By Adam Child 'Chad'

When you think of classic British bikes, Triumph almost certainly springs to mind—and for good reason. Their knack for blending old-school cool with modern performance has made hits of the Bonneville, Thruxton, Scrambler, Bobber, and Speed Twin ranges. From nostalgic styling to cutting-edge tech, Triumph's formula keeps working, and the 2025 Speed Twin 1200 is no exception.

For 2025, Triumph's giving us two Speed Twins: the base model (needed a catchier name) 1200 and the sportier 1200 RS, which you could argue steps into the void left by the departing Thruxton. No drastic overhauls here—just thoughtful tweaks. The 270° parallel-twin now packs an extra 5hp, while the steel cradle frame stays put. What's new? Lean-sensitive ABS and traction control, updated suspension and brakes, and a modernised design with sharper details and a sleek TFT dash. Yes, no more twin clocks. Think tasteful nip and tuck, not over-the-top Hollywood makeover.Both models share the same engine, performance, gearbox, and frame, but differ in suspension, braking, ergonomics, and electronics. Triumph's formula? Timeless style, modern thrills, and just enough nostalgia to tug at your heartstrings. Lets go ride.

The 1200cc parallel twin has those charming faux cooling fins to fake its air-cooled vibe, while hiding its water-cooling bits with surgical precision. The two-into-two exhaust looks way too custom for a mass-produced, Euro5+ compliant machine, and Triumph's kept the new electronics and sensors out of sight. The reshaped tank, flip fuel cap, new headlight, and updated side panels all contribute to a perfectly judged retro-modern balance. Add RS-exclusive Öhlins, Brembo brakes, and premium finishes, and it's clear Triumph designers have worked overtime.The base Speed Twin shares much of this beauty, but with notable differences. The RS boasts fully adjustable Öhlins and Marzocchi suspension, while the base model sticks with simpler Marzocchi units and preload adjustment only. Brembo Stylemas vs. Triumph-branded brakes, sticky Metzeler RaceTec tires vs. street-friendly M9RRs, and the RS-exclusive quick-shifter and Sport mode underline its more aggressive character. The RS also tweaks the riding position—lower bars, higher pegs—for a sportier, more attack-ready feel. Classic looks, cutting-edge tech, and proper attitude—Triumph's nailed it again.Our test day was split into two, with the morning on the stock bike and the afternoon on the RS. Jumping onboard, it was immediately obvious I was on a new model, its minimalist, single circular TFT dash having elbowed out the old-school twin clocks of before. It's clear and uncluttered - I especially liked the gear position indicator - but judging by the response on my social media, most prefer the older traditional twin clocks.

The 805mm (810mm RS) bench seat is comfortable, and the riding position feels roomier than before, with the bars now higher and slightly further forward. Despite being a big-cube retro bruiser and topping the scales at 216kg, it's a doddle to manage at slow speeds and isn't nearly as intimidating as it appears. In the standard Road mode, fuelling is accurate and easy, but there is a lot of torque low in the rpm, which in the early morning cold and damp made me thankful for the new lean-sensitive traction control. The TC can't be trimmed, incidentally, it's either set to Road or Wet, or deactivated.Close to Palma are some stunning roads, and soon it was time to enjoy the new Speed Twin's performance. There is still that familiar big-twin torque that delivers muscular low-down drive, with peak torque at just 4250rpm. You don't need to rev the 1200cc, just ride the torque and enjoy. Triumph has added five more horses, but they are all at the top end above 7000rpm (peak power is at 7750rpm), and for the morning ride I don't think I ventured past 6000rpm. Instead, I short shifted through the box on the conventional shift and just revelled in the 1200's delicious, surging drive.The handling of the base-model Speed Twin matches its relaxed but potent power unit. The ride quality is excellent, designed for comfort over performance, with the suspension seemingly set up softer than the previous bike. The steering could never be described as sharp: the 1200 rolls into corners in the traditional manner rather than dives to the apex - it's more labrador than greyhound - but you soon get into a flow. It covers the ground, carries its speed, short shifting not screaming, and should not be underestimated.

Seriously, don't be fooled. The stock Speed Twin bike may feel unstressed and relaxed but can deliver sporting drama. For a naked retro, ground clearance is excellent, the feedback through the chassis is far from dull, and the Metezlers work well in mixed conditions. By mid-morning, with the ambient temperature rising, so too was the pace. Endless switchback mountain passes were taken with rhythmic ease and growing confidence in the ability of the 1200. I'd like the bars to be a fraction wider to give more leverage and a more old-school streetfighter feel like the BMW R NineT, but otherwise, it's hard to fault the stock bikeIt's only when you ask for track-levels of grip and handling that you approach the limitations of the suspension and brakes. Ride aggressively and the rear feels soft and a little underdamped while the brakes require all four fingers on the lever for rapid deceleration. Under hard braking, the ABS can also chime in early, but this is mainly due to the softly sprung forks struggling to cope. Fortunately for sporty lovers of retro British iron, Triumph now offers the opportunity to step up to the RS.You could question the need to produce the RS, as both models produce the same power and torque, share a frame, and have very similar dimensions - but the step-up in handling is instantly noticeable. As soon as the RS's wheels, now wrapped in sportier Racetec rubber, are turning, you feel the difference. The riding position is more radical, with the bars lower, feet further back and higher up. It's not extreme, you're just positioned a little more aggressively than before without putting weight onto wrists like the outgoing Thruxton or a similarly set up Café Racer.Despite the same quoted weight (216kg), the steering feels lighter and the RS turns with a directness absent on the stock Speed Twin. There's a genuine personality shift going on here: aboard the RS you start to attack sections of unfamiliar road, rushing into corners with more confidence, carrying more corner speed, and getting on the power sooner.As you might expect, the Brembo Stylema stoppers are much stronger and require just one or two fingers on the multi-adjustable lever rather than a full handful for the same stopping force. The multi adjustable Marzocchi forks have more support and also cope better with aggressive braking, and once warm the racy Racetec rubber provides more grip and rider confidence. I found myself trusting the front more, turning to the apex with newfound gusto.Ground clearance is ample on the base bike but the RS sits higher on firmer suspension, meaning you can lean further. With the more poised, more over-the-front-end riding position, it feels more natural to shift bodyweight to the inside and ride it like a modern-day naked sports bike. I had to pick my knee up on a few occasions, reminding myself I wasn't wearing knee sliders...

I loved short shifting the base 1200 and exploiting its rich low-down torque, but aboard the RS I suddenly understood why the Hinckley factory has added horsepower to the top end. Now I was working the RS-only Shift Assist up-and-down quick-shifter and using the RS-only Sport mode, revving the twin to the redline at 8000rpm (7500rpm previously) - and it was moving.The base Speed Twin 1200 is fun and will party until late, but the RS wants to party hard until dawn. After an intense and absorbing mountain ride, it was clear the RS wouldn't be out of place on a track day. Admittedly, we had the perfect tight and twisty roads in Mallorca - and I'm sure 216kg and just over 100bhp might not be that exciting to some - but I was surprised by how responsive and rewarding the RS felt. Even with the TC active in Sport mode, this retro was more than happy to loft its front wheel. Early in the day, when I first laid eyes on the RS, I had no idea that by mid-afternoon I'd be having this much fun. I should have packed leathers and sliders.On the base 1200 you can get towards the limitations of the handling and brakes, but on the RS I believe you'd need a racetrack before you'd start scraping pegs or wanting to adjust the suspension. The RS comes with fully adjustable suspension, so may take even grippier rubber on track. The only limitation to a hot lap will be the standard ABS, which can't be deactivated. It would also be nice to be able to trim the TC, which is either on in one of the selected modes or off. There are also no anti-wheelie or engine brake strategies, the quick-shifter is basic and can't be transferred to the standard bike. And while I'm being picky, I don't like bar-end-mounted mirrors, but that is a personal thing. Complaints over.

Verdict

When it comes to looks, styling, and character—plus that cheeky pop on the overrun—the 2025 Speed Twin 1200 gets a big thumbs up. Let's just say my iPhone now has more pictures of this bike than of my kids. Opting for the standard bike and saving £2000 isn't exactly slumming it. You still get the same torquey, smooth motor and laid-back ride, along with basic rider aids and modes. The rubber is year-round ready, and the engine's top-end punch makes it plenty of fun. I reckon 80% of buyers will be happy for the base model—just don't test-ride the RS. Seriously, don't.The RS? That's where the fun really ramps up. Sharper handling, better brakes, and tauter suspension make it a more engaging ride. Add RS-exclusive graphics, Baja Orange paint, Öhlins bling, and a quick-shifter, and it's tough to resist. It's also more aggressive—sportier riding stance, stickier tyres, but a ride that's less forgiving on potholes. At £14,495, it's creeping into premium territory, and yes, some will miss the old-school twin dials or crave more advanced rider aids. Add some accessories, start to personalise, and you could be north of £15,000 - it's easy to get carried away.

Bottom line: if you're after a modern retro, you'll love either version. Just beware: riding the RS when you can only afford the base bike is heartbreak waiting to happen.

Photography by Chippy Wood / Gareth Hartford

As I circle the newly unveiled Vitpilen 801 on the shores of the Cote D'azur, sipping a blue Margarita, I remind myself that it is often the little things that make the biggest difference. Under usual circumstances, I count myself a fan of the Margarita, but despite the familiar tang of lime and Tequila, this one is failing to float my yacht. Most likely because an over-enthusiastic bartender decided to colour-match it with the rolling ocean. A small change, a significant shift in appreciation.Parking the drink, I return to the bike, resplendent in Hi-Viz Yellow. On the face of it, the differences between the new Vitpilen, and the 801 Svartpilen that so captured my heart earlier in the year, are not substantial. The question is, would these changes combine to make a notable difference between the two, or amount to little more than that dash of blue curacao? Changing the perception, but not the flavour. A day riding the mountain and coastal roads of this beautiful slice of the world, would certainly determine which.The Svartpilen has always been pitched as the dirt or scrambler side of the Pilen pair, while the Vitpilen with its more sporting stance, sits firmly in the roadster class. But in the 801 line-up, the Svartpilen ditched the 19' front wheel of its 701 forebear in favour of twin 17's, while the Vitpilen sacrificed the previous iterations clip-ons for low, one-piece bars. In doing so, both have taken incremental steps toward each other's territory.In a brief game of spot the difference, I take in seven, maybe eight points of difference between the sister machines. The most visually striking of which, that futuristic halo-ring / projector headlight, giving the Vitpilen a visage befitting some Hollywood sci-fi future-scape. It's even better in the flesh than the shots, lending the bike a real presence on the road. Next up, the aforementioned bars. Low and flat, a significant step up in comfort from the wrist heavy clip-ons of old, but a significant drop from the braced bars of the Svartpilen. Michelin Road 6 tyres in place of the Svartilen's block-pattern MT60RS Pirellis, promise to be the most significant of changes, whilst also contributing the majority of the 1kg weight drop (181kg to 180kg) between the models. The stylish wrap-around belly pan looks the part, while the radiator shrouds, mudguard, and heel-guards are all subtly reworked. The beautiful cast alloy subframe and exhaust, both finished in black rather than silver.Beyond the visual we are informed both the suspension internals and seat are firmer on the Vit than the items on the Svart, but the simplified, 5-point adjustment rebound and preload clickers on the fork-legs carry over. Finally, where the Svartpilen, or Black-Arrow comes in any colour you want as long as it's black, the Vitpilen, or White-Arrow is available in both that eye-popping yellow and a striking silver. But not white. Understood.Now to what is shared. The cro-mo frame utilises the KTM group 799cc parallel twin (more on which later) as a stressed member, while the striking cast swingarm and five spoke wheels are also like for like. The advanced electronic suite of rider aids is accessed via the slick, shared 5' TFT dash and left thumb navigation cluster. Three discernibly different ride modes come as standard, (Street, Rain, Sport) but the optional Dynamic mode, equipped on the test bikes, allows for full customisation of the array of acronyms on call. PASC (Power Assist Slipper Clutch), MSR (Motor Slip Regulation), Motorcycle Traction Control (MTC) and finally one I recognise, ABS. Anti-Wheelie Control, Supermoto ABS, and Easy Shift are the final pieces of the tech package.To the mountains. As our pack of silver and yellow winds its way along the coast, I notice damp, gravelly patches crossing corners as the weekend's uncharacteristic rain washes off the hills. Rumours of an off in the first group do little to settle my nerves, although my body settles comfortably into the roomy riding position. I have a few launches under my belt now, but remain a relative newcomer in the rapid press-pack, where despite 25 years on two-wheels, my riding experiences pale in comparison. But as we navigate further from the main-drag, the pace rising as the traffic thins, I find myself for perhaps the first time on a launch, relaxed and relishing the ride.After a photo stop on the mountain, the roads squeeze ever tighter, and as is my bad-habit, my internal critic resumes commentary on my lines, technique and mistakes. But as we close in on lunch, the dialogue reduces as the errors recede, and I find myself riding confidently, as well as I ever have. This could well read as a brag, but the reason I detail it, is for the credit the Vitpilen takes from it.That slightly canted forward riding position provides feedback, accuracy and huge confidence in the front-end, at all angles. Familiarity with that barnstorming twin sees me laying down power earlier and earlier between bends, snicking between ratios in an instant via the optional but essential Easy-Shift, the exhaust popping and burbling deliciously on the overrun. A smile takes hold in my helmet. Sure, as we wind on a few gaps spread through the group, but for my part, I find my happy pace.There is a clarity of purpose with the Vitpilen that the Svartpilen would lack in these hills. This machine is a roadster through and through, the mountain roads its ultimate playground. The road-focussed rubber is no doubt a key difference maker, but the whole package feels incredibly composed. My only issue seems to be squeaking my feet far enough back on the pegs to prevent catching my size 11 toes through mile after mile of twisties, but the low set pegs never kiss terra-firma.I haven't ridden the 790 Duke with which the Vitpilen shares much componentry, but at lunch, those who have suggested the Pilen is a less frenetic, more composed ride. The sport-touring Michelin Road 6 rubber is held up as an example in the different approach between the two machines, with "The Scalpel" KTM wearing more sports focussed tyres. For me, the Husky is on the upper end of the aggressive scale, so it is clearly the better fit of those two machines for me. That it greatly appeals to, rather than baffles my eyes is also a bonus, along with the additional 10 horsepower it claims over the KTM in post-ride Top Trumps.The afternoon is a more relaxed ride as we dispatch mundane miles back to base. I click down from Dynamic, via Sport, to Street mode, thankful for the more docile throttle response as we slip between the traffic. Pedestrian eyes often alight to, and linger on the striking Vitpilen and I can see why, against my expectations, I love the Yellow. Where previously Husky have deployed small, accent flashes of the hue, on the Vitpilen they have let loose with the big brush. Just as I consider the superiority of a hi-viz bike over a hi-viz vest, a hybrid-driving Gran threatens to cut me in half regardless. Wits firmly about me, we hit the coast road for one last blast back to the Hotel.With a piece to camera in the can for BSMC Youtube, I head to the bar and order a Margarita with which to contemplate the day. It arrives on a serviette, resplendent in pale translucent white. Perfect. So how different are they? The motorcycles, not the Margaritas. Perhaps more so than I expected. The sports-naked category is a stacked class, but the exhilarating, confidence-inspiring Vitpilen more than holds its own, while delivering the standout visuals synonymous with the Pilen family name. The sister bikes may have come closer in spec, but they maintain their own distinct characters, the Svartpilen perhaps the more leftfield option. Which would I get? It's a coin toss, as much decided by the difference in mindset their minor differentiators dictate than anything else. But as I knock back the last of the drink, I make the choice. I'll take my Pilen like I take my Margaritas, white please.

Supermotos were born to entertain. Conceived for a late 70's US TV-show, the dirt/road mash-up was designed to pitch racers from different disciplines against each other, on mixed surface tracks, to determine the ultimate rider. The French, ever partial to some leftfield lunacy, ran with the idea and the dedicated "Supermotard" race-series was born. The Nineties saw the boom of the genre in Europe, resulting in the first-ever production Supermoto, Gilera's unfathomably awesome Nordwest, my teenage dream-machine. But despite their flexibility with terrain, the Supermoto is one of the most singular of purpose machines ever created. That purpose, as it was at concept; to entertain.The popularity of the Supermoto has ebbed and flowed in the decades since, the Japanese manufacturers have abandoned the class altogether, while the remaining players; KTM, Husqvarna and GASGAS, offer in all but marque, the same superb machine. But now Ducati have revitalised the category, with typical Italian flair. In truth, they have long had a toe dipped in the Supermoto paddling pool, their Hypermotard range taking many of its cues from the form. But with its L-twin engine, it has always sat somewhat out-of-category, like a big-brother, graduated to the big pool. A supermoto in its truest form, should (Aprilia SXV excepted) have one cylinder. Enter the Superqaudro Mono. 

Before we delve into the motor, has there ever been a finer example of the English language taking a seductive phrase from its mother-tongue, and translating it into an ugly, uninspiring tumble of words? Super-Square just doesn't hit the heart in quite the same way, and this is an engine that hits the heart.Essentially half of a 1299 Panigale motor, with the same, mighty 116mm piston stomping up and down the super-short stroke of 62.4mm to deliver a capacity of 659cc, not the 698 moniker adorning the panels. Desmodronic valves, an aluminium cylinder liner and magnesium engine cases combine to create a thumping 77.5 horsepower unit. A far cry from Ducati's last production single, the 450cc bevel-head unit of their original 70's Scrambler, the Superquadro is instead the most powerful single-cylinder production engine ever made. Quite the brag. A two-part steel trellis frame, cast aluminium swingarm, 45mm Marzocchi forks, Sachs shock and lightweight, cast rims connect the welly to the rubber, via a full-suite of electrickery.Bosch cornering ABS allows for four levels of "slide by brake" control, while the Ducati wheelie control also offers four levels of height tailoring, along with a track-only "off" mode. Traction control, engine-brake control, and launch controls complete the circuitry CV. Ducati conveniently arrange the many settings into 4 pre-ascribed riding modes; Sport, Road, Urban and Wet. The first three unleash full power via a dynamic (Sport mode) or smooth-action (Road and Urban mode) ride-by-wire throttle set-up, while Wet mode leaves 19.5 horses in the paddock.

Before we embark on the day's ride, I stand back to give my steed the once-over. I am riding the RVE model which along with a graffiti inspired, yoof-baiting livery, boasts Ducati's Quickshift as standard. Aesthetically, it hits all the Supermoto notes, yet elevates their implied simplicity with the quality you would expect of the brand. The side panels reveal glimpses of the intricate subframe, while the tail and beak / mudguard plastics reference its twin-cylinder Hypermotard brethren. The engine is a predictably complicated object visually, but the magnesium casings are pleasing and the radiator well incorporated by the limited bodywork. A few empty bolt-holes hint at an aftermarket bash-plate whilst the symmetrical silencers confirm the same catalogue will see a few paychecks dedicated to the fine folk at Termignoni.The bark of the stock cans is gratifying enough as we pull out of the car-park, the bike immediately showcasing its lithe 151kg weight (wet, without fuel) and subsequent low-speed maneuverability. A towering 904mm seat-height and wide bars immediately bring a smile to my face... At 6'4 I have ridden too many miles on motorcycles that are too small for me to feel sorry for anyone for whom the Mono is too tall. But fear not the vertically challenged, a low seat option and even a suspension lowering kit will bring the Mono down to earth. 

