Issue#135 2017

RIDING SOLO All the tips you’ll ever need to go it alone

TOUR DE FORCE! YAMAHA’S SUPER SPORTS TOURER THRASHED

BIKE TESTS INDIAN CHIEF VINTAGE STYLIN’ BACK TO THE FUTURE ON ROYAL ENFIELD’S CLASSIC 350 www.roadrider.com.au

THE GIRL WHO LIVED APRIL 2017 (No. 135) AUS $9.95* NZ $9.50 (BOTH INCL. GST)

An incredible story of being saved by motorcycles

THE RIGHT ACCESSORIES All the gear and the ideas

ACCESS ALL AREAS WE GET INSIDE DUCATI’S DREAM MUSEUM

SMART LUGGAGE & PACKING – RIXY CHECKS YOUR BAGS!

THE BEASTLY POWER

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Roadrider A U S T R A L I A N

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CONTENTS#135 UPFRONT 14

Six manufacturers and their first-ever bikes, production KTM racers and Aussies in the Isle of Man TT

BIKES TO RIDE 36 Indian Vintage: A big engine and a cowboy saddle 72 Yamaha FJR1300: Tried and true touring 96 Royal Enfield Classic 350: An old take on modern motorcycling

FEATURES 54 64 100 116

Susan Berg: The girl who lived Honda CB750: The bike that changed it all Riding Solo: Traps for young players Ducati Museum: The House of Passion

GEAR ON TEST 82 Ogio Rig, Earmold earplugs, Bible for Ducatisti, GearWrench multi-function ratchet 6 | AUSTRALIAN ROAD RIDER

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64

72 100

116 YARNS AND LAUGHS 8 28 86 129 130

Snagged: Electrotherapy Seddo: Life begins at 60 Rixy’s Road: The right bike for the big trip Did You Know? Prepare to be amazed Last Look: Looking back and looking forward

MONTHLY MAIL 22 24 26 110 113 122

Big Shot: Youthful enthusiasm Big Shot: Scrambling around Big Shot: Road Gliding Whatz New: A mixed bag of new stuff Readers’ Rite: Your turn to talk Subscribe Here: And get ARR delivered to your door 124 Big Shot: Dashing through Spain 126 Bike Supermarket: Products, services and other cool stuff AUSTRALIAN ROAD RIDER | 7

SNAGGED

A SHIFT IN POWER GREG LEECH

i folks. I recently had cause to ride the new Yamaha MT-09. In fact, the event was the Australian launch. The local press contingent did laps for half a day at the track and a few hundred kays in and around Albury and its wonderful roads around the Hume Weir. Twisties, bumpies, extreme heat. You’ll laugh, you’ll cry. Look for the full launch test of the MT-09.

Big news on this front is that the bike comes equipped as standard with some relatively basic, by 2017 terms, electronic rider aids. There are two-mode (three if you consider ‘off ’ a mode) traction control and three engine maps. There’s also a powershi er and ABS. Oh, and a slipper clutch.

What’s interesting is the bike can be considered pre y budget buying at $12,290. Now I suggested that that stuff is relatively basic — “relatively” being the important word there. Truth is, that very suite of electronics, just five years ago, would have been considered top-end add-on, and you can just about bet your bippy you would have paid extra for at least some of it, if not all.

Changes in buyer expectation in the bike caper happen very swi ly.

It will not be long before just about every road bike, particularly of the big bore variety, will feature some of the stuff mentioned, along with whatever develops in the field. This is great for us. I reckon ABS has been the single biggest development in bike safety and user-friendliness in the last 25 years. It saves lives and surely the poser in your group who regularly suggested he could out-brake an ABS system has found something else to bullshit about. It works — and works brilliantly. I know I’ve chirped more than a few front

Electronics are becoming the norm and Snag is a fan …

H

8 | AUSTRALIAN ROAD RIDER

r There's nothing subtle about the latest Yamaha MT-09

I reckon ABS has been the single biggest development in bike safety and user-friendliness in the last 25 years. tyres at a lean, and the reason I’ve suffered li le more than a raised heart rate is down to those reassuring three le ers.

I have to wonder at the elevated manufacturing cost added to bikes with all this stuff. On investigation I found a lot of it is actually cheaper to add than we may imagine, particularly in the case of engine mapping, which is just a download, in effect. ABS is factored into almost everything, but traction control and associated hardware adds a bit. Powershi ers also need hardware made and fi ed, but there is unlikely to become a huge demand there, in mainstream basic models.

The further I thought about this, the more questions came to mind. Like this one. Why the hell are dirtbikes priced the way they are? Try to find a decent trail bike for less than 12 grand. Now there’s no ABS to think about, the bike has one barrel, one piston.

A dirt bike simply has to be easier and cheaper to manufacture.

