Sports Cycle

Reach into the pocket where you keep your spare change. Have a rummage – steady now – and see what you can muster. Let’s call it £3.50. What can you get with that? A fancy coffee? A lunchtime meal deal? Or a brand-new 2015 motorcycle like Versys 650, Scrambler or even MT-07 ?

Put that pittance aside each day and it’s £100 a month. For dozens of new bikes, that’s the monthly payment on a Personal Contract Purchase (PCP) finance deal. Now, we’re not daft enough to ignore the initial deposit, or the optional balloon payments after three years, and PCP isn’t right for everybody. But instead of traditional finance more and more riders are using PCP, borrowing just a fraction of a bike’s value, and making some great machines – like the adaptable Kawasaki Versys 650, striking Ducati Scrambler and last year’s Bike of the Year, the Yamaha MT-07 – surprisingly affordable. So then. Lukewarm bean water in a paper cup, or one of these in your garage?

Kawasaki Versys 650

With a Ducati Scrambler to one side and Yamaha’s MT-07 to the other, Kawasaki’s Versys 650 looks like it might be lacking something. The MT is immediately a riot to ride; the Scrambler’s appeal so obvious it barely needs the ignition key. But dig a little deeper and it’s clear the Versys doesn’t come up short at all.

Quite the contrary. After the other two bikes, the Versys feels massively more substantial. Its riding position is taller, grander, and far more welcoming. It’s the only one that makes a 6ft rider feel well accommodated. The seat, for example, is the broadest and plushest. And its height advantage – two inches above the Scrambler’s saddle – also adds welcome legroom between bum and footpegs.

Bars are wide, like the Ducati’s, but the rest of the Versys does so much more to protect the rider. The tank comes up higher and flares out giving knees somewhere to shelter. And when the adjustable screen is wound up to full height, it deflects wind so effectively you can even wave your hand in front of your visor and find nothing but a pocket of still air.

All of this makes Kawasaki’s Versys far less tiring to ride than the other two bikes. Taking advantage of that trait is a petrol tank that’s 50% bigger than the others. The 21-litre capacity means 200 miles between fill-ups is virtually guaranteed. Other improvements for 2015 make it a solid touring choice too. The engine is now rubber mounted at both the front and rear sides, cutting down how much tingly vibration from the 180° parallel twin reaches the rider.

The list of tricks in the Versys’s back pocket keeps coming. It’s the only bike here with a reasonable amount of room for a pillion, and the only one with a remote preload adjuster on the shock to let you tailor it for two. Near-invisible slots on the grabrails are ready to take a pair of solid plastic panniers – and if that’s not enough storage, a top box is an option too. It’s almost as if this bike has been built to be ridden places. Fancy that.




In fact, if that sounds good, then there’s even a Grand Tourer version. This adds the full three-piece luggage set, handguards, spotlights, a gear indicator and a 12V socket. It brings the price up to £8135, but that’s still only a few quid more than the Scrambler Urban Enduro – and the Versys packs a far more useful-looking list of bolt-on bits. But don’t let all this practical praise fool you into thinking the Versys is a cut-price straight-line tourer or bland, worthy commuter. The Versys has – no, really – a properly entertaining side. It might be carrying the most timber of this trio, but at 216kg it’s still relatively light. Its high centre of gravity helps it flick sharply into turns too, with no shortage of ground clearance. There’s no lack of steering precision either, thanks to its 17in sports-touring tyres.

The motor is probably the element of the Versys that makes the least fuss. Kawasaki reckon they have rewarded the ER-6-based 649cc twin with an extra 5bhp this year, but I’d be surprised if many made it any further than the brochure. It’s the least impressive motor here, with neither the Scrambler’s thumping gravitas nor the MT’s firepower. What the Versys does offer, at least, is an even flexibility from tickover to the 10.000 RPM redline. Gearing is pleasantly short too, helping it pull through the revs while rarely feeling laboured or overwhelmed.

Genuine faults are minimal, though the one that stands out is the lack of a centrestand. There’s no use looking in the Kawasaki catalogue either – it’s missing there too. In its defence, neither the Scrambler nor MT have one, but it’s more of an omission for the Versys given its obvious daily and/or distance intentions.

In this company the Versys may be short on raw appeal. It’s clearly the least characterful, but its more purposeful and more adaptable remit is just as valid as either of the other two bikes. After a day’s testing on all three machines, when all I want to do is get home as easily and as quickly as possible, there’s barely a moment’s hesitation before stepping towards the Versys.

Kawasaki Versys 650 Specs

Engine : Four stroke, Parallel Twin, DOHC 8-Valve, Liquid Cooled
Capacity : 649 cc
Bore x Stroke : 83 X 60 mm
Compression Ratio : 10,6 : 1
Induction : Fuel Injection
Max Power : 51 kW / 69 HP @ 8.500 RPM
Max Torque : 64 N.m @ 7.000 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel Diamond
Front Suspension : 41mm Upside Down Forks, Adjustable Preload and Rebound
Rear Suspension : Monoshock, Adjustable Preload
Front Brakes : 2 x 300 mm Disc, 2-Pot Calipers
Rear Brakes : Single 220 mm Disc, 1-Pot Caliper
Front Tyre : 120/70 - ZR17
Rear Tyre : 160/60 - ZR17

Wheel base : 1.415 mm
Seat Height : 840 mm
Wet Weight : 216 Kg
Fuel Capacity : 21 Litres / 5.5 gal
Economy : 44 mpg / 250 miles
Top Speed : 123,11 mph

Ducati Scrambler Urban Enduro

Behold the most polarising bike of 2015. Judging by the reaction from some riders Ducati’s Scrambler is either a bang-on-trend, whistful nod to the innocent days of uncorrupted, air-cooled simplicity, or it’s a cynical, artificial, style-over-substance cash cow.

