Category: Reviews

If you want a quick bike with a great racing heritage why not opt for the bike that just gets down to business of being quick and capable without the need to shout it from the roof tops….I give you the 2004 Honda VFR800.

If a V4 Honda was good enough for a certain member of the Dunlop family I suspect it will be good enough for you. Our resident bargain Honda fan, Paul France, discovered recently that a slice of the action is available for as little as £2500 these days. Read on to see how he got along with his example of perhaps the best all round mid-range bike of the last twenty years. Has the spark faded since 2004 when his example first took to the tarmac?

Great looks, great exhaust

The VFR800 is a great looking bike, especially when finished in the Italian red with a matching pillion seat cowl and with a cool smoked black double bubble screen finishing it all off nicely. The combination lent it an aggressive sports bike look. My example hailed from from 2004, but even by today’s standards this bike looked modern. Personally I’m a big fan of under seat exhaust systems. I think the standard stainless end cans looked great, even if they were a bit quiet and lacking in character.

A characterful V4 but where’s the thrill?

Speaking of character, where this bike really had any was in Honda’s renowned VTEC V4 engine. Nestled neatly in the beam frame at 6800rpm you really notice it kick in hard. This gives a distinctive gurgle and sudden surge of energy. That is it though I’m afraid, and about as exciting as this bike got, at least for me anyway. If, like me, you’re used to riding 1 litre bikes and upwards where power is usually more than you’ll ever need anyway, you might find the VFR800 leaving you wanting a bit more.

Handling is not the strongest point

The handling on my VFR wasn’t particularly confidence inspiring. It doesn’t do too badly on most twisty roads, but I found when I wanted to push it harder it wasn’t giving me the feedback I was looking for. In addition it didn’t take much before the pegs grounded out. I did put some Bridgestone BT023’s on which I swear by on all my sport touring bikes. I must say they did suit the bike well. Perhaps if I gave it more of a chance I could have gained more confidence on it, but I just didn’t connect with it in the way I have done with others.

Comfortable but ‘numb bum’ syndrome strikes

In terms of comfort, my bike was fitted with bar risers which gave a pretty decent riding position for long distances. My only complaint is the standard seat gave me a numb bum after 2 hours of A roads/motorways,. This isn’t bad going. However I’d recommend upgrading if you can. If you’re a taller rider (I’m 6ft) the MRA touring screen is a must. I certainly noticed the difference when I replaced it with the sporty double bubble.

Other things to note, I wish the bike had a gear indicator. I found it hard to get to grips with what gear I was in at times. The throttle I found to be a bit ‘snatchy’ low down. A remap of the fuel injection would have been on the list if I decided to keep the bike. This isn’t too expensive with a power commander add-on so I believe.

Conclusions

To finish off, I think the bike is perfect for mid-range touring/commuting. However it could be good for even longer distances with a more comfortable seat and of course luggage add-ons. Otherwise it’s also relatively good for the more reserved Sunday scratcher. It could be better or more ‘hard-core’ if the suspension is upgraded perhaps?

But, of course, the best thing about this bike is that it really is a nice looking machine which definitely turns a few heads. It seems however that the racing heritage is well hidden…

Review and road test by Paul France for BikeMeet – all image and content rights reserved. If you’d like to publish a motorcycle or bike accessory review on here, get in touch via the contact page.

I’d been hankering after a retro-style bike for quite a few years. I’d read and heard positive views on the Z900RS, but the bike was never really on my radar. After a little research, I found that they produced the bike in the lime green Café version with the old school style headlight cowl.

There seemed to be an over-supply issue with the Café version and I found brand new bikes for sale at M&P Swansea for £8,000! That’s well down from the £10,299 retail price. The purchase was made and I began to experience life with the Café. It soon became obvious that this is one of those bikes that is greater than the sum of its individual parts.

