Road Rider #101

ider Roadr

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A U S T R A L I A N

T H E

TROY BAYLISS CLASSIC A GREAT EXCUSE FOR A LONG RIDE

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TASMANIA SIX DAYS ON THE ISLAND WONDERLAND

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Contents #101 “If I was obliged to emigrate I certainly should prefer this place … All on board like this place better than Sydney.”

— Charles Darwin is talking about Hobart and more than a few ARR readers would agree! Check out p90 for a Tassie travel story.

4 | AUSTRALIAN ROAD RIDER

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NEWS FOR ROAD RIDERS 10 BMW’s Thai-up, Touratech’s pep talk, Ducati’s Indian advance, Indian’s wild custom and more.

ON THE ROAD 76 Visiting Troy: The Troy Bayliss Classic was the perfect excuse for a long ride.

84 Snowy Ride: On tour on one of Australia’s greatest events.

90 Tasmania: Ian and Anne load up their bikes and take the ferry to paradise.

98 Borneo: Great roads, li le traffic and exotic scenery are just some of the treats you’ll find.

BIKES TO RIDE 42 BMW K1600GT Sport: BMW’s bagger or just a good Sport?

50 Honda CTX700N: Different strokes for different stokes.

58 Yamaha MT-03: Monster torque for the LAMS. 66 Yamaha TMAX 530: The sportier maxi-scooter.

74 The Long List: Ducati Multistrada and CFMoto 650TK.

GEAR ON TEST 98

118 BMW Streetguard suit: 10 years testing before the latest version.

120 Kabuto helmet: Mid-range price, topend performance.

122 Collector Motorcycles: The book of Australia’s best.

FEATURES 108 DIY servicing: The pros, cons and tips you need to know.

114 Helmet standards: Safety and the law don’t always go together.

YARNS AND LAUGHS 6 Mathochism: Drawing the line on cruisers?

34 Boorman: The biker’s bookshelves.

37 Seddo: Panigale for the price of a 900SS. 39 McKinnon: Lost loves, wasted time.

41 Gregor: Stunt bike or overloaded tourer?

145 The love of lids: Helmets, but is it art?

146 Last look: Why speed limits are a moot point.

MONTHLY MAIL 28 Big shot: Soaking in the sunset.

124 Whatz new: New gear to salivate over.

128 Readers rite: More opinions, tall tales and adventures.

132 Price guide: New-bike prices and news.

138 Subscribe here: Get ARR delivered, cheap!

140 Bike supermarket: Products, services and other cool stuff.

144 Advertiser listing: Where’d you see that ad again?

145

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108 AUSTRALIAN ROAD RIDER | 5

MATHOCHISM

ROAD THERAPY There are those busy times when getting in a ride is difficult.

That’s what makes it even more worthwhile MICK MATHESON week had gone by before I knew it and I hadn’t been for a ride. No wonder I was edgy. Several times a day I’d walk past the Multistrada in the shed and every time, without fail, I’d glance at her.

Sometimes words formed in my head: time to ride; that last ride was a beauty; she’s a good-looking bike. Other times there was no conscious thought, just an awareness of the fact that she’s there waiting for me.

Then on Sunday morning it was like a switch went on in my head. Ride the bloody thing!

We got some chores out of the way, postponed others, then Anne and I headed the 40 kays to one of the li le country towns around here, had lunch and motored home again. Flowing along the rural roads, I had one of those clear moments when you’re so aware of everything around you, the sensation of moving, the woman you love giving you a gentle squeeze from the pillion seat. Life was grand.

It’d been a busy week and could’ve kept on being busy all through Sunday. But even a ride of less than 100km changed it all. Mate, did that feel be er or what?

There were still things to be done back at home, but none of it seemed quite so onerous now. Magic what a ride will do, isn’t it? Shame it couldn’t do anything for Anne’s stomach. Luckily she’d noticed the fish was under-done a er swallowing only a small mouthful, or it might’ve been worse than just spending the rest of the day in bed feeling queasy…

A

TO CRUISE OR NOT TO CRUISE? A fair few of you have told me you don’t appreciate the return of cruisers to ARR, and I want to be er gauge 6 | AUSTRALIAN ROAD RIDER

■ Cruisers: Do you love ’em or hate ’em? Let us know

“The sensation of moving, the woman you love giving you a gentle squeeze from the pillion seat. Life was grand” everyone’s opinions. Let me know what you reckon — should ARR be including cruisers again, or maybe just certain types? Or not at all?

Here’s my take. ARR’s all about the ride, and cruisers are generally good fun to ride on the open road. Some, like the Harley Seventy-Two we reviewed in issue 99, are limited and be er off ridden around town, not out on the road. Others are tourers first and foremost, such as Harley’s Electra Glide. To me, the tourers are a shoo-in for ARR, the town-based cruisers are borderline, and most of those in the middle have as legitimate a place in the magazine as your average naked bike, adventure tourer or sports tourer.

It’s a bit like scooters: ARR will review the ones we reckon might be good out on the road, but not the outright commuters.

Or sporty bikes: we tend to avoid those you might call “race-track refugees”.

Cruiser & Trike, the magazine that has now completely spun off from ARR and has its own editor and direction, has its own take on all varieties of cruisers, while ARR is in a position to assess them in the

context you might prefer. As such, I don’t see any problem with writing about them here in ARR. Road riding is about enjoying any bike that’ll take you where you want to go.

Look at any group on the highways these days. There’s every manner of model, and I don’t believe in being too narrowminded about which ones get their 15 minutes of fame in ARR. I’ll also throw out a challenge to those of you who hate cruisers, or indeed any kind of bike, including adventure tourers and maxi-scooters. Go out and ride one.

Take a decent ride, not just around the block, and ride a good one, not a crappy example. I’ve met so many riders who’ve had their prejudices sha ered. I’m one of them. A er being blessed with a career testing every style of road bike, I happily admit to being a bike slut who’ll ride anything.

Anyway, I know many of you love your cruisers, while there’s also a vocal group of you who want to see the back of them.

It’s your magazine so let me know and I’ll try to steer a happy path with them.

Roadrider A U S T R A L I A N

T H E

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Editorial roadrider@universalmagazines.com.au Subscription enquiries mailorder@universalmagazines.com.au National Sales & Marketing Manager John Arens jarens@universalmagazines. com.au, Ph (02) 9887 0331 US Advertising Representative Stacey Swanson marketsas@gmail.com Ph 925 292 9470 Advertising Production Ian Cassel Publisher Janice Williams Cover photo Tim Munro

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Australian Road Rider #101 is published by Australian Publishing, Unit 5, 6–8 Byfield Street, North Ryde, NSW 2113. Phone: (02) 9805 0399, Fax: (02) 9805 0714. Melbourne office, Suite 4, Level 1, 150 Albert Road South Melbourne, Vic 3205. Phone (03) 9694 6444 Fax: (03) 9699 7890. Printed by Webstar Sydney, distributed by Network Services, Phone: (02) 9282 8777.

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NEWS

NEWS FOR ROADRIDERS

BY NEWS EDITOR MARK HINCHLIFFE (HINCHM@HOTMAIL.COM)

■ The new Thai takeaway? There’s no sign yet that the Asian-made F800R is destined for Australia

GERMANS ORDER SOME THAI BMW is moving production to a hi-tech factory in Thailand to satisfy a growing market German motorcycle manufacturer BMW has started assembling F800R bikes in Thailand. Sales and marketing boss Heiner Faust says their record 2013 sales result has been made possible by healthy sales in the USA and Asia.

The Asian market is expected to grow even further with the start of production in Rayong, Thailand, along with some BMW and MINI car models. Initially, the mid-sized F800R will be produced for the Thai market, but spreading to other Asian markets.

No one is speculating on the record yet, but we may see Thai-made BMWs available here one day just as Triumph is 10 | AUSTRALIAN ROAD RIDER

now doing with many of its range. That will mean cheaper prices, but it could cause some concerns among diehard BMW fans. It doesn’t mean a decrease in quality, though. Most Thai automotive plants are not only newer, but more technologically advanced than their parent plants.

By comparison, the Berlin BMW Motorrad plant is an old brick building that is heritage-listed, which creates difficulties modifying the plant for modern production.

Motorcycle production will be run in one-shi operations at the Thai plant, which is the only site in BMW’s global

network of 28 locations in 13 countries where the three brands (BMW, MINI and BMW Motorrad) will be produced.

BMW AG management board member Harald Krueger says this demonstrates the plant’s “outstanding flexibility and skills level. The existing expertise in automotive production allows for valuable synergies with the production of top-quality BMW motorcycles.”

BMW Motorrad boss Stephan Schaller says motorcycle assembly in Rayong is “an important next step in implementing BMW Motorrad’s global growth strategy. With the local production of the BMW F800R, we will strengthen

NEWS

WORLDWIDE ADVENTURES Sherri Jo Wilkins heads Touratech’s how-to weekend

“Most Thai automotive plants are not only newer, but more technologically advanced than their parent plants” our market presence in Thailand. We expect significant sales increases in this growing market in the years to come.

The production of this mid-sized model marks the beginning of a model initiative at the new site.”

BMW bikes have been available in Thailand since 2001, but all were made in Berlin. “This is the first time that we use an ‘own’ BMW plant location abroad for our motorcycle production,”

Schaller says. “In the medium term, we will explore further options on how to expand BMW Group Plant Rayong in order to include the production of additional BMW motorcycle models for other Asian markets.

“As the BMW F800R is produced locally, it comes with an a ractive price tag, which in turn means that we will be able to step up our market position in the long term.”

A woman who rode a bike solo around the world will share her travel tales and adventure riding tips at the second annual Touratech Australia Travel Event on April 4-6.

Last year, American adventurer Sherri Jo Wilkins completed her solo three-year, 128,000km “Because I Can” world tour on a KTM LC4 enduro bike. The ride took her to five continents, including Australia.

She will be one of many speakers, including German Touratech experts, to give presentations at the event in Bright, Victoria. Touratech Australia boss Robin Box says the presentations will be different from last year, so returning riders will still learn something new. The event showcases the German company’s adventure and touring accessories and provides riders with plenty of advice about preparing for their trip.

Apart from learning from the experts and checking out the new gear, there will be plenty of opportunities to ride.

The pre y town of Bright is close to the Victorian Alps and some of the greatest riding roads in Australia. There will also be a planned ride to the famous gold-rush se lement of Dargo. Riders will be able to test ride new bikes on the Friday of the event.

Bookings can be made on (03) 5729 5529. Cost is $595, which includes accommodation at the Bright Chalet, all meals, and all activities on the program.

NORTON ON SHOW The coming range of Norton motorcycles will be on show at the Fraser Motorcycles Group’s new dealership in the heart of the Sydney CBD. The 52-58 William St dealership will also display Ducatis, along with genuine parts, accessories and apparel.

Originally founded in 1955, Fraser Motorcycles has grown to six locations in New South Wales, Victoria and Western Australia.

r Round-the-world rider Sherri Jo Wilkins will be just one many speakers at Touratech’s event in Bright, Vic

AUSTRALIAN ROAD RIDER | 11

NEWS

CUSTOMISED INDIAN

Indian builds a beauty complete with girder forks and sprung seat The “base model” Indian Chief Classic has been given even more style with the Big Chief Custom from the Polaris Industries Industrial Design team.

The customised Classic, displayed at the International Motorcycle Show at the Javits Center in New York City, is adorned with an array of factory accessories and a custom paint scheme.

More importantly, it gets two traditional features that many fans thought would be standard on the bike when unveiled in a media flurry — a girder fork and springer seat. Some Indian fans were disappointed, others thought it was a sensible nod to modern technology.

These girder forks are made of beautiful sand-blasted billet aluminium and sit astride a custom 23in front wheel, which seems to be the latest trend

among many North American custom chopper shops. The Springer seat has a cantilever design to dampen some of the pogo-stick feel.

However, Victory and Indian Motorcycles Australia and New Zealand marketing manager Adrian Givoye says the seat and forks won’t be available as accessories. “It was purely a one-off concept,” he says.

The Pinnacle Series of Indian Motorcycle accessories for the Big Chief Custom includes a cam cover, primary cover, chrome grips and beach bars. It’s capped off with Stage 1 exhaust and Fishtail Tips. Other custom accessories include floorboard pads featuring the War Bonnet Indian head, a heel shi er and chrome rear fender bumper. Adrian Givoye says the accessories aren’t available here yet.

“We are still only just ge ing the core stuff delivered per the brochure,” he says. “As such I can’t give you any costs or ETAs on these right now. I will speak with our contact in the US and see if I can get some kind of indication.”

r Girder fork, but not quite like they used to be…

r Springer seat is another nod to the past

■ The design team with their toy

r Narrow 23in front wheel is a real custom touch

12 | AUSTRALIAN ROAD RIDER

NEWS

DUCATI SERIOUS ABOUT INDIA The Italians take a hands-on approach to India’s mass market Major motorcycle manufacturers are ge ing pre y serious about conquering the lucrative Indian market in 2014.

The latest to step up their Indian assault is Ducati, which will set up its own distribution network in the subcontinent in 2014 as part of a major push into the second-biggest motorcycle market in the world behind China.

The Italian company entered the market in 2006, with local company Precision Motors acting as a third-party distributor. But the company now deems the market important enough to be directly involved.

Stakes are high as the rapidly growing middle class in Indian is buying biggercapacity, more expensive bikes from 14 | AUSTRALIAN ROAD RIDER

foreign manufacturers such as Harley, Triumph, BMW and the Japanese manufacturers. China may be a bigger market, but most motorcycles are small-capacity machines and there are restrictive policies on foreign imports, and even bans in some provinces on bikes over certain engine capacities.

Meanwhile, more and more manufacturers are entering the Indian market. Some plan to build in India to avoid high import duties, others are assembling bikes for reduced import costs, while others are importing complete bikes, gambling on their aspirational value to override he y sticker prices from high duties.

In recent months, Victory and Indian Motorcycles announced they will enter the market with their new Indian Chief range of Classic, Vintage and Chie ain, available from January. They will import completed bikes built in America, copping the full 40 per cent import duty.

Ducati will also continue to import completed bikes to try to cash in on the

major publicity boost it has received in the past year by popular Indian photoblogger Sunny Gajjar, who has been riding a Ducati Multistrada in various countries.

So what does this Indian bike invasion mean for the rest of the motorcycling world? On the positive side, it means more proďŹ ts for motorcycle companies, which should ow to research and development of more models. It could also mean more mid-sized bikes able to tackle the poorquality roads of India.

If manufacturers set up factories in India or other Asian countries such as Thailand, which already has a booming automotive manufacturing industry, it could also mean cheaper bikes for the rest of the world.

On the negative side, quality could be jeopardised as companies chase the bargain end of the market. It could also mean that small markets such as Australia may have even less say in future model development and supply.

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NEWS

EPIC YEAR FOR BMW Major safaris set for home and overseas This year will be epic for BMW, with three Safaris to celebrate their 20th anniversary. The three safaris will be highlighted by a challenging eight-day GS Safari-Enduro from Darwin to Cairns from July 13-21.

■ Scenes from the 2012 International GS Trophy held in South America

While it is called an Enduro, that refers to the length, not the degree of difficulty. Organisers say it will not be as tough as this year’s Enduro, or the Flinders Ranges or Cape York safaris of recent years, although it will have a small amount of sand.

The 2014 TS Safari in Tasmania runs from November 2-8, with a special anniversary dinner on the Saturday evening combined with the GS riders, who start their Safari in Tassie on November 8 and finish on November 16 | AUSTRALIAN ROAD RIDER

14. Bookings for both Tasmanian events will open in the first half of 2014.

Meanwhile, the International GS Trophy, held every two years since 2008, will be held in the northern hemisphere for the first time in 2014. Sixteen teams with riders from at least 18 nations will spend nine days ba ling it out at the GS Riders’ Olympics in western Canada.

The Trophy started with five teams in Tunisia in 2008, doubled in southern Africa in 2010 and grew to 15 teams in Chile and Argentina in 2012.

Confirmed teams will come from Germany, France, Italy, the UK, Russia, Austria/Switzerland, Central Eastern Europe, the USA, Mexico, Latin America, Argentina, Brazil, South Africa, Japan and Canada. None has yet nominated from Australia.

While the BMW Motorrad GS Trophy was previously always held using the BMW F800GS, participants in Canada will ride the new R1200GS — the first time for a boxer GS.

NEWS HONDA PRIZEWINNERS Christmas came early for two lucky riders who took possession of their Snowy Ride prizes. Carol May-Davies won the new Honda VFR800F, while Eddy Hungerford will hit the dirt on a Honda CRF250X. Honda Australia donated the motorcycles as first and

second prizes at the annual Snowy Ride, which a racted more than 3000 riders from all over the country to the alpine region of NSW. The 2013 Snowy Ride raised more than $280,000 for the Steven Walter Children’s Cancer Foundation.

Carol commutes to work on a scooter and was in the market for a motorcycle.

“I have not stopped riding since I collected it from Canberra Motorcycle Centre. I am particularly enjoying the acceleration and cornering — it’s certainly got a lot more power than my scooter,” she says.

A Honda rider from the age of six, Blue Mountains resident Eddy says he thought his friends were joking when they said he had won the bike. “I am proud to say that this is my 15th Honda and I’m looking forward to ge ing out with it on the nearby roads and trails.”

Honda also donated a CBR1000RR with Motologic accessories as a raffle prize won by Chris Tayner. More than 14,800 tickets were snapped up, raising $74,600 for the Steven Walter Children’s Cancer Foundation.

See p84 for a story on this year’s Snowy Ride.

BRUCE WILLIS AUCTIONS BIKES

r An ecstatic-looking Carol May-Davies collects her prize

APPROPRIATE APP There have been phone apps that share rides, stories, photos and other motorcycle information, but EatSleepRIDE also includes a safety device every rider should have. It’s called CrashLight and it was developed in conjunction with the University of Toronto. It uses the built-in sensor technology in an iPhone to detect a motorcycle accident.

CrashLight has been tested under various conditions such as sudden stops, hard acceleration and radical cornering, but it doesn’t activate until a real crash with the bike ending up on its side.

18 | AUSTRALIAN ROAD RIDER

They’ve even worked out how to tell the difference between dropping your phone and crashing.

If you do crash, it kicks in and dials emergency services, next of kin or a mate with a trailer — automatically.

You can choose up to three people to be contacted in the event of a crash and whether they get an SMS text message, phone call and/or email. If you’re ok, you can easily cancel the notification within three minutes.

EatSleepRIDE Motorcycles for mobile is available via iTunes for iOS devices, with an Android version coming soon.

The app sells for $US2.99 and CrashLight

A big “yippee kay-ay” to Die Hard actor Bruce Willis for donating five of his motorcycles to a charity auction. The five bikes raised more than $25,000 for the Boot Campaign charity, which provides assistance to past and present service personnel and their families.

The bikes from Willis’s personal collection are a 1972 HarleyDavidson Ironhead Sportster, 1956 Cushman Eagle, 1988 Yamaha TW, 1991 Yamaha XT 350 and 2005 Ducati 1000DS. Willis was born on a military base in Germany.

is available in-app for $US4.99 a year with prices varying slightly by country.

Both work in Australia.

The EatSleepRIDE app also includes a data dashboard, which lets the rider record and view recorded routes, speed, elevation and even lean angle, so there will be no more bench racing without proof.

The GPS-based social riding features also make it possible for riders to see each other’s whereabouts on a map, while geo-proximal search finds motorcycle roads and biker-friendly places nearby.

Web: app.eatsleepride.com

NEWS

NOW THAT’S WHAT WE CALL SERVICE Indian seems to go the extra mile to service its motorcycles. The technicians from Victory and Indian Motorcycles in Brisbane travelled 526km to Walcha in New South Wales to service a new Indian Chief Vintage.

But don’t expect that sort of service every time. The three were on their way home from the Troy Bayliss Classic oil track races in Taree and offered to go via Walcha to service one of their bikes. Parts and service manager Ron Grant says it’s not something they normally do, but they couldn’t resist going out of their way to blast up the famous Oxley Highway to Walcha.

The new red Indian Chief Vintage belongs to Brad Keable, who owns and runs Royal Cafe with wife, Toni. Brad is

BEAUTIFUL BIKE BOOK For the rider who has everything, a $US695 book about motorcycles! The Impossible Collection of Motorcycles is compiled by artist and industrial designer Ian Barry and veteran automotive journalist Nicholas Stecher. It features some of the most unusual, stunning and important bikes of the past century or more.

Probably the most famous is the customised 1950s Harley Panhead with hardtail frame that became Peter Fonda’s “Captain America” bike in the 1969 Easy Rider film. From the well-known to the hardly known, the book also includes the

20 | AUSTRALIAN ROAD RIDER

one of the original 111 who put down a $1000 deposit for the Chief, sight unseen.

He flew to Sydney last year and drew number 18.

“I had a 1944 Indian Chief for about 30 years and loved it, so when I heard Polaris had taken over the company I thought that they would do pre y good job,” he says. “When I saw the engine, that sold me, so I put down a deposit. When I saw the bike there was no turning back.”

He’s pre y happy with the Vintage he picked up in Melbourne and rode home via Sydney for its 1000km service. “It’s

one-off BMW R7.

Other famous bikes featured are the 1948 Vincent Series Rapide, on which Rollie Free sha ered the land speed record wearing nothing but a bathing suit, Evel Knievel’s 1973 Harley-Davidson XR750, Hollywood actor and motorcycle icon Steve McQueen’s 1967 Husqvarna 400 Cross scrambler, Burt Munro’s 1936 Veloce e drag bike, and Che Guevara’s 1949 Norton 500.

Apart from 150 beautiful photographs and interesting information on each bike, you also get a canvas tote bag (just in case you want to take your book for a

indescribable. It does everything be er than I’d expected. Nothing comes as close to this in a cruiser.” He’s now done 4700km in just four weeks and took it to the Troy Bayliss Classic at Taree.

He was very pleased about the special a ention his bike received from the Brisbane crew and says he will take it to Brisbane for future regular services.

Victory and Indian Motorcycles technician Rob Salbatecu says the bike needed a special engine map downloaded to tune the engine to the new Fishtail pipes. He was assisted by technician Kevin Hilliam.

walk!) and a stand so you can display your favourite page.

The 172-page book is a limited edition and is hand-bound in a black rubber clamshell case with metal plaque.

Barry’s next project is on The Falcon Ten, a collection of 10 unique motorcycles designed, engineered and built by Barry around 10 iconic engines.

“The project explores the concept of the motorcycle, pursuing the highest level of design, cra smanship and performance by investigating the history, contemporary application and latent potential of engineering.”

NEWS

SCOOTERTHON RAISES FUN AND FUNDS Racing scooters for 24 hours? Is it insanity or generosity?

Some wag yelled “go” and the annual Le Minz 24-Hour Scooterthon — the world’s most demanding scooter event — got off to a false start. It was all part of the fun as 50 teams took to the Xtreme Karting track in the Gold Coast hinterland in December, with entrants including “Duff Man” from The Simpsons and “Grover” from Sesame Street.

They had to share the limelight with racing legends such as three-time world Superbike champion Troy Bayliss, Moto2 racer Ant West, three-time Speedway world champion Jason Crump and GP winner Garry McCoy, plus a host of national and state champions and wannabe racers, amateurs and recreational riders just out for a laugh as they lapped among the stars.

Having racers in the pack, the competitors soon forgot about the fun and started ge ing serious. Three even crashed during practice!

The annual charity event started in 2002 in Melbourne but has been held for the past seven years at the Gold Coast Showgrounds. Promoter Mark Petersen says the event had to move to the go-kart track just five minutes from the Dreamworld fun park as the showgrounds were undergoing construction for the 2018 Commonwealth Games.

22 | AUSTRALIAN ROAD RIDER

“It’s a fun event; it’s a charity and it’s a novelty event,” Mark says.

While the scooters have always been 50cc, some of the teams have become serious over the years about squeezing as much performance as possible out of the scoots. Mark says they went back to stock-standard trim minus restrictors for a more even playing field, closer racing and more thrills and spills. That there certainly was. A er three crashes in practice, there was a crash on the opening lap and just about every lap a er. However, all of them were slowspeed get-offs as 50 scooters tried to share the tight kart track. Mark says most of the scooters finished, proving the reliability of the li le machines.

The varied mix of racers and riders resulted in varying styles of riding — motocross, GP and speedway — and made for a great spectacle as riders banged handlebars, wheels and panels for 24 hours. Riders took to slipstreaming on the straights, some reaching out and grabbing the pillion handles on the bike in front and pulling themselves forward and their opponent back. On the corners, riders used each other as brakes.

On several turns, Troy was run wide by inexperienced riders who hadn’t seen

him looming up behind them, but he still rounded them up a er short grass excursions, then gave them a polite thumbs-up as he passed.

Not everyone was caught by surprise from behind as many riders wore the innovative rear-vision Reevu helmets donated to several teams by importer Cary Murphy, who also entered two teams.

While the round-the-clock fun was non-stop, there was a serious side to the event, which raised much-needed funds for the RaceSafe medical team.

Mark says the extra expense of the new venue and having to hire lights ate into funds raised for RaceSafe, but he was particularly angry that council would not waive the $3000 permit for the charity event. Individual teams also supported various charities, such as late-comers Plan B, who raised $3800 for Organs for Life.

In the end, The Scooter Shop won its third consecutive Le Minz 24-Hour Scooterthon, just one lap ahead of Troy’s team. The world’s most demanding scooter event was sponsored by InsureMyRide, with presenting sponsors Unifilter Australia, Moto Expo and Reevu Helmets Australasia.

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NEWS AUSSIE BMW CHIEF MOVES ON Australian Ian Branston has retired as chairman of the BMW Clubs International Council a er 10 years.

“My time as council chairman was filled with unforge able moments,” says 58-year-old Branston, who was born in Britain and moved to Australia as a child. “I have lots of memories both of the events themselves and of the journeys to get to them.”

Ian is moving to the USA, where he will be taking on a new role in the

BMW, CAN-AM STAR IN DESIGN AWARDS BMW has added another two design awards to its crowded display cabinet, one for the new water-cooled R1200GS and another for a film about its pre y Concept Ninety, while Can-Am has taken another one with its threewheeler Sypder.

At the 2013 Good Design Awards, the GS took first place for the motorcycle design in the transport

BMW Car Club of America, the world’s biggest BMW car club with around 70,000 members. His position on the council will be taken by South African David de Bruyn, who previously chaired the BMW Club Africa umbrella organisation. As spokesman of the international BMW Motorcycle Club, he has been a member of the International Council since 2006.

The council is the worldwide umbrella organisation of the official BMW Car and Motorcycle Clubs, which has more than 200,000 members. category, a short film about the development of the Concept Ninety won the film category, and the Spyder ST Roadster picked up the gong in its class.

The Good Design Awards focus on industrial design in all its forms, and are an international program established in 1950 and organised by the Chicago Athenaeum Museum of Architecture and Design in cooperation with the European Centre for Architecture, Art Design and Urban Studies.

They are among the peak awards of their type in the world.

Can-Am’s roadsters collected other trophies in 2013 too, the hybrid electric concept version picking up a Green Good Design Award and the RT Roadster taking a silver award in the

r Ian Branston: Stepping down from his international role

r David de Bruyn: Stepping up to the plate

Australian Good Design Awards.

BMW Australia’s general manager, Tony Sesto, was particularly pleased with the awards his company earned.

“These prestigious awards are further recognition of the amazing products developed by BMW Motorrad and a great way to kick off 2014,” he said.

“2013 was a record breaking year for BMW Motorrad and the new watercooled R1200GS is at the heart of this continuing success.

“The Concept Ninety is a stunning modern incantation of the legendary R90S and the precursor to the R nineT, which will arrive in Australia in the coming months,” adds Sesto.

You can see the Concept Ninety video at h ps://www.youtube.com/ watch?v=KatnmWWUNDM.

■ Wake up to the angry roar of your favourite Ducati every morning

DUCATI ALARM APP Ducatisti can now wake up to the glorious sound of their favourite Duc every morning with the DesmoTime free alarm clock app available through iTunes. It features a selection of

24 | AUSTRALIAN ROAD RIDER

Ducati exhaust notes to wake you up and has an 1199 Panigale dashboard as its background, with periodic weather updates so you can check conditions for your ride.

Select the clock mode and you

can transform the dashboard of the bike and your smartphone into a table clock. The app will be periodically updated with new dashboards and sounds.

Meanwhile, Ducatisti can start planning their Italian holiday now that dates for the biennial World Ducati Week 2014 have been announced. The eighth event will be held at the Misano World Circuit Marco Simoncelli from July 18-20, 2014.

The last event in 2012 a racted about 65,000 visitors from more than 50 countries.

Visit: www.ducati.com

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SMIDSY RESEARCH Ever wondered why people drive right out in front of you? They call it “SMIDSY” or “sorry, mate, I didn’t see you” syndrome. Now a Texas Tech University psychologist reckons she has found out why it happens.

To cut to the chase, people think smaller objects are further away than they appear and, conversely, bigger objects are closer. Researcher Pat

TRUCKS GIVE WAY TO RIDERS Motorcycle riders will one day have less to fear from behemoth semi-trailers, thanks to a couple of concept truck designs. International manufacturing company MAN has developed a Concept S truck that features a curved cab to deflect anything in its path during a collision, as opposed to pulling it under the cab. That’s good news for vulnerable motorcyclists. It also has larger windows and cameras in place of rearview mirrors to reduce dangerous blind spots where motorcycles can be hidden.