But whichever side you fall on, a ride on the Ducati Scrambler is guaranteed to nudge you away from your expectations. Anticipate it to be gutless, and you’ll discover how much harder it grunts from tickover than the Kawasaki Versys 650. Reckon it’ll be outgunned by Yamaha’s rorty MT-07 and you’ll be staggered to find the two bikes share identical power and torque figures. Yet the biggest surprise of all comes from following a Scrambler through town. Folk can’t help but turn their heads. Kids. Mums and dads. Old folk. Everyone. Normal people stop and stare, point, whisper, walk up to it in the street. Following the Scrambler on either of the other bikes, you can’t help but feel a pang of jealousy. You might as well be invisible.

Some of the extra attention might be because this is the Urban Enduro version. It gets faux-military green paint, engine bash plate, high front mudguard, fork protectors, spoked wheels, handlebar brace, mesh-style headlight protector – and that crucial custom-bike must-have, the brown seat. Ribbed for your pleasure. "Urban Enduro" is, surely, an intentional contradiction, unless they expect you to start going straight over roundabouts, feet-up through sponsored flowerbeds. But it’s a handsome thing, standing out from dull streets with obvious, rugged character. No wonder non-motorcyclists are intrigued.

Look past the impressive aesthetics, however, and the Scrambler’s dynamic is more of a mixed bag. The riding position sits you confidently in control, with a low seat height and tall, wide bars reached over a long, thin, surprisingly low petrol tank. It’s a riding position designed for tame town speeds. Here it works brilliantly – both feet reach the floor with ease, the upright stance avoids neck-ache, and the bike feels like it must be light simply because you can see so little of it from onboard.




But pick the speed up and that open, expanded position becomes hard work. Holding speed on an open A-road is quickly tiring. By motorway speeds you become a full-on mainsail, dragging and flapping into the headwind rather than slipping through it. The wide bars do at least mean the low-speed agility is retained, giving easy steering, the Scrambler rolling into turns with a sense that its centre of gravity is somewhere down level with the footpegs.

The sole, four-piston front brake is fine, but the suspension is downright disappointing. The lack of adjustment on the forks and shock suggests it may be budget, but the ride quality is what tells you it’s truly cheap. Bumps that the Versys soaks up and the MT-07 cheerily bounces across are simply crashed straight through by the Scrambler, the impact passed directly to the rider.

At least the motor’s pulses are far more pleasing. There’s a lovely throbby feel from the familiar, 803cc two-valve V-twin. Power is concentrated up to 6000rpm, losing interest quickly thereafter. The clutch is light, though the gearbox could be slicker – there are false neutrals hiding, especially between fifth and sixth. Elsewhere, there’s plenty to like about the Scrambler. One pleasing detail is the way the single throttle cable and brake line arc deliberately from the right twistgrip up, round and over the clock, down behind the headlight. The clock unit itself is neat and modest, a small offset circle, yet its simple shape holds a modern LCD display. And the headlight, another apparently simple roundel, actually holds four white LED strips around its circumference. There’s even more smart modernity under the seat, where a USB charging socket lies waiting to save the day when you forget your phone charger.

Approach the Scrambler thinking it’ll cover distance like a Versys, or handle with the flair of an MT-07, and you’ll leave convinced there’s too much pose and not enough poise. But expect it to be a genuinely easy-going bike to be enjoyed and appreciated in other ways, and you, the Scrambler, and the countless sets of admiring eyes will all get along just fine.

Ducati Scrambler Urban Enduro Specs

Engine : Four stroke, 90° L-Twin, Desmodromic 4-Valve, Air Cooled
Capacity : 803 cc
Bore x Stroke : 88 x 66 mm
Compression Ratio : 11 : 1
Induction : Fuel Injection
Max Power : 55 kW / 74.8 HP @ 8.250 RPM
Max Torque : 68 N.m @ 5.750 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel Trellis
Front Suspension : 41mm Upside Down Forks
Rear Suspension : Monoshock, Adjustable Preload
Front Brakes : Single 330 mm Disc, 4-Pot Caliper
Rear Brakes : Single 245 mm Disc, 1-Pot Caliper
Front Tyre : 110/90 - ZR18
Rear Tyre : 180/55 - ZR17

Wheel base : 1.445 mm
Seat Height : 790 mm
Wet Weight : 192 Kg
Fuel Capacity : 13,5 Litres / 3.57 gal
Economy : 49 mpg / 145 miles
Top Speed : 123 mph

Yamaha MT-07

It says a phenomenal amount about the MT-07 that, when it first landed last year, riders started discussing it in the same breath as Triumph’s sensational Street Triple. On paper the Yamaha should have been a closer match for more modest middleweights such as Kawasaki’s ER-6n and Suzuki’s Gladius. But on raw fun factor alone, the MT proudly squared up to a machine that totally overshadowed it on power and, more importantly, price.

But that’s a credit to how the MT-07 makes you feel. It’s a small, light, potent bundle of energy ready to be unleashed whenever and wherever. And most of that magic lies in the peppy 689cc parallel twin. Its pistons fire 270 degrees apart, which means that while it’s closer in design to the Versys’s engine, it’s nearer in feel and sound to the Scrambler’s V-twin.

That said, the Yamaha’s centrepiece clearly feels a lot more modern than the Ducati’s. The MT-07 gains and sheds revs far faster, feels smoother and even uses less petrol while it’s doing it. The resulting surge of drive is not to be taken lightly. Open the Yamaha’s throttle hard in first gear and speed is gathered so instantly that the rear half of the bike just shifts the front wheel clean out of its way.

Crucially, this endlessly addictive punch gets all the engine basics too: high-fidelity fuelling at low revs and small throttle openings is hiccup-free; at motorway speeds it feels calm, even and vibe-free; and the power deliver blends both bottom-end stomp and high-revving excitement to keep all kinds of riders happy. The rest of the bike is just as new as the engine, though in places it doesn’t feel quite so advanced. The glamourless steel frame is largely hidden away, with plastic covers between seat and footpeg masquerading as solid swingarm sideplates. Suspension is about as basic as it gets with right-way-up damper-rod forks and a simple rear shock adjustable for preload only. The ride quality is the softest here – more forgiving than the harsh Ducati, but with less damping and a little more recovery time required than the Versys.