Z900RS – Beautiful looks and sounds

The looks of the bike are stunning! It manages that rare combination of retro and contemporary styling perfectly. The silver-rimmed clocks, easy-to-read dials and tail section emulate the original Z1 design. The headlight cowl is also classic 70’s style and the exposed engine has faux air-cooled fins. With the lime green livery the bike really ‘pops’. I’ve lost count of the times that other bikers from Joe Public have approached me to ask about the bike and comment on its ‘wow’ factor. The standard exhaust also gives a purposeful auditory raspy note, something that is rare on modern bikes out of the factory. Kawasaki clearly gave serious thought to how the bike should look and sound.

Performance in the real world

Nevertheless, this bike has thoroughly modern performance with KTRAC traction control, a slipper clutch and ABS. The motor is fundamentally a Z900 948cc supernaked unit. It is re-tuned for less peak power but more low and mid-range torque The short wheel base, tubular chassis (again based on the Z900 SN) and the fully adjustable suspension gives the bike very sharp handling. Even with the mediocre OE GPR 300 Dunlops, this bike shines on the twisties. If your mate is on a sports bike, they may be in for a surprise when you ‘do’ them on a corner!

Make no mistake, this is a quick bike! The low and mid-range shove gives a superb spread of power when you need it most. Rapid progress and overtakes are a breeze; short shifting with little effort at 6 to 7k on the tacho. The bike also loves to rev! Full throttle and higher RPM give a searing top-end rush. Fortunately, the brakes match the performance, with plenty of power and good feel. The gearbox is smooth and slick.

A few issues

Of course any machine has the odd negative issue and thankfully these are few with this bike. A common complaint is the clocks getting moisture behind the lens. This occurred with my bike during the winter run-in period. It did dry out quickly when stored and it didn’t occur in the warmer summer months, so it’s something I’ll put up with. Another issue is a snatchy throttle and ‘fluffy’ fuelling due to Euro 5 emissions regs. I never found the throttle snatchy, although I did get the odd ‘fluff’ at low revs when pulling away in higher gears on a roll on from a closed throttle. Fortunately, there’s a cheap and easy fix to this in the form of a plug-in O2 sensor eliminator that pretty much solves the issue.

Pillion comfort

The Z900RS Café is just as happy with two-up, having a decent-sized pillion seat and a stunning OE chrome grab rail which enhances the retro-styling of the bike.
Of course I parted with my own cash for this bike and I’ve covered over 2000 miles to date. Notwithstanding this I’m being entirely objective when I say the Z900RS, either naked or Café versions really are excellent motorbikes.

Cliché or not cliché?

The term ‘roadster’ can be a little bit of a cliché. All too often it’s style over substance and rideability… but this is certainly where the Z900RS shines! It delivers on every level – style and performance. That to me, is the definition of a modern roadster!

Review and road test by Geoff P. for BikeMeet – all image and content rights reserved. If you’d like to publish a motorcycle or bike accessory review on here, get in touch via the contact page.

By pure chance, I’d managed to blag a ride on Kawasaki’s new ZH2 Supernaked at a recent Kawasaki demo day. The group ride was going smoothly through some tasty twisties of rural Worcestershire. The only slight fly in the ointment was that we were under strict instructions not to overtake anyone else. With a bike like the ZH2, this was a little frustrating…

Nevertheless, there had been a few opportunities to give the bike some beans as gaps opened up in traffic. The break came when I got separated at the junction of an A-road while the bikes in front got away.

Opening the throttle wide was to be rewarded with a tsunami of unrelenting power that had my adrenaline glands on overdrive and a grin that spilled out the side of my lid!

This was just the start of it. Going up the box at at higher revs using the excellent quick-shifter, I was on the crest of that power wave with the anti-wheelie working hard to keep the front down. It was still allowing the thrill of the front lifting as the power tried to batter the electronics into submission. The lack of fairing increased the raw and visceral sensation.

