Ducati Multistrada V4S 2023 – Too Much is Never Enough

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


The Llangollen Motor Museum

Llangollen in mid-Wales is world famous for the magnificent Pontcysyllte Aqueduct that carries the Llangollen canal over the River Dee valley. The aqueduct is indeed a superb testament to the UK’s amazing industrial heritage. But it is not the only nod to the achievements of our forefathers in the area: Tucked away, down a bumpy riverside lane you will find the Llangollen Motor Museum.

Historic Setting

Housed in an old former industrial building, which itself probably has a tale to tell, the collection can only really be described as eclectic. ‘Flat-tank’ British motorcycles are rubbing shoulders with a 21st century superbike…the legendary Honda Fireblade for example. An early ‘Hinckley’ Triumph was good to see too.

Honda Fireblade – Note the E Type Jaguar and Alfa Romeo tucked in behind

Not Just Bikes

There is more to here than just motorcycles though as the this a transport collection. So cars, automotive memorabilia and even the world’s oldest caravan that can be towed by a car are on display. Some of the cars themselves are fantastic too: They range from V8 Alfa Romeos to rather more mainstream classics such as Jaguar, MG and Triumph. Well worth a visit in their own rite.

Returning to the motorcycles now: Don’t expect to be greeted by a pristine display in the manner of say The National Motorcycle Museum or The Sammy Miller Collection. No, the collection is laid out in a manner more like if was somebody’s huge personal  ‘Man cave’, slightly chaotic. Many bikes do look like a bit of TLC would not go amiss, but many are presented in great order. We all have our favourites I suppose. However, they are no less interesting to behold, arguably more so! More representative of how they were used and stored in ‘real-life’ rather than perhaps the overly formal setting of a prestige museum.

Many brands were represented; BSA, Triumph, Norton and Royal Enfield are still familiar names today, but others such as Rudge Whitworth, New Imperial, Dot, are largely unknown in the modern age, certainly outside the enthusiast world.

1959 BSA 500

Norton Commando

Neat Cafe Racer

Dot. Anybody know what it stands for?

1935 New Imperial

Sunbeam

Harley Davidson Sportster

Velocette. A brand that I’m surprised has not been resurrected yet

Ariel 3…Not their finest offering

Very cool WW2 era HD

1928 Rudge Whitworth. 500cc

Feeling Old

As is increasingly the case these days, a museum has an example of a bike I once owned. Makes me feel old! This isn’t too surprising as I am heading towards my 60th year. In this case is a 1982 Suzuki GS550E. The one on display was even in the same colour. Mine was in better nick. I ran it for about a year in the late 1980’s. Special bike for me as it was the first one I rode to the IoM back in 1987.

Suzuki GS550E – Now and then. Yes, I have gone to seed somewhat

The whole collection is surrounded automotive and motorcycle related memorabilia; enamel signs, models, old garage equipment etc. The museum is a proper Aladdin’s cave. I loved it. You can just imagine coming across Henry Cole rummaging around in here trying find accoutrement (as he puts it) to buy.

Put it on Your Ride-Out Route

Overall then a really fascinating collection and very well worth the £5 entry fee. Put it on the list of places to take in while on a ride-out in the area.

Words and Pictures: Tony Donnelly

 


Yamaha SRX600 – slim and single

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!

38453615276_2d332b3e8a.jpgSimple, 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


Yamaha SRX400 – Less is More

There are many strange things about  motorcycling: for instance I had owned a Triumph 900 Sprint from new for six years.  A fabulous beast of a bike with a lusty and tuneful triple engine at the heart of it’s appeal, but something was missing. Can’t really put my finger on it, but the link between the big Triumph and me simply had not been forged. The result of this was less than 3,000 miles covered in those years.

The lovely but lightly used Triumph 900 Sprint

Time to Move On

When somebody came along and offered me a reasonable price for her I took it. Now what is worse than having a bike that you haven’t “clicked” with? That’s right, having no bike at all!

36515275532_cd605b124e_b.jpg

An old mate pointed out an add in Used Bike Guide (Remember that mag?),  for a Yamaha SRX400. It was a local number so what the hell? Before I knew it a 1986 SRX400, grey import from Japan, was sitting where once my mighty Triumph had resided. So a 16 year old, somewhat frayed around the edges, single was to be my summer machine. The bloke selling it had wanted over £800 but after a bit of haggling we settled on a price somewhere well south of that! So my superbike was gone, but there was a smile on my face, Like I said, biking can be a strange thing.

