clunky but the locking mechanism is idiot-proof. No news on top box availability – BMW can’t supply them and can’t explain why or when they’ll eventually arrive.

Note the USB port at the top of the lid. Helpful, but handle preferred

4 You need to cosset your buttocks

Our GSA has a heated seat that adds depth to the seat foam – but after a couple of hours I get pressure points, and the extra depth strangely disconnects me from the bike. Solution is a pair of £9.99 rubber seat grommets by Auzkong on Amazon, with offset holes, replacing the front seat adjuster plate’s stock grommets to lower the front of the seat and change the angle of my hips. No more burning bum sensation.

Grommets with offset holes have transformed comfort

5 More to uncover

I’ve done 1100 miles on the GSA so far, which are the baby steps of owning a bike as rich and multi-layered as this. I’m shortly doing a 3000-mile, 10-day tour of Scotland – by the end of which, I’ll know the bike even better. But it’s perfect for the trip – 300 miles between refills, serene handling and more than enough grunt. So far I’ve been impressed (as you’d expect for bike of this price) but I reckon there is still much more to come.

WHAT WORKS WHAT DOESN’T

Quickshifter tries its best

Up/down quickshifter operates with a revised, repositioned gearbox – but it’s still a big gap to bridge between first, across neutral, to second, and needs massaging with the clutch to keep it smooth.

A fill-up is how much?

Vast 30-litre tank adds almost 30 per cent range to the standard GS, meaning one less fuel stop a week on a 60-mile commute. But it also means the standard tank can take £40, which isn’t so much fun.

Sleepy auto cruise control

Radar cruise is good in theory and works well in average speed camera zones. But it’s too conservative on open motorways, leaving too much space behind slow cars and allowing other cars to pull in between.

THE FACTS

  • £25,160*

  • 143bhp

  • 269kg

  • SINCE LAST UPDATE 406 MILES

  • FUEL CONSUMPTION 40.6 MPG

*as tested

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A great route to ride… Peak of the Peaks

PEAK OF THE PEAKS

Best for An adventure around the natural beauty and amazing roads of the southern Peak District. A route that’s got it all.

Length 74.1 miles

Route Buxton, Bakewell, Matlock, Ashbourne, Leek, Macclesfield, Buxton.

Roads A6, B5036, B5035, A515, A52, A523, A537, A54, A53

Love it because It takes in the best of the south Peak District in a 74-mile loop, including famous biker spots like Matlock Bath and the Cat & Fiddle.

Take a picture at The Heights of Abraham at Matlock Bath that offer a stunning panorama of the whole area.

Stop for a cuppa at There are numerous café and tea shops to choose from in Bakewell. Alternatively, The Cat & Fiddle is as biker-friendly as places get – great food, too.

 

Google Maps Link

GPX file

A great route to ride… King of Anglia

KING OF ANGLIA

Best for Slow riding, twee villages, English history.

Length 212 miles

Route Downham Market to Downham Market via Thetford, Bury St Edmunds, Sudbury, Dedham, Mistley, Aldeburgh, Diss, Thetford Roads B1112, B1107, B1106, B1066, B1508, B1087, B1068, B1029, B1352, B1080, B1456, A12, A1152, B1084, B1078, B1069, A1094, B1353, B1122, A1120, B1117, B1118, A1066, A134

Love it because It’s a mooch along country lanes and stopping to stare at stately homes, posh gaffs and cutecottages, through some of the greenest parts of historic England.

Take a picture Thetford, Dedham Mill, Rendlesham UFO, Aldeburgh beach…

Stop for a cuppa Tea at the Quay, Mistley Quay.