Supercharger madness

All too quickly, the madness was over as I caught up with the rest of the group and had to calm my jets. The brakes are excellent, as is the auto-blipper downshift at higher revs. It is lumpy lower down the rev range. Compared to the system on my 2018 BMW S1R it is not as smooth The ‘chirp’ of the supercharger when off the throttle is intoxicating, a sound I would never get bored of. Especially as you can do impressions to bemused friends when back at the pub…

The demo route was on roads I’ve ridden many times. Accordingly, I was able to test the handling. It was impressive, at 239kg wet weight the bike is not light; once on the move though this weight really does vanish. Cornering was precise & planted with quick turn-in due to the short wheelbase and fork rake angle. The Showa suspension worked well. My only issue was that the settings were very hard & the seat like a plank. I really felt this on the rural bumps. Of course it is fully adjustable & a good setup works wonders. Again however, it was inferior to my S1R semi active system. No doubt next year’s bike will come with the option of the same semi active unit as the H2SXSE+.

The instrumentation is comprehensive on the full colour TFT dash; with trinkets such as lean angle display as well as the more usual information.

Verdict

I really enjoyed riding this bike – it is a beast! Looks can be subjective, but I’m a fan of the Japanese ‘mangaesque’ style. If you’re in the market for a new supernaked, I would certainly recommend the ZH2.

Finally, thank you to Completely Motor Bikes of Worcester for organising & allowing me on the demo ride. Big thanks also to my friend Jamie Crawford who provided photos of his own ZH2 for this review.

Review and road test by Geoff P. for BikeMeet – all image and content rights reserved. If you’d like to publish a motorcycle or bike accessory review on here, get in touch via the contact page.

Sports bike fan Neil has recently had to have his Suzuki GSX-R serviced and was given the opportunity to ride the 900 Street while his Suzuki was under the knife….he came to the bike with a little prejudice against Triumph bikes, but came away with a new view point altogether…

I like to say it how it is, regardless of others opinions, facts are facts, I have never had a good word to say about Triumphs. This is probably due to friends of mine who love the old ones and keep telling me these new ones are nothing like the real ones they own. This along with the fact they are not my style of bike, so here goes:

I took my Suzuki GSXR1000 in for a service, MOT, new tyre and a couple of other jobs. The dealer gave me a choice of courtesy bike: A Suzuki SV650, a scooter, another bike I can’t even remember and this Triumph. I instantly said I will take the Triumph; let’s see how poor they really are. The example they let me loose with was a brand new bike with only 150 miles on the clock – the 900cc ‘Street Twin’. My first impression as I took off was bloody hell where to I put my feet!? I have been riding super bikes all my life! As I got underway, I thought hmmm quite punchy, takes off quite well. Sitting upright, my arse started to hurt before I got home, a trip of a whole 9 miles. Not good, but I quite enjoyed the ride.

Time for another try…

The next morning comes and decided to take it for a longer ride out: Tee shirt, no gloves just enjoying the weather (I know, I know…) One thing I did notice, a couple of other bikers thought they could pass me, I even had a Audi driver race me off the lights! These things never happen on my GSXR, and I didn’t let it happen on the Triumph! I got the impression others see me cruising in a Tee shirt on a sit up style bike, they can take advantage and blow me away.

Changed Opinion:

Never mind, doesn’t interest me to be honest. Anyway, I just want to say that I have changed my opinion, I actually like the bike, I will never say another bad word about Triumph; each to there own. It’s not my type of bike, but still a nice ride, I certainly enjoyed it, another ride awaits before picking up my own bike. Oh the only one downside I thought: My left leg gets cooked by the heat radiating from the engine! I kept leaning my knee out, as the heat was burning me. That said, it wouldn’t stop me buying one…

Neil

Originally posted in the ‘Over 50 UK, still on two wheels with engine and loving it’ FB group