The Volvo Vision 2020 concept truck ■ Volvo’s Vision 2020 concept is a softer place to hit

26 | AUSTRALIAN ROAD RIDER

DeLucia used computer simulation to study participants who viewed two approaching objects simultaneously — one large and one small. The viewer had to nominate which would reach them first.

Her study, Current Directions in Psychological Science, indicates that an object’s size affects distance perception, causing drivers to miscalculate riders’ distance and speed.

projects forward by half a metre for increased aerodynamics and to increase crash protection for other road users, such as motorcycle riders, by acting as a crumple zone in a collision.

Like the MAN Concept S, the Vision 2020 also features cameras in place of rear-view mirrors to rid the blind spots for its driver. However, the Vision projects the images on the inside of the windscreen, allowing the driver to spot any obstacles that may be behind them without having to take their eyes off the road ahead.

The concepts are the outcome of European Commission plans to make

“People generally picked that simpler heuristic: Larger is closer,” DeLucia says.

Unfortunately, motorcycles are the smallest vehicles on the roads, yet are usually the fastest accelerating — so drivers think we are going to arrive much later than we actually do.

It’s a lethal combination that could be the cause of up to three out of every four motorcycle accidents.

trucks safer and greener by improving design. If the European Commission’s proposals for greater freedom in truck design are approved, these concept trucks could hit the roads by 2018.

r MAN’s Concept S will push you out of the way instead of rolling over you

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BIG SHOT A perfect end to a day on the bike. When the weather breaks in southern Victoria, the whole universe celebrates and it’s impossible to resist pulling over and breathing it in. Take your time; while you sit there in awe of nature’s show the roads are drying out again…

PHOTO: STUART GRANT

28 | AUSTRALIAN ROAD RIDER

THE THINGS YOU SEE

AUSTRALIAN ROAD RIDER | 29

Taking you to

grand heights Innovative Ducati Skyhook suspension, multi-level heated grips, LED spot lights, extended screen, protection bars, touring seats, 20mm higher handlebar and 58-litre side luggage, plus 48-litre rear top box all as standard. Multistrada 1200 S Granturismo. The ultimate grand tourer, now available in Ducati Red.

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■ Wider footpegs are the perfect off-road accessory

MY TOP-100 GIFTS FOR 2014 PART TWO! JUPITER’S TRAVELS

Here are a few great books and some essential adventure rider kit see we’ve had some strong agreement from your emails over my gi list of have-to-have DVDs in last month’s column. This month I’m going to touch on a few classic books and some great kit ideas for the adventure rider.

This is based on stuff I own, have read and use regularly, so it’s quite a personal perspective.

I

34 | AUSTRALIAN ROAD RIDER

Author: Ted Simon Ted, the godfather of motorcycle adventure journalism, has carved out a piece of art with this classic. It’s a read that takes you on a journey, a life journey.

The story of his 1973 world trip, over four years and 60,000 miles, is even more remarkable now when we look back and consider there was no internet, email or mobile phones.

He literally jumped in at the deep end with his brand-new factory gate 500cc Triumph Hundred — the same bike used by the British police back in the day.

The Triumph was basic, but with a three-gallon tank at 65 miles to the gallon, he could safely aim at a nearly 200 miles range. Shame this isn’t the case now for some so-called adventure bikes.

Ted grapples with the fears and worries pre-trip, something we can all relate to, but then evangelises about just how easy it is and how it’s the very things you worry about that give you your true adventure: punctures, breakdowns, missed ferries — even war zones!

He’s so down to earth too. He talks about “obtaining” a fraudulent driver’s license — if he failed his test yet again.

Nothing was going to stop him leaving Blighty on that October morning as he headed into the unknown. The very day he departed, Egypt a acked Israel and le the

Middle East in turmoil by late a ernoon.

His route planning was now in the bin.

Find out how it turned out.

ADVENTURE MOTORCYCLING HANDBOOK Author: Chris Sco If Jupiter’s Travels was the bible, here you have the instruction manual. Want to hear from someone who knows his onions?

Chris Sco must have a garden full of ’em as he’s overflowing with knowledge.

Xeroxing handmade copies of his early work, Desert Biking, Chris saw modest sales success to begin with but as always, great content rises to the top and his work morphed into the extremely successful Adventure Motorcycling Handbook, which is probably now in at least its 6th edition.

If you’re planning a trip, or simply want a good read that tickles that adventure itch, then this is for you. Chris has an amazing wealth of experience, much of it in the Sahara Desert — yes, on bikes, but also in 4x4s and even on camels.

Think of a subject relating to your planning and it’ll be there among those juicy adventure pages. Think bike, tyres, tools, packing, security, repairs — even navigation and survival — it’s all there.

The current edition is spiced up with trip reports from other experienced round-theworlders who’ve been there and done it,

BOORMAN

r Even I can have the wider pegs fitted without too much fuss

including the top man himself, Ted Simon.

I had the privilege of having a pint with Chris just a couple of weeks ago in London — clever man and great book.

You won’t regret reading this. Ewan and I actually used it for our Long Way Round preparation.

I’d love to drag more books off my shelf here, but sadly I’ll end up filling the whole magazine. However, I can’t move on without mentioning a couple of others.

Sam Manicom’s Into Africa is a lovely tale of how the novice biker can just get up and go. Great work Sam. Lois Pryce’s Lois on the Loose is a fun tale of how Lois failed an audition for a kiss-o-gram girl and said, “Enough is enough!”, then

r The Garmin Sat Nav — Zumo is an essential piece of kit for our tours

jumped on her bike to ride from Alaska to Tierra del Fuego. An inspiration from Lois.

Now for some kit talk. I love kit and I suspect the way some of our wives and girlfriends love buying shoes (I know, I know, I’m not stereotyping, just saying!), well I just love buying bits of cool bike kit.

WIDER FOOTPEGS — EASIER RIDING This may sound like an odd bit of kit to some, but seriously, if you’re planning any off-road adventure, wider pegs are a great choice. Those skinny li le excuses for footpegs are fine for nipping to the shops, but riding across a continent offroad, dump ’em! What you want is a nice craggy broad replacement, something that gives you a nice firm feel under your big clodhopper adventure boots.

Standing up on the pegs is a triedand-tested method of successfully riding off-road. You’re lowering your centre of gravity, you’re helping to steer the bike with your weight on the pegs and, of course, you’re higher up so can look further ahead. It’s always a good thing offroad, to “LOOK” where you want to go.

Touratech does a pre y good replacement for the BMW R1200GS. In fact, each year on our adventure ride through southern Africa we swap the whole fleet of bikes out with the Touratech pegs. They’re simple to swap out and only take about 15 minutes per bike. No worries with the BMW GS Adventure — they come standard on that baby!

GARMIN SAT NAV — ZUMO 660 r A collection of my favourite adventure riding books

This is part of my standard kit on any bike I use around the world. As soon as

we land in Africa, Australia or wherever, we pick up the bikes, pull out the tool wrap and fit the Zumos.

Although lots of people buy expensive sat nav mounts, the standard handlebar mount that comes in the Zumo box is brilliant. It’s a simple U-bolt affair with ball and socket joint setup to secure the cradle.

On the Beemer it takes about 15 minutes to fit, and we usually wire them straight to the ba ery. The wiring loom feeds down by the headstock and in under the panels, along the frame to the ba ery. There’s a fuse on the positive cable just where it meets the ba ery, so you’re covered if something goes awry.

The Zumo unit itself clips in and out of the handlebar cradle. It’s easy then to just pop it out for security reasons and slip it in your pocket. As with the wider footpegs, each bike we use in our Africa fleet has a Garmin 660 fi ed. All of our routes are tried and tested and we have them stored on our Garmin Basecamp So ware app on the laptop.

Each trip we review the routes on the screen with Basecamp, make some adjustments if we’ve heard of flooding or we’ve changed our accommodation etc, then the updated routes are downloaded into each rider’s Zumo. The great benefit with this is that all our riders can ride at their own pace; there’s no big pack of mad bikers screaming through a village.

I hope you enjoyed the quick personal reviews here and I’d love to hear your ideas too. Email them, snailmail them, I’d love to hear them. Now off to pack, yet again.

Charley AUSTRALIAN ROAD RIDER | 35

SEDDO

FUTURE

SHOCK GEOFF SEDDON

don’t o en get my workshop manual out. This is partly due to the fabled reliability of the air-cooled beltdriven Ducati L-twin, but mostly because I am lazy and don’t like ge ing my hands dirty. But the old girl has developed something of a soggy bo om with age and people are starting to talk.

It manifested itself on the recent Gold Coast trip, the bike scraping its belly on big bumps mid-corner and then hula dancing out of them when hard on the gas. Time for action!

It’s been so long since I adjusted my rear shock I’ve forgo en which screw is rebound damping and which is compression, which is how I found myself blowing the dust off my manuale d’officina. It came with the bike, which I bought second-hand in early 1995 from a dude called Dennis on Sydney’s lower north shore.

He was one fastidious fella, the perfect bloke to buy a bike from. He had bought it new from Northside Motorcycles in Artarmon and maintained it in be erthan-new condition. It also came with receipts for every cent he’d spent on the blessed thing, duly filed in the manual, and therein lies a tale.

The records show Dennis paid $15,995 in April 1992, less a trade-in consideration of $1345 for his Suzuki GS1000. This equates to around $28,000 in today’s money, enough to get his arse on a new Panigale 1199. Yet the Supersport 900 was a pre y basic, not especially fast bike, even back then.

The flagship Ducati of the time was the exotic water-cooled eight-valve 851

I

Dusting off the old manuale d’officina reveals that in relative terms, motorcycling is as cheap as it’s ever been and its variants, with the 916 only two years away. The base-model 95hp 851 sold for more like $20,000, equivalent to $35,000 today, and the souped-up 888cc 110hp SP3 for $28,000 or just shy of 50 large. The new 195hp Panigale R is a steal at $43,000.

“Dennis’s receipts confirmed what I have suspected for some time. For all we whinge about the rising cost of living, riding a motorbike has never been cheaper” Arguably the closest model to the old SS in Ducati’s 2014 line-up is the aircooled Monster 1100 Evo at $17,990. In terms of average weekly earnings, it took 27 weeks’ pay to buy the 70hp Supersport in 1992, but it would take less than 13 weeks to buy the 105hp Monster. Or perhaps Sir or Madam would prefer to work an extra week-and-a-half and pick up a new 148hp Panigale 899 for just a couple of grand more.

Japanese bikes are li le different.

The ground-breaking Honda CBR900RR Fireblade was also released in 1992 at $12,700, equivalent to more than $22,000 today. Yet a brand-new CBR1000RR will set you back less than $17,000. What used to take 22 weeks’ pay to buy now takes

less than 12.

But wait, there’s more! In mid-1994, Dennis put his bike in for its 10,000km service, which set him back a whopping $900. The receipt shows it included new Metzeler tyres for an eye-watering $555 the pair, and that didn’t include fi ing or balancing, let alone removing and refi ing the wheels. Eighteen years later I bought a pair of Michelin Pilots for the same bike for $400, ride in, ride out!

Dennis’s receipts confirmed what I have suspected for some time. For all we whinge about the rising cost of living, riding a motorbike has never been cheaper. The costs of helmets, jackets and accessories have also dropped dramatically in real terms, as has the burden of rego and compulsory third party insurance, despite recent increases.

So what’s gone up? Well, fuel for a start (67c/litre in 1992, equivalent to $1.17 today), speeding fines too, but perhaps the biggest cost of modern motorcycling is depreciation. There was a time when Ducatis and other prestige marques were scarce because they were an acquired and expensive taste, and held their value well. Not anymore.

The trick is to turn them over quickly, as Dennis did. I paid top dollar, $14,500, because it was a perfect example of the exact model I wanted, but I wouldn’t get half that today. Not that it ma ers. I bought it to keep, and a thousand bucks either way counts for li le nearly 20 years on.

Which is all very interesting. I still haven’t adjusted the shock. ARR AUSTRALIAN ROAD RIDER | 37

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MCKINNON

REGRETS BILL MCKINNON

The right thing to do is to sell unwanted bikes rather than let them languish, but will you kick yourself for doing it?

ike lost loves and wasted time, another of life’s mercifully few causes for regret is that special motorcycle you wish you had never sold.

The agony of your mistake stays with you forever. It might be in the middle of a ride, when you remember how beautiful that bike made you feel, or perhaps when you see another example cruise by, or in the dead of night when you wake from your very own motorcycle nightmare.

Whatever the circumstance, you can always hear yourself screaming, “Why, for the love of God, did I sell it?”

My first big bike was a Suzuki GT750 two-stroke triple. I owned a few through the 1970s and 1980s, but sold the last (and best) one, plus a spare I used for parts, for $1500 in the early 1990s. Apart from the fact that it was a fantastic thing to ride and I wish I still had it, I also managed to unload that GT at precisely the bo om of the market for 1970s Japanese motorcycles. You couldn’t give ’em away in the early 1990s. I sold mine to a bloke who was going to use the engine in a speedway outfit and take the rest of the bike to the tip.

Have you seen what a mickey mouse 1976 GT750 Waterbo le is worth now?

I wish I still had the 1986 Harley FXRT Sport Glide, too. And the 1997 Honda VTR1000 Firestorm. Regrets, I’ve had a few…

The thing is though, when I think back and try to work out exactly what possessed me to sell these bikes, plus a long list of others which, for whatever reason,

L

I now feel no sentimental a achment to (including a Yamaha XS750 and several chronically unreliable BMW boxers), it usually comes down to a very simple, purely pragmatic reason. I had a few bikes in the shed at the time, I got tired of being slugged outrageous rego fees and/or I needed cash, so I got rid of the one I didn’t ride much. The unloved child.

I understand blokes who just can’t do that, but if I have a bike that only gets ridden at ever more infrequent intervals and soon requires a regular hook-up to the ba ery charger, I start to get a bit antsy about the situation.

It’s a bit dumb to have thousands of dollars si ing there depreciating at a furious rate while at the same time being taxed another $1000 or so on it each year. If you think hard about what an idle bike really costs you, you soon begin to appreciate it for what it is.

Financial insanity.

collecting — motorcycles for the sake of it. If you’re fortunate enough to have the time to ride them all you’re a lucky man, and I want to know how you do it, but if you’re just amassing a shedful of bikes for no reason other than to satisfy some bizarre, ego-driven possessive urge, that’s a completely banal, disrespectful approach.

You’re violating the laws of nature. Those motorcycles deserve to be set free, to a life on the road and a loving rider’s caress.

So I’m selling the Suzuki 650 V-Strom because it’s the third bike in the shed, I’ve had it for three years and done only 8000km. I’ll never sell the Ducati 750GT and since I bought the Super Glide I’m rediscovering the joys of Harley ownership, so the Suzuki is parked, looking lonelier and more forlorn by the day.

It’s a peach of a bike, a 2008 model, totally bulletproof and in perfect nick, with only 33,000km on the clock, ABS brakes, a Staintune pipe, Givi crash bars, steel bash plate and hand guards. It’s about as close to the perfect all-round motorcycle as you can get, with dirt and bitumen ability, a range of up to 400km and all-day, every-day comfort.

Suzuki discounted it savagely prior to the launch of the current model in 2012 so according to the book, and a quick check on what others of similar vintage are going for on the net, it’s worth about $6500-$7000.

Jesus. That’s not much. One day I think I’m going to regret this… ARR

“A motorcycle is created to be ridden. That is its divine purpose. At rest, it’s just a collection of parts, like a Datsun” However, my disquiet goes deeper than mere filthy lucre. A motorcycle is created to be ridden; that is its divine purpose. At rest, it’s just a collection of parts, like a Datsun.

A beautiful collection of parts in some cases, to be sure (the bike, not the Datsun…) but nothing more. So if a motorcycle is not being ridden, then whoever is responsible for it is not doing the right thing.

In the same way, I just don’t get the idea of hoarding — the polite term is

AUSTRALIAN ROAD RIDER | 39

GREGOR

THE WHEELIE KING OF QUEENSLAND GREG REYNOLDS

“He teetered out onto the road, leaning forward as he gingerly accelerated away with the front wheel skimming the tar” am continually amazed by the way some people carry gear on their motorcycle. With so much information available and so many good luggage systems out there, surely only the very inexperienced have any excuse. On a recent trip back from Phillip Island, I may have met the all-time champion of bad packing and dodgy weight distribution.

I had stopped in a roadside parking area when a heavily overloaded 650 V-Strom with Queensland plates came teetering in. He was almost at a standstill when the whole show promptly tipped over on its side! I went to his aid and extricated him from under the bike, and together we managed to get the Suzuki upright and on the stand. He was unhurt and unfazed by the incident, telling me it had happened a couple of times already on this trip. I could see why.

Behind the seat was one of those heavy metal racks with a sissy bar.

A ached to the sissy bar and si ing rearward was a very large rack bag. On top of that, a ached via an ocky strap through the handle, was a toolbox.

That’s right, not a tool kit or a tool roll, a full metal tool box! On top of that was his tent and swag, which was really high

I

Who’d have thought overloading was actually a performance enhancement? and about a metre wide. A ached to the front side of the sissy bar was another smaller rack bag with a fully loaded duffle bag on top of that. Incredibly, almost all of this substantial weight was behind the rear axle.

To top it off, the rider was wearing one of those large hiking backpacks with a metal frame. It was packed to the gunwales, with his sleeping bag perched on top. He wasn’t a big guy and when he sat on the bike the top of his pack was 30cm higher than his helmet. Despite the bo om of the pack si ing on the seat behind him, the wind pressure at highway speed must have nearly dislocated his shoulders. If he came off at any speed he would likely have been beaten to death by his own pack!

The swag was like a big sail at the back and I dread to think what it was doing to the bike’s stability, much less the fuel consumption. A windy day would have been a nightmare. When I quizzed him about his quantity of luggage, he just shrugged and said he was away for two weeks and had brought everything he thought he might need. I reckon he had every “what if” covered.

He was unconcerned when I pointed out how low the Suzuki was si ing at the rear. He said, “It only looks a bit low because of all the weight on it.” Well, der.

That was before he and the pack were even on board. The bike only balanced on the stand with the aid of his special piece of wood to keep it more upright. I was amazed that the stand or sub frame hadn’t snapped yet.

When I asked him what the bike was like on the road, he was quite

blasé about it. “There’s bugger all rear suspension and I have to lean forward whenever I accelerate to keep the front wheel down. Other than that it’s fine.”

I knew then that he was either very inexperienced or totally crazy. I was a bit concerned about him so I suggested a few makeshi fixes, like pu ing all his heavy stuff as low and far forward as possible. I even offered him some straps to a ach some gear to his tank to help balance the load.

Old mate seemed a bit offended and told me he’d been riding for 20 years and he’d be fine. I simply couldn’t believe that a 20-year veteran would ride a rig like that, but I kept my mouth shut. As he put his helmet on to leave, he looked over with a loopy grin and said, “It’s actually quite a good wheelie machine.”

With that he teetered out onto the road, leaning forward as he gingerly accelerated away with the front wheel skimming the tar.

The Wheelie King of Queensland had ridden from up north to the island on what was virtually a monocycle.

Something akin to balancing on a seesaw with the rear wheel as the fulcrum.

Absolutely amazing.

Now I am sure all of you well-informed Road Rider readers either have factory luggage systems, or those you have evolved yourself, which keep the weight low, streamlined, and as far forward as is practical. Keeping the weight distribution as close to 50/50 as possible is the aim, so spare a thought for old mate running at about 1/99! He has turned a capable touring bike into a lethal-handling potential death trap. I just hope the crazy Queenslander made it home. ARR AUSTRALIAN ROAD RIDER | 41

BAGGER

ME DEAD BMW adds a bit of sport aesthetic to its bagged 1600cc luxo bullet that may surprise the sceptics STORY: JUSTIN LAW PHOTOS: TIM MUNRO, JL ick Cole, from the Bega motorcycle dealership which bears his name, raised an eyebrow when I suggested the K1600GT Sport might go all right on his favourite scratch road.

“Nah, you want something more like this,” he said, nodding at the Benelli Tre K I’d parked outside his workshop.

“You want something lighter.”

The road we were discussing was

M

42 | AUSTRALIAN ROAD RIDER

the Bonang Highway, or the Road of a Thousand Corners as one local described it, and I reckoned Mick had a point. The Benelli was purpose-built for such a road whereas my a itude was that everything from BMW with GT in the name was not.

You can’t help but be somewhat sceptical of the 339kg bike’s ability to live up to its Sport moniker. A er all, the only difference between it and the standard GT is a shorter screen, stickers, paint and glossy wheels. The engine, suspension and chassis are

exactly what you get on the GT and the GTL, which is not a criticism by any stretch.

The bagger look seems to be the current trend among big tourers and that’s what BMW has gone for here, with the cut-down screen contributing to that low-slung stance.

I don’t mind it, but I’ve seen sexier efforts along those lines so this is perhaps more an effort to hang onto the Bee Em faithful, who might find themselves casting an appreciative eye at Honda’s F6B. ►

BMW K 1600 GT SPORT

AUSTRALIAN ROAD RIDER | 43

BMW K 1600 GT SPORT

■ Shorter screen than the GT and GTL adds to the bagger look

The Sakhir Orange and Black Storm paint with the decals on the fairing and panniers reminded me of the styling exercise on the K1200RS of the late ‘90s, with its silver chequers and yellow highlights. That bike had superb highspeed stability, but was a brute to wrestle around in the corners and anyone whose last experience on a K tourer was the RS can be forgiven for being among the sceptics. However, in less than 10 years, the Ks have evolved into a very different beast and this one is much closer to its sports claim.

I’d only ridden the Sport’s GTL stablemate a couple of months before and discovered up the Victoria Pass in the Blue Mountains that it would take something pre y special in its class to be outdone in that environment.

The light steering and considerable corner clearance, coupled with stonking bo om-end grunt, made that brief experiment a cinch.

A er completing the more exacting test of the 160km Bonang Highway stretch between Orbost and Bombala, I was le in no doubt that BMW has achieved something fairly significant in big-bore tourer handling. The ease with which it changes direction and its ability to corner goes against everything 44 | AUSTRALIAN ROAD RIDER

you imagine a full-dress tourer (albeit without a top box) would be capable of.

With its low-slung weight, thanks largely to the six-cylinder 1649cc engine tilted forward 50 degrees, well-balanced mass distribution, Duolever front end and wide handlebars, you quickly forget this is an enormous bike. Granted, you don’t get the razor-sharp steering of the aforementioned Benelli Tre K or any number of other top-line sports bikes and derivatives thereof, but you soon hope to run into one to hopefully embarrass its rider.

However, chasing down crotch rocket pilots isn’t the first thing that pops into mind when you try to avoid scuffing the panniers as you ease a boot over the K1600. Instead you immediately appreciate its bulk. Off the sidestand, you know you’ve got a third of a tonne between your knees, but you also get a sense of the balance, with the 103kg engine angled low in the alloy bridgetype frame. BMW says it paid special a ention to ge ing this balance right, factoring in rider position to distribute 52 per cent of the weight to the front wheel.

That rider position on the GT and Sport is not much more than a few millimetres of footpeg and handlebar rearrangement to make it marginally less

relaxed than the GTL. It’s a longer reach to the ’bars and my knees are higher, and thanks to the frame suspending the wide engine rather than cradling it, it actually feels quite narrow.

■ The perfect ride for country B-road touring

BMW K 1600 GT SPORT ■ A big TFT screen displays a vast variety of information controlled by a wheel on the left handlebar

■ Looks angry! The two high-beam lights shed plenty of light

A run through of the bike’s features for someone who’s never encountered one before would take a good hour, the bulk of it going over the electronic gadgetry. Cruise control, Electronic Suspension Adjustment (ESA), Dynamic Traction Control (DTC), ABS, three engine maps, radio, Bluetooth, iPod connection, adaptive headlight, electric screen adjustment, even central locking for your panniers are among the features. Then there’s the MultiController that handles many of them as well as the heated seats and handgrips to make it the most luxurious of all bikes to wear the Sport tag.

Happily, I was already familiar as I had experienced the GTL, and hit the busy streets of Melbourne where the light clutch and great gouts of torque made it easy to get around. It delivers threequarters of its class-leading 175Nm at 1500rpm so you don’t need to work the six-speed gearbox too much, nor do you need to be stomping down through the

gears charging into a tight corner. I could have ridden most of the Bonang Highway in third, using that glorious grunt from the six-cylinder powerplant that is truly a wonder of modern motorbikes.

It’s electronically controlled by

“The light steering and considerable corner clearance, coupled with stonking bottomend grunt, made that brief experiment a cinch” BMW’s E-gas ride-by-wire system that enables all the other wizardry, such as the wonderfully diligent cruise control, the DTC and the three engine mapping

modes: Dynamic, Road and Rain.

Crack open the thro le in Dynamic mode — the most aggressive of the se ings — and you get a sheer rush of acceleration pushing you into the back pad of the seat. It’s claimed to zip you up to 100km/h from standstill in 3.2 seconds and I’ve read elsewhere quarter-mile times in the 11-second bracket. That’s Porsche GT3 territory.

This test bike also featured the titanium and steel Akrapovic 6-into-2 exhaust option. Apparently it makes no difference to the power characteristics of the bike, other than shaving 4kg off the overall weight, but it sounds a li le be er and looks good with its carbon-fibre end caps around that signature triple pipe treatment out the back.

It makes perfect sense, then, that traction control would be a feature on this bike. On the Bonang there were plenty of opportunities to check it out, leaning deep into corners and giving it a handful. It feels like the engine slightly ►

■ Sticker and paint treatment reminiscent of the old K1200RS

■ The Akrapovic mufflers give you a bit of weight saving and look fantastic, but offer little in the way of performance

AUSTRALIAN ROAD RIDER | 45

BMW K 1600 GT SPORT

■ The adaptive headlight is neat, but high beam needs the same technology

bogs once it senses a bit of slip, and although in Dynamic there’s supposed to be at least some lateral movement, I didn’t notice any and that means a lot of peace of mind.

Another reason I felt comfortable was that the bike handles so damned well.

The Bonang is a mix of countless 3035km/h corners, hairpins, busy sections of multiple S-bends, open sections of valley sweepers, with a few kays of dirt thrown in to make it a true test of a bike’s handling. I wanted to turn back and do it

again a er ge ing to Delegate, loving the K1600’s ability to change direction and power out of corners.

The Duolever front end is where much of that handling a ribute comes from, and continues BMW’s fine front ends that evolved from the Telelever. This Hossack-style set-up greatly reduces front-end dive, meaning you don’t load up the front suspension so much that it makes it difficult to steer. With the fantastic ground clearance on the K1600, that means not a whole lot of chicken

■ The panniers are good for a few days away, but aren’t big enough to swallow a helmet

46 | AUSTRALIAN ROAD RIDER

strip on the Metzeler Roadtec Z8 Interact tyres.

Only once did I get a cold rush in the sub-abdomen region when I misjudged a corner in the dirt. Happily I’d set the bike to nanny mode (ESA Comfort for a bit more give, DTC Rain for most intrusive traction control and so est acceleration map), allowing me to turn in and gingerly accelerate a er the ABS had slowed me enough to safely negotiate the corner.

I put that mishap down to a long day in the saddle, including a hot ride out of the city, eased by the opening of two deflectors on the fairing under the handlebars that channel air onto your chest. They work well and create good airflow around your torso to eliminate the hot air problem caused by bigscreened tourers, with the penalty a bit more buffeting. The chopped-down screen works fine and when fully raised, deflects most of the air over your helmet without the negative air pressure you get with the GT’s higher version.

I passed the time on the long and tedious stretch of highway through Gippsland playing with the electronic screen adjustment and studying the effects on the fuel economy with the deflectors open and closed (0.2 litres/100km). The experiment was conducted with the cruise control and computer that calculates fuel economy, distance to empty, average speed, trip times, how your shares are performing

BMW K 1600 GT SPORT ■ The Hossack-style Duolever front suspension gives you excellent handling without compromising touring comfort

■ You can even hook up your phone in a specially padded compartment

on the ASX (not really) etc, all displayed on the 5.7in high-resolution TFT colour display and operated by the multi-controller menu bu on and function wheel.

The default screen for the display is the audio that will play the radio or music from your MP3 unit, iPod or USB stick, with the wheel adjusting volume. (You can hear it okay up to 100km/h, but ge ing the Bluetooth BMW helmet would be the way to go for decent sound.) Click the selector wheel side to side and it will select tracks or change the radio station. It’s very intuitive and makes those functions easy and safe to use on the road.

It was 8pm when I hit Bombala and the petrol station was closed. I had 155km to go and the bike was showing 130km of range, thanks to the spirited run up the Bonang that had pushed the fuel economy into the high 6s a er the highway cruise returned 5.2L/100km. I went into conservation mode (cruising at 95km/h) and by the time I started down Brown Mountain, I’d got the range up to 150km.

It was dark for the descent so a great opportunity to check out the worldfirst adaptive headlight. It works with a mirror above the xenon low-beam light, which sits between the two high-beam ■ The seat cradles your bum so nicely you can easily get to the end of the 500km fuel range before you feel the need for a rest. It’s even heated!

lights and swivels via a server motor activated by sensors that measure the banking angle. It works great, but is overpowered by the even more excellent high beams, so you only really notice it on low beam. Applying the concept to the high beams would make more sense on dark country roads.

To conserve fuel I kept the bike in sixth the whole way down, le ing momentum and torque get me around the hairpins, and it did it easy. Even more pleasing was that by the time I hit the Princes Highway just north of Bega, I had fuel to spare and comfortably made it home at 10.30pm.

I’d ridden since 8am and was buggered, but not once along the way did I get so uncomfortable or tired that I considered stopping anywhere overnight. Granted, I stopped for food and once for fuel (I got about 450km out of the tank in the end), then plenty of times for photography, but my arse had been so gently cradled by that wonderful seat that a er stepping off the bike I was able to walk tall, rather than crawl through the front door.

