A2 licence: what you can ride at 19

The three numbers that define A2

A machine is legal on an A2 licence if it satisfies all of the following: peak power no greater than 35kW, a power-to-weight ratio no greater than 0.2kW/kg, and, where the bike has been restricted rather than built that way, it must not be derived from a model producing more than double the restricted output.

That last condition is the one that trips people up. A 70bhp middleweight restricted to 47bhp is fine, because 70 is less than double 47. A 100bhp sports bike restricted to 47bhp is not, because the unrestricted version makes more than twice the A2 limit. No amount of paperwork makes that machine legal for an A2 rider.

The power-to-weight figure matters mostly on very light machines. A 47bhp bike would need to weigh under about 175kg unladen to breach 0.2kW/kg, which almost nothing in this class does, but it is worth checking on a lightweight supermoto or a track-derived single.

Route one: direct access at 19

If you are 19 or over and hold no motorcycle entitlement, you can go straight for A2. You need a valid CBT certificate, a pass in the motorcycle theory test, and passes in module 1 and module 2 ridden on a machine of at least 245cc producing between 20kW and 35kW.

This is the route most adult beginners take. It costs more in training than progressing from A1, because you are learning on a larger machine from a standing start, but it gets you to a 47bhp bike in a matter of weeks rather than years.

Budget realistically. The DVSA fees come to about £114 including both modules on weekdays, but training is the bigger number: most schools sell a three to five day course with bike hire, and that is where the bulk of the spend goes. See our full cost breakdown.

Route two: progressive access from A1

If you have held a full A1 licence for two years, you can take A2 by practical test alone. No second theory test, no CBT refresher, just module 1 and module 2 on an A2-specification machine.

For anyone who started at 17 this is comfortably the cheaper path, and it produces better riders. Two years on a 125 in real traffic builds observation and road craft that no five-day intensive course can replicate, and the step up to 47bhp from a licence you already hold is a much smaller jump than going from nothing to a middleweight.

The clock runs from the date the A1 entitlement was added to your licence, not from the date of your CBT.

Restricted bikes: how it actually works

Manufacturers and dealers restrict bikes with a kit, usually a throttle stop, an ECU map or an inlet restrictor, depending on the model. What matters legally is that the work is done properly and documented: you need a certificate from the fitter stating the machine has been restricted to the required output, and your insurer needs to know.

Three practical points are worth knowing before you buy. First, restriction kits cost money to fit and money to remove, so factor a few hundred pounds into the plan at both ends. Second, a restricted bike is not simply a slower bike; some are noticeably less smooth in the midrange, so ride before you buy. Third, when you upgrade to a full licence, removing the restriction should be recorded too, and your insurer must be told again.

If the seller cannot produce the restriction certificate, treat the bike as unrestricted for licensing purposes.

Which bikes qualify

Two groups of machines suit A2 riders. The first is bikes built to the limit from the factory: a large number of 300 to 500cc singles and twins arrive making 45 to 47bhp with no restriction needed, and they are usually the cheapest and simplest option to insure and sell on.

The second is middleweights sold with an official A2 kit, typically parallel twins in the 650 class that make around 70bhp unrestricted. These are heavier and more comfortable, they hold their value well, and the moment your licence allows it you can free up the full output rather than change machines.

Browse the capacity bands where these sit: 500cc bikes and 650cc bikes, or start from a brand hub and check the power figure on each listing.

What A2 lets you do that A1 does not

The obvious gain is performance: 47bhp is roughly three times the output of a 125 and enough for relaxed motorway cruising, two-up riding and touring. The less obvious gain is comfort. A2 machines are full-size bikes with proper suspension, brakes and seats, which changes what counts as a reasonable journey.

The category also puts you two years from an unrestricted licence. Progressive access to category A becomes available once you have held A2 for two years and are at least 21.

Buying a restricted bike second hand

Plenty of A2-restricted bikes come up used, and they are often good value because the pool of buyers is smaller. The critical document is the restriction certificate from the manufacturer or an approved fitter, confirming that the specific machine has been restricted to 35kW and that the restricted output is no more than half the original. Without it you cannot prove the bike is legal for your licence, and neither the examiner nor an insurer will take your word for it.

Restriction is done in one of two ways. Modern bikes use an ECU remap or a plug-in module, which is clean, reversible and leaves no visible trace, so the paperwork matters even more. Older machines use a mechanical throttle stop or an inlet restrictor, which you can usually see. Ask which method was used, who fitted it, and whether the original parts come with the bike.

Declare the restriction to your insurer as a modification. It is one of the rare modifications that can reduce a premium rather than raise it, and failing to declare it gives the insurer a reason to walk away from a claim. When you move up to category A, have the restriction removed properly, get that documented, and tell the insurer again.

Common A2 test faults and how to avoid them

Module 1 catches people on speed and on nerves. The hazard avoidance and emergency stop both require a minimum approach speed of 31mph, and riders who back off to feel safe fail for going too slowly. The slow ride and the U-turn fail the opposite way: riders rush them, put a foot down and lose the exercise. Practise both at the school on their bike, on their pad, until the speeds are automatic.

Module 2 faults cluster around observation and position. Missed shoulder checks before moving off, at every change of direction and before slowing are the single most common serious fault. After that come poor lane position at junctions, hesitation at roundabouts that were clear, and speed that drifts under the limit on a national-speed-limit road because the rider is concentrating on everything else.

You are allowed up to ten rider faults, and none that are serious or dangerous. That margin is generous, so the goal is not perfection: it is riding deliberately, looking where the examiner expects you to look, and making decisions early enough that they do not look rushed. Ten minutes of the test are independent riding, so practise following signs to a destination rather than being told every turn.

Insurance and running costs

A2 machines cost more to insure than 125s, but less than the unrestricted versions of the same bikes, and a full A2 licence is treated more favourably than a provisional. The biggest single factor for younger riders remains age, so expect premiums to fall noticeably between 19 and 25 on an unchanged bike.

Running costs are moderate: 55 to 70mpg is typical for a middleweight twin, tyres last longer than on a sports bike, and servicing intervals are usually 6,000 miles. Set aside more for consumables than a 125 needed, and remember that chain, sprockets and tyres on a 47bhp machine wear at adult rates.

Read next: the full A licence and Direct Access.