The first thing that hit me when I walked up to the V7 wasn’t anything to do with how it might ride or perform…it was the looks. For me the  combination of teal blue and orange was absolutely gorgeous, oddly reminiscent of the late 1960’s Porsche LeMans race cars in Gulf colours. I know this is a bit shallow, but there you go and the look of the latest generation of retro bikes is key to their appeal. As the trend in biking seems to continue to swing from sports bikes and sports touring towards ‘adventure’, naked and retro bikes the little Guzzi V7 is ‘on-trend’ and has pretty much nailed the retro look. With a transverse V-twin motor and shaft drive transmission the bloodline back to the classic 70’s Moto Guzzi is direct and unbroken. This isn’t a ‘tribute’ band type of bike, a Counterfeit Stones to the Rolling Stones, no this is the real deal. But all the modern amenities are there too, fuel injected Euro 4 compliant engine, traction control., ABS. The Guzzi even has a simple trip computer!

Get aboard and the upright position with just the slight lean forward gives you that classically sporting stance, but relaxed, un-flustered. Big tradition analogue dials for speed and revs are crisp and classically presented. Thumb the starter and the V7 comes to life with a little shiver to remind you that you are on a V twin. Less pronounced that the larger V9, but still evident and still welcome. Snick into 1st and it immediately becomes obvious this bike has  sweet drive train, certainly when compared to its bigger brother the V9 Bobber I also rode on the same day. The special is a ‘proper’ motor bike, everything has a solid feel and there is no plastic adornment on the bike. However, like the V9, it really needs some decent aftermarket pipes to release the V twin character the regulated pipes are busily strangling the bike in order to  meet noise regulations.

Once on the road I really enjoyed myself. The 750 doesn’t produce much power…52bhp and 60Nm of torque, but it is enough whisk around the country lanes of Worcestershire at a decent lick. This is no sports bike, but it isn’t trying to be and really is fun to ride….the bakes and suspension cope well with the power and get into a grove and on a sunny day and on  classic English A and B roads this bike is a honey to ride. You don’t feel obligated to try too hard, just push on briskly and popping past any traffic that appears. If you want to a major adrenaline rush, buy a MV or a Ducati….this Italian is more about making swift understated progress and looking cool. A bike to ride nowhere in particular and not to a schedule, this is a good thing…a very good thing.

To summarise the Guzzi is beautifully finished bike: delicious detailing abounds from the paintwork, through the badging the chrome etc. This is a bike I really enjoyed. On a sunny afternoon the V7 is the perfect companion….stick on leather jacket, some wrap around shades and an open face lid and just go out and enjoy the ride. Drink in your surroundings, stop for a coffee, take your time appreciate the niceties of life

Fancy a ‘full-fat’ American V twin but without the bling and attendant BS to put you off? Well the resurgent Indian Motorcycles might have just the thing for you! It ticks all the important boxes…authentic USA heritage, big V twin motor, brooding good looks and above all…it’s just cool! The ‘Bobber ‘takes the stock 1200 Scout as a base and pares the concept back still farther. Black is very much the order of the day: Black paint, black engine, black exhausts, black wheels, black faced clocks..you get the vibe….

Low, mean…ready for action

Appropriately as I set off the Worcestershire skies were as dark and brooding as my mount, I felt like a cast member in a 1950’s film, all very ‘Rebel Without a Cause’. To ride the Bobber is very like the Scout I tried a few months ago, but with just a little more ‘attitude’ for want of a better word. The small mods making a real difference to the stance and feel of the machine. Shorter rear shocks, dropped the back end a little. Dual purpose indicators/rear light clean up the back end significantly and the much better looking (than standard) Vance & Hines pipe meant the Bobber had a bark to go with its 1200cc bite.
The Indian handles the bumpy, twisting, leaf strewn A and B roads that surround Midwest Moto with aplomb. While you can’t chuck it about like a sports bike you CAN cover ground at decent lick with a little planning. I found it great fun to hustle along making good use of 4th. 5th and 6th gears in particular. The exhaust has  great barking rasp on change downs as you blip the throttle…big grins all round!

The gates of heaven or hell?