While there’s little flashy about the chassis components, their sum total works brilliantly. The shortest wheelbase here, the least trail and the lightest all-up weight conspire to make the MT-07 delightfully quick-steering. It darts from side to side with utter glee, cheerfully overcoming any potential effects of its surprisingly wide 180-section rear tyre. Of the three bikes here the MT feels the most confident in corners, helped by the fact the whole bike is very compact. The bars are almost too narrow, and the bike is so slim in the middle your ankles feel like they could almost touch in places.

The bike’s modest proportions are made to feel subliminally smaller than they really are by the fiddly, tiny, rinky-dink switchgear. There aren’t many irritations on an MT-07 but these are right up there. An ugly excess of thread hanging out the back of the chain adjusters is another, and the stubbornly small 14-litre petrol tank a third.

At least there are plenty of positive distractions, such as the impressive all-digital dash unit. It’s the most comprehensive set of clocks here, combining the most sophisticated appearance with the most complete spread of information, including both a fuel gauge and a gear indicator.

The clocks are a sharp reminder that, for all its focus on fun and games, the MT shouldn’t be written off as a plaything. It would excel as a cross-town commuter too. While the Scrambler has the urban image (and, in this case, the name), the Yamaha is easier to ride in traffic. Gearchanges are smoother, the engine pickup more predictable, and the lack of width makes it easier to filter.

It is telling that Yamaha are in the process of expanding the MT-07 platform with new bikes to rival both the Scrambler and Versys more directly. They’ve just unveiled the retro-styled XSR700, and have recently been caught testing a half-faired Tracerstyle model version too. As it is, the MT-07 is a game-changing, standard-defining machine, and one of the most compelling new bike bargains available today. If that same success is going to be applied to even more bikes, it’s very promising indeed.

Yamaha MT-07 Specs

Engine : Four stroke, Parallel twin cylinder, DOHC 8-Valve, Liquid Cooled
Capacity : 689 cc
Bore x Stroke : 80 x 68.6 mm
Compression Ratio : 11.5: 1
Induction : Fuel injection,
Max Power : 55 kW / 74.8 HP @ 9.000 RPM
Max Torque : 68 N.m @ 6.500 RPM
Transmission / Drive : 6-Speed / Chain

Frame : Steel Diamond
Front Suspension : 41mm Telescopic Forks
Rear Suspension : Monoshock, Adjustable Preload
Front Brakes : 2 x 282 mm Discs 4-Pot Calipers
Rear Brakes : Single 245 mm Disc 1-Pot Caliper
Front Tyre : 120/70 ZR 17M/C(58W) (Tubeless)
Rear Tyre : 180/55 ZR 17M/C(73W) (Tubeless)

Wheel base : 1.400 mm
Seat Height : 805 mm
Wet Weight : 182 Kg
Oil Capacity 3.0 Litres
Fuel Capacity : 14 Litres / 3.7 gal
Economy : 55 mpg / 170 miles
Top Speed : 134.85mph

Verdict

This isn’t the kind of comparison where one bike can really "win". These three machines are made for different reasons, and so bought by different riders with different intentions. Instead, what ties them together is the enormous variety and quality of new bikes available for less than £100 a month.

Kawasaki’s Versys 650 will be the most overlooked, despite also being the most capable. Flexible, frugal, agile and comfortable, it genuinely puts several bigger, more expensive all-rounders to shame. It’s a great all-rounder, yet crucially still fun.

You couldn’t ride half as far on the Ducati Scrambler, but you’d be twice as popular when you arrived. Few bikes have an appeal that spreads beyond other motorcyclists, and the pride of ownership this generates is immeasurable. However, it’s Yamaha’s MT-07 that continues to truly standout, and demonstrate why it was achieve the 2014 Bike Of The Year. It’s rewritten middleweight expectations and, with other variants to come, will continue to do so.

The verdict ? Truly brilliant new bikes really are more affordable than ever before.

Price

Kawasaki Versys 650 : £6885

Yamaha MT-07 : £5885 OTR (£7411 as tested)

Ducati Scrambler Enduro : £8131

Typical Finance (base model bikes)

Kawasaki Versys 650 with K-Options PCP: £1200 dep, 36 months £98.26, final cost £2777 – total £7514.36

Yamaha MT-07 With MiYamaha PCP: £1177 dep, 36 month £95.58, final cost £2348 – total £6965.88

Ducati Scrambler Enduro with Ducati TriOptions PCP: £1623.30 dep, 36 months £99, final cost £4199 – total £9564.30

The Kawasaki Z300 is the Naked version of Ninja 300... The Ninja 300 used to be 250cc, but grew for 2013.

Don’t confuse them with Kawasaki’s recent naked & faired, Kawasaki Z250SL & Ninja 250SL – they are singles, whereas the naked and faired 300s are twins. Like the 250s, the Kawasaki Z300 are compatible with the A2 licence, offering a rung below full-power bikes for the under-24s. Like the 250s, the 300s come in sporty-styled faired Ninja and Z800/1000-styled street-fightery naked.

ABS come as standard

Other differences between the 250s and 300s, aside from the extra cylinder in the engine, concern an increase in chassis dimensions, better brakes and suspension, a bigger fuel tank, and an unfortunate increase in price too. The upshot is a bike that’s engaging, fun and big enough for a full-grown adult. Riding it back-to-back with both 250s, the Kawasaki Z300 is more comfortable and less strained. Its cruising speed is about 10mph higher than on the Z250 – a big difference when you’re doing 75mph rather than 65mph. Suspension has much better damping too.