From my lofty perch I admire what little of the Hyper remains in view. The simple LCD dash appeals to my Casio tendencies and captures the critical information, whilst the looping arch of the front brake cable rising and falling with every dab of the brakes or snap of the throttle is hugely satisfying. Splendid.The engine provides the first surprise of the day. Anticipating the low-down punch for which a single pot is renowned, I am instead met with a silky smooth, polite power delivery. Don't get me wrong, acceleration is instant but it lacks the donkey-kick I anticipated from a motor carrying "The World's Most Powerful Single" mantle. It takes a mile or two before I realise my mistake. Unlike every other single I have ever ridden, the Superquadro is a rev-craving, redline chasing beast. The Dyno declares peak torque at 8000rpm but the motor will gladly whip the road beneath you all the way into double digits. It requires a mind shift to stop shifting early in pursuit of stomp, but once you realise its modus-operandi and hang on to your gears, it is a wildly entertaining engine.If I was limited to two words for this piece, wildly entertaining would be hard to beat. The route for our ride-out takes in the best of English country roads, tight bends, sweepers, whoops and crests, flanked by fields of green. The Mono, determined to turn each stretch of tarmac into its own dedicated roller coaster track. Not that it would contemplate being tethered to anything… Mono by name, Mono by nature. When on terra-firma, the front-end gives staggering confidence. The additional suspension travel inherent in a Supermoto may surprise the uninitiated, but the forks are silkily progressive as illustrated by that hypnotic brake-line arch. The single 330mm front disc gripped by a Brembo radial caliper is anchor-drop effective, delivering stoppies on demand to those so inclined. My club-footed attempts to lock and drift the rear yield limited success, but as the rider in-front of me ably demonstrates, those are my shortcomings and not the Monos. It is a machine that encourages you to play, to experiment with how you ride. The rev-hungry engine calls you to hunker down and hang off, sports-style, while the high-bars and composed front entice you to push them down and thrust out a foot. The Ducati doesn't care which you prefer, as long as you want to play. The Quickshift is a joy, perfectly timed blips accompany downshifts followed by evocative pops from the exhaust on the overrun. On the way up, the ratio change is dispatched in micro-moments as the machine charges toward the horizon. It is a bike I would love to take on track. The confidence it gives is a compelling call to learn, reinforced by the rider aids working in the background to kerb any chaos. At a brief coffee stop helmets reveal broad smiles and engaged exchanges. The feeling that little else would have been as entertaining over the morning's ride, unanimous. Of course, as easy as it is to expel the virtues of the bike, it is just as simple to list its shortcomings. But it is a list about which the bike couldn't care less. Comfort? Luggage capacity? Pillion practicality? If any of the above are at the forefront of your mind, the Hypermotard isn't interested in you. That said, I was surprised with how politely the bike could dispatch a sleepy village. Sticking to the lower half of the rev-range the Mono was happy to drop its Hyper tag and play nicely. We even elicited a respectful wave from a labrador lady. How would it commute? I'd have to test it to be sure (nudge nudge, wink wink Ducati) but I am sure it could pull double-duty as a committed city scalpel. Just be sure to bring all the locks - surely few machines would be as tempting to a joy-seeking scumbag.But if you are the seeker of joy, truly little else comes close. The Supermoto was born to entertain, and Ducati have more than honoured that heritage, while infusing the 698 with their own. You can tell it doesn't have a direct link to a dirtbike, where perhaps more bottom-end would be preferred. You can tell it comes from a company that specialise in sportsbikes, such is its front-end feel and track tempting traits. And most importantly, you can tell it was born from passion. If you ride a bike for fun, ride this one.

Jacket - Fuel Endurage
Armour - ADVENTURE SPEC Supershirt
Boots - Alpinestars J-6
Jeans - Alpinestars Copper Pro Tech
Helmet - Bell Eliminator

When I first rode the Husqvarna Svartpilen 801 at its launch in the mountains of Marseille, I was smitten. By the end of the ride, I was all but asking for a PCP application form... The power of the 801 motor and precision of the chassis wrapped in the unique Pilen aesthetic I have long admired, combined to give my current steed sweaty tyres… But holiday-weather and to-die-for roads can easily cloud the mind, what I needed was a run on the 801 in my London life.Fast forward 3 months and here we are. In EC1 with not just the 801, but its 401 sibling for company. Despite my desire to grab the 801 keys and rekindle our relationship, as a machine I had not previously ridden, the 401 won first ride privileges.

Recently, I have ridden numerous lower-capacity, lower-powered machines, and to my surprise, found them more and more compelling. Using all of less, as opposed to less of more, is definitely growing on me. And the 401 Svartpilen is the perfect platform on which to test the mantra.Of course, the focus of this slew of 400 odd cc / 40 odd horse-powered machines is not to convert seasoned riders to a "less is more" ideology, but to target the A2 licence category. On paper, the 401 maximises all of the categories key digit limitations, but further sweetens the deal with a host of features less commonly found in the class. A TFT dash (with phone connectivity and navigation), lean-sensitive ABS and traction control, riding modes, adjustable suspension, easy-shift quickshifter… The spec is dizzying, and at £5600, it is hard to think of a better value package.Add what packaging. The Kiska designed Pilen family have had my attention since the striking 2015 concept. Of course, styling will forever be subjective, but my eyes very much like what they see, from afar or from the saddle. Side by side, the four and eight are clearly related, but differ substantially in their execution. Dictated by the trellis frame architecture, the 401 tank section sweeps down beneath the long, MX style seat, while the 801 has a linear division between tank and subframe. The 401 wears spoked wheels versus the eight's cast items, wrapped in dual-sport Pirelli Scorpion Rally and flat-track themed MT60RS rubber respectively. 

In my dedicated 801 review, I addressed the Scrambler moniker at length. In summary, I didn't quite get it. The 801 is a road warrior pure and simple.Sure, the 401's aforementioned rubber and rims lean a little more toward the dirt spectrum, but again, the same applies. With both machines opting for 17 inch wheels fore and aft, road will always be their focus. Think of the call-out of Scrambler style more as a dose of robustness and inspiration for details, rather than a true inclination for dirt. If you prefer a more sleek/street style to match the use-case, Husqvarna have you covered, see the Vitpilen. But if you crave an 800cc variant, you will have to be a little patient.Time to ride. As a lofty creature, one of the first digits I seek on a spec-sheet is seat-height, and I was both surprised and happy to see the 401 boast the same 820mm as the 801. But as I swung a 36-inch leg over the lower capacity model, I would never have believed it. Whilst it unquestionably sports "big bike" feel and quality, the fold of my legs remained convinced the spec-sheet was wrong. Having both to hand, I swapped back and forth a few times in ergonomic-exploration to discover the truth. Of course, the sheet is correct, but the narrowness of the 401 seat versus the broader unit and lower footpeg position of the 801 contrive to offer what felt like significantly different positions. Just goes to show, a spec-sheet should never replace a test-ride.Comfortable enough, I set out through town. With its low-weight, wide bars, tight turning circle and shop-window pleasing profile, the Svartpilen makes a near perfect urban companion. Surprisingly for a single, the 401 immediately feels at home higher in the rev-range, as opposed to pulling lower rpm. This only encourages the entertaining process of lighting-up the TFT dash in luminous yellow as it prompts you to snag another ratio via the sharp quickshifter. Working both the engine and gearbox hard rewards with decent progress up to around 70 mph, and further affirms the less is more theory. More gear-changes, more cracks of the throttle, more revs, more fun…Of course, sedate, polite progress is perfectly plausible, but the character of the bike is definitely inclined to more engaged usage. Switching to rain mode softens the throttle response a touch for damp days or nervous newbies, but with the sun high in the sky, Street remained the choice for my ride.

Carving through some of my preferred bends confirmed once more that despite the block tread tyres, the 401 is definitely in its preferred element on asphalt. Similarly to the 801, the forks sport 5 point compression and rebound adjustment clickers, plus preload and rebound in the shock. To me this simplification of adjustment is most welcome, dialling through click after click of indeterminable difference be damned.Speaking of the eight, it is time for a swapsy. But before I step away from the four, one last point. A2 category compliance and the mere presence of a larger capacity brethren, can often relegate machines such as this to the suggestion of a stepping-stone. But with the suite of tech and suspension adjustability to play with, combined with the design flare and feeling of quality, the Svartpilen 401 has the making of a much longer-term companion.

So, the eight. Time to determine once and for all whether it should indeed be my next companion. Like an old friend, we settle straight back into rhythm, but it is a friend with a mischievous streak a mile wide. Trying to escape the confines of the city the bike feels like a caged beast, desperate to use more of what it has. The engine, almost goading you at a constant throttle, come on, come on, more, more, let's go! Escaping the M25 we finally cut loose. Newly aware of the low peg position I try in vain to tickle tarmac with metal. I guess if I didn't do it in the mountains, Kent wasn't going to cut it. But damn fun trying, and once again, the sharp 801 delivered a visceral riot of a ride.If you are still with me, my thanks, but if you want more verbiage on the 801, I would steer you instead to my original review. Deployed as my daily, everything I felt for it on that heady launch ride still stands. But is it my next bike? Regrettably, no. It is no fault of the machine, with which I am thoroughly enamoured, the issue instead lies with my bike usage. If I could sway my riding balance a degree or two from the practical toward the pleasure, I would have it in a beartbeat. But currently at least, the utilitarian functionality and load-lugging ability of my non-adventuring-adventure-bike, still holds sway. If you enjoy a more dynamic two-wheeled relationship, the 801 may well be the one.

Fun. Sure, motorcycles can be practical, convenient even. But if you had to distil the key ingredient that drew you to them in the first place, fun is the one. And with their all-new Guerilla 450, Royal Enfield did not view "fun" as a happy outcome, but an objective, to be engineered into the machine at every level. Their ambition was simple, to create a roadster, dedicated to the enjoyment of the ride. For those days when the road spills out ahead of you, and your thoughts are only of the line you cut through it.

Launching the Guerilla in the heart of Barcelona was a statement of intent from Royal Enfield. Sure the city backdrop is beyond compare, the traffic dense enough to mark the commuting card, and the weather a dead-cert. But in the mountains surrounding the city, snake some of the finest stretches of tarmac I have ever had the pleasure to traverse. Those roads are why we are here. The message was clear, throw this machine at the mountains. Have fun.

But before the ride, an opportunity to meet the varied teams from across the globe that collaborated in the creation of the Guerilla. Although the 450cc, 40hp, single-cylinder "Sherpa" engine, and tubular steel perimeter frame are shared with the 450 Himalayan, it is wrong to say the Guerilla is based on that platform. Both machines began development simultaneously, some 4 years ago, and despite the Himalayan being the first to market, the Guerilla (or GRR in certain territories) received an equal stake in the bones of both. Speaking with the Dynamic / Test-Ride team, it was immediately obvious how proud and excited they were to serve up their work. At their headquarters, a few miles from Barcelona in Northern Spain, the team of riders and engineers have poured over every detail of this machine. From the geometry and ergonomics, to the compound of the specially developed CEAT rubber. The directive of building an Enfield, with '17 wheels front and rear, prioritising rider enjoyment, was clearly a proposition they relished. Rake & trail are tighter than the Himalayan, while a redesigned swingarm further shortens the wheelbase. 43mm right-way-up Showa forks, (sporting chip-defying retro gaiters) lead to a classic, yet industrially styled circular headlight. The 11 litre fuel-tank features a near flat base line against the Guerilla specific subframe, while the one piece seat rises up the tank in almost MX aping style. A seat height of 780mm is sure to keep those less adept than I at reaching the top shelf happy, but had me nervous for my over-long lallies ahead of the purported 10 hour route. Thankfully a few flattering words with the Genuine Motorcycle Accessories team secured me the "Bench Seat" option, with an additional 22mm of loft.After digging into the engineering and the evolution of the aesthetic, we heard from those behind the elaborate colour schemes that adorn the Guerrilla. With a youthful rider in their sights, they dug deep into the paint-box for some cracking schemes. First a cool grey, followed by a deep metallic black with lashings of 70's red & yellow "Matchbox Toy" stripes. A red, half dipped in gold, a white and metallic turquoise statement, and finally... purple half-tone polka dots on banana yellow. Something for everyone. Personally, I was delighted to see my test machine in the flamboyant "Yellow Ribbon" livery. More motorcycles should have purple tank badges! (In my admittedly 80's favouring opinion).To the ride. High seat installed, we took to the town in orderly fashion. The ride-by-wire throttle was silky smooth, the clutch light as a feather, and the perhaps surprising spec-sheet weight of 184kg, rendered irrelevant by the low-speed balance of the Guerilla. If you are new to motorcycling, you will not find a machine easier to ride through town. Moving out of the city, the round "Tripper" sat-nav enabled TFT dash led led the way via a short burst of dual carriageway. Naturally, as a single cylinder, a few vibes are apparent through the bars and pegs, but not intrusively so. I for one will never complain of the characteristics of a single, and am delighted to see their resurgence in the market. The "Sherpa" is a splendid example of the single breed. The 40nm of torque is spread broadly across the rev-range, delivering a punch of power all the way around the dial. The soundtrack offers surprising bass for a lower capacity machine, aided by the airbox located high and forward under the shapely tank. However it transpires, it is certainly a pleasing and engaging bark. As the traffic thinned and the mountains welcomed us in, we had the opportunity to discover if the excitement of the road-test team was genuine or well-rehearsed. For want of a better metric, I will refer to the smile beneath my helmet. Ear to ear. 

With the wide bars flicking the Guerilla from side to side with the merest input, and those aforementioned tyres feeding back nothing but confidence, the ride through the mountains was one that will live long in the memory. Hanging-off, trying to hang with the rapid riders out-front, braking hard and late, the Guerilla's suspension remained composed while providing engaging feedback. Easing back to my own pace, I couldn't shake the idea of the Guerilla as something of a Himalayan Supermoto. Sliding forward in the seat, pushing the bike down into corners proving just as rewarding. While the Supermoto analogy is loose at best, the Guerilla certainly inspires the playful edge of that genre, and combined with the hint of block pattern to those tyres, suggests a machine happy to take a run at all-roads. However (and wherever) you choose to ride it, the Guerilla will gamely play ball. I have long campaigned that working a comparatively low powered machine hard, banging through gear ratios, exploring it's limits, to be a far superior experience than that of clinging to a machine of significantly more power. Perhaps more than any other, the Guerilla inspires you to ascribe to this mantra.Easing back into town toward the end of the ride, I start to consider the category into which the Guerilla lands. A hugely capable class populated with amongst others, the excellent Husqvarna Pilens and Triumph 400s. All have plentiful virtues, but in a field of remarkable value, it is hard to ignore the Guerrillas startlingly low £4850 starting price. Also in it's corner is the fact it is a stand-alone machine, not a reference or homage to a larger capacity sibling, and the familial tie to the Himalayan. Built to endure any terrain, the robustness required by the Himalayan imbues the Guerilla with a reassuring toughness. It should deliver many years of miles and smiles.So to conclude... I found the Guerilla to be an incredibly pure motorcycle. Whilst welcome in this day and age, the presence of tech such as the Performance and Eco riding modes, mobile connectivity and more, does little to divert from the refreshingly simple nature and honesty of this machine. True to its intention, the Guerilla delivers first and foremost, on the ride experience. And whilst it is certainly targeting a new generation of young Enfield riders, I'd wager it could make many a more experienced hand rethink what it is they actually want from a motorcycle. Old or young, new or experienced, if fun is first on your list of motorcycling desires, you need to ride the Guerilla.

By George Chapman

Occasionally, life offers you a rare opportunity that simply must be seized with both hands. Last week, at the 2024 Goodwood Festival of Speed, I experienced one of those moments. Norton Motorcycles invited me to ride the V4SV 'White Charger' up Lord March's famous driveway. I accepted without hesitation.

The name "White Charger" was originally given to the Norton RCW588 race bike ridden by Steve Hislop. In 1992, Hislop won the Senior TT at the Isle of Man circuit in an epic battle against Carl Fogarty, who was riding a Yamaha. Norton secured its first Senior TT win since 1961 in what some called the Race of the Century. The epic battle concluded with Norton winning by less than five seconds after 225 racing miles; a remarkable achievement.Fully road legal, today's White Charger is based on the very latest V4SV, powered by a liquid-cooled 1,200cc V4 engine producing 185 bhp at 12,000 rpm. Aside from the specifications, the level of design and detail on the White Charger has to be seen to be believed. As a combination of packaging and performance, it's a masterstroke. This bike launches a new customisation programme called One of One, which lets buyers enter a consultation programme with the Norton factory to select their individual bike specifications including paint colour and accessories. Paying homage to the original White Charger of TT fame, the bike features white paint, No. 19 decals, Manx emblems on the tail and removal of the front mudguard. Buyers also have the option to personalise a Hedon branded helmet, adding a bespoke touch to an already exclusive machine. Even at this level, in fact, especially at this level, motorcycle personalisation is very much the order of the day.

Norton at Bike Shed Moto Show 2024 - shot by Amy Shore.

After arriving at Goodwood and meeting the guys on the Norton stand, I met with recent hire Richard Arnold, Norton Executive Director and former CEO of Manchester United Football Club. Richard revealed plans to launch six new models over the next three years, including lighter bikes for younger riders. He was quick to remind me however that all future Nortons will follow the company's philosophy of 'Design, Dynamism, and Detail'.

Norton at Bike Shed Moto Show 2024 - shot by Amy Shore

"Norton's heritage is vast, and plays a key part in our development as a global brand," he said. "It's important for us to prioritise our customers, both in the present and the future, not only with new bikes but also with every touch point of the Norton experience. The products currently in testing and development are incredibly exciting. Bikers around the world will love to ride them and love to own them. I am looking forward to expanding their availability to local dealers in new territories and connecting with bikers to share the Norton journey."

Speaking specifically about the White Charger, Richard added: "Customisation has always been part of the plan at Norton, and the White Charger is the very first machine to have received the full One of One treatment. We're looking forward to creating more personalised Nortons and working closely with our customers as we guide them through the process."

With these exciting plans ringing in my ears, and following a privileged lunch in the Drivers' Club rubbing shoulders with the likes of John McGuinness and Carlos Sainz, it was time for my ride up the hill. The overcast sky set a moody yet fitting backdrop for what was to be an unforgettable experience. As I approached the gleaming White Charger, I noticed it was pristine apart from a light mud-splattering from an earlier run - it commanded huge respect. With a few moments to take it in, the design is a brilliant homage to Hislop's iconic bike, blending classic racing aesthetics with cutting-edge technology.

