I used to ride the V4’s little brother the V2 Multistrada.  When I got the 950S , I thought I had found THE bike to suit my aging body. A big trip to Scottish Borders with a group of friends (The ‘Wee Mac’ 2024), really went well. Especially so when considering I wasn’t well at all then. However it did develop a fault in the handlebar switch block fault after all the rain we had travelled through.

I contacted dealership, the now defunct Pidcock Ducati who said, no problem at. They will order the part and just to come on down when it turns up!

Try Before You Buy

In my wisdom I asked if they could have a couple of bikes to try as my old friend (and big Ducati fan) Chris was coming along as well. This was no problem. The day arrived in July and turned out to be the only day in six weeks that was just rain, from start to finish, so Chris decides to go in his car (he has form for this) and I followed on my 950.

We arrived at Pidcocks and they were so helpful, taking my helmet and gloves, drying and cleaning them while we sorted my bike out. Turns out Curtis the ever pleasant sales man had sorted out a fantastic bike for me to try: The Multistrada V4 ‘Grand Tour’. Oh boy! 170 bhp in the wet is a bit of a daunting prospect, especially when you consider that I don’t really like riding in the wet anymore! I wasn’t nervous. Honest. Meanwhile Chris just looked on while giggling in the background! Such a shame that Pidocks have succumbed to the recent downturn in the motorcycle market and closed down recently.

The idea was to  find a local coffee stop near Nottingham, which Chris did, but I found myself riding the V4 as though I was back taking my test again! I was sooo worried about opening it up. Finally it stopped raining as much for a period and the roads dried out slightly: When we set off again I explored a bit more of the bike’s capabilities. and found it to be a stable pussy cat at low speeds and easy to manoeuvre which was a big surprise. The V4 is also much smoother than the 950s .

Fate Led me to it

Fast forward a few weeks and I noticed that my local bike dealer, Lincolnshire Motorcycles, were offering a one year old Multistrada V4S full with full touring kit and wire wheels. I kept longingly looking at the advert, This got to the point where my boss said if I didn’t ring them or email he would! Went to see Chris for a cuppa (lives in the next village to the dealer) and he said was  fed up of me going on about it. He ordered meto drop in on way home. So I did!!!! The following is now officially his fault…especially if my wife ever reads this.

To cut a long story short I had it delivered on the 23 August 2024. Just seven days before I was due to join a local ride out I help to organise, ToL (Taste of Lincolnshire).  Before that outing all I could manage were a couple of trips to work to tune myself into my new steed.

It’s not my fault, they made me do it…

Into Action

So the first real ride ‘in anger’ was down to Doddington Hall where we were based that year for ride. I can definitely say I haven’t clicked with a bike like this before, but let’s get the big one out the way  first: I had done my research and did not buy this bike for its fuel consumption because as well known if you hoon it likes a drink…a big drink compared to the 950S I rode prior to V4.

Putting such niceties as fuel consumption aside let’s get down to the nitty-gritty: How does the V4 ride?  You will not be shocked to read that the ride, brakes and comfort are all excellent. But the star of the show is the engine. The V4 is an absolute peach. It sounds and feels like a big twin but with all the thrust and energy of a sidewinder missile locked onto a target. However it is well mannered Italian gentleman in a sharp suit and will happily ride through town at 30mph in fourth gear and still pull cleanly away for example.

Loving the Tech

When things hot up a little out of town the quick-shifter is superb and allows downshift even with the throttle open! Engine braking is brilliant, but I have read reports that some find it too much. In my experience I have found it varies if you hold the throttle a fraction off the stop.

Suspension set up is sooo smooth and flexible. Touring mode is bang on for most the time. Sport is a very noticeable tightening up and throttle response is keener too. The Urban mode great if you ride much of the time in 20/30 zones. Lastly the Enduro setting  just lets the suspension travel further and turns off the ABS and Traction Control to rear wheel. In addition to these pre-set modes the rider can customise each one for engine, ABS and traction control settings as well.