Clearly BMW had one goal for the K1600 — to make its touring flagship as dynamic and easy to ride as possible.

It certainly achieved that with a model that will challenge serious bend weapons, and this Sport bagger derivative is a neat option for those who want a bit more style. ► AUSTRALIAN ROAD RIDER | 47

■ The shorty screen is electronically adjustable and still provides excellent protection

QUICKSPECS Model: BMW K1600GT Sport Price: $35,490 (plus on-road charges) Colour: Sakhir Orange/Black Storm Warranty: 2 years, unlimited distance Servicing intervals: 10,000km Engine: Oil/water-cooled inline 6-cylinder, DOHC, 4 valves per cylinder Bore x stroke: 72 x 67.5mm Displacement: 1649cc Compression: 12.2:1 Power: 118kW @ 7750rpm Torque: 175Nm @ 5250rpm Transmission: Wet multiplate slipper clutch, 6-speed gearbox, sha final drive Frame: Bridge-type cast-aluminium,

THAT NOTCHY TRANSMISSION BMW marketing manager Miles Davis was keen to offer a solution to the criticism I made of the K1600GTL’s transmission. I’d described the shi as notchy and agricultural under your toe, something at odds with the rest of the

load-bearing engine Dimensions: Seat height 750mm, weight 348kg (wet), fuel capacity 26.5L, wheelbase 1680mm, rake 27.8°, trail 106mm Suspension: Front, Duolever with ESAII, 125mm travel. Rear, Paralever with ESAII, 135mm travel Brakes: Front, twin 320mm discs, 4-piston caliper. Rear, 320mm disc, 2-piston caliper Tyres: Front, 120/70 ZR17. Rear, 190/55 ZR17 Fuel consumption: 5.2L/100km Theoretical range: 500km Verdict: Sport moniker well justified

bike’s refinement. It turns out there’s a reason and a solution.

Miles said that using less clutch play, almost flicking the lever rather than pulling it to the bar, would yield the best results. The reason is that the 10-disc wet clutch is “self-energising” (according to the literature) or power-assisted, so you

only need a li le bit of play on shi s, pulling it all the way in at rest only.

If you’ve ridden powerful bikes, you know they need a heavy clutch and around town that will soon have your le forearm aching for a rest, so this is the trade-off between a light clutch action and the strength to handle the 118kW delivered through it. You can feel it pulse at idle, but that soon disappears under acceleration, and using the light flick method on downshi s did make for smoother shi s. Matching the revs made it even be er although the slipper clutch will forgive you if you get it wrong. ARR

■ The gearbox sits above the crank and is linked to the stonking 175Nm by a power-assisted clutch

48 | AUSTRALIAN ROAD RIDER

HONDA CTX70 0NA

URBAN CRUIS

50 | AUSTRALIAN ROAD RIDER

SER

This no-fuss street cruiser hits that middle market with a cheap-aschips alternative to chrome and leather STORY: MATT SHIELDS PHOTOS: TIM MUNRO n 2009 I was si ing in the exhibition halls of the Tokyo Motor Show listening to Honda’s presentation of new models and the company’s plans for the future. At this point in time the motoring world was starting to feel the effects of the GFC properly and it was showing with regard to new models: they were fairly thin on the ground.

Given that this show was Honda’s traditional unveiling event for its new models, it quelled public disappointment with the VFR1200F, the star of the show.

While the bread ‘n’ bu er sportsbike CBRs — those that were updated every two years and overhauled at least every four — got an electronic ABS system, it was the rest of the range that proved most interesting. In retrospect anyway.

Honda made no qualms about the fact that, in the new model presentation, it was to build bikes for two pressing needs: demand for alternative fuel source and economical commuter machines; and machines that will sell in volume to ensure the company can ride out the effects of the impending retraction of worldwide motorcycle sales.

The new machines that would sell, they said, were those that would pull at the heart strings and sensibilities of cashed-up baby boomers — CB1100, CB1300, VFR1200F — and also those that would be key models in big markets like the USA — VTX and VT1300s. It was an interesting shi for Honda, a brand that had a lot of its success derived from motorsport-related models. But the formula has worked and Honda has got its position back as number one in a lot of markets around the world, including Australia.

Looking at the model line-up today, you can see it is very different to the ►

I

AUSTRALIAN ROAD RIDER | 51

“Its low seat height, delightfully easy-touse engine and great handling will attract new riders" Honda we knew five years ago and still clearly targeted at selling models on the global platform. The most interesting change to reach this point is a higher concentration of motorcycles in the 500800cc range across the model line-up, something that is also occurring in many other manufacturers’ model ranges.

The shi signifies a new wave of thinking by manufacturers regarding the consumer. They now know there are a lot less aspirational purchasers out there and people are buying with their brains, not with their hearts.

Additionally, no capacity of machine is more practical than those in this range for what riders need. They have all the power you want, are o en the weight and size you need, and are genres (like nakedbikes, sports-tourers, etc) most people look for. Lots of requirements are met, but it’s the want factor that seems to go missing, as Australians have always wanted the bigger motorcycles.

52 | AUSTRALIAN ROAD RIDER

But perceptions are changing and the increasing popularity of this new middle class is testament to that.

The most extensive model line-up in this 500-800cc capacity range would have to be five bikes (see sidebar) built off the Honda parallel-twin engine platform that includes a cruiser, dual-sport, nakedbike, scooter and a tourer. The CTX700N is labelled the cruiser, but is more of a naked-cum-cruiser version in the range.

The CTXs are the touring/roadsters of the range that come under the idiom of “comfort, technology and experience”.

Drop the first ‘e’ on experience and you’ll get it.

There’s a bit of overlap in the purpose of each of the five parallel twin models, but the N is the one that makes sense for the urban commuter-cum-weekend blaster and occasional tourer. Yes, it has the goods to do what 99 per cent of us will only ever do on our motorcycles. It speaks practicality and sensibility in volume.

THE OTHERS Honda’s new range, based around the 55-degree parallel-twin engine and its chassis, is one of the best examples of cost-effective manufacturing for the global market.

Honda has used a base platform to create five distinctly different motorcycles: the CTX700N cruiser, NC750X dual-sport, NC750S nakedbike, NC750D scooter and a CTX700A tourer.

Both the scooter and the tourer are produced in a DCT (Honda’s Dual Clutch Transmission auto gearbox set-up), although in Australia we only get it on the tourer for an extra $1000.

The NCs are the more performanceorientated models in the model platform and, as such, have grown to 745cc for 2014 thanks to a 2mm-wider bore that brings with it more power and torque, with minimal change to the excellent fuel economy of the 670cc engine.

We don’t get the NC750X dualpurpose/all-roader in Australia — a machine that is probably best suited to this country out of the entire engineplatform range. Maybe one day though!

HONDA CTX70 0NA ■ All the basics in a neat package

r Simple twin-piston calipers on the wave disc with the ABS sensor inside

ENGINE AND CHASSIS The CTX/NC model platform uses a liquid-cooled, SOHC, eight-valve, 670cc, parallel-twin engine. For 2014, the NC has grown to 750cc thanks to a 2mmwider bore — now out to 75mm from 73mm — while the stroke measures 80mm in both model lines.

The cylinder block sits at 28 degrees off horizontal and positioning it as such has allowed Honda to create a near-vertical intake tract. This, the longstroke motor with a balance shaft and refined combustion chamber have been designed to give the engine the

smooth, lowdown grunt it delivers.

Fuelling is via a single 36mm fuelinjector body and drive is delivered via a six-speed gearbox.

The CTX uses a steel frame to carry the low-lying engine. A Pro-Link rear suspension set-up features a single shock with preload adjustment. Up front are non-adjustable 41mm forks, while the wheels are 3.5in and 4.5in wide front and rear respectively. The brakes are

by Nissin: 320mm disc with twin-spot caliper up front and 240mm disc and single-piston caliper at the rear, both with ABS.

Jump in the saddle and you quickly realise the CTX doesn’t feel totally like a cruiser, just a lot like one. It’s a very natural riding position that is quite roomy and keeps your feet and hands up front and wide and your backside low: vibe-free and smooth sailing. Its model name won’t pigeonhole it as a cruiser, as it is more of a relaxed nakedbike, and looking at it won’t tell you that.

Thumb the starter and the refined 62-degree parallel twin still doesn’t give a hint of what it has to offer. Feeling mild idling away, twist the thro le and it delivers its power and torque all in the low to midrange; it delivers most of its torque in the bo om-end and most of it by 4750rpm. Up high in the rev range, there’s nothing to be gained from revving it to the so action rev limiter at just over 6000rpm. It gives what it has got, all without the slightest hint of aggression from the exhaust.

The power has clearly been designed for around town and urban riding.

Delivery isn’t brutal and the thro le progression makes for a powerband that’s delightfully easy to use. It equally makes for a powerband that won’t get you into trouble working the thro le and the need for traction control isn’t warranted.

If you ever thought this bike was going to labour along at low rpm like a cruiser does, a ride around the block would quickly dispel that notion. The gearbox ► AUSTRALIAN ROAD RIDER | 53

QUICKSPECS Model: Honda CTX700NA Price: $9049 (plus on-road charges) Colours: Candy Prominence Red and Ma e Gunpowder Black Metallic Warranty: 24 months, unlimited kilometres Servicing intervals: 1000km, 12,000km and every 12,000km a er that Engine: 62-degree parallel-twin Bore x stroke: 73 x 80mm Displacement: 670cc Compression: 10.7:1 Power: 35kW @ 6250rpm Torque: 60Nm @ 4750rpm Transmission: 6-speed gearbox, wet multiplate clutch

has a good spread of ratios and first gear is low enough for crawling along without using the clutch, while sixth gear barely makes a fuss out on the open road.

The engine’s performance complements the very relaxed geometry of the CTX’s chassis. Si ing with its weight already low thanks to the forward-slanted engine and low seat height, the CTX starts to feel less of a nakedbike and more of a cruiser. The wheelbase is long, but the front-end isn’t 54 | AUSTRALIAN ROAD RIDER

Frame: Tubular steel trellis Dimensions: Seat height 720mm, weight 219kg (wet), fuel capacity 12.4L, wheelbase 1530mm, rake 27º, trail 114mm Suspension: 41mm telescopic front fork, twin rear shocks with preload adjustment Brakes: Front, twin-piston, sliding pintype caliper on 320mm disc. Rear, singlepiston, sliding pin-type caliper on 240mm disc. ABS Tyres: Front: Metzeler Roadtec Z8 Interact E, 120/70ZR17M/C (58W).

Rear: Metzeler Roadtec Z8 Interact, 160/60ZR17M/C (69W) Fuel consumption: 3.9L/100km Theoretical range: 317km Verdict: No-frills roadster at a great price

too raked out so it still turns quickly.

On the flipside, it’s super-stable midcorner but doesn’t have enough ground clearance as the ’pegs touch down on quickly executed roundabouts.

The suspension isn’t doughy, just lightly sprung and quick in its stroke.

The CTX might carry its weight quite low, but there is a lot of suspension travel available both front and rear; Honda has done its homework on ge ing the spring rates and damping spot on. I

r Wave brake discs add to the aesthetics

couldn’t fault the package in any urban se ing or sno y back country road. A mighty good job for what could be best described as basic suspension.

If you do decide to load up and ride off into the weekend, the rear suspension has preload adjustment but the adjuster ►

HONDA CTX70 0NA Pillion seat isn’t really a long-distance option

isn’t easy to get to. Conversely, as basic as the kit on the CTX is, Honda hasn’t forgo en the niceties that you come to expect from any bike these days, regardless of price — stuff that makes covering big distances easier, like a multifunction dash, rubber-mounted ’pegs, a trick li le in-tank waterproof glovebox, and man-sized luggage tiedown hooks under the pillion seat.

Pillions will have their legs high and bum low on the back. Keep your company small and all will be well.

Braking is another aspect that performs its role perfectly well while not being overly flashy. A twin-piston sliding caliper at the front and a fixed single-piston caliper rear with ABS 56 | AUSTRALIAN ROAD RIDER

Little luggage tie-down hooks add subtle practicality

control are more than enough brakes for this machine, and the wave discs complement the aesthetics of the bike well, though I doubt they give any performance gains.

One aspect I’d like to see a few years down the track is how well the plastic shrouds and bodywork stand up to the test of time. Everything on this bike is black. No gloss to be seen except on the fairing screen, and a hint of sheen off the engine, bodywork, fork legs and wheels.

The CTX is a bike that any rider will feel comfortable on. Its low seat height, delightfully easy-to-use engine and great handling will a ract new riders and experienced hands. Its style is something that drew polarising opinions every time

I was out on it — it’s loved or hated.

Nothing on this bike is flashy — except for the beaut LCD dash — yet everything works well and it is built to an excellent price for the performance the CTX delivers. It is economical and has huge, relatively inexpensive service intervals. It screams sensibility in every respect.

The CTX makes no claims to be anything other than what it is: a plain Jane road bike that does everything without the slightest fuss. But are Australians going to be so accepting of what is, in essence, an urban cruiser? I really do hope the CTX gets the success it deserves, as it is such a sensible choice for so many riders out there. ARR

58 | AUSTRALIAN ROAD RIDER

Yamaha MT-03

FLICK KNIFE Don’t want to follow the crowd? Then the quirky MT-03 might be just what you’re looking for STORY: NIGEL CROWLEY PHOTOS: HEATHER WARE s a learner, possibly trying to make ends meet, choosing a motorcycle is as much about affordability and reliability than anything else, whereas deep down what you’d rather be basing your decision on is how cool and different it is. Well, if you want all of the above, have a butcher’s at this.

Since its original appearance as a concept bike at the 1999 Tokyo Motor Show, the big daddy of the MT family, the V-twin 1670cc MT-01, has always been in a class of its own. While the recent three-cylinder MT-09 and just-announced parallel-twin MT-07 have slightly betrayed the outright quirkiness of the family look, the 660cc MT-03 definitely reflects its heritage, right down to those unique tail pipes.

This bike has actually been around overseas since 2006, but until now hasn’t been available in Australia, primarily due to cost. Luckily for us

A

that’s all changed and with a ride-away price of $9999 (with the special offer they have at the time of writing), it’s also something of a bargain.

It’s built around essentially the same single-cylinder powerplant as the XT660 which, although tuned for bo om-end power rather than top-end speed in this application, has been around long enough that reliability is unlikely to be an issue.

The bike is variously described

by Yamaha as a Torque-Sport and a Roadster-Motard, but whatever pigeonhole you care to invent for this bike, if I was a learner I’d be positively salivating at the thought of riding it.

In fact, even as someone who ripped up their L-plates while Noah was still in carpentry classes, I was really looking forward to giving this thing a crack.

With so much of the bike crowded forward of the centre-line and the enormously long swingarm hanging out the back, this is a pre y striking motorcycle right off the bat and the more you look at it, the more cool design details you notice. ►

AUSTRALIAN ROAD RIDER | 59

Yamaha MT-03

■ Booking your accommodation in advance means you won’t be stuck with a park bench to sleep on

■ Dial in your suspension according to the weight you’re carrying

■ 660cc of single-cylinder goodness make it a good legal-speed town thrasher

“It’s super fun in town and turns every commute into a game. I’d go as far as to say it might even improve your skills” Those distinctive mufflers, which produce a frenzy of popping and banging on the overrun, are just two outlets from a single chamber housing the catalytic converter. The rear shock is the other thing that grabs your eye, and Yamaha has finished it in a bright red to help you notice it.

The uniquely shaped and elaborately upholstered two-piece seat is also pre y hard to ignore, what with its suede-like

black and grey covering and brightwhite stitching echoing the three main finishes on the bike. There’s also a stylised “M” (trademark of the entire MT range) embossed in the thick pillion seat, complementing those on the tacho and fork legs.

The motocross-wide one-piece ‘bars are a cool gunmetal grey too, rather than the usual black or chrome, and exactly match the finish on the engine,

the chrome bar-end weights and clear indicator lenses, adding an extra touch of class.

The fuel tank, with its NASCAR-esque graphics, is made from nylon to allow for easier production of more radical shapes and certainly uses the material to best advantage. It’s slim where your legs meet it before splaying out in dramatic fashion forward and around the fork legs, allowing it to hold 15 litres of juice in a surprisingly small package.

The specially designed lightweight 17in wheels, wrapped in 120/70, 160/60 Pirelli Scorpion tyres, feature five superthin spokes and really look the part.

In addition, this is one of the few bikes

■ The MT-03 is so much fun you’ll probably end up going around roundabouts three times before exiting

■ The pipe treatment to let you know you’re in the MT family

60 | AUSTRALIAN ROAD RIDER

Yamaha MT-03

■ The bike corners well, but don’t get carried away with the preload adjustment

■ NASCAR-style graphics on the 15L tank add to the street fighter image

where the rear light/indicators/numberplate assembly looks like it’s meant to be there. In fact, so much thought has gone into this bike there’s even a li le wire guard between the header pipes and the oil-tank cap to prevent you from burning your fingers if the bike’s hot.

With the oil filter housing easily accessed on the right-hand side of the engine (just above the water pump) and a casse e-type air filter under the rider’s seat, maintenance should be that li le bit simpler too. But enough of the airy-fairy cleverness of Japanese design studios.

I was busting to go for a thrash to see if once again my license could survive the rigours of testing motorcycles for a job.

Well, I’m very happy to report that it came away unblemished by the over-eager hands of the local constabulary, thanks mostly to the fact that you can go fast slowly on this thing. That is, even if you’re feeling particularly masochistic, you’ll be hard pushed to sustain much over 120 as it’s not a comfortable place to be for either you or the bike, although it will top out at

over the 150 mark if you try.

The really good news is how much of a blast you can have ge ing there. One look at that big rear sprocket tells you this bike is all about acceleration rather than land speed records and its happy hunting ground is darting around town, slicing traffic to absolute ribbons rather than thudding along the freeway.

If you rode this bike blindfolded, apart from shortly being in hospital, you’d swear from the ergonomics and that big-single vibration that it was a dirt bike. You sit up reasonably high at 805mm (5mm less than a CB500X) and well forward, near the headstock, holding onto ‘bars wider than your shoulders.

Then you nail it. Honestly, even

though it’s never going to quite pull your arms off, blasting away from every stop sign and traffic light is ludicrous fun and entirely addictive. You’ll be in third gear before the cars around you have even moved and with that pronounced forward weight bias (52 per cent-48 per cent front to rear according to Yamaha) you can pin every gear without fear of li ing the front wheel. Of course, if that’s your bag, a brief ping of the clutch will easily help you save on front tyre wear if you get my dri .

Talking of which, the rubber does feel quite hard, which for tyre life is probably no bad thing given how much this bike begs you to be either hard on the thro le or hard on the brakes. But do a few kays ►

CHEAPER STILL Yamaha has announced a new Capped Price Service scheme exclusive to the MT-03, making it even easier on the pocket. You’ll pay no more than the listed price for scheduled services for the first three years, or 30,000km, whichever comes first. This covers all of the four major services required: 1000; 10,000; 20,000 and 30,000km.

■ The long swingarm gives the rear that groovy dirtbike style

AUSTRALIAN ROAD RIDER | 61

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Yamaha MT-03

“This is one of the few bikes where the rear light/indicators/ number-plate assembly looks like it’s meant to be there" before you take any liberties with grip — thanks to all those foot-pounds, I had the rear breaking away when stone cold.

In town, even the most forgiving critic could only describe the delivery as lumpy, although at freeway speeds things do smooth out somewhat. At very small thro le openings the motor hunts noticeably as it tries to keep that big piston moving on just a whiff of gas. In fact, on a few occasions it got its reciprocating knickers in a twist and stalled for no real reason. It would always fire up instantly so this wasn’t much of an issue, but it is best to keep it revving slightly.

Also, in slow-moving traffic you’ll quite o en find yourself in no-man’s land — too fast for first gear and too slow for second. This requires not only a lot of cog swapping, but also constant feathering of the clutch to so en the on-off nature of the thro le response.

However, that’s not to say riding this in traffic is a chore: it isn’t. Rather, you just

■ There’s a definite dirtbike feel with the rider position

need to be more involved in the riding process instead of just being a passenger.

With the quick-turning agility offered by those wide ‘bars, the great forward vision, the brilliant acceleration and the fruity racket from the pipes, darting through the traffic like a mosquito on a rainy day is just fantastic fun. So much so, in fact, that I o en went an unnecessarily long way round to work, into and out of the city, just for a laugh. Best part of the day.

Not only does this feel like a dirt bike,

but you can ride it like one too if you choose — si ing upright, elbows out and pushing the bike down into corners.

In an urban environment it responds extremely well to this sort of treatment and only adds to the fun.

Where the speed picks up and the corners get faster it’s best to revert back to a more conventional approach though, keeping your bodyweight to the inside of the corner and standing the bike up. Once I’d dialled out some of the ►

■ There’s a wonderful crack and pop that emits from the MT pipes that tends to warm the toolkit more than you might like

NOT UNIQUE ENOUGH? Plenty of genuine accessories are available for the MT-03, covering everything from luggage to pipes, which Yamaha calls the Urban A ack range. You can individualise your bike with, among other things, a flyscreen, engine bash-plate, radiator cover, crash bungs and single-seat cover. There’s even a tank-bag mounting bracket that bolts to the filler-cap surround to get over the fact that magnetic luggage is a no-no. For the full range and prices go to yshop.yamaha-motor.com.au.

■ The twin exhaust headers extract from a single chamber so don’t get confused about how many cylinders you have

■ A big bright eye in the middle of the sparse frontend treatment

AUSTRALIAN ROAD RIDER | 63

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Yamaha MT-03 stiffness in the rear, an easy job given how accessible the preload collar is, the bike handled well enough. And although the front does have a slight tendency to kick off bumps, you can still happily ride to the edge of the tyres.

Don’t get too carried away with the preload, though, as just a few turns of the adjuster makes a big difference to the action of the shock, and as you can’t alter the forks to match, it’s easy to introduce an imbalance between the front and the rear, making the bike prone to wallow if you flick it in hard — which you will.

Thro le response off faster corners was more than adequate in terms of drive, and at higher revs the pick-up much less abrupt than in town. Don’t bother revving it out to redline, though, as by then power has started to drop off noticeably. Best to shi up around the 6000rpm mark.

Although long motorway stints are not the natural habitat of this bike, it can still hold its own at legal speeds and you’ll also be able to stick in the odd rapid overtake without too much trouble, helped by the excellent rear vision courtesy of the mirrors being out so wide.

The seat is also comfortable and roomy enough to happily see off a

QUICKSPECS Model: Yamaha MT-03 Price: $9999 (includes free on-road costs at time of writing) Colours: Competition White, Midnight Black Warranty: 24 months, unlimited distance Servicing intervals: 10,000km Engine: Single-cylinder, liquid-cooled, 4-stroke, SOHC, 4-valves Bore x stroke: 100 x 84mm Displacement: 660cc Compression: 10.0:1 Power: 33kW @ 6250rpm Torque: 56Nm @ 5500rpm Transmission: Wet, multiplate clutch, 5-speed gearbox, chain drive Frame: Steel tube truss diamond Dimensions: Seat height 805mm, weight 192.4kg (wet), fuel capacity 15L, wheelbase 1420mm, rake 26º, trail 97mm Suspension: Front, non-adjustable, conventional 43mm forks with 130mm travel. Rear, laterally mounted, preload adjustable only with 120mm travel Brakes: Front, dual 298mm front discs with 2-piston calipers. Rear, single 245mm disc, single caliper

■ Chunky, almost industrial styling takes cues from various motorcycle sources but doesn't hide the off-road origins

couple of hundred kays, which is about when the fuel light will give you an excuse to stop and stretch your legs, even though, with its average of 5L/100km, there’s close to another hundred kays of range le . There’s a fuel trip-meter on the minimalist-looking clocks which automatically activates when the petrol light comes on to give you some idea of how far you can stretch things.

The pillion can get a bit warm from the proximity of the pipes but not to the point of discomfort, although the underseat tool kit gets bloody boiling — worth bearing in mind if you decide to whip out the C-spanner mid ride.

Overall, the baby of the MT family is a great bike and a brilliant learner machine;

■ Cute little dash is far more subtle than the sidemounted suspension unit!

it’s super fun in town and turns every commute into a game. Even though it’s not exactly a relaxing ride, it certainly keeps you focused. I’d go as far as to say it might even improve you skills.

It’s not intimidating in any way and certainly seems extremely well put together, the benefits of a near eight-year model life. The brakes have plenty of feel front and rear without too much power or initial bite to take a novice by surprise.

The gearbox is light and accurate and the handling safe and predictable with those proper-size tyres.

If you’re interested, get on one now while Yamaha is picking up the on-roads and also earn extra kudos for being on something a bit out of the ordinary — before everyone buys one. ARR

AUSTRALIAN ROAD RIDER | 65

66 | AUSTRALIAN ROAD RIDER

YAMAHA TMAX

TMAX

SCOOTER

EVEN BEAUTER Yamaha again raises the bar with its new TMax

STORY: MATT SHIELDS PHOTO: TIM MUNRO ntroduced in 2001, the TMax redefined what a large-capacity scooter was meant to be. While other manufacturers tinkered with handling and performance on the few big scooters available at the time, the TMax came from nowhere and blew them all away, se ing new benchmarks in those areas and mixing them with scooter practicality.

These days, the maxi-scooter market is starting to segment into two sub-classes.

On the luxury side of the divide you have the Suzuki Burgman 650 Executive, BMW C650GT and Piaggio X10. On the sportier side there are the BMW C650 Sport, Aprilia SRV 850 and Honda NC700.

The sportier side of the maxi scooter sub-species is growing as other

I

manufacturers are pu ing a lot of development into their examples too, particularly those that have failed with mid-capacity automatic motorcycles.

Typically, maxis are 500cc or bigger, they have loads of storage space, and enough handling and engine performance to do everything a touring motorcycle can do.

In amongst the maxis, the TMax has set the path on which the sportier maxis are following, with a lighter, be erperforming and super-handling scooter.

Yamaha’s efforts behind the secondgeneration TMax in 2008 saw it adopt an alloy frame very similar to the one it has now. The focus then, as it is now, was to create a more “motorcycle-like” feel with less bump steer and floating, more directsuspension action and response. And in 2014 it has delivered an improvement on the previous great-handling and ►

AUSTRALIAN ROAD RIDER | 67

■ The wheelbase remains unchanged and helps provide excellent stability out on the road

performing TMax of old.

At a glance, it seems as if the TMax has come in for a redesign. The styling all over the scooter echoes from the YZF-R6 and R1 and gives a good indication of the TMax’s sporting intentions. From the fold-out pillion footpegs to detailing on the gauges and the compact tail-light assembly, it looks like it is straight off the sportsbike range.

There’s a lot of intricate design work in the TMax, plus a touch of faux carbon and a lot of black. Best of all is that the quality of finish has again been stepped up a notch. But the changes to the 530 TMax go a lot deeper than the bodywork.

The adoption of a swingarm and belt drive on the rear end moves away from the conventional CVT housing and that has an immense knock-on effect on the overall handling characteristics.

On maxi scooters you typically get heavier steering and plush suspension, and to describe a good-handling maxi scooter is to compare it to other maxi scooters. However, Yamaha’s TMax has taken the level of handling to a new level with a ride that is more compliant, steering that is sharper, and with excellent levels of feedback to the rider from the chassis.

So how has Yamaha turned the TMax from a scooter that handles like a sporty maxi to a scooter that handles more like a motorcycle? Primarily, going to the new swingarm and belt drive has 68 | AUSTRALIAN ROAD RIDER

■ Looks like a Transformer with a hangover staring back at you

■ Improved handling thanks to a reduction in unsprung weight

“The focus was to create a more ‘motorcycle-like’ feel with less bump steer, more direct suspension action and response” ENGINE There has been a focus on ge ing as much torque from the engine as possible and to do so the focus has been on improving combustion, as well as reducing friction, reciprocating weight and pumping loss.

The TMax 530 engine is a DOHC, four-valve-per-cylinder parallel twin.

The bore has been widened 2mm to give the capacity increase, and a redesign of the piston shape and combustion chamber roof sees a compression ratio drop from 11.0:1 to 10.9:1.

The combustion chamber roof is reshaped, there is a new camsha profile, both inlet and exhaust tracts are new and the exhaust pipe is longer. The inlet manifolds are now made from plastic.

When it comes to weight reduction, there are lighter components like the forged aluminium pistons and aluminium balancer sha .

There has been work done on ventilation within the engine to reduce power loss through the pumping effect.

The balancer sha is now vented, with similar vents in the crankcase walls to reduce pressure on the piston.

YAMAHA TMAX

■ The revamped rear end with swingarm and belt drive revolutionise the TMax’s handling

■ A helmet will fit under the seat

■ A tallish seat is comfortable enough, but not in the luxury class

CHASSIS Running a die-cast aluminium frame, the architecture of the TMAX’s chassis has a motorcycle look to it, but is shaped in a characteristic maxi-scooter swoop from front to rear.

The four-spot calipers on 262mm discs up front, along with the big 43mm forks and neatly packaged swingarm, are very motorcycle-like and also result in sharper, more responsive handling.

A lighter sidestand, inlet manifolds and engine internals have contributed to a 4kg weight saving, however ditching the typical CVT final-drive housing and using a swingarm and

belt have been the major factor. By removing a lot of weight from the rear, there has also been a shi in weight bias towards the front of the TMax. The adoption of a swingarm on the back of the CVT has been done by using a belt final drive that can be tensioned by a sliding-block adjuster system on the rear axle. The shock is mounted neatly beneath the engine and operates by being pulled rather than pushed.

