First Ride: ZXMoto 500RR

Looks the part. Rides the part, too

ZX… who? The Chinese sportsbikes causing a stir are from a company just two years old, but the top man behind ZXMoto is Zhang Xue, a star of China’s motorcycle industry and the founder of Kove (themselves cooking on gas in the rally world). Backed by private and state-backed investment, he set up ZXMoto in 2024 having left Kove. As a result, the 500RR feels a far more polished performer than you would expect from a brand-new Chinese-built model. Their 820 model is second in the World Supersport championship at the time of riding, too…

So often with Chinese bikes the spec sheet impresses but the integration of those parts is far from harmonious. Not the case with the 500RR. No known-brand components are used; instead it sticks with Chinese-built alternatives, but it isn’t an issue as they all work together as a package. A package that includes angle-responsive ABS, traction control, variable power modes, a quickshifter (up only), fully adjustable suspension, radial brakes and connectivity – for £6049. You aren’t left questioning the ZXMoto’s value for money.

ABS is angle-responsive, Taisko radial brakes

On the open road, the 500RR is a joy. Surprisingly spacious for a small-capacity race rep, its chassis has a lovely natural balance that makes it instantly assured while never diluting from its sporty side. If you fancy some knee-down action, it will merrily oblige. Firming up the suspension sharpens the ride if you are happy to sacrifice a bit of its compliance.

The engine isn’t too all-or-nothing, either. Thanks to its extra capacity over its inline-four rivals (the QJMotor SRK421RR is 421cc, Kawasaki Ninja ZX-4RR is 399cc), the ZXMoto pulls stronger than you would expect low-down. Ideally you need to be above 6000rpm to unlock any noticeable drive with 10,000rpm the point it starts to get exciting, but it is far from frustrating. The throttle response is spot-on and the gearbox action precise. And you can’t really criticise a small-capacity inline four for being rev-happy – if you want lazy grunt, buy a (far less thrilling) parallel-twin. But that’s not what potential buyers are looking for. They want a mini race-rep to thrill – and the ZXMoto delivers it. Alongside a reasonable reassurance your money is safe.

Single-sided swingarm is nicely made

ZXMoto already build 10,000 bikes a month and have plans for a factory capable of producing 500,000 a year, so they are far from a flash in the pan. There are 13 UK dealers signed up to sell ZXMoto’s products (the 500F naked, MX250 off-roader and 820 race rep will all arrive by early 2027) and they offer a three-year warranty with a UK warehouse set aside for spare parts.

All factors considered, ZXMoto appear the real deal.

JON URRY

Three-year warranty, UK spares warehouse

RiDE VERDICT

The 500RR feels like a polished bike, almost Japanese-like in its refinement and development – and that’s impressive. If you are after a mini race-rep it won’t disappoint. But for us the real intrigue will be when the 820RR lands, which will have greater market appeal.

THE FACTS

  • Price From £6049

  • Engine 470cc DOHC 16v inline four, l/c

  • Transmission Six-speed chain

  • Power 83bhp @ 13,500rpm

  • Torque 34lb.ft @ 11,500rpm

  • Fuel capacity 15 litres

  • Seat height 800mm

  • Wheelbase 1395mm

  • Weight 180kg (kerb, measured)

  • Rider aids Cornering ABS, traction control, five rider modes, quickshifter, connectivity

Head into stores to grab your latest issue, or why not subscribe to RiDE Magazine and enjoy 3 issues for just £3

Long-term test: Yamaha Tracer 9 GT

Sports-touring balancing act

Justin weighs up the Tracer 9 GT’s pros and cons with a final 500-mile fling

THE FACTS:

  • £13,954

  • 117bhp

  • 227kg (kerb)

SINCE LAST UPDATE: 1757 miles (6046 miles in total)

FUEL CONSUMPTION: 56.93 MPG

COSTS THIS MONTH:

