Author Archives: Chris S

Tested: Morocco with KTM 890 Adventure R

In a line:
It took a second, 1200-km week’s ride to like the 890R a bit more, despite the harsh ride at times. (BIke used to guide my Morocco Fly & Ride tours).

• Tubeless tyres
• On the move feels light for claimed 210kg tanked up
• Recorded up 72mpg (60US; 25.5 kpl) = 500-km range
• Great stability thanks to 20-litre pannier tank
• Fully adjustable stock suspension
• Easily understandable menu
• Cable clutch modulated well
• Big footrests
• Brilliant brakes
• Solid build quality
• Modes aplenty and cruise control too, + USB, GPS 12v sockets
• Riding under 5000rpm, vibration was OK
• Mitas E-07/Karoo 3 tyres worked fine, road and trail
• Good aftermarket protection on the tank

• Engine sometimes felt/sounded rough as an air-cooled single, especially on start up
• Hard seat
• Not much engine braking
• Screen too low to work on the road
• No stock attachment points on rear subframe
• No preload adjustment knob on the shock
• Fuel gauge and range reading erratic or vague
• Suspension harsh over small bumps
• Quickshifter present but not enabled
• Display supplementary data too small to read

Review
Looks-wise I don’t really get the KTM ‘alien insect’ thing; for me it all went wrong after the 640 Adventure and I marginally prefer today’s near identical Norden 901. But second time round in Morocco I got on with a 2021 890R a lot more.
Having ridden the 890 once already for a week, I set off for one last 1200-km tour lap on a huge BMW F800GS Trophy. Even with over 100,000 on the clock there was nothing much wrong with 800 and the engine delivery was creamy smooth (so much for 270° cranks…). But it didn’t feel right: ungainly, high seated and just a plain handful, even before I filled the underseat tank. Maybe it was just over-pressure tyres, but I was relieved when the cooling system burst a seal an hour or two into the ride (blocked thermostat?) and they brought up the same 890R I’d used a fortnight earlier that night.

Fyi this was only the second time I’ve ridden an 800GS, a hugely popular bike in its day. But I recall I wasn’t so impressed in northern Arizona over a decade ago. I’ll take the old tubeless ‘650’, ‘700’ or current ‘750GS’ every time. The rental shop got rid of the 850GSs after loads of problems.

We prise off the hose clip to release a vacuum

Normally I’m a bit blasé with what they rent me in Marrakech and both times was given the 890 out of the blue, knowing nothing about the bike. But second time I made sure the KTM’s tyres were down to 30 psi, I ditched my tail pack for a tank bag so I could set my own bag further back. Result: a better ride with proper room on the seat. I wasn’t able to access the KTM’s tools (if present) to soften the WP shock preload, but see now all it needed was a big Allen key, not some obscure 2-pin tool. Now I know.

An 890R owner on the last tour explained that from new, the bike’s ‘Tech Pack’ is activated for the first month and includes Quickshifter+, cruise control, ‘MSR’ (engine braking control, like the AT) and the ‘Rally’ mode. I’ve never encountered this sales upgrade ploy but it’s a good trick; if you decide you want to keep the Tech Pack after it expires that’ll be £769 please. Or, to quote a press release for the 2023 890″ ‘An innovative DEMO setting gifts the rider the chance to try the full gamut of optional Rider Aids for the first 1,500 km before deciding whether to purchase and keep them permanently.’

The 890R now makes 105hp, but I doubt I ever used more than half of that or exceeded 6000 rpm riding normally. It’s hard to see how 105hp could be useful on the dirt when combined with over 200 kilos. I got up to 70 mpg, 10% better than I managed to squeeze out of my AT but which was far less confidence inspiring off road.

After some 2400km over a couple of weeks, for me the best thing about the 890R was the stability road and trail, contributed by the low-slung 20-litre tank. But I think there’s more to it than just low tanks; there’s the light weight too and the seating position with feet and hands just right. I noticed an unadjustable steering damper too (loads of places offer aftermarket adjustable ones). Initially riding the loose switchbacks streaming across Sargho west was easier on the 890R than my AfTwin, but it was easier still a week later on a dinky 310GS. Then coming back on my better set-up 890R, it was a piece of cake, bar the odd slip from the worn front Karoo 3.

