10 PRECIOUS SECONDS

Not everyone can afford the insurance to jump to a sportsbike from 125, but good things still come in small packages. Half the costs can mean twice the fun.

Small bikes. Shite, aren't they? Simply a stepping stone to bigger, better things, then why is it that we remember smaller capacity machines with affection? Is it simply nostalgia and rose tinted visors? Or do they really offer more bangs for fewer bucks? It certainly seems that some manufacturers still see the smaller capacity classes are worth of looking at on the new bike front.

New lunches this season from BMW, Honda, Kawasaki, Suzuki and Yamaha augment the updates to ol' perennials like the CB600F Hornet, FZ6, Fazer family and Kawasaki's fun ER-6 models. With this mind, we put our heads together to come up with the best, used snakk capacity 'second bikes' that will give you values from money smiles all year round.


1. KAWASAKI ER-6F/N

Proof that the parallel twin doesn't have to have 'Triumph' on the tank. One of sweetest bikes out there is the ER-6 family. You can rag these things and enjoy it just stick some money aside for some 'sorted' suspension (Hagon do some great fork internals and springs) and you can really enjoy this bike. After all, a 120mph top end and 70bhp are enough for most people, while being sufficiently user-friendly for newbies. Build quality is better than on most older Kawasaki too..

Other twins worth a look include the CB500, the bike that James Toseland cut his racing teeth on. Alternative sub-700cc Kawasakis include the venerable (and softly sprung) ZZ-R600 and the first couple of generations of pre-636 ZX-6R, which if looked after offer plenty of thrills from decade old technology.

Pros : A lot of bike for the money; good fun; cheap to run.

Cons: Look are a bit different on the 'n' with the 'f' being a lot more attractive. Can run out of puff when you get used to it.


2. HONDA HORNET (1998-2005)

'Cult' is an often-over-used word in biking cirles, but within a year or so its 1998 release, the Hornet became one. Like the 250/350LC before it, the Hornet became the darling of new riders, shorties and ladies alike, spawning a host of specials and aftermarket bits. The motor is a peaky 90bhp or so, compared to the Fazer's torquey 80-85bhp, but unless you go for the half faired 'S' you'll find that anything over 80mph will be a pain anyway. The chassis is capable. if budget, although the brakes could do with a bit more. Later version went to 17-inch front wheel and from 2003, sexy upside-down forks.

Pros: Plenty around; it's a cult bike

Cons: Not as well finished as many Hondas. Not very well equiped compared to the opposition. One trip, that's it....


3. YAMAHA FAZER 600 (1995-2004)

So good to bought one. As did Big Al. We're talking the Thundercat powered Fazer here, not the later buzzy R6 powered affair. You've got a perfectly carburated motor, awesome brakes from the early R1 (clean those calipers with regular winter use, mind) and lots of features you'd find on bigger bikes (two trips, fuel gauge, clock, hazzards, center-stand, underseat storage and decent pillion.) Performance is superb and it's a chassis that handles, albeit with soft, budget suspension. Looks were questionable, even back then, but they grow on you.

Pros.: Cheap and most definitely cheerful. Performance per money.

Cons: Can get tatty quickly; engine paint flakes; exhaust downpipes rot.


4. CAGIVA RAPTOR 650

Even as a second, smaller bike, you can do with a bit of exotica, yeah? Well, how's this then-the first incarnation of the Raptor 650 and V-Raptor for around 1,500 euro? Solid Suzuki motor in styling that's just that bit different. Some tasteful extras (along with industrial-strength WD-40) should see it look nice and stay nice. The motor is solid in this, but buy a good version and you'll have something fresher than a wet cow turd, with just as many flies sticking to it in summer. Lovely. Other machunes in this class to consider include Suzuki's excellent SV650 and Ducati Monster M620

Pros: Look good; just a little bit different

Cons: Finish is shite on some and plastics/metal bits can deteriorate quickly if not looked after.


5. SUZUKI DL650 V-STORM

Yes, it looks just like its dull big brother, but hold those horses. This is BRILLIANT bike. Did I really use caps then? OK sorry. But hear me out. This really does make for an excellent second bike and winter hack. The SV650 motor is well used in this machine and pulls the bulk well only the addition of luggage and a lardy pillion sees this thing wanting. Solo, there's plenty of go, with the motor re-tuned for around 60bhp, not the 70 or so of the original SV. It's the undisputed decathleteof this top 10, albeit a quite ugly one.