The Kawasaki Z300 engine can feel a little awkward and juddery at town speeds, but get it up above 8000 RPM – in search of peak power at 11.000 RPM – and it all comes together nicely. It responds well, changes gear slickly and even sounds good ! The price does, however, seem rather steep. The A2-licensing system is confusing enough, and when you’re being asked to spend a couple of years on a small, low-powered bike that costs more than four grand, it’s hard to imagine many takers. A good bike, lost in the labyrinth of our licensing system.

Kawasaki Z300 Specs

Engine : 296cc, Parallel Twin, DOHC 4-Valve per Cylinder, Liquid-Cooled
Power : 39 HP @ 11.000 RPM
Torque : 20 lb.ft @ 10.000RPM
Transmission / Drive : 6-Speed / Chain

Chassis : Steel Diamond
Front Suspension : 37mm Telescopic Forks, 120mm Travel
Rear Suspension : Monoshock, Adjustment Preload
Front Brake : 290 mm Disc, 2-Piston Caliper
Rear Brake : 220 mm Disc, 2-Piston Caliper
Front Tyre : 110/70-17
Rear Tyre : 140/70-17
Wheelbase : 1.405 mm
Rake / Trail : 26° / 82 mm
Seat Height : 785 mm
Kerb Weight : 170 Kg
Fuel Capacity : 17 Litres


Price : £4442

The 2015 Victory Gunner is an American V-twin motorcycle in a cruiser style. So we know what to expect and what not to expect. Nobody buys a bike like this, with 90-odd HP, but 308 Kg and a 1647 mm wheelbase, thinking that it’s going to be nimble on its feet. You buy it because it looks good, sounds good and makes you feel good. And, as long as you ride it how the makers intended, the Gunner delivers on all three.

The 2015 Victory Gunner 1731cc 50° V-twin engine produces easy power. There’s a six-speed gearbox with an unsophisticated, but accurate, action and a clutch with a similarly direct feel. You can rag it, and the wet sump engine feels like it’d take plenty of abuse, but is there any point? Better to just enjoy the exhaust note and take it easy. Sixth gear is effectively an overdrive, delivering a very relaxed A-road experience.

Our 2015 Victory Gunner is fitted with accessory exhausts providing a marginally more fruity sound. But they’re a £1200 extra. I don’t want a cruiser to be any louder than this, but judging by the way my windows rattle whenever Mark Graham comes round to my house on one of his Harley-Davidsons, some people need more volume. Removing the baffles should help them to be even more hard of hearing.




Obviously the Victory Gunner is heavy. And long. And has a relaxed 32° rake and fat 16-inch tyres – it is predictably cumbersome at low speed. U-turns and carpark manoeuvres are fraught with foot shuffling worry. And with only a single 300mm front disc it’s hardly overbraked. Suspension bounces up and down 5.1 inches on the front fork and three inches on the monoshocked rear.

The riding position is predictable too. Your backside is just 25 inches above the road, arms reach forward to wide ’bars and feet rest on forward controls too. Simple switchgear, simple instrumentation, simple riding pleasure. On sunny days and with no need to rush the Victory Gunner will deliver a great riding experience. As long as you’re on your own. The bike comes with a solo seat, and there’s no pillion accommodation offered in the accessory catalogue.

That’s not in a macho road tester way, but in a slightly annoying as soon as you leave the carpark sort of way. I’m dubious about the brittle looking cast alloy footrest hangers too; they’ll surely shatter when the bike succumbs to a walking pace incident.


Victory Gunner's Finish is mixed. The "suede" paint (in either titanium metallic or green metallic) looks good, but the black fork sliders already have stone chips. Mudguards, with neat "frenched" tail light, are metal while some other covers, like the fake air cleaner between the cylinders and the cover for the ABS unit under the swingarm, are plastic. Multi-spoke alloy wheels look good and the headlight and the simple speedo incorporating dash function lights are tidy too.

So 2015 Victory Gunner a decent bike, but should you buy this American V-twin rather than another brand? Everyone else seems to love the looks, but then take in the £9999 price tag and Victory’s extended five-year warranty offer. It looks like a good deal to me.

2015 Victory Gunner Spesifications

Engine : Four Stroke, Air-Cooled, OHC 50° V-Twin
Displacement : 1.731 cc
Bore x Stroke : 101 x 108 mm
Compression Ratio : 9,4 : 1
Transmission / Drive : 6-Speed / Carbon Fiber Reinforced Belt-Drive
Fuel System : EFI with Dual 45mm Throttle Body
Maximum Power : 90 HP
Top speed : 110 Mph

Rake / Trail : 32° / 170 mm
Wheelbase : 1647 mm
Wet Weight : 308 Kg
Seat Height : 635 mm
Tank Capacity : 17 Litres
Fuel Consumption : 43 mpg

Front Suspension : Telescopic Fork
Rear Suspension : Single Monotube Gas, Preload Adjustable
Front Brakes : 300 mm Disc, 4-Piston Caliper
Rear Brakes : 300 mm Disc, 2-Piston Caliper
Front Tyre : 130/90 B16
Rear Tyre : 140/90 B16


Price : £9999

Tucked in, Tacho up near 10.500 RPM, and the speedo flits back and forth between 94 and 95mph. Yes, the road’s been straight for well over a mile and it’s slightly down hill, but for a 249cc single the Kawasaki Z250SL is tramping along. As it should. It’s a vivid green Kawasaki and folklore confirms vivid green Kawasakis are fast.

Not that speed is the reason behind the Kawasaki Z250SL. Kawasaki’s marketing waffle might call it ‘a supernaked in its own right’ but the 250 is targeting new riders and commuters. It’s the physical size of a 125, with a tiny 1.330 mm wheelbase and weighs just 148kg, and has an exhaust note like a stifled yawn. It’s as intimidating and easy to ride as a playpark swing.

With wheels close together, a sharp 24˚ head angle, not much weight and even less trail, the Kawasaki Z250SL alters direction with simply a clench of the appropriate bum cheek. Controls are natural and light, gears slip in with a tap, there are proper bungee hooks, and it nips across town with the menace (and as much noise) as the vicar’s pushbike. The tank rarely needs fuel either. Chirpy daily workhorse? Oh yes.