So is it Any Good?

The SRX is a light and nimble almost café racer style of road bike. There is more than a whiff of “spot the RD common cycle parts” about it. Its heart is a lovely single developed from the XT500 lineage. The SRX is superb around town, and also the twisty lanes.

A closer examination of my new steed revealed an essentially sound bike. There were a few little extras like twin disc front brakes fed fluid via stainless hoses. Only a single disc was standard so an upgrade had clearly gone on its murky past at sometime. The speedo didn’t work either. Oh and the exhaust note was not exactly legal! This on account of rather more holes that intended in the collector box. Sounded good though!

All a Matter of Taste

The previous owner had made a few attempts at giving the single a little extra style with interesting results to put it kindly. So over the next few weeks various bits of the Yamaha got stripped off the bike. They were then cleaned and painted before getting stuck back on. I really enjoyed seeing the bike improve and even the boss (Hi Bev!) got involved with some of the spraying and polishing.

All the little jobs got ticked off; the speedo drive first. Then the lads in the fabrication shop where I work did their magic on the exhaust in a lunch break. I even lashed out on  a rather racy new mirror too. Hate riding without mirrors. After all this TLC the SRX was looking pretty smart even if I do say so myself.

Out on the Road

However on to the important stuff, what is it like to ride? Basically great fun and I am not alone in thinking this. One evening a series of my so called friends tried out the poor thing: All came back smiling. Surely that is what any motorbike, irrespective or size or type, should be all about isn’t it?

Over the summer of 2002 I had a brilliant time “giving it large” at every opportunity. The air-cooled, 30 bhp single was a willing partner albeit somewhat strangled at the top of the rev range. I expect the UK spec 600 version would be significantly better in this respect. Sometimes I rode on my own locally, just appreciating being out there, but many longer thrashes in company with much faster machinery were also tackled.

For instance I went to Matlock Bath one Sunday morning with a couple of friends, one on a Thundercat and the other aboard a Ducati 748 of all things! Well the SRX was ridden to the max and put up an honourable show as I exploited the nimble handling on the tight stuff. Flat out I could just squeeze out a tree figure top speed according to the lad on Duke, but can you trust an Italian speedo reading!?

Village People

We all swapped bikes about on this run too. When the Thundercat rider was on my machine we came across the surreal sight of a Harley owners club run.  They were decked out in the full regalia: Chips outfits, American flags fluttering in the breeze, the full nine yards. The whole thing  looked like a break out from a Village People Video shoot!

All on the outskirts of Lichfield, a charming town in the English midlands. Weird. They were riding in convoy and people were lining the side of the road to wave at them. All jolly good for the image of biking and no mistake. So does my mate allow this procession to go on unmolested? On no, he hacks past on the SRX with the (as yet un-welded) exhaust blaring out. Then diving past the lot going into an island at a crazy speed! If he wasn’t too busy keeping the bike on the road I am sure he wound of given them a suitable digital salute too! Laugh, I nearly fell off his bike!

Worked Hard

The hard pressed Yamaha also endured several thrashes around Shropshire and up into Wales, again trailing people on much faster bikes. To its’ credit the brave machine took this treatment in its’ stride and you can’t knock it for that. The good ground clearance and light weight allowed me to push hard in tight and twisty stuff. The straight bits were a different matter altogether though, so in the end my Thundercat owning friend had mercy on me and bought an ancient Honda CB250RS that he could ride to keep me company. We had an absolute ball on the two old singles hammering around the north Midlands and generally being way too committed. It was like being 18 again, but without the acne this time!

Partners in Crime. The Honda CB250RS and Yamaha SRX400

As for all the practical stuff like mpg, chain and tyre wear I’ve had no problems. This wasn’t what the bike was bought for. Call it 60+ mpg and the tyre wear has been slight in the 2,000 miles or so I have put on the Yam. With 30 bhp on tap it was never going to shred tyres like a Hayabusa was it?  But as a practical commuter, and some thrashing fun of a weekend, its very rewarding.

A Fun Summer

The SRX has given in a lorry load of pleasure in one summer. Crucially it has made me question why so many of us bother with superbikes, and all of the hype that surrounds them. If biking is about fun, which I think it is, then the SRX400 delivers…

So, summing up; you don’t have to be single to have fun, but it helps!

