LANGEN TWO STROKE (2022 - on) Review

For a bike as lightweight and agile as this, the unshakable chassis is nothing short of miraculous. There’s not a hint of a headshake, wallow or weave even when riding hard on some less than perfect roads. In fact, the whole package is a triumph of handling prowess.

The frame is made from a custom-specified 1.5in 7020T6 aluminium tube, that’s been laser cut, 3D bent and immaculately welded together. It also features some bonded connection points, a nod to Langen boss Chris Ratcliffe’s former life as lead engineer at CCM.

The steering is swift, easy and accurate without being twitchy, likewise the Ohlins RWU fork and K-Tech twin-shock rear provide firm control without any hint of harshness.

Hear the Langen running here:

⏱️ Spend #60secondswith the beautiful sound of the Langen Two Stroke. Read all about the British firm in this week's issue of MCN available from all good newsagents and supermarkets, the Bikes Unlimited app and in print or digital here: https://t.co/WiM18aXPmk pic.twitter.com/p55gWNSkLK

— Motor Cycle News (@MCNnews) April 29, 2021

Even the classic-treaded Dunlop T100 tyres have surprised with their dry-weather grip, if perhaps being a bit lacking in feedback. Although, with sealed spoked wheels (120/70-17 front; 150/60-17 rear), the world of sticky tubeless tyres is your oyster.

Hel radial calipers grip the twin Brembo discs with just the right amount of feel and power to provide sublime stopping performance. Being exempt from Euro5, by way of being type-approved under SVA regulations, means there’s no ABS – but with front-end feel as good as this you’ve got oodles of control should an emergency arise.

The brake rear, too, provides enough modulation for mid-corner tweaks and low-speed confidence. But care needs to be taken when performing tight turns as the Langen has almost race-bike levels of steering lock which could catch out the unprepared.

The six-speed gearbox is an absolute joy to use, combining positivity with a mechanical smoothness that would put Suzuki in the shade. Simply slice through the cogs the clutchless, old-school way (no quickshifter here) for perfect engagement every time.

The only blot on its copybook is how difficult it is to find neutral when coming to a stop, a symptom of the ‘box’s race-track origins; the trick is to snick into neutral while the bike’s still rolling, but it’s easier said than done and is a little annoying.

The engine is the same 249.5cc unit from the Italian Vins Duecinquanta sportsbike and makes a claimed 74bhp @ 11,500rpm. It’s a 90-degree V-twin but is mounted in an unusual forward-facing position, which Langen say allows the most direct routing for airflow into and out of the engine.

The Langen also features Vins’ electronically controlled fuel injection and patented oil-injection system, whereby ECUs control the amount of fuel and oil for any given rpm.

The fuel is finely misted into the air intake where it gets inducted into the billet aluminium crankcase via carbon fibre reed valves before getting sucked into the combustion chamber. Oil is also injected separately directly into the crankcases from a reservoir beneath the fuel tank cover.

Moving the Langen off from a standing start takes a ridiculous amount of clutch slip, thanks to the combination of tall first gear and lack of low rpm power, which could take some owners a bit of getting used to. But when the Two Stroke hooks up it reveals a surprising amount of mid-range drive.

This is no fragile, hollow wasp, all sting with no venom. There’s an unexpected wodge of shove from 4000rpm onwards, helped in part by the twin servo-assisted exhaust valves and, say Langen, hundreds of hours on the dyno.

The punch it delivers between 4000rpm and 9000rpm is nothing like any of the 90s 250s. It’s smooth, easy to exploit, effective and utterly grin-inducing. Revving cleanly, the throttle connection feels good too, with a true wrist-to-engine union that’s accurate and gives ‘good jetting’ feeling. At this part of the rev range it’s impressively smooth. But it’s a different matter when you poke the powerband...

Venturing beyond 9500rpm, the Langen switches personality. From here up to its 11,500rpm redline things get aggressive.

The powerband kicks in hard and the throttle response is much more switch-like and harder to manage. The whole bike becomes electrified as the higher rpm sends vibrations through the seat and pegs, which aren’t present at lower revs. It only takes a sniff of throttle opening at this rpm to get the front wheel to lift.

Yet this dual character from the engine gives the rider options; short shift through the wonderfully precise and positive gearbox to stay below the ‘wild zone’ and instead surf on that intoxicating buffer of two-stroke torque, rolling on and off the throttle using the modest-but-surprising amount of engine braking to zip between bends.

Or figuratively roll up your beach towel and get ready to whip the buttocks of the school bully by revving it out and keeping the Langen’s tacho needle way up high. It’s a truly manic kick-you-in-the-pants power delivery, a fairly raw one at that, but one that’ll make any two-stroke fan’s heart skip a beat. Or two.

Build quality is spectacular, with every component beautifully made and looking pristine. All the parts are high quality and the majority are made in the UK using British craftsmanship. In terms of reliability, during our test this prototype developed a problem with its charging system, which Langen say was a known fault will be rectified for the production version.

In terms of servicing, forget everything you know about modern four-stroke service intervals, as high-performance two strokes are a completely different beast. With almost the same power and performance as a 250GP bike (which require fresh pistons every 300-400 miles and a new crank every 1000 miles) you’d expect the Langen Two Stroke to be heavy on servicing.

But not so, say Langen, who tell us that servicing is every 1800 miles. During which, the gearbox oil is replaced and the pistons and rings inspected. Langen don’t anticipate the need for any top-end replacements at that point, but obviously this remains to be seen.

The Langen Two Stroke sits in a class of one. There’s nothing that can match its exclusivity, performance, or proposition.

Yes, the £33,600 launch price was a lot of money, and £35,280 (the price in 2023) is even more, but in terms of the craftmanship, materials used, and the quality it offers, we think it represents good value. Especially when you consider the price of '90s strokers or 250GP bikes these days...

The cockpit is a basic but beautiful place to be. Above the machined metal of the top yoke, nestled inside the carbon-fibre cocoon of the headlamp cowling, sits a simple tacho.

The speedo is displayed inside a small digital panel within the rev counter and is a little difficult to see. Scrolling through the screens via a push-button provides information on trip, running time, fuel and top speed.

The tacho’s face also offers a handful of warning lights – low fuel, neutral and engine management. Being brutally honest, the LCD display is out of kilter with the rest of the bike’s high-quality fittings and appears slightly cheap by comparison.

There are no electronic rider aids, nor a quickshifter. But it does have electric start and LED lights.

Langen also added a flat bar kit to the options catalogue for their limited-run Two Stroke café racer model during 2021.

Called ‘Street Bars’, the system uses a new top yoke and bar riser system – with internal vibration damping for a claimed smoother ride.

"It takes [the bike] from a café racer riding position to something more comfortable and similar to the old Yamaha RD350s,” company founder and former CCM designer Chris Ratcliffe said. “A few of our customers wanted something a bit more comfortable, even though it’s a roomy bike, with adjustable ergonomics."

But bar risers aren’t the only thing in the works for the stroker, with the firm also confirming a carbon fibre half fairing was also in development for later this year.

"We’ve incorporated the mounting points on the chassis, and we’ve had this in mind from the beginning." Ratcliffe added.

A modern-day 250 race rep stroker? Yes please...