The perfect mount for a quick group ride out. BMW R9T 719 & Yamaha R1 for company this time

The one surprise came with a feature  I thought I wouldn’t even use: The Radar cruise control. However when I was riding up back up to Scotland for a group ride out (Wee Mac) this year I found it really useful. When on the motorway following the group I just set it to follow the bike in front and sat back letting it speed up and slow down itself . The rear blind spot lights in the mirrors have also been very helpful. This again surprised me as I rather thought it was just a gimmick. Not the case.

A Touch too Much?

The elephant in the room remains this: Is 170 bhp too much for this type of bike? Absolutely not! It gives you so many options when out on the fun stuff. When combined with its ability to be smooth and pussycat at slow speeds means it can cover all bases. The engine performance works in harmony with a handling prowess that belies its size and weight. All with a 19 inch front wheel too! The Pirelli Trail Master 2 tyres haven’t let me down when even chasing our most (in)famous group leader, a rather swift lass going by the name of  Gilly!

V4 – Just like a 1973 Transit…but with more cams, valves and 170bhp!

As for the more practical side of things the panniers are so much more easier to use than many I have seen. Other kit includes cornering lights , full LED headlights, back lit switchgear and a comprehensive TFT dash which can be configured to show what you want.

Not Perfect, but so Worth it

The only thing I don’t get on with is the compartment for putting your phone. I’d advise using a Quad-lock instead. Then there is the absolutely useless Sat-Nav hook-up: Basically, don’t bother, not worth the hassle! I use a set up hooked up to the helpful power lead located behind the right hand fairing.

All in all anyone who thinks this bike is boring or not as exciting as other, more overtly sporting options, just are not riding it as you as you should. Overall I am delighted with the big Ducati and looking forward to a few enjoyable years ahead.

Words & Pictures: Peter Worsley

Editor: Tony Donnelly

Another review of the V4 for those who want further reading can be found here

I took a Yamaha SRX600 of 1986 vintage out for a blast today thanks to a friend. To start with a positive note, I quite liked the ‘rorty’ exhaust note and the slimline, ‘flickable’ and agile handling. However I have got to say, overall, it reminded me of a Honda CB100N on steroids!

Simple, pure and basic

Well, I guess that was a harsh comparison to start with, and I can see why these have become such a sought after classic bike. They really are quite unique.  When a bike requires a different riding style, the challenge becomes the reward. That said, I jumped on a 1993 Kawasaki ZR550 Zephyr afterwards, and it was so easy to ride after the Yam it was almost riding itself. Well, you know what I mean ;)

Perhaps an hour in the saddle of the Yam would give me a bit more of an idea of how to get the best from that engine.  Redline at 7k takes some getting used to when you’re used to a high revving four cylinder engine that often spins to 10k and beyond.

The SRX600 with stablemates TDR250 and FZ6

It was definitely a back-to-basics approach, there’s even a kickstart (remember those?).

Economy over power

While the SRX400 was adored in Japan for its nimbleness and style, other countries seemed to want more grunt as they replaced the engine with a 600cc unit from its XT600 stablemate. The bike I tested had the 600cc engine but was far from powerful. The owner told me that it regularly got 60 to 90 mpg which is astonishing though. It has dual carbs which is quite strange for a single cylinder bike, so I think it was probably done for reasons of maximum economy, with the option to deliver enough fuel on those sporty moments. Don’t quote me on that though, I’m not a carburation specialist. If you know why then please do get in touch!

This thing is narrow

My first impression of the bike, even before the test ride, was “where is the girth?”. I nearly gave my review this title after this slightly dodgy phrase, but thought better of it. Its popularity with female riders was another reason I dropped that title too. Seriously though, if you are smaller framed then this lightweight and narrow bike would probably tick many boxes for you.

Getting hold of an SRX600 now

There are still a few SRXs out there. I remember the market being flooded with ‘grey imports’ for quite a while, but prices seem to be in an upward trend because of the rarity now. The ones that remain are now (mostly) in decent condition and fetching much better money, so if you have one, I’d suggest that you hold on to it. For a daily rider it doesn’t make sense any more, but I can see the appeal they held over the years.