  • £682.90

  • £248.63 fuel, 140.44 litres @ £1.77/litre

  • £116.99 Puig touring screen

  • £317.28 Michelin Road 6 GT tyres

JUSTIN HAYZELDEN’S 500-MILE LOOP:

Google Maps

GPX file

To get the best out of life, you must embrace compromise – balance the rough with the smooth, the highs with the lows. After 6000 miles, the Yamaha Tracer 9 GT has proved ideal for practising it. That’s because it, like many tall-rounders, could be considered a compromise by design. Is that a bad thing? Time for a 12-hour spin to look back on six months of custodianship and highlight where that philosophy works, or doesn’t.

Bumpy fen roads and featureless dual carriageways start of our journey, and the Tracer isn’t at its best here. The semi-active suspension struggles to cope with uneven rural tarmac, occasionally bottoming out with a grimace-inducing grind from the underslung exhaust, and on the multi-lane ‘slab’ the short-ish wheelbase lacks the longitudinal stability that gives a full-bore tourer effortless long-distance comfort. But the lofty riding position is untaxing, and I’ve fitted Puig’s tallest touring screen to create a turbulence‑free cocoon.

Despite that, there’s little scope for relaxing as the CP3 engine maintains a constant sense of urgency, even with cruise control engaged. While that may be mildly frustrating for motorway-type miles, it becomes a joy when on twisty stuff. West of Birmingham the Tracer eats up overtaking opportunities to make smooth, steady progress across Shropshire. We’re in my favourite custom riding mode – suspension set firmly, throttle response wound down one notch, electronic aids on minimal intervention – which gives the chassis the freedom to flex with the natural flow of the road.

A lunch stop at Shrewsbury Services marks the halfway point, and with the exuberance of the previous stretch fresh in my mind we wend back east at a more

leisurely pace, full belly taking precedent over Tracer keenness. Sometimes you have to force the balance…

We trundle through the Peak District and onto the A6, basking in the eventual appearance of sunshine to barrel through its glorious bends. The quickshifter works flawlessly, the autoblipper especially welcome and causing addictive barks and howls in equal measures.

By the time we reach the Lincolnshire Wolds, the sun is setting. But we’re still ‘on it’, the Tracer acting like an energy drink though a slow IV drip to keep me alert. Soon enough we’re marking time through unavoidable average speed cameras along the A17, before cutting a swathe of artificial daylight through Norfolk to arrive back home some 13 hours and 500 miles later.

As Yamaha’s flagship tourer, the Tracer cannot match the effortless smoothness of the late FJR. The chassis is too short for easy-going distance, the riding position too lofty for sporty aspirations. And while the TFT is great and connectivity seamless, navigation via the Garmin app becomes laggy to the point of being useless.

So, where’s the balance? Ultimately the GT delivers, because I finish every ride feeling engaged and fulfilled. It may not have the wow factor when I open the garage door, but I know we’re going to have a good day – and its load-lugging ability expands that to a multi-day tour and more. I am going to miss it.

HIGH BUT MIGHTY

The adjustable seat sits comfortably level in its uppermost position, though it can feel tall at standstill. Padding is firm, but forgiving, which is ideal for a long day in the saddle.

FRUGAL

An average of 56.93mpg on E5 fuel gives the Tracer a theoretical tank range of 237 miles. Reserve warnings start flashing with a good 50 miles in hand, keeping top-up anxiety at bay.

EXCELLENT HEADLIGHTS

Adaptive LED headlamps use an onboard camera to adjust brightness according to street lights and oncoming vehicles at night. It’s not something you notice, but low-light visibility is never in question.

IT REALLY IS ALL ABOUT THE DETAILS

Justin’s findings on what really works for a big tour with the Tracer 9 GT – and what doesn’t…

It feels its best on Michelins: Michelin Road 6 GT proved the best fit, with limpet-like grip from cold, rock-steady stability through the turns, and bundles of confidence in wet weather. No room for compromises here.