Pros: Lots of bike for the money; comfy; pretty good two-up

Cons: Smashed into and uprooted the gnarly ugly tree


6. HONDA RVF400 NC45

The RVF ages well (the oldest are around 13 years young now) but it needs to be looked after well on the servicing front. Sounds wonderful and has the mid-range of bikes, happy in the knowledge that, unlike most 400cc sports machines, many NC45 owners rarely adorn it with pointless baubles or Maltese Cross rear lights. Honourable mentions must be made of following: Kawasaki's ZXr400 still look fantastic and was around for so many years there's one for every budget. Watch out for ex-rookies 400 race bikes, mind. Honda's inline four CBR Baby-Blades are nice but not as well put together as the RVFs.

Pros: Stunning to look at; goes well; sound better.

Cons: Servicing costs; shagged shocks by now; hard to find a really good one; pricey, still....


7. APRILIA RS250 / SUZUKI RGV250 (1994-2004)

We know they're two different bikes, but they both share that lovely Suzuki 90-degree two stroke motor and are a nice way to own a smaller, second 'classic' stroke.

The 'Priller' was around from 1994 to 2004, so there's still some low-ish mileage ones out there. All models used a breathed on Suzuki RGV250 lump, producing around 52 real-world bhp. On the tacho, like builders, nothing much happens before seven and the real work us done by about eleven.

If you must have a RGV, then it's best to simply find the latest and last of the old 90-degree models you can, like the RGV250S or T and ignore the hideous shell suit graphic. The 1991 SP with black number boards is sought after, while the banana swing arm M and Ns are the "classic" ones to go for.

Pros: Beautiful, even the Suzuki. Persuade the other half that it's a "classic". A real slice of biking history.

Cons: Most are old now and ratty. And have imploded. Impractical as a second bike in many ways.


8. SUZUKI BANDIT 600 (1995-2004)

We had to have the original in here, didn't we? When realised back in 1995, the Bandit was cool and looked mean. Now it's almost the pipe and slippers machine of the naked middle weight pack but this makes it bargain, as you can pick one up for as little as 800 euro. Mechanically realiable, the only thing questionable about the earlier Bandits is the finish: engine paint flakes, frame welds can rot as can exhaust welds, downpipes, fasteners and every nut and bolt attached thereon. If you can find a well looked after one, nab it. Back in the day, the performance of Bandit was more than enough, but now the 600cc machine has been left behind. Still, for bugger-all money ain't to be sniffed at.

Pros: Thousand out there; cheap

Cons: Hard to find a good one; they rot; performance isn't as hot as the rest.


9. 404 ENDURO DS

A few years ago people were claiming that this here 'Dual Sport' was the best CCM ever. And it's still worth a look as a second bike. Why? Well, you'veeffectively got two bikes in one. Thanks to the two sets of wheels. Slot in the knobblies and you too can be as happy as pig in shit on Sundays, while it can commute you to work during the week with the smart looking road wheels. Motive power thankfully road wheels. Motive power thankfully comes from Suzuki's well proven DR-Z400 lump which gives a respectable 39bhp. The only problem was a constantly weak of battery.

Pros: Two bikes in one. Look better than DR-Z...

Cons: You need to look after it, the finish isn't the best (but better than older CCMz) and make sure you keep the battery on trickle charge.


10. HYOSUNG GT650 COMET

The GT650 Comet is essentially an SV650 from somewhere else. Kinda. The motor is built in Japan, sharing a very similar design to that of the SV650, although the two are not identical. The savingsyou're making by buying one of these comes from a lack of fule injection. Finish isn't quite on a par with a Japanese bike and it's just not cool to tell the girl in the nightclub that you own a Hyosung, is it? But look at the prices. Used, you can get a used GT650 Comet with under 10k on the clocks for under two grand. There's also a sportier 'R' version with full-fairing that actually looks quite nice.

Pros: Cheap new, cheap used

Cons: It isn't Japanese, it isn't Italian, it isn't British. It's Korean...