Words: Rusty Sills

Pictures: Tony Donnelly

Well it took me a bit longer than I’d originally anticipated to get out on one but i finally did it last Saturday as those great people from Suzuki had an open day at Loomies!

I played it cool and turned up towards the end of the day so I stood more of a chance of getting out on a demo bike. The plan worked! I only had to wait for the ride that was out to get back to the cafe and I was out on the next one, 30 minutes later. Got all the paperwork done, licence checked and dotted line scribbled on. Then I was shown the bike.

Nobody is Perfect

Let’s get the bad bits out of the way first.

Anybody who’s ridden a Suzuki GSXR1000K5 (2005) or later one of the later GSXRs will know all about the jerky throttle response. It kicks in when you’ve got the twist grip opened slightly just above idle. Well it’s the same on the GSXS.

The clutch lever really does need a span adjuster to give better clutch control. The first thing i’d have to do to the bike is fit a set of pazzo stubby levers. I wasn’t the only one to say this on the day.

Right onto the good bits!

Anybody who thinks this isn’t a good looking bike really does need to go to Specsavers! It’s a babe! Suzuki have got the styling absolutely spot on! There’s three colour choices, black, red or blue. I’m a massive fan of the blue personally. It’s a gorgeous paint job.

Deep blue delight

Well Known Soundtrack

Starting the engine brings out a familiar noise: The sound of a GSXR1000K5. It’s the same lump albeit tweaked and fettled slightly to better suit the bike. The full power kick is pointless on this bike. Imagine 200mph on a naked street fighter. That is going stretch your neck a bit. You still get the 145bhp & 83ftlbs of torque but it’s delivered in a different way. You open the taps, it still takes off. I found myself having to back off quite a few times as i was catching up quickly to the girl in front of me who was testing a GSXR 750.

This was no bad thing though, it gave me a chance to play around with the gearbox. Nothing out of the ordinary here, usual 1 down, 5 up, but it was very smooth. Suzuki have always made bikes with slick gearboxes.

Traction Control

Also had a play around with the 3 mode TCS. As we set off, I had it set to mode 3. This the most active of them. When I opened the taps, nothing. The tyres must have still been warm from the previous run! So, I flicked into mode 1. Opened the taps in third. Still nothing! I think this needs a second run to be fully tested. Oh well. It’s an hard life isn’t it?

Talking about opening the taps, there’s one thing I love about a ‘Gixxer’ above anything else. It’s the induction growl when you open the throttle up. It sounds like big machine gun in the air box. I love it!! Happily the GSXS does it too! It just makes you push harder, just as well the bike handles really well, it feels planted as it’s fully faired, sports bike siblings. The GSXS inspires confidence; it’s really easy to hold on the line you picked. But, having said this, it does lack the ‘flickability’ that I found on the BMW S1000R, that one somehow feels lighter and easier to throw around.

So Much to Offer

Overall, I really do like this bike. I’d buy one quite happily without a second thought. It’s fast, it’s smooth, it’s comfortable and a real joy to ride. The list of official extras is growing quickly too. For example, Yoshimura have already designed a nice cone tail pipe for it. This being fitted to the to the example I took out. Sounded really good too.

I’ll be taking it out again soon for a proper test and not the company dictated one: I want to see just how good this bike really is! Watch this space!

P.S. You get a lot of bike for your money…… £9599 starter! (May 2016 prices) – Maybe as little as £6000 used in 2025?

Words and Picture: Rob ‘Speedy’ Graham

Imagine this: A bike putting out about a 100bhp, with a 150 mph top end. This bike is fitted with R1 inspired brakes, aerodynamically optimised fairing and aero package. All of this kept in check with multi adjustable suspension? Sounds great, doesn’t it? How about all this for the right side of £2000? Unbelievable? But it happens to be true! There is however a catch – it is a quarter of a century old!