Yet the Kawasaki Z250SL offers a bit more. Glance down at the shape of the shimmering fuel tank and you could be on an ER-6. The display is similar (similar-ish) to the one on a Z1000, and the flat-bar riding position is very Zed too – elbows tipped out, body propped forward, feet tucked up and gaze focused ahead. Switchgear is as found on other, bigger Kwaks, as are the fit and finish – it all feels reassuringly Team Green.

Skip down a suitably knotted backwater and the Kawasaki Z250SL ricochets eagerly from corner to corner. Its low weight, skinny tyres and basic suspension mean the ride is fidgety, but it’s amusing, not irritating. More power than expected from the front brake, too. And the motor’s sweet. It’s as happy pursuing the limiter through tightly-packed third, fourth and fifth gears as it is thrumming smoothly in the middle of its revs, or pottering around unflustered as low as 2.000 RPM. Even ridden with no restraint at all it gives 70mpg.




Mirrors fill with tingles at 60mph. Larger riders can feel like they’re wearing a green G-string, and the Dunlop tyres are terrifying in the wet. But it’s hard not to like the Kawasaki Z250SL. Kawasaki’s small-bike range looks cluttered, the Zed joined by a faired Ninja 250SL, Twin-cylinder Ninja 300 and naked Z300 variant, plus the KLX250 (in Indonesia, where the 250 is made, there’s also the old Ninja 250R and a pile of two-strokes – a total of 23 bikes from 150 to 300cc).

However, the Kawasaki Z250SL is different enough to the 300cc twins on pace, feel, size and price to justify itself. And while Suzuki’s Inazuma 250 is the same price, it’s nothing like as inspiring as the Kwak. Civilised and merry commuter with the engagement and zip for weekend amusement. It’s a tiddler, but it’s a good tiddler.

Kawasaki Z250SL Specs

Engine : 249cc Single-Cylinder, DOHC 4-Valve, Liquid-Cooled
Power : 27.6 HP @ 9.700 RPM
Torque : 16.7 lb.ft @ 8.200 RPM
Top Speed : 95 Mph
Rake/Trail : 24° / 90 mm
Wheelbase : 1.330 mm
Wet Weight : 148 Kg
Seat Height : 785 mm
Tank Capacity : 11 Litres
Economy : 72 mpg / 174 Miles (Tested)
Frame : Steel Tubular Diamond
Front Suspension : 37 mm Telescopic Fork
Rear Suspension : Monoshock Uni-Trak with Adjustable Spring Preload
Front Brakes : 290 mm Disc, 2-Piston Caliper
Rear Brake : 220 mm Disc, 2-Piston Caliper
Front Tyre : 100/80 - R17
Rear Tyre : 130/70 - R17


Price : £3742

If there are two factors that can put people off buying their first Harley-Davidson, it’s the price tag and a fear of not being able to ride the quirky machines properly. The new Harley-Davidson Street 750 is the answer to both these concerns. At £5795 it’s the cheapest bike Harley currently produce, and its controls and riding position are far more in line with what most UK riders are accustomed to.

The Street 750 Harley-Davidson’s first all-new platform since the V-Rod, and like that bike it uses a liquid-cooled engine. It’s been designed to tempt new riders into the Harley-Davidson world – and it really is a brilliant introduction. The Street may be inexpensive, but there are no obvious signs of it being built to a budget. On the contrary, it looks and feels like a much more expensive machine.

In town the Harley-Davidson Street 750 excels. Few cities have more traffic lights than Barcelona but, rather than being a pain, they were fun on the 750, thanks to the instant and addictive torque (44lb.ft) produced by the 749cc Revolution X engine. Accelerating from the lights it was faster than the larger (and more expensive) 48 and Iron 883.

Perhaps even more encouraging for those who have always been put off the Harley dream by fears about unfamiliar controls and an unusual riding position, the Harley-Davidson Street 750 is a breeze to ride. The ignition is where you’d expect it to be (rather than tucked away down a fork leg), the indicators use a single switch (not Harley’s usual twin-switch system), and the Street’s footpegs don’t give it a feet-forward riding position.



It’s light too - at 229 Kg, Harley-Davidson Street 750 is the lightest bike Harley have produced for decades. That means it stops well, with a single brake disc and two-piston caliper for each wheel, though there’s currently no option for ABS. It’s highly manoeuvrable too – another concern among Harley customers. In keeping with the Street’s urban aspirations, the steering lock is excellent and allows for easy darting through busy city traffic. Ground clearance is far better than you’d expect from a Harley too, so once you’re cruising at motorway speeds, the lack of wind protection might prove a limiting factor over distance – as might the 100-mile tank range.

Surprisingly, there’s an almost total lack of the engine vibration that you’d normally expect to feel through the bars and pegs of a Harley-Davidson. The Harley-Davidson Street 750 feels far more smooth and refined, and that goes for the engine noise too. It still sounds – and feels – like a Harley-Davidson, but it’s not as hardcore as other models. Gone is the thumping “potato potato” effect, replaced by a more sophisticated growl.

The Harley-Davidson Street 750 ticks all the boxes for an entry-level bike. If you’ve been sitting on the Harley fence, tempted to buy one but put off by price and an unfamiliar riding experience, put those fears aside: access to the world’s most famous biking brand has never been easier...

Service Schedule

- First Service : 1000 Miles

- Service Intervals : Every 5000 Miles

- Fuel Economy : Claimed Consumption: 49 Mpg

- How to Pay for It : Cash price is £5795 for the ‘vivid black’ version of the Harley Davidson Street 750, or £5995 for the other colours, including red and blue. Harley’s own PCP finance scheme starts with a deposit of £999, then 36 fairly meagre monthly payments of £79, and an optional final payment of £3115.64 – for a total amount payable of £6958.64.