No question.

It seems to me that we’ve been copping it hard-school when it comes to dirt bike pricing.

Conversely, road bikes remain very reasonably priced. You may not know this, but correctly weighted against average income and associated parameters, bikes in Australia are among the cheapest

in the world. That’s if you do your stuff on the blacktop, or at most some light dirt running. If you are a dirter, well, us roadies can do li le more than thank you. There’s no doubt that you are subsidising our reduced prices, big time. And as a knock-on, we get all that fancy electronic stuff to keep the rubber side down.

The upside here is that we are ge ing bikes with real-world add-ons that not only enhance the riding experience, but just might save lives at the same time, all for a very reasonable cost. Good news right there.

See you on the road, Greg

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Australian Road Rider #135 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 KHL Printing Co Pte Ltd, Singapore.

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WINNING TECHNOLOGY FROM RACE TO ROAD Tuono V4, direct descendant of the RSV4, is the world champion bike in the world of superbikes. With 294 grand prix races won in world championship GP motorcycle racing, Aprilia holds the record for the most wins of any european manufacturer in the history of maximum motorcycle competition. These are joined by an impressive 54 world titles: 38 in world championship GP motorcycle racing (20 in 125 and 18 in 250), 7 in superbike (rider and manufacturer double win in 2010, 2012 and 2014 and manufacturer in 2013) and 9 in off road disciplines (7 in supermoto and 2 in trial). Technology, innovation: Aprilia has racing in its blood, in its head, in its DNA.

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UPFRONT

NEWS FOR ROADRIDERS JUST LIKE A BOUGHT ONE Fancy a KTM RC16 track bike? Now’s your chance ow that KTM has officially entered the 2017 MotoGP season, the Austrian motorcycle brand plans to release a production version of its RC16 race bike to the public. Customers will be selected by KTM based on their riding ability and will be restricted to track-only use.

The civilian RC16 will be limited to around 100 units, and the bike’s V4 engine will make

N

around 240hp. Okay, that’s a li le less than the MotoGP-spec machine’s 270hp, but still plenty enough to scare the living daylights out of most riders.

“We want to build at least 100 pieces and also offer this product at a very affordable price,” said KTM CEO Stefan Pierer. “We want to be as close to the MotoGP bikes as possible.”

As with most things regarding MotoGP,

exact bike specifications and pricing details are scarce, but we expect the track-only RC16 to wear a $150,000-plus price tag. That’s a lot of money, but it’s a whole lot less than other MotoGP replicas such as the Ducati Desmosedici RR, or the Honda RC213V-S which fetched over $240,000. The bike will go into production sometime in 2018 and be released to the public shortly a er.

0 0 2 2 + years

formerly Ferris Wheels Safaris

Dalmatian Delights

20 days: Croatia, Sarajevo, Dolomites ... 6 countries

Life is a DARING ADVENTURE or nothing at all !

14 | AUSTRALIAN ROAD RIDER

UPFRONT

#001 OF A KIND

r The work of designer Aldo Farinelli

STORY: SPENCER LEECH e live in a time where motorcycles are in abundance. We’re spoiled for choice really. Nowadays, bike makers seem to release a new motorcycle every other month, but where did it all start?

We’ve rounded up six of the most prolific bike manufacturers in the game to have a look at the first time they decided to slap an engine onto a bike frame and call it their own.

W DUCATI

In many circles, the word Ducati represents the cu ing-edge of motorcycle manufacturing, both on-track and on the road, but it took a fair bit of work to earn that reputation. The first bike to ever wear a Ducati badge was built in 1946, and was known as the Cucciolo.

The bike featured a 48cc four-stroke engine, two-speed gearing and produced almost two horsepower. Mind boggling, I know. It was essentially a bicycle with an engine strapped to it, but it didn’t take long for Ducati to build on the Cucciolo and by 1950 it featured swingarm suspension, a telescopic fork, and was capable of travelling more than 60km/h. r It didn’t take long for people to start racing them AUSTRALIAN ROAD RIDER | 15

UPFRONT

SUZUKI In 1954, Suzuki had its first crack at a fully fledged motorcycle with the Colleda. It was powered by a single-cylinder 90cc motor capable of a whopping four horsepower. At that time, the Japanese government decided that no driver’s licence was needed for four-strokes under 90cc, which explains Suzuki’s choice of engine. The Colleda featured a steel frame, telescopic front fork, shock absorbers and a spring suspended seat. It had no turn signals, but it did have a headlight with a speedometer built in — a first for a Japanese motorcycle.

r The name Colleda roughly translates to “this is the one”

BMW Before the Bavarian giant began building cars and motorcycles, BMW was an aircra engine manufacturer. By 1921 the company was struggling, so it decided to build a motorcycle engine for another company known as Bavarian Airplane Works. The result was a 486cc boxer twin. The guys at BMW must have go en a taste for motorcycles, because they then decided to build a bike for themselves — the R32.