APRILIA RS125

Everyone has to start somewhere and for the lucky few, it doesn't get much better than starting on one of these little gems.

RS125 HISTORY
Racing improves the breed. Aprilia cut its teeth in the world's two stroke championships, so the public had the race team's R&D department behind them.

The Italians have always been good at making small capacity bikes. As far back as 1949, Mondial, Morini and MV Agusta dominated the championships. By 1998, new boys Aprilia had made their mark, first with the elbow-scraping Loris Reggiani in the 250cc class, then a year later with Fausto Gresini in 125cc class. It was at around this time the Noale, based factory launched the road legal AF-1 Sintesi, abike that most seventeen year old boys would have given their right arm to own. And for most lads of that age, that 's a huge sacrifice...

The AF- 1 was leagues ahead of anything of its time. It had a single-sided swinging arm for chrissakes, it was beautiful. The bike went through a fairly gentle evolution with first the AF- 1 Replica, then the AF-1 Futura before the RS was born in the guise of the RS125 Sportpro in 1993. followed by the RS125 Extrema. Along the way, many top GP riders made their names with the factory, giving birth to some stunning RS replicas: The likes of Valentino Rossi, Loris Capirossi, Max Biaggi, Marco Melandri and Harada all, having had bikes built in their honour,

Just seven years ago Casey Stoner took the 2000 Aprilia RS125 Superteens Championship, a series that still runs today in the UK. So, not only is the RS125 a dreams. We got our hands on a 2004 Manuel Poggiali Rep (2003-250GP Champion) and a brand spanking Jorge Lorenzo Rep (2006, 2007, 250GP Champion) to find out for ourselves just how good the kids have got it these days.

The simple fact that both of these bikes are in replica colour instantly knocks year off you. You see, I couldn't afford to own one of these little beauties in my teens so I had to make the occasional ten-minute blast on my wealthier mate's Futura. Despite the fact that these days I get paid to ride just about every modern sports bike (lucky bastard, I know). I've to come clean and tell you that I'm really very, very excited about having not one, but two 'full power' RS125s to myself for more than 10 minutes.

Jorge v/s Manuel
The ride up from DK's Newcastle under Lyme showroom up into the Peak District National Park is hilarious. Absolutely wringing the life out of old Manuel (the '04 Poggiali replica) in a bid to keep up with young Jorge harder than he's ever been ridden before, is the most fun I've had on two wheels in months. The fast, winding roads up towards Buxton provide the perfect playground for these two bikes as we race towards as imaginary finish line, motor screaming, slipstreaming on the straights and double daring each other stay off the brakes through the turns.

Power to weight ratio
For a while I'm convinced that the new RS125 has a lighter weight and smaller frame is aiding both horsepower and aerodynamics as Jorge clears off from the lights and steals yards out of the corners on Manuel.

An RS125 in bits isn't going to get you into a girl pants, so do your research before blowing your young life's savings. Fools rush in, so tread carefully in this highly populated minefield

In a world increasingly concerned about greenhouse gases. fuel economy and other such nonsense, the thought of owning and running a two-stroke is to many people, about as appealing as stripping off, covering themselves in jam and taking a baseball bat to the nearest wasp's nest. Some might even say that the noise wouldn't be too dissimilar and that there's every bit as much chance of getting badly stung.

But, if you were born in a time before the ice caps started to melt, and started riding before all the rainforests were chopped down, then you'll know just how satisfying a two-stroke is to ride and more importantly, how simple it is to work on. There's a lot less to go wrong with a two stroke and despite a reputation for fragility and unreliability owning and running a stroker can often be one of the most rewarding times in a biker's life.

The RS125 is actually a pretty reliable bike but it doesn't take a genius to work out that most will have been preowned by seventeen year olds, so you can expect neglect and bodged repairs. Here's what to took out for,

Engine and gearbox
The simple fact is that two-stroke motors need to be cared for. The longevity of the RS125 engine is heavily dependant on using the right grade of oil. Fully synthetic is the only choice, with Motul 800 Factory Line being a popular choice amongst Aprilla dealers. Most of the problems associated with the RS can be avoided by following the correct service schedules, though unsurprisingly, this isn't something that most teenage owners are any good at. The piston and rings will need to be inspected at 5,000 miles and pistons should be considered a disposable service item Genuine Aprilia pistons can be pricey, but aftermarket ones are readily available and don't give any known problems. Engine seizures are rare with the RS, thanks to a reliable oil pump and qood carburation as standard. The biggest known fault with the RS motor is weak main bearings - any hint of bottom end noise should mean you walk away. The latest model is very expensive to upgrade to full power from learner legal. Our advice is to not bother - just trade it in for a full power version.