Even with the changes to the chassis, the wheelbase of 1580mm and seat height of 800mm are carried over from the previous model.

ditched a chunk of unsprung weight out of the rear end. It also allows the rear suspension to have a more precise operation and shi s the weight bias to the front. This has led to a more direct feel from the front end and more direct feedback through the suspension. By centralising the mass of the TMax, there is also a bit more weight up higher to throw from side to side.

The TMax is much more controlled in its suspension actuation when given bumps to deal with while cornering, hard under brakes and flicking it side to side.

And when it comes time for stopping there is a sportsbike-like set of four-spot calipers on 267mm discs up front and a 282mm one at the rear.

There was no ABS fi ed to the test bike, which was a 2013 model, although Yamaha now offers ABS as standard equipment. Assuming the TMax system is as good as any other Yamaha ABS system, it’ll be a good thing. And with other maxi scooters adopting traction control — something that uses the ABS sensors, among other things — you can only imagine that Yamaha will throw traction control on the TMax very soon.

It doesn’t need it, but it’d sure be good on a sporty machine like this. ► AUSTRALIAN ROAD RIDER | 69

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YAMAHA TMAX

■ The chunky park brake lever doesn’t do much for the aesthetic

■ 43mm forks suspend the bike over 15in wheels and strong twin-disc brakes

The engine hasn’t had just a tweak; the changes are huge. Most of the focus for improvement has been centred on giving the TMax more torque.

By focusing on more efficient combustion, less reciprocating weight in the engine and minimising friction, there has been a definite boost to the low- to mid-speed punch.

Out on the open road the TMax is very fast and very responsive to every whiff of thro le. There’s good pull from a standstill, but although it’s not shockingly sharp, you’ll keep many motorcycles honest in a blast away from the lights.

The engine really starts to make its power around the 5000rpm mark and the power characteristics are nicely mated to the revamped transmission that now delivers power to the back wheel via the

new belt. The belt drive is something that may bother some backyard mechanics, but the system is simple to adjust. If you have ever done the tension on a motorcycle chain, you’ll have no problems with the TMax’s belt.

The improvements to engine performance haven’t seemingly come at much of a cost as fuel consumption is around 4.5L/100km. This sees a theoretical range in excess of 300km from the small fuel tank.

While Yamaha offers a large range of genuine accessories that will bring the TMax up to a level of spec close to that of the maxi scooters, there are some niceties to be found that many of the sportier maxi scooters don’t have. The boot is just big enough for a helmet, there’s a light in there and there’s a key-lockable compartment on the right ►

LUDOVIC LAZARETH

MARCUS WALZ

ROLAND SANDS DESIGN

“As soon as I started working on the Hyper Modified TMax I had one goal: to go faster than 200km/h. To achieve this I fitted the supercharger, which has increased the TMax’s power by around 30 per cent to nearly 45kW. It is now very rapid and sounds incredible.”

“With the Hyper Modified TMax I have tried to keep the bike very clear and recognisable as a TMax. I didn’t want to create a spaceship out of it!

I concentrated on keeping the stock lines and optimising every detail while reducing the bike’s weight.”

“I saw a picture of one naked and was blown away by what was underneath the fairing. I was surprised as structurally the TMax looked really cool — different and a little bit weird, which appeals to me. I’ve got a scooter in my garage now — I didn’t think that would happen!”

“Out on the open road the TMax is very fast and very responsive to every whiff of throttle” THREE OF A KIND Three of the world’s best-known custom bike builders have added their personal touches to the latest-generation TMax. Fresh from doing similar things with Yamaha’s VMax last year, Roland Sands, Ludovic Lazareth and Marcus Walz all approached Yamaha for the chance to work their magic on another unique Yamaha.

AUSTRALIAN ROAD RIDER | 71

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YAMAHA TMAX YAMAHA TMAX Price: $12,999 plus on-road costs Colours: Sonic Grey Warranty: 24 months, unlimited km Engine: Forward-inclined, liquidcooled, DOHC, 4-valve per cylinder parallel twin Bore x stroke: 68 x 73mm Displacement: 530cc Compression: 10:9:1 Power: 34kW @ 6750 Torque: 52Nm @ 5250rpm Transmission: V-Belt Automatic Frame: Die-cast aluminium, spar-type Seat height: 800mm Claimed wet weight: 217kg

Fuel capacity: 15L Wheelbase: 1580 mm Suspension: Front, 43mm fork, 120mm travel; rear, single shock, 112mm travel Brakes: Front, twin four-piston calipers, 267mm disc; rear, four-piston caliper, 282mm disc Tyres: Front, Bridgestone Ba lax BT011 120/70-15 (56H); rear, Bridgestone Ba lax BT012 160/60-15 (67H) Fuel consumption: 4.5L/100km Theoretical range: 333km Verdict: Motorcycle-like performance and handling set a new maxi-scooter standard ■ A generous screen will suit even taller riders

“The riding position is quite comfortable with a bit of variation as to where you can put your feet”

SUPER MAX Created by a team of Italian customisers, the Yamaha TCROSS Hyper Modified is the latest in what is quickly becoming a long line of modified TMaxs. Stripping it back to the frame, swingarm and engine, the team of Riccardo Girardelli and Rodolfo Frascoli added elements from Yamaha’s YZ450F motocrosser to create this machine.

The forks, swingarm and triple clamps are off the YZ450F and hold 19in front and 17in rear off-road wheels. To accommodate the bigger

wheels, the swingarm was lengthened and steering head angle was reduced by six degrees. The wheel and chassis changes make the TCross 70mm longer in the wheelbase, with a 10mm-higher seat height. The TCross also boasts twice the ground clearance of the TMax at 250mm. It’s also been converted to chain final drive!

YZ bodywork has been gra ed to the chassis and a new subframe was built to take the petrol tank.

Best of all, the TCross weighs in at an astonishing 40kg less than the TMax!

that is deep and big. The one on the le looks like it’s intended as a phone holder but doesn’t fit an iPhone 4 or 5. That’s not a problem as most of the world is buying Samsung’s Galaxy S4 anyway.

The riding position is quite comfortable with a bit of variation as to where you can put your feet. It isn’t as comfortable as other luxury maxis I have ridden, but nothing to complain about. The seat height is quite tall and may worry shorter riders, but the TMax is slim between the legs, making this aspect less daunting than it could be on a wider-bodied machine.

The screen in the higher position is be er for taller riders, and adjusting it to one of the two positions 50mm apart is done with a tool. For some reason Yamaha has persisted with a secondary brake caliper for the park brake and the chunky ’bar-mounted lever.

There is a lot of value in the TMax at $12,999. A look across the maxi scooter market shows there are a lot of different options to be had. Many are too heavy, a few are boring, some are over-priced and none has the type of performance mixed with typical scooter practicality that the TMax does. ARR AUSTRALIAN ROAD RIDER | 73

■ Yep, it was a fun trip home to Matho’s place in the sticks

THE LONG LIST We’ve renewed our long-term test fleet, stocking it with two beaut touring bikes from opposite ends of the spectrum You couldn’t hope for two be er, or two more disparate, motorcycles to thoroughly test over a period of many months. Ducati’s Multistrada Granturismo is a flagship motorcycle, a hi-tech all-roader with a price tag north of 30 grand; the CFMoto 650TK is the bike at the pointy end of China’s surge into mainstream motorcycling, a bargain-priced tourer of just 650cc.

Both bikes have a lot to prove and carry the responsibility of their brand’s pride.

Obviously we’re expecting different things from each bike. We’re looking for honest and reliable performance from the CFMoto, and both excellence and excitement from the Ducati. From first impressions, as you’ll read, they’re living up to expectations.

74 | AUSTRALIAN ROAD RIDER

DUCATI MULTISTRADA GRANTURISMO The ride home was the perfect opportunity for our latest long-termer to show its me le. The Ducati MTS1200S Multistrada Granturismo is as wellequipped and versatile a tourer as they come — or that’s its claim, anyway.

So riding it from its palatial home at Fraser Motorcycles in Homebush to the editorial back blocks at the end of a Central Western NSW valley gave it every chance to prove its point.

The motorway stint was interrupted by a bit of urban riding as I ran an errand before heading back to the motorway. The M4 turned to the Great Western Highway and I crossed the Blue Mountains. From Lithgow, the

Multi faced a good country road for an hour or so and then I flicked on the indicator, thumbed the Ducati Touring mode to Enduro and took off up a series of dirt roads that make a shortcut to my place.

There was a bit more second-rate tar before the Ducati had its first look at the dirt road that’ll be the beginning and end of every ride it goes on for the next year. There are many bikes on the market that would thrive on a varied route like this, but few as classy and high-tech as the Multistrada. When I tested the Touring model, I said the MTS may be the best all-round sportstourer on the road today. Ralph backed up the sentiment in his test last issue of the Granturismo, calling it “easily one of the best motorcycles” around.

LONG-TERM TESTS

■ Warren Lee (right) hands over the MTS at Fraser’s

Not an iota of my respect for the bike had faded by the time I climbed off our long-termer a er its first ride. It’d been sensational.

Around town, on the motorway, along country roads and over dirt roads, nothing fazed it. The ability to change the power delivery, suspension action, level of traction control and calibration of the ABS, all on the fly using a few prods of one bu on, was marvellous.

A couple of days later I took Anne for

CFMOTO 650TK THE LONG WAY HOME ■ The CFMoto’s trip to its new home was via a circuitous interstate route, a good start to the test

Our new addition to the ARR fleet has had a predictable yet remarkable start to life and duties alongside the Multistrada.

I scurried away from the launch in Melbourne’s heavy traffic and headed

a ride. A few more pushes of the same bu on set up the suspension for twoup riding. Both of us thought the ride was great, and that’s on roads that’ve challenged a lot of other bikes I’ve tested.

Will it seem as impressive in a year’s time, when the novelty and newness of the 2000km-old bike have worn off ?

We shall see. The warts under the skin of any bike will show up with time and distance, and the plan is to put plenty of kays on this machine. It’ll run regular

north to see how capable a tourer the TK could be. The near-new brakes and motor improved a er each tankful of premium and the comfort and wind protection didn’t lessen.

I looked for the most interesting way to get to know the CFMoto. Leading away from Ree on Spur to Mansfield (a sleep-over), Bright then across the Murray Valley Highway to Khancoban was scenic and I have to say blissful. The back roads are easy and unstressed at 110 to 120km/h and the fuel rate dropped to below 5L/100km.

Up and over the Snowies via Thredbo and a good run downhill with a WRX to Jindabyne freed up the 650 twin nicely.

I swung a right at Cooma and headed to a mate’s place in Eurobodalla and by now the theme had affirmed itself.

Nearly every stop for fuel or refreshment entailed, “Is that the $7990 CF? Is it a good thing for the price?”

I offered the understated (until we get through some serious miles) response, “It’s amazing and surprising for the money”.

From the South Coast up and out of Batemans Bay the 650 had enough power as a LAMS unit for the hill climb up Clyde Mountain. Back of Canberra and across to Yass we motored along,

600km round trips to Sydney and take a number of other trips during the year.

The day a er this issue hits the stands I’ll be se ing off on a 2000km tour on it to a end the Brisbane Expo.

Throughout this time we’ll also explore its value. This is not a cheap bike, with a ride-away price of around 32 grand, depending upon what state you buy it in.

As part of this process, we’ll spend a bit of time on each bike in the Multistrada range, which starts some $8000 further down the scale.

First, though, I’m looking forward to learning my way around this hi-tech marvel, diving into the dozens of potential se ings to get it set up the way I want it in each of its riding modes. There’s so much you can do that there’s not enough time to fully explore it during a regular test of a week or so, but this time around we’ve got a whole year to find out just how far you can go in perfecting the Ducati’s performance.

This is going to be fun!

— MATHO

thinking nothing could go wrong. The chain needed the smallest adjustment as we clicked over 1500km and all the oils and fluids looked fine.

A weekend with my kids in Mi agong and the plan was to rip into Sydney for the first service at Close Motorcycles, Redfern. Did someone mention Steinbeck and Mice and Men? I lost the keys or maybe my six-year-old has them as a lucky charm, but I found a way with a Snap-On screwdriver and a hammer to get her going and for the first time thought that an immobiliser doesn’t beat a cable lock for security.

Drew at Closey’s has knocked over the service and the new key barrel set has arrived. Drama averted and the next adventure needs planning.

— AUSTIN RYMER

“The near-new brakes and motor improved after each tankful of premium and the comfort and wind protection didn’t lessen” AUSTRALIAN ROAD RIDER | 75

A CLASSIC

CRUISE The Troy Bayliss Classic has become a popular event on the motorsport calendar. Mark Hinchliffe discovers that getting there is half the fun

76 | AUSTRALIAN ROAD RIDER

TROY BAYLISS CLASSIC

STORY & PHOTOS: MARK HINCHLIFFE had missed the first Troy Bayliss Classic at Taree and had to endure a tireless tirade of great yarns from people who a ended, so I wasn’t missing this one and put the call out to my “legion” of Facebook fans to see who wanted to come. Result: one person.

Well, there were more, but I wanted to dash down in a day and dash back in a day, so that limited the prospects to leather-clad Harry, who loves riding his 2008 Triumph 675 very well. Victory offered me a Vision tourer for the trip so we were something of an Odd Couple, with me on a bike the size of a small orbiting moon and Harry on a tiny black sports bike.

He’d hooked some saddlebags on the back and I had so much more luggage space, but somehow it all seemed to vanish

I

with camera equipment and an esky full of iced water and Red Bull for the long, hot miles ahead.

And hot it is. We ride towards a heatwave heading up from the deep south and as we cross the border into NSW, it hits us like a hot sponge in the face, all gooey and clingy.

To make good time we do the Pathetic Highway, at least for the first few hundred kilometres. I rue the decision almost immediately. Yes, I have the most comfortable seat in the house, cruise control, a loud stereo system and a windscreen that allows me the comfort of an open-face helmet. But the heat bellowing out from the rear air/oil-cooled cylinder is slowly roasting my nether regions and as I pass the sign saying “Hot nuts” at the Macadamia Castle, I determine to seek out some adventure. ►

AUSTRALIAN ROAD RIDER | 77

TROY BAYLISS CLASSIC

■ One of the many corners that make the Oxley Highway so popular

We flick le a er crossing the Clarence River and dribble through the quaint Sco ish fishing village of Maclean.

The river breezes are a welcome relief as we cross the rickety old town bridge onto Lawrence Drive, which wraps around the waterway for a few kilometres before arriving at the free ferry crossing.

Across the Clarence, the road continues to wrap around the river south into Gra on, through a couple of fishing villages, past houses perilously close to the frequently flooded river and contented cows munching on the lush flood-land pastures. It’s quite possibly one of my favourite entrances to any town, anywhere.

We fuel up in Gra on and continue on to Russell Crowe’s Coaching Station Inn at Nymboida for lunch. We guzzle a couple of quick drinks, chow down on a massive works burger with chips and Harry promises himself he will return to visit the museum when he has more time.

We turn on to Armidale Road and follow it into the mountain forests, where finally Harry can hit his straps and let the Trumpy weave its magic. Surprisingly he doesn’t put much distance on the Vision. The big Victory has great cornering clearance for a cruiser-oriented tourer plus massive grunt 78 | AUSTRALIAN ROAD RIDER

“The heatwave hits us like a hot sponge in the face, all gooey and glingy” and strong anchors so I am able to catch up on the short straights. I also cheat a li le by straight-lining a few esses when there is nothing coming the other way.

I would have liked to continue on to Fusspots Cafe at Ebor for a great coffee and scone, plus some spectacular rolling hills scenery, but time is ticking away so we shortcut straight to Dorrigo.

Anyway, it gives us a li le more time to have a frosty milkshake at the Juan Del Fuego Cafe, where we sip under the massive Australian Road Rider posters and among the various motorcycling paraphernalia and bikes. Juan himself greets us outside and inspects the Vision, speaking highly of its Polaris heritage and the a ention to detail. He knows his bikes, does Juan.

Despite the advancing minute hand, we quickly whip out the 1km or so from town to have a short, sharp look at Dangar Falls, before doubling back through town and off to the famous Waterfall Way for another joyful romp.

■ Harry “catches up” on the Armidale Road

TROY BAYLISS CLASSIC East of Bellingen we strike a line of holiday traffic and I make a poor overtaking decision near a fruit barn, where a driver pulls onto the road heading toward me on the wrong side of the road.

I hit the anchors hard, the ABS kicks in and the ship wobbles a li le. But surprisingly, the 400kg beast loaded with my 75kg frame and about 10kg of luggage pulls up sharply and I am able to insert myself back into the chain of traffic. Whew! Be er pull over soon and chug another one of those Red Bulls to

■ Plenty to see while enjoying an Icy Pole at the beach at Forster

wake me up.

I won’t bore you with the rest of the trip as there is almost no option but to hug the highway, which is riddled with caravans, holidaymakers, roadworks and trucks. When we finally meet up with some colleagues at the Wingham Golf Club Motor Inn we are quite road weary.

The Motor Inn is a great place to stay and tour some of the great “ways” of this region — Bucke s Way, Thunderbolts Way and Woo on Way. Rooms are $155 but are big and for $25 you can squeeze another trundle or two into the room,

making it a be er per-head proposition.

It’s also right next to the clubhouse, where the beer is icy cold and they serve a mean steak for several dollars less than you’d pay at any other tavern.

We are a bit slow in rising the next day, but I manage to convince a few of us to head down to Nabiac for a big brekky hangover cure at the Greenhouse Co age and a tour through the nearby famous National Motorcycle Museum. Brekky serves its purpose and museum owner Margaret Kelleher gladly plays host, showing us the multitude of exhibits.

We could have stayed all day among the many examples of bikes from every era, style and brand. Everyone’s first bike is here on show.

Finally we pull ourselves away, but we now have plans to venture a li le further south and ride Woo on Way, part of the old Pacific Highway when it had banked turns and concrete underpinnings. It reminds me of the Nurburgring with its forest aspect and wide, banked corners.

A short blast down the 10km or so stretch will clear any hangover cobwebs and ours are well and truly blasted away as we return to the Pathetic Highway, but only for a short stretch north before turning off again along The Lakes Way. ► ■ Hinchliffe creates steam in the 38° heat

■ Harry slowly broiling in his leathers

AUSTRALIAN ROAD RIDER | 79

TROY BAYLISS CLASSIC ■ Quads are part of the action

o Packed fields and plenty of action

o Bayliss puts on a show out in front

r Legends! Troy Bayliss and Chris Vermeulen before hitting the track

This fine ribbon of tar winds up over the hill and down to the bays and beaches of Seal Rocks and Forster, where we stop to check out the beach life and slurp a refreshing Icy Pole.

By now we’re hot and bothered and just itching to see some racing action, which is full-on and almost non-stop at the Troy Bayliss Classic. As the last rider leaves the circuit, the starting gate is dropping on the next heat, semi or final.

There are races for kids aged five and up, for females, sidecars, and even the quads are in on the action. But everyone has come for the all-star races featuring a packed field of former and current world and national champions and legends, 80 | AUSTRALIAN ROAD RIDER

who don’t disappoint with their skill and commitment.

Troy has basically assembled his old “friends” and racing colleagues and they are all there for the time of their lives.

Australia’s first world motocross Grand Prix winner, Jeff Leisk, has donned some brightly coloured, tight-fi ing nylons and is sporting a grin as wide as the main straight at the Old Bar track.

“This is grassroots racing. Just what our sport needs. You’re probably watching the stars of tomorrow here today,” he says as he spits out a mouthful of oil and mud. Australian Superbike legend Shawn Giles agrees: “This is where most of us started, even Casey Stoner

and Troy Bayliss.”

The former is a glaring omission from the field, but I turn around and see Garry McCoy beside me, over there is Karl Muggeridge and behind me is Chris Vermeulen, grinning broadly as usual.

He’s also put up his hand to captain a team in the invitational scrambles event Troy has put together in Brisbane to coincide with his Moto Expo.

“I just love it. You get to meet your old mates and meet new people who are legends in other disciplines, plus some international stars,” says Chris.

Not all the old stars are racing. Kevin Magee is holding up a tent pole and holding court, telling old racing yarns as

TROY BAYLISS CLASSIC

r Troy gives some last-minute advice to son Ollie ■ Bayliss on his way to victory in the heats.

He would go on to win the Classic

all in the one spot and at the one time. So simple, yet so effective,” he says.

Magoo is doing a lot of coaching these days and reckons the stars of the future are on show, but the most effusive of all is Troy, who is Baylisstic with enthusiasm when we start to talk about the event and its potential. He interrupts our impromptu interview to take me up to the starting line, where he whispers a couple of quick last-minute tips to his son, Ollie.

He then points out the “46” number on Ollie’s bike and remarks “his idol”.

My notebook is quickly filling up with glowing comments from more and more racers so I leave the pits and return to the crowded hill to watch more of the events.

Right around the track there isn’t elbow room and the atmosphere is stifling, with the heat climbing as the dinner-time sun drops straight into the eyes of the racers on the starting line. I see a lot of sunburnt skin around me, but no one is leaving.

But then there is a long break in the proceedings as the steamroller is

r They’re a special breed, those outfit riders!

“The ABS kicks in and the ship wobbles a little, but surprisingly, the 400kg beast pulls up sharply”

r Car or bike? The 1921 Ner-A-Car was an interesting early experiment

sent out to fla en and repair the track.

Troy has kicked his bike frighteningly sideways in one of the developing ruts and he’s called for a heavy roller. An hour goes by before Japanese rider and YouTube star Masatoshi Ohmori goes out for a solo display of his handlebargrinding slides to the enthusiastic response of the now well-lubricated and vocal crowd. But a er five hours of action we decide to head back to the motel to get in some rest for the long ride ahead of us the next day.

The cool Sunday morning chill greets Harry and me as we pull out of Wingham and head back to the Pathetic Highway for a short blast up to the

Oxley. Through Long Flat the temp drops even more and it’s now quite pleasant riding the big Yank tank through the rolling flatlands. It makes short work of overtaking a caravan and a couple of trucks and is se ing a good pace for Harry on his nervous Trumpy. This is the carrot that enticed Harry, so I let him by as we start to ascend the Great Dividing Range.

As we turn right into Gingers Creek Bush Resort and Roadhouse for breakfast, we’ve worked up a pre y good appetite. I can highly recommend their creamy mushies on toast. A er brekky, I pull onto the road first but I’m soon passed and le for dead by Harry and ► AUSTRALIAN ROAD RIDER | 81

TROY BAYLISS CLASSIC OIL-TRACK SERIES Three-time World Superbike champion Troy Bayliss wants to start an oil-track series in Australia.

“It’s a closer stepping-stone to road racing than dirt,” he said at the Troy Bayliss Classic in Taree. “The track stays the same so you get the same lines all the time.”

The Classic featured current and former national and world champions including Chris Vermeulen and Jason Crump, as well as riders as young as five riding 50cc bikes. “It gives the young riders the opportunity to ride in front of everyone,” Troy says.

Since retiring, Troy has supported local motorsport at a grassroots level, pu ing back into the industry. He has also helped organise an invitational scramble meeting at the Moto Expo in Brisbane in March, which will be held on a loose surface, not an oil track.

While his plan for an oil-track series is noble, it may have some hurdles. There are only a few oil tracks le in Australia and the environmental groups are trying to have them dug up, let alone allowing any more to be constructed. But Troy is determined to at least preserve the annual oiltrack Classic at Taree.

“I’m from this town and I don’t know if it would work anywhere else. This is something that I want to do as long as I can. I want to try to help the industry. I’m not just Ducati anymore, I like all bikes.”

a couple of our colleagues we met up with at the stop. But as the road starts to unfurl into an appetising tapestry of agricultural scenery, I hit the cruise control and lean back to enjoy the views.

At Walcha we stop at Brad and Toni’s Royal Cafe, a well-known motorcycle haunt that serves good coffee, meals and has accommodation from $55 a head for group bookings up to $130 for a deluxe room. Brad is one of the 111 original Indian Chief owners who put down a $1000 deposit on a new Chief and is having his Vintage serviced by three of the staff from the Brisbane dealership who are passing through 82 | AUSTRALIAN ROAD RIDER

r The lightweight two-stroke 1947 Simplex ServiCycle that preceded the scooter revolution

r You’ll mostly find an example of your first-ever bike at the National Motorcycle Museum

r One of stunt legend Dale Buggins’ bikes

r The classic Austrian Puch

a er the Classic.

Brad’s wife, Toni, says 90 per cent of their business is motorcycle riders enjoying the Oxley Highway, Thunderbolts Way and the many tar and dirt roads in the region. “We are at the head of the Oxley and they come to do a figure of eight around here,” she says.

“You really need to do a two-night stay.

There are plenty of good roads around here that are sealed and unsealed.”

Toni says they recently extended the front dining area so more riders can savour a meal and a coffee while eyeing the bikes parked out front. But when it’s hot, like today, they have a tent out the

r Museum owner Margaret Kelleher with her favourite bike — a Coventry Eagle.

back to park your bike in the cool shade.

With the heat now building and a boring run back up the New England Highway ahead of us, I’m keen to keep moving. So for the next 470-odd kilometres to BrisVegas, I’m hot, bored and bothered. But it seems the new territory is maintaining Harry’s interest, even if the road isn’t challenging and the police patrols are heavy. Familiarity may have bred some contempt in me, but Harry enjoys most of the final stage of our epic Odd Couple weekend away.

And that makes me feel pre y good. It’s always nice to introduce a mate to a new road, cafe or destination. ARR

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THE SNOWY

EXPERIENCE Getting together with a bunch of friends all for a good cause. That’s the Snowy Ride, Rob Harden explains

Story and Photos: Rob Harden he first weekend in November each year is the date for the annual Snowy Ride. My partner and I have been doing this ride since the third one in 2003.

We missed the first couple because they clashed with the now defunct Kawasaki Riders Club Rally. This year some friends suggested we extend the ride for a few more days. It didn’t hurt that we got three nights’ accommodation for the price of two in Thredbo.

The Snowy Ride raises money for children’s cancer research and is the major fundraiser for the Stephen Walter Children’s Cancer Foundation. Since we started doing the ride we’ve encouraged more friends to come along. This year there were 12 of us.

T

84 | AUSTRALIAN ROAD RIDER

It was a warm day as we le Sydney and rendezvoused at Pheasants Nest on the Hume Highway before cu ing across the Snowy Mountains Highway via Tumut. Other routes we have taken in previous years include Tumut to Khancoban via Tumbarumba, or my favourite which is Kiandra to Khancoban via the Elliot Way from Cabramurra (Australia’s highest town) to Tooma before rejoining the main road from Cabramurra into Khancoban.

Just outside Tumut we rode past Blowering Reservoir; I have rarely seen so much water in it. I remember at the height of the last drought this massive lake was reduced to nothing more than a creek. At the time it was hard to imagine it was the same place where Ken Warby set the world water speed record in 1978, ►

snowy ride

AUSTRALIAN ROAD RIDER | 85

snowy ride

■ Standing up gave you a better view of the High Country

which still stands today.

The run up Mount Talbingo this year was treacherous. This is normally a highlight of the Snowy Mountains Highway, with a series of tight uphill bends, but the road has been skimmed which has le a combination of grooves and smooth patches which had all the grip of ice. A er a brief stop at Kiandra we continued on to Adaminaby before turning off to Berridale for the last stretch into Jindabyne, where we stocked up on some basic groceries before taking up residence for the weekend in the Riverside Cabins at the south-eastern end of Thredbo village. We finished off the day with dinner at the pub.

r Riders pours into Thredbo, which became base camp

r Capturing a pillion’s enduring memory of the ride?

86 | AUSTRALIAN ROAD RIDER

■ Bikes on the lawn during the sausage sizzle at Dalgety

Saturday was warm and sunny and Snowy Ride participants were free to entertain themselves for the day. Honda brings a substantial bike fleet to Thredbo which is available for test rides. A number of checkpoints are established in the Snowy region where participants can collect stamps on their raffle tickets.

We did a conservative circuit out to Dalgety and back via Berridale with lunch at Jindabyne.

On Saturday a ernoon at 4pm there was a group ride from the Ski Tube car park back to Thredbo and about 800 riders took part. It was led by the GoldWing club, which took some of the kids with them. We’d done this

r Public places with plenty of spaces for many bikes

r Newly legalised lane filtering might not help here...

ride before and decided we’d rather watch the parade of bikes as they rode through Thredbo.

The formal part of the ride commenced at 6pm with speeches from some of the organisers of the ride. It’s always moving to hear a parent or one of the cancer survivors speak about their experience with childhood cancer. This was followed by one of the research doctors, who provided some insight into where the money is spent and what a difference it makes to the lives of the kids. I always find this pre y emotional.

The organisers put on a free band on Saturday night and it was no garage band either. Jimmy Barnes and the Hoodoo Gurus have played in the past and various incarnations of The Angels have played for years. This year it was The Brewster Brothers. John and Rick Brewster are the songwriters and guitarists for The Angels and have been integral to the band for more than three decades. I’m old enough to have heard The Angels in the ‘70s and I love their music.

The forecast for Sunday was for deteriorating weather so most of our group headed home. We got a firsthand taste of the weather change when we set off to ride to Charlo e Pass. We didn’t make it. The winds were so strong that the other two couples decided to wimp out. For the sake of keeping the group together we went with the majority.