The 310’s seat is better than the plank hard 890 too, though standing up is more natural on the KTM as your knees squeeze the soft seat. The ill-formed 310 is hopeless in that respect. Another inch of bar height and I’d have been comfortable on the 890R, but they say there’s not enough slack in the cables for that.
The R’s small screen was too short to avoid helmet buffeting but worked rather too well in the unseasonal 30-°C heat we had for most of November. Standing up was the only way to get some airflow through my Mosko Moto jacket’s vents while also airing off the sore backside.

This bike has a quickshifter but I later realised it wasn’t faulty, just not enabled (like the cruise control and other ‘Tech Pack’ features). I recall the quickshifter worked amazingly well on a customer’s 790 a couple of years back, but on this 890, clutchless shifting worked surprisingly well most of the time; up was a little notchier and needed a dip of the throttle.

I fiddled a bit more with the engine settings second time – the menu is easy to use without RTFM, though I found the supplementary data too small to read easily on the move. I also found the fuel range was a vague ‘>190km’ instead of an actual figure, and as it emptied it had a habit of dropping by 30% when restarting the engine, then jumping up again. I was told many overly electronic modern bikes have this issue now; it’s not just a float in the tank anymore but calculated off your recent riding pace. On my last day’s ride I was certain that at up to 23kpl the tank’s 20 litres would easily do 400km to Marrakech, so trusted in my trip odometer and recent mpg readings rather than the flakey range reading.

Trip data too small to read easily on the move. Like a phone, surely they can offer bigger font sizes.

Full ‘Road’ power was nice but excessive for my needs; in southern Morocco there was little opportunity (or point) in exceeding 115kph for a few seconds. In the end I left it in ‘Off-Road’ mode (smoother power lower down?) with Road ABS on. The latter was especially effective and never an issue off-road; these days this whole ‘OMG ABS off-road!!’ is a red herring. ‘Off Road’ ABS disengages the back wheel so it can lock up (same as on the 310s); full ‘Road’ ABS worked on both wheels and was fine on the dirt. Now I’m not 16 anymore why would I want to lock up the back wheel? It certainly won’t be to kick off a power slide on some remote canyonside in the Anti Atlas

The bike came with a Mitas E07 on the back and a worn Karoo 3 on the front – both tubeless though the rims look normal. They felt secure enough on gravelly trails given the mass of the bike, and were fine on the hundreds of dry bends we swung through each day where the frequent spits of gravel moderated speeds and lean angles.

On faster rolling dirt tracks or deep road fords the suspension didn’t bottom out, but that just takes good preload and damping. On slow-speed irregularities the back chattered or kicked back violently. I dialled off the fork settings but it was the rear shock which needed less compression damping and maybe less preload too (there’s no preload knob, unlike the non-R 890). Dropping the tyres to 30psi certainly softened my second ride; another 5 psi off would have made it better still off road but things may have got a bit hot on the highway.

One thing I did miss hopping back on a 310GS after the first run were the KTM’s brilliant brakes, but other than that for what we do I’d settle on the lighter 310 every time. While less stable and with ordinary suspension, on loose switchbacks the little GS has less mass pushing your around.

With my bag shoved back, the KTM’s seat was more roomy but it’s still a plank. And my short day on the 800GS just underlined the KTM’s relatively rough engine (it sounded so bad we even checked the oil at one point).
All in all, the 890 was what I expected: an adventure bike which performs better off road than most of its 200-kilo+ class rivals. But with KTM’s shaky reputation for reliability (a previous rental had a clutch go in the middle of nowhere), for travelling I’d settle for less hardcore performance, smoother engines and plainer looks from Honda’s new 750 Transalp or Yamaha’s very popular XT700.