Once my leathers and lid were checked, I took my place in the startline queue and watched slack jawed as countless priceless machines from all forms of motorsport frantically jostled around me. Keen to calm my nerves, I sat on the bike and was struck by the overall impression of quality. A great deal of thought has been given to every component… and by the number of onlookers that had started to appear, it clearly shows.For those not accustomed to Goodwood, the hill climb starts up a tree-lined avenue before encountering a fast right hand sweeping bend. With cold tyres and a damp track it has caught out a number of over-enthusiastic riders and drivers over the years but for my run I was lucky, the track was dry. The hill climb continues snaking its way in front of Goodwood House, rising a total of 300 feet (93m) up the 1.17 mile (1.9 km) course. There's certainly no pressure to ride it flat out but the temptation is there to at least 'open it up a bit'. The White Charger obliged, of course, sounding sensational through its fully unsilenced, open megaphone exhaust.The ride up the hill was uneventful but exhilarating, leaving me in no doubt of the Norton V4 platform's capabilities; the handling, power and braking are all of the highest standards and it has a wonderful balance. You instantly have the feeling of riding something incredibly special. With all that power it's easy to think it could be a bit of a monster to ride but it's not, it's been developed to be as accessible as possible with incredibly smooth throttle control.Looking back on the experience, the Norton V4SV White Charger is a remarkable motorcycle that pays tribute to a racing legend while pushing the boundaries of modern engineering. Its debut at the Goodwood Festival of Speed was nothing short of spectacular (not just for me), and the introduction of the One of One personalisation program signals an exciting new chapter for Norton, with plenty more unique machines to come. For anyone fortunate enough to have the means to own it, the One of One White Charger, currently available for £66,000, promises an experience that is both thrilling and uniquely connected to Norton's rich history.

Many thanks to Norton for the opportunity.

George Chapman. 

Cars and motorcycles. Although a firm fan of both, my knowledge pool is predominantly filled by the latter. But mention PRAGA, and my first thought is of a monstrously powered Hypercar, tearing around the Top-Gear track to the sound of grown men giggling. Their 700BHP, sub 1000kg, Nissan GT-R engined Bohema, is the stuff of Top-Trumps legend. So, on hearing the Bohema engineering team had developed a motorcycle alongside this beast, you could forgive my surprise to learn it's power-train of choice, comes from the humble Kawasaki W800.
With more detail clearly required, I was delighted to be offered the chance to meet the Praga team, ride the ZS800 and discover the story behind it. What a story...Alongside cars, Czech company Praga have an established history engineering all manner of vehicles. Airplanes, cars, Dakar-Rally trucks, go-karts, and of course motorcycles. None more notable than their 1928 BD500. A quick google of said machine, and the ZS of today immediately begins to make sense. With its headlight held high, girder front-end, rigid frame and blue livery, the ZS was designed in homage to that revered machine. But while you might expect this as a design brief passed down from the upper echelons of the company, the ZS was in fact the brainchild of an engineer hard at work on the Bohema project. Jan Žuži, was in his own time, developing the concept of a super lightweight motorcycle that would showcase Praga's engineering and manufacturing portfolio, while celebrating their heritage, specifically the BD500. When he presented the project to his superiors, they agreed to bring it in-house, on the proviso the work would continue to be carried out in Jan's own time… his priority was to remain the Bohema. His reward? Like the BD before it, the ZS project would carry the initials of the designers that brought it to life, Jan Zussi, and fellow engineer, Radek Šebesta.Where to start with this remarkable machine? The weight. At 142kg the desire to keep weight as low as possible, drove every decision. Including that of the aforementioned motor. The W800 unit, with its handsome proportions and BD500 reminiscent bevel-gear cam drive is also, crucially, the lightest of the modern-retro parallel-twins. Whilst further comparisons with the Kawasaki are irrelevant, it is a useful marker to note that the ZS is almost 100kg lighter than the W800 with which it shares an engine.With Hypercar tooling and tech at their disposal, Jan and Radek made sure to take full advantage. Titanium is used extensively, from the girder fork spring, through each and every bolt, to the 3D printed footpegs and exhaust end-caps. Yes, you read that right, 3D printed titanium. Another remarkable engineering flex is on display at the wheels. The "spokes" and rims are constructed from knitted carbon-fibre, mated to bespoke, hydraulic drum brakes, front and rear.Every bracket, stay, mount and detail is a work of art. The rigid frame and exquisite fork are constructed from the finest 25CrMo steel. That fork, like the seat, incorporating a fully adjustable Ӧhlins suspension unit. The Spring? titanium, of course. One hidden innovation lies within the tank. A 5-axis machined alloy spine serves both as fuel vessel and structural frame, further reducing weight. Even an element as seemingly simple as the elegant rear rack, is in fact 5-axis machined from a single piece of billet. Special. Very special.Naturally this level of materials, engineering prowess and technical process, all add up to a machine of considerable value, and as I depart Bike Shed Shoreditch for a swift blast around East London, its 90k price tag is never far from my thoughts. Have fun, but don't be daft. The sound of the parallel twin through those glorious titanium pipes immediately turns the heads of passing petrol heads, and once turned, they stay fixed. The ZS is comfortably amongst the most attention grabbing machines I have ever ridden. My eyes themselves have a tough time lifting from the mesmeric and precise actuation of the girder forks, but a crack of the light throttle propels me forward with enough haste to soon shake the fixation. With only around 50bhp (or 7% of the Bohema's output…) the ZS is far from rapid, but the feather-like-weight, combined with the tautness of the rigid frame, make it feel incredibly alive. The Ӧhlins seat damper offering some relief to one's rear, although I'd wager it was set up for someone significantly below my 100kg weight.Apparently, during development of the ZS, Jan took the test mule to a flat-track meet and gave it hell. And it is immediately apparent that despite aesthetics and details to justify buyers who would enjoy it largely statically, this was a machine intended to be enjoyed dynamically. With enough U-turns made and photographs captured to complete the media obligations, I take it for one last flick through some of my favourite Shoreditch streets. It feels incredibly special. Like an exquisite classic restored and upgraded with technology many years from the mainstream. Even the switchgear is remarkable, tiny carbon thumb paddles manufactured purely for this machine.They are only going to make 28 machines in total, a nod to the year of that original BD, and only 5 in this particular carbon livery. As a showpiece for Praga's skillset and heritage, it could easily be seen as an elaborate branding exercise, but the origin story of this machine, a love-letter from two extraordinary engineers to the past and the present of Praga, elevate it to a very special place. What a privilege to have ridden it.

Is it a bird? Is it a plane? No, it's a Svartpilen! Perhaps stretching the analogy a touch, but in a world of Scramblers and Roadsters, Husqvarna have always trod a different path with their Pilen range. From the moment that first, staggeringly striking 701 Vitpilen concept broke cover at Eicma 2015, they have stuck stoically to their mantra, "Escape the ordinary".401 concepts followed, along with the arresting Aero project, before the market-ready 401's finally landed in 2018. The launch of their 701 brethren was staggered, with the road oriented, clip-on sporting Vit arriving first, the Svart a year later, sporting new, flat-track themed glad rags and a 19 inch front wheel. Fast-forward to 2024 and the reveal order has flipped, with the Black Arrow taking first bow for the all-new large capacity models. And the big news? Bye bye single, hello twin.It is no secret that Husqvarna is owned by the KTM group, and in the finest display of sibling sharing ever witnessed, the racy-one has lent the Nordic-one their renowned 790 twin. In response to that kindness, Husky have hustled an extra 10bhp from the motor for their 801 over that of the 2024 Duke… There is about to be a fight in the play-room.It is an astonishing engine. Perched on a table in the briefing room of the bikes Marseille launch, it is almost impossibly small, easily mistaken for the single it replaced, but packing 105 horses into its lithe 52kg form. The steel main-frame utilises the compact motor as a stressed member while the beautiful, airbox-housing subframe is a cast aluminium two-piece with a sumptuous, powder-coated finish. WP Apex forks, with simplified 5 click rebound and preload adjustment, work in tandem with an adjustable shock (also WP) to connect the chassis to cast, 17' wheels. And here we arrive at the first significant point for discussion. Seventeen-inch wheels. Wearing Pirelli MT60RS flat-track aping rubber, on a bike described in the press kit as "Scrambler inspired". Confusing. The 19' front of the 701 iteration complemented it's aforementioned flat-track garb perfectly but would have also fit the Scrambler tagline without committing to a full 21' hoop. In fact, the more I look at the bike, the only thing I see to tick the prescribed inspiration box are those braced bars. Not that I mind, because the more I look, the more I like what I see.That signature Pilen style, with its combination of flat-planes, sharp angles and sweeping curves was originally penned and now developed by Kiska Design. Their foundation in product and industrial design on show for all to see. The 801 Svartpilen is an incredibly pleasing object at a standstill, but with  obvious, dynamic intent. Backed by those asphalt baiting 17 inch wheels, it is a machine desperate to hit the road. And what roads they were. Like overcooked spaghetti tossed at a mountain, flicking this way and that, past precipice and through forest. The Svartpilen devoured them all with agility and stability. As a person of 20/20 vision I have not ridden the 790 Duke, but the more experienced racers journalists on the launch reported the Husky as a more stable, less frenetic steed. To me it was incredibly engaging and yet confidence inspiring, with no hint of a squirm from those block-tread Pirellis.  Our "dynamic pack" equipped test bikes came with a vast collection of acronyms to boast the suite of tech on call. PASC (Power Assist Slipper Clutch), MSR (Motor Slip Regulation), Motorcycle Traction Control (MTC), Easy-shift (EMS) and at last, one I recognised, ABS. Not to mention Anti-Wheelie Control, that for reasons unknown is deprived of an abbreviation in the spec sheet. After a series of ham-fisted attempts to imitate my mono-wheeling company, I was relieved to find my Anti-Wheelie set to VERY LOW, but after tapping away at the pleasing switchgear to dial VERY HIGH, I was delighted (and relieved) to waft my front tyre in the air.Is all that tech intrusive? Quite the opposite, almost purifying and focussing the ride experience. Watching MCN's Michael Neeves utilise the rear ABS cancelling "Supermoto Mode" to lock and drift the back wheel into repeated downhill corners was a treat that will live long in the memory. Suffice to say, in talented hands the Svartpilen is an absolute weapon, and in mine, an absolute hoot. After a bright morning in the mountains, post lunch we dropped down to a lake filled valley and the heavens gave way. Flicking through the three preset riding modes from Sport, via Street, to Rain, the Svartpilen again affirmed it's inclination for tarmac. No Dirt or Enduro modes hiding here. Although a fourth, fully user-defined mode becomes available with the optional dynamic-pack. As the pace slowed and the rain seeped into my borrowed gear (thanks BA for leaving my kit-bag at Heathrow…) I was afforded more time to fathom exactly what the Svartpilen is for.My 6'4 frame had relatively few grumbles and aches from a day in the saddle. The low pegs, high bars and surprisingly roomy seat provided opportunity to shuffle between a few rider triangles. The clear TFT dash and intuitive navigation cluster were pleasing to use and the feel from the cockpit is one of quality. Although we enjoyed largely open, traffic free roads I have little doubt it is a setup that would fare well on an urban commute. A model moniker of "The dark street explorer" would certainly suggest confidence in this habitat.So where does it sit and with what does it compete? Ducati's current Scrambler range run exclusively on 17's and command similar desirability, but on paper, the Svartpilen's digits are far closer to those of the road-biased Monster. Fantic's 700 Caballero came up in the breakfast-brainstorm along with both the seven and nine hundred XSR Yamahas, the KTM 790 Duke with which it shares a power-unit also entered the discussion. The blend of references and press-kit directives may suggest a machine with an identity crisis, but the motorcycle itself is crystal clear. If the unique aesthetic catches you in the gut, then the moment you take to the street, its capabilities will seal the deal. Can it play in the dirt? No idea, but if that is your primary playground you are likely looking elsewhere anyway, perhaps even at Husqvarna's own Norden. The anticipated arrival of its twin twin, the road-focussed Vitpilen may pose further questions to the Svartpilien's intended purpose, but for me, this iteration combines all the notes I desire. Is it a Scrambler? Is it a Tracker? No, it's a Svartpilen. I want one.

Evolution - the natural selection of inherited variations that increase ability to compete, survive, and reproduce. So far, so spot-on. But when we force the ugly word of "constant" before this clearly superior noun, the disconnect begins. Our never-ending pursuit of the next new thing, missing the crux point, evolution cares little for haste.So, to the BMW Boxer engine. The new 1300 is a wonder, the shift-cam 1250 a globe-conquering legend, but with their adoption of water-cooling, both saw fit to make redundant the inherent cooling benefits of their cylinders sticking out sideways in the first place. Granted, air-cooling had to tap-out when asked to cut through the heat our desired performance produces, but the air/oil-cooled evolution of the Boxer that entered the game in the late 90's? To many, that power-unit is peak Boxer. And that, give-or-take a few (thousand) tweaks and Euro-induced platitudes, is the engine with which BMW have kept faith for the next evolutionary step of their iconic RnineT. As you were, as it were.A Shed-regular and proud owner of a perfectly original RnineT, tells the story of when he went to test ride the new machine in 2014. The salesman told him it was merely a styling exercise - designed to use up the last of the old engines. It would be made to the limited number of units remaining and discontinued, his unenthusiastic pitch. Ten-years on, it is fair to assume the success of this "parts-bin special" means they would have had to cobble-together a few more motors. It is also safe to assume that said salesman would have felt certain the latest water-cooled lump would finally retire the ancient motor for the RnineT's successor... Thankfully BMW HQ recognised that in a machine pitched as the R12, R12nineT and RnineT before them, it is the last thing that needed changing.It is the beating heart of these motorcycles. Torque and power are abundant, but it is the character, the visceral shake and almost agricultural feel that make it so apt for this deployment. If you are going to tag a machine with the moniker of Heritage, it has to stir emotion. Big, fat tick.So what is new? A whole model for a start. The RnineT was no stranger to derivations; the Racer, Scrambler, Pure, Urban GS etc. But give or take a few parts, they were largely the same base machine. But with the R12 now sitting alongside the R12nineT, BMW have added a whole new genre to the pot. On the day this particular R12 was delivered to the Shed for me to test, Rory and Stu from Pier City Cycles were in town. These gents have forgotten more about customising BMW's heritage line-up than most will ever know, and the first thing they celebrated of the new models, was the revised bolt-on subframe. Well, it was actually the return of that engine, but once we were past that, it was onto the subframe. (Check out the video we made together on the R12 HERE.)The original RnineT frame was one piece, nose to tail, but with the new bolt-on arrangement, BMW (and the guys at Pier City) have far greater flexibility in the geometry of subsequent models/builds. With this stand alone subframe and tank, the R12 cuts a very different silhouette to the roadster styled R12nineT. After the considerable proposition that was the R18 cruiser, the R12 offers similar style, in a far more compact, usable package. It also restricts peak power to sub 100 horses, enabling A2 compliance. As the most obviously altered of the two new machines, it was the one I was most eager to try.I won't continue to lavish broad praise on the engine (this far into the article you should be aware how strongly I feel about it) instead, let's get into the details. There are two riding modes, named for reasons no sane person can fathom, Rock & Roll. Once you have recovered from the cringiness of their naming convention, you discover they offer two totally different personalities. At tickover, "Roll" provides a steady, calming purr. Flick to "Rock" and the purr is replaced with an off-beat gallop that begs you to get going. And when you do, the chassis is more than obliging.Perhaps via nominative determinism, manufacturers creating machines to occupy the genre of "Cruiser" can often be less focused on the handling capabilities of the finished article. Not so with the R12. Fat upside-down Marzocchi forks, mighty Brembo brakes front and rear coupled with that inherent low-down, boxer weight distribution result in a machine that thrives in the twisties. Aided by the relatively low seat height and glorious quick-shifter, the R12 is a hugely confidence inspiring set-up, prompting much peg scraping shenanigans...As a lofty unit, my body rarely enjoys cruiser geometry and locked-in seating positions, but once on the move, I feel surprisingly at home on the R12. At a standstill, figuring a location for my (admittedly) disproportionately long-lallies, proved somewhat harder. With the cylinders reminding my shins not to venture forward, I instead find myself straddling the low centre of the bike like a saddle-sore cowboy on a Shetland pony. Whilst I might look a little odd at lights, it at least gives an opportunity to savour the sumptuous detailing of the bike. With the optional "Option 719" pack, this model is covered in highlights.The slender digital dash, shadow "billet pack", cleverly shaped bar-end mirrors and 90's BMX aping gold handlebar... the quality of the R12 componentry is second to none. As always, spending too long in the BMW configurator can dramatically increase the price of your desired steed, but at base price, the R12 is somewhat of a steal. At two grand less than the more powerful R12nineT, it becomes a hugely tempting proposition in it's class.I am yet to ride the R12nineT, but a huge fondness for the previous model coupled with the raft of updates experienced in the R12, leave me in no doubt that it will be a worthy and staggeringly capable descendent of the original RnineT. But in the evolutionary divergent R12, BMW have landed on a second, equally compelling machine in its own right. The cruiser crowd may well lap it up, but for those (like me) a little outside of that, the lure of that iconic engine in an adaptable package, plus 2k in change with which to meddle and evolve the bike to your particular desire, may well be the winning ticket.

No other marque has been in the continuous production of motorcycles for as long as Royal Enfield. And with that 123 year heritage (count 'em) it is hardly surprising to see their current model line-up often doff its flat-cap to machines of their past, even the nomenclature is largely mined from their historical fleet. But with the Shotgun, despite the familial artillery title, Royal Enfield have picked a brand new name and set their sights in a new direction, forward.

Hosted at BSMC Shoreditch, the UK launch of the Shotgun included a presentation peppered with reference material of future cityscapes, manga comics and the obligatory Akira poster… No one can deny that the Eighties created the most compelling vision of the future to date. It was from these mood boards that the creative direction of the Shotgun formed. In place of pinstriping you find bold graphic blocks, in place of chrome, paint and powder-coat. Sure, credit is paid to the past, the cast wheel design apes the criss-cross of spokes and Enfield's iconic rear frame triangle is celebrated, but the overall feel of the Shotgun is at minimum contemporary, with one eye firmly fixed on tomorrow. 

If you wanted to box the Shotgun, it would seem to most easily occupy the genre of cruiser, but that is a category in which RE already have a player, the excellent Super Meteor. The Shotgun instead, shorn of chrome, with a comparatively neutral riding position and dynamic ambitions beyond the usually casual standard of the cruiser class, shrugs off the concept of category. And this is entirely deliberate. 

From the ground up the Shotgun was created with the intention of providing the owner with a starting point on which to realise their own direction for the bike. With the Bike Shed baiting tagline, "Inspired by custom, for Custom", the Shotgun immediately invites you to contemplate what you would alter, be it through the extensive parts catalogue, or a more involved build process. But before we fall down that wonderful rabbit hole, what's it like to ride?

Bloody good fun. Enfield's much admired 650 twin, first seen in the Interceptor and Continental GT models, is as ever, a willing accomplice. The motor's modest stats belie an eagerness to work coupled with gymnastic flexibility across the lower gears that I would take over more boastful numbers every time. With 6th and to a certain extent 5th acting as overdrive ratios, the ability to cruise required of the Shotgun's loosely occupied category is a box predictably ticked. The surprise comes in the bike's desire to duck and dive.