Venerable but Capable

I am of course referring to my venerable, but still immensely capable Yamaha YZF600R Thundercat. It’s interesting that as the sports-bike genre is seemingly coming back into vogue, you can pick up a bike last sold new over twenty years ago that has a similar power output and better performance figures for peanuts.

The Thundercat, even by the prevailing standards in the 1990’s was physically large for a 600. In the Yamaha line-up the R6 was the fully focussed sports-bike while the Thundercat was touted as a more versatile option. Commuting and touring could be done with ease.

The riding position, while still very sporting, was more comfortable and the tank/seat/clip-on bars relationship more expansive. Controls were simple too. Typically basic clocks of the period: Revs, speed, temp…sorted. Use the trip meter for fuel range.

All were simple, crisp and well laid out. Business like. Same goes for the switch blocks. The Thundercat just wants to be used.

The four-cylinder engine fires up immediately from cold if you go with full choke (remember those?) and soon settles down to a smooth, crisp sounding idle. If well looked after and properly set up the engine spins freely and easily to the 13,000 rpm redline.

Quick, if you work for it

The power delivery is fairly peaky. To get really serious the tachometer needle needs to be north of the 10k mark. But it no hardship to keep the engine spinning and it laps up the treatment with the minimum of fuss. There is a enough low down and mid-range shove to punt you along in a more considered manner and take in your surroundings a little more. On ride-outs the 600 still can hold its own with more powerful and up to date ‘opposition’ if you are really determined and on the road you can only go so quickly in any case.

My Thundercat on the day I bought it back in March 2000

I have stuck with the standard pipe. It is pretty hushed, but it makes a good enough noise for me. I fitted a set of stainless down-pipes a few years ago and they added a little welcome ‘zing’ to the engine note as the bike is revved hard.

Economical Too

For a quick bike, often ridden briskly it is pretty good on fuel and 50 mpg is pretty easy to achieve. To be honest I don’t monitor the exact figure, but I get around 180 to 200 from a tank full of petrol. I’d advise using E5 fuel too, especially if you only ride occasionally rather than day in, day out.

The brakes were top of the line in 1998 but these days are a little outgunned by the latest offerings. Also forget any form of ABS or linking. They are like the rest of the bike, basic but effective. Keep them clean and fluid fresh and they are well matched to the performance capabilities of the bike. I’ve never found them wanting to be honest. They have a nice firm feel and have certainly aged better than the brakes of many similar vintage bikes I have tried, especially from Kawasaki.

The Weakest Link…

The suspension is again straight forward, mono-shock on the back with a limited adjustment as stock. As they wear out around the 20,000-mile mark conversions to R6 set ups are common. I stuck with the standard set up until about 25,000 miles. The bike tended to weave a little in long open bends and while it would go around perfectly well, it was getting a little disconcerting! A new Hagon restored calm.

The front forks are also a little on the soft side and firmer fork-oil does wonders for feel and damping. Being honest I think this slightly softer well damped set up is well suited to the pot-holed mess that is all too commonly found on British A and B roads. It helps with comfort too. The Thundercat is a comfortable bike of its type, though obviously specialist touring and adventure bikes are more cosseting. I’ve been all over the UK and Europe on it and I have coped fine. Now I am getting towards 60 and creaking a bit, I find it can get a bit uncomfortable after only 100 miles or so, especially on slower running. But that’s my fault, not the bikes.

Heading Into Italy

Fun machine

Overall though the Thundercat is a fun bike to attack a country A road, with the engine screaming and brakes and suspension working together well to keep on the tarmac and out of the hedges.

I have found Michelin Pilot tyres suit it well, but I was impressed with Maxxis Supersports when I used those.

Build quality is excellent and the this born out by the condition of my example after 26 years on UK roads. When I clean the thing  the  paint is deep and lustrous. There is some evidence of the finish going on the engine cases, but a morning with wet and dry and a rattle can of silver paint will soon sort that. All the electrics still work perfectly and it always fires up easily. Reliability has been perfect. Even the OE battery lasted 20 years. Even all the bulbs are original.