Plan B wasn’t too bad and we went to

“It was hard to imagine it was the same place where Ken Warby set the world water speed record”

snowy ride ■ The Mass Ride stretched for a couple of kilometres

■ Pub at Dalgety

the Wild Brumby for lunch. To burn off some of the need for speed, a couple of us went tobogganing in the a ernoon before the rain started. If you haven’t done it before, the idea is to get a sled from top to bo om of a stainless-steel track without using the brakes.

The weather forecast for Monday was pre y ordinary and turned out to be accurate. It was two degrees as we rode out of Thredbo at 9am with rain threatening. Our plan was to ride to Bombala and then down the Bonang Highway, including 20km of dirt and on to Marlo at the mouth of the Snowy River. Yeah, right, that was the plan.

The weather radar (don’t you love modern technology) was showing reasonably heavy rain between Bombala and the coast. Now I don’t mind a bit of dirt on my adventure bike, and I don’t

■ Heading towards Cann River

mind riding in the rain, but I really didn’t fancy cleaning mud off the bike if there was an alternative. While we were warming up in the cafe at Bombala we made a unanimous decision to stick to the bitumen and ride down the Monaro Highway to Cann River and pick a destination when we got there.

We rode through the rain but it had mostly blown away by the time we got to our destination. Mallacoota looked good for the night so that’s where four of us went, while the remaining two headed back to Melbourne via Lakes Entrance. The pub at Mallacoota has a motel a ached and they give 10 per cent discount to bike riders.

We kissed the bad weather goodbye and Tuesday was glorious. In the morning we headed further north on the Princes Highway and turned west

■ Bikes getting ready for the Mass Ride

onto the Imlay Road, which leads back to Bombala. I first rode the Imlay Road when it was still an unsealed logging track. When it was eventually sealed it became one of the most fun, winding mountain roads on the NSW south coast.

Over the following years the logging trucks tried to return the surface back to its original state, but at the moment it’s in pre y good shape and well worth a ride. ►

THE SNOWY RIDE The Snowy Ride began in 2001. Since then it’s raised over $5 million for children’s cancer research and is the major fundraiser for the Stephen Walter Children’s Cancer Foundation.

A endance has grown gradually during the last decade and in recent years has plateaued at around 3000. This year the ride raised over $300k. Honda is one of the major sponsors and in 2013 the company donated a VFR800, a CRF250X and a CBR1000RR for the two raffles.

Kosciusko Thredbo, Snowy Hydro, National Parks and QBE also contribute major sponsorship. The navy even sends a helicopter and takes the kids and their families from the Children’s Hospital on joy flights over the Snowy Mountains.

The importance of the event is huge in so many ways. Not only is it a major charity event, it’s the biggest event in the alpine region outside the ski season. It’s also one of the top five motorcycle events in terms of a endance behind the Moto GP and SBK at Phillip Island, the Melbourne Toy Run and the Ulysses Rally.

The Snowy Ride is on the first weekend of November and entry is $60. Bring some mates and you’ll have one of the best rides you can imagine.

See www.snowyride.org.au.

AUSTRALIAN ROAD RIDER | 87

snowy ride ■ Cabramurra is the highest town in Australia. The steep roofs are designed to handle lots of snow

o Get your motor running/head out on the highway!

o Take it easy and you’ll be safe in the Snowy Mountains

For a bit of déjà vu we turned south when we reached the Monaro Highway and rode back to Cann River, this time in beautiful weather. From Cann River we turned west and then took the detour to Cape Conran, before winding up in Marlo for the night. We were resurrecting our previous plan. There are a few places to stay in Marlo and the pub has a good menu.

It just kept ge ing warmer on Wednesday and from Marlo we rode to Orbost and on to the Bonang Highway, aiming to get back to the coast for the night. It seems like every time we had a plan, something intervened to muck it up. We’ve ridden to Thredbo with our friends on many occasions and my bike has struck electrical problems twice, a fact that my Guzzi-riding mate has never let me or anyone else forget.

I didn’t know it yet, but this day was

o Dalgety Checkpoint is always a good one after a long ride

88 | AUSTRALIAN ROAD RIDER

going to shut him up.

The Bonang Highway is full of tight twisting corners and is the type of road that I enjoy most. We had ridden on ahead because our bike was far more nimble than my mate’s Guzzi touring bike. We reached Delegate and waited for him to catch up. A er half an hour passed we decided something had gone wrong and headed back down the road to search for him. We found him 50km back at the beginning of the dirt with various bits and pieces of his bike lying by the side of the road.

“What’s happened?” I asked.

“Dunno, it just stopped.”

“Have you checked the fuses?” I asked, looking for the obvious.

“Yep, can’t find anything wrong.”

“I be er look.” I put my glasses on and pulled out the main fuse — it was burnt clean through.

o It was also a chance for people to catch up and check out each other’s rides

o A wonderful collection of bikes at the Skitube carpark

snowy ride o Speeches in Thredbo explained what it was all about

o Honda test rides were popular

o It takes all kinds!

o Bikes head off after a couple of lights at the pub at Dalgety

DELEGATE ALTERNATIVE

o A small number of the thousands who took part, on the road to Thredbo

o Parking gets scarce in Thredbo on Saturday

“There’s your problem.”

I replaced the fuse and switched on the ignition. Everything lit up as normal.

The obvious question was why did the fuse blow in the first place, but as long as it was working that didn’t seem to ma er.

He started pu ing the bits back on the bike when I had another idea.

“Maybe we’d be er check it actually runs.”

I switched the ignition back on and hit the starter while watching the fuse burn out again. Two more fuses later we gave up and decided the problem was beyond us.

Plan B came in handy again. I rode into Delegate for the third time with my partner, looking for help. Now I’m not a very experienced dirt rider but I was starting to like the 20km of winding dirt on the way into Delegate. Fortunately there is an NRMA in Delegate and

equally fortunate, my mate actually had his bike included on his membership.

Now why don’t I have that?

There was going to be a delay in picking up the bike and the tow vehicle only had room for one passenger, so I headed back out to keep them company and bring one of them back, while my partner went to the pub to look for accommodation. To cut a long story short, I had a ball riding another two laps of the road to Delegate and we got his bike out of the wilderness.

On Thursday we le our friends at Delegate to make their own way home.

It continued to warm up and the forecast exceeded 30 degrees. We rode into Bombala for the second time that week and kept going to Cathcart, Wyndham, Candelo and the Princes Highway just south of Bega.

There isn’t much accommodation in Delegate. I’ve stayed at the pub on my own on the way back from Phillip Island and it’s best described as basic — not the favoured style for our two city girls. My partner found a great alternative. The old nurses’ quarters next to the unused hospital on the outskirts of Delegate is available for $40 per head per night. It sleeps about 10, so bear that in mind if you are travelling through that way. We ate at the pub and the meals are huge for not much money.

“I had a ball riding another two laps of the road to Delegate and we got his bike out of the wilderness” From there we had lots of options for an interesting ride home. We could head up Brown Mountain to Cooma or up Clyde Mountain and on to Goulburn via Tarago. We could go through Kangaroo Valley or this way or that way, but we were short of time. We had to be home that day and didn’t have time to muck around with 550km in front of us. So we went straight up the Princes Highway back to Sydney.

We had a fantastic week, helped out a good cause, explored some great country and, best of all, I’m never going to have to listen to the stories about how my bike broke down in Thredbo again. ARR AUSTRALIAN ROAD RIDER | 89

FANTASTIC

ELASTIC Ian and Anne ignore the naysayers to relish a six-day tour around Tasmania’s riding wonderland.

Naysayers about Tassie? It’s only the locals…

STORY: IAN ROYALL PHOTOS: ANNE KIERREN/RED GEORGE MEDIA he brochure on the Spirit of Tasmania ferry predicted doom. A well-meaning pamphlet produced by the Tasmanian Motorcycle Council warned of the dangers of riding on the Apple Isle.

If black ice, rain and logging trucks didn’t get you, then take your pick from errant wildlife, fatigue and debris. In short, it might as well have said: “Abandon hope all ye who enter.” Sure, their caution is commendable and the risks are real, but maybe it’s really just a cunning plan by the natives to keep those of us from the north island away.

But the secret’s out — has been for a long time. Tassie is something of a pocket paradise for the motorcycle world. Curvy, quiet roads in all corners of the state. It’s as if the founding fathers didn’t have a set square in their work bag and all the thoroughfares ended up elastic. Oh yes.

And it’s almost immediately obvious when you disembark from Devonport and head for Cradle Mountain, winding through the lowlands and then the steady climb from Sheffield till you hit the Middlesex Plains and the alpine region. Then into the west, which is a mix of wilderness, mountains and old mining towns. The roads, scenery and conditions change o en. It’s never dull. ►

T

90 | AUSTRALIAN ROAD RIDER

TASMANIA

AUSTRALIAN ROAD RIDER | 91

TASMANIA TEN TOP TASSIE TIPS 1. Have a plan or route, but don’t be afraid to adjust as you go.

2. Book a cabin, rather than a recliner, on the boat across Bass Strait. You’ll be more refreshed and enjoy the first day’s ride more.

3. Expect the unexpected. The roads and weather can change quickly.

4. Likewise the weather forecast.

Predicted days of rain turned out to be dry. And a clear radar once belied the typhoon-like conditions.

5. Follow the green tourist route signs, especially in the north-east.

6. Pack for all seasons. (And no, I don’t mean winter, winter, winter and winter.)

7. Work out how many days you want to go for, then add a day or two in case of bad weather or just for more fun.

8. Everywhere takes longer to get than you think. Thanks to Sharon in Hobart for the advice.

9. Seek out a native and get some local knowledge (see 8).

10. Go. Just go.

Strahan proved to be a good first-day destination, some 250km from the ferry.

A port town that has so much happening, its 600-odd population is probably many times that thanks to the tourism trade, mostly on the Franklin River.

Any road trip is always a chance to meet fellow riders to talk bikes and tales.

Just the first day offered up Germans on BMWs on an organised tour, two-wheeled grey nomads and a bunch of mates having a blast on a postie bike bash around the state. Legends!

Leaving Strahan the following morning it was dry and mild, with the promise of a sweet ride to Queenstown, and so it was with twisties and open sweeping roads across the plains. Then the drop into the old mining town itself.

The locals were friendly (having a red Vespa as your touring partner is always a conversation starter) and the coffee was good. And sunshine. Ticked all the boxes.

Even met a group from the Hunter Valley Ulysses Club who, like us, were circling Tasmania.

The road heading east out of town, snaking through the scorched landscape, was a spectacularly tight exit. And just 92 | AUSTRALIAN ROAD RIDER

r Hunter Valley Ulysseans on their way down to Queenstown

when you think you are going to tackle more mountains the road levels out as you skirt Lake Burbury and then on towards the Franklin-Gordon National Park. We would have taken more photos but we were too busy having a blast to worry about anything else. And isn’t that the point? Riding through the fern-lined roads of the park should be part of any mental health program. A short-cut to bliss.

At one stage, a long, long bend kept bending, and it seemed we were going to go full circle and we’d be lost in a neverending, vertigo-inducing loop spiralling down into Middle Earth. Or maybe I just got carried away.

One highlight across the Central Highlands was Tarraleah, a former hydro town which is now an accommodation hub where the former workers’ co ages

are restored as art deco holiday homes, all painted various pastels. There’s also a cafe and a bar. Well worth the stop.

I wish I could say the next part of the ride was a dreamy cruise through lush farmscapes, and on most days it would have been, but steady rain made the destination more important than the journey. Finding accommodation with drying facilities became paramount.

Thankfully the New Norfolk Caravan Park manager was sympathetic and didn’t even mind me leaving a puddle in reception. As you do.

Who needs entertainment when you can have a night drying out in New Norfolk? It’s just 35km from Hobart so makes a good base for exploring the capital. Top of your list should be a day at the wonderful MONA (the Museum of Old and New Art), which is a reason in ■ More hot drinks than cold beers on this blustery trip!

r The Tarraleah café’s wood-fired dryer of riding gear does its job

r This friendly bloke brought Ian and Anne to the front of the queue

“A long, long bend kept bending, and it seemed we were going to go full circle and we’d be lost in a never-ending, vertigo-inducing loop”

r The red rocks of Coles Bay

r Between Pontypool and Swansea on the A3

itself to visit Tasmania. And a good option when it’s too wet to ride. Which is what was expected — but didn’t eventuate. The sun was shining so we hit the road. Well, any road that follows a river, and in this instance the Derwent, Hobart-bound, then crossing over into Bridgewater and heading north to the tourist town of Richmond. Quick stop for coffee (why serve it in buckets?) and north for Enfield. Forecast for the east coast looked promising, so lean right and head that way. The Tasman Highway gave us the opportunity to open the thro le, then enjoy tighter turns as we closed in on Orford, river on our le , rocky outcrops on our right.

Then it was a dash north only slowed by tourists in hire cars and boxes on wheels, otherwise known as recreational vehicles. At times it was reminiscent of the Great Ocean Road, only quieter.

A sweep around Great Oyster Bay and down into Coles Bay, we entered Freycinet National Park and as many oysters as you can eat. Or maybe that was just us. A roadside billboard indicated ► AUSTRALIAN ROAD RIDER | 93

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r You’ll meet many other groups of travelling motorcyclists on your Tasmanian journeys

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Six days, 1270km 2007 Triumph Street Triple 2010 Vespa 300 Super r Aiming right between the goalposts … heading onto the ferry in Melbourne

that motorcycles were welcome in this area and that’s obvious in Bicheno, with designated motorcycle parking outside the visitor information centre. Nice one.

The Bicheno Motorcycle Museum is an essential destination, if only to chat and mingle with like-minded enthusiasts.

Triumphs feature prominently in the museum, but the packed building has many two-wheeled wonders, including beauties from the 1930s and 1940s. And it

doubles as the only motorcycle shop for miles around. Good to know.

Back on the bikes and further north up the coast, we veered le to Elephant Pass, something of a mecca for riders on the island. It does corkscrew up the mountain but an echidna waddling across the road served as an early reminder of the risks. What did that brochure on the ferry say again? OK, there can be falling rocks and dodgy

surfaces, but it’s still fun, as was the descent east of St Marys to resume the ride up the coast.

The ride into St Helens provided a vigne e of what Tasmania’s roads can deliver. Unexpectedly, the last 10km was winding, nothing dramatic, but just enough to sway all the way into town.

Just 10 minutes north of St Helens is Binalong Bay, which has the whitest sand and greenest sea. You’ll want to peel off ► AUSTRALIAN ROAD RIDER | 95

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“Triumphs feature prominently in the museum, but the packed building has many two-wheeled wonders, including beauties from the 1930s and 1940s”

r Riders prepare to leave Sideling Lookout, near Scottsdale

r Wow, a time to have a brief rest on one of Tassie’s few straights…

your leathers and dive in, regardless of the weather. Accommodation is limited and popular so if you want to stay, plan ahead. Shame we didn’t.

OK, stop the clocks, all bets are off and cancel everything. I have a new favourite road. A er a rain-enforced, prolonged stop in St Helens it was time to head west again, back on the Tasman Highway. The gentle rise into the mountains turned, and well, just turned. And turned. And then opened out into farmland that makes you want to buy a ute, get a sheep dog and head for the hills. Which is where we were. Not much traffic and the 90-minute meander to Sco sdale was a fi ing last-day treat.

The local Dorset council has an eagle as its emblem and fi ingly one swooped into our path. Maybe they organise it for all tourists. It was just that kind of day. I even forgave the roadworks

r Vespa pursues Triumph on yet another winding road. Joy!

because I knew the roads would be even be er when we come back. By the time we reached the Sco sdale Gallery for coffee and food, we were ready to turn around and do it all again. Instead, it was west into Launceston, seeking a good coffee (Amelia Espresso in George St, by the way) and then time to think about the ferry.

Note to self: Next time, leave more time to get back to the boat and take the back roads instead of the highway.

The dash to the ferry terminal aside,

the state’s roads continually surprised.

A twisty patch then open sweepers. Bend and stretch indeed. Sure, some of the main highways are more everyday, but hardly gunbarrel. Otherwise it’s forests, open plains, mountains, farmlands.

In the days a er our island blast, I find myself looking lovingly at the Tasmania map, coveting roads that squiggle across the page. We’ll be back to investigate further. It feels like we have only just scratched the surface. And next time, I’m ignoring the brochures on the ferry. ARR AUSTRALIAN ROAD RIDER | 97

■ Riding along a beach on the tip of Borneo

JUNGLE BOOGIE Ian Neubauer hooks up with a former MX champ who shows him the wilds of Borneo the two-wheeled way STORY AND PHOTOS: IAN NEUBAUER orneo. The very word evokes images of sweat-soaked explorers hacking their way through the jungle, of head-hunters and poison-tipped blow darts, of rhinoceroses, pygmy elephants and orang-utans swinging through trees. For me, it’s also held the allure of a destination I’ve long dreamt of exploring on two wheels, a place where I’d follow

B

98 | AUSTRALIAN ROAD RIDER

fire trails and single tracks to remote mountain villages and sleepy river towns.

But the Malaysian section of Borneo (73 per cent of the island is Indonesian territory) also happens to be home to a network of recently sealed highways and back roads with enough curves and twists to send you around the bend.

And best of all, it’s mostly devoid of the murderous traffic that makes touring in other parts of Southeast Asia a game of

Russian roule e.

Last November, I spent a week riding from Kota Kinabalu, the capital of Sabah State, to Kudat on the northern tip of Borneo. I rode with Bryan ‘Wild’ Wade, a cantankerous former British motocross champion who, for the past eight years, has made a crust showing his adopted island home to motorbike enthusiasts from around the world. Here’s the lowdown...►

THE TIP OF BORNEO

AUSTRALIAN ROAD RIDER | 99

THE TIP OF BORNEO

“Shit Road, named as such not for the quality of the surface but for the manure roaming cattle constantly dump upon it”

o My guide Bryan doing what he does best

o Mount Kinabalu beckons from a distance

o Stopping for a bite to eat at a roadside fruit and veg market

SHIT ROAD My Aprilia 650 Trail roars with approval as I drop her into third, lean ever-soslightly to the le and shoot up along one of a series of long sweeping inclines comprising the Kimanis Bypass. A former logging route that crosses the Crocker Range — a mountainous spine with an average height of 1800m dividing Sabah’s west and east coasts — the road was paved in 2010 and has the look and feel of something out of the French Alps.

It smashes my preconceptions of Borneo being a backward and primitive island into a thousand li le pieces, but on the plus side offers unadulterated road riding fun.

Upwards it climbs like a phoenix through thickly forested ridges and troughs, where the steaming heat of the lowland dissipates into cool highland breezes that blow clouds and mist across this breathtaking place on the roo op of the world. A er reaching the top I’m le gagging for more, but Bryan insists we 100 | AUSTRALIAN ROAD RIDER

stop at a roadside cafe for a breather.

“I get enquiries from experienced riders blagging about how they do 500-1000km a day back home,” he says.

“But you just can’t do that here because the heat and humidity get you and because the roads are so twisty. You have to do it in steps. Otherwise you lose concentration, and that’s when accidents happen.”

We’re just about to get back on our bikes when a guy in leathers riding a scooter loaded with plastic bags full of clothes pulls over and starts admiring our bikes. He tells us he’s ridden all the way from Kuching, the capital of the Sarawak state, on a 1300km circuit called the Blowpipe Run. Why? “Because I like

to challenge myself,” he says, adding that he plans to ride back to Kuching the very same day. He may be crazy, but you’ve got to admire his determination.

A er charging down the southern face of the Crocker Range, we coast into a valley pockmarked with emeraldgreen rice fields. The heat returns with a vengeance, which Bryan suggests we counter with a swim at a li le waterfall he knows. The route takes us along Shit Road, named as such not for the quality of the surface but for the manure roaming ca le constantly dump upon it.

At one corner we come across a herd of 50 or so ca le camping out on the road, shi ing and pissing all over the place.

Along with dogs, goats, chickens, buffalos, ►

LIFE OF BRYAN

r Sunset on the tip of Borneo

r Shit Road leaves no ambiguity about how it got its name

Bryan ‘Wild’ Wade was one of a handful of highly talented young riders who emerged in the British motocross scene in the late 1960s. His began riding at the age of 12 on a BSA Bantam 125 gived to him by his father on the condition he stopped making homemade bombs out of weed killer and sugar — a nasty little hobby that nearly cost him his left hand when one of his experiments went wrong.

“I was too young to ride it on the road, so I took everything off it and started racing around the paddocks where I lived in the Yorkshire moors. It was gobsmacking fun,” he recalls.

Bryan started racing at 15 and burst onto the international scene four years later, when he finished seventh overall at the Grand Prix in Spain. A month after turning 23 he became the 250cc British MX champion and went on to become the only British rider during that era to win multiple 125cc, 250cc and 500cc championships. Bryan raced all over Europe, the US, New Zealand and Australia, climbing to the No. 4 spot in the world, but admits he never really allowed himself to have a good crack at the world title.

In 1975 he began training younger riders and then quit for good in 1979. But he never stopped riding recreationally. In 2003 he came to Borneo’s Sabah to visit a friend who persuaded him to go out on a ride; he was instantly hooked.

r Friendly Malaysian copper on my bike

AUSTRALIAN ROAD RIDER | 101

THE TIP OF BORNEO

pigs and half-naked children, they’re just one of the many obstacles you need to be aware of when riding in Asia.

When Shit Road comes to an end, we park our bikes by a hut-cum-general store and set off on a short walk through the jungle. It leads to a freshwater swimming pool fed by a 10m waterfall in a scene that looks like something out of The Blue Lagoon. My body hisses with delight as I jump in for a swim, gazing at the beauty of some of the 15,000 species of flowering plants and 3000 species of trees found in what is said to be the oldest rainforest in the world.

SLALOM “This is Slalom,” says Bryan, as we come to a nondescript intersection. “Look out for the ball bearings sca ered on the shoulder,” he adds, referring to gravel.

And with that we’re off, snaking down a 38km-long carpet of S-bends, chicanes, swerves and switchbacks. When it comes to an end, it pops us out at the A1, a busy four-lane highway that leads all the way to the tip of Borneo. We follow for a few minutes and then detour again onto another riotous slalom route that Bryan later tells me was part of the old A1. It’s stupendously more pleasurable 102 | AUSTRALIAN ROAD RIDER

to ride and the kind of local knowledge that, above and beyond the convenience of ready-fuelled bikes and pre-paid accommodation, makes riding with Bryan worthwhile.

A er rejoining the new A1, we follow it to Kudat, the northern-most town in Borneo. Lunch takes place at a Chinese restaurant, where we order a few filling bowls of spicy pork noodles and then walk it off with a visit to Kudat’s fishing port.

Our timing is perfect: as a school of rickety fishing boats pull in and start unloading their a ernoon catch, an impromptu fish market kicks off

as hawkers yell out prices for groper, crabs, shark, snapper and giant shellfish dripping mucus-like goo. The fish are interesting, but it’s the people that make this memory gold. They’re poor, simple, hardworking folk but are all beaming smiles, posing for photos with their fish, having a laugh and generally making us feel welcome as all hell even though it’s obvious we’re not shopping for fish.

The last leg of the day takes us down a gravel track edged by palm trees hugging the coast. Bryan’s rear tyre kicks up dust as he pulls away, forming a long grey plume against the red sky as the sun ►

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THE TIP OF BORNEO ■ Crossing a weir

D.I.Y. If you’d like to ride in Sabah, Borneo Biking Adventures offers guided tours in Sabah on an Aprilia Pegaso 650s for $235 a day inclusive of riding gear, fuel, insurance, support vehicle, lunch and national park entry fees.

Route options vary from one-day rides around the capital Kota Kinabalu, two-day sprints to the tip of Borneo, to eight-day circumnavigations of Sabah state. You can stay at Bryan’s place for $50 a night, or he can book a beachfront resort or mountain lodge on your behalf for $100-$150 per night. For more information visit borneobikingadventures.com.

■ Taking a breather in the mountains

“We’re off, snaking down a 38km-long carpet of S-bends, chicanes, swerves and switchbacks” begins to melt into the horizon.

Half an hour later we arrive at a car park on the headland that marks the very tip of Borneo, where the South China Sea meets the Sulu Sea. We dismount and walk to the very end of the headland. There, I commit a minor but worthwhile infraction by climbing to the top of a giant concrete globe for a photo that takes the cake on those taken by every other Tom, Dick and Harry who pose in front of the ball like normal, lawabiding folk.

104 | AUSTRALIAN ROAD RIDER

FROGGER The next day, we rise early for breakfast and jump back on our Aprilias. We follow the A1 back to Tauran, a village about 40km north of Kota Kinabalu, and then veer inland back across the Crocker Range along the A4 — a two-lane motorway that leads to World Heritagelisted Mount Kinabalu National Park.

At 4095m, Mount Kinabalu is not only the tallest mountain in Borneo but the most popular tourist a raction on the whole island. It’s an energy-sapping

8.7km hike to the summit and I’m determined to give it a go.

At 67 years young Bryan is tough as nuts but he’s not a fan of mountain climbing, so he leaves me at the park entrance where I rendezvous with a hiking guide from Amazing Borneo Tours. The walk is gruelling; it’s wet and cold, the air is so thin I get blistering headaches and I have to suffer a night in a dormitory at a base camp called Laban Rata 3km from the summit with a dozen snoring blokes in a stuffy room with ►

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THE TIP OF BORNEO ■ Looking over Borneo from Low’s Peak, the top of Mt Kinabalu

morning makes it all worth it. The experience is nothing less than epic.

Two days later, Bryan meets me back at the park gates for the final ride back to the city. It’s Sunday and the A4 is jammed with Bornean road trains — essentially a truck driving downhill around hairpin turns at about 20km/h with its air brakes screeching like a cat on heat and tailed by up to a dozen cars with no hope of overtaking the lead truck on this perilous two-lane motorway.

It’s a different story for us, however, zipping in and out of the road trains in a real-life version of motorcycle frogger that zaps me with adrenaline every time I shoot back into our lane in the nick of time to avoid oncoming death. At one point the traffic comes to a complete ■ Many of Borneo’s roads are sealed, smooth and empty

standstill. It’s followed by the sound of blazing sirens and the sight of a convoy of two or three dozen cops mounted on Honda CBX 750s. I assume they’re clearing the road ahead of them for a visiting dignitary or politician, but instead it’s a group of bikers, maybe 100 of them mounted on all kinds of road bikes — Beemers, Ducatis, Kwakas, Harleys — probably the cops’ mates out for a Sunday ride.

Throwing caution to the wind, I bump out of my lane, dash to the front of the road train and surge downhill as bike a er bike zooms uphill, offering the mandatory nod of the helmet or wave of the le hand. Then it hits me — even riding through the traffic here is fun!

“For me the a raction in Borneo

has always been the diversity in riding terrain,” Bryan says. “If you’re really quick, there’s all the Formula 1-style slalom you could ever wish for. If you want to go offroad, there are equivalent gravel routes on most of the tours we do, or we can take you into the jungle and get you up to your knees in shit. If you want to take it easy on the tarmac with a pillion and see things like the Orang Utan Sanctuary, go on a river cruise or check out some islands and beaches, we can do that too.

When you add up all those elements, it really is a biker’s paradise.” ARR

“There’s all the Formula 1-style slalom you could wish for. Or we can take you into the jungle and get you up to your knees in shit” o River crossing heading north

106 | AUSTRALIAN ROAD RIDER

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AT YOUR SERVICE Want to service your bike yourself? Or do you prefer to try an independent mechanic instead of the official dealer? Here’s what you need to know

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DIY SERVICING

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r Ozzy Graf has amassed all the tools he needs in his professional capacity, something the DIY mechanic will struggle to achieve

STORY: MARK HINCHLIFFE ost riders believe they will void their warranty if they do their own servicing or if they take it to a mechanic, rather than their dealer. However, in Australia the Competition and Consumer Act 2010 prevents automotive dealers tying you into servicing or voiding your warranty if you service it yourself or have it done by a mechanic. Many countries have similar laws protecting consumers against restrictive trade practices such as this.

While it’s nice to know you have the law on your side, the issue of whether you service your own bike or get a non-dealer mechanic to do the work is a lot more complex. For example, your warranty can still be voided if you or your mechanic use inferior consumables (such as oils) or parts, if the servicing isn’t as regular as prescribed in the manual, or if you don’t follow proper servicing procedures. Let’s look first at the ma er of DIY servicing.

Most modern bikes have complex computer so ware that needs updating just like your home computer, tablet or even your mobile phone. While your

M

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iPhone may be easy to update, very few home mechanics will have the knowhow or diagnostic tools to update the bike’s ECU. Sure, most home mechanics can do a lot of the other stuff such as checking and replacing brake pads, coolant, brake and clutch fluids and engine oil, but it’s best to leave the highly technical stuff to the experts.

RACQ spokesman and Suzuki Bandit owner Steve Spalding does his own

servicing, but he warns owners who might be looking to save money by using cheaper and inferior parts that they could be chasing a false economy. “My experience is that penny pinching in the wrong area ends up costing the owner more,” he says. “Why would you put a $5000 engine at risk by saving $10 on an oil filter?”

He says another critical aspect with DIY is that home mechanics should only

DIY SERVICING

r Ozzy may not be aligned with a specific brand, but he’s highly qualified and extremely well equipped

“Penny pinching in the wrong area ends up costing the owner more. Why would you put a $5000 engine at risk by saving $10 on an oil filter?” do servicing and repairs of which they are capable. “Don’t put your safety at risk because of a lack of knowledge,” he warns.

If you do your own servicing, make sure you use genuine parts and consumables or their equivalent or be er. Be wary of buying cheap parts and consumables over the internet. We have heard of some brand-name spark plugs that are actually fakes and quite inferior.