Options & Accesories

Like all Harley-Davidsons, the Street 750 is well suited to customisation and there are already more than 90 parts and accessories available for the bike. These currently include the Daymaker LED headlight (below), As well as different wheels, bars, pegs and grips, with lots more to come. The Street comes under Harley’s Dark Custom umbrella, referring to the underground cult of stripping back and blacking out bikes rather than pimping them with chrome and bling.

Harley Davidson Street 750 Specs

Engine : 749cc, SOHC, 60° V-Twin, 4-Valve per Cyl, Liquid-Cooled
Power : 57,6 HP @ 8.000 RPM
Torque : 44lb.ft @ 4000 RPM
Transmission : 6-Speed, Belt
Chassis : Steel Double Cradle
Front Suspension : 37mm Forks, 140mm Travel
Rear Suspension : Twin Shocks, Adjustment Preload
Front Brake : 300mm Disc, 2-Piston Caliper
Rear Brake : 300mm Disc, 2-Piston Caliper
Front Tyre : 100/80 R17
Rear Tyre : 140/75 R15
Wheelbase : 1.534mm
Rake/Trail : 32°/115mm
Seat height : 710mm
Kerb Weight : 229 Kg
Fuel Capacity : 13.1 Litres



Price : £5795 (Colours £5995)

Triumph have used the Thunderbird name on and off since 1949. The first was a version of the cutting-edge Speed Twin. Post-collapse, the first Hinckley-produced Thunderbird was a retro triple. Since then the name has been applied to a variety of increasingly retro and/or cruiser-ish bikes. 

Today the Thunderbird family consists of the 1597cc Thunderbird and four 1699cc variants: the Storm (different wheels, meaner looks); Nightstorm (meaner still); this Triumph Thunderbird Commander (different seat, lights and exhaust); and also the LT (screen and panniers).

Prices start at £11,699 and go up to £14,499 for the Thunderbird LT. They’re all more expensive and bigger in every way than Triumph’s Bonneville-based cruisers, the Speedmaster and America. The Triumph Thunderbird Commander is a well-made, cleverly executed bike that’s easy to enjoy. Like all naked cruisers the riding position discourages high speeds, but still lets you enjoy the acceleration instantly available from that torquey but smooth big parallel twin. It doesn’t have the quirkiness of Harley-Davidson’s V-twins, but is on a par with the engaging engines of Victory and Indian.




If you accept it’s mostly about chugging around, the Triumph Thunderbird Commander can be comfortable and relaxed. Your feet aren’t too far forward on the footboards and your hands are wide apart but always feeling in control. The bike’s considerable length comes not from its forks being raked out, but from a long frame. Fork geometry is relatively conventional, and it corners accordingly. The brakes are more than up to the job and the suspension is unruffled by bumpy British B-roads.

It’s a matter of opinion, but to me the Triumph Thunderbird Commander looks a little ungainly, with gaps in front of the tank, a long distance between the cylinders and the shocks, and the fork shrouds making the chromed headlamps disappear from some angles. The LT’s screen and panniers make better use of that otherwise largely vacant real estate.

Specs :

Engine : 1699cc Parallel Twin, DOHC, 4-Valve per Cylinder, Liquid Cooled
Power : 93 HP @ 5.400 RPM
Torque : 111lb.ft @ 3.550 RPM
Transmission : 6-speed, Belt Drive
Chassis : Steel Twin Spine
Front Suspension : 47mm Forks, 120mm Travel
Rear Suspension : Twin Shocks, Adjustment Preload
Front Brakes : 310mm Discs, 4-Piston Calipers
Rear Brake : 310mm Disc, 2-Piston Caliper
Front Tyre : 140/75 - ZR17
Rear Tyre : 200/50 - ZR17
Wheelbase : 1665mm
Rake/Trail : 30.1°/135mm
Seat height : 700mm
Kerb Weight : 348Kg
Fuel Capacity : 22 Litres


Price : £13,499

In 2006 Kawasaki released what was, on paper at least, a competent, good value, easy to ride machine. While off-road pretensions were considered, the ‘Versatile System’ was created for the wants and needs of the whole EU market – a slightly older audience that would be riding mostly on the road. More Range Rover Sport than Land Rover Discovery.

If that leaves you feeling uninspired, you couldn’t be more wrong. For good reason, a loyal following has built up around what some have previously described as ugly; it’s a relatively inexpensive bike that is far more than the sum of its parts.

The Kawasaki Versys name is wholly appropriate – this is a bike as happy nipping to the shops as it is crossing continents. It’s a road-bike at heart, and despite its relatively low price and basic suspension, it handles incredibly well.

A Proven Power-Plant

The Versys’ 649cc parallel-twin has proved itself a reliable, solid motor in this, the ER-6 and now the Vulcan S.

The engine was always intended to be a modular unit for middleweight platforms, but there was much debate over whether it should be a V-twin, a triple, a four or a parallel twin. For many reasons, but mainly due to size, weight, cost and the potential speed of manufacture, the idea of a twin won through. We’re told the engine was close to becoming an in-line four, but the power delivery of two cylinders was preferred... but then configuration was a question.




The ER-5’s motor was a straight forward parallel twin benchmark – in spirit at least the engine donated by the GPZ500S was half of a GPZ1000RX, so the discussion began of which engine of the time would be the inspirational big-brother. The ZX-12R started the thinking behind the ER engine, and the long deliberation of cylinder angle and aesthetics.

Avoiding a web of ugly external coolant pipes meant designing internal water passages. The gearbox became a racebike-style cassette design, though for manufacturing reasons, not racing image; the Japanese company was already planning to set up facilities in Thailand, so simple assembly methods were ideal.

The idea was always to create just one base engine that would be adaptable to other uses – fast revving and sporty in the ER-6f, mid-range commuting performance in the ER-6n, with slight changes for the Versys and for cruising in the Vulcan S.