Dig out a decent example and don’t look back

Overall, the Thundercat remains a good looking, hugely capable bike. Nearly thirty years after it first hit the market it still makes a great machine: fast, fun, reliable, reasonably comfortable . Whether you are an experienced biker looking for a budget option, or a new rider looking for your first ‘serious’ superbike take a long hard look at a Yamaha YZF600R Thundercat. Find a good example and you won’t look back…

Words and Pictures: Tony Donnelly

Royal Enfield can seemingly do no wrong these days: the 350 range has been a massive hit here and around the world. The 650 twins are still selling well after five years on the market. New variants such as the excellent Shotgun have built on the beach head established  initially by the Interceptor and Continental GT. The Himalayan has recently been heavily updated and is selling like the proverbial hot-cakes.

New and Rather Funky Addition

Building on the expanding and successful range is the new Guerrilla 450. Based on the same 40 bhp single cylinder engine as the new Himalayan, but in a much more overtly stylish and road orientated package. Like the Himalayan it is A2 compliant and just ducks under the £5000 mark in the UK (2024)

Andrew Reason has been lucky enough to enjoy an extended test ride on the new Guerrilla, let’s see how he got on:

All Feels So Natural

My first thoughts are, everything feels natural and neutral, no looking for foot pegs and levers. They fell naturally to hand. The mirrors are clear and give decent visibility. You will need to be at least 5ft 6 to get both feet flat on the floor I think. The seat is comfortable enough but slides me forward so I have to keep pushing back. Handle bars are trail-bike like high.

Thoroughly modern and very attractive

Slim, everything just falls to hand. Helps to manage slightly above class average weight

It’s nice to see that although Royal Enfield have built a thoroughly modern bike, things like fork gaiters, mudguard extension and centre stand are all fitted as standard. Finish is generally very good, but I did scratch the clock by wiping dust off of it.

Good to see practical features such as fork gaiters fitted

An Enfield with (a little) Tech!

Moving on to the tech. An Enfield with tech. Another new experience for me. Being honest  I’m not a lover of tech myself: Most of it is pointless in my opinion. The engine has two modes: ECO and Performance. Once I found performance and it did help take off through 1st gear, but what’s the point on a 40bhp bike?

Tech has even found it’s way to Royal Enfield

Once under way the front brake feels ‘mushy’ in operation while the rear is almost viciously sharp. Cornering however is good; the bike goes where you put it. However I don’t like Ceat tyres and I am not experimenting on new semi-knobblies on the wet roads I was enduring on my ride.

Goes Well

Moving onto performance now: 1st gear will probably be alright if given a hand full, but pulling away from the shop, I had to cross 3 lanes of rush hour traffic on the notorious A12. It felt like I  had no power initially: A 125 would have beaten me. Shifting up into 2nd gear and above things really improve and the Guerrilla feels pretty lively! Most unlike any other Enfield single I have ever ridden! I have to remember it’s only got 10 miles on the clock, so am trying to show some mechanical sympathy. It does take off well though, once you remember to use Performance mode!

450cc Water-cooled Twin cam single. A2 Compliant and neatly integrated exhaust

I do not like the fly by wire throttle, maintaining a steady trailing throttle is difficult. I have a feeling this probably will diminish with more saddle time.

I find the clock difficult to see as well, although rpm and speed are clear. However the ‘idiot-lights’ are too small for me. I was also looking for a neutral light, somehow I didn’t see the big green N in the centre.

One small detail that I liked: There is no separate rear light, instead the indicators are three way, indicators, brake lights and lights. Quite a tidy arrangement.

Initially Impressed and it Promises More

Overall I would give the Guerrilla a 7/10 right now. But I’ve only done around 50 miles on my regular commute. However I think if it had more miles on it and was my bike it could be a lot of fun. Therefore a more healthy 9/10 is a real possibility.

Thanks to my local dealer, East London Kawasaki, Bacon’s Motorcycles in Newbury Park for the loan of the Guerrilla. Can’t recommend them enough!

Words and Pictures: Andrew Reason

Introduction and editor: Tony Donnelly