Story: Andy Preece

Writer and Editor: Tony Donnelly

Pictures: Tony Donnelly

 


Suzuki GSXS1000 ABS 2016 – Brief Review

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.

Suzuki%20GSXs1000%20Rob%20G_zpsgeaklurk.jpgDeep 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


New Show in Town – The Poolehall Bike Night

It’s always fantastic when a new bike night opens up locally. Better still if this happens to be held at a delightful rural venue, situated on sinuous road that weaves its way across some stunning and quintessentially English countryside, so typical of the Worcestershire/Shropshire borders.

The A442, otherwise known as (by me!) as the ‘Cafe Corridor’ makes its way from Kidderminster and Bridgnorth. About six miles out of Kidderminster heading north sits Poolehall Fisheries. Like many such venues, it boasts an onsite cafe that originally was set up to feed the fisherman trying to land ‘Moby-Dick’ in one of the many onsite lakes.

Not Just for Fishermen

More recently a few bikers have picked up on how good this cafe is. Many have been stopping off for a brew and a butty while out out on their bikes. When the much missed Foodstop Cafe up the road at Quatford closed its doors last year, this process quickly accelerated.

The natural progression of all this been the creation of the Poolehall Bike Night. The Inaugural event took place on Tuesday April 1st, but this is no April Fool, as it started at 5pm. (From June 4th 2025 it is every Wednesday)

Personal Milestone

For me it was a particularly important evening as this event was the first bike event I have been to since undergoing major surgery last year. This has meant no riding for months for me during the recovery phase. On the upside it also meant that I was still alive, so overall a positive!

Anyway, back to the bikes: One the implications of the operation is that I can’t handle big, heavy bike for a good while. So I did the thing any biker would, I went out and bought myself a small, light manageable one! In my case a Mash Seventy 125. Yes it is a confusing name!

My little Mash 125…’The Comeback Kid’

I have been happily bopping around on this locally and it is joy a joy to be back on two wheels again. Simple pleasures and all that! The Mash is by no means a distance bike, so when this new meet fired up, just six miles from home, I was delighted and could not believe my luck.

I sped (ahem) along the A442 on this sunny April evening, humming happily to myself. When you have been forced off them for months a bike, any bike is a glorious thing. I pulled on to the long drive of the cafe to be greeted by beautifully smooth fresh tarmac. This and the main parking area have been treated to this. The original surface was a tad on the bumpy side, so this is a major upgrade. Perfect and fair play to Poolehall for making the investment

The Fun Had Already Started

There was already a good selection of bikes lining up alongside both the cafe and one of the lakes. Quickly I grabbed a myself a mug of tea and a rather tasty cheeseburger (it’s the law) and went for a wonder around. Don’t worry about going to this meet on your own, I was soon chatting to a lad who had rocked up on a Yamaha MT10 and another who was on a delightful BSA Thunderbolt. The later hailing from the same year as my good self…1965

Yamaha MT10…stonking bike!

BSA, beautiful. Everything from 1965 is fantastic.

Electric Zero, the future or a blind alley?

Great Atmosphere

Bikes were coming and going and the vibe, in the gentle early summer sunshine, was chilled and friendly. Great variety of machines too. From a pair of electric Zeroes to a glorious 1973 Kawasaki KH500 Mach II. So smitten was I with this two-stroke masterpiece I forgot to get a picture. Hopefully it will turn up to another meeting as the summer progresses.

The modern stuff was ace too. The imposing Kawasaki H2R and a Ducati Diavel next to each other. Like rolling thunder as a massive storm approaches. As always at bike meets around here a smattering of trikes rocked up too, including an intriguing Honda Silverwing ‘Super-Scooter” based example painted pink!

Big, brash, unnecessary and fabulous

Harley Davidson, enjoying the freshly resurfaced facilities

Gorgeous Panigale, but I have just noticed the L Plate in the background!

Rolling Thunder…Diavel and H2R

Pretty in Pink…who sang that now?

May be an image of bicycle, motorcycle and text that says 'NOW ON A WEDNESDAY INSTEAD OF TUESDAY POOLEHALL CAFE Bike Night ၁ POOLEHALL CAFE WV156JD STARTING AT 5PM Hot HotFood tilr 7pm EVERY WEDNESDAY & SATURDAY COME & SHOW-OFF YOUR BIKES'

Put the dates in your diary

Anyway all in all this new bike meeting is a really excellent, and most welcome addition to the biking scene in the midlands. They take place every Wednesday and Saturday 5-7pm. Hopefully I’ll see you at one soon!