Long-term test from MCN

Tested: Mosko Moto 2021 Basilisk jacket

New Scramblers and Adventure Twins for 2023

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Like many, it seems the bike manufacturers got busy during the Covid lull and there’s been a healthy surge of actual new Advs and Scramblers at Milan’s EICMA bike show this year. Sit back while I cast my opinions upon them for use as actual travel bikes.

Suzuki 800DE
Fighting it out with Kawasaki as the most dormant of the Japs in the Adv sector, Suzuki are set to continue with the aged 650/1050 V-Strom V-twins. But they’ve now followed well-established trends with a new 776-cc, 84-hp, 270°-crank V-Strom 800DE P-twin. It carries over the same beaky profile of the 650 Strom, but gets a 21-inch wheel and a bit more clearance. This all means it ought to be more of a genuine gravel roader than it’s old namesake, as well as having TFT, riding modes, TC, switchable rear ABS and all that jazz. Sadly, to save costs, wheels are tubed (but you can fix that).

The subframe unbolts but looks nice and chunky, and there’s nearly 9 inches of travel, the same in clearance, plus a pre-load adjustment knob (‘HPA’) on the shock. I wish the 890 Adv R I rode last week (report soon) had one of those. Seat height is said to be 33.7″ (855 mm) with a tank at 20 litres (5.3 US) which ought to be good for well over 400km at 25kpl (71 UK; 59 US). The windscreen is adjustable to three levels over a span of 1.8 inches and there’s a quickshifter too.
But yikes, the curb weight is claimed at 230kg (507lbs), about the same as my old AT although it’s often not so helpful to compare big-tanked Advs against similar machines with less capacity (see 890 Adv R comment below). According to Suzuki UK, it’s out in Spring 2023 for around £10,000.

Honda Transalp 750
With the recent release of a 750 twin Hornet roadbike, a same-engined 750 Transalp did not come as a complete surprise. There’s been talk of a ‘mini-Africa’ Twin for years; some thought it might get the NC750 motor, but that’s not really in fitting with the AT or Transalp brand.

They’re all parroting the ‘legend reborn’ label as if the original Trannie dating from 1987 (above left) was anything special. I remember being invited on a test for Bike mag near muddy Dorking around that time and us all scoffing at the plastic alloy-coloured bashplate. Whatever next, fake carb bellmouths!? Little did we know it was a sign of things to come: the all conquering ‘appearance ≠ function’ adv phenomenon.

Some 35 years on and ten years after the last XL700V iteration got ditched, the new 750 Transalp looks like a serious proposition, with Honda’s usual attention to detail. Yes, it’s another 270° parallel twin; this one’s a 90-hp 755cc. And it manages that with only 11:1 compression against the 800DE’s 12.8:1. In the old days a lower comp ratio meant better running on poor fuel (less common these days, bar the US and Mongolia) as well as less heat, but with modern efi I’m not sure the former is so relevant now.
The tank is 16.9 litres (4.5 US) which will be good for nearly 400km and is the same as the Tenere XT700 which the TA will be measured against. But like the AT, there are riding modes and power modes and engine braking modes aplenty. The seat is 850mm (33.4″; + 1 inch lower option) with clearance at 210mm, and the front and rear suspension is in the 200/190mm range but with no HPA on the back. Shame. And again the 21/18 rims are tubed. Shame again. Expect an ‘Adventure Raid’ version in a year or two with a bigger tank, TL rims, bashplate, 800/850cc and so on.

Honda fans have finally been given a choice between a CB500X and a CRF1100L. The new XL750 look like it will be a hit for riders tiring of the litre-plus behemoths. Like the AT before it, the 750 Transalp manages to looks slim for its claimed 208 kilo (460lb) kerb weight, about the same as Yamaha’s XT700. With the new Suzuki 800, KTM’s 890, the new Aprilia Tuareg, the 850GS and a few others, there’s now a great range in sub-litre adventure bikes which are surely more than enough to get the job done on the overland.
But will the new TA carry the XT700’s top-heavy penalty? Riding an 890 Adventure R for a week (210kg wet), I quickly grew to appreciate the 20-litre, pannier tank’s stability while swinging around the gravelly bends of route MH23 in Morocco. Can’t say I felt the same on my AT tank a year earlier.