V&H pipe added a bark to match the looks

The V twin motor is a perfect match for the look and the performance is strong and very easy to access, using that slick 6 speed gearbox. The brakes cope easily too with whatever you and bike throw at them within reason. In summary what we have here is a pared back take on the American dream. For me the Bobber is the perfect foil for slightly softer Scout; everybody needs a tough, streetwise brother and the Bobber is very much that sort of bike!

Brothers-in-arms

Thanks to Mark of Midwest Moto for the opportunity to try and look cool, for at least an hour or two at any rate!

https://indianmidwestmoto.co.uk/

The Scout review can be read here:

Indian Scout 1200….Not the world’s fastest Indian…but still pretty cool!

The ‘Bobber’ style machine is a very American look with its origins in prewar racing in the USA where bikes were stripped back to help reduce weight and boost performance. It included cutting back the rear mudguard, a process called Bobbing the tail… hence the bikes became to be known as ‘Bobbers’ . In the immediate post World War 2 years customisation of demobbed military Harley Davidsons and Indians took off and look became popular on road bikes ridden by thousands of young veterans looking for excitement that many struggled to find in day to day life after their wartime experiences. It is a paired back minimalist look and in recent years has made a resurgence first in the custom world and latterly amongst the manufacturers themselves. Not only the American manufacturers have caught on but Europeans too. Moto Guzzi joined the fray a couple of years ago with their well received V9 Bobber. It adheres well to the genre; ‘balloon’ front tyres, simple clocks, jet black paint and anything not needed simply isn’t there. The Guzzi is a great looking bike, it’s V twin layout lends itself to the look well

Guzzi have always had strong links with American culture and their bikes were even used by the famous California Highway Patrol for many years. So the blend of American custom culture and an Italian bike works well on the V9…like a Pasta  restaurant in downtown New York. The Bobber is an attractive machine and I hopped on board revelling in the low seat height, kicked back the side stand and thumbed the starter button. The 850cc V twin bursts to life and gives the bike a little ‘shimmey as the torque reaction kicks in. I snicked the bike into first and it engaged with a healthy clunk…Guzzis are a mechanical experience, and pulled away. I checked out the roads that twist and turn around the Worcestershire/Herefordshire border countryside that surround Readspeed the dealer that provided me with the demo bike. I must admit to a degree of surprise at just how well the V9 goes….55bhp and 62Nm isn’t a huge amount of power and torque, but the ballsy delivery of the Euro 4 compliant V twin pushes the bike along at a pace that is a little surprising. However it does need some fruity pipes to prove a proper soundtrack…the European noise regulations have seen to that. I wasn’t sure I would like the way the bike cornered, but again the Guzzi was very capable and fun to throw about. The brakes could cope with the performance on offer and the ride was better than I expected too. Function had not been completely scarified for form, thank goodness. The riding position is upright and the controls are all logical and easy to use. A simple speedometer (no rev counter) gets over the required info well. The bike hides all the modern tech well, it has traction control and ABS, but they are unobtrusive and the Guzzi isn’t the type of bike to call them into action often, but its good to know they are there! Fit and finish was good too, especially the suede look seat and mean black paint. The bike has a quality, solid feel.

The Guzzi comes in at around £9k depending on how barmy you go in the accessories catalogue, this less than offerings from some of the rivals, so it isn’t bad for a bike from a brand with some real history behind it  Can an Italian bike bring home that American feel? I think it can yes, its a cool bike, looks great and performs well….I can see a brooding Al Pacino type character riding one in a film, cutting through the mean streets and rocking up outside a diner….the V9 is the real deal….

The MT07 first came on to my radar when I test rode an example not long after they came onto the market in early 2014. I was impressed; the bike was fun, could be flicked about with ease and with 74bhp on tap it was reasonably brisk too. Then a couple of years ago I was on a ride out led by none other than Nick Sanders and he was riding a MT-07 Tracer that he was about punt across the frozen wastes of Mongolia (never has been one for pootling to the shops has our Nick…). If he trusts one that much  they are undoubtedly a handy piece of kit.