The spine frame is shared with the Super Meteor, but it edits the more laid-back approach of that machine by steepening the rake and shortening the trail, resulting in a wheelbase some 35mm shorter. That, coupled with the revised rider ergonomic triangle and shift from 19' to 18' inch front wheels, yields a machine that begs for bends. Just don't be surprised by the inevitable grind of those pegs… 

That agility, in turn lends itself to the adjust and thrust of city riding. My two-week taste of Shotgun ownership was largely spent criss-crossing London through incessant February rain. That a smile was frequently found beneath my helmet I am keen to attribute to the Shotgun's willingness to entertain, rather than my creeping winter insanity. Slicing through traffic to the polite burble of the parallel twin is an engaging yet easy-going venture, with the shop windows throwing satisfying reflections back at you… even if my oversized proportions slightly undermine the bike's undeniable presence. 

Beyond riding pleasure, potential Shotgun owners would encounter the much-vaunted value of Enfield ownership, alongside the unlikely bedfellow of quality components; Showa suspension, Enfield's Google backed Tripper navigation system, satisfying aluminium switchgear and much more. So should you choose to hand over your hard-earned in exchange for a Shotgun, you would be paired with a capable and compelling machine to enjoy as stock. But with an Enfield accented voice nagging in your head, "what's next?" ...Back to that Rabbit hole.

Not shown in the shots of my test bike, the Shotgun is delivered with a bolt on/off rear subframe that can be deployed as a pillion seat, luggage rack or abandoned completely in favour of the solo look. The mounting points for this provide the perfect anchor point for a floating subframe of your own design.

Currently in residence at 384 Old St, the factory-developed custom Shotgun, built for new Netflix movie "The Kitchen" gives an idea of just how far you could take this idea. Check out our YouTube video exploring the design of this incredible custom HERE. At the other end of the scale would be a smattering of parts plucked from the aforementioned aftermarket catalogue, and a play with paint. Neither direction is any more or less valid than the other. 

To create high-end inspiration for this journey into modification, Enfield delivered a mystery box of body panels, headlight nacelle, tank and yokes to some of the finest custom builders on the planet, to edit the Shotgun pre-launch, unseen. Check out our Youtube Vid with Rough Crafts founder Winston Yeh HERE to see his stunning take on this programme. For Bike Shed, as champions of custom-culture, it is incredibly refreshing to see a manufacturer actively encourage onward creativity and individuality with a new machine. We cannot wait to see what you do with them... Now, who is going to be ready for the 2024 Bike Shed Moto Show??!

This was a ride I have long craved. Back in April, LiveWire held their S2 Del Mar first look event at Bike Shed Shoreditch before bringing that same launch edition to our '23 Show. Having already had my mind less altered, more blown-apart by my time with the mighty LiveWire One, the flat-track focus of the Del Mar concept, had me at hello. At a time where electric is largely powering practical, pragmatic and politically cognisant transport, LiveWire are nailing their company colours to the fun mast.Instead of looking to pursue that electric motorcycle nadir of range (and with it, inevitable weight) LiveWire have instead chosen to strip the Del Mar right back. Where do Electric motorcycles excel? Within city limits and on short, dynamic rides. That is the laser focus of the Del Mar, and the thinking behind the European launch in the dreamy city of Barcelona. A tight, bustling metropolis, with a mountainous playground on its doorstep.Arriving on a flight so early it was still late, I had a chance to take in the city and speak with members of the Del Mar design team before flicking up the kick-stand. My first question, when was the flat-track direction of LiveWire's latest platform determined? The answer, day one. The first sheet of paper was not blank, it was a picture of the iconic Harley-Davidson XR750. A machine of pure purpose and zero fuss. And despite the complex engineering at play, the Del Mar can boast the very same ethos. Visuals are always subjective, but to my eyes, it's a home-run. Finally the time came to lift that stand. The cockpit may prove faintly familiar to Harley-holics with company gauges, switchgear and a headlight though originally from their Sportster S, that has found its spiritual home on the Del Mar. Beyond that, this is an entirely new platform. Parts in common with the LiveWire One are reportedly zero. The striking, finned 10.5 KWH battery (vs 15.4 in the One) dominates the bike. A minimal headstock bolts to the front of it, whilst the subframe, shock and motor hang from its rear and lower sections. The tank is referred to instead as a "top cover" whilst the box in front of the motor (resembling a sump-guard) contains the "electronics package."Wide, tracker style bars combine with surprising leg-room and the comfortable seat to position you perfectly "in" rather than "on" the bike, poised to slice through traffic or carve canyon roads. Let's do that. Exiting the city in silent convoy, we exchange casual conversation and revel in a throttle so silky smooth that any concern low-speed control might be hampered by the absence of a clutch, is swiftly allayed.

With the sun radiating a heat British shores have already forgotten for the year, I am reminded of the added bonus of a heat-free motor. The whole package makes city riding unbelievably calm. With the gentlest of the three preset modes engaged you could dart cross town for countless hours, or 113 miles, whichever comes first. Having experienced the S2's imperious progress through its nominated habitat, it was time to switch from "Range" to "Road" and hit the highway.Bursts of enticing slip-road surge led to easy progress on mundane carriageway before we turned for the mountains. With one more click into "Sport" mode, the Del Mar truly came to life. Holy Hell this thing rips. 84hp with 200kg would suggest vaguely comparable on-paper performance with my daily petrol-powered ride, but a staggering 194 lb ft of torque, some four times that of my combustion comparison, completely changes the game.The complete lack of preparation for propulsion, in the form of gears, revs or clutch makes the immediacy of the power delivery an addictive hit. Twist and go go go. With patches of the road surface still greasy from the previous evening showers, I am thankful for the sophisticated ABS and traction control systems as I chase the fast disappearing Charley Boorman higher into the hills. Having found his way to the hidden Flat-Track mode that disables all rider aids and unleashes 20% more shift, he is clearly looking to preserve his front tyre, lifting the front at every opportunity…

As we climb, that city agility gives way to corner composure as the dual 19's (clad with specifically developed Dunlop tyres) provide grip and feedback. It was a special ride, revealing that despite its primary remit of the city, it would be a travesty if Del Mar owners didn't also look to explore the edges of its considerable capacity. We stop for lunch and photographs high above the city and talk inevitably turns to range and how much more of this entertainment we can enjoy. So to the stats. In the circumstances where internal combustion engines see their range increase, typically electric platforms provide lower returns. So those 113 city miles drop to between 60 and 80 when "combined" and deplete to an anxiety-inducing 40 odd at a sustained 70 mph. So, definitely not as far as your appetite for the Del Mars talents may crave. You would have to make a very deliberate plan before heading to far afield, but trust me you should.All of which points to why the Del Mar so squarely targets the urban environment. Personally I have a fairly typical UK commute of 10 or 12 miles each way (depending on my mood) into a cracking spot in East London… The Del Mar would fit absolutely perfectly into this routine. With a midweek charge and a top up for the weekend as and when I had the chance for a few hours fun.The more I contemplated existing with the Del Mar, the more I realised its intentions align with 95% of my motorcycle usage. And the more I wanted one. With one caveat. It would have to form part of a two machine garage. For that 5% of the time that my motorcycle must also provide the opportunity for travel, escape and adventure. But I'd wager in this glorious two-bike alternate reality, the Del Mar would raise more smiles, and cover many more miles… Try one.

Jacket - REV'IT! Surgent
Helmet - Bell Eliminator
Jeans - BSMC Resistant BLK
Gloves - Alpinestars Oscar Robinson
Boots - Thorogood 

"Can I take it for a spin?" I knew it was futile to beg a go on Tokyo Connection, the blockbuster FTR custom build by Sideburn x Cheetah x Indian Motorcycle unveiled at the 2023 Bike Shed Moto Show, but damn I'm glad I did. Of course, hell no was the instant and inevitable answer, but crucially, there was a but. "Hell no. But would you like to borrow a stock one?" Hell yes.  Fast forward a month or so and an Indian monikered truck delivered two machines to Bike Shed Shoreditch. For display, Tokyo Connection, every bit as stunning as remembered from the Show, and to ride, a box fresh FTR1200 Sport. To ensure there was no misunderstanding on my part, they only left one key.The Sport is the most recent iteration of the FTR breed, replacing the outgoing S model in the now 5 model line-up. Gone is the Flat Track inspired 19' front of the 2019 original in favour of street oriented 17's fore and aft. The Rally and limited "Championship Edition" variants still sport the original 18/19 set-up, but the standard, Sport and R Carbon models all opt for the 17's. Other updates include a round touchscreen TFT dash (on all but the base model) from which to navigate the host of rider and navigation aids that joined the package in 2021.Still with me? The meat and potatoes, or rather burger and fries of the all-American FTR remain the same regardless of year or model. A sinuous trellis frame and elegant tubular swingarm suspend the hulking 1200 v-twin motor liberated from the Scout production line. That motor is the heart and soul of the riding experience. On its transition from Scout to FTR it wrangled as many additional horses it could find and crammed them within its cases. It still sports the weightiness and low down thump expected of a cruiser, casually pulling lofty gears, but get more eager with the throttle and said horses bray their approval.The given name of Sport provides a none too subtle nudge to give this machine some extra beans. When you do so, the front remains incredibly stable with lashings of grip laid on from those sticky 17' tyres, something which was reported to be less of a given with the original 18/19 tyre combo. My longest day in the saddle was spent travelling to and from an afternoon of Enduro riding, via as many twisting B-roads as I could factor in, the FTR was in its element. Comfort, although far from this machines most targeted accolade, was surprisingly decent on the outward leg, but on the punishing return journey, my shoddy, forest-beaten body would have struggled to find comfort in a limousine… A fuel stop on both legs revealed the diminutive tank size, perhaps not helped by my over caution of the slightly awkward filling neck, but you quickly figure the knack.So a willing companion to a blast through the twisties, with an inherent ability to relax to a cruise, a compelling combination. I often find when riding a machine with the purpose of writing my opinion of it, my mind wanders to comparable machines. What's it most like? What might a potential owner consider instead? Whilst there is a sizeable cohort of awesome naked motorcycles out there, none seem to be taking aim at quite the same target as the Indian FTR. Unmistakably American, big power from a classic motor allied to sharp dynamic intent, with a retro aesthetic leaning on the company's motorsport heritage...As I carved through rush hour traffic (a habitat in which the FTR excels) pondering what machinery I would recruit into an FTR group test, I found myself stopped at lights beside a modern day Mustang. Not the randomly monikered EV, but a proper, petrol-swilling V8 fastback. In white, with red stripes. Unmistakably American, big power from a classic engine allied to sharp dynamic intent, with a retro aesthetic leaning on the company's motorsport heritage...It may have been our paired liveries, or the knowing nod of the driver side-eyeing the FTR, but it felt like I had stumbled on a machine (albeit with a few too many wheels) aiming at the very same target. His engine roared me back to attention just in time for the red light to extinguish and for me to give my new buddy an excellent view of the FTR's splendidly proportioned rear-end…From that point forward I couldn't shake the idea of the FTR as a bruising American Muscle Car, reincarnated with my preferred number of rotating black bits. A Barracuda, a Challenger, hell the original Mustang even shared its engine with a pre-existing Sedan... This preoccupation with the all-American four-wheeled icon even seeped into my riding style, revelling in the burbling cruise, but seeking every opportunity to light 'em up. Having an absolute ball...Sadly, that aforementioned Indian van soon found its way back to the Shed to collect my new American friend. And so with my red, white and blue tinted glasses removed and my sensible thinking cap on I returned to my recurring line of thought. What are the FTR's rivals? From Europe the 1200 Speed Twin or BMW RnineT? Perhaps a Monster? Looking East, the Z900 or Katana? All feel of a different persuasion to the FTR and serve to highlight the sad and quiet death of the once mighty muscle bike class.No, the FTR is doing it's own thing, in it's own way, in a class of one. And to me, that is a damn good thing. If your heart aligns with the FTR's target, then the boisterous riding experience, design and engineering details, combined with the overriding feeling of owning something that bit special, will certainly hit the bullseye.

Helmet - Bell Elliminator
Jacket - REV'IT! Surgent
Jeans - BSMC Resistant BLK
Boots - Alpinestars Turnstone
Gloves - Alpinestars Oscar Robinson

Let's get one thing out of the way, I bloody love this motorcycle. If you are looking for a balanced opinion-piece with multiple angles of analysis, jog on. Sure, I have one, maybe two niggles, but they are so irrelevant within my overwhelmingly joyous experience of this machine, that they are but a footnote to an unapologetically enthusiastic word dump on the awesome Yamaha XSR900...In truth, I have wanted a crack on one of these ever since it's release. I had a few miles on its admittedly excellent predecessor, but was never truly compelled by it. So why the excitement for the revamp? Call me fickle, but those late 80's / early 90's inspired visuals immediately turned my crank. That the swathe of launch reviews unanimously raved of its power, new-found composure and all-round abilities, did little to quash my appetite for this XSR.When I finally threw a leg over that boxy tail section, we got off to an inauspicious start. A drizzly, British summer's day™, a spanking new set of nib-fresh tyres and an eagerness to ride that failed to observe the maximum power and minimum traction settings previously dialled in... resulted in some gut clenching mini-roundabout negotiations. This is one snap-happy motor. A toy with the settings thumb-wheel on the right bar (see footnote) led to a palpable adjustment to the power delivery, and over the following miles we quickly became better acquainted.Did I say snap-happy? This motor is so much more than that. Yamaha's 890cc, 117bhp, inline triple dubbed the CP3, continually draws the highest of praise in its deployment across the Tracer, MT and Niken ranges. And it is easy to feel why. Those 117 horses are eager to engage across the mid-range, but still hold back an intoxicating kick for the finishing straight. It is a joyous engine to use, an ever active and engaged participant of each and every journey.Orchestrated by your right wrist or a flick of your left boot via the quick-shifter, the motor sings with an evocative triple note that begs to be heard, even through that stock underslung Euro 5 appeasing pipe/box/pan/carbuncle... Which is substantially less visually obtrusive in the metal than via the lens of a ground hugging photographer.Back to that quick-shifter. As a general rule I tend to recoil from tech which looks to remove a hard earned skillset from the riding experience, but again, this is simply a joy to use. Blasting up a slip-road or pounding down the ratios on the approach to a junction, the accuracy and speed of the changes is glorious. Up and down arrows on the seemingly Casio inspired TFT dash glow to indicate when the QS can be utilised, but you soon get the gist of it. I remember back when my dad was teaching me to ride, he put great sway in the accurate blip-matching of revs on a downshift. It has been an action I have relished ever since, but having it auto-executed to perfection each and every time is perhaps even more satisfying. I am officially converted.I assumed the inclusion of a slipper clutch was purely for track work or the ham-fisted, but hearing that it also eases general mechanical wear and tear can only be a good thing. In my riding, I didn't notice its presence. Neither, thankfully did I need notice the lean sensitive ABS, but I was more than happy to know it was along for the ride. Speaking of the ride, that beautiful Delta-box frame (in common with the MT-Wheelie-09) is mated in the XSR to the longer swingarm of the Tracer 9 and XSR specific adjustable suspension to create a wonderful road package. It forces me to combine words that have no logical sense in their pairing. Agile yet planted, firm yet plush, aggressive yet compliant... Really bloody good, and really bloody naughty.With a strong rapport firmly established, I sought to further increase compatibility between man and machine ahead of a lengthy trip. Rotating the bars forward 10mm or so put the levers in a better ergonomic line from my lofty shoulders, but having initially got excited to read the footpegs had various mounting options I was disappointed to find them already in the lowest spot. By this point I was settled on power and traction modes 2 of the 4 available, but it was nice to know that a track, or more likely a rain-day, could illicit a tactical adjustment in either direction.Despite the lost hope of slightly slackening my knee and hip angles, I faired better than expected on a day in the saddle, with the cruise control further easing the monotony of dreary motorway miles. The previous iteration had a strong reputation with the long of leg, and if I had the slightly lower seated current model of my own, I would be tempted to raise it with an inch or so of foam to truly accommodate my 6'4' frame. One of my own... Now there is a train of thought I would happily pursue, and I am delighted to see a few custom builders have done exactly that. At the 2023 Bike Shed Moto Show Yamaha Yard-Built showcased their stunning Faster Sons collaboration with @caferacersofinstagram, a fully carbon faired XSR leaning even further into those blocky 80's visuals. Elsewhere Velocity Moto showcased their epic RD500 inspired do-over kit and Yamaha brought along the black variant clad with their newly launched "Racer" aftermarket parts. The seat cowl looks superb.Clearly the XSR is a machine that speaks to builders and riders of a certain age, but that is hardly a surprise. Over the past few years we have seen the inspiration sources for custom builders creeping chronologically forward. At recent Bike Shed shows more and more machines have looked not to the 60's and 70's, but to the 80's & 90's. Of the current mainstream market, the XSR900 is for certain the machine most overtly aping that era. Whilst that bravery needs applauding, it is also perhaps simply strong sales nouse to align product design with the poster bikes that would have graced the teenage walls of that ever profitable demographic of riders now flirting with their forties and fifties. And judging by the splendid styling of our restaurant crew in Shoreditch, it is a time-frame that also happens to be bang in fashion with the youth of today, which certainly can't hurt either.Yamaha clearly aren't yet done with the era. At the recent Goodwood Festival of Speed the hill-lined crowds were treated to a fleeting glimpse of their stunning DB40 prototype. Essentially an XSR with clip-ons and a half-fairing, and lashings of TZR / YZF / TRX nostalgia. Just look at that brushed frame and swingarm. That frame is actually the source of the machines moniker, with DB celebrating Yamaha's DeltaBox frame construction and 40 being the number of years they have utilised it.Dear people of Yamaha controlling the production green lights... Pretty, pretty please. And so to conclude on the 2023 XSR900. It is fair to say that the aesthetic revamp had me at hello, but as important as that visual connection is in our experience of a motorcycle, from the saddle it is rendered all but redundant. And from the saddle is where I truly fell for this machine. That motor, the quick-shift, the handling, the comprehensive tech-support, that sound... I squeezed more trips, long-way commutes and late night errand runs into my two weeks with this machine than I have on any other test bike. I wanted to ride it as often as I could, and I sure as hell did not want to give it back...That footnote: The menu navigation wheel come button on the right handlebar is fiddly and difficult to use, and the lovely bar-end mirrors are too wide for serious traffic cleaving. But I really couldn't care less.