Honda CL500 Scrambler
“We developed the CL500 as a machine that truly allow its owners to stand out from the crowd, and as a form of self-expression. It can be used and enjoyed casually – without hesitation – by the young generation in their daily lives and is designed to become a joyful and integral part of a lifestyle. In standard form, the off-road street style has a visual charm unlike any other model in the Honda range, and can really inspire owners to take it further in any direction they wish.”

It may look uncomfortably similar to a CMX500 Rebel ‘mock-chop’ (as we used to call them in the 1980s), but I’ve got to say I like the look of the low saddled CL500 Scrambler, no doubt reviving the ‘legendary’ CL twins of the late 1960s.
It’s about time Honda did this with the well-proven and super economical 471-cc motor (which is not a characterful 270°, alas). The publicity aspires to the usual hipster/manbun crowd, but for my sort of riding these days (or indeed always) a low-saddled, super-economical motor that will sit at 80mph and deliver 80+mpg while managing gravel tracks, is all I want from a bike.

Tank is just 12 litres but helps with a kerb weight of 192kg. Wheels are the 17/19 tubeless alloys like the current 500X; a huge advantage to repairs on road or trail and one less thing to fix. I bet that huge silencer weighs a ton and someone is already making one that isn’t. Seat height – so often a restriction to potential owners – is low at 790mm, 10mm less than my Himalayan which suited me fine. Clearance is just 155mm with front and twin-shock rear travel at 150 and 145mm, with five preload settings out back. Doubtless neither end will be the finest quality suspension to bounce along a road, but what budget stock bike is? It’s easily fixed if you need it.

Heck, it’s that deserted warehouse again!

I suppose all that ‘lifestyle/self-expression’ bollocks must sell bikes – all bikes tbh – but with some suspension upgrades and protection, I can see the 500 Scrambler being a handy real world travel bike with an inclusive [women friendly] seat height, great economy, enough power for the roads of the Global South and of course, Honda’s reliability.
For me the key will be the peg-seat-bar relationship, in particular can you stand up in a natural stance for off roading or to air the backside (with help from raisers, if needed), like on a proper trail bike. My adapted XSR, nice though it was, did not really work in that way; let’s hope the CL500 lives up to its Scrambler name.

Fantic Caballero 700
Using their brilliant CP2 motor, it’s a shame Yamaha farmed this idea out to Fantic. I guess it’s too close in their model range to the XSR700 which I Caballero-ised a couple of years back.
Looks-wise it copies the 500 Cab’s profile I tried one time, with a big, single radial front disc, a14-litre tank and wheels at 17/19 but probably tubed. Unlike the XSR, it gets the usual engine and traction electronics, too. Not much info out there yet but they say it weighs 180kg which has got to be dry. It will cost €10,000 next spring. There’s an Enfield 650 Scrambler on the way too; the more the better I say. Scramblers are to do-it-alls of biking, which happen to look great, too.

Is this the future of UK trail biking?

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Yes you have to pedal it (and probably transport it), but once you reach an age when you can’t tear around on MTBs like you used to, but recognise that you must ‘use it or lose it’ to maintain good health, an e-MTB can open up a huge range of trails in Britain’s wilder corners that you can’t legally ride on a trail bike.

“It had been a darn good work-out and revealed a whole new way of enjoying the UK countryside.”

When it wasn’t a job, motorcycling to me has long added up to travel and trail riding. Ideally a bit of both. Over 40 years ago it was the limited opportunities for trail biking in the UK (compared to say, the western US) that drove me to the Sahara in the first place. I can’t imagine UK green laning has got any better since.