Recently I have been  looking to get a more comfortable bike for longer trips and for my two up riding when the poor old Mrs gets dragged along with me. The new GT version of the Tracer comes complete with a set of colour matched side cases, a manageable seat height and on the demo I rode a comfort seat. All this on a bike for around £8k seems almost to good to be true

I took the little MT over one of my standard runs up over Clee Hill and covered around 40 miles or so. What a cracking bike…quick, cornered well and the brakes dealt with the available performance without any fuss or drama. It looked well built too and I really enjoyed myself for the hour so I was out. There are a few downsides however and I have to say the bike is a bit lacking in character…it is a bit like that quiet bloke in the office, but he good at his job, always on time, never off sick and never asks for a pay rise. This is the MT07 Tracer GT to a tee fortunately. There absolutely nothing wrong with it, the ONLY thing it lacks a little soul and ironically the ‘comfort’ seat wasn’t…not for me anyway and I come ‘pre-padded’ so to speak!

Looking very cool in blue

Perhaps a few miles to add some scrapes and marks and an exhaust with a bit more of bark might help, but even as it stands though the bike is good to ride, offers the comfort and luggage space I am after and is great value for money. It could just ‘talk’ to me a bit me.

There is only one thing for it….I am going to have try ‘big brother’ the 900cc triple Tracer GT….

Yamaha 900 Tracer GT – Just really, really good

https://www.motorcyclemart.co.uk/

https://www.yamaha-motor.eu/gb/en/products/motorcycles/sport-touring/tracer-700-gt/

About a year ago I tried the 125 Caballero and whilst it is an impressive machine being well built, good looking and very capable it was clear that the cycle parts could easily cope with more power. The 125 while suitable for learners was not really up to exploiting the full capability of the frame and cycle parts

It’s a great looking bike

Well now the clever people at Fantic have shoved in a 43 bhp 500cc single into what looks like essentially the same frame and cycle parts. The UK based consultancy Ricardo designed the engine apparently and they have a pedigree that includes working on engines for the like of McLaren for use in their epic road cars! A few changes were apparent, for example the lower engine mounts look different and I think that there is some additional bracing on the frame to allow for the increase and power and weight. Speaking of which the weight of the Caballero is up by 20kgs when compared to the 125. However it still only 145kg overall, which is pretty light, especially in modern biking terms. The new engine looks perfectly at home in there and I was delighted to be offered the opportunity to ride a demonstrator last week.

500cc gives so much more omph than the 125

Well what a cracking piece of kit: Now that it has the balls to match its brawn the Fantic hacked across the Worcestershire A and B roads around the hills surrounding the famous Shelsley Walsh Hill Climb circuit with real aplomb. I was taking it easy as the motor still had less than one hundred miles on it, but even so the bike is now transformed. I can imagine the Caballero would be great fun for an experienced rider. The rural roads I tried the Caballero on matched it’s character perfectly and the suspension felt taut and controlled and the brakes powerful. It was fun to hustle along and the extra grunt really transformed the whole experience. I didn’t try it on any unmade roads or green lanes but I would expect it would be a hoot. The 500cc single is muscular in its power delivery and would be ideal in these conditions. The extra power has only meant a small increase in weight, but eh jump in performance is considerable. Off road this would be much better than so many of the larger retro scramblers from the likes of Ducati and Triumph. Whilst both of these rivals are more powerful, with their much larger twin cylinder engines they also have to lug around much more weight.

So what we have here is a good looking, light and relatively simple fun bike, which at £6399 is significantly cheaper than the likes of the offerings from Triumph and Ducati. I think the engine has still more to offer too, and an aftermarket exhaust would liberate it from some of the emissions restrictions all bikes are hampered with now. Mind you it would be a shame to junk that lovely looking stock exhaust.