GPX file

In a class of one

LAID-BACK BIKING

Overlooked and underappreciated, or overpriced and underpowered? RiDE spends a day getting reacquainted with the Moto Guzzi V85 TT

Words Martin Fitz-Gibbons Pictures Adam Shorrock

V85 TT and Cross Keys Bridge. No need for the genius of modernity with these two

CROSS KEYS BRIDGE marks the spiritual gateway between Lincolnshire and Norfolk. This stunning Grade II-listed, 128-year-old structure isn’t just an eye-catching local landmark – it has a hidden dynamic side. It’s a swing bridge, the whole plot pivoting 90° out of the way when tall boats or ships need to pass through. Spectacular to watch in action, infuriating if you find yourself stuck in the resulting tailback along the A17…

Point is, this isn’t just a bridge between two sides of the River Nene. More significantly it links the past and the present. It’s a 19th-century design, tackling 21st-century traffic. An endearing slice of old-school engineering, but also something of an anachronism. Not the most modern or efficient solution, and definitely not what you’d build from scratch today – but without it the world would be a duller place.

Moto Guzzi’s V85 TT chunters softly between the bridge’s towering grey girders as we cross county lines, heading eastwards. With its traditional touches, distinctive design and pleasing practicality, the comparison is obvious. Like Cross Keys, the V85 is a monument to authentic heritage. But quirky retro appeal alone isn’t good enough – the Guzzi needs to function in the modern world, too.

The V85 TT first arrived in 2019. Its recipe seemed pretty bonkers: the air-cooled, two-valve, pushrod engine from Moto Guzzi’s V9 Roamer and Bobber, imported into an all-new adventure platform. A placid, slow-revving, softly spoken cruiser engine didn’t seem a suitable starting point for an agile, dynamic adventure bike. And despite being Europe’s longest running continuous motorcycle manufacturer, Guzzi had little standing when it came to dual-purpose bikes – the original wide-eyed Stelvio hardly set the world alight a decade earlier. Launched into an adventure landscape dominated by Triumph’s Tiger 800, BMW’s F850GS, KTM’s 790 Adventure and Ducati’s Multistrada 950, a cruiser-powered Guzzi’s chances of success looked about as promising as a faithful old mutt being dropped into a tank of piranhas.

Typical Guzzi character but VVT means it’s bang up to date

However, the V85 TT instantly became Moto Guzzi’s bestseller, with owners drawn to its unique, offbeat style. A light update in 2021 kept it ticking along, before a more significant overhaul last year cemented its place in Guzzi’s range for the foreseeable – despite the arrival of a new, water-cooled Stelvio. The bike beneath me now boasts variable valve timing, cross-spoke tubeless wheels, plus a six-axis IMU. Yet on the surface it’s the same retro-adventurer, with identical size, style and speed as it had back in 2019. So, has the V85 TT moved on too much… or not enough?

Cruising along early morning trunk roads, the V85 TT exudes a chilled, comforting calm. The riding position is spacious and relaxed, the seat plush and wide, the wind protection plentiful with the adjustable screen on its highest setting. The motor thrums along lazily, needing just 4000rpm in top gear to hold a sedate 60-70mph cruise. It’s unexpectedly smooth, too. At tick over the 853cc V-twin coughs and woofs and chugs like a Harley-Davidson, while blipping the throttle causes the bike to rock to the right with torque reaction. It doesn’t promise a lot in the way of sophistication or refinement.

But all that agricultural bravado melts away as soon as you get going. Keep to legal speeds and there’s no nasty vibration through bars, pegs or seat. The mirrors are small, but don’t blur. You can definitely detect there’s some history in the motor from its heavy-cranked feel: it takes a while to gather revs even on full throttle, and on the flip side there isn’t much engine braking on a closed throttle either. But it’s beautifully balanced, fuels fantastically and doesn’t feel basic, clunky or outdated at all.