Helmet - Bell Eliminator
Jacket - BSMC Denim Jacket Cordura BLK
Jeans - BSMC Protective Jeans - BLK
Gloves - Alpinestars Oscar Robinson
Boots - Thorogood Moc Toe

What does "Scrambler" mean to you? A predominantly road biased machine that won't turn tail at the sight of a gravel track or green lane? Or a mud plugger built to launch off tabletops and negotiate the odd linking road... If you tip toward the latter, get back to your copy of Enduro Monthly, but if you favour the former, then Fantic have just built a motorcycle you might like. A lot.Introducing the Fantic Caballero 700. Now before we wade into the superb list of components or I get carried away describing the ride, a quick recap on Fantic the brand. Founded in the late 60's in northern Italy (where they are still built) Fantic are known predominantly for their trials and motocross machinery, and of course that infamously lairy 70's moped chopper... Google it. They enjoyed success throughout the 80's on the competition stage (sadly, not with the chopper) and more recently have offered a range of Enduro and Motocross machinery. In 2019 they reintroduced the iconic Caballero name in the form of 125, 250 and 500cc scrambler and flat-track inclined machines. Why the history lesson? Because it seems following a few fleeting conversations at the Shoreditch Shed there are a few misconceptions of the brand. Yes, the lower capacity Caballeros utilise the excellent, Chinese-built Zongshen engine, but despite providing strong value, they are anything but budget-built Asian machines topped with a fancy European badge. Fantic are a proudly Italian manufacturer, boasting a vibrant heritage, creating machines with far loftier ambitions than the approval of your wallet. They are targeting your heart and your senses. And in the 700 Caballero, they have leveraged their long-standing relationship with Yamaha to procure a motor that no misguided country of origin snobbery can criticise.So to the motorcycle. That universally adored 689cc parallel twin is hung from a brand new, dedicated tubular steel frame, which thankfully carries over the beautiful CNC frame plates from the 500. Unlike it's largely tech-free Yamaha sister steeds, the XSR, MT-07 & Tenere, the Caballero mates the motor with a fancy IMU to deliver variable traction control and lean sensitive ABS. The three riding modes (street, off-road & user custom) are accessed through a circular TFT dash, sitting pretty above the glorious CNC yokes which grasp the fat, non-adjustable USD Marzocchi forks. Those fork legs in turn straddle a 19' front which is ably arrested by the Brembo caliper biting a single front disc.The styling draws heavily from the mightily attractive smaller capacity Caballeros. Twin, high-level exhausts peak from behind oval number boards which pair with the pleasingly simple white mudguards in a nod to the past. The long, one-piece seat rides up the tank which features a few additional slashes and sculpts over the 500 to embrace that 700 frame and those sizeable forks. My one gripe with the 500 visuals is fixed in the 700 by way of a clean and simple headlight unit replacing the more elaborate bulb layout of the former. Resplendent in matt blue or vibrant red, it is without doubt a handsome machine with a level of detailing many more mainstream manufacturers would eye with envy.As we set about a days riding on the glorious lanes and byways of Kent I was keen to find out if I would register the tweaks Fantic have made to the engine mapping. It is a unit with which I am very familiar from my daily-use Tenere, and it immediately reminded me why I love it so. With a cherry on top. Whether provided via the mapping, the loss of a few KG's, the pleasantly burbling soundtrack of the high pipes, (or more likely the combination of all three) the surging motor has definitely found itself a happy home in the Fantic.As the bends began to swing, the firmer than expected suspension and planted yet co-operative 19' front wheel set the handling expectations early. While never directly referred to as a "Street" Scrambler, Fantic clearly intend for this to be enjoyed as much, if not more so on the road than anywhere else. Which is exactly right if you adhere to the earlier definition of the type.It is perhaps a little unsporting to compare my Tenere (with its 21' front) with the Fantic over ever-tightening A & B roads, and such was the composure and eagerness shown by the Caballero that I soon parked that comparison. Instead my internal debate began to question whether I was in fact having more fun on these classic country roads aboard the Caballero, than I would on a dedicated roadster with a now de rigueur '17 front? I have always had a soft spot for the handling of a 19' on the road, and the Caballero reminded me exactly why. The best of both worlds the majority of the time? I would wager so. In fact, throw some dedicated road rubber at this machine (in place of the admittedly excellent dual purpose Pirelli Scorpion Rally STR's) and you would be well set to surprise more than just yourself on the British road network.So while I would happily have stuck to the tarmac, with the looming mantle of "Scrambler" to address, my 500 riding guide began to lead us down ever more broken tracks. I thumbed the mode button to engage the off-road setting and adjusted my mindset accordingly, but before we took to the byways proper we parked up, and surveyed the five and seven-hundred side by side. It was a timely reminder of what we should and perhaps shouldn't look to tackle. The larger engine is carried significantly lower than that of its 500 predecessor and the exhaust and engine lowers are clad with a lovely, yet decidedly thin carbon bash guard. Gravel tracks and green lanes would be ripe for plunder but significantly uneven terrain would be off the agenda (from the back of my mind, my maligned Tenere summoned a smug smile). At a long limbed 6'4", standing on the pegs tipped me into an awkward downward dog, so with my bum back on the seat I set about kicking the back out of line under power and provoking some skids on the loose stuff. The 700 was more than willing to engage and no doubt would indulge in further dirt-foolery in more capable hands. Our day encapsulated exactly the variety of road network this style of machine should be pitched at, and it is what makes the genre so appealing. That a country ride should not feel the need to terminate at the sight of a tempting track. That the road (marginally) less travelled can be explored, as part of the wider body of a tarmac ride, but not as its sole endeavour. From my perspective the Scrambler box is firmly ticked by the 700, but if you crave more, it is likely that in time Fantic will follow the footsteps of their 500 lineup and develop a more dirt inclined Rally edition... I took a brief interlude on the 500 Rally. Shod with more trail oriented rubber and a few additional inches of ground clearance it clearly had dirtier inclinations than the 700, at the expense of some of those road going grins I was wearing earlier. 

If I was applying adventure-tyre style terrain splits to the machines I would pitch the 700 as 80/20, the 500 Rally as 60/40.So, is the Caballero 700 worth your consideration? Most definitely. With Ducati and Triumph's excellent Scrambler options the most obvious competitors and plenty of alternative machines to consider it is a complicated category to navigate. But with that joyous engine at its heart, the quality componentry and tech suite delivering a thoroughly engaging ride, and a smattering of parts and details to make it feel truly special, the Caballero certainly commands consideration. Without the firm evidence of a back to back test, but with a healthy dose of gut feeling, of the three mentioned, it would be my choice. Try one. 

Jacket - Belstaff Brooklands
Jeans - BSMC Resistant BLK
Helmet - Bell x BSMC Moto III
Boots - Alpinestar Oscar Monty
Gloves - Aether
Goggled - Ethen

100 years deserves a party. And it turns out BMW Motorrad know how to throw a hell of a party...

I got to tag along for the ride with a small squad of UK journalists, and as we bid one another farewell after touching down on our return journey to Heathrow, it was abundantly clear that our weekend in Berlin would be long remembered...Rewind 48 hours and the first port of call was a behind the scenes tour of BMW's Berlin factory. The geek in me delights in seeing how things are made and on arrival we were advised this would be an extra special tour. The normally non-stop manufacture at the plant had ceased for the weekend. For the party. Yep, BMW shut down everything, at all their factories, worldwide so that everybody could go to the party. Nice.That meant unprecedented access to the production line. It was as fascinating, Germanically methodical and fastidious as you would expect, with the one curve-ball being the random sequence of bike model construction. If I was to assume my 2 minute station in the production line, I would not receive a constant flow of the same model but a different machine on each moving carousel. From a GS, to a M1000RR, RnineT, F900XR, R18... Apparently it is a trick taken from the car world and a method used only by BMW in motorcycle production. I bet it is certainly a hell of a lot more fun for the technicians.Speaking of fun, our next destination was the Pure&Crafted Festival, a celebration of Music, Motorcycles and Art. Pure&Crafted has been on my radar since its 2015 inception, as to put it predictably, it is right up my straße (sorry). Arriving at the warehouse complex on the banks of the Spree River that hosted the festival, the grind and slap of tricking skateboards could be heard faintly beneath live music, as the waft of BBQ's food filled our nostrils. Past the gates our sense picture was complete as our eyes were greeted with a mass of vibrant humanity, all out for the good times.Before we could wade into the festival we were ushered into a dark, moody corner for the unveiling of the latest addition to BMW's electric line-up. Tasked with enticing the next generation of riders to the game, the CE 02 is built for fun in the urban sprawl. But despite that eye on the future it also signals a welcome return to some of BMW's bold and quirky design cues of the past. In short, it looks like a lot of fun. No doubt my new journalist mates will have remembered a good deal more of the tech spec than I, and perhaps garnered some comprehension of the co-launched "MetaRide" digital world designed to accompany the machine. So if you want some meat on these CE 02 bones, you know where to head.After putting away a sensational deep fried jerk burrito I headed for the custom bike hall. Some familiar favourites from Gas & Retro and Hookie Co. were a splendid start alongside some machinery I hadn't previously encountered from Loose Screw, Omega Kraftrad and Motoism. But it was perhaps Vagabund's spectacularly "toy-boxed" RnineT that stole the show.As the music ramped up and the beverages flowed my companions and I set about hardening our party tolerance for the following days centenary bash before a brief foray into the Berlin night.Wakened by the sound of the stirring inhabitants of Berlin Zoo beneath my hotel window, myself and the other primates then headed to the final location of the trip, BMW's Motorrad Days festival at the staggeringly impressive Messe building. Built in the 30's the stunning Art deco entrance hall was arranged with seven stunning customs whilst the side halls were packed with BMW's extensive stock line-up along with a host of retailers and exhibitors.Out back, beyond the opulent ball room, the grounds bore host to a series of stunt shows, a wall of death, further exhibitors and more sausage based dining options than you could possibly imagine. It is an incredible setup and clearly a pilgrimage for BMW fans worldwide. On our inbound flight we made the acquaintance of a couple from New York who had made the trip especially. I'm sure they weren't disappointed.In the afternoon an opportunity to hit the streets of Berlin and beyond aboard the latest metal to depart the factory could not be passed up. Having amassed a good deal of miles on their Heritage fleet last year I opted for something a little different - the 2023 R1250R. Bloody hell what a motor. The current zenith of the Boxer engine the "Shiftcam" unit delivers over 130 rip-snorting horses in a roadster / super-naked package that had me instantly wishing we had allowed for a few extra road hours.Keeping pace with my rapid companions aboard M1000RR's and the like gave me little time to take in the scenery but once we eventually cleared the city limits and began whipping past fields and through pine forests the oft overlooked and perhaps leftfield R1250R certainly convinced that further exploration of it's many capabilities would be time very well spent. Give one a try.Back at base only one thing remained on the itinerary, that 100th birthday party. A vast Oktoberfest style beer tent bore host to a smorgasbord of international BMW staff and fans. Those obligatory voluminous beer jugs clinked in cheers as songs were sung and yet more sausage-based plates were consumed to fuel the ensuing pounding of the earth as the best damn cover band you have ever heard raised the roof... An incredible atmosphere and celebration that drew long into the night and stood to the passion of those behind the brand.Happy Birthday BMW. You sure know how to party. Now, when can we all have a go on that new R12 nine T???

I subscribe to the notion of type. We all have our preferences as well as our long-ingrained apathies. And whilst I would describe my two-wheeled tastes as broad, the genre of "cruisers" has always sat in the latter category for me. Perhaps it is that they don't seem to accommodate my overly-limbed frame, or their unshakable Americana pretence, typically I overlook them. So, I assumed a two-week match made with Royal Enfield's new 650 cruiser, the boldly named Super Meteor, would prove a challenge to my factory settings.

As I took delivery of the bike on our Shoreditch drive a fellow Shedist (whose preferred motorcycle type most certainly is cruisers) bounded over eager to see it. His delight in the details and overall proportions made me park my preconceptions, stand back and look again. He was right, the Super Meteor is a handsome and satisfyingly robust machine. 

As befits the class there are splashes of chrome here and there, which I admit ticked my colleagues boxes more than mine, but a quick flick through the available paint schemes revealed these more prevalent on the Interstellar design (as per my loaner) than the more subdued Astral options. My eyes were drawn instead to the front-end with its considerable, upside-down Showa forks and those splendid cast wheels. "Shame it doesn't have spokies" chimed my viewing friend, confirming once and for all that winning is simply not an option. For my part, any minute of my future not spent cleaning a spoked wheel is a minute I welcome back. 

Although the Super Meteor shares a power-unit with RE's Continental GT and Interceptor models, little else is carried over. The spine frame is a dedicated design for the SM which through a new cylinder head mount utilises said motor as a stressed member. As cruiser standards dictate the rider sits low with the soles of their feet thrust forward via a bolt-on tube and plate set-up. Despite being an alien position to me, it proved comfortable enough on first acquaintance. Time to put some miles beneath the wheels. 

Familiarity and a firm fondness for Enfield's universally admired 650 twin greased the wheels of my soon about-turn. It is just a joy to use. The modest digits belie an eagerness to work, coupled with a near gymnastic flexibility that for anywhere shy of highway mile-munching, I would take over more boastful numbers every time. But don't suppose it wont thrum along happily all day at (or a little above) the national speed limit, that is well within this motor's expansive locker, with 6th and even 5th almost acting as overdrive ratios. The exhaust note is engaging if a little polite, but having heard it through a variety of pipe options I can confirm there is a burly bellow lying in wait for those who want it. 

But stop, anyone who has swung a leg over alternative deployments of this power-unit are already well aware of the above. The question is how does it feel to ride the Super Meteor?

Absolutely bloody great. 

I believed cruisers were required to sacrifice their handling ambition at the altar of their raked out steering angle. Apparently not. Far from feeling distant, the front-end and low-slung riding position provoke huge confidence and a broad grin as I chase that foot-peg grind bend after bend. I absolutely relished in throwing the Super Meteor around. Preconceptions corrected. 

Sure, I craved a little more response from the front brake but the rear proved a far superior anchor anyway and since my protruding legs could offer little in the way of weight bearing or steering input, it was nice for my right foot to participate in the ride. The rear shocks could benefit from a little rider specific weight and style tweakery (there is 5-step preload adjustment as standard) but I was having too much fun riding to bother messing about. 

As my two weeks of cruiser life drew to a surprisingly unwanted close, the words so often bandied about at the Enfield press events began to echo in my head. Fun and accessible. If my words haven't completely failed me, hopefully the 500 or so written above have portrayed the fun I enjoyed on the Super Meteor, so now to the accessibility part. Motorcycling is an expensive pastime to fuel and an even more wallet-challenging endeavour to embark upon, but Enfield have absolutely nailed value. Their range of 350 (see my HNTR review HERE) and 400cc (Scram HERE) models are deliberately priced to bring motorcycling within the grasp of more. Then, when hooked (as they no doubt will be) the now expanded 650 line-up is waiting to take those recruits deeper down our most joyous rabbit hole. 

None of which is to say that the larger capacity machines of the Enfield line-up are solely the preserve of recent or returning motorcyclists. I have spoken with many (with a more storied motorcycling back catalogue than my own) who find more enjoyment in the honest and perfectly judged 650 platform than in plenty of the more lauded machines they have had the privilege to sample.

So, did my two-week date with the Super Meteor convince me it was the Enfield 650 for me? Truthfully I'd probably stick with the Interceptor, but I now know I would be doing so due to my preference of type and not from my mis-informed belief that it would yield any greater riding pleasure. The Super Meteor is an absolute blast. About time I scrap that adherence to the notion of type...

Last week saw the motorcycle industry gather in Milan for the annual EICMA exhibition. As usual many used it as a chance to whip the covers from their latest models and concepts - and as usual a few definitely caught our eye. Below is a quick run down on some of the machines we look forward to swinging a leg over in 2023 and beyond.

ROYAL ENFIELD SUPER METEOR 650

As teased at our 2022 London Show, Royal Enfield launched the latest vessel for their cracking 650 Twin. The Super Meteor carries said motor in an entirely new tubular steel frame with upside down forks (a first for Enfield) and cast wheels. The Super will no doubt build on the success of their existing Meteor monikered 350 cruiser. We look forward to seeing these roll down our drive in 2023. 

INDIAN FTR SPORT

Indian Motorcycle showcased their revised 2023 FTR model line-up. ⁠The "S" variant has now become the "Sport" with a reshaped tank and aggressive belly-pan. Along with the visually tweaked R Carbon and Rally iterations the Sport also gains trick integrated navigation. The stock FTR meanwhile has a graphic makeover as all models lean away from their flat-track inspiration toward a sporting road focus. All models benefit from revised front braking and clutch systems. ⁠More on these, along with several other new models across their offering on Indians site.

SUPER73-C1X

Our friends at Super73 further showcased their pedal-ditching C1X. Their first exciting step into the world of electric motorcycles. With 15' wheels front and back, BMX thinking and Super73's firmly established DNA we cannot wait to have a rip on this fun-machine. Deposits (£73) now being taken...

HONDA TRANSALP AND SUZUKI DR800

The Japanese pair both launched street and adventure models featuring brand new parallel twin power units. The Transalp and DR800 (well, DE) names were revived along with colour smatterings paying homage to the previous incumbents of the names. Both clearly have their cross hairs fixed on the Yamaha Tenere with it's CP2 engine, speaking of which...

FANTIC SCRAMBLER 700

Italian brand Fantic have leveraged their partnership with Yamaha to shoe horn that aforementioned motor into their striking Caballero platform. The 700 Scrambler apes the 125, 250 and 500 iterations visually but promises plenty of power and reliability from the well proven and universally admired CP2 unit also found in the XSR700 and MT-07.

HONDA CL500

Honda clearly have a well thumbed copy of their back catalogue at their development HQ as the initials CL, first seen in the 60's, once again entered the fray. The CL500 combines their popular 500 parallel twin with retro scrambler styling cues but no doubt a more city than trail bent.

DUCATI 800 SCRAMBLER RANGE

Ducati evolved their 800 Scrambler range with a host of technical rider aids and TFT dash tech while tweaking the lines and dropping a few kgs in the process. The changes are more than skin deep with a re-engineered trellis frame notably ditching the side mounted shock in favour of a central mount to the redesigned swing arm. Nice. 

Crowds also formed around the new "RR22" liveried Desert X. Ducati and their mates at Audi let loose with the felt tips in homage to the Dakar conquering Audi RS Q e-tron... anticipate a Desert X tilt at the Dakar this year. Check out Dutch's ride report on the Desert X HERE.

MV AGUSTA 921 S CONCEPT

MV have suggested we may have as little as two years to save up for their stunning 921 S concept. Inspired by their iconic '72 750S the inline four 921 is riddled with classic styling cues yet dripping with modern tech. We truly hope it retains as much of this style as possible on the treacherous journey from concept to production.

Elsewhere Guzzi displayed some new editions of their much loved V7 alongside the recently launched V100 Mandello (which I cannot wait to ride). Triumph's latest Chrome Collection (recently launched at Bike Shed London) glistened under the lights while Bimota surprised everybody with a 450 Enduro bike borrowing Kawasaki running gear who themselves hinted at a Hydrogen powered future H2... 

What else caught your eye??

I've been waiting a long time to have a go on a Norton 961 Commando. A very long time. About 12 years, in fact. The elephant in the room which needs addressing straight away is that this bike first came to the market in spring 2010, under the previous ownership, who I won't mention here, as enough has been written about them already. Let's just say, things didn't go well.

Bikes rolled off the production line in 2010 and into owner's garages, and many went straight back for repairs. After the farce that followed many owners were left without a working motorcycle, or no motorcycle at all. 

Although this may look like a continuation of service for Norton, it is actually a brand new chapter for this much-loved British Marque. Norton has been bought by wealthy Indian Company TVS, who've invested over £100m into the business, with a whole new team of engineers and managers. This investment included a brand new, state-of-the-art factory in Solihul, where the new team had to reverse-engineer major components of the motorcycles they had bought, and in the case of the 961's engine, replace over 130 parts, while rebuilding the engines to much higher tolerances.