More Than Just A Prettier Face

The MkII Versys saw a facelift that still had its detractors in 2010; popularity rose, but the 2015 redesign was created after realising that the potential market of the bike could be younger. Wanting to maintain the original audience, but at the same time excite a new market, the ‘family’ styling now reflects the DNA of the ER-6f and Z1000SX.

The Sicilian press launch of the new 650 showed that this was far more than a new set of plastics; Kawasaki appeared to have addressed customers’ complaints of weak brakes, poor screen, soft suspension and engine vibration, but the best way to see if the engineers had really got it right was to lend it to the owner of the previous model.




Our tester, Graham Mudd is an Army installation technician. An IAM rider and Blood Biker, he mainly uses the bike for fun now, but has done plenty of miles commuting since he bought the bike new in September 2013; “When I used to get called away a lot, I’d throw everything in the panniers to go down and meet the team. It was all on the M6 and M25 – I couldn’t be bothered to sit in traffic, and I had to pay my own fuel, as work provided a van, but it was worth it; I could go for a blast while I was down there, calling in at the Poole Bike Night and other meets.”

Graham, now 35, has had bikes since he was four, when his Dad built him a custom fuel-in-frame C50; “I had a TDM850 before this, but I was spending too much keeping it working. My wife just said; ‘Look, cut your losses. I’m happy for you to buy a new motorcycle, but you’ve got to keep it for a long time, and you’re not allowed to modify the engine.’

" Bolting bits on is fine, but every problem I’ve had with bikes has happened when I started tinkering with the engine; my Bonneville broke when I was running hot cams and a 35mm flat-slide carburettor. I did have that 10 years, and got 102,000 miles out of it though. I like adventure bikes; maybe not as big as the GS, but I wanted something that could do it all; that could tour and commute."

"I loved the TDM, so wanted something in a similar vein, but more modern. It was practical, tall, and really comfortable, but the TDM was just getting old. So the long process of test-riding the V-Strom, Transalp, WK650, Versys and more began… I did a shortlist of what I wanted in a bike – the pros and cons. I eventually narrowed it down by price to the Versys and V-Strom, but the Suzuki was just a little bit tall for me [Grahamis 5ft 9in] – I was on tiptoes at a standstill. "

"A lot of people say it’s ugly, but I like it. It’s very functional, and I like that. It looks like it could take a hit and stay the same... like a boxer! I’m usually quite practical in my decisions; the only bike I’ve ever bought on impulse was a Kawasaki ZXR750... never again. It was beautiful, but it put me off sportsbikes for life. I bought it on a whim when my GS500 caught fire, and got it because it looked so good. I should have ridden it first... After a year I chopped it in for the Bonny."

The Versys is what many would call a "great beginner’s bike", but to let it languish under that moniker is to do it a huge disservice. Graham is an experienced biker, and while he’s owned bigger bikes, the 64bhp of his Versys is plenty: “My dad always reckoned that an 800-900cc triple was the ideal engine configuration, but I like the parallel twin, and this is powerful enough to be fun. It’s not enough to get a novice into trouble, but it’s not so under-powered as to be boring; very few times have I ever wished for more.

Back to Back Riding

Somehow, while riding west of Stafford, Graham and I encountered warm sun, cool cloud, rain and snow. Rolling hills, busy towns and mudstrewn roads all put both bikes to the test, and proved the 2015 bike is built on an already solid platform.

You’d be hard pressed to claim the newer model was much quicker, or that it handled like a completely different machine, but the refinements certainly make a difference; “Kawasaki clearly listened to its customers, and made improvements where they were needed,” said Graham after riding the 2015 bike. “The OE tyres are better than you got with the Mk II and the front-end doesn’t dive like mine. Top gear roll-on seems to have more go – I’d probably have changed down on the older one. The induction roar from the new airbox is great too.

“It really is a much better bike. It’s nothing major, but just the little bits here and there make it a better bike as a whole. The screen’s not as protective as my aftermarket Givi, and I missed the handguards and heated grips. The brakes are a vast improvement though; mine has braided lines and it’s still not brilliant. The new seat is better than the original, but I’ve got the aftermarket gel seat; it’s better than the standard one on the new bike which is a bit too soft."

“I’m glad they haven’t changed the engine or the chassis too much – that’s what made the Versys such a great bike. It still handles brilliantly – it’s still got that agility and crisp handling that I always liked. Kawasaki has done a good job.”

Verdict :

So what did I think? The Versys is clearly a big improvement over an already accomplished bike. Graham’s machine suits himdown to the ground, and I’ll ruthlessly plagiarise many of his mods with my long-term test 2015 Versys 650. My 125 mile ride home as the sun started to drop was one of the best I’ve had in years; the Versys is everything its spec sheet indicates, but the combination of practicality, efficiency and low-price create a bike that’s much more, well, versatile.

There are several pleasing elements to WK’s new trail bike, WK Trail 400. Stainless caphead bolts retain the fairing inners, for example. The suspension carries neat anodised adjusters, handlebars have a bright classy finish, and the twin exhausts have a purposeful (and suspiciously vocal) tone. It looks the part too, and the seat’s comfy. And it only costs £3899.

WK select bikes from factories in China and import them carrying their own name. Just like Lexmoto do with their mass-selling 125s. As with many Chinese bikes there’s a defunct Japanese model at the WK Trail 400’s core – a 1990s Honda XR400. The 397cc single cylinders offers robust air-cooled simplicity, thrums cheerfully at 60mph and 5000rpm, and can chug steadily through all manner of quagmire if you wander off down a green lane. At 162kg ready to play it’s a good eleven stone lighter than most big adventure bikes, and with wheels in proper off-road sizes and reasonably chunky Kenda tyres it scurries pleasantly across mucky bits.

Other parts of the WK Trail 400 aren’t good or bad, simply adequate. The unadjustable clutch lever has the shortest travel of any bike, ever, making it easy to stall until you’re acclimatised. The switchgear isn’t the finest, but works. Screen protection is as expected from a plastic blade, and the display shows numbers and stuff. That tall front wheel dominates the steering, but the WK Trail 400’s on-road handling is light.