My advice is going a check out the new Fantic, try one if you can….I really think you will be impressed based on my brief ride

Update: Interesting feedback from a David Smith of the Italian Motorcycles Group on FB:

“A very fair review. I would like to say that its a bike that needs to be ridden, it needs you to take take control but is amazing fun to ride. The revs need to be kept within a fairly narrow band to make the most of the engines characteristics and let it rev too low at your peril. Handling is amazing even on road with its chunky tyres. I love my 50th anniversary edition and find other bikers are always coming to ask me about it whenever i pull up at coffee stops. For what it cost it is simply amazing”

David Smith 29/10/2022

125 Review for those of you still on L plates: Is in the Italian section ere

Fantic 125 Cabellero – Review and Pictures

Thanks to these guys for the loan of the demo bike:

https://www.midwestmoto.co.uk/

https://fantic.com/

On a recent 200 mile run back from Cornwall  to my beloved Midlands riding my trusty Yamaha Thundercat only one thing was on my mind. It wasn’t how great it is to be on a 600 sports bike with a full tank of juice. Nor was it the joy ofan open road stretching out in front of me. No, I was just thinking ‘Christ my neck is killing me!’ and ‘when can I get off?’.

The crouched forward sports riding position was the problem. Oh God, this is it: ‘The moment’; the one when you realise that a sports bike might not be your thing anymore. Time for a ‘sit-up-and-beg’ adventure bike? No!! Not in a world where I seem to surrounded by folk riding a BMW R1200GS or a Triumph Explorer. All gleefully engaging ‘Smug’ mode via their multi function handlebar controls as they glide serenely into the distance. Their buttocks gently warmed by a heated seat, dressed from head to foot in a ‘Ewan and Charlie’ romper suits. All this whilst being cosseted from the pot holed surface by computer controlled suspension. All roads feel like glass smooth, virginal tarmac. It’s a bit like that moment you tune your radio way from Radio 1 to Radio 2: This feels like you are giving up

Salvation Beckons

But there is hope! While I might have to go ‘sensible’ it doesn’t mean the fun has to stop. Say hello to the Ducati 1200 Multistrada 1200S DVT. Here is a machine that combines the power of sports bike with the character of a V twin and the riding position and conveniences of an adventure bike. It looks so comfy. The only person who wouldn’t approve is my chiropractic! Even for a stumpy like me the post 2015 DVT models have a surprisingly low seat height. This especially on the lowest of the three settings available. Although getting on board was still a bit of a fandango. However once aboard I was amazed how low and manageable the big Duke felt.

Imposing, but the seat height is surprisingly low

I was up in Scottish border country for this ride and had a joyous thirty mile stint attacking the glorious A708 as it twists, rises and falls as it follows the course of the River Yarrow Water. Immediately I felt at home the  Multistrada and was soon going at a pace that I would not of managed on my Thundercat, a bike that I have owned for years.

Comfort with Speed

The suspension is longer travel than I am used to and more compliant than my MV Agusta 1090RR Brutale, but I think better suited to pot hole strewn British roads. 3rd and 4th gears were ratios of choice on this kind of narrow, twisting and bumpy A road. With 160bhp on offer any overtaking opportunity can be taken with dismissive ease. I found myself tucking and leaning forward slightly when pressing on as it seemed to help the feel of the bike through a bend. However when I wound back a little and just sat back the comfort level and ability to just waft along was sublime and impressive. The Multistrada does offer a variety of riding and traction control modes but I just left it set on ‘Touring’ which I am certain will be fine for 90% of most people’s riding.

Superb V Twin

The engine was a peach , the six-speed gear box slick, the controls logical, although a bit of a fiddle with so many functions to control. The colour TFT display was easy to read and I liked the prominent gear indicator too. In fact I liked this bike so much that was supposed to be a quick 10 minute try out developed into a full on 30 mile loop across a challenging A road with a backdrop that you would be hard pressed to better. So much was I enjoying myself that actually took the same road back to base! What a glorious bike…my wife remarked as I returned ‘It looks like it could be an expensive day’. I am not sure about that, but I am sure the Ducati 1200 Multistrada is one cracking motorcycle.

Big thank you to Dave for letting me out on his pride and joy

Words and Pictures: Tony Donnelly