BMW refined the boxer engine by pivoting it 90 degrees; this drastically helped cooling and made it much easier to mount the transmission. Nowadays, BMW still uses a similar engine configuration, so it must have been a good idea.

r The R32 featured aircraft-inspired styling

0 0 2 2 + years

formerly Ferris Wheels Safaris

20 days: Cape Town, Kruger Spectacular South Africa JJohannesburg, Lesotho, Swaziland

Life is a DARING ADVENTURE or nothing at all !

16 | AUSTRALIAN ROAD RIDER

UPFRONT

HONDA

r For many, the Model D was their introduction to riding

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‹

In the early ‘40s, Honda retrofi ed military generators to bicycle frames to help soldiers travel more efficiently. But it wasn’t until 1949 that it released its first true motorcycle. The bike was known as the Model D, or Honda Dream in some parts. The bike was equipped with a 98cc two-stroke engine that made three horsepower, enough grunt to push the Dream to 60km/h.

UPFRONT

r This one popped up on eBay a while back. It runs, apparently

YAMAHA A er WWII, Yamaha had a whole bunch of dilapidated musical instrument factories, and plenty of machine tools that were used for building aircra . The Japanese brand used the opportunity to start building motorcycles, and build motorcycles it did! What separates the first-ever Yammy from the rest of the pack is that it was mass-produced from the get-go.

From 1955 onwards, Yamaha built 200 of its YA-1 a month. The bike was powered by a singlecylinder 123cc two-stroke engine that produced 5.5 horsepower. That was paired with a fourspeed transmission with a kick-start system, making it the first Japanese bike that could be started while still in gear.

r The very first. Have a guess what that’s worth?

HARLEY-DAVIDSON It’s been more than 100 years since the first Harley, a project conducted by three mates: Bill Harley, the designer; Arthur Harley, the fabricator; and Walter Davidson, the builder. The bike used a

405cc single-cylinder engine with a single-speed transmission. The boys intended to use the bike for racing, but it didn’t take long for customers to start knocking at Harley-Davidson HQ’s door.

AUSTRALIAN ROAD RIDER | 19

UPFRONT

TEAM NORTON Norton takes on two Aussie riders for the 2017 Isle of Man ocal duo Josh Brookes and David Johnson have joined the factory Norton team for this year’s Isle of Man Senior and Superbike TTs. Both riders are set to compete on the all-new SG6, a hand-built bike derived from the recently launched V4 SS road bike.

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Former World Superbikes racer Josh Brookes is no stranger to the TT. He achieved fastest newcomer in 2013, and placed seventh with a 129.859mph lap the following year. A er a twoyear absence, Brookes is looking to build on his TT success for 2017.

“Firstly I want to come back to the TT.

After SMR said I couldn’t ride at the TT for the last two years I’ve been desperate to get back and race at the island. I like the history of the Norton and it will be great to be a little part of the Norton story. It’s something that interests me and I’m really excited by the project. It’s always hard to predict

UPFRONT Man having just set the fastest ever lap of the TT on a British motorcycle in 2016. He took the Norton to a seventh-place finish with a best lap of 130.87mph.

“As a team we did a great job last year and I really felt at home with Norton. Without that sort of relationship with your team it’s almost impossible to get good results. I knew the 2017 bike was going to be better again after what we learnt in 2016, so I wanted to stay and take the next step with Norton,” says Johnson. “This year I know that if everything goes smoothly we can battle for the podium. I’m ready to be up there and I feel the bike will be too. But like I said, everything must be perfect as everyone is really flying these days. We had a small bike problem in the Senior TT last year, which caused my concentration malfunction! But before that we were up dicing for a top five position and my ideal lap was 131.5mph, so I’m confident for good things this year.”

The bespoke Norton SG6 was built at Norton’s Donington Hall factory before going through a punishing development and testing program at the hands of two-time TT winner Steve Plater. The bike was built on the Norton V4 SS road bike that was launched last year, which features a billet aluminium frame, carbon-fibre bodywork and an all-new 1200cc V4 engine.

The TT-ready SG6, however, will use the V4 Aprilia CRT motor, with Norton’s own V4 motor set to make its racing debut later next year.

“With first deliveries of V4 SS bikes not expected until the second half of 2017, it’s too early in the engine’s development to race the new Norton V4 engine given the dangers and endurance involved in competitive racing at the TT,” says Norton CEO, Stuart Garner.

“They always say the island teaches you lessons, so you have to curb expectations in the knowledge that the TT can deliver some very hard lessons and cruel luck. So, for 2017 we would, of course, like to build on our success of last year, but we don’t set ourselves any kind of hard targets other than making sure the bike and the team continue to move forward. Then we’re happy!”