The boxes are really good: Even with 105 litres of load space, the GT feels compact. Keyless luggage detaches easily and is suitably sturdy for transporting back and forth to your digs. Top case can swallow two flip-front lids.

Connectivity could be better: Hooking up a smartphone and intercom is no problem (iPhone 14 and Sena 60S in this case), but the Garmin Motorize app struggles to keep up. Our Beeline Moto II saved the day.

Head into stores to grab your latest issue, or why not subscribe to RiDE Magazine and enjoy 3 issues for just £3

Fit a new set of front brake pads

THE SMALL STUFF

An easy and highly satisfying DIY task – but pay attention to safety

Depending on how and where you ride and the compound of brake pads you favour, they’re going to wear out sooner or later.

You can save the expense of a trip to the dealer by taking on the task yourself – but you do have to be meticulous when it comes to safety – brakes are brakes after all. So, it is important to take your time and doublecheck your handiwork as you go, and again once the task is completed.

Remember too that it will take a few applications of the brakes on the road until the new pads bed in to the discs.

  • TOOLS NEEDED Sockets, spanners, Allen keys

  • TIME TAKEN 25 minutes

  • DIFFICULTY ●●●●●

1. Get started on stoppers

Having first taken the cap off of the master cylinder reservoir and wrapped some shop towel around it to catch spillages, loosen the pad retaining pin(s) – easier while the caliper is still on the bike. Next, loosen and remove the caliper retaining bolts. Note the orientation and fitting of the pad retaining spring. Once the caliper is off, use a bungee or some string to take its weight off the hose.

2. Take time to clean the caliper

Invert the caliper and gently pump the brake lever to move the pistons out a little. Leave the old pads in while doing this to avoid popping the pistons out of their bores. Remove the pads and clean around the pistons using brake cleaner and something like an old toothbrush. Refit the old pads, insert an old large screwdriver between them, and slowly lever the pistons back into the caliper.

3. Ready for new pads

Check for fluid overflow at the reservoir and remedy as necessary. With the pistons fully retracted, the new pads can be fitted. Lightly grease the shaft of the retaining pin(s) and put copper grease on the threads. Check the pads are in their slots in the caliper and that everything is correctly orientated, then refit the caliper and tighten to the correct settings. Refit any R-clips to the retaining pins.

4. Pump the pads into position

Satisfied that everything is tightened at the caliper end? Next, gently operate the brake lever to prevent any sudden spurts of fluid from the reservoir. The lever will go hard once the pads have made contact with the discs. Conduct a visual check of the pads to be doubly sure. Check the new pads haven’t raised the fluid level too high in the reservoir. Correct as necessary.

Head into stores to grab your latest issue, or why not subscribe to RiDE Magazine and enjoy 3 issues for just £3

Bigger Bullet has bigger bang

FIRST TEST: ROYAL ENFIELD BULLET 650

Retro roadster brings Bullet style with added twin-cylinder shove

PICTURES ADAM SHORROCK

We like what the Bullet stands for – it’s fun and undemanding

The Royal Enfield name is as British as a village green and a strong cuppa – and despite being built on the other side of the world, it just feels right for a sunny run on British country lanes. With great looks and decent dynamics, the Bullet 650 nails the easy-going, nostalgic brief.

It shares much with the Classic 650, launched last year: 648cc air/oil-cooled parallel twin; chassis and running gear; and broadly the same price depending on finish.

The Bullet’s trick is how it presents that package. A single-piece seat replaces the Classic’s split perches, the rear mudguard shape changes, and the hand-painted gold pinstriping is there to do the heavy lifting. Put together, those details echo the silhouette of Royal Enfield’s evergreen Bullet 350, a bike with a lineage stretching back decades, and one that still tugs hard at the heartstrings of the retro-obsessed.