There are also general improvements in all the  components, from fasteners, brackets, and finishes to the latest high-spec Ohlins and Brembo chassis parts, with beautiful, polished wire-spoked wheels, all hung together to create a finished machine that looks much more carefully considered than previous incarnations. Back in 2010, some journalists described the bike as looking as though it was assembled with whatever parts were lying around the factory floor. Thankfully this bump in the road has been pushed firmly into Norton's past.

When I heard Norton were back under new ownership and were going into production again I was initially surprised that the they decided to re-make a bike for 2022 that was already a re-make back in 2010, evolved from a re-made Norton originally created in Oregon by Kenny Dreer in 2006 as the Norton Commando 952 (actually 861cc). (You can read the Alan Cathcart Review HERE).

It seemed like an odd gamble, especially considering the 2010 bike's short-comings in build quality and consistency, but when you consider what is happening to motorcycling right now it might just turn out to be a very clever thing to do in relaunching the Company and winning trust back from the moto community.

Norton haven't changed the basic design or silhouette from 2010, despite the competition having spent the last decade or so perfecting the Modern-Classic motorcycle category, especially as they've all taken-on some of the custom scenes minimal shapes and style cues. This bike looks old-fashioned in comparison, especially in photos, but when you see one in real life, you stop thinking about all that because it's just a lovely-looking thing. It also looks like the real-deal in an era of re-imaginings, tributes and homages.

What needs describing is the overall appearance of the bike in the flesh. It looks hand made, but in a good way. Perhaps in a 1960s Rolls-Royce British-Luxury kind of way. The engine looks like it's from another era of engineering (which it is) with heavily polished cases that were definitely not designed by a computer. Not all the components and brackets have exactly the same finish, but all of them are well made. The pin-striping is clearly done by hand, and there's a simplicity to the overall construction, but as an object of automotive design the bike does looks properly conceived. It is extremely curvy, with huge scallops cut into the tank, which lead back to a very narrow seat.

From above the bike looks like a black and gold wasp. In some ways the "new" (or remade) Commando looks more like the result of old-school British automotive design than the original 1970s 850 Commando. There's a 60's feel to it more reminiscent of that decade's Jaguars and Aston Martins.

The "new" Commando comes in two version. The Café Racer, with clips-ons and the Sport with upright bars, both available in either black and hand painted gold pinstripe or silver and black. Apart from the bar position they both appear identical, although I haven't compared the footrest position, as we only borrowed the Sport version to have a play on.

My riding day started with some very slow manoeuvres around Shoreditch's back streets, so Camera Dan could take some photos for my write-up. I spent about 45 minutes riding around in first and second gear, doing U turns, and riding as slowly as I could so Dan could get as many shots as possible. Normally this isn't fun, but it turned out to be the perfect start. Firstly, the bike handles and moves really well at low speeds, which isn't always the norm for large capacity classically styled motorcycles. The 5-speed gearbox is firm and accurate, and feels familiar straight away. The slow speed turning is completely neutral, and the engine was quite happy getting hot while rumbling along very slowly. Even when I absent-mindedly snicked-up into third and it lurched at low speed it didn't stall, when it probably should have.

It's quite a heavy bike, but at no point did I notice the weight under exactly the kind of conditions where it might have been annoying. Even wheeling the Norton around the Bike Shed gallery was easier than I expected.

The best part of my day was the public reaction. It was a weekend, so Shoreditch was busy with shoppers, and every single person who saw the bike gave me a smile, a nod, or a thumbs up, or asked me about it. None of them looked like bikers or people who knew anything about motorcycles. This bike is a crowd-pleaser. It's like cruising around in classic convertible car on a Sunday afternoon, enjoying the admiring glances.

So what about the ride?

It was fun. Pure and simple. The engine feels like a proper motorcycle engine, and clatters away like a Ducati twin from the early noughties, with pleasant mechanical noises and a rich exhaust note, even with standard pipes, thanks to the Individual Vehicle Approval process which circumvents Euro 6 noise compliance. It feels like the 77 brake horsepower quoted, which is plenty for most British roads, and the suspension and brakes are superb - as per the quality components. It's like riding a resto-mod. A classic bike that has been completely rebuilt, better than new, and then had the chassis parts modernized - which is kind of what this bike is.

Many people compare this bike to a Triumph Thruxton 1200R, but I think they are missing the mark. I have a 1200RS and although the bike is stylistically similar and may even attract similar customers, the Thruxton is very much a modern motorcycle; much smoother, much cleverer electronics, more of a proper factory finish, with every component clearly coming from the same evolved design and build. It's also a lot faster and more responsive, but that's not the point.

I think a better comparison is a Ducati Sport Classic 1000 GT. While the Ducati is lighter and faster, it delivers a very similar feeling: Lots of clattering noise, with rattly clutch and basic engine design, offering plenty of enjoyable character, vibration and punchy exhaust note. It's also the only other bike I've ridden that gathers as much attention from the non-riding general public, especially the café racer Paul Smart version, which I still have. Both the Ducati and the Norton generate a reaction from other people that can only make you feel a little bit cooler.

This is not a bike for commuting and owners won't want to ride it in the rain. It's a modern classic in the truest sense, and is perhaps the last knockings of an era in motorcycling that will soon be behind us. It makes me happy that a bike like this exists in 2022. It also looks as though the new owners are willing to take on the burden of the previous owner's failures, and are putting their money where their mouth is. Hats off to them. I think it's bloody marvellous, and, biking - as a culture - deserves motorcycles like this to still be in production, whether it's your cup of tea or not.

....

SECOND OPINION - Gareth Charlton. Bike Shed's Brand Director.

Splendid. Dutch has covered the oh-so-complicated backstory, the Phoenix-like rebirth and the technical details of the machine itself, meaning my tuppence-worth can be pure and simple gut-feeling and opinion. Cheers Boss.

But first, what's in a name? Ever since its 1967 introduction and ten year production run the name Commando has demanded respect and adulation both within and beyond motorcycling. It is that iconic name and reputation that new owners, TVS, are betting is strong enough to withstand the previous, ill-fated revival. For myself, and I dare say anyone not scarred by those trials and tribulations, it remains a name that holds sway. I want for a Norton Commando to exist, and I want to want one as badly as I have all these years.

And here it is, in the metal, and I have the key. 

Now this article is full to bursting with beautiful pictures (top job camera-Dan) but trust me when I tell you they do not do the Commando justice as to the eye. The purity of the original Kenny Dreer design, so long lusted after, remains intact and yet heightened. Exaggerated and simplified. It is just bloody gorgeous. That classic engine, with its almost biological cases, that thick-tubed frame with dramatic diagonal back-bone reminiscent of the Seeley iterations of the original.

The silhouette and proportions are sublime and the finish and detailing more than live up to the Modern Luxury tagline. My one disappointment? That aforementioned key could easily be confused with any number of others with a far less emotive task than firing up this Commando. 

But, woof. What a noise it brings to life. The best I have heard on a stock bike bar-none. As Dutch touched on, some clever navigation of homologation rules I care not to understand have made it possible - and it is quite simply delicious. Time to ride. After much negotiation of our available hours I grabbed the key for the first of mine and right then (of course) the heavens utterly opened. I guess they figured some dramatic thunder and lightning was required to go with the soundtrack just unleashed on earth. 

Now I am going to make some assumptions. I don't believe many owners will take their Commando out in the rain. I also don't count on many tasking it with their commute, but that was to be my first taste of the bike, and despite the conditions, it more than convinced me to take the circuitous route home. Cue a fitful night's sleep punctuated with much weather-app checking that was thankfully ended by an early alarm and clear skies. The neighbours were rudely awakened and off we went. The Commando that promised so much on that tiptoe home now gets to show me exactly what it is about. 

I have always craved a classic motorcycle. They are what kicked me down the road to my life and work today, but every time I have actually ridden one, I have been either underwhelmed or downright scared. The 2022 Commando 961 is how I always wish they had felt. A soul-filled motor, chattering and bellowing back at you. Slick gear changes interlacing surges of power. Weighty controls revealing just the right level of healthy vibrations. Responsive suspension, sharp handling and eye-popping brakes. The very best of both modern and classic. Not to say the motor is old, as described it is filled with freshly engineered parts, but its approach to propulsion remains from yesteryear and the satisfaction it provides cannot be matched.

I am going to assume again that lucky Commando owners will use them primarily for their Sunday B-road jaunt, and for this I cannot think of a better companion. The power is perfect for our UK roads, you can give it some stick without hitting inappropriate digits and that nimble handling will put you exactly where you want to be on your favourite road. And the big fat cherry on top? That unquantifiable feeling of being aboard something more than a bit special. Of a machine that will always command a second glance and a third or fourth conversation. 

Of course there are many more capable motorcycles, there are many motorcycles that ape the same feelings, and there are some motorcycles that are both. But there is nothing like the Commando. For as long as we are allowed to combust petrol for pleasure, I cannot think of a better machine to do so upon.

The promo video plays; a host of familiar young faces riding the familiar streets of East London, taking photos, having fun - their motorcycle the facilitator in chief of their busy lifestyle. The target audience for Enfield's latest 350 could not be clearer. Are you a young city-dweller who dreams of a motorcycle and the independence it provides? The Hunter is for you, sorry I mean the HNTR. Depending on your location in the world this model is pitched as either the Hunter or HNTR 350 and in the UK we don't get the vowels. I suppose we did opt out of the EU…

Arriving in the crisp morning light at the West London start-line of the UK launch, the assembly of HNTR's immediately hit the right visual notes. Bright, enticing, approachable, modern and yet undeniably classic. The third machine to use Enfield's 350cc J-engine (following the cruiser-lite Meteor and classic Classic) the HNTR is pegged as the firms Roadster, with its stomping ground firmly determined as the city streets.

It is certainly a handsome little motor, reminiscent of the old Kawasaki TR250 unit with its upright cylinder surrounded with open space. Over the years small capacity singles such as Yamaha's SR and Suzuki's GN have provided a superb base for many a custom whip and I have no doubt the clean lines of this frame and motor will have many creative minds pondering a project beyond the plentiful parts catalogue... but I digress. 

The global launch pitted the Hunter against Bangkok's notorious road network to prove its urban worth and for the UK, the plan was similar. To cross the heart of London, west to east and back again. All well and good if you live west… a trudge if you live east and have to factor in the additional criss-cross. This had better be as good an urban assault vehicle as they say it is. 

After a short intro citing the 1959 Fury as a key inspiration to the lines of the HNTR the host dropped a bombshell that left my underprepared-jaw on the floor. This motorcycle can be yours for £3899 on the road. Or to put it another way, 18 months of a London zone 1-4 travel card. I say underprepared, because the hugely successful Meteor 350 goes for a similarly wallet-friendly price - but its baby cruiser looks left me cold, so I forgot to pay attention. The HNTR on the other hand, with cast 17-inch wheels fore and aft, broad seat, aluminium grab-rails and striking graphics definitely piques my attention. And it feels like a quality piece of kit despite the budget price - fair play RE.

Time to ride. From tick-over the motor provides a satisfying single-cylinder soundtrack at a surprisingly low pitch, instantly encouraging an eager throttle hand as we peel onto the busy London streets. Now let's get one thing straight, this is not a fast motorbike, rather with only 20 horses to call on it sits firmly in the slow category. But a decent corresponding torque figure of 27nm lends it enough hustle to keep up with and pass-out traffic in those aforementioned zones 1-4. I am also growing quite keen on the phenomenon of riding slow bikes fast, as opposed to fast bikes slowly - using more of a machine's dynamic range will always be more fun. 

Almost instantly the bike feels familiar, as simple and easy to ride as geared machines come, with broad, flexible ratios and agile, yet sure footed handling. The front brake initially surprises with a lack of bite but does the job once familiar while simultaneously encouraging use of the effective rear, something which I confess has become a rare occurrence in my daily riding. The HNTR will likely be early, if not at the very start of a motorcyclists machine-owning journey and it is the perfect choice for recent recruits to the two wheeled world. 

As we progress across the capital, taking in all the key sights, our throng of riders are clearly having a blast. We dart and dive for the camera guy, chat at lights, engage with eager onlookers and revel in the fun factor of the HNTR. This is exactly how this machine is meant to be used, socially, actively, in the heart of a city. A brief stretch of flyover allows sight of 60mph and no doubt the machine could sit comfortably in the mid 60's for as long as your interest would sustain. But the tighter the roads and the gaps become, the more this machine truly excels, boasting comfortably the tightest turning circle I have ever experienced. 

So, the HNTR has absolutely smashed its brief and will no doubt more than satisfy the riders it was built to target, but what of those outside of that demographic? Well it entirely depends on what you want from your bike and how you ultimately use it. But if you think the HNTR 350 may fit your personal riding brief, in it you will find an honest, low cc, low cost, imminently usable motorcycle that will never fail to raise a smile. In their stable of 350 and 411 machines Royal Enfield have created a bike for every taste and the HNTR is the sweetest handling of the lot. If I was starting my two wheeled journey again - this is exactly where I would start.

This is not about the future. E-fuel, alt-fuel, hydrogen, electric… who knows what two-wheeled transportation will look like further down the line. This is instead about the here and now, today and tomorrow, where alternatives already ride amongst us. 

First up a confession. I have not been in the least interested. Do not misunderstand me, I have two, very small, very important reasons (that keep me awake most nights) to want to preserve this rock of ours. I always endeavour to do my bit, but I have knowingly neglected to apply this focus to my motorcycling habit. I know I need to accept the inevitable march of progress, but I will forever be more inspired by what has been than what is to come - a different take on recycling, perhaps.

Rather than sit with the nerds in I.T and Computer Science I spent my formative years in the Archaeology and History rooms. Today, I couldn't tell you the model of my iphone and the prospect of a watch that needs charging makes my wrist break out in a rash. In short, I am not the tech-loving, future craving, early-adopter that the majority of LiveWire nerds customers will likely be. No Question, I am a tough crowd for this test ride. And (whisper it) I don't really get Harleys... 

But wait, it's not a Harley anymore? Over to the man in charge in Milwaukee.

"We recognized the pioneering spirit and brand value in LiveWire for our community and took the decision to evolve the original LiveWire motorcycle into a dedicated EV brand."

Both a brave and understandable decision. As a machine the LiveWire always felt somewhat outside of the traditional Harley stable. More akin to what Erik Buell would have made had Harley originally launched this power unit in a Sportster or Fatboy inspired platform. And you know what? I really like Buells. 

Walking around the LiveWire the Harley ownership is still apparent. The HD shield adorns the petrol/charger cap and the full name wraps around the specifically developed Michelin "Scorcher Sport" rubber. Fat grips and a brake lever like a skillet handle also reinforce the factory heritage. But beyond those elements the aggressively hunched tank and slim, high seat-unit remind instead of the original Ducati Monster and again, the Buell back catalogue - a great reference list that adds up to without question the best looking machine in its class.

Time to fire it up. Thankfully the TFT screen helps me navigate the plethora of bar buttons and we are ready to go, I think. A gentle pulse through the bars lets you know you are "live" and with the first of what would be many gropes for an absent clutch lever we are off. At the recommendation of the delivery guy I head out in rain mode to soften the power delivery. The stance is immediately and thankfully familiar as my brain recalibrates to the reduced riding task list. Stop and Go. 

I make it approximately half a mile before deciding I am ready for the unfiltered version and mash the buttons until the rain cloud in the top right of the screen is replaced by an enticing red S, that'll be the Sport mode. An empty slip road opens up before me, time to see what this instant torque is all about. Great Scott! The surge is astounding, the previously silent forward motion is replaced by the whirring of a Pod-Racer and the world races forward at light speed. I could quote HP figures but they seem meaningless such is the difference in delivery versus a combustion unit. The complete lack of preparation for propulsion in the form of gears, revs or clutch makes the immediacy of the power delivery an addictive hit. Twist and Go. My mind races back to 1998 and the seared-in experience of taking a bigger kids two stroke Italjet Dragster 180 around the block…

Back to 2022 and the taught suspension, fierce brakes and fat rubber relay supreme confidence and soon enough I am riding as if the entire Galactic Empire fleet is hot on my tail. Of course it is not necessary to ride the LiveWire this way, but it is utterly addictive. There is seemingly no correlation between current road speed and available warp thrust. Be it 20-40, 40-60, 60 to a bit more, that immediacy always surprises. Pick a spot a few hundred yards up the road and the LiveWire will have you there before you can say "plasma cannon".

It is just such a totally different experience (one that 120 riders sampled over a weekend of test rides out of our Shoreditch HQ) as much defined by what is absent as what is present. The limited controls, lack of noise, of heat, an exhaust. The heightened awareness of the suspension and road surface that comes with the near silent progress. It is an entirely separate genre of two-wheel experience. And that silence - there is huge joy to be had stealthily rolling into your street in the dead of night, whisper-quiet. A sleeping fox raised barely a whisker as I parked up a few feet away.

Plugged into my domestic socket overnight it was more than ready to go in the morning. Range depends on your abuse of the throttle but 90-140 miles is expected and workable. I watched enough Long Way Up to know that longer trips require careful planning but for 90% of my riding it wouldn't be an issue. There is even a fast charger at work… Hang on - am I seriously considering this? Could it replace my idea of a motorcycle? 

Well, no. But also yes. I would miss the bangs and the pops, the control points and the familiarity of combustion and my romantic attachment to it. But, if I had the space and means for two machines, while one unashamedly would be a nostalgic fossil-fuel drinker, the other could very well be a LiveWire. Because they both do the same thing so very differently. I know that when the delivery man returns to collect the LiveWire, I will absolutely miss it too. The whoosh and the whirr, the simplicity and the excitement of this new mode of transport.

Contrary to my expectations, I am absolutely convinced. So whilst I may always lean toward the fedora clad version of Mr Ford, Han Solo also had a solid point when he foresaw "Hokey religions and ancient weapons are no match for a good blaster at your side, kid."...

Three days riding many motorcycles in glorious countryside en route to Goodwood Revival punctuated with factory tours and slap-up meals in good company? When the invitation to join BMW's press "Heritage Tour" landed in my inbox it was one of the easier hell-yesses to give. The main aim of the trip? To pass hours in the saddle of the gamut of BMW's heritage range; the R18 in its Classic, Bagger and Transcontinental guises and all four iterations of their hugely successful R nineT. 

After an introductory dinner at Bike Shed Shoreditch (a sterling start) our 26-strong group of journalists and BMW key-players took off early next morning for the Marshall Amplifier factory in Bletchley. Why? BMW teamed up with the iconic British brand as their speaker partner for the R18 Transcontinental and Bagger, my ride for the day. 

Even within the gleaming line up of assembled metal my Bagger stood out. With a deep, metallic violet and silver paint-job daubed across that mighty screen and pannier set it simply demanded attention. But not even the outrageous colour scheme could detract from the centrepiece of this bike. That almighty engine. 