No anarchy from Michelin Anakees. Sublime ride quality, too

It also now features a variable valve timing system – the first time I can think it’s been applied to a pushrod engine. Forget all thoughts of Honda’s VTEC or BMW’s ShiftCam, because this is nothing like those systems. Instead it’s closer to the mechanical system Suzuki used on their 2017 GSX-R1000. The V85’s single, central camshaft contains a phasing mechanism controlled by six ball bearings moving along tracks. At regular revs the balls sit close to the cam’s centreline; above 6500rpm centrifugal force pushes them outwards, which rotates the cam by up to 14° and improves top-end power by around 5bhp. It is imperceptible, with no switching or stuttering felt by the rider.

However, bear in mind this motor redlines at 8000rpm, makes its juiciest torque at 5000rpm, and conjures up 90 per cent of that at just 3500rpm. In practice, you spend virtually no time on a V85 TT up over 6500rpm, except for the briefest bursts of full throttle fury. Instead, what VVT has allowed Guzzi’s engineers to do is beef up the bottom end usefully, while still finding a way to deliver a peak power figure that keeps brochure-writers and spec-obsessives happy.

“Guzzi’s natural pace encourages you to take it all in rather than streaking through it”

Forget Sport mode – Guzzi doesn’t need it for playtime

Past King’s Lynn we fork off onto a smaller A-road past Sandringham, then again onto a quieter B-road, then once again onto an even skinnier nameless back road that carries us out into early springtime countryside. After a winter that never seemed to end, today feels like a wish has been granted. Blue skies break through thin cloud, green shoots fight through flat farmland, pale blossom bursts brightly from stark cherry trees, and clusters of vivid yellow daffs explode everywhere you look. The smell of promise in the air may be drowned out slightly by the inescapable waft of manure in the fields, but still. It’s a welcome overload for dulled senses.

The Moto Guzzi’s natural pace encourages you to take it all in, to spend time soaking it up rather than streaking straight through it. Its perfect playground is right here: a tight, twisty road slap-bang in the middle of nowhere. Fourth gear is all that’s needed, covering everything from less than 30mph to around 60-ish without treading beyond peak torque. It’s not like shifting gears is a hardship – the gearbox snicks between gears easily and sweetly, while the clutch’s slipper/gripper design makes for a deceptively light lever action. There’s no quickshifter, and no option for one either. I’m kinda torn – I know it fits in with the V85’s simple retro vibe, but a piece of me thinks having one would actually accentuate its lazy, laid-back nature. It’s not like the V85 is a Luddite either: it has cruise control, a colour TFT dash and lean-sensitive rider aids. There’s also a choice of Rain, Road and Sport riding modes, though I refuse to try Sport purely out of principle. Don’t be ridiculous.

Don’t be fooled by the blur – MFG’s savouring the surroundings

Physically, the V85 TT sits in that awkward no man’s land between ‘middleweight’ and ‘heavyweight’. It feels significantly more manageable than a full-on BMW R1300GS or Ducati Multistrada V4 (despite, at 230kg, not actually being a whole lot lighter). But it definitely doesn’t offer the instant agility of KTM’s 890 Adventure or Triumph’s new Tiger Sport 800 either. A push of its tapered aluminium handlebar teases the Moto Guzzi to roll steadily on its Michelin Anakee Adventure tyres, where it follows a line with mature confidence.

Sublime ride quality amplifies the V85 TT’s sense of sure-footedness. The suspension doesn’t seem to be anything special – there’s no electronic cleverness, no fancy brand names, no complete set of adjusters. But the spring rates are perfectly picked, and damping is a delight. It’s soft enough to smooth bumpy roads, but composed enough to never dive too far into its 170mm of travel.