The RS125 Came with 2 types of engine from 1996 to 1998 Aprilia fitted the Rotax 123 type engine, and from 1998 to present day they fit the Rotax 122 type engine. Please note both the 122 and the 123 type engines are 124cc the 122 and 123 is reference to the type.

Now the confusion is around 1998 (the swop over year) you can not always rely on the date of registration as the bike may have been made in 1996 but not registered until 1998 and thus has the 123 type engine fitted.

2004 RS125

Engine
Type: l/c, single cylinder 2 stroke
Displacement : 124.8cc Bore x Stroke: 40.3x39mm
Compression : 12.5:1
Carburation : Dell Orto PHBH 28BD
Carburettor Gearbox: 6 Speed chain
Power: 27bhp@11,250rpm
Torque: 14.8ft/lbs@10,000rpm

Cycle Parts
Chassis: Aluminium twin spar

Suspension:
(Front) 40mm USD forks
(Rear) monoshock with adjustable preload

Brakes:
(Front) Single 320mm disc, 4 piston caliper
(Rear) 220mm disc, twin piston caliper

Wheel/Tyres:
Cast aluminium
Dunlop GPR70 (Front) 110/70 17
(Rear) 150/60 17
Wheelbase: 1345mm
Fuel capacity: 14 liters (3.7gal)
Dry Weight: 114kg (251.31lb)

Rating:
Engine: 7/10
Chassis : 8/10
Usability : 7/10
OVERALL : 7/10

Picture: Just keep that tacho needle near the red stuff and you'll have fun that will last a lifetime

Good: Great chassis, good looking

Bad : A few niggles, not as grunty

2007 RS125

Engine
Type: l/c, single cylinder 2 stroke
Displacement : 124.8cc Bore x Stroke: 39.86x40mm
Compression : 11.5:1
Carburation : Dell Orto PHVA 175
Carburettor Gearbox: 6 Speed chain
Power: 29.5bhp@11,300rpm
Torque: 15.7ft/lbs@10,000rpm

Cycle Parts
Chassis: Aluminium twin spar

Suspension:
(Front) 40mm USD forks
(Rear) monoshock with adjustable preload
Brakes:

(Front) Single 300mm disc, 4 piston caliper
(Rear) 180mm disc, twin piston caliper

Wheel/Tyres:
Cast aluminium
Dunlop GPR70 (Front) 110/70 17
(Rear) 150/60 17
Wheelbase: 1345mm
Fuel capacity: 13 liters (3.5gal)
Dry Weight: 110kg (242.5lb)

Rating:
Engine: 8/10
Chassis : 9/10
Usability : 8/10
OVERALL : 9/10

Picture: Flash LCD display includes Tetris for da kidz. Beautifully finished parts, so long as they're looked

Good: Pin-sharp looks, great pull

Bad : You'll be too busy riding to pull chicks

Chassis
All the usual rules apply to the RS. such as wheel bearings and head bearings (you'd be surprised at how well an RS will wheelie in first with a bit of practice) and it's definitely worth looking closely for any signs of crash damage. Loose or misaligned handlebars provide an easy clue, as do scratched fork bottoms and any marks on the swinging arm.

Cycle parts can be prone to premature corrosion through poor maintenance and the shock is renowned for leaking oil and losing its darnping at anything between 2,000 and 6.000 miles, so be sure to have a bounce on the bike's rear end and check for signs of oil on the swinging arm and linkages.

So long as you use your noodle, finding a decent RS125 shouldn't be too hard and a well cared for machine will stand out like a shiny penny. Look at the setter as a guide to the state of the machine, If he's an oink who wouldn't know two-stroke oil from chip fat , forget it that the newer bike is much faster than the old one. The acceleration is crisper and there's a ton more torque or at least relatively speaking there is, anyway.