An eighteen-hundred and two cc, torque laden celebration of the boxer configuration. A whale's heart captured in a motorcycle. Traditionally, I should now mention the exhaust note, but this was my first time on a motorcycle with a stereo and it was not a novelty I was prepared to turn off. Ever. With Planet Rock turned up to 10 in pursuit of the campest Rock songs I could find, the purple beast and I wound our way out of North London. Huge thanks to the DJ that saw fit to string together Pat Benatar, Starship and Journey on the Holloway Rd.

Cards on the table, this isn't usually my cup of coffee. Cruisers, baggers, Harleys and their ilk have never been the machines I google at night. But perhaps I missed their point… The motorway hop was despatched in laid back, low rpm comfort and with the sun high in the sky and London dwindling behind us, the R18 and I were swinging through bends, gobbling up straights, having a damn fine time of it. It is such a different vision of motorcycling to anything I have previously known or pursued, but I think I can finally appreciate the appeal.

At circa 400kg's it is without question a substantial proposition. But it carries the bulk of those digits low and does that trick the best monster-machines manage of seemingly shedding pounds on the move. Granted, gravel car parks are a butt-clenching scenario but the more miles I spent on the bike the more it felt at peace with itself. And I will never tire of that lurch to the left as you blip the throttle at standstill. 

The first destination of the tour was the Marshall factory, both a Rock 'n Roll mecca and a pleasingly idiosyncratic, British establishment boasting a crew of craftsmen and master solderers. The place tells a great story and makes the best gear in the amplification game - it would have to, to be heard over that R18 motor. A painfully-slow traffic filled dawdle to our overnight provided me the chance to admire the other machines on the tour fleet and I earmarked a beautiful Option 719 R nineT Urban GS for the next day's action.

With too little sleep, heavy heads and full bellies we took the short hop to the next stop, the BMW Mini Factory. Not an obvious destination for a riding group but having begun my four-wheeled life in one of the proper ones I was happy to visit the site where the original manufacture also took place. And it blew my puny mind. I had no idea humans could conceive such things. An army of giant orange robots as far as the eye could see, wielding and welding Minis in a spark-fuelled ballet of automated, automotive creation. With barely a human in sight. Skynet is real.

Mind still reeling, I climbed aboard the refreshingly simple Urban GS and headed for some of the best roads of the entire route. As clearly the most up my straße machine of the entire range, this was a bike I was eager to pass some miles on. Many more qualified than I have written reams in review of the universally admired Nine T range - so expect no technical dissection here, rather my honest gut feelings from two days in the saddle.

As with the R18, the motor dominates the experience. Character is the word most often hung from it and I won't reach for an alternative - but I will add another. Grunt. I was taken aback by the power of this thing. The quoted figure of 109 horses while respectable, does not do justice to the real-world hustle this unit offers. Of course, it slides through towns and low speed traffic in a gentlemanly fashion, but loosen the neck-tie and this thing just lunges for the other side of the horizon, sharpish. They may have leaned into a scrambler visual with this particular model but I was far more inclined to slide my toes backward on the pegs, devour straights and romp through bends than search for the nearest byway.

The R nineT range currently sits at 4 models. The un-monikered original with a 17-inch front and upside-down forks, the Pure, also with a 17' out-front but sandwiched between conventional forks and finally the Urban GS and Scrambler models which share a 19' front wheel and differ via a few styling gambits. The beautiful but wrist-testing Racer has been discontinued, much to the disappointment of carpal-tunnel specialists. All models of course benefit from that spectacular oil/air cooled 1200 engine, formerly housed in the GS and provide largely similar riding experiences. Pick yours by your preferred riding vibe as much as anything. For me the Urban GS was the sweet spot. And I'll stick with the cast wheels.

After two days of plentiful miles, I had to add an additional 300 mile-round trip back to London for an evening of family duties ahead of the final day gathering at Goodwood. It was the last thing my ride-weary body needed but the nineT had my (aching) back. Heated grips made my poor glove choice an irrelevance and the faultless cruise-control munched through the motorway miles. The clearest mirrors I have ever experienced, while a decidedly dull detail, only added to the abounding feeling of quality exuding from the whole package.

And so, with the last of the summer bugs smeared across my visor I rolled into the 2022 Goodwood Revival. It has been too many years since I attended this one of a kind event and it did not disappoint. What an experience. The noise, theatricality, relentless eye-candy, anticipation and excitement among the attendees create a vibe like no other. The bike-pits were a hive of activity ahead of the Barry Sheene Memorial Trophy race and the machinery on display, simply outrageous. A 1928 rigid BMW R57 Kompressor with leaf-spring forks later described by the commentator as "The most evil thing at Goodwood" exploded to life a yard from my noggin before registering 132 on the noise man's decibel stick… My head is still ringing.

With a Le-Mans style running start, pit-lane rider swapsies and a grid-full of current track stars to ride the nuts and bolts off the remarkable machines the race itself was a chaotic joy to behold. The noise was apocalyptic - that a silencer flew loose from one bike, cartwheeling down the start / finish straight and yet made no discernible difference to the noise emitted tells some of the story…

Suitably reminded as to why BMW can proudly refer to this assemblage of bikes as their "Heritage Range" and with a flat-cap full of memories to which a phone exploding with images would never do justice, I made my way back to the nineT for my long ride home. And even after those many, many miles, it still goaded me into the scenic route…

G Charlton

For the overwhelming majority of my time on two wheels, the breaking of traction has been an occurrence I have done my damnedest to avoid…Grip, grip and an extra serving of grip please. But my preference for adhesion belies a long-standing obsession with flat track. A teenager who clocked up too many hours watching On Any Sunday became an adult with a Sideburn Magazine addiction and sideways leaning friends who still somehow never quite managed to scratch the itch. Until now.

A Bike Shed Members day at the Dirt Craft / Royal Enfield Slide School appeared in the calendar and my arm shot in the air. In anticipation of the day I studied the particulars; location - Iwade Speedway circuit on the Kent coast, machines - custom Royal Enfield Himalayan "FT" 411's and the instructor - Pro Flat Track racer Gary Birtwistle. This was going to be a lot of fun.

In the name of a good story-telling (but in reality, to get a jump on the participating members) I wangled a brand-spanking Royal Enfield Scram 411 on test for a few days either side of the school. With a flat track standard 19' front hoop the Himalayan based Scram is a squint away from near-as-dammit the same as the slide school steeds we would be wrestling. After a dreary motorway drone to our destination (not the Scrams most obvious habitat) the learning could begin. 

As usual on 'Shed member events the atmosphere was easy, relaxed and jovial as Gary explained some of the basic principles of sliding on a picturesque track walk, which revealed a surface simultaneously looser yet harder than I had expected. The essential left-peg steel-shoes were fitted to provide us with that authentic clunk-thud racer limp gait and we were tentatively underway.

Oh-so slow early laps with cone strewn straights kept us upright and sensible as we learned our way around the bikes and the basics. The easy-going motor and broad gear ratios I had familiarised with aboard the Scram were as expected, but bolstered with a grin inducing growl courtesy of the fruity S&S pipe. The lack of front brake however, I doubt could feel familiar in a lifetime of laps, my two right fingers groping the air for the absent lever…

Progress and pace increased as sessions and snacks ticked by, punctuated with further pearls of wisdom from the ever-helpful, good humoured Gary. The drip-feed tuition was timed just right as confidence grew and the breaking of traction became provoked rather than feared. Of course, it is no surprise he can teach this stuff so well, 'cause my Lord can he do it.

Gary has won every round of the 2022 DTRA season to date aboard his stunning factory RE Harris Performance 650 (seen below in attendance at our '22 London Show). A further 2 British and 1 European Championship between 2018-2020 for Ducati UK, alongside regular race wins in the 450 Pro-class, tell you all you need to know. Watching him pilot the school FT 411's on sighting and demonstration laps displayed a supreme skill, the edges of which were surprisingly accessible during our one day tuition, but the mastery of which is clearly an entirely different gallop of greyhounds.

Back to us newbies. Our speeds lifted and slides lengthened as early boundaries were explored and surpassed, the shriek of steel shoes growing ever louder as the day drew to a close. It was amazing to see the progression in our group; from a quiet, cautious procession to a raucous crew of somewhat slide-ways converts.

On a couple of occasions the dirt was viewed a little closer than intended. For myself I was as convinced as I have ever been of imminent crashy-crashy only to find myself through the other side and belting down the straight - my heart lost through my mouth somewhere mid-corner. But with limits came learning and finally, with a degree of assurance I hadn't expected, I knew what it was to go side-ways. And hell, do I want to do it some more.

Dirt Craft host slide schools across the UK, check out their page HERE and get yourself along - you will not regret it. There is already a clamour for more sideways action from Bike Shed members and crew so expect another day to drop into our calendar soon. Email Dan.ja@thebikeshed.cc to get yourself a hole shot start for the list.

If like me, all this has given you a flat track appetite you can begin to sate it HERE with Sideburn Magazines review of all the trackers in attendance at our 2022 London Show, some absolute belters. 

On the journey home the Scram and I continued our acquaintance. Away from the motorway and encouraged by the frolics had astride its FT cousin, we really started to get along. In truth, we do not make an obvious pair. At 6'4' and 100 ish kg's I have a habit of making big bikes look small, and the Scram ain't particularly big. One more creative observer likened my appearance on the Scram to "a spider in a teacup - all knees and elbows". So yes, perhaps I am not this 24-horse machine's target rider, or perhaps that is my own misconception? The Scram was more than happy to try and convince me otherwise.

As we rode in and out of towns, flick flacked through roundabouts and whipped between hedgerows one word kept springing to mind. Honest. A long admired human trait but not always top of the want list when it comes to motorcycles, perhaps it should be. The Scram is obviously not a fast motorcycle, nor is it pretending to be. It takes you back instead to the simplest form of riding, where momentum, line and presence within a journey are far more pertinent than tech spec bragging rights and elec-trickery.

Enfield describe the Scram as "A spirited, multipurpose ADV Crossover that combines high altitude adventurer DNA with authentic scrambler vibes... An able multi-tasker, optimized for agility and always ready to take on challenges." And whilst I am pretty sure it is a moto-journo no-no to type marketing blurb verbatim, I am not a moto-journo, and this line hits the proverbial nail with a well-aimed hammer.

I love the Scram wheel set up. Having spent the majority of my days piloting a 21-inch front in various guises, I have grown accustomed to their on-road vagaries, but I often crave the set-up of my all-time favourite back-road hustler, the odd-ball Cagiva Gran-Canyon (do bear with me reader). With a 19' front and 17' rear (as my oft mourned 'Giva) the Scram is mountain-goat agile in an eager, bounding fashion. I don't understand the physics, but I know the feeling. If you were previously tempted by the Himalayan with its 21'- 17' set up, do be sure to give the Scram a swing too.

Forcing the bike down Supermoto (and as I now know Flat-track) style was a rewarding hoot as was more upright pendulum progress. Beyond a few dusty tracks the majority of our time was spent on tarmac, but such is the confidence the Scram package inspires I wager it would prove a more than willing accomplice on the loose stuff as well. And if you really must, for those high(er) speed slogs, just stick to 70. You will get there in the end. Plus, if you try for more than that the mirrors will start folding in on you.

Given their price point Enfield actually provide the majority of competition for the Scram 411 themselves. Want something more traditional? Take the Classic 350. More Adventurous? Himalayan for you good sir/mam. Want to pretend you are American? Check out the Meteor. Or if you want longer legs via a few more cubic centimetres come and meet the 650 twins. For me, the Scram is the one. If you are moving up from a 125 or indeed just fancy a different take on the whole two-wheeled progress game you cannot go far wrong. As they said so eloquently themselves, it just does it all. You may also be tempted by a spare pair of 19's and an S&S pipe...for the weekends.

Thanks to @harryblaisefryer for capturing the day. 

BSA is back. The Gold Star is back. And on a scorching day at a tarmac playground hidden deep in the English countryside I was invited to ride a machine I have only ever heard spoken of in tones of hushed reverie. Named after the medal received by one of its predecessors for lapping Brooklands circuit at over 100mph the original Gold Star was the metal of choice for the Ton-up boys, Clubman TT Racers and Sunday Scramblers of the 50's and 60's. Fast forward to the 2020's and the reborn 650 Gold Star is gunning for those who remember fondly what it was but also a new & entirely different generation of admirers.

This was a day to ride so I will keep the preamble brief. BSA was purchased by the Mahindra Group in 2016, their intentions to manufacture in the UK were sadly scuppered by the carnage of the years since but it remains the future plan. For now, the Goldie is assembled in Mahindra's native India with machines expected to be delivered into a network of UK dealers mid-August priced from a respectable £6500 to £7000 (+ otr charges) depending on your colour of choice. Thankfully my favourite, the Highland Green is the cheapest scheme. The pictures tell far more than any words how damn handsome this machine is. A faithful homage to the DBD34, it is covered in delightful touches and unfortunately encumbered with a few modern necessities - more on those later. Overall it is a machine that will forever raise a smile as the garage door lifts and command a second glance before it closes. 

Time to ride. God I love a single. The heart of the Goldie had to be a thumper, the 500cc displacement of the original has swelled to a 652cc powertrain in which a host of sophisticated manufacturing techniques have sought to balance and smooth the inherent vices of the single layout whilst preserving its character. It is a brilliant motor. Definitely not the fastest at 45bhp, nor perhaps the most refined, but perfectly befitting the 2022 Goldie. 

Millbrook proving ground was the venue for the day's fun and games, a test facility for both two and four wheelers Millbrook boasts a host of real road simulations. Whether pootling between the hedgerows or chin on tank, throttle to the stop tickling the ton on the banked oval circuit, the motor proved a willing and compelling companion. I eagerly await that Ton-up Club members card… 

Swinging through the complex bends of the faux Alpine course (including the infamous Aston Martin flipper from Casino Royale) was a fun yet reassuring experience with the Brembo brakes arresting momentum of the 213kg Beeza with great assurity. The suspension on the machine of the slighter rider ahead of me definitely looked a sight more composed than it felt beneath my weightier-self and would (like most machines in this price bracket) benefit from fine-tuning or upgrade to suit the rider and use. Or just ride, adapt and smile. Romping through the tight layout of a supposed "city course" that better resembled a gymkhana was a hoot -  and the pace at which the lead rider conducted the route eye-widening.. 

Back in the 50's the DBD34 was defined as a super-sport machine. Today's iteration is clearly a world away from that moniker, but I wager I had a deal more fun wringing the neck of the Goldie and exploring its capabilities as opposed to clinging on to a current super-sport and exposing my own. Perhaps I was just born in the wrong era, but as todays roads seem to slow with traffic and tech, a machine with the dynamic capabilities of the Goldie makes more and more sense. 

Now for the fun part, this is Bike Shed after all and this is a motorcycle crying out for a little tinkering or full-bore customisation. One of the best things about the original machine was its adaptability. Yes, the café-racer is the first vision that springs to mind, but with the swapsies of a few key parts the old Goldie did everything well, Scrambles, Trials, Flat-Track… The inspiration is endless and I have no doubt that come our 2023 Show we will see the new Gold Star reimagined as all of the above and everything in between. No bobbers please. 

What would I do to it? Those aforementioned modern necessities can go for a start. The fugly switchgear, prominent USB charging ports and catalytic converter the size of an over-fed feline curled up in the frame rails all need a new home. While we are shedding kilos a quick glance under the seat reveals a bolt-on subframe that could fast be swapped or altered, you can keep your (all-be-it lovely) fork shrouds and the radiator seemingly sourced from an Austin Mini could use some detailed thought. A single seat, some short guards, slim-line side panels, upswept exhaust that celebrates as oppose to apologises for the thump, clip-ons, rear-sets, and sticky tires pretty please. A brief chat with the ever-growing BSA team reveals a few more ponies could easily be corralled from the motor and suddenly we are having even more fun. The beautiful reverse sweeping clocks can stay, perhaps framed with a bullet-style fairing… But I digress. Necessary? Absolutely not. Part of the fun? Absolutely yes. 

Whether owned, once ridden or long lusted for, BSA has always been a marque to command a place in the heart of many motorcyclists. With the new Gold Star, BSA are looking to add a new generation of riders to that hearty club. Have they made a machine that can do this? I sure as hell believe so. BSA, it is great to have you back.

@garethcharlton wore - 

• BSMC x Hedon Heroine Carbon Racer Helmet
• Belstaff Brooklands Jacket in Black
• BSMC Protective Jeans in Black
• Alpinestars Robinson Gloves
• Alpinetars Monty V2 Boots

You are certainly reading this for one of two reasons, either...

A. You stumbled here as you try and second guess what your motorcycle obsessed friend / lover / sibling / other would like to find under a yew tree come the 25th. 

- Or -

B. It's that groovy time of year when your favourite folk might treat you to something you fancy and you are looking for exactly what to suggest to avoid the usual Crimbo detritus...

Whether shopping for unique gifts for the motorcycle rider in your life or looking for your good-self, you have come to the right page. Here are our top picks organised into categories for all wallets. You are very welcome. 

Blow the budget over £100 and win Christmas with our stunning Hedon collaboration helmet, our RESISTANT riding jeans, BSMC Vest and Jackets or the ultimate year-round motorcyclists gift - Bike Shed Motorcycle Club membership. 

Born in England in 1901, Royal Enfield began building bikes in India in 1955 moving to entirely Indian-made machines by 1962. In taking-on the mantle of these iconic bikes of that era, Royal Enfield somehow captured the enduring spirit of Great Britain while finding a new home in India. The Company has since evolved to hold a place in the heart of two nations, with a shared provenance.

This Indian-British nationality has a natural place in East London, where culture, food and fashion from the South of Asia has taken root over generations, centred around Brick Lane, Bethnal Green and Shoreditch, also home of the Bike Shed Motorcycle Club.

To celebrate this meeting between East & West in the world of motorcycle manufacturing, Bike Shed and Royal Enfield have created a clothing and apparel collaboration that celebrates East London; a melting pot of East meets East, where Asia defines the tastes, smells, colours and sounds around the Bike Shed's first venue, alongside East London markets, bakeries, butchers, pubs and workshops.

Some of the designs take inspiration from the Bike Shed x Royal Enfield collaboration bike build, co-designed by Royal Enfield's UK Design & Technology team and Bike Shed's Founder, Dutch, to be the perfect East London urban street bike. The collection also draws on the creative side of urban East London, exploring the art and style of the district in billboard, street and stencil typography.

SHOP THE COLLECTION HERE

For all the convenience the modern world provides with it's digital magic and mass-produced accessibility, it can never replace the craft of a true artisan creating work with their hands. From the very earliest days of Bike Shed we became great friends and later collaborators with Master Artisan Jan den Hartogh of Duke & Sons; a craftsman who took his creative flare away from a screen and into his workshop, showing us all that handmade really is better made. 

We caught up with Jan to hear about his story.

Who are you / where are you based / what do you do?

​I'm Jan den Hartogh, based in the Netherlands and I'm a Leather craftsman.

How did you get started in your craft and when did you establish Duke & Sons? 

As a designer who was used to working the whole day behind a screen, I realised I was missing something important in my life and that was the opportunity to do something with my hands.