Dash combines retro and modern touches

And yes, you’ll get the attention. Park it outside a pub and someone will wander over for a chat, almost guaranteed. But the real reason the Bullet 650 exists is to offer the Bullet look with far more usable performance than the smaller thumper can deliver. RE’s 650 twin has been around long enough to feel properly sorted, and here it’s smooth, tractable and notably low on vibration. With long gearing and a broad spread of torque, you can leave it in third or fourth and just flow – it’s a calm, unforced way to make quick progress on B-roads.

The controls keep things old-school. The clutch action is on the heavy side and the gearbox wants a deliberate boot, especially when new, but it suits the bike’s no-rush personality. Fuelling is excellent: roll the throttle on and it responds cleanly, building speed without snatch or drama. There’s enough top end for sensible overtakes, while fifth and sixth feel like overdrives for relaxed 70mph cruising.

Single disc adequate rather than awesome

At 243kg wet it isn’t a lightweight, but the Bullet carries its mass well. The non-adjustable forks and twin shocks can feel abrupt at low speed over potholes and humps, yet improve as you work them harder and sit further into the stroke. Backing preload off helps, even if it never becomes truly plush. The low centre of gravity and 19in front wheel make it easy to steer with the bars, and the MRF tyres behaved predictably in dry test conditions.

Braking comes from a single front disc with a ByBre caliper; it’s progressive rather than punchy, and you’ll want to use the rear brake properly to stop sharply. Ergonomics are mild-cruiser with mid-mounted pegs; the seat is comfy, but weight sits down through your spine, so long stints can tire you before the bike does. Still, when you’re ready for a stretch, it’s probably time for that brew anyway.

JUSTIN HAYZELDEN

BUYING ONE

  • £6799 On-the-road cash price

  • £98.95 PCP per month x36 (£1359.80 deposit, 4000 miles, optional final payment £3217, 9.9% APR)

Handsome – and the build is very decent

THE RiDE VERDICT

The Bullet 650 is a charming retro and delivers a relaxed, rewarding ride. Add top-notch chrome, sparkly paint, beautifully finished pinstriping, heritage touches like cast badges and old-school detailing, and you’re onto a winner. Good value, too.

THE FACTS

  • Price £6799

  • Engine 648cc SOHC 8v parallel twin, air/oil-cooled

  • Transmission Six-speed chain

  • Power 46bhp @ 7250rpm

  • Torque 39lb.ft @ 5650rpm

  • Fuel capacity 14.8 litres

  • Seat height 800mm

  • Weight 243kg (wet)

  • Rider aids ABS

Head into stores to grab your latest issue, or why not subscribe to RiDE Magazine and enjoy 3 issues for just £3

In kit we trust

GEAR

RiDE technical contributor Alan Seeley on the kit that makes his biking life better

My biking pleasure is derived both on road and in the workshop. I need kit I can rely on, and anything that isn’t up to sustained use reveals itself under the relentless demands placed on it. Value and quality always ace price, but most expensive gear doesn’t always deliver the best results.

1. HJC RPHA 91 - £449.99

RPHA less of a mouthful than Revolutionary Performance Helmet Advanced. But it’s flippin’ brilliant

RPHA less of a mouthful than Revolutionary Performance Helmet Advanced. But it’s flippin’ brilliant

Performance ●●●●●
Value ●●●●●

Last year, my riding kit was looking tired. I replaced my helmet with this RPHA 91 flipup touring option, and it’s a daylongcomfortable work of genius. The shell uses mixed fibres for protection and light weight. The flip-up visor mechanism and integral sun visor must add a bit, but it tips the scales at a reasonable 1700g. After 10,000 miles, it works as good as new.

www.oxfordaccessories.co.uk

2. Oxford Hinterland 2.0 jacket - £349.99

Great in the hinterland – and when you up the pace

Performance ●●●●●
Value ●●●●●

Central to my wardrobe overhaul was this Oxford Hinterland 2.0 jacket, described as “crafted for adventure riders with a sporty spirit”. Not sure how adventurous or sporty I am, but the Hinterland 2.0 delivers that magic combination of weather protection and breathability that riders of my generation marvel at, with hightech fabrics and clever construction. CE AA certification and Level 2 protectors boost confidence. Perfect combined with the Hinterland 2.0 trousers (£279.99).