Corner Kings
In the corners the handling is similar, though unsurprisingly the almost brand new, Aprilia UK-maintained press bike is in better condition than the three-year-old, teenager-abused bike. Jorge's radial front disc brake offers stopping power bordering on overkill and the kind of steering sharpness that I last felt on my mate's BMX. The earlier bike isn't exactly hard work through the corners (would be a bloody sight better with new tyres, mind) and the comer speed on both bikes is mind-boggling. Having chosen a corner for photography that we'd been merrily grazing our kneesliders on bigger bikes a few weeks previously. Needless to say after a couple of close calls with cold tarmac, a tucky front end and the Armco, we decide not to bother

We were expecting the novelty of these bikes to wear of after just a couple of hours but it doesn't - instead it makes you reevaluate your riding skiIls and how you need to adapt to less power, how to get the best from the bike and how every little mistake and loss of momentum counts. There's no wonder the Aprilia Superteen race series remains such a strong breeding ground for so many of the UK's top young riders.

The Final Analysis
Of course it would be very easy for me to say that the newer bike is the one to go for, for a variety of reasons not to mention the reassurance of a warranty. The newer bike looks sharper with its Mille-a ping fairing and has all the neat touches like the radial front brake and trick OZ-style wheels.

Either of these two bikes should make any seventeen year old -first-timer happy beyond their wildest and wettest dreams and even for those a little older but still keen to learn the art of riding a sports motorbike from scratch. I've no doubt that there's not a finer bike available to do it on.

Yes, the newer bike is better, but you'd have to be a racer or an overpaid paperboy to justify the extra cost.

APRILIA SHIVER 750

The Shiver is Aprilia's first middleweight bike, and the first big engine to be developed totally in house. But is it any good?

It's not really fashionable to say this. But certain countries really seem to be better at certain things. We know that to an intelligent mind, it seems like lazy stereotyping. But if we want a well engineered, premium car, say, then a German wielding the CAD machine. A well tailored financial product? Probably a Scottish Independent Financial Advisor. Nice watches come from Switzerland, excellent wine from France, good bicycles from Taiwan. Italy is good at lots of things. Pretty much all the food groups (except breakfast - Americans do breakfast best). Coffee. Ladies shoes (the ladies in the shoes too surely? -JP). And of course, motorbikes. But Italian bikes tend by their nature to be on the exotic side - highly-strung Ducatis, esoteric Bimotas, wacky Benellis. They' re not at their best when trying to do practical or usable.

I wonder just how good Aprilia's new budget middleweight entry can be. The Noale firm has carved out an enviable niche in high performance sportsbikes, natty scooters and huge 125 and 250 GP race successes. But can an Italian firm ever build a real world bike?

ENGINE
All-new design is Aprilia's first developed totally in-house (thanks to all that Piaggio scooter cash). It's a 90 degree V-twin with four valve per cylinder, four camshafts driven by chains and gears, two spark plugs and very oversquare architecture. Compression is fairly low at 11:1.

INJECTION
Totally automated throttle valve control is based on Magneti Marelli system that's used on the Volkswagen Passat. The twistgrip is attached to a sensor unit mounted under the steering head, so when you turn the throttle, all that happens is the dual ECUs get a signal about how much throttle you want. The computers then send power to a pair of motor which open each throttle body's butterfly valve by an appropriate amount. This allows the injection computer to have total control over ignition, injection and airflow into the engine. So according to gear, revs, speed and twistgrip opening, the computer dials in what it thinks is the perfect combination of butterfly valve opening, fuel injection amount and timing, and ignition timing. The ECU even balances the two bodies automatically, to take account of dirt or wear in the valves.

BRAKES
Aprilia's own radial caliper design with 320mm discs up front and a single piston rear caliper. Steel braided hoses all round.

FRAME
Front section is steel tube trellis, bolted to cast aluminium rear sections. This is designed to allow flexibility in design, slightly different steel tube steel tube sections can be easily produced to allow a wide range of bike from the base platform.

SUSPENSION
Basic Showa front forks are unadjustable, rear Sachs shock has preload and rebound damping adjustment, and cantilever operation via the neat aluminium swingarm.