Words: Tony Donnelly

Pictures: Sean Wilkes


Yamaha YZF600R Thundercat – Great Bike, Lousy Name

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 450 Guerrilla – Initial Impressions of the Himalayan’s Cool Brother

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


The UK National Motorcycle Museum with pictures

I always enjoy a visit to the UK National Motorcycle Museum, even if a sense of  lost engineering prowess pervades my emotions. It’s a unique place, and worthy of a visit any time you’re passing. I have been on numerous occasions and it’s always a great day and a trip down memory lane for those of us old enough to remember. Great for the younger generations too as the bikes are immaculately presented and not fenced off like some other places. Hope you enjoy a few pictures from my day there.

 

Triumph X75, one of my favourite bikes

Barry Sheene’s last race bike

No wonder they leak oil

Check out that steering arrangement

Outboard rear disc – odd

The Norton rotary racing bikes of the 1990s. Wouldn’t it be great to see Norton rise again like Triumph has?

I love Vincent V-Twin Engines. They are so handsome

Wild exhausts

Makes you feel proud

BSA Fury and its Triumph Bandit brother behind. 350cc four strokes from the early 1970’s abandoned in the pre-production phase. Hundreds were scrapped. What a missed opportunity. Honda sold 26,000 of the rather mundane CB250N Superdream in the UK alone. These bikes could have faced that sales challenge with ease in my opinion

Prototype Triumph 1000cc four. Could of taken on the Kawasaki Z1 and Honda CB750K

Just exquisite

Finely crafted, what wonderful workmanship

Editor’s note: These photos were taken a while back now, but most bikes are thankfully still there. The National Motorcycle Museum remains open and a fabulous place to visit

Words and Pictures: Tony Donnelly


Oakham Treasures Collection – Review

Recently I have been to a number of transport related museums and enjoyed using them as an excuse to get out and about on two wheels. Well, I have another one for you to check out. The Oakham Treasures collection is located not too far from Bristol and junction 19 of the M5. Although I suggest you pick a more interesting road to get there!

It has a Cafe!

The collection has a large café attached and you can use that without paying the £10 to get in the museum itself. Although it would seem a waste not to. The collection is genuinely astonishing: There are two halls packed with re-creations of old retail shops or crammed with artefacts from would seems to most the first half of the 20th century.

Just one of literally hundreds of signs

From hardware stores, chemists, old workshops, general stores etc, everything is represented. There is also extensive collection of tractors spanning the 1930’s-70’s , if that floats your boat. I like them; my old man used to drive an old Fordson when he was a kid back in Ireland.

Onto the Bikes

The hall with the bike collection is adjacent to the tractors. There are a few nice cars in there too and about 20 of so bikes are on parade, so to speak. All the bikes are British, but a couple of Italian scooters add an exotic touch.  Dating from the 1920’s to the 60’s in the main and all of them are in great condition, well maintained and sparkling. This not always the case in museums sadly.

It took us over an hour to get to the bikes, there is a lot to see here

The pair of AA bikes were good to see. Whilst I don’t remember them being in service personally. They were using Mini and Marina vans by the time that I started biking in the 1980’s. I wish the Police were sill using the prim little BSA that was in plod spec on show. Not as bad as the slightly comical Velocette LE ‘Noddy Bikes’ some forces foisted on their riders, but not far off!

Neat AA pairing and good to see all the related bits and bobs too

I wish the Boys in Blue were riding these now!

It’s always good to see motorcycles preserved. Now as I age and head towards my sixties, I find myself increasing drawn to older machines. I was dismissive of them as I roared around on my RD350YPVS back in the day! My appreciation of British bikes of the 50s/60s and 70s has really grown. I can see myself buying on at this rate. My recent acquisition of a new Royal Enfield 650 twin shows the way I am headed.

A selection of the bikes on display

Douglas flat-twins always catch my eye (I have a R1200RS BMW), they are such pretty bikes: Delicate even. There were a couple of ‘flat-tankers’ too. They look so cool, I bet they were demanding to ride. One of them of was a Royal Enfield, which serves to illustrate the lineage of the now Indian owned brand.

A couple of the older bikes in the collection, a Douglas and a Royal Enfield

So, there we have it, another destination for you. I hope you found it as interesting as I did.

Words and Pictures: Tony Donnelly

More details about Oakham Treasures can be found here