www.oxfordproducts.com

3. Weise Ion textile heated gloves - £209.99

Toasty fingers assured – even on lowest setting

Performance ●●●●●
Value ●●●●●

Possibly not at the forefront of our minds at this time of year, but it is reassuring to know I have these Weise Ion gloves for when the colder months roll around. My advancing years make me more susceptible to the cold, but even the lowest of the three heat settings is enough to keep my hands warm. The 2200mAh batteries give up to four hours of heat on a single charge – plenty for winter rides.

www.weiseclothing.com

4. Kriega Rollpack 20 - £129

Carries all you need, without needing a rucksack

Performance ●●●●●
Value ●●●●●

As useful as a rucksack is, they can be restrictive when riding and I’m always tempted to overload them. The Kriega Rollpack 20 moves my daily gear, laptop and whatnot elsewhere – in this case, the pillion seat or rack. Being a roll pack, the fit is flexible to whatever you’re carrying. The straps can be secured to a rack, subframe or so on, otherwise supplied subframe loops can be fitted to your bike.

www.kriega.com

5. Whale chain breaking and riveting tool - £140

A ‘Whale’ of a tool that Alan says should be in everyone’s toolbox

Performance ●●●●●
Value ●●●●●

Every bit as substantial as it looks and its price tag implies, the Whale chain breaking and riveting tool is the one you will find in most professional workshops. This is a veteran of countless chain and sprocket replacements and still good for many more. Considering workshop labour rates, you would only need to replace a chain and sprockets twice for the tool to have more than paid for itself.

www.drbikes.co.uk

6. Halfords Advanced 150pc socket and spanner set - £125

Still all present and correct after 15 years of hard use

Performance ●●●●●
Value ●●●●●

A mainstay of my workshop, I’ve had this set for at least 15 years. The tools have a great fit and feel, plus a lifetime guarantee. They’ve been worked hard. I can’t see a set exactly like this in Halfords’ current range, but there are plenty similar. Halfords are forever doing half-price offers – at time of writing there was a comparable set (150 pieces) for £125. A no-brainer bargain.

www.halfords.com

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

Ace tribute to Freddie’s winner

FIRST TEST: HONDA CB1000F

Honda’s homage mixes 1980s superbike charm with modern fizz

PICTURES HONDA
WORDS: ALASTAIR FAGAN

Honda haven’t been the biggest on nostalgia, but it’s a solid new rival to the Z900RS

We’ve got Freddie Spencer and the 1979 CB750 to thank for the latest addition to Honda’s stable. If looks alone could sell motorcycles, there wouldn’t be enough of the new CB1000F to satisfy potential customers.

Thankfully this modern retro is no one-trick pony – it’s based heavily on the CB1000 Hornet, which has been incredibly popular (with the exception of the recall work caused by a thirst for oil) – yet somehow Honda engineers have managed to create an all-new dynamic sensation. Which is absurd given the chassis is almost identical – even the frame geometry.

Much of the separation is owed to the drastically revised ergonomics and consequent rider position. A relaxed cockpit with high, wide handlebars and low seat ensures weight is distributed lower and further back. Only taller pilots with lengthy legs will struggle with the seat-to-peg ratio during longer stints in the saddle.

1980s lines don’t look bloated, like others

Despite Honda beefing up the subframe to cope with luggage (and pillions), the F doesn’t pretend to be a mile-munching hero, which is a good thing as cruising isn’t its forte. A distinct lack of wind protection means your legs are exposed and often uncomfortable at motorway speeds, but you’re not buying this bike to tour Europe. The F is happy to zip around town as it is carving through mountain passes, and is fluid and easy to ride in most environments.