It may not be Algeria, but mid-Wales is a much overlooked and sparsely populated area of hill farms and old droving roads. With John, a guide from the nearby Yamaha dirt school, in 2016 we spent a great couple of days out of Llanidloes riding backroads and trails, me on my WR250R. And way back in I981 I remember my first proper enduro south of there on a lame KLX250.

Traversing that region is the Glyndwr’s Way (right), a 134-mile National Trail no one’s ever heard of. It crosses Powys, Wales’ biggest county but with the population of Canterbury. Walking the 9-day route for a new guidebook back in March, I clocked loads of sections that would’ve been a blast on an MTB. So in August I came back on my new Merida hardtail. With new guidebooks like this it takes a couple of passes to get the detail right, and a pushbike speeds up the job and so saves a bit of money.

And a blast on the Merida 500 Trail I did have, even if it was no lighter than the classic Specialized Stumpjumper I bought way back in the mid-1980s.
Like most people, I’ve owned MTBs pretty much no-stop since that time. In 2007 we cycled the Karakoram from China to the Hindu Kush then came back the following year to do the Himalayas (video below). Compared to motos, cycle overlanding is so simple: fly a bike in (or buy used in China); no paperwork, simple mechanics and when you get puffed out at 5000 metres on the way to Tanglang La, sling it in the back of a passing lorry.

But guess what! I’m not 45 any more and hardtailing the Glyndwr’s I soon remembered cycling up a rough trail consumes loads much more energy than walking. Soon I ended up feeling like a hung sheep.

My time and money saving plan to cover two typical 15-mile walking days in one soon got stretched, not least because I have to stop constantly to annotate the maps (right). On the Glyndwr’s it’s around 15 miles or nothing to get to the next lodgings and with no public transport to speak of.

I ticked off a couple of the walk’s nine stages, then realised it wasn’t going to work so left the Merida at Nick Sanders‘ place near Machynlleth (left) where I was doing a moto talk later that month. Then I thought again about renting an e-bike. With a bit of help I could achieve my two-days-in-one target plus enjoy trying out e-bikepacking.

Range anxiety
Most e-MTB rental places want you to go round and round their closed courses, but I found a go-where-you-like outfit in Hay, 38 miles from my start in Felindre, on the English border. Leaving it all a bit late, all they had left was nearly six grand’s worth of Marin Alpine Trail E2 in Large, when I’m more of an XL. The full suspension was a bit of a novelty, as of course was the latest Shimano EP8 motor. It gave three levels of pedal assistance: Eco, Trail and Boost and claimed up to 60 miles of range.

Clean and fully charged Marin – not for long

With my gross weight and intended use, I translated that to 40 real-world miles, and soon I was huffing and puffing along hilly back roads from Hay to Felindre. Sticking resolutely to Eco until I knew better, the reality of e-pedalling soon became clear: climbs are not at all effortless – when it’s steep you have to give it some welly, even with 12 gears.

According to UK laws, e-assistance cuts out at 15mph but despite the knobblies I still managed to hit over 40mph on some longer downhills. After a fat-tyre dinner at the Radnorshire Arms in Beguidy (left), I camped in Felindre (the only place which charged for an overnight charge), ready next day to cover about 35 miles on road and trail to Abbeycwmhir and beyond Llanidloes to a B&B on the far side of the Clywedog reservoir.

One good thing about having previously walked the trail was that good or bad, I knew what to expect. And one of those good and bad things was there are very few stiles (left) on Glyndwr’s Way. Lifting 25 kilos of Marin without damaging it or yourself soon takes it out of you.

Managing the Economy
I was warned that engaging ‘Boost’ would kill the battery and that switching off on long downhills (to save power; it doesn’t) could temporarily boggle the electronics. Initially I was over worried about ending up pedalling 30+ kilos of flat-batt bike on the dirt, though of course that’s exactly what we did in the Himalayas once you factor in baggage weight. So for the first few days I only blipped into ‘Trail’ for a few minutes a day and never used Boost.