Unfortunately there are disappointing bits as well. It would appear holes in the bodywork for the grab handles were hacked out with a blunt Stanley knife. After just 500 miles there’s rust evident round a few fasteners and paint has worn off the heel plates. The front brake isn’t what you’d call strong. The motor revs to 8500rpm in low gears if you’ve a big enough gap in your diary, but torque drops off a cliff at 6000rpm so it stops pulling – a bustling 70mph in top. WK say they’re considering a smaller rear sprocket, for more relaxed cruising, though I worry about the single’s ability to pull it; the claimed 27bhp feels more like what you get from a decent 125. Kawasaki’s new single-cylinder Z250SL is way perkier, and smoother, and more efficient. Oh, and the WK Trail 400’s five-speed gearbox occasionally hops out of top.

However, the WK Trail 400’s biggest problem is crude front suspension. At 65mph the forks can’t even deal with a lightly dimpled dual carriageway, the whole front-end becoming jiggy. This bike’s supplied with rebound damping on maximum – backing it right off makes a difference (gives more absorbency on trails too), but doesn’t cure things.

Verdict

Not rubbish, and quality is way better than the super-cheap tat giving Chinese bikes a poor reputation. Actually, scrub that. The WK Trail 400s biggest problem is the £4199 Honda CRF250L. Yes, the WK Trail 400 can commute, pootle down trails and is comfy enough for distance, but doesn’t do any of it as well as the plusher, lighter, smoother, better-quality Honda. Yes, £3899 is cheap, but not cheap enough.

WK Trail 400 Specs

Engine : Four stroke, Single Cylinder, SOHC 4-Valve, Air Cooled
Capacity : 397 cc
Bore x Stroke : 85 x 70 mm
Compression Ratio : 8,8 : 1
Induction : Electronic Fuel Injection
Max Power : 27 HP @ 7.500 RPM
Max Torque : 32,5 N.m @ 5.000 RPM
Transmission / Drive : 5-Speed / Chain

Frame : Steel Cradle
Front Suspension : Fastace Telescopic Forks
Rear Suspension : Monoshock
Front Brakes : Disc Brake, 2-Pot Calipers
Rear Brakes : Disc Brake, 2-Pot Caliper
Front Tyre : 90/90 - 21
Rear Tyre : 130/80 - 18

Wheel base : 1.460 mm
Seat Height : 890 mm
Wet Weight : 162 Kg
Fuel Capacity : 18 Litres
Fuel Consumption : 60 mpg


Price : £3899

Yamaha NMAX 125 has variable valve timing and ABS as standard – fancy tech for a scooter, so what’s the story ?

Yamaha’s mission with the NMAX 125 was to challenge the best-selling Honda PCX on its home ground, with a fuel efficient scooter featuring more sports appeal and some big-ticket gizmos – hence the ABS and Variable Valve Actuation (VVA).

At the heart of Yamaha NMAX 125 is a brand new engine, one that Yamaha admits will be used by other scooters in the future. Frictional losses are cut by a claimed 18%, with attention paid to piston rings, the cylinder bore lining, crankshaft oil seals and a roller-bearing rocker arm. The result, says Yamaha, is an ultra efficient motor that does 107 mpg on the WMTC cycle (Honda claims 133.9mpg for the PCX on the same cycle). With a claimed top speed of 62mph, this is definitely an urban scooter, but it’s as easy to ride as any other twist ‘n’ go (more than some), thanks to the low 765mm seat, which is still roomy enough for most of us.

Yamaha’s VVA is relatively simple, with two different cam lobes – one tailored for low-speed torque, the other for high speed power. A solenoid flicks between the two when the motor passes 6000rpm. In practice, you wouldn’t know it’s there, as there’s no power step when the high-speed cam kicks in. Acceleration is nicely brisk from the lights and just keeps going, as linear as you like up to 50-55mph.

The Yamaha NMAX 125 is certainly fast enough to keep ahead of city traffic and it doesn’t get much more manic than Lisbon at rush hour. We didn’t get the chance to properly check the top speed, but I’d say there’s slightly more on tap than the official 62mph.



The Yamaha NMAX 125 is light with a good steering lock and slim dimensions – perfect for wiggling to the front of a Portuguese traffic queue. The 13in wheels cope better with pot-holes and while the forks and twin rear shocks crashed over the city’s cobbles, Lisbon does have some of the craggiest tarmac in Europe.

ABS will be the biggest draw for most buyers and though the brakes aren’t linked, the anti-lock kicked in either front or rear on dry tarmac if they were grabbed too hard. I’d be glad of this at any time, let alone a wet and greasy A40 in December. Interestingly, Yamaha NMAX isn’t the only 125 scooter with standard ABS, but it is the only one at this price.

Everyday conveniences include enough under-seat room for a full-face lid, a small cubbyhole that’ll take a bottle of water and a shielded ignition lock that might resist inquisitive screwdrivers. The dash is all-digital and packed with information, including average/instantaneous mpg and an economy gauge. Fuel efficiency fetishists (of which I’m one), step this way.

And Here's Our Conversations with Shun Miyazawa, Product Manager, Yamaha :

Why Variable Valve Timing (VVA) ?

It gives the best of both worlds – good torque at low revs and good power at high revs. This technology works well with small cylinders, but we will be using it on bigger engines as well – a 150 and eventually a 250. It could also be used with multi-cylinder engines like that of the TMAX.

Isn’t ABS Expensive for a 125cc Scooter ?

Not really. We also wanted to be ready for compulsory ABS on 126cc and above bikes, which is coming next year in Europe. The high production volumes of the NMAX will bring economies of scale and make ABS cheaper for our other bikes.

Why no Idle-Stop System, Like the Honda PCX ?

Honda has patented this. Also, we wanted to have a different alternative, which is partly why we have VVA and ABS. We can have good fuel-efficiency without idle-stop.