TFT dash is good; range better than 255 miles shown

With clouds cleared and the sun high in the sky, I’m starting to get a bit of a sweat on. I pull over to eagerly strip the thermal lining from my jacket and undo all the zips – a universal delight for any biker exiting hibernation. As I’m undoing poppers, I notice a dirt road leading away from the lay-by, temptingly teasing off into the distance between hedgerow-lined fields and vanishing over a modest hill. I wonder where that goes… Only one way to find out. I select ‘Off-Road’ mode, stand on the pegs and rumble forwards in second gear. The V85 TT is no Dakar-demolishing hardcore enduro, but it does deliver the dash of multi-surface ability implied by the name (‘TT’ stands for ‘tutto terreno’ or ‘all-terrain’). Standing up feels natural and nicely balanced, the Michelins have a tiny bit of tread to bite into the dusty surface, and there’s enough ground clearance that I can happily clunk over a few stones without worry. At least there’s no risk of putting a hole in the radiator…

TT is part of the V85’s name for a reason…

I spend the rest of the afternoon joyously lolloping along random roads and nameless lanes, before spotting a sign for a beach on the Norfolk coast that I’ve never visited. It’s spectacularly desolated, meaning I can get right up on to the sand. Standing back confirms that the Guzzi isn’t just charming and characterful, and it isn’t just comfortable and practical (after 150 miles the tank’s still half-full). It feels genuinely special, too. From a distance it’s strikingly handsome – especially so in these ‘Rosso Fuji’ colours – but up close the detailing adds another layer of allure. The eccentrically adjustable tips on the gear and brake pedals. The gleaming machined cooling fins. The 3D badges, and eagle-shaped daytime running light built into the headlight. ‘Made In Italy’ moulded into the handguards.

The Moto Guzzi V85 TT isn’t the fastest, most capable or most modern adventure bike. And it’s definitely not the adventure bike a brand-new firm would think about building from scratch today. But without it, world would definitely be a duller place.

Mandello’s eagle loves to spread its wings and glide along roads like these

THE FACTS

  • Price £12,150

  • Engine 853cc OHV 90° V-twin, 2v per cyl, a/c

  • Transmission Six-speed shaft

  • Power 79bhp @ 7750rpm

  • Torque 61lb·ft @ 5100rpm

  • Fuel capacity 23 litres

  • Seat height 830mm

  • Wheelbase 1525mm

  • Weight 230kg (kerb, claimed)

  • Rider aids Cornering ABS and traction control, 4 riding modes, cruise control

THE PARTS THAT MAKE IT A JOY

A wonderful motorcycle for taking in sights and (most) smells

TANK RANGE

The fuel tank holds a whopping 23 litres. We averaged a measured 54mpg, which gives a theoretical range of more than 270 miles from brimmed to empty.

ENGINE

Air-cooled 853cc V-twin chugs and barks like a cruiser on tick over, but smooths out on the move. Plenty of effortless punch, provided you’re not in a rush.

SHAFT DRIVE

Normally the preserve of expensive BMW GSs and Triumph Tigers. If you want a sub-1000cc adventurer or all-rounder without a chain to maintain, this is your only choice.

SUSPENSION Sublime ride quality from suspension that’s neither electronic nor fully adjustable. Plush enough to smother bumps beautifully, composed enough to keep the chassis in check.

DETAILS So many pleasing parts as you poke round – from the adjustable tips on the gear and brake pedals, to the afterburner-style rear lights, to the Guzzi-branded cable ties.

FANCY A USED ONE?

Moto Guzzi’s V85 TT has been around for six years, with latest official figures suggesting more than 1000 are taxed and in use on Britain’s roads. Here’s what to look for and what to pay:

  1. Final drive Check for any oil residue on the shaft drive. There was a recall in 2019 to replace the shaft drive oil seal, as some leaked.

  2. Footrests Ensure both footrests have their pivot pin circlips. The first 250 UK bikes were recalled to check these as they ‘can detach’.

  3. Valve adjustment V85 engines need valve clearance checks at the initial 900-mile service, then every 6200 miles. Ensure these have all been done.

  4. Knock Pre-2024 bikes lacked knock sensors, with some owners noticing a ‘pinging’ sound from the engine on full load. Check the ECU has the latest map, double check valve clearances, and try premium petrol.

  5. Airbox Some V85 TT owners say the airbox design on pre-2024 models can allow dust to bypass the air filter.

Aftermarket filters and/or using sealant on the airbox surfaces can help.