I'm a fan of the amazing atmosphere of heritage goods and brands. I love the fact that many of these companies still make the same quality goods and stick to their origins. Inspired by a real craftsman, I decided to learn the skills myself, and just by 'learning by doing' I have managed to teach myself the making of quality leather goods.

It all started in 2013.

How did you get involved with the Bike Shed and how has the collaboration grown over the years?

​I guess it was the third BSMC event, the first at Tobacco Docks in Wapping but in a very small footprint compared to what it is now. One of the Bike Shed founders had spotted my work on the internet and called to ask if I was interested in a nice weekend in London, alongside a lot of motorcycle enthusiasts. I arranged my own travel but they took take care of the stuff I would need to show my skills at the show, like table, chairs and a shop vitrine. I think the last one was from somebody's home hahaha!

It was the first time for me abroad doing my leathercraft and the first time together with Ingeborg my lovely wife. From the first moment on, we had a close relationship with everybody and it really felt like we were friends for a long time. Even Ingeborg, who was not that acquainted with the motorcycle world, embraced the whole community. It was a special weekend with special people and we were not used to that vibe in the Netherlands. When we left, it felt like we had a visit with a warm family weekend.

The rest is history... every year since we visit our 'family' at every show and we're very grateful for that.

What are your favourite pieces to work on and can you share some details of the processes that go into making them?

I love to work with natural veg tan leather. It is such a fine leather and you can do anything with it. When the leather is moisturised you can emboss it and you can dye it with several special dyes but you can also colour the embossed artwork to give a special touch and make unique pieces.

You can find many samples in my maker stories, like this one: https://www.dukeandsonsleather.com/blogs/maker-stories/making-the-bike-shed-protective-card-wallet

What bike do you currently own? 
I currently ride a 1987 Harley Davidson Heritage Softail and a 1978 Classic Yamaha XS 1100.

What was your favourite bike?
I started when I was 16 and I've had a few favourite bikes: The Laverda, my Honda CB750, and the 2 stroke Kawasaki's in particular...

What is your dream machine?
At this moment I don't have a dream machine, however, I really like the WWII Harley Davidson WLA in original army look.

What attracts you to the motorcycling world and community? The camaraderie, especially in the UK community, which is so different from the Dutch community. It is hard to explain but it is our experience when we meet all the customers at the annual BSMC show. But in general it's the freedom of riding, the power of the engine, and sharing that passion with good friends.

Check out Jan's latest exclusive BSMC pieces below - he doesn't make in batch for anyone else and we are honoured to have his work carry our name. Cheers Jan.  

HARLEY-DAVIDSON - PAN AMERICA FIRST RIDE

The day is here, I finally get to go on a press launch and I'm excited. For the past few years, I've experienced bike launches vicariously through editing the photos and video that land in my inbox, and hearing from Ross, our editor, but, with the shit-show of a year we have had, Ross retired from the 'Shed and relocated to Devon in search of a more off-grid life tinkering in his new workshop and more accessible country roads.

The obvious replacement would have been Stew, the most qualified of adventure riders of the BSMC crew, having ridden for 12 months down through the Americas on the actual 'Pan American Highway' from Alaska to Ushuaia on the Harley adventure bike's biggest adversary, the BMW GS.

But, with Stew in LA finalising the imminent grand opening of our new venue out there, I was next in line to take up the opportunity and I jumped at it.

I'm not so much a track-day speed-demon, I lean more to the travel and adventure side of motorcycling. That's what gets me excited and inspires me, loading up my bike with everything I need and riding to some mountain ranges, off the beaten tracks of Europe for a few weeks. For me there is no better feeling.

Now, this isn't gonna be packed with maths and figures on the technical details of the new Pan Am because. You can google that, or read it in Bike magazine. This review is about my experience of riding the bike, and how it made me feel, and the experience of being on a manufacturer's press launch.

THE PAN AMERICA AND IT'S RECEPTION

Since the Pan America was announced, it's definitely been divisive. Some people were welcoming and open-minded of Harley-Davidson's foray into a new market. Others, not-so-much, questioning the wanting of a piece of the pie that 'wasn't theirs to have' or being capable of seriously entering and most of all contending with. The bold aesthetics reinforce some of that negativity and inspires a love or hate reaction. It was definitely a talking point here at the 'Shed.

This bike is a huge deviation from the niche Harley-Davidson have dominated and appealed to for decades, upsetting the status quo amongst one of their most valuable assets besides their bikes, their die-hard following. On the flip side, a lot of the non-Harley riders see an insular brand muscling-in on an aspect of motorcycle culture that wasn't previously earned, but times are a changin' and to keep relevant, companies need to diversify. We've already seen that with their other stereotype breaker, the electric Livewire, although that model is now being divested from the H-D stable into it's own brand.

I could see both viewpoints but leaned towards the positive. I see an incredible brand trying something new and appealing to a different rider, but not only that, coming in with their own take on the adventure sector.

I respected that and it was certainly refreshing and exciting to see a company think a bit differently about who they are, what they want to make, and disrupt the sometimes tiresome beaky aesthetics of the current offerings. A big sway for me was their launch video back in February which was a refreshing documentary format highlighting some unknowns to me - the history of HD and their experience in off road racing in the Baja back in the 70's, and real, promising R&D that's gone into this new bike.

I personally really like the look of it. The bluntness of its features are aggressive yet refined but most of all the utilitarian feel of it all is what appeals to me most. Above everything, for me, it needs to function for what it was designed for, and that's adventure — to chew up long distance miles, with the capability of carrying everything you need as your home away from home, on any terrain you might want to throw at it, having fun along the way. On paper it's my kind of bike.

DAY ONE

Now, let's get back to the actual launch. Fortunately I had a buddy to ride with and an 'alright' one at that. It turns out that Charley 'Long Way' Boorman was booked on the same day as I was, so we decided to road trip up together to the location of the launch, set in the middle of north Wales at Lake Vrynwy. A place that is well known for adventure riding, for its beautiful scenery, twisty roads and more importantly off road tracks. After 4 hours of catching up and dad jokes, we arrived at the hotel.

We drove up the H-D flag-lined driveway to check in. We met the team and could tell they were excited for what they had in store for us. A full takeover of one of the most beautiful places I'd seen in the UK, looking over a lake which looked like the inspiration for Microsoft desktop background, with sweeping hills and valleys. This launch was important to them and they'd clearly pulled out all the stops. We'd worried that the weather was going to drench us as it had the group of journo's the day before, but we got lucky and the clouds had broken revealing a brilliant blue sky.

Soon after arrival we were ushered up to the 'HD campfire' to meet everyone else, and more importantly the bikes. Charley had already seen and ridden one briefly around London the week before and on the ride up he said it looked better in real life. That's true. Even though I was a fan of how it looked, I did fear that it's bold aesthetics and design were potentially more in favour of trying to carry over the form aspect of their iconic Road Glide, than being something that actually felt right in an adventure bike. Having a walk around and a sit on it soon quashed that worry. It's well proportioned with enough meat up front to house the tech filled cockpit and wind deflection, which then tapers-off into a nice place to sit, stand and strap luggage. Build quality looked good throughout with no badly thought out fixtures or fittings that I could see. If I really had to find something, maybe the rear brake reservoir could have been tucked away a bit better to avoid clipping a boot on it along with the bolstering of the windscreen fittings. Set at the higher level it was prone to a bit of wobble, but neither of those things are anywhere near dealbreaker territory. In fact, I'm just mentioning them as I feel obligated to list a con, which feels a bit like scraping the barrel, as for me there weren't many that made me wince.

The proper ride of the bike is planned for the next day, however HD have a little something planned for tonight; a slow race/balance competition. The rules are simple. Two riders head to head, 50ft from the finish line, last one over the line wins and a foot down will get you knocked out (of the competition I mean, like I said, they're trying to shake the leather clad brawler demographic stigma!). Finally all those filtering skills learned in the notoriously painful traffic jams of the Blackwall Tunnel could be applied and maybe even give me an edge!

I actually thought it was a bit weird for our first experience of the bike to be one of straight up on the pegs, finding a balance point and clutch controlling 50ft as slow as we could without getting a feel for how it rides generally. But, that I think was a stroke of genius from them. I think everyone, including me, maybe expected a typical grunty engine that may take a bit of time to adapt to, being bolted into the geometry of an adventure chassis. Instead, the bike fired up with more of a purr than the synonymous chuggy burble we'd usually expect from a Harley-Davidson and a wind of the throttle felt incredibly smooth.

The pressure was on in front of my new friends, but to my surprise the biting point was easily predictable to manage and with a dab of rear brake to hunker it down, within a few seconds I was stood up on the pegs, gently coaxing it along with way less effort than I'd anticipated. This bike is big, no bigger than any other adventure bike but big nonetheless, and being able to control it in that way spoke volumes to me. That's what I mean about the stroke of genius. For a first experience on a bike to instil such confidence in it under a more technical riding situation, only made me more excited for what it had to offer in more common uses out on the open road or off the beaten path gravel tracks. Well done HD.

Anyway, I won my first heat and awaited the next, but campfire burgers called with buckets of beers, which distracted people somewhat, so the competition faded away into a good old hangout and chatting about motorbikes.

However, that confidence gave me a spark, so much so that I challenged Charley to our own slow race. It was all going fine until I noticed we were neck and neck with only about a foot between us as the finish line grew closer, making the nerves kick in at maybe beating him. Although, a distraction occurred as I saw him weave toward the side rope and I inadvertently backed off the throttle just enough to stall it. Despite using my best 'bicycle at the traffic light' balance technique, right leg flailing for balance whilst trying to start it again without putting a foot down, I surrendered and allowed him his glory. It would have been fun to beat him but he'd have only blamed it on his legs!

As the sun started to set, we watched it for a bit, took in the sights of Lake Vrynwy, said our collective 'aaah's' and gathered around the campfire to discuss how 'nice it was to be out of London' and 'how lockdown was for us' whilst bumping elbows with new acquaintances. Then bedtime.

DAY TWO

I woke bright and early, excited at the thought of riding through Wales in the hopes it would fill a void I'd been longing for for over a year and a half of actually riding motorcycles properly on some good roads.

We made our way to the front of the hotel, where parked out front were a row of shiny new Pan Americas, in each colour way. These versions were the specced up 'Special' versions with quite a few extra features over the regular model. These include the usuals like heated grips, centre stand, crash bars etc, but one of the standout and most interesting features is what HD are calling Adaptive Ride Height (ARH). This is a new thing that's quite techy as it's function is to cleverly lower the ride height of the bike at standstill, how quickly it does so is calculated by the electronics depending on how aggressive or smooth your braking is. Unladen seat height stands at 890mm (with a ground clearance of 175mm) although that drops to 855mm when at a stop, lowering to a point that could make all the difference in whether you're on tip-toes or flat footed.

This is an industry first, not just for Harley, and is quite a neat little trick up its sleeve which may intrigue the shorter rider who may be put off by the height of adventure bikes. The feature-heavy 'Special' version of the Pan America comes in at about £1500 more than the standard model which is £14k so for £15.5k, you get a lot of bike for your money.

The ride out was led by Dakar legend Mick Extance who operates his own off road experience company in the same area, so we knew we were in good hands for worthy routes to test the bike on. Soon after meeting, Mick told us to pick a bike and saddle up, so I went for the flagship orange and white. That was until Charley barged me out of the way muttering "orange is my colour!". I backed off laughing and jumped on the dark grey one, more my style anyway.

We pulled out of the hotel forecourt and down the driveway, acquainting myself with positioning, controls and instruments along the way. Just like the night before, I was immediately comfortable on the bike and everything felt solid and sturdy as we made our way along the road surrounding the lake and into the hills.

It was the first time I'd been able to open up the throttle and work my way up the gears, and, as anticipated, the changes were smooth and accompanied by a purry whine as the mechanicals of the all new 150bhp Revolution Max 1250 engine did their thing. The roads had dried from the downpours of the previous days so I set the rider mode to 'road' as I got used to the bike.

We meandered through the twisty B-roads presenting the perfect opportunity to test the handling, something I was skeptical about, given how big the bike looks. It handled the corners really well delivering precision on the lines I chose, albeit with a little more counter steering at slower speeds than I thought would need to be given. Whilst handling was great and did everything I wanted it to do, it's not 'flickable', but then again I didn't expect it to be so much a country road carver as other bikes on the market. It was, quite keen to stand up rather than maintain lean more than usual, especially when powering round or accelerating out of the bends which was something echoed by other riders.

As the ride progressed out of the forest, the route before us transformed into snaking roads cutting through the beautiful Welsh valleys. There are five modes to choose from on the Special - rain, road, sport, off-road and off-road plus. This was the perfect opportunity to flick the mode button into the 'sport' setting, which can be done whilst riding. They should rename it to 'Beast mode'! I expected a change in performance and behaviour, but not to that extent, and it really did make a difference. Throttle response was sharp and aggressive and unleashes the full power capability of that engine. The suspension firms up and with slighter twists of the throttle, the bike just wants to go and pull you along with it. Acceleration was certainly a smack in the face if you're not ready for it but, what else would you expect with a 1250cc twin. 

Just as important as making the bike go, is being able to make it stop, and the Brembo braking system delivered a fine set up. The new radial monobloc four-piston calipers with 320mm twin discs up front delivered a progressive feel throughout. In fact for me, it was one of the best braking setups I've ridden with just the right amount of feathering capability and bite, giving great stopping power and feedback.

We pulled over, had a drink, and stretched our legs while we swapped first impressions, which were pretty much unanimously "yeah! It's good isn't it!", accompanied by wide eyes and raised eyebrows. As the group removed their helmets revealing surprised grins, we had a look around the bikes with a now more informed outlook on the machines that brought us here based on what is ultimately the most important thing, the ride.

We got back on the bikes and followed Mick through more of the amazing roads that Wales had to offer, stopping for sheep along the way and smiling at being out of central London, enjoying the ride and saying mental "ahh's" inside my head. Damn it's good to be back on bikes again.

We took a turn-off and followed Mick up a gravelly track which indicated we were about to start the part of the ride that had me most excited and intrigued, the off-roading. I was still in 'road' mode which at times made the ride feel a bit squirmy under the rear wheel, so again I flicked the switch and put the bike in 'off-road' to see how the behaviour and response of the bike changed. This rider aid made a lot of difference to how it performed, by restricting power in the high RPM range and also limiting the traction control's intervention allowing it to spin up a bit more. Suspension dampening is also increased to help soak up the change to uneven and shifting surfaces, and all of a sudden the bike became much more manageable as we teared up the hill and into the forest. There is another off-road mode called 'plus' which reduces the rider aids to their minimal settings. Traction control intervenes at an even lesser level and ABS braking switches to front only, allowing for experienced riders to have additional control over the bike for more aggressive riding.

With the bike now a bit more predictable on these unknown grounds, I stood up, nipping the tank with my knees and loosening up my arms. Ergonomics felt excellent for me, a rider just shy of 6ft, and it felt comfortable riding in stance position. As I got used to the ride on this terrain, I took the opportunity to try and provoke the bike into situations that make these rider aids kick in and see if it was noticeable, but the electronics on the bike are extremely intelligent and borderline magical. Traction control kicking-in wasn't like the usual, obvious power cut to the engine I'm used to, it's extremely refined, forgiving and progressive when you do give it a bit too much gas on the shift surfaces. Same with the ABS, it's a clever setup which manages harsher braking, even off-road really well with barely any of that pumping feedback which sometimes can throw your stomach into your throat when applied aggressively on gravelly descents. The tyres fitted to the Pan America were the Michelin Scorcher Adventure tyres and although I did feel they were more of a road bias at first sight, questioning whether they would require a bit of caution on the dirt, they actually held up really well. The alternate options for it are the much revered Anakee Wilds, again from Michelin, which are a much more aggressive knobbly for those who want to really push the off-road capabilities and confidence of the bike, but given our 60/40 mix of terrains, the dirt not being too waterlogged, the Scorchers worked great.

As we delved deeper into Mick's playground of tracks, hills, whoops and puddles, my opinion and love for this bike grew. Skepticism about how it would handle on tricky ground faded away quite quickly as it seemed to just lap up whatever I wanted it to do both in terms of terrain but also how I wanted to be able to control it. It felt unphased, obedient, and planted as we navigated through some tight and narrow trails, often having to duck under branches, which despite much repositioning of my body, held it's own weight when I wanted it to and came with me when I didn't. A lot of this I think is down to the really well thought out geometry but also clever weight distribution of all of the components. They have clearly been on a quest to find the all important sweet spot to achieve a quite remarkable centre of gravity, much of this owed to material choices such as aluminium fuel tank, and lighter weight magnesium engine casings. That was the part of the ride that stuck in my mind and solidified this bike in my head as a really capable adventure bike for me.

I loved riding these tracks so much that I had another run around the obstacle loop, and made my way back to the group. This is where I had a 'whoopsy'. I pulled up as the side of the track, reconvening with the group, laughing to the others at the fun I was having, and was caught off guard momentarily by the amount of lean the bike needs to sweep the side stand out fully. Without realising, a rock under my right foot rolled and I dropped the bike. Normally I'd have been able to catch this weight, but, with five healing broken ribs (yes from another whoopsy the month before) I had to succumb and let it go. Not ideal, but shit happens. At least it gave us an authentic look into how the bike takes the inevitable mishap. On It's side, the bike lay perfectly on its crash bars, front and rear with not a scratch or even mark of dirt elsewhere apart from the bar end. Simple design working perfectly as intended. Nice one. This also presented another opportunity, how easy is it to lift the bike up again? Extremely easy, as it happens. No sooner than I had got to my feet, clutching my rib, one of the other guys had already whipped it up back onto its wheels. This bike was ticking all the boxes we could throw at it.

I dusted myself off, sucked up the jibes, and we got back on the bikes to make our way back through the forest and back to base. As we enjoyed the roads that we had ridden earlier in the morning, I couldn't help but smile. I was in the middle of the countryside with the sun shining, riding motorbikes again, muddied up and having a great time. That was something I'd been thinking about and longing for over the past year or so. I reflected then on the bike I was doing it all on. I was excited pre-ride about this bike which surprised me as I didn't think that a Harley-Davidson could ever do that to me. However, I went in open minded and in doing so had all of the misconceptions that surround this bike blown away. I'm currently making a list in my head of what my next bike will be, of which touring, off-road capability, performance and fun is high on the the check list. I can confidently say this bike ticks all of those boxes and more for me and certainly makes the shortlist of favourite bikes I've ever ridden.

While I was there it became clear to me, after the ride when asked how I found it, the Harley-Davidson team didn't want a sugar coated response in return for their wonderful hospitality. They knew they'd built a great motorcycle, and enjoyed seeing people return from the Welsh valleys with the same astounded reactions that I had, pulling up back at base with a smile. They were deservedly relishing the fact that I was another person knocked from my perch on the fence and into their garden. It's a nice place to be, and finally they offer something in their line-up that gets me excited. And that makes me happy too.

It's for sure that one of their goals with the Pan America was to convert new people to their brand, and I'll happily say, mission accomplished.

Whether this is the right adventure bike for you is best discovered by taking one for a test ride, which I'd urge you to do. I think you'll be pleasantly surprised.

Want to know more? Here's the launch event video that made my ears prick up and begin to pay more attention.