Steve also offers some good advice for DIYers: “Filling out the servicing log book should always be done regardless of who services the bike as it is a record of servicing history and peace of mind for a future owner. Even if the owner does their own servicing, the log book should still be filled out. One approach o en used by owners who have a technical trade background is to have a stamp made up for this job. I do it and would happily defend the quality of servicing work if there was a need to do so.”

Steve has another warning about a

lack of access to servicing and repair information. “Feedback from repairers is that it’s becoming increasingly difficult to get sufficient technical information (from manufacturers) to carry out such work,” he says. “With the complexity in bikes, owners without this information will be forced to use the dealer network or risk DIY and potentially cause damage that requires costly rectification work way beyond the price saved by not using the dealer.”

Not everyone is as technically proficient as Steve, so should you take your bike to a non-dealer mechanic?

There are many competent motorcycle mechanics out there, but there are some dodgy ones too. Knowing the difference can be difficult. Be careful to choose a mechanic with the right credentials and tools to service and repair your model.

Not all mechanics are able to do all bikes.

Ask to see their credentials. Those who have them will gladly show you, while those who don’t may get upset. Walk

away if they get upset. If you trust your mechanic’s abilities, by all means get your bike serviced by them as they will o en go the extra mile to do the right thing. Personalise your experience and reward your customer loyalty.

One such mechanic is Doctorate of Engineering Ozzy Graf, of OzRacing in Brisbane. The BMW Group University has recognised Ozzy as a Master Certified Technician and highly esteemed member of the BMW Motorrad Germany Service Organisation. Obviously he is an expert in BMW motorcycles, but he also works on other brands, excluding scooters, dirt bikes and Harley-Davidsons. He says he can also do warranty work and rectification a er manufacturer safety recalls.

“They cannot prevent you if you are qualified,” he says. “Because I’m a mechanical engineer I’m well and truly qualified. Engines are engines and it’s only the electronics that differ.”

He says it can be difficult and expensive to get technical support from some manufacturers without having a “special relationship. I had to invest $80,000 in the so ware, which costs $2500 a year to update, and that does everything except Hyosung and HarleyDavidson,” he says. The special so ware just to service Harleys is an extra $60,000.

Scooters and dirt bikes need different so ware again, so ask your mechanic if they have suitable so ware that is also fully up to date.

Ozzy says some manufacturers are quite specific about parts and consumables while others aren’t. “For example, there are no restrictions on oil and air filters, but when you are using oil it has to meet or exceed the manufacturer’s requirements. I use Mobil 1 Race 4T fully synthetic oil and I won’t accept people bringing their own in as I can’t control what is in a bo le. If something goes wrong I’m liable for it.”

He says he also won’t accept spark plugs or other items customers have bought on the internet. “They sell spark plugs that are fake but they look the same, and then when they fail they blame me,” he says.

Ozzy says he used to have a lot of customers tell him that dealers had threatened to void their warranties if bikes were not serviced by them. “I point customers to Fair Trading and the Department of Consumer Affairs,” he ► AUSTRALIAN ROAD RIDER | 111

r Phil at HiSide says you’ll never have to delve into the engine if your servicing is up to scratch

“Filling out the servicing log book should always be done regardless of who services the bike as it is a record of servicing history and peace of mind for a future owner” says. “They seem to have stopped now because people like me are making a big noise about it.”

Ozzy also does all the work himself and doesn’t employ any apprentices, who he says are too risky. “It’s too dangerous to let an apprentice loose on a motorcycle. One crucial bolt not done up and you could kill someone. Insurance cost is also phenomenal.”

So if you’re going to get a nondealer mechanic to do the job, check their credentials, their so ware, their equipment, the consumables and parts they use and who will actually do the work. Also ask them whether they guarantee their work. It’s a lot to worry about and it may be easier just to go to your dealer anyway. Some manufacturers and dealers are now adding free services as a deal sweetener when you buy a bike from them. And some manufacturers are now aware that many riders turn their 112 | AUSTRALIAN ROAD RIDER

bikes over every couple of years and are keen to gain your loyalty for repeat business. To a ract customer loyalty, some offer “goodwill assistance” above and beyond the terms of the warranty.

There is also a third alternative for people who don’t want their bike serviced by a dealer. Find some home mechanics who have all the tools and knowhow and will charge you a small fee to let you use their facilities to do your own servicing. In Brisbane, HiSide Leathers offers this service. Phil, the owner, has been servicing his own bikes for decades and restoring old bikes, and for 10 years has offered the facilities of his wellequipped garage to customers who want to do their own servicing. It’s all done “by arrangement” and you have to be a loyal and trusted customer before Phil will let you loose in his garage. Just look at the fun, but serious, list of “Phil’s Golden Rules” on his garage wall: 1. This is a private workshop or a dictatorship.

2. Phil is the dictator.

3. It is not covered by work care, health care, care bears, I don’t care.

4. If you injure yourself in my shed, an ambulance will pick you up from the Acacia Ridge Hotel.

5. If these rules offend, get your own shed.

6. There will be more rules depending on my mood.

Phil also conducts free classes for clubs and is on hand to help prevent you ge ing it all wrong.

“I’m happy to teach people to do minor

r Steve Spalding does all his own servicing and says sourcing technical information is increasingly difficult

servicing, but I don’t encourage people to open up their motors,” he says. “You won’t ever have to if you service your bike regularly and properly.”

There are guys like Phil in every city and town. They have the smarts and the right tools and can help get you sorted so you can eventually do the work in your own man cave. However, please read other stories on servicing first before you decide what to do with your own bike.

Probably the smartest plan of action is to go to a dealer until the warranty runs out, then find a good mechanic you can trust. Maybe invest in some time at a garage like Phil’s, then start doing it yourself.

There is nothing more rewarding than servicing your own bike. Screwing off the sump plug and feeling that dirty, warm oil run out over your hands is one of those great visceral moments in a bike owner’s life. ARR

CONTACTS OZ-RACING Web: www.ozracing.biz Address: 229A Agnew Street, Seven Hills Qld Phone: 0408 383 075 Email: ozzy@ozracing.biz HISIDE LEATHERS Web: www.hisideleathers.com Address: 13 Highbury Street, Acacia Ridge QLD Phone: 1300 447 433

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head case Do you know what makes a helmet good? This in-depth report from acquired brain injury support organisation Synapse gives you the answers

REPRODUCED WITH PERMISSION OF SYNAPSE (WWW.SYNAPSE.ORG.AU) hoosing the best motorbike helmet can substantially reduce your chances of copping a brain injury in a crash.

Wearing motorbike helmets can reduce the chances of death by 42 per cent and the chances of a brain injury by a huge 69 per cent. With figures like that, every motorbike rider should be aware of the helmet standards, new research and proven innovations in helmet design.

However, there is surprisingly li le research or consistent effort to improve helmet design. The few rigorous research reports that exist can be up to two decades old. Why? Helmet manufacturers generally feel all they need to do is meet the required helmet standards. The helmet standards are mostly set by government departments so there is li le motivation to update and improve them.

Smaller helmet manufacturers occasionally put forward new designs for improved safety. However, the question then is whether the designs are tested by qualified independent researchers, how rigorous their methodology was, and whether the results are published in a peer-reviewed journal — the gold standard for quality research.

If all of this sounds like glum news, it shouldn’t be. A comprehensive European study in 1996 called COST 327 found that a wide sample of helmets complying with various safety standards all consistently did a good job. How good a job? There is room for improvement. The study suggested a possible 20 per cent improvement if standards were revised to include design features for improved helmet safety. Here are some key considerations next time you buy a helmet. ►

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MOTORCYCLE HELMETS AND BRAIN INJURY PREVENTION

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DUAL-DENSITY LINERS The foam in your helmet is the main key to protecting your head. Recently, some manufacturers started using a second so er layer of foam for comfort and a be er fit, especially for heads a bit differently shaped to the norm. A lucky spin-off was improved safety.

The COST 327 study found that dual-density liners could reduce injury in lighter impacts as the so er liner cushioned the head more effectively.

A 2001 Australian study showed that these liners, of a specific type, had characteristics that might improve helmet effectiveness, but did not necessarily prove the effectiveness of dual-density liners. To date, none of the helmet standards has been updated in this regard.

ROTATIONAL INJURIES Brain injury research increasingly shows that many brain injuries occur due to the sudden rotation of the brain (or angular acceleration), as well as the direct impact itself. This is relevant to motorbike riders as o en the head hits the road surface at an angle. A USA study has confirmed this kind of injury among football players.

The COST 327 study concluded that helmet design should insist on a minimum tendency to induce rotational motion by minimising external projections from the helmet shell, such as air vents. Mills et al speculate that increasing the ability of helmets to absorb direct impacts should also reduce rotational effects.

Currently there are two developments that claim to protect against rotational injuries. The first uses a gel coating on the helmet that moves when hit at an angle to reduce rotational forces. The second approach incorporates a kind of suspension inside the helmet shell to dissipate rotational forces from an oblique impact on the helmet. In both cases, the helmet manufacturers have contracted independent researchers to run tests, but the full reports are not available for scrutiny and also have not been published in peer-reviewed journals.

It is interesting to note that many riders are now a aching small video cameras to their helmets to film their ride. There is no research yet to see how much this increases the chances of rotational injuries, but logic suggests it could have a bearing in some impacts.

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WEAR A FULL-FACE HELMET

r This sticker is required in some states but does not follow the letter of the law in others.

The critical point is meeting AS/NZS 1698

r Innovations to improve helmet safety, such as the Eject removal system, aren’t always considered when standards are measured

r Luft Racing was one of the first to include an air bladder in the helmet lining for better fit and protection

“Most helmets are too stiff and only absorb impacts efficiently at levels that are not survivable” FLEXIBLE OUTER SHELL Only a small number of motorbike accidents result in penetration of the outer shell of the helmet. The COST 327 study found most helmets are too stiff and only absorb impacts efficiently at levels that are not survivable. Currently the European helmet standard is the only one that requires the helmet shell to be flexible.

Most head injuries are sustained at the front of the head, with more than two thirds of skull fractures involving chin impact. While open-face helmets are seen as stylish for scooter riders, and some riders find full-face helmets claustrophobic, a full-face helmet does reduce the chances of head injury.

The chin guard reduces forces transmi ed along the jaw that can cause a lethal base-of-skull injury (where your brain stem connects with your spinal cord), and also reduces rotational forces that can lead to a diffuse brain injury.

It is important that the chin guard not be too stiff, and it should also be padded to reduce the chances of brain injury.

Currently only Snell and the European standards test the chin guard.

HELMET FIT IS EVERYTHING It is critical for a helmet to fit snugly.

Accident statistics reveal that in roughly 10 per cent of motorbike accidents the helmet does not stay on the rider’s head.

This can be due to a helmet that is too large and/or not doing up the helmet strap tightly enough. A good check is to simply push upward with force against your helmet from various directions and see how far it moves — the results can be disturbing!

Never buy a helmet you haven’t personally tried on your head to ensure the correct fit, no ma er how cheap online shopping may be.

BUYING A HELMET IN AUSTRALIA Helmets from large international companies who make and market their own helmet are generally very reliable, arising from an internal safety culture.

No amount of certification can add quality to a helmet if the manufacturer didn’t build it in. Large production runs usually ensure the required density of the foam remains at a consistent level to best protect your head.

Any new helmet used on the road must comply with the Australian Standard AS/NZS 1698:2006, but Australia is a very small market so many manufacturers don’t bother ge ing compliance for their helmets here. Some riders may buy a helmet from overseas (for example, one that complies with the more comprehensive European standard)

MOTORCYCLE HELMETS AND BRAIN INJURY PREVENTION

“Brain injury research increasingly shows that many brain injuries occur due to the sudden rotation of the brain” and risk the chance of a fine should the police inspect the helmet.

The largest risk is buying a helmet that has poor quality control in production.

Why? Manufacturers usually only do short production runs to service a unique standard, such as the tiny market of Australia. There are definitely problems with the reliability of helmet certification in Australia.

WHICH HELMETS ARE LEGAL IN WHICH STATES? Another problem with helmet certification in Australia is the states have their own requirements that o en clash. A key problem is that many organisations are involved, but there is no overall coordination by one governing body to ensure consistency across Australia.

The Australian Consumer Law 2011 requires that any motorbike helmet supplied to the market must meet the Commonwealth mandatory standard (Consumer Protection Notice No.9) which is based on AS 1698-1988. However, road rules around the country now require that when using roads, a rider must wear a helmet in compliance with AS/NZS 1698:2006, a completely revised standard with different test methods. Road rules in some areas also include requirements for a “sticker” to aid police enforcement.

The Northern Territory and Queensland simply require “compliance with AS/NZS 1698:2006” but with no additional “sticker” requirement.

NSW road rules were changed without warning in February 2010 and now demand that an approved helmet complies with at least one version of AS/ NZS 1698 and also “has an identifying mark from a body accredited or approved by the Joint Accreditation System of Australia and New Zealand certifying compliance with an above standard”. As a

■ Contrary to old myths, a full-face helmet can reduce the risk of spinal cord injuries

result, the helmets of thousands of NSW riders were made retrospectively illegal on NSW roads in February 2010.

ACT, Victoria, Tasmania, South Australia and Western Australia: A helmet that is legal for road use under the new NSW road rules is illegal to use in these states according to their state laws!

Police in the ACT are instructed to look for a helmet that “has applied to it the certification trademark of the Standards Association of Australia”. In Victoria, the police are told to look for a helmet that is “marked with an official standards mark certifying compliance with the relevant Standard”. In Tasmania, the helmet must bear “the Australian Standards Mark”, in South Australia the helmet must bear “the certification mark of the Standards Association of Australia”, and in Western Australia it must carry “a sticker issued

by Standards Australia”.

The problem? None of these exist!

Standards Australia was broken up and sold to private buyers in December 2003 and has not issued any stickers or markings since then. Technically, it is impossible to buy any helmet you can legally use on the road in these states. This only touches on some of the inconsistencies with ensuring a helmet is legal.

For a more comprehensive list, visit www.roadrider.com.au and read “State of Helmets”, wri en in 2011. Many road rules have changed since which have further confused the situation. The ACCC recently commenced a review of the mandatory standard in addition to managing recalls from the Australian marketplace of a number of helmets certified by JAS-ANZ-accredited certifiers.

WHICH IS THE BEST HELMET STANDARD? This is a valid question. Regarded by many as the gold standard, the Snell helmet standard was criticised a er

claims that Snell-approved helmets were far too stiff in the outer shell and could cause more brain injuries as a result.

Generally, helmet standards do a reasonable job of protecting the head, both in rich and poor nations. But none of the standards is up-to-date with current research, and few have incorporated recommendations that were made more than a decade ago.

In the course of writing this article, we spoke to Guy Stanford, the Australian Motorcycle Council Helmets Commi ee Chair. He believes the European motorcycle helmet regulation is definitely a cut above the average because it’s motorbike-specific, has higher impact a enuation, a valid chin-bar test and an oblique impact test.

The problem in Australia is finding a European-approved helmet that complies with the Australian standard too.

GET BEHIND UNIFORM HELMET LAWS The current state helmet laws and regulations conflict with each other to the point where riders can cross into another state and be riding illegally because they’re wearing a helmet with the wrong sticker.

To bring this to the a ention of the Ministerial Council of Consumer Affairs and Standing Council on Transport and Infrastructure, the two federal bodies that can change the situation, Synapse has started a petition calling for uniformed regulations.

Pu ing in the whole link takes up a lot of space, but head to www.change. org and look for “Change State Road Use Regulations so that motorcycle helmets approved for use are defined by ACCC Consumer Protection Notice No. 9” — which admi edly hasn’t taken up any less space. ARR AUSTRALIAN ROAD RIDER | 117

product reviews

TESTING,TESTING BMW STREETGUARD SUIT A good riding suit should be something you purchase at least once in your lifetime.

Like a good wheelbarrow, top-shelf bo le of red or an expensive pillow, once you have bought a good-quality new riding suit you will wonder how you have managed to come so far in life without experiencing one before.

It’s one of those indulgences that can be hard to justify at times, especially if you don’t ride as much as you used to. And in the case of the Streetguard suit, that price is pushing twice the average Australian weekly wage. The price? The new Streetguard 4, to be released very soon, will cost $1350 jacket and $1000 pants.

I can hear the air being drawn out of the room you are in, but let’s put some perspective on it. I have another BMW riding suit — the original Streetguard — that is more than 10 years old now. For a few years I wore it daily. I lent it to a mate who crashed in it. And another mate who crashed in it. Bruised egos aside, they fared well and the suit fared be er. These days,

r The Streetguard is a very comfortable fit

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it gets used every now and then and it looks and works as well as ever. Not a thing has gone wrong with it. Sure, I’ve washed it and Scotchguarded it regularly, but no ma er how expensive an item, maintenance is always the key to longevity.

The improvements for the Streetguard 3 you see here came in the way of waterproofing, windproofing, abrasion and impact resistance. The jacket and pants combo has plenty of pockets, both inner and outer, all placed in areas that won’t have your mobile phone jammed in your organs on a sportsbike. Their zips quickly lost their lace a achment to make opening and closing them with a glove on easier — but who does that anyway? The cuffs and pockets are lined with a so fabric that makes for a comfortable fit when the jacket is on and a nice warm place to put your hands. A new cuff design will improve this further.

I found the removable storm collar to be a nuisance until my first really, really cold and wet ride. It makes the suit watertight up top — no water running down your neck and ruining the ride. The new 4 jacket will add a storm hood for even greater weather-proofing, and the description suggests BMW has also improved the convenience of the collar.

Armour comes in the form of back, shoulder, elbow, knee and hip guards. The armour is anatomically shaped and it won’t move around once it is inside of its internal pockets. You’ll get the armour in and out with a bit of fiddling and gentle persuasion, but that’s only due to its snug fit. The best thing is that the armour isn’t noticeable once it has conformed to your body shape and you’ll slide the jacket on and off, feeling like it’s not even there except for the obvious bulk of the jacket.

The trouser waist is set comfortably high and does not bunch around your hips, while the jacket and pants zip together almost 360 degrees around your waist. The suit is brilliantly comfortable.

r The cuffs will have an improved fit over gloves in the Streetguard 4

r The Streetguard 3 suit pictured here is being replaced by the updated fourth version

The knee protectors are heightadjustable, which is a great feature as there is so much variation in knee height between one person and the next. You can also retro fit coccyx protection to the suit and the back protector zips out easily (whereas the other armour is in pockets with Velcro closure).

The one aspect of the Streetguard 3 I thankfully hadn’t tested is how it handles a crash. The 4 will use different materials as BMW endeavours to improve the abrasion, impact, tear and friction resistance of Streetguard clothing. The main material is a threelayer laminate made predominantly of Cordura, while ProtectionGuard increases protection in the highexposure parts of the suit. Developed for the new 4 suit, ProtectionGuard gives the appearance of suede leather but is a high-performance textile.

On the hot days of an Australian summer, the Streetguard 3 was too hot.

Liner out, storm collar off, vents open — this was an “all seasons except days that are more than 30°C”. The new 4 may do a bit be er because it will have ventilation zips in the back of the jacket to allow

air to flow through, and will also add zipped vents to the pants. The waterproof ventilation zips in the 3 proved to be only shower-proof.

What it handles best is the cold. I’ve worn it in the middle of winter, at the snow, on the Kosciuszko Express with liners removed to save a quid on hiring ski gear.

It came away dry, I was warm. The same couldn’t be said for those in purpose-made ski gear. For the Streetguard 4 there’s a completely new Thinsulate liner, described as a jacket by BMW, which claims you can wear it on its own.

Another addition for the new version will be a zip-off bib for the pants, creating another layer and wind block. In the women’s version it’ll be a waistlet without the braces.

I’ve run the Streetguard 3 on sportsbikes on days away and been comfortable the entire time. I’ve run it without all the lining with knee braces, neck brace, chest and back protectors on multi-day adventure rides. With all of the armour and liners fi ed, the whole suit weighs in at 5.1kg. It’s not cumbersome, and combined with the ergonomic fit of the gear it’s an extremely comfortable suit.

There aren’t many more expensive suits on the market. That said, there aren’t many suits that perform as well as the Streetguard 3 does either, and the 4 promises to be be er. If you were to get 10 years out of it, it’s a couple of hundred dollars a year for excellent comfort, undeniable protection and top-level warmth and waterproofing.

— MATTHEW SHIELDS

r The lined suit is great in cold weather and the new version will add a zip-off bib

DETAILS Prices: SG4 jacket $1350, trousers $1000 Sizes: Men’s 46–66, women’s 34–46 Colours: Black, Anthracite, Anthracite/Red Info: www.bmwmotorrad.com.au or any BMW dealer

AUSTRALIAN ROAD RIDER | 119

product reviews

■ Everything comes out easily and goes back into place nicely

KABUTO AEROBLADE 3 These days, we are spoilt for helmet choice. There are so many brands on the market in Australia and it’s all too easy to find a lid that you like, fits well and is at a price point you can afford.

While price is o en a determining factor in performance, in the case of helmet safety it is not: helmets have a safety level they must a ain before they can be sold in Australia. Where a price is reflected in a helmet is in its fit, function and features. So a er riding in the Kabuto Aeroblade III for a few months, I am amazed this is a $400 helmet.

I’ve worn a lot of lids in my time — from the cheapest to the most expensive — and price has always determined the quality of overall fit, feel and features of the helmet. The Aeroblade III has a lot of similar technologies as the brand’s race-focused FF5V, but is tailored more to road riders. Made from a fibre and Dyneema composite, it retails at $399.95 for graphics and $349.95 in a solid black.

Sizes are all your usual ones — XS to XXL — and there are two different shell sizes

■ Venting system is good

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so the helmet will be a proportionate size to your head.

The visor release system is quick and easy, and so too is removing the washable interior pads. Although I haven’t had to wash them yet (that Sony Ion generator is paying for itself!) I’ve taken them out a few times and they go back easily and don’t feel any different.

There are some road-riding-specific touches to the lid worth mentioning.

There’s a chin wind-shu er to stop air blowing up in the lid — a priceless touch for winter riders. There is a slit in the liner that allows you to slide glasses in and out easily. While I don’t wear glasses when I ride, and can’t vouch for how the comfort goes over time, it’s got to be an improvement over not having them. There are also Pinlock mounts on the visor.

Ventilation is excellent in the helmet.

Designed to draw air out of the helmet through the top vent, airflow is easily regulated through the six vents. The liner is plush, the double-D lined for comfort around your neck and its closure faultless.

There’s the usual wind noise going on outside the helmet, but in no way is it a noisy helmet to ride in. You can hear yourself talk in your lid as there’s plenty of room around your ears — a bonus for riders who run Bluetooth.

Weighing in at a measured 1.51kg, the helmet is a good weight and nicely balanced. Kabuto has a patented Wake Stabiliser on the lid — a flair at the sides and towards the back of the helmet — that no doubt plays a good part in keeping wind noise down and keeping your head from bobbing around.

All in all a great-quality lid, packed with features, at a price that doesn’t allude to what you are ge ing for your money.

— MATTHEW SHIELDS

DETAILS Price: Black $349.95, graphics $399.95 Sizes: XS-XXL Info: www.motonational.com.au, 07 3120 4228

Expedition Panniers

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Andy Strapz approved gear is specially selected and tested for quality and motorcycle friendliness.

If it wears the Andy Strapz brand, it’s made to the highest standards here in Australia.

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product reviews COLLECTOR MOTORCYCLES OF AUSTRALIA Australia has a strong community of vintage, veteran and classic motorcycle enthusiasts. Author Stephen Shepherd is prominent among them if for no other reason than he’s produced this excellent book, Collector Motorcycles of Australia.

He has managed to put together a very thorough illustrated history of motorcycles, the emphasis being on the images more than the story.

Stephen has not been overly technical in covering the bikes. In fact, there are barely any technical specifications at all, and the way the book is presented you don’t miss them. Indeed, it’s quite refreshing.

Each bike is covered by a paragraph or two, rarely more. That’s enough to put a context to the machine without weighing you down in historical detail. As you read through the book, flicking page to page, a picture of motorcycle history and development rapidly builds up in your mind and you also pick up a host of li le

facts and anecdotes.

If that sounds like it’s a series of snapshots of motorcycle history, you’re more right than you know. You could consider Collector Motorcycles to be a book full of snapshots, except the shots are professional-quality photographs.

More pertinently, they’re the prime purpose of the book, in which Stephen has set out to show you hundreds of rare and unusual bikes.

He has succeeded brilliantly. Only a bloke who has spent a lifetime around old motorcycles, as Stephen has, could manage to pull together a gallery of photos like this. The scale of job is quite

122 | AUSTRALIAN ROAD RIDER

astonishing. There are more than 450 motorcycles in here, ranging from an 1885 replica of Go lieb Daimler’s pioneering motorcycle to the ill-fated 1988 Norton Classic rotary. The job of photographing them wasn’t started until late in 2011, so the project came together pre y quickly.

All the bikes are in Australian hands.

If it wasn’t for the cooperation of the old-bike community and the various museums we have here, Stephen’s work might’ve taken years longer. The quality of the hard-cover edition backs up Stephen’s effort and the paper does full justice to the photographs and, ultimately, to the bikes themselves. The

details and colours come up so clearly.

Most of the bikes have been beautifully restored, making the photos a pleasure to look at. It’s easy to spend an a ernoon slowly flicking through the 400 pages of the book. If you like old bikes it’ll do nothing to cure you of the affliction.

You’ll be pleased with yourself if you find a place on the bookshelf or coffee table for Collector Motorcycles of Australia.

— MICK MATHESON

DETAILS Collector Motorcycles of Australia

By Stephen Shepherd Published by New Holland ISBN: 9781742572260 Price: $45 Info: www.newholland.com.au

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Whatz new DNA AIR FILTER FOR MT-09 AND FZ-09 Breathe in … breathe out … breathe in … breathe out. Yes, we could be listening to a relaxation tape or learning about the fundamentals of the combustion engine.

It’s fine having a high-performance zorst that frees up the exhalation of the gases, but without an air filter to match, you won’t enjoy the full benefits of an easy breathing machine.

Enter DNA and its fab range of cotton air filters that are much less asthmatic than the standard paper filters in the Yamaha MT-09 and FZ-09. In fact, they let through 28 per cent more air and that means horsepower! They’re constructed with four layers of cotton to catch most of the nasties that might otherwise find themselves exploding in a mix of fuel and air, and are fairly simple to install.

Price: $136 Visit: www.kenma.com.au

ICEDOT SENSOR We don’t like to think about it, but in an emergency, when you’re out on your own, you can’t always call for help. That’s where the Icedot Sensor makes sense.

It’s a small sleek device that attaches to your helmet and comprises multiple three-dimensional sensors that mimic the brain. It pairs up with your mobile phone and in the event of an accident

124 | AUSTRALIAN ROAD RIDER

where the rider takes a knock to the head, the device sends a message to emergency contacts together with a map of the precise location.

Sounds like the sort of technology that would come in handy on some Friday nights.

Price: $179 Visit: www.icedot.com.au

EAGLE RIDER HARLEY HIRE Want to impress someone for a day or cruise in style for much longer? Rather than fork out a house deposit to buy a new Harley-Davidson, why not hire one?

US-based Harley-Davidson hire company EagleRider is now operating in Sydney and Brisbane with a large collection of hire bikes available and fully guided or self-drive tours to point you in the right directions.

On top of that, they’re planning to expand with Triumph, Victory, Indian and Suzuki motorcycles as well as learnerapproved models to suit everyone.

Price: About $185-$230 per day (cheaper the more days you have it) Visit: www.eaglerider.com.au

NEW AND INTERESTING STUFF INTERPHONE F5XT SYSTEM “Are we there yet?” “How fast are you going? Don’t you know there are police cars around?” “This seat’s not very comfortable!” “I need to pee, again.”

If your pillion likes to say these things often, then best not to get the Interphone F5XT System. Or you could get one and switch it over to your music playlist, or even phone your marriage counsellor, all without

having to remove your helmet.

The marketers of the Interphone F5XT System say it’s the first line to be released with advanced intercom features, such as connecting to five other headsets over a 2.4km range.

It also features a built-in FM radio with an eight-station memory, voiceactivated dialling, automatic muting when a phone call is received and GPS functions.

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SENTINEL CE RACE SUIT

WD-40 LIMITED EDITION CANS Nuts refuse to budge? A squirt of WD-40 does the trick. Quick lube of the bike chain? WD-40. Attacked by a mugger? WD-40 in the face. In fact, there are more than 2000 uses for that special blend of water-displacement technology and they appear on the WD-40 website.

Go there and you’ll also learn that it’s been around now for 60 years, and to celebrate you can get this popular product in a limited-edition can featuring five of their favourite gamechanging machines since 1953.

“These special cans are a salute to those who subscribe to the tradition of hard work and the practice of getting the job done,” said WD-40 Company Australia general manager Geoff Holdsworth.

Visit: wd40.com Price: Various

Hitting the race track has two connotations, both of which make it desirable to be wearing race leathers, such as this Sentinel suit from Arlen Ness. In the first instance, one wants to look the part and hopefully get some cred with a bit of plastic ground off the kneesliders after a few hot laps.

In the second instance, one doesn’t want to have kitty litter wire-brushed out of their flesh wounds should it suddenly go pear-shaped.

The Sentin el satisfies both requirements by combining stylish design, functionality and exceptional safety features in one sleek suit.

It’s completely CE certified under European standards, which makes it one of the safest racing suits on the market.

The shoulders, knees and elbows have also been fitted with magnesium sliders to provide maximum protection from impact and abrasion.

It even comes in a bunch of different colours.