Got the B&B date wrong – but there was room (and a wall plug) in an aromatic polytunnel

That evening I reached my remote B&B with one bar flashing and pretty knackered, even though it had been 60% hilly roads. In my rush to plan the trip I got the date wrong so ended up sleeping in a polytunnel out back.
On reason I was stuck here (the next possible place was 5 hilly miles) was that this £6k bike only had a slow (overnight) charger, not the ‘1 hour for 80%’ fast charger I’d read of somewhere. You plug it directly into the motor, through the downtube battery can be removed with tools.
Imagine the game changer fast charging would be. Though realistically 30 full-on off-road miles is all you could cycle in a day, on the road you could do 30-40 miles, recharge over a leisurely lunch, then do the same in the afternoon. In fact Nick Sanders is doing that right now from Nordkapp to Gibraltar on one of Yamaha’s new Wabash e-bikes.

Walk-Assist Mode
One huge annoyance I blame on both Marin’s online blurb and bike manual, and the bike rental place is there’s no mention of walk-assist mode – a ‘hand throttle’ you can use to help push the bike up steep or rough slopes that are barely rideable or are too battery-devouring. Without it, many times I ended up pushing the bike like Chris Bonington on Annapurna: 5-10 paces; rest; 5-7 paces; rest…
Only on the very last day did I accidentally nudge the toggle switch into walk-assist which popped up on the display. But I didn’t know (or was too knackered) to know what had happened, so struggled on upward. That really would have eased my week on the Marin, along with being able to rely on the seat post dropper which was set right on the limit for my leg length and tended to collapse (ruining my Exped sleeping mat on the rear tyre).

Walk Assist explained

In fact, even with e-assist, 30 miles a day got a bit much for me after a while. Stage 6 out of Mach was 80% trail with no less than 70 gates to Llanbrynmair (LBM). By the time I got there, overdid lunch and chatted with a very rare GW walker, I realised I probably didn’t have it in me to navigate the 11 miles rising steeply up onto the tussocky moors and over to Llangadfan. Instead. I took a lovely road ride to pick up the GW in the Nant yr Eira valley, then backtracked next day from Llangadfan back to LBM with no baggage, to tick off the missing section – much more fun!

The heavenly valley of Nant yr Eira east of Llanbrynmair. Check it out next time you’re there.

I was now getting the hang of optimising the bike’s economy and came in off that 30-mile day still with 3/5 bars. I even treated myself to a spot of turbo Boost but was surprised how little it did compared to switching from Eco to Trail (but see comment from Ian, below. Time it right in the right gear and Trail really can feel like the hand of god giving you a gentle but firm push uphill.

No overnight clobber back to LBM – much more fun!

About UK Rights of Way
Just as motos must stick off-road to the few remaining byways, BOATs etc, pushbikes and horses cannot ride footpaths and must stick to bridleways and above. Glyndwr’s Way switches constantly between footpath and bridleway (plus tracks and backroads. The GW is 27% asphalt and 80% legally cyclable – in other words only 20% footpath.

Regarding that 20%; while I agree that in the congested Peaks or the Lake District riding footpaths would be bad form and is in fact a civil wrong or tort – in the lost paradise of mid-Wales I rarely saw anyone anywhere, and when I did, none batted an eyelid as they’d rightly have done had I been on a cackling WR450 dressed like a transformer.

After a week and some 200 miles, temperatures were creeping back up to the 30s making riding more tiring. In Welshpool I completed my job and caught a train to Hereford where they picked up their sheep-shit splattered Marin. My shins were all scratched to buggery from the pedals and I was still picking thistle thorns out of my knuckles and legs weeks later. But I’d had a great mini-adventure.