FUTURE DEVELOPMENT
The engine has potential in a number of areas. The Shiver version of the 750 isn't very highly tuned, so a more powerful 750 would be easily produced. There is also talk of 900cc and 1,000cc-plus versions, and the various motors look set to be used in adventure sports, supermotard and sport touring guises. The ride by wire makes cruise control and traction control system easy to develop.


Hassle-free
Shiver, on the Alpine foothill roads north of Treviso. Following the Aprilia test rider, we start off at a gentle enough pace, which is fine for finding your feet on a new bike. Finding my feet is a little tricky at first though - the Shiver is pretty tall. The seat itself is comfortable though, and the wide, fat bars give a pleasing riding position. Match that to decent mirrors and a smart, comprehensive LCD dash, and you've got a strong ergonomic package. Even the switchgear is intelligently crafted: the start/run and headlight main/pass switch are well thought out.

The Shiver reveals a simple hassle free chassis. Steering is light, and the suspension is inoffensive if a little bouncy, while the brakes are strong and communicative.

Dunlop's Qualifiers are better than some of the firm's previous road offerings, although on some dusty stretches of hillside road, they lacked a little feedback from the front. I’d rather see a Michelin Pilot Power or Bridgestone BT-015 on here, but it seems clear that Dunlop's success in making 125 and 250 GP race tyres makes it a top choice for Aprilia.

What's less clear-cut is the engine's power delivery. Out on the open road, with a bit of space to 'open her up', the SL750 is a stonker. The airbox praaappps out a fantastic noise. And over 6,000rpm, there's strong, urgent pull - this is no meek SV650-like powerplant. On a stretch of dual carriageway I soon see 205kph (confirmed by the speedo's max speed display), with more to come. While the fuelling is smooth and progressive rolling the power on and off to overtake the occasional 40kph Fiat 500 trundling along the country roads.

Soft edge
But there is weirdness to the Shiver's power delivery right down low. From idle up to 4,000 revs, there's a slight hesitation and wooliness that perplexes. It's as if the ECU is trying to soften off the motor's torque according to how you use the throttle: slam it wide open quickly to try and pull a power wheelie in first, and it won't do it. But if you give the throttle a couple of blips, then the torque seem stronger

Give in and dip the clutch and you risk flipping the little Aprilia as the revs rise quickly into the serious grunt around 7k. None of this is particularly unpleasant though, and fine once you adjust to it.

That rather soft edge is exactly what Aprilia was aiming for though - the Shiver isn't a mini Tuono. Having said that, the engineers were keen to suggest the engine has loads of potential. Raising its comparatively Low compression ratio, tweaking the ride-by-wire fuelling and going for more aggressive performance could transform it into a superb little lump, bettering something like Ducati's 749 motor and challenging engines like Triumph's 675 for lusty and full of performance characters.

Bucking the trend
But Aprilia has to walk before it can run in this new, competitive class. It's decided to do it with this rounded, mainstream naked bike, which is selling at a great price, and which wilt suit the needs of 95% of its target market. So has Aprilia bucked the Italian trend and added another string of useful machinery to the Latin bow? Well on the strength of this quick first ride, it certainty seems like it.


SPECIFICATIONS

Engine
Type: I/c, 8v, DOHC 90degree V-twin
Displacement : 749.9cc
Bore x Stroke: 92x56.4mm
Compression: 11.1
Carburation: Ride by wire fuel injection
Gearbox: 6-Speed, chain
Power: 95bhp@9,000rpm
Torque: 59.7lbf ft@7,000rpm

Cycle Parts
Chassis: Steel tube trellis/alu plates
Suspension:
(Front) 43mm USD Showa forks, unadjustable
(Rear) Sachs mono, preload/rebound damping adjust

Brakes:
(Front) Dual 320mm discs, four piston radial mount calipers
(Rear) 245mm disc, single-piston caliper

Wheels/Tyres:
Cast aluminium/Dunlop Qualifier
(Front) 120/70 17
(Rear) 180/55 17

Seat height: 810mm
Wheelbase: 1,440mm
Capacity: 15 liters (3.3gal)
Dry Weight: 189kg (416lb)