Garner concludes.

results, especially around the island, so I think it’s important that I let it come to me.

I haven’t been involved for two years and I don’t know how much the Norton bike has improved, but I hear great things about it,” Brookes explains.

“My first ever race at the TT was in the Superbike category and I got a top 10, so let’s hope we are be er than that at least.

Realistically, if we finish the races without a problem and I’m in the 132mph club by the end of the fortnight, then we’ll be celebrating.”

Brookes’ team mate and fellow Australian, David Johnson, makes his return to the Isle of AUSTRALIAN ROAD RIDER | 21

BIGSHOT

It’s not the most glamorous bike on the road, but Spencer Leech swears by his trusty old Suzuki GS500.

PHOTO: JOSH WILSON

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THE THINGS YOU SEE

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BIGSHOT A ямБery orange Harley and an open road.

Queue Born to be Wild by Steppenwolf.

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THE THINGS YOU SEE

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BIGSHOT The start of a long downhill stretch through the mountains.

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THE THINGS YOU SEE

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SEDDO

BIRTHDAY GIRL LIFE BEGINS AT 60 GEOFF SEDDON

ne of my all-time favourites is turning 60 and I’m in the mood to celebrate! The HarleyDavidson Sportster was released in 1957 as a lightweight sports model to take on the British paralleltwins, and has never been out of production. In a sea of modern bikes pretending to look old, a brand-new Sportster is the real McCoy. The Sportster can trace its lineage directly to the famous 750cc WLAs that mobilised the US infantry during WWII and countless outlaw motorcycle gangs in the years a erward. Like many side-valve Harleys, WLAs ran four gear-driven single-lobe camsha s (one for each valve) which were retained when the WL was modernised with unit construction and a swingarm chassis — both firsts for Harley — in 1952 and renamed the Model K. Overhead valves came in 1957 and with them the new moniker.

Changes in the decades since have been few, the most notable being a new frame to replace the Model K’s in 1978, and the introduction of the Evolution top end in 1986, which took the mechanical pain out of Sportster ownership. Down in the crankcases it was business as usual with those four gear-driven single-lobe cams doing their thing.

Amazingly, the modern 1200’s cranksha stroke of 3.8125 inches is the same as the WLA, Model K, the original 1957 883 and every Sportster since.

I first got interested when I was 15 through a short-lived TV series called Then Came Bronson, about this cool dude who travelled across the American mid-west doing good deeds for folks he met along the way. His mount was a 1969 HarleyDavidson 900 Sportster with a mystical seeing eye painted on the

O

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“It was an unreliable pile of junk and I loved it” tank; he was always stopping for gas, which suited the plot perfectly.

I fell for the hippy philosophy and loved his bike.

Fast forward a dozen years to 1982 and I had a hankering and the means to buy my first new bike. I was working for Tooheys brewery, which was just down the road from then NSW Harley distributor Burling & Simmons. Si ing in their shop window was an XLS 1000 Roadster, a big-tanked Sportster with a comfy dual seat, extended forks and lots of bling. Oh, how I wanted that bike, but it was wickedly expensive. For much less money, I could buy a new Ducati 900SS so that’s what I did.

It was around this time that I started writing for magazines and I eventually jagged a gig as a freelance road tester. One of my first test bikes was an 883 Sportster with the all-new Evolution engine.

OMG! I was in love before I le the car park! I then took an 1100 away for a long weekend, a er which

I was just a passenger on the journey to owning one. Stopping for fuel every 100km or so, o en in dusty rural servos that had seen be er days, the Bronson fantasy was complete.

By then my Ducati had also seen be er days but a mate offered me what I’d paid for it new, which was enough to buy a 1976 XLCH 1000 Sportster powered by what is now known as the Ironhead engine. It was an unreliable pile of junk and I loved it. I’d still own it today but for the opportunity a few years later to fulfil my ultimate fantasy of becoming a full-time motorcycle journalist.

The pay was so bad I had to sell all my toys, including the Sportster.

Despite it being one of the best-looking bikes I ever owned and riding it all over the state, the only photo I still have of it was published in Streetbike, with my eldest daughter Phoebe si ing in the saddle. She’s about to turn 35 so it was a while ago. But my

memories of the only Harley I ever owned remain vivid, mostly because of its fantastic engine.

The old Ironheads are as loud as they come, and I’m not talking about the exhaust. Unlike Evos, the ra le of the cast-iron top end and the whirr of the cam gears is unmuffled and a joy in itself if you’re into that sort of thing.

They have small tanks so you can look down and see those heads shaking like fists and hear the motor thrashing away like a cement mixer. The early girls are notoriously unreliable but the most soulful stuff o en is.

I loved it!