Price: $1299.95 Visit: www.ficeda.com.au

AUSTRALIAN ROAD RIDER | 125

BMW R1200GS MUDSLING Tired of cleaning your rear spring and shock with a toothbrush after a muddy ride? Or copping spray up the inside of your calves in the rain? MachineartMoto has a solution with its MudSling suspension guard for the 2013/14 BMW R1200GS. It’s basically a moulded guard that fits between the rear suspension and tyre to protect the shock and spring from stones, mud and road-kill offal, as well as keeping the spray off the trousers.

It takes less than five minutes to fit, says the manufacturer, but they’ve probably had practice.

Either way, it’s a beaut idea.

Price: US$149 Visit: www.machineartmoto.com

ALPS DELUXE AND FRENCH RIVIERA TOURS The fabled passes of Stelvio, Grimsel and Furka are on the itinerary for Adriatic Moto Tours’ new-for-2014 Alps Deluxe and French Riviera experience.

After riding the twisting, narrow roads of these famous passes, the tour

XD 1080 MINI HD CAMERA Don’t leave your XD 1080 Mini HD camera lying about on the dressing table lest it wind up in a make-up bag mistaken for lipstick, for that is about the size of it.

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126 | AUSTRALIAN ROAD RIDER

heads south through the rolling hills, taking roads to the Mediterranean coast through urban Nice and the rocky Saint Tropez peninsula.

Highlights include riding the highest passes of Europe, reaching the gateway to the high Alps, taking the Aiguille du Midi cable car in Chamonix, hiking through the deepest

so you can mount it on your helmet (with a specific mount) without having a major impact on aerodynamics or general comfort.

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Gorges du Verdon and relaxing on the golden beaches of the French Riviera.

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DUCATI DREAM TOUR 2014 Ducati announces the 2014 edition of the Ducati Dream Tour, a series of factory-organised three-day tours through the twisting landscape of the Tuscany-Emilia Apennines.

Riding Ducati’s latest motorcycles, each trip will include a guided tour of

Fresh from the land of the long white cloud is a new Tough-Rack system for Kawasaki 2008-2014 KLR 650. It’s considerably beefed up to handle chattering about as you explore the wilds and can still take all existing Ventura packs and Ventura Monza panniers.

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the Ducati factory and museum, with one additional “special package” tour dedicated to the long-awaited World Ducati Week 2014, the international gathering of Ducatisti being held in Misano 18-20 July.

The Ducati models available in the tour package include the newfor-2014 Monster 1200, Monster 796,

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AUSTRALIAN ROAD RIDER | 127

LETTERS LE ETT T ER ERS

READERS RITE on’t forget to write! We mean it. We love to hear from you and everyone else does too; these pages are among the most popular in the magazine. Preferably, keep le ers under 300 words so we can fit more in, though we will allow the odd exception without taking to it with the editorial knife. Yes, we will chop ’em when we have to. Do include your real name and some contact details, just in case we need to clarify something. Please write to roadrider@ universalmagazines.com.au or send mail to Road Rider, Unit 5, 6–8 Byfield Street, North Ryde NSW 2113 — Matho

D

HAPPY AND VICTORIOUS Hi Mick, I have bought Road Rider, and for a while your sister mag Cruiser & Trike, but eventually this became a bit sporadic due to what had become a lack of solid content. Then in May last year I bought one, saw a few changes and realised there was a whole new team.

I have been looking for a new bike for a few months, a er selling the Yamaha Star 1300 bought new three years ago (good bike, but never totally happy with it), followed by a very brief older VTX1800 Honda. I happened to pick up your issue with the Victory Cross Country on it (ARR #98), having been toying with the idea of a Cross Roads for while, and being totally underwhelmed by the couple of Triumph Thunderbirds I have test ridden. What a surprise I got — a big change for the good!

Instead of road tests that were a page or two (or half a page) of not much substance on the bike, as seemed to be the case in the past, you have completely turned this important part of the magazine around.

Reminds me of when I used to pore over the old Two Wheels magazine tests when I was a kid 30 years ago (OK, more like 40). So well wri en, by experienced riders like yourself, and actually telling you about the bike rather than general waffle.

Your road tests and accompanying details and pictures (how some magazines can get away with only pu ing two pictures of a bike in a road test is beyond me) are second to none, and great reading.

Mick, all I can say is great job. I am about to renew my subscription again a er le ing it lapse around two-and-a-half years ago.

I really enjoyed the Vic Cross Country test — so much so that I just bought a new Victory Cross Roads (prefer the clean looks of these). I am very happy with it (now I have put my Arlen Ness Exhausts on) and looking forward to doing a few kays with the be er half this year.

Glyn Breed Epsom Vic

GIFT OF LIFE Ron Spriggs was so right (“The second-chance option”, ARR #99).

I too am an organ recipient. The generosity of some anonymous family can never, ever be taken for granted. They ask for nothing and expect nothing in return (a le er from a recipient would be nice) but give so much. I think of my donor family every day, even nearly five years a er the event.

If Ron’s article gets people to discuss the subject or even gets some to sign up for donation, it would be fantastic. So people, 1228 | AUS 12 128 A AUSTRALIAN TRALIA TRA LIA AN R ROAD OAD AD RI R RIDER DE DER 128 | AUSTRALIAN ROAD RIDER

have a yarn to your family and sign on, because there’s a lot of sick people (men, women and children) out there who need a transplant to live. It’s that simple.

We recipients value and appreciate life and family more than most people could realise.

Safe riding to all.

Richard Holding Email I’ve done it! Actually, it was long ago, but you get the dri . Go to www.donorregister.gov.au or call 1800 777 203. — Matho

BELLS, ZEDS AND WALLAS Hello Mick, There are things I expect and things I don’t when I pick up a magazine with Australian Road Rider on the cover. You and the crew do it very well — it’s a cracker of a read. I have been reading ARR for many years but under the previous editor, it pre y much became a case of look at the pictures and throw it on the shelf. Maybe it’s that you, Mick, actually live in the country that you truly get what is Australia.

In the le ers section of the last few issues there has been some debate over the Bells Line of Road, mainly about speed.

Along with about 60 other blokes and a couple of girls, I drive this road twice a day every weekday and once on Saturday for practice in a truck and dog with up to 56 tonne gross weight, and 80 kays is the right speed for the Bells Line. Trucks, with the exception of a few steep pinches, can keep to the speed.

When it had 100km/h sections some people travelled at 60, some at 100 — it was a mess. Now everyone travels at around 80 and it works well, most days. There are 100 or so cars that are there every day and we all know who’s who in the zoo and what they do and we are all kind to each other. It only falls to bits when the loopies enter our playground and for bikes that’s Thursdays, and we all know who rides on Thursdays.

Generally the motorbike riders are very good, but if you do see one inflicting their own brand of stupidity on the travelling public, it’s without exception a large adventure bike. Maybe you really do get a free big bag of silly pills when you buy one.

I really got a kick out of Greg Reynolds’ column “Guy with a van” (ARR #99). For the first 20 years of my motorcycling life I owned a WLA Harley, a Honda 500XLS and a Kawasaki Z9, all at the same time. A er 380,000 kays and three rebuilds, I replaced the Z9 with a low-kay example of the same bike, as I did with the XLS, but I never replaced the Harley. I just got rid of it for the reasons in Greg’s story. Harley riders tend to be like the Land Rover drivers of the ‘70s and we all know that their one-

LETTERS eyed brand loyalty wasn’t quite justified.

I have added a Yamaha, an extra Honda, four more Kawasakis and a BMW to the collection. All great bikes, none worth much money; I just like them. The BMW faithfully follows the European tradition of great mechanicals, crap electrics, started

by Ducati in the ‘70s, although I must say that the BMW was 150,000km of good fun riding before it all went pear-shaped.

The Ducatis of old were lucky to get to 20,000.

P Dwyer Oberon NSW

last 10km of it and I’m sure it will be a favourite of many once complete.

This time I rode across to Mt Beauty via Falls Creek on the newly sealed road. Sweet.

Harry Stephens Pi Town NSW

Good point about the consistency of speeds now, but 80 really does feel slow on any half-decent bike. Eighty kays over the Bells Line on a WLA or in a 1970s Landie would feel terrifyingly fast at times … and be impossible at others! — Matho

TED SIMON SAID… I really liked the story on Ted Simon (ARR #99). I read Jupiter’s Travels in the early 1990s, a er finding it almost by accident, and it inspired me to do a lot more travelling on my motorcycle.

Ted went around the world but for the first 20 years or so of my riding life I tried to see as much of Australia as I could. At first I was content to ride in my local area, but when I got bored of those roads my horizons expanded and a er the first twoweek trip (thank God for holidays and divorces!) in 1998 I used more of my leave to go riding.

Never did I consider going overseas to ride, but last year I had an epiphany. With some encouragement from a mate, Garry, who wanted someone to go with him, I flew to Europe, rented a bike and rode in the Alps, southern France and Italy.

The thought of having to deal with foreign languages, laws and roads made me nervous, but having done it, I am kicking myself for waiting so long. Should have done it years ago, although I wouldn’t swap it for any of the rides I’ve done at home.

My goal now is to do a big ride while on annual leave, back here in Oz one year and somewhere overseas every other year.

Thanks, Ted Simon and ARR, for all the inspiration.

Aaron Cunningham Email

THE LONG WAY DOWN G’day Matho I hope all the venting about particular bike owners and recognition by others that pass us can be le in 2013. These days there are a lot more people who only ride occasionally and don’t know about the bonding that we had in the days of black and white. To me, it’s sad, but we’re all out there on the best bikes ever, and that’s all that ma ers.

In early December I went to my twin grand-daughters’ fi h birthday near Bendigo. Naturally I took a few days to get there as the Hum(e) is not for me. So it would be remiss of me not to mention some roads that you’ve probably enjoyed but others don’t know about.

Taralga to Crookwell is now being tarred and gives a nice ride instead of having to go into Goulburn and out again. I’ve enjoyed it for a long time, even as dirt.

Tintaldra, Walwa, Granya: Follow the Murray River on the C546. A road for all to be enjoyed.

Then enjoy the road through Granya and pick up the C543, which is the Omeo Highway. I’ve ridden it a few times and it is, in my opinion, a really rewarding ride. They are sealing the

r The Taralga-Crookwell road is almost all sealed now

r Roadworkers on the Omeo Highway as they seal the final 10km

TWO-UP IN TASSIE Hello there. My partner has a triumph Tiger Explorer 1200 and has been planning for two years to do the around-Tasmania road tour. I was invited to be the pillion and jumped at the chance.

In January we headed off for a two-week adventure with another couple who had a Honda 1000cc Varadero. We arrived in Devonport and headed straight off to Sheffield. The next day was Cradle Mountain and we ba led 7°C, three inches of rain and 124km/h winds. The girls (pillions) were beginning to wonder what we had done and what we were in for.

The weather couldn’t have got any worse for us. We must have been riding at 70 degrees against the side winds, but luckily the wet gear did a fair job keeping us only damp.

Two weeks on the back of the bikes was scary, exhilarating, hot, cold and windy, but the roads were amazing — even for a virgin pillion bike-tour person! The scenery was outstanding, which helped us pillions to enjoy and engage with the tour. I was provided with one-and-a-half panniers and even took too AUSTRALIAN ROAD RIDER | 129

LETTERS much clothing! We stayed in B&Bs so didn’t need to take any creature comforts.

My advice: If anyone invites you to be a pillion, say yes as Tassie is amazing for bike riding. Not to mention the berries, breweries, beaches and fantastic walks.

Kathryn McKenzie Adelaide SA

shame that Honda Australia stuffed up on supplying the auto model, which was what we wanted! The manual is a hoot to play with, very smooth on the great change.

One more point to Honda Australia: How about more colour choice? Can we please get past just Candy Red and Black? I know Honda produces white and silver in Japan, Canada and the USA. Caution: they are not sports bikes! However, the engine has good power to undertake some fun, brisk cornering and long-haul rides, and climb the hills of Adelaide. So we both recommend these bikes — great value for money. Special thanks to staff at Peter Stevens in Adelaide for helping to get us a great price and ki ing out the bikes with panniers and top-box.

Matho, thanks for a bloody good read in ARR. David Cauchi Kilburn SA

DON’T INCREASE SPEED LIMITS r Kathryn with the Trumpy above Queenstown on one of the good days

r Good apples? John and Kathryn

THE CTX SUITS Greetings Matho, I have been a subscriber to ARR for many years. In 2009 I bought the Honda DN-01, a very high-tech bike at the time. It had its shortcomings but was a great bike to cruise and tour our great land. I then sold the DN-01, AKA the Stingray. I am very guilty of buying new-generation bikes and Honda has done it again.

My friend Simon and I had plans to undertake some major long hauls and quickly realised that the current bikes were not up for the job. Let’s face it, we are both ge ing older and we wanted some comforts, but not some bloody great heavy Honda ST1300, Yamaha FJR1300 etc. So we purchased the CTX700.

This 700cc twin, with a low and comfortable seat, feet-forward pegs, six gears and enough poke to overtake a semi (potential for some warp speed) makes a great mid-sized touring bike. It’s a 130 | AUSTRALIAN ROAD RIDER

I read with interest Bill McKinnon’s column, “More Speed, Less Haste”. To some degree I agree with your sentiment, but sadly your basic argument around speed limits borders on naive.

It’s interesting that an international journalist was brought in for a relatively short period of time to drive the route, although he would still have the mindset of the speed limits, driver/rider behaviour and road conditions of his home country. He was asked to evaluate our conditions without asking the opinions of numerous local road users.

To say that the “authorities” are “fixated” on speed limits is in itself naive, as that is just one factor considered, though it plays a big part in the decision-making process. The simple truth is — and you alluded to it yourself — that we must consider driver experience, weather conditions, geography and road conditions when determining what would be a safe and acceptable speed on particular roads. Yes, there are many drivers/riders out there who could quite safely negotiate our roads at higher speeds, but how do we regulate those drivers who aren’t capable of doing so and where do we draw the line?

You would have to admit that many of our roads are in no condition to permit safe travel at the posted speed limit, yet some drivers will still drive at 80, 90, 100km/h in all sorts of weather and conditions, regardless of their physical state, purely because the signpost says they can. It’s because of these people that the speed limits are what they are.

Another very important and o en overlooked fact is that many drivers exceed the posted speed limit by 10-20km/h anyway, so to increase the speed limit to satisfy a few would simply mean those less-responsible drivers would exceed those new limits by another 10-20km/h.

As a professional driver/rider myself, I see the problems that your argument can result in every day, especially on our freeways, and I pray that the authorities don’t succumb to minority pressure and raise the speed limit. If they do, there will be a lot of people standing on your side of the fence saying, “Oh, I didn’t expect that” when the road toll (which by the way has been decreasing steadily since the ‘70s due to road safety campaigns) begins to rise again — and from there it will be a long road back. Trust me.

Peter Donnelly Paramedic Specialist Picton NSW

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WE’RE ALWAYS LOOKING OUT FOR RIDERS. At Maurice Blackburn, we know riders are particularly vulnerable on our roads. That’s why we work with motorcycle associations across Australia to promote awareness of rider rights. So if something’s happened on the road that’s affected your life, no matter whose fault, give us a call. We’ve helped thousands of riders with their insurance claims. And we’ll fight to get you everything you’re entitled to.

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PRICE GUIDE

ROAD BIKE & SCOOTER PRICE GUIDE N Can I afford it? Is there something better for the money?

ew bike prices can go up and down like the stock market, so in every issue we’ll bring you the sticker prices. To be completely up to date with things like factory discounts and incentives, check the Road Rider website (www.roadrider.com.au) where we will bring you all the special deals, bonus offers and cashback promotions we can find.

We have included the importers’ websites, which is the place to go if you’re looking for more information. You’ll see that we haven’t listed every bike on the market (yet) but we aim to get there with

all of them. Sometimes even we struggle to find the details of the smaller, newer importers. Meanwhile, enjoy this most meaningful of Australian bike listings, covering the bikes you’re interested in.

The prices are the most up-to-date ones available from the distributors. They may change, of course, subject to specials coming and going. We’ve also made it abundantly clear which prices are ride-away and which don’t include on-road costs; the difference to your final payout can be significant, so don’t compare apples with oranges.

BRAND & MODEL

■ Bimota has announced the DB11 will be released here in the coming months.

Keep an eye on the price guide for more information

APRILIA

WE SAY

PRICE www.aprilia.com.au

Road Shiver Sport 750 ABS.............. Oh so good ...............................$12,990+orc Dorsoduro 750 ABS ................. With ABS ...................................$13,690+orc Tuono V4R APRC ...................... Upright sportsbike ...................$21,490+orc RSV4 R APRC............................ High tech, high spec ................$22,490+orc RSV4 R Factory APRC ABS ..... Racing black ..............................$28,990+orc Dorsoduro 1200 ATC/ABS ...... Insane in the brain ...................$16,990+orc Adv Touring Caponord 1200 ATC/ABS ........ Truly great all-rounder ............$22,690+orc Scooters SR50R Carb SBK ...................... Biaggi replica............................$3750+orc SR MT 50 2T ............................. Entry point ................................$2450+orc SR MT 125 4T ........................... Cheap commuting ...................$3290+orc Scarabeo 200 ie........................ Crisp performer........................$4850+orc Scarabeo 300 ie........................ Unmistakable ...........................$6490+orc SR Max 300 .............................. Do it all ......................................$6490+orc SRV 850 ATC ABS .................... Large with the lot .....................$14,990+orc

BENELLI

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Road BN302 ........................................ Available early 2014 .................$TBA BN600i....................................... Base-model mid-sized four.....$8990+orc BN600S LAMS ......................... New LAMS model ...................$8990+orc BN600R ..................................... New sporty naked bike ...........$9990+orc BN600RS LAMS ....................... Another new LAMS model.....$9990+orc BN600GT .................................. Available early 2014 .................$TBA Century Racer 899.................... Mid-sized entertainer...............$15,590+orc TNT 1130 ................................... Naked dynamite.......................$19,990+orc TNT 1130R ................................. More explosive ........................$22,690+orc Tre-K 1130.................................. Out of the ordinary ..................$18,490+orc Adv Touring TRE-K Amazonas ..................... Be an individual .......................$19,690+orc

BIMOTA

www.urbanmotoimports.com.au

Road BB3 ............................................ 1000cc BMW, Italian flair ........$TBA DB8 Bi Posto ............................. Sleek and powerful..................$47,990+orc DB8 SP ...................................... The sweetest candy .................$47,990+orc DB8 Oro Nero ........................... Expensive excitement .............$84,990+orc Tesi 3D Evo ............................... Exotica erotica ..........................$50,890+orc Tesi 3D Naked........................... The full skeleton on show.......$TBA DB9 ............................................ Muscle streetfighter ................$44,990+orc DB9S.......................................... Sharper on the street ..............$46,990+orc DB10 .......................................... Sharp style ................................$37,290+orc DB11........................................... Testastretta 11 at last ...............$TBA

BMW

www.bmwmotorrad.com.au

Road F 800 R....................................... Naked Bavarian — mmm! ......$13,100+orc S 1000 R .................................... Available April 2014 .................$18,990+orc S 1000 RR.................................. Still the one to beat .................$22,400+orc

132 | AUSTRALIAN ROAD RIDER

HP4 ............................................ Hyper RR ...................................$27,990+orc HP4 Competition...................... For serious sports riders .........$32,450+orc R 1200 R .................................... Ever reliable ..............................$20,800+orc R 1200 RT .................................. Have your cake and eat it .......$29,990+orc K 1300 R .................................... Evil Wulf ....................................$21,990+orc K 1300 S .................................... Autobahn eater ........................$23,990+orc K 1300 S ................................... 30 year anniversary edition ....$27,490+orc K 1600 GT ................................. Power touring...........................$34,990+orc K 1600 GT Sport ....................... Luxury but lighter, sportier .....$35,490+orc K 1600 GTL ............................... Euro luxury touring .................$36,990+orc K 1600 GTL Exclusive.............. VIP ..............................................$42,500+orc Adv Touring G 650 GS ................................... You’ll be surprised ...................$9990+orc G 650 GS Sertao....................... Rough it or not .........................$10,990+orc F 700 GS.................................... Not really a 700 ........................$12,890+orc F 700 GS ................................... Low suspension model ...........$13,140+orc F 800 GS.................................... Great adv tourer.......................$16,690+orc F800 GS..................................... Low suspension model ...........$16,940+orc F 800 GSA ................................. Go further..................................$18,550+orc F 800 GT .................................... Dynamically designed.............$16,300+orc R 1200 GS ................................. All-road master ........................$21,700+orc R 1200 GSA............................... Charley’s favourite ...................$24,300+orc R 1200 GSA Triple Black .......... Black, black & black ..................$25,770+orc Scooter C 600 Sport ............................... Sporty maxi ..............................$13,990+orc C 650 GT.................................... Let’s tour! ..................................$14,890+orc

BOLLINI

www.motorsportimporters.com.au

Road Speed 200 ................................. Economy ticket ........................$2290+orc Cruiser Retro 200................................... New release mid-year .............$TBA

CAN-AM (BRP)

www.brp.com

Road Spyder RS SM5........................ The “Spyder” experience .......$19,990+orc

PRICE GUIDE Spyder RSS SM5 ..................... Supersports manual ................$22,176+orc Spyder RSS SE5 ...................... Supersports auto .....................$23,990+orc Spyder RT SM5 ........................ Stand out from the crowd ......$30,490+orc Spyder RT Limited SE5 ........... Touring upspec ........................$39,990+orc

CF MOTO

www.cfmoto.com.au

Road VNight ....................................... Great learner ............................$2690+orc Jetmax 250 ............................... Freeway capable scooter ........$4190+orc Leader........................................ Not fussy ...................................$2190+orc 650NK ........................................ May ruffle some feathers .......$5990+orc 650TK......................................... Bargain touring ........................$6,990+orc Cruiser V5 ............................................... Where’s the engine? ................$4190+orc

CONFEDERATE

www.urbanmotoimports.com.au

Cruiser X132 Hellcat.............................. Badass .......................................$79,990+orc X132 Hellcat Combat............... American war machine ...........$94,990+orc X135 Wraith .............................. Available early 2014 .................$TBA

DAELIM

XL1200C Custom ..................... Customary show off ................$18,750ra XL1200CA Custom A ............... Show off A ................................$19,250ra XL1200CB Custom B ............... Show off B ................................$18,750ra XL1200X Forty-Eight................ Retro cool..................................$18,995ra XL1200V Seventy-Two ............ Vintage muscle.........................$18,495ra VRSCDX Night Rod Special.... Drag bike ...................................$26,995ra VRSCF Muscle .......................... Muscle me ................................$26,750ra FXDB Street Bob ...................... Versatile.....................................$22,495ra FXDC Super Glide Custom ..... A bike with attitude..................$23,495ra FXDWG Wide Glide ................. Let your hair hang down ........$24,995ra FXDF Fat Bob............................ Lay off the burgers, Bob! ........$25,495ra FLD Dyna Switchback .............. Dress up, dress down..............$26,250ra FLS Softail Slim........................ Slim, yet PH fat! .......................$26,250ra FXST Softail Standard............. The original ride .......................$27,250ra FLSTFB Fat Boy Lo................... Low bruiser...............................$28,750ra FLSTF Fat Boy .......................... Big bruiser ................................$28,995ra

www.daelim.com.au

Road VJF250....................................... Adequate style .........................$3990+orc Cruiser Daystar 250 EFI ........................ Fat, feet-forward cruiser ..........$4290+orc Scooter Bbone ........................................ Its clothes are off......................$3490+orc Besbi .......................................... Small and cute .........................$2190+orc S1 ............................................... Nice style...................................$2990+orc

DUCATI

www.ducati.com.au

Road Monster 659 ABS ..................... Monster the LAM .....................$12,990+orc Monster 696 ABS .................... Easy to handle ..........................$13,990+orc Monster 796 ABS ..................... Full sized, adequate power .....$15,990+orc Monster 696 ABS 20th ............ Red anniversary model ..........$14,490+orc Monster 796 ABS 20th ............ Red anniversary model...........$16,490+orc Streetfighter 848 ...................... Precision fighter .......................$18,990+orc 848 EVO..................................... Surprise the big boys ..............$19,990+orc 848 EVO Corse SE.................... Special edition..........................$21,490+orc Panigale 899 ............................. Smaller, sweeter superbike ....$19,990+orc Hypermotard ............................ Shiny and new .........................$16,990+orc Hypermotard SP ...................... Brand new ................................$20,490+orc Hyperstrada .............................. Manners & madness ...............$17,990+orc Monster 1100 EVO ABS ........... Grrrrr! ........................................$17,990+orc Monster 1100 EVO Diesel ........ Urban military ..........................$19,990+orc Monster 1100 EVO ABS 20th . Red anniversary model...........$18,490+orc Monster 1200 ........................... The new generation is coming $TBA Monster 1200 S ........................ With better bits.........................$TBA Panigale 1199 ABS.................... 2014 model available mid-year $26,990+orc Panigale S ABS......................... Electronic Öhlins! ....................$33,990+orc Panigale Tri Colour ................... Make you melt .........................$39,990+orc Panigale R ABS......................... Race passion ............................$42,990+orc Cruiser Diavel ........................................ Heart of darkness .....................$23,990+orc Diavel Carbon Red ................... Deal with the devil ...................$29,490+orc Diavel Stripes ........................... With stripy paint.......................$26,990+orc Diavel Strada ............................ Ducati Performance .................$26,990+orc Adv Touring Multistrada 1200 ABS.............. 4 in 1 with ABS .........................$22,990+orc Multistrada 1200 S Touring ..... See the world ...........................$28,490+orc Multistrada 1200 S Pikes Pk ... Flashy paint job ........................$31,990+orc Multistrada 1200 Granturismo ............................. Tour perfection .........................$30,490+orc

ERIK BUELL RACING

PANIGALE IMPROVED A er owners complained that the early 1199 Panigale needed more low-down torque and radiated too much heat from the engine and exhaust, Ducati implemented some improvements to the soon-to-be-released 2014 model 1199.

New engine so ware has been developed, which Ducati says will increase torque between 3000 and 7000rpm. Ducati has also added engine and exhaust shields to reduce heat under all road conditions. Due to be released mid-2014, the upgraded model will cost $26,990+orc, the same as the current 1199.

www.urbanmotoimports.com.au

Road 1190RS Carbon ......................... 175hp, 176kg of joy..................$56,990+orc 1190RX ....................................... Sporting masterpiece ..............$26,490+orc 1190SX ....................................... Superbike basis........................$TBA 1190AX....................................... The adventurous one ..............$TBA

HARLEY-DAVIDSON

www.harley-davidson.com

All H-D prices are ride-away.

Cruiser XL883L SuperLow ................... For the shorties ........................$14,750ra XL883N Iron 883 ..................... Iron tough .................................$14,995ra

■ Brand-new motorcycle manufacturer Erik Buell Racing has released its second of four new models. The 1190RX, price at $26,490+orc, joins the 1190RS Carbon

AUSTRALIAN ROAD RIDER | 133

PRICE GUIDE FLSTN Softail Deluxe .............. Classy dude ..............................$28,995ra FLSTNSE CVO Deluxe ............. 110ci, LEDs plus ........................$44,995ra FXSB Breakout ......................... Urban street styling .................$28,995ra FXSBSE CVO Softail ................ 110ci and more .........................$43,995ra FLSTC Heritage S’tail Classic . Visually beautiful .....................$29,995ra FLHRC Road King Classic ....... Be the king ................................$32,495ra FLHRSE CVO Road King ......... King bling, 110ci .......................$47,995ra FLHX Street Glide .................... Bad boy .....................................$33,995ra FLHTCU Ultra Classic Electra GlideComfy ................................$37,250ra FLHTK Electra Glide Ultra Ltd Works burger ............................$38,250ra FLHTCKSE CVO Ultra Ltd........ 110ci mega-tourer ....................$50,995ra

HONDA

www.honda.com.au

Road CB125E ...................................... Cheap commuter .....................$2099+orc CBR125R ................................... The teacher ...............................$4049+orc CBR250R ................................... Fresh and fun ...........................$5510+orc CBR250R ABS........................... With ABS! .................................$6010+orc CBR250R Repsol ...................... Stoner racer rep .......................$4999+orc CBR250R ABS Repsol .............. With ABS ...................................$5499+orc CBR250R SE Mugen ................ Mugen race replica ..................$5710+orc CBR250R SE Mugen ABS ....... With ABS ...................................$6220+orc CBR250R SE Moriwaki ............ Moriwaki race replica ..............$5710+orc CBR250R SE Moriwaki ABS.... With ABS ...................................$6220+orc CBR300...................................... Coming rival for the Ninja 300 $TBA CB400 ....................................... Bulletproof ............................... $10,099+orc CB400A ABS ............................. Foolproof...................................$11,099+orc CBR500R ................................... Sporty little twin .......................$7249+orc CBR500R ABS........................... ABS option ...............................$7749+orc CB500F ABS.............................. Sweet as....................................$7749+orc CB650F ABS.............................. New naked four........................$9999+orc CBR600RR................................. Versatile supersport................ $14,390+orc CBR650F ABS ........................... Mid-ranger with torque.......... $10,599+orc NC700SA ABS (2013)............... Mr Practical ...............................$8550+orc NC750SA ABS .......................... A little boosted for 2014 ..........$8799+orc CTX700A ................................... A fairing for the open road ....$9849+orc CTX700DA ................................ Dual Clutch Transmission ....... $10,849+orc VFR800 ...................................... Tried and true package ........... $14,050+orc CBR1000RR............................... Ride what Casey rides............ $16,899+orc CBR1000RR Repsol.................. MotoGP replica ....................... $16,890+orc CBR1000RR ABS ...................... Blade with braking backup .....$17,899+orc VFR1200F ABS ......................... For the tech heads .................. $16,999+orc GL1800B F6B ............................ Stripped Wing.......................... $25,199+orc GL1800 Goldwing Luxury....... The ultimate luxury tourer......$35,799+orc Cruiser VT400 ........................................ Classic-styled LAM ..................$9299+orc CTX700N................................... A bike for everything ...............$9049+orc VT750S ...................................... Streetwise appeal ....................$8099+orc VT750C Shadow ...................... Classic appeal...........................$11,749+orc CTX1300.................................... V4, due by winter .....................$TBA VT1300CXA Fury...................... Chopped dragster ....................$15,599+orc GL1800C F6C ............................ New, coming soon! .................$TBA Adv Touring CB500X ABS ............................. Adventure sports .....................$7999+orc VFR1200X Crosstourer ABS ... Smooth and comfy all-roader $17,499+orc Scooter Today 50 .................................... Do it, Today! ..............................$1849+orc Dio 110 ....................................... New kid in town .......................$2510+orc PCX125 ...................................... Honest commuter ....................$3990+orc PCX150 ...................................... Stylish and practical ................$4,099+orc NSS300 Forza ........................... Sporty and flexible ..................$6,549+orc NC700D Integra........................ Motorcycle or scooter? ...........$11,149+orc

HUSQVARNA

www.husqvarnamotorcycles.com.au

Road TR 650 Strada ........................... Masculine roadie .....................$7995+orc Nuda .......................................... Nude with flair..........................$10,495+orc Nuda ABS ................................. Flair and ABS ............................$10,495+orc Nuda R ...................................... Nude with muscle....................$12,495+orc Nuda R ABS .............................. Muscle and ABS.......................$12,495+orc Adv Touring TR 650 Terra .............................. Price and performance great..$8495+orc

HYOSUNG

www.hyosung.com.au

Road GT250 ........................................ Great beginner .........................$4490+orc GT250R...................................... Get serious at day 1 .................$4990+orc GT650 ........................................ Naked value and style .............$6390+orc 134 | AUSTRALIAN ROAD RIDER

COMMUTER HEADS FOR THE HIGHWAY Honda’s NC700SA “new concept” commuter has grown some highway legs, as well as more manners and grunt. It’s now the NC750SA and costs $8799+orc, which is just $309 more than the previous model. For that you get an extra 75cc of engine capacity, from 670cc to 745, with more power and torque.