Stand back and admire it – there are so many neat touches

What to pay

  • £4500 The cheapest V85 TT we found on eBay. Private sale, 2021 Travel model, 50,000 miles.

  • £6500 Typical starting price for a used V85 TT advertised at an independent dealer.

  • £8500 Buys a 2022 or 2023 model, less than 5000 miles, in tip-top condition, with panniers.

Still fancy one? Learn more in our Buying Guide in next month’s issue.

Head into stores to grab your latest issue, or why not subscribe to RiDE Magazine and enjoy 3 issues for just £5 in our spring sale!

Will China end up being the ‘new Japan?’

RIDE INVESTIGATES

China now produces an array of high-tech, great-value bikes. Industry expert Ben Purvis looks at what the future could hold…

Words Ben Purvis Pictures Bauer Archive

BMW-based Voge DS900X has been one of the success stories of the year

The story of the British motorcycle industry’s fall from grace is already a well-worn one – complacent about its superiority, it noticed only too late that customers were turning to Japanese bikes in droves. And today we’re witnessing a leap in technology and capability from Chinese bike makers that could put them in a position to carry out a similar coup.

The rate of development today is breathtaking, even if many aren’t aware yet. Take QJMotor, for example: the brand was created by Benelli and Keeway owner Qianjiang in 2020, with a single bike – the SRK600 – that was essentially a restyled Benelli TNT600i. Five years on and QJMotor’s global line-up includes more than 140 models – from 50cc scooters to 1000cc four-cylinder sportsbikes, electric bikes and even a range of ATVs. The company races in the World Supersport Championship with its own SRK800RR, is title sponsor of the MSI Moto2 team, and we’re sure it has its sights set on the UK market.

In this country, CFMoto is perhaps the best-established Chinese bike brand. In the past they have collaborated with KTM for engines, but now also develop their own, too. The firm has also recently launched their first three cylinder models, the 675SR-R sportsbike and 675NK roadster. At less than £7000 they’re both stunning value, highly competent and loads of fun. In China they also have a four-cylinder sportsbike and machines as big as the 1250TR-G tourer – a technological tour de force with the largest touchscreen dash of any production bike, radar, and a KTM-derived V-twin engine that produces 141bhp.

Last year saw the launch of China’s most ambitious motorcycle yet, the Souo S2000, made by a newly created motorcycle arm of car and truck-building giant Great Wall Motor (GWM). The company took Honda’s Gold Wing as a template for ‘biggest and best’ and aimed to outperform it in every area, resulting in a 2000cc eight-cylinder tourer with an eight-speed dual-clutch semi-auto transmission and every gizmo imaginable.

“Positive attitudes are increasingly prevailing”
— DOMINIC HARRIS, CFMOTO SPOKESMAN

CFMoto’s 1250TR-G: not in the UK yet, but watch out BMW RT…

Growing demand

The increasing acceptance of larger-capacity Chinese bikes can be seen in their rapidly rising sales figures. CFMoto, for example, `achieved only 70 new bike registrations in the UK in 2021 according to DVLA figures, but that’s rocketed since then. In the first six months of last year – the most recent available figures – 406

CFMotos were registered, and the quarter-by-quarter graph shows rocketing growth since 2023.

The number of Chinese manufacturers offering large, 600cc-plus bikes in the UK is growing fast as well. In the past couple of years, we’ve seen newcomers like Voge – part of BMW-partnering Loncin – Morbidelli and Kove appear on the market. We ran a Voge DS900X, which shares crucial components (including the engine) with BMW’s F900GS, and found it to be practical, fun and fitted with a stunning level of kit for its £9199 sticker price.

The common theme is a combination of high equipment levels and low prices, making a tempting proposition for riders who are prepared to venture away from the safety net of mainstream brands.

Dominic Harris, spokesman for CFMoto in the UK, told us: “Positive attitudes are increasingly prevailing among customers and dealers. Many are excited about the build quality and affordability of Chinese bikes, often comparing them to Japanese and European competitors as opposed to other Chinese brands.

“This shift is evident in the growing interest and sales, as well as the favourable feedback regarding their value for money and reliability from both motorcycle press and customers themselves.”

When it comes to ownership, reliability and parts availability, he’s similarly upbeat, saying: “Feedback from customers has predominantly been positive with regards to ownership experience. Customers and dealers alike have found these bikes to be reliable and durable, often exceeding expectations.”

RiDE reader Seb loves his CFMoto 800NK Advanced

‘MY CFMOTO HAS BEEN SO IMPRESSIVE’

RiDE reader Seb Seal made the leap to a £7099 CFMoto 800NK Advanced last winter, swapping from a 200hp-plus supercharged Kawasaki Ninja H2 SX to the Chinese-made twin.

“The fit, finish and quality of the machine is genuinely outstanding,” he said, “And the feisty, crackling twin is more than enough for mere mortals on the road. The bike is great fun and does everything the Ninja did apart from the ballistic and unusable top end.

“The only downside I have experienced is general xenophobia – something similar to that of when people still harped on about ‘Jap Crap’ when I was starting out.

“The 800’s cruise is the most glitch-free I’ve ever come across and contrary to reports is terminated by any additional throttle, clutch or brake input.

“The J.Juan brakes are every bit as good as Brembos and suspension is on the supple side of sporty. It’s worth noting that parts for these direct from China cost peanuts – a genuine comfort seat is £60 including VAT, taxes and delivery.”

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Speed Triple gets cushy

FIRST RIDE - TRIUMPH SPEED TRIPLE 1200 RS

Electronic Öhlins upgrade solves Speed Triple’s rough-riding issue

The same bold presence, now with a ride to match Pictures: Chippy Wood, Stuart Collins

ELECTRIC SHOCK

The Öhlins TTX shock absorber and upside-down forks now have a black box in charge of the damping adjusters, constantly reacting the load, road conditions and your set-up desires – similar to the old 1200 RR, but with next-gen electrical/damping parts.


CLEAN PUNCH

Euro5+ forced a few tweaks to improve emissions, but Triumph married the legislative changes with performance improvements. Peak power is now 181bhp (three extra), plus an extra 2lb·ft of torque.

The 2021 SPEED Triple RS was a swing and a close miss: stonking engine, good kit, but the ride quality and handling let down what should have been a brilliant roadster. The RR variant, with semi-active damping, was better – but the incongruous retro mini-fairing and low bars limited appeal.

While the RR is discontinued, the RS is updated for 2025 with digitally managed suspension in the form of the Öhlins’ latest EC3 system, as well as refined electronic and mechanical components to respond faster and deliver something akin to the effect of MotoGP ride-height devices, fiddling with settings to promote grip out of corners. Clever.

The main benefit is eradicating the out-of-the-box setup that was too harsh, yet lacking support if you wanted to get lively. The digital interface allows fast access to a selection of suspension presets to suit your desires, too, so no need for an intimate understand of prebound and depression damping to correct it…

Personalising it is straightforward – you tell it you want more braking support, or stability, or nicer ride quality, via sliding toggles in the menu. No doubt this will pay dividends on a sunny back road or track, but it also proved a significant benefit for the largely wet conditions on the combined street/circuit launch: the standard Pirelli Supercorsa SP tyres are arguably a bit too racy for a bike that’s not track-focused (even though it is track capable), yet the suspension is able to dial in compliance and aid natural grip in tricky conditions, helping make the best of a semi-slick tyre designed to excel on sun-kissed tarmac. A manually adjustable Marzocchi steering damper has been added to calm wobbles – rarely needed on the road, but the RS threatened to get wriggly a time or two on track, so you may call on its calming influence at some point…

The Speed Triple’s road-focused punch is still the star of the show, with an extra 2lb·ft of torque delivered 250rpm earlier. It’s a true, built-for-purpose supernaked engine, rather than a watered-down sportsbike – and all the better for it. It revs on with ferocity, but that midrange-centric delivery makes its substantial output usable at close-to-sensible speeds.

STUNTS FOR ALL Triumph have segregated wheelie control from traction control, but it’s not just a preventive measure – set it low enough and it’ll hold the front wheel aloft with minimal stunting ability required from you…

The electronics have had a makeover too: separate wheelie control, engine braking management and ‘brake slide assist’ are introduced for track fiends to get the most out of it: I only really got chance to try the wheelie control, which offers the surreal experience of being able to pin it, front wheel 600mm in the air for as long as you like. As someone who can’t wheelie ordinarily, this could get me into trouble… The operating system and display is still a bit clunky and doesn’t allow quick adjustment on the move, or display as much info as you’d like without opening submenus. Trip functions aren’t displayed as readily as we’d like, either.

It is more comfy, with higher, wider bars shortening reach and keeping the spacious seat-to-peg gap. Vibes are reduced by a revised balancer – at certain rpm (about 70mph in top, annoyingly) there was an unpleasant high-frequency buzz, but on the basis of this ride at least, it’s better.

The rest of the Speed Triple is similar to before, but that’s no bad thing. It’s a shame rain prevented us getting a full picture of how the revisions have improved the bike, but it should be a much closer, more viable alternative to the KTM Super Duke and Aprilia Tuono V4, as well as the MT-10 SP. Those extra manners and niceties should underpin what was already a very potent machine.

DAN SUTHERLAND

BEYOND THE HYPE: The bits that actually make a difference

It’s cushy

The previous RS’s harsh damping is a thing of the past with the 2025 model. The Öhlins magic-carpet effect cossets you far better and aids mechanical grip in poor conditions with no drawback in the dry when you push on.

Better electronics (if you can find them)

The new digital toys are great fun, but Triumph’s joystick controls – as well as the menu layout on the TFT dash – remains frustrating. They’re getting better, but a more significant change to the interface is needed.

Flip-flop faster

New wheels with a hint of OZ Piega style (they’re unbranded, cast parts) look the part and knock a few grams off the unsprung weight. Not enough to feel as you lift it off the stand, but it helps make it a touch more responsive in direction changes.

The second-gen 1200 RS makes a much stronger case for itself now it has the ride quality it desperately needed as a sporty roadster with track potential. It’s a successful update that’ll make owners of the old bike envious.

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2024 Voge DS900X: What we’ve learned after 3400 miles

LONG-TERM TEST BIKES

Can you trust a cut-price adventure bike from a relatively unknown brand? After five months with Voge’s DS900X, we have the answers…

Pictures Bauer Archive

It’s been an interesting few months with the Voge DS900X. Launched in early autumn, it impressed us instantly with its equipment level, superb value and more-than-passable dynamics. Loncin, the company behind Voge, also manufacture BMW’s F900GS motor and this bike shares a version of that engine while also having a similar chassis and running gear – at a fraction of the cost.

So, where the catch? We’ve given the Voge a hard time to find out. It’s been out in snow, salt and gloop, been razzed up and down the country, and has hosted more RiDE staff buttocks than any other machine. We’ve clocked up more than 3000 miles on it, and aside from one hiccup it’s been pretty plain sailing…

1 Time to stop talking about ‘Chinese’ bikes

It’s impressive. Fit and finish are way ahead of bikes from a few years ago. Metalwork is convincing, well-painted with an aluminium sparkle to bars and yokes, the filler cap is solid, plastics are thick and fit well. General component spec is on par, and after a winter’s use there’s no significant corrosion – things like wheel spokes, disc carriers and buttons, banjo bolts and fasteners are all clean. I’ve seen Japanese bikes looking far worse far more quickly.