2022 Marin Alpine Trail E2
250W, 85Nm Shimano STEPS EP8 motor and 630Wh removable downtube battery

Charger, about 500g. Cable lock, the same

Clean, integrated design and subtle graphics
Low standover height – really helpful when stopping all the time
SLX 4-piston brakes
Firm suspension (did not meddle)
Pleasing boost from Eco to Trail mode
Stay in Eco where possible and range exceeds what I can ride off-road on a good stay
Seatpost dropper (seat on max, could not use reliably)
No flats or slip-ups on Maxxis Assegai tyres (tubed)
Clear, simple display
Though I locked out the front as needed, I can’t say I detected any suspension bobbing from the unlockable rear spring. Maybe e-assist helps
I’m a big fan of 1x drivetrains; did that to my old Charge years ago
Ended the days tired but not beaten up (ie; full sus may well work, even for touring)

£5765 (but apparently it’s a bargain and going for under £5k late ’22)
Weight when pushing unassisted or lifting
No mention on marin.com about ‘Walk Assist’ mode
Slow, 1.8A Shimano 6002 charger takes all night
‘Trail’ –> ‘Boost’ was imperceptible – won’t pull you out of a steep climb
Pedals low, due to 27″ rear wheel or my weight?
Downtube fork ‘bumpers’ broken off on collection
Small wheel/big 1st gear means derailleur eats ferns.
Feels like electronics get a bit confused sometimes
‘Large’ frame too small for me (6′ 1″) but was only one available

It had been a darn good work-out and revealed a whole new way of enjoying the UK countryside. Though I was leg tired at the end of most days, I didn’t feel beaten up which must be a testament to full suspension combined with my slow or interrupted pace. The e-assist helped when I was in a marginal spot crossing some muddy hump at 1mph – the extra pedal boost got me over where I’d have otherwise stalled and fallen over. But stalling on a steep stony track there’d often be too much torque from the motor and the wheel spun, while the bike was too heavy (or me lacking strength and finesse) to get back on restart (working seat dropper would have helped). And on a ride where range wasn’t so critical, using more of the Trail setting would add up to loads of fun. Just don’t think for a minute that you won’t break a sweat!

I made things harder for myself by sticking to Eco 99% of the time, getting off and pushing when Trail may have got me up some hills. Tbh, it was nice to walk sometimes and air the derriere. And I also had things made hard for me by not knowing about Walk-Assist plus having the weather warm up on me. In Wales? Who’d have thought.

On the G Way your PoW Steve McQueen fantasy comes true, but without the Nazis on your tail

The question is: will owning an e-bike get you riding more and for longer than your regular MTB, or is it just another toy? Setting aside motivation which overcomes all excuses, I think much must depend on opportunity and access to worthwhile riding. I’d say in the southeast e-bikepacking would be wasted but in the remoter upland locales of western and northern Britain there must be loads of great riding nearby and where the climbs need not always be daunting.

Will I be getting an e-bike? Not at £6000 tvm and not any more than I’ll be getting a small trail bike. Where I live what I consider the worthwhile stuff is just too far away. But it sure was fun trying out e-bikepacking. I’ll definitely be renting one again some time.

* A couple of weeks later I picked up my Merida from Nick’s and ended up riding it from Upton to Cheltenham to catch another train. Costing me just £800 near-new, I was reminded what a great hardtail it is – and what a great thing a seat post dropper is when you’re stopping every 10 minutes to open a gate. Something between the Marin and my Merida could do nicely. They even sell clamp-on Bafang motors for a grand.

Y Golfa hill near Welshpool, end of the Glyn’ Way

Stay cool in the Sahara (or Surrey)

Part of the occasional Sahara A to Z series
Hang around long enough and you’ll get the full set

An MCN feature I contributed to about hot weather riding in the Sahara – or should that be Charlwood, Surrey?
You can buy MCN digitally here.

Adventure Motorcycling Handbook

The Website of the Book

Author Archives: Chris S

Tested: Morocco with KTM 890 Adventure R

Tested: Mosko Moto 2021 Basilisk jacket

New Scramblers and Adventure Twins for 2023

Is this the future of UK trail biking?

Stay cool in the Sahara (or Surrey)

Part of the occasional Sahara A to Z series
Hang around long enough and you’ll get the full set

Part of the occasional Sahara A to Z seriesHang around long enough and you’ll get the full set

Part of the occasional Sahara A to Z series
Hang around long enough and you’ll get the full set