But it’s not just a brawnier bike. It’s also got more highway manners with a second balancer sha to make the parallel twin even smoother, plus taller gearing to make touring more enjoyable. Honda claims it not only accelerates faster, but also has a be er spread of power and torque throughout the rev range and a higher top speed. Other upgrades include a new muffler, more comprehensive instrumentation and an adjustable front-brake lever.

GT650R...................................... Easy, sporty, affordable ...........$6890+orc Cruiser GV250 Aquila............................ Little cutie..................................$4990+orc GV650 Aquila............................ Responsive rider ......................$7690+orc GV650C Aquila Classic ............ LAMS value ..............................$7690+orc

INDIAN MOTORCYCLE

www.indianmotorcycle.com.au

Road Chief .......................................... Leading the tribe back!............$28,995ra Chief Vintage ............................ Signature heritage aesthetic ..$31,495ra Chieftain .................................... First Indian tourer/bagger .......$35,995ra

KAWASAKI

www.kawasaki.com.au

Road Ninja 300 ................................... Even better again!....................$6199+orc Ninja 300 ABS .......................... A LAM with ABS ......................$6699+orc Ninja 300 SE ............................. Tastes like lime .........................$6399+orc Ninja 300 SE ABS..................... Lime LAM with ABS ................$6899+orc ER-6n/nL ABS ........................... Quirky ........................................$9999+orc Ninja 650/L ABS ....................... Mid-sized gem ..........................$10,499+orc Ninja ZX-6R (599) ..................... Striking ......................................$14,999+orc Ninja ZX-6R .............................. The 650cc supersport ..............$15,499+orc Ninja ZX-6R ABS ...................... With ABS ...................................$16,499+orc Z800 ABS .................................. Sharper......................................$12,999+orc W800 ......................................... Nostalgic, relaxed cruising .....$11,999+orc W800SE..................................... Special Edition .........................$12,499+orc Z1000 ABS ................................ Let it seduce you ......................$16,499+orc Z1000 ABS SE........................... Special edition..........................$16,799+orc Z1000 Sugomi .......................... 2014 model ...............................$16,799+orc Ninja 1000 ABS ....................... A sword with soul ....................$16,999+orc Ninja 1000 ABS ........................ 2014 Model ...............................$16,999+orc Ninja ZX-10R ............................ Back with a vengeance............$18,999+orc

PRICE GUIDE 1290 Super Duke R .................. Ballsy streetfighter...................$23,495+orc Adv Touring 690 Enduro R ............................ Extreme riders only .................$14,395+orc 1190 Adventure......................... High-tech adventurer...............$19,995+orc 1190 Adventure......................... With EDS ...................................$22,995+orc 1190 Adventure R ..................... Add more adventure ...............$22,995+orc

KYMCO

ADVENTURER GETS A BOOST Australia’s top-selling adventure bike, the KLR650, will receive a boost in 2014 with a special-edition model that will make it even more a ractive. It’s already an enticing proposition at $7999+orc, but now it gets a new colour scheme, revised suspension and a more comfortable seat.

No word yet from Kawasaki Australia on when it will arrive or whether there will be a price hike, but in America it is just $100 more.

The most important upgrades are to the suspension. Up front, the fork springs are 40 per cent firmer with 27 per cent firmer rebound damping to match, promising a more controlled ride. At the rear, the Uni-Trak linkage has a 63 per cent stiffer spring rate and 83 per cent firmer rebound damping for improved load-carrying.

Riders should welcome the new multi-contour seat with a dimpled seat cover. It is narrower and more tapered at the front so shorter riders should be be er able to reach the ground and manoeuvre at low speeds. Meanwhile, the pillion section is wider.

The dependable all-roads traveller is still powered by a 651cc, four-stroke, DOHC, four-valve single-cylinder engine with a five-speed gearbox.

LARO

KTM

www.ktm.com.au

Road 390 Duke ................................... Ninja beater? ............................$6995+orc 390 RC ....................................... All new available soon ............$TBA 690 Duke ................................... Sharp and bright ......................$11,495+orc 690 Duke R ................................ The sportier motard.................$13,495+orc 1190 RC8 R ................................ The orange flash ......................$25,495+orc

www.laro.com.au

We were unable to contact Laro to update details this issue.

Road V Retro 250 ............................... DT250 clone ..............................$2990+orc Cruiser Cruiser 250................................ Learner’s ride............................$3999+orc

MEGELLI

www.megelli.com

Road 250S ........................................... Nice looker................................$4250+orc 250R ........................................... Italian styling ............................$4850+orc 250SE......................................... Sportsbike handling ................$5650+orc

MOTO GUZZI

www.motoguzzi.com.au

Road V7 Stone.................................... Minimalist retro........................$13,290+orc V7 Special ................................. Faithful to the original V7 ........$14,290+orc V7 Racer SE .............................. Limited edition marvel ............$16,490+orc 1200 Sport 4V SE ..................... Grunter ......................................$19,990+orc Griso 1200 8V ........................... Grand slam ...............................$21,990+orc Cruiser California 1400 Custom........... Kalifornia attitude ....................$22,690+orc California 1400 Touring............ All a Cali should be ..................$25,990+orc Adv Touring Stelvio 1200 8V NTX ABS ....... Big brute....................................$20,990+orc

MV AGUSTA Ninja 1000 ABS ....................... A sword with soul ....................$16,999+orc Ninja 1000 ABS ........................ 2014 Model ...............................$16,999+orc Ninja ZX-10R ............................ Back with a vengeance............$18,999+orc Ninja ZX-10R ABS .................... Safety factor .............................$19,999+orc 1400GTR ABS ........................... Transcontinental ......................$24,999+orc Ninja ZX-14R ABS SE .............. Special edition..........................$20,299+orc Ninja ZX-14R ABS SE Öhlins .. Öhlins, white, gold, scorching $21,999+orc Cruiser Vulcan 900 Custom SE ............ Thin-tyre tripping .....................$12,699+orc Vulcan 900 Classic ................... Classically glamorous .............$12,499+orc Vulcan 1700 Classic ABS......... Great blank canvas ..................$19,999+orc Vulcan 1700 Nomad ABS........ Add a bit of bling .....................$22,999+orc Vulcan 1700 Vaquero ABS ...... Go to the dark side ..................$24,499+orc Vulcan 1700 Voyager ABS....... Plush ride ..................................$25,999+orc Adv Touring KLR650 ...................................... Bargain with a capital B ..........$7999+orc Versys 650 ABS ........................ Appealing all-rounder .............$9,999+orc Versys 650L ABS ...................... LAMS model ............................$9,999+orc Versys 1000 .................................Bitumen burner.......................... $15,999+orc

www.kymco.com.au

Road CK 125 ....................................... No nonsense ............................$1990+orc Naked 125 ................................. Modest naked...........................$3590+orc Quannan 125 ............................ Modest but popular .................$3590+orc Cruiser Venox 250 ................................. Value and looks ........................$5490+orc Scooter Agility RS 125 ........................... Agile runner..............................$2490+orc Like 125 ..................................... Fall in love .................................$2799+orc Super 8 125............................... Cool jigger ................................$2499+orc Espresso 150 ............................ I’ll take a double shot ..............$2799+orc Like 200 ..................................... Classic performer.....................$3290+orc Ego 250 ..................................... How big is yours? ....................$4990+orc Downtown 300i ........................ An all-rounder ..........................$6990+orc Downtown 300i ABS ............... All-rounder with ABS ..............$7490+orc Xciting 500 ................................ Get excited ................................$8990+orc

www.mvagustaimports.com.au

All MV Agusta prices are ride-away.

Road F3 675 ........................................ Sweet.........................................$18,490ra F3 800 ........................................ Track performance ...................$20,490ra Brutale 675 EAS ....................... Bit of oomph at a good price .$15,990ra Brutale 800 EAS ....................... More power ..............................$17,490ra Rivale 800 ................................. Available early 2014 .................$20,990ra Brutale 1090 .............................. More charm ..............................$19,990ra Brutale R 1090 .......................... Raw, yet refined .......................$20,490ra Brutale RR 1090 ........................ Unleash the brute within ........$23,990ra Brutale 1090 Corsa................... Top jock .....................................$28,990ra F4 1000 ...................................... Beauty and the beast within...$24,490ra F4 1000 RR ................................ Exotic weapon ..........................$34,990ra

PAGSTA

www.pagsta.com.au

We were unable to contact Pagsta to update details this issue.

Road XP250 ........................................ Cheap learner ...........................$3990+orc Cruisa 250 Series Two.............. Nice appeal ...............................$3990+orc Scooter Pagsta Eagle 150 ...................... Commuter.................................$2795+orc

PGO

www.motorsportimporters.com.au

Scooter Ligero 50 ........................................................................................$1990+orc Ligero 150 ................................. Good, small package ...............$3290+orc X-Hot ......................................... It’s a hottie .................................$3990+orc Gmax ......................................... Go to the max...........................$4700+orc AUSTRALIAN ROAD RIDER | 135

PRICE GUIDE

ITALIANS FACE BETTER YEAR Aprilia and Moto Guzzi are looking forward to a be er year in 2014 a er substantial supply problems last year. Kris Matich, national manager for importer John Sample Group, says the downturn in the European motorcycle market meant the annual August shutdown of production was extended into September, which affected the supply of several important models such as the RSV4 sports bikes, Caponord 1200 adventure bike and gorgeous California 1400 cruisers, which ran out as early as September. It reduced sales across both Italian brands in 2013.

“However, we’ve just started delivering 2014-plated California stock and we believe supply will be be er this year,” he says.

Both brands have whi led down their model range over the past few years and have no new models coming in 2014, although the RSV4 range will have new ABS, more power, a bigger tank, be er ergonomics and new colours. Also, all Aprilia non-ABS models have been deleted from the range in Australia, while all Moto Guzzis except the V7 range have ABS. “They offer non-ABS models in Europe, but in Australia we prefer to take the top spec only,” he says.

GSF1250S Bandit ABS ............ Long-distance ease..................$12,990+orc GSX1250FA .............................. A little bit of everything...........$14,990+orc GSX1300R Hayabusa .............. Soar like an eagle ....................$19,290+orc Cruiser VL250 Intruder.......................... Bang that drum ........................$6690+orc VL800 C50 ................................. Traditional ................................$10,990+orc VL800 C50T............................... All-new class ............................$12,990+orc VZ800 M50................................ Neat bobber..............................$10,990+orc VL1500 C90T............................. Bad boy .....................................$17,490+orc VLR1800 C109R ........................ Classic looks .............................$18,690+orc VLR1800T C109RT.................... Now as a tourer .......................$18,990+orc VZR1800 M109R....................... Beaut and brutal ......................$18,990+orc VZR1800 M109R....................... Black edition .............................$19,490+orc VZR1800Z M109RZ ................. Monster energy........................$19,490+orc VZR1800Z14.............................. Special Edition .........................$19,490+orc Adv Touring DL650 V-Strom/LAMS ............. Deservedly a big seller ............$11,290+orc DL1000 V-Strom ....................... Powerfully competent .............$13,490+orc Scooter AN400A Burgman ABS ........... A stylish maxi ...........................$10,090+orc AN650A Burgman ABS ........... Overhauled ...............................$13,590+orc

SYM

TGB

www.piaggio.com.au

Scooter Typhoon 125 ............................. Blow you away.........................$2490+orc Fly 150 ....................................... Buzz around the city ................$2990+orc Fly 150ie .................................... With fuel injection....................$3090+orc Liberty 150ie ............................. Big wheel freedom ..................$3690+orc Beverly 350 ............................... Higher performance ................$7990+orc Yourban 300 ............................. Replacing the MP3 300 ...........$9990+orc X10 500 ..................................... Big features...............................$10,990+orc

ROYAL ENFIELD

www.royalenfieldaustralia.com

Road B5 Bullet 500 ............................ Fire your guns ..........................$6995+orc G5 Deluxe ................................. She’s deluxe..............................$7445+orc C5 Classic/Military ................... Individual style .........................$7995+orc C5 Chrome ................................ Lots of eye candy .....................$8495+orc

SUZUKI

www.suzukimotorcycles.com.au

Road Inazuma 250 ............................. Let your inner zoomer out ......$4990+orc TU250XL3 ................................. Retro learner .............................$5990ra DR-Z400SM .............................. Everyday motard .....................$8990+orc GS500F...................................... Nice and simple .......................$6490+orc SFV650/LAMS .......................... Commuting and fun duties ....$10,490+orc GSX650F/LAMS ....................... Silky smooth ............................$10,490+orc GSX-R600 ................................. Angry bee .................................$14,990+orc GSR750 ..................................... Cracker of a motorcycle ..........$12,490+orc GSX-R750 ................................. The legend continues..............$15,990+orc GSX-R1000 ............................... Even lighter and faster ............$18,490+orc

136 | AUSTRALIAN ROAD RIDER

www.tgbscooters.com.au

Scooter X-Race 150 ................................ You’ll need knee sliders ..........$2590+orc Bullet 150 .................................. Small-calibre projectile ...........$3390+orc Xmotion 300 ............................. Smooth mover .........................$5490+orc

TORINO

www.torinomotorcycles.com.au

Torino ride-away prices are mostly Sydney-based and may vary elsewhere.

Cruiser Veloce 250 ................................. American styled .......................$4695ra La Bora ...................................... Bargain custom ........................$6995ra Scooter Galetta Retro............................. Plenty of features .....................$2195ra Aero Sport ................................ Cut the wind .............................$2195ra Famosa ..................................... City chic .....................................$2695ra Messina Classic........................ New retro (Vespa) beauty .......$3495ra

TRIUMPH

PIAGGIO

www.scoota.com.au

Scooter Classic 150 ................................ Noble ride .................................$2799+orc VS 150 ....................................... Branch away .............................$3199+orc Symphony 150 ......................... Sporty big wheeler ..................$2999+orc HD Evo 200 ............................... Whacko! ....................................$4599+orc Firenze 300................................ Full of features..........................$5999+orc MaxSym 400i ........................... Ride away price ........................$7990ra

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Road Street Triple ABS ...................... Streets ahead ...........................$12,990+orc Street Triple R ABS ................... Even further ahead ..................$13,990+orc Daytona 675.............................. Supersport winner...................$14,240+orc Daytona 675 ABS ..................... Supersport with ABS...............$14,990+orc Daytona 675R ABS................... Track day heaven .....................$16,990+orc Bonneville ................................. Tradition reborn .......................$11,990+orc Bonneville ................................. Two tone ...................................$12,490+orc Bonneville T100 Black .............. Livin’ in the ’70s .......................$12,490+orc Bonneville T100 A2................... Nostalgia rules .........................$13,990+orc Scrambler ................................. Dirt track racer ..........................$13,990+orc Thruxton ................................... To the café! ...............................$13,990+orc Speed Triple ABS...................... It’s a gem ...................................$16,990+orc Speed Triple R ABS .................. Sex on wheels .........................$20,990+orc Sprint GT................................... All world capabilities ...............$15,990ra Trophy SE.................................. Superb tourer ...........................$27,490+orc Cruiser America .................................... Easy urban rider.......................$13,090ra Speed Master ........................... All round goodness .................$13,090+orc Thunderbird ABS ..................... Aptly named flyer ....................$19,490+orc Thunderbird Storm ABS ......... Thunderous ..............................$20,990+orc Thunderbird ABS TT ................ Brand New ................................$19,990+orc Thunderbird ABS HAZE .......... Shiny and new ........................$21,990+orc Rocket III Roadster ABS........... What’s not to love about 2300cc? $21,490+orc Rocket III Touring ABS.............. Reasonably easy to ride..........$23,990+orc Adv Touring Tiger 800 ................................... As capable as a feral cat .........$13,490+orc

PRICE GUIDE Tiger 800 ABS .......................... ABS option ...............................$13,890+orc Tiger 800XC ABS ..................... Bash it hardcore .......................$15,990+orc Tiger Sport ABS ....................... More growl for the road .........$15,990+orc Tiger Explorer 1200 ................. True adventure-tourer .............$20,490+orc Tiger Explorer Wire Wheels .... The tougher version ................$20,990+orc

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Scooter LX50FL ...................................... Inner city convenience ............$3990+orc LX125 3-Valve ........................... For the designer in you ...........$5190+orc LX150 3-Valve ........................... With a bit more oomph...........$5590+orc GTS250ie................................... Style in a great package ..........$7390+orc GTS300 Super .......................... Vroom vroom ...........................$8390+orc GTS300 Super Sport ............... Sportier style ............................$8690+orc GTV300ie .................................. Powerful Italian ........................$8990+orc PX150 ........................................ The purist’s ride........................$6290+orc Vespa 946 .................................. History in the making ..............$11,990+orc

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XVS950CU Bolt ........................ A younger, hipper cruiser .......$11,999+orc XVS950CUSP Bolt ................... R-Spec with better shocks ......$12,499+orc XVS1300A................................. The pick of the bunch ..............$15,999+orc XVS1300AT Tourer ................... With more features..................$18,299+orc XV1900A Roadliner ................. Art deco piece...........................$21,499+orc XV1900AT Star Tourer ............. Art with flair ..............................$24,099+orc VMAX ........................................ Big, angry animal.....................$31,299+orc Adv Touring XT250R ...................................... New fuel-injected model.........$6299+orc XT660R ...................................... Seamlessly good .....................$11,499+orc XT660Z Ténéré .......................... Freedom machine ....................$13,999ra XT1200Z Super Ténéré ............ Leisurely rider...........................$19,990ra XT1200ZOE............................... Outback edition ........................$21,890 Scooter XC125 Vity ................................. Your new friend........................$2699+orc YW125 ....................................... BW’s ...........................................$3399+orc YP400 Majesty ......................... Fit for royalty ............................$9499+orc TMAX 500 ................................. Scooterbike...............................$12,999+orc TMAX 530 ................................. Tougher, sportier and now ABS $13,499+orc

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All Victory prices are ride-away.

Cruiser Vegas 8 Ball .............................. Sink the 8-ball...........................$19,995ra High-Ball ................................... Ol’ skool cool ............................$19,495ra Hammer 8 Ball ......................... Hammer that 8-ball..................$20,995ra Judge......................................... A younger Victory ....................$20,995ra Gunner ...................................... Bobber due mid-2014 ..............$TBA Hammer S................................. Hammer it! ...............................$22,995ra Hammer LE............................... New limited edition .................$23,495ra Jackpot ...................................... Showroom custom..................$23,995ra Boardwalk Black ....................... Cool classic in black .................$22,495ra Boardwalk Two Tone ................ Cool classic in black and red ..$22,995ra Cross Roads Classic ................ Chromed-up cool .....................$24,995ra Cross Country ......................... Comfortable touring ................$26,495ra Cross Country Tour .................. Ultra-comfortable touring.......$28,495ra Zach Ness Cross Country ....... It’s got attitude ..........................$29,995ra Vision Tour................................. Space age looks .......................$30,495ra

VIPER

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Cruiser Black Diamond ......................... 2500cc of raw grunt.................$54,990+orc Diamondback ........................... Cruising superpower...............$54,990+orc

YAMAHA

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Road YZF-R15 ..................................... Sporty and user friendly .........$3999ra YZF-R15 V2.0 ............................. New version 2.0 .......................$4299+orc YZF-R15 V2.0SP ........................ Special Edition .........................$4399+orc XJ6NL........................................ New 2014 model ......................$9799ra XJ6NL SP .................................. White Edition ............................$9999ra FZ6R........................................... Full fairing, LAM model ..........$9999ra FZ6R SP ..................................... Special Edition .........................$10,499+orc YZF-R6 ....................................... WSS champ ..............................$15,999+orc MT-03 ......................................... Torquey LAMS single ..............$9,999+orc FZ8N .......................................... Hot all-rounder .........................$12,990+orc FZ8S........................................... Enjoy the road and corners ....$13,990+orc MT-09 ......................................... Three-cylinder thriller ..............$10,999+orc TDM900..................................... Mixed-up marvel......................$13,599+orc FZ1N .......................................... Ready for anything ..................$15,699+orc FZ1S........................................... With protection ........................$16,499+orc YZF-R1 ....................................... Gimme traction ........................$19,999+orc XJR1300 .................................... Refined cool..............................$13,999+orc FJR1300A Touring Edition ....... Police-spec tourer ....................$23,999+orc FJR1300A .................................. Sophisticated, sporty tourer ...$24,999+orc MT-01 ......................................... V-twin sportsbike .....................$19,899+orc Cruiser XV250 Virago ............................ Great small package ................$6499+orc XVS650 Custom ....................... Popular custom ........................$10,499+orc XVS650A Classic...................... And as a classic ........................$10,990+orc XVS950A ................................... Mighty mid-ranger ..................$13,999+orc

VICTORY GUNNING FOR YOUTH Victory Motorcycles has unveiled its first new bike in two years, a cut-down, solo-seat bobber named a er a character in a Hollywood war movie. The Gunner is a no-nonsense grab for the youth market, which is enchanted with simplicity rather than chrome embellishments and hi-tech gear.

The bike is named a er Hollywood actor Ronald Lee Ermey, who played Gunnery Sergeant Hartman in Full Metal Jacket, earning him a Golden Globe Award nomination for Best Supporting Actor. He’s been featured in American TV advertising for the Victory for the past couple of years.

The Victory Gunner features Suede Titanium paint, whitele er high-profile tyres, blackened slash-cut exhausts, black beach bars, conventional forks, 24-spoke wheels, a low 635mm solo red seat and weighs in at a comparatively svelte 294kg.

Like all Victory motorcycles, it’s powered by the company’s Freedom 106 1731cc 50-degree V-twin engine. It looks a li le like the Judge and has similar steering and frame geometry measurements, so it should handle as well.

It will be released mid-year in Australia and is expected to cost a bit more than the 8-Ball.

AUSTRALIAN ROAD RIDER | 137

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MOTORCYCLE ART

LOVIN’ THE LIDS

ART MEETS PROTECTION IN AN EXHIBITION OF HEADWEAR FLAIR ast year, Harley-Davidson called on 12 young street artists to paint some of the company’s new open-face helmets featuring the vintage, largesized bar and shield logo. The artists’

L

collection of customised helmets was showcased at Mary’s, in Newtown, Sydney, at an exhibition called “For the Love of Lids”. The artists used the Harley-Davidson “Vintage Bar & Shield” open-face helmet as their canvas. The vintage logo is one of the world’s top 10 most recognised corporate brands.

The exhibition included works by illustrators Nanami Cowdroy, Blair Sayers, Mike Watt and Sindy Sinn; tattoo artist Eddy-Lou; jeweller Sofia

Nanami Cowdroy called her dragon-design helmet Zen-Shin

Sindy Slim shows off his speedfreak work

Fitzpatrick; poster artist Ben Brown; and hairdresser Kim Rattenbury.

After the exhibition, HarleyDavidson Australia donated the proceeds from the sale of two major works to a prominent charity. These pics show you just some of the helmets and their creators.

— MARK HINCHLIFFE Tattoo artist Eddy-Lou with her retro design reminiscent of a flying helmet

TJ Guzzardi evoked the thrill of the ride

AUSTRALIAN ROAD RIDER | 145

LAST LOOK ll this talk about 130km/h speed limits for the Hume, 90km/h limits for all country roads, no limits in the Territory, 80 on the Bells Line — it’s all too much sometimes. In the end, the best speed is dictated by the road conditions, the road user’s skill and a itude, the abilities of the motorcycle, the volume of traffic and whatever else comes into the roadside environment … like cows. Which in this case makes the posted speed limit a moooot point.

Sorry.

A What are the world’s 10 greatest roads to ride? Oh, that’s easy, there are hundreds of them! Oops, that’s not right… Anyway, ARR is not afraid to tackle the tough questions and we’ve pulled out all our fingers on both hands to tally the top routes. Check in with us next month to find out where they are. As well as that, we’ll transport you to some awesome places in this wonderful backyard we call Australia: • Nigel Collin is back for another ride in search of ingenious people, this time through that most clever of states, Queensland • And we’ll take a ride out to Inverell in northern NSW, with various adventures along the way.

We all know the pleasures of long rides, but they can be taxing, so next issue we’ll investigate fatigue and its effects.

Wait’ll you see the delicious new Brough Superior that marks the brand’s return!

We’ve got awesome photos and a great story on this historic and reborn marque.

The bikes we’ll test in #102 are heaps of fun: • Our first ride on Suzuki’s new 1000cc V-Strom, a bike we’ve been hanging out for • Harley’s Street Glide, our first taste of the brand’s uprated tourers • Benelli’s wicked TNT 899 • Piaggio’s Yourban 350 • Our long-term Multistrada and CFMoto are joined by the Aprilia SRV850 too We’re running the first of a three-part series full of tips and secrets on adventure riding. And more! See you next month.

146 | AUSTRALIAN ROAD RIDER

COMING UP ISSUE 102 OF ARR GOES ON SALE ON APRIL 16TH

E

M CN

TY RE YE O AR F T ! H

N° 1 for Mileage “I am highly impressed with the new technology, feel and wear of this tyre. It is a game changer in the sports touring market” Stuart Woodbury , Australian Motorcyclist Magazine

“Riding comfort, precise cornering, secure stopping, high mileage – Pirelli’s Angel GT looks set to blaze a trail the others can only hope to follow” Rod Chapman - Motorcycle Trader Magazine

“I have tested sports tyres, touring tyres and dual compound tyres in the past but I have never come across tyres with the all-round abilities and life expectancy of the Pirelli Angel GT’s. To demonstrate that on such a heavy, powerful bike is super impressive. I think Pirelli is on a winner”...

Greg Reynolds - Australian Road rider Magazine

AND ON THE SEVENTH DAY, HE KEPT RIDING. G. Introducing the new Pirelli Angel GT tyre. Perfect for never-ending trips or just a short weekend ride, it’s engineered to give you confidence and enhanced durability, even on wet roads. More than sport touring: this is 100% Italian Gran Turismo.

N° 1 for Mileage According to an independent test of Motorrad Test Center comparing Pirelli Angel GT with Michelin Pilot Road 3, Dunlop Sportmax Roadsmart II, Bridgestone Battlax BT 023, Continental RoadAttack 2 and Metzeler Roadtec Z8 Interact M/O on 120/70 ZR17 and 180/55 ZR17 set. The test took place in Spain, Marbella in November and December 2012, using six Suzuki Bandit 1250 ABS .

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Your Motorcycle Insurance Specialists now offering fortnightly and monthly payments at no extra cost; and remember We’ll Beat Any Price - Guaranteed*

Made possible by Normal acceptance criteria applies. *PRICE GUARANTEE CONDITIONS: We guarantee to beat our competitors price on motorcycle insurance policies excluding our Platinum Cover. The guarantee also applies to existing QBE motorcycle insurance polices that are on renewal. Price guarantee is based on our standard price compared to competitors.

Offer valid for the first 12 months of insurance, after this premium will be charged at the competitive QBE standard rate. We only guarantee to beat the price of APRA authorised insurers who hold an ASFL issued by ASIC. Guarantee does not apply to any free offers of insurance. Insurance is issued by QBE (Australia Limited ABN 78 003 191 035.

To decide if a policy is right for you please carefully read the Product Disclosure Statement which is available at www.qbe.com.au or by phoning us on 1800 24 34 64.