The throttle connection and fuelling are decent, but slower-speed urban chores can provoke an open-to-closed jerk at random points of the rev range. Good ole Euro5+.

Shame it doesn’t match the bike’s retro vibe

The F’s most prominent updates over the Hornet come in the super-smooth engine. A clever mix of inlet and exhaust changes, plus cam and valve timing developments, have relocated the power further down the rev range to suit a modern retro and added an (almost) authentic ’80s soundtrack. There’s real thunderous clout in the bottom end reminiscent of the old CB1300, and if you close your eyes and forget about that modern TFT dash, it sounds very much like a slightly fluffy carburetted bike with a modern day execution, which surges seamlessly into a midrange punch at 6000rpm, complete with associated induction bark. Sure, it wheezes to the redline after 8000rpm but what happens previously deserves huge praise.

The chassis warrants equal kudos. As you’d expect from a sporty naked base, the F still likes to hustle when called upon and does so in its own fashion, eagerly changing direction with little persuasion from those big bars while staying perfectly neutral. Thanks to softer springs and a fresh linkage, the F boasts planted mechanical grip and exceptional bump management in equal measures.

It’s about time ruched seats came back

THE RiDE VERDICT Aside from the occasional iffy throttle jerk and motorway ability, it’s almost impossible to fault dynamically. You get all the whimsical joys and aural delights of owning a retro bike without the shopping trolley handling from the 1970s. Winning.

THE FACTS

  • Price From £10,599

  • Engine 1000cc DOHC 16v inline four, l/c

  • Transmission Six-speed chain

  • Power 122bhp @ 9000rpm

  • Torque 76lb·ft @ 8000rpm

  • Fuel capacity 16 litres

  • Seat height 795mm

  • Wheelbase 1455mm

  • Weight 214kg (kerb)

  • Rider aids ABS, traction control

BUYING ONE

  • £10,599 On-the-road cash price

  • £96.57 PCP per month x36 (£2650 deposit, 4000 miles, optional final payment £5673.57, 5.9% APR)

Need to know...

FIRST TEST: SUZUKI SV-7GX

From humble SV650 comes the SV-7GX – a brilliant, affordable sports-tourer

WORDS MICHAEL NEEVES PICTURES JASON CRITCHELL, STUART COLLINS

It’s more than just an SV650 in a new frock

1. It’s an SV650 and then some

Underneath its GSX-S1000GX-alike fairing is an SV650 that’s been honed since its 1999 birth. Its 645cc, 72bhp V-twin engine is tweaked for Euro5+, and the frame, swingarm, brakes, forks, shock and wheels are unchanged save for stronger suspension settings and subframe. A luggage rack is standard and numerous accessories are available, from a taller screen to full luggage.

2. The price is right

It’ll cost £7399 when it hits dealers in August in three colour options, but a plain white version is £6999. It’s cheaper than rivals like the £7999 Kawasaki Versys 650, £9295 Triumph Tiger Sport 660 and £8908 Yamaha Tracer 7. Its only similarly priced rival is the smallerengined £6999 Honda NX500.

3. Long distance? No problem

Some may call it a ‘tall-rounder’, but as it’s based on an SV650 roadster, it’s relatively compact. The peg position is on the sporty side but isn’t cramped, and it’s low and slim enough for most to get their feet flat on the floor. Comfort is decent, with the seat only inflicting pain after three or four hours. The adjustable (with tools) screen offers decent protection, but can be noisy at speed.

4. Fun in the sun

In a world dominated by parallel twins, it’s refreshing to be propelled by a V-twin. The motor has the ability to be calm and smooth for a touring trip to the sun, but exciting when you twist the throttle. Ride quality strikes an excellent compromise between comfort and control, and being blessed with a chassis loved by Minitwins racers, it scratches beautifully through corners.