Simon Hargreaves

2 Dynamics are decent

Aside from a dragging centrestand, it’s fun in the bends

KYB suspension is soft as standard, but is adjustable and responds well to tweaks – it controls the Voge’s hefty 270kg wet weight reasonably well and give accurate handing, even if it isn’t exactly a corner slayer. The DS900X loves A and B-roads where you can pick a flowing line, rolling on and off the gas and taking advantage of the smooth and effective F900GS-based motor. That motor also gives vibe-free, tall-gear cruising on the motorway. Comfort and wind protection are good, too.

Matt Wildee

3 Beyond fully loaded

Enough here to keep geeks happy for months

Nothing else matches it for kit at the price. Big TFT dash, cruise, heated grips and seat, keyless, crash bars, fogs, handguards, centrestand, TPMS, aluminium panniers and top box, blind spot radar, front video/stills camera, quickshifter, adjustable levers and screen, rider modes, traction control, and satnav via Voge’s app. Probably more I forgot to mention. And it all works okay – switchgear is good, menu navigation easy enough, and while the screen’s a bit cluttered, it’s informative. An amazing inventory.

Simon Hargreaves

4 We’ve had a few niggles, though

Headstock bolt loosened off

The headlight aim was hell to adjust. The headstock nut worked loose. The fuel gauge is the most inconsistent of any I’ve ever used – sometimes staying ‘full’ then dropping like a stone – and isn’t helped by a lack of a range indicator. Keyless ignition is good, but infuriating when it isn’t combined with a keyless fuel cap and a tiny key stored in the fob. The centrestand drags when you corner quickly, and when we put the bike in for a firmware update, the odometer was reset to zero. Voge are replacing the dash under warranty and the mileage can be reinstated.

Matt Wildee

5 Overall, it’s a pretty decent package

Comfortable, well-built, reliable over our test period, and offers so much for the cash. It doesn’t feel quite as together or sophisticated as a Tiger 900 or F900GS – they are lighter, more powerful and, if your ride briskly, much more fun. But the Voge is more than 30 per cent cheaper for a bike with similar spec, and while it’s a tidy handler and has a good motor, it feels a step away from the cutting edge. For many, though, the price will mean this won’t matter a jot.

Matt Wildee

WHAT WORKS WHAT DOESN’T

Brilliant luggage as standard

At the time of writing, Voge include a £1000 set of 27-litre aluminium panniers and 27-litre top box free with the DS900X. They’re brilliant, well-made items, and felt-lined for a posh touch. SiH

Proper running gear and tyres

Brembo calipers are proven, as is the KYB forks and the shock (which has a neat hydraulic preload adjuster). OE tyres are Pirelli Scorpion Trail IIs – they have proven good in the wet and last well, too. MW

Candid camera, but unnecessary

Camera runs on a constant loop recording to a card on the bike, links to your phone over Wi-Fi, and can grab a screenshot by pressing a button on the right bar cluster. I’ve never been keen to use it, though. SiH

COSTS SO FAR

  • First service £180

  • Fuel, 303 litres @137.8p/litre £417

  • Cost per mile £0.18

THE FACTS

  • £9199

  • 94bhp

  • 270kg

  • MILES THIS MONTH 698

  • MPG THIS MONTH 51.0

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A great route to ride… The Brecon Romp

The Brecon Romp

Best for Riding roads made famous by Top Gear (but they’re pretty good nonetheless)

Length 86 miles

Route Start off the A465 at Garnlydan, B4560 to Llangyndir, Talybont-on-Usk, then head for Merthyr Tydfil, back into the hills on the A470, loop back to Hirwaun on the A4059, then A465 again to Abercraf and into the hills again on the A4067, loop round onto the A4069 Black Mountain Road

Love it because It’s remote, wild moorland, with some amazing strips of tarmac

Take a picture Pontsticill Reservoir

Stop for food Aberglais Inn just outside Merthyr