5. Ten-year warranty, anyone?

As-new, the build quality is neat and well thought out, the paint finishes are deep, and this engine has proved to be bombproof. New Suzukis now benefit from a three-year warranty, but that extends by a year every time you or the next owner gets a main dealer service, up to 10 years. We reckon if the new wave of Chinese manufacturers entering the scene want to be taken seriously, they’ll earn their stripes by doing a similar thing.


THE FACTS

  • Price From £6999

  • Engine 645cc DOHC 8v V-twin, l/c

  • Transmission Six-speed chain

  • Power 72bhp @ 8500rpm

  • Torque 47lb·ft @ 6800rpm

  • Fuel capacity 17.4 litres

  • Seat height 795mm

  • Wheelbase 1445mm

  • Weight 211kg (kerb)

  • Rider aids ABS, traction control, rider modes, up/down quickshifter

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

Give your engine cases a fine finish

THE SMALL STUFF

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

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

  • TOOLS NEEDED Abrasive wheel, spray paint

  • TIME TAKEN Two hours

  • DIFFICULTY ●●●●●

1. Water in the (paint) works

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

2. Back to bare metal

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

3. Time to get spraying

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

4. As good as (almost) new

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

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

Proper smiles at proper miles

LONG-TERM TESTS

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

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

UPDATE 03: KAWASAKI NINJA 1100SX PERFORMANCE TOURER 1810 MILES

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

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

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

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

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

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

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

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

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

That’s more like it indeed.

SIMON HARGREAVES

MAKING THE NINJA BETTER

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

Flippin’ up

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





Trick of the tailpack

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





Gripped and sorted

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





THE FACTS

● £15,075 ● 134bhp ● 235kg (kerb)

SINCE LAST UPDATE 1,040 MILES

FUEL CONSUMPTION 43.4MPG

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

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

Suzuki SV650

BUYING GUIDE

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

WORDS ALAN SEELEY PICTURES JASON CRITCHELL

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

CHARGING

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

Euro5 compliant, but Suzuki opted against Euro5+

SHOCK

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

FLAT THROTTLE

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

ENGINE

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

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

FINISH

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

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

FRONT CALIPERS

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

X EDITION

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

V-STROM 650XT

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

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

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

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

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

THE FACTS

  • Suzuki SV650 2016-2025

  • Price £2800-£6200

  • Engine 645cc DOHC 8v V-twin, l/c

  • Power 72bhp @ 8500rpm

  • Torque 47lb·ft @ 8100rpm

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

  • Seat height 785mm

  • Wheelbase 1445mm

  • Kerb weight 197kg

  • Rider aids ABS

WHAT TO LOOK FOR ON THE TEST RIDE

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

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

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

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

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


THREE WAYS TO MAKE IT BETTER

Powerbronze belly pan £155

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

Powerbronze mudguard extender £25

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

Puig nose fairing £203

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

THE RiDE VERDICT

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

What’s good?

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

Not so good...

Budget parts and finish, particularly the bargain-basement shock

THE BEST ALTERNATIVES

2017-on Kawasaki Z650

● 68bhp ● 49lb·ft ● 187kg

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

2014-2024 Yamaha MT-07

● 72bhp ● 50lb·ft ● 184kg

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

2019-on Honda CB650R

● 90bhp ● 47lb·ft ● 202kg

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

Head into stores to grab your latest issue, or why not subscribe to RiDE Magazine and enjoy 6 issues for just £19.99!

Master your suspension adjusters

THE SMALL STUFF

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

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

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

  • TOOLS NEEDED Long-reach flathead screwdriver

  • TIME TAKEN 5 minutes

  • DIFFICULTY ●●●●●


  1. Fork rebound damping

Adjusters are soft metal

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

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

2. Fork compression damping

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

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

3. Shock rebound damping

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

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

4. Shock compression damping

More compression adds stability and feel at the expense of plushness

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

Head into stores to grab your latest issue, or why not subscribe to RiDE Magazine and enjoy 6 issues for just £19.99!

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.

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!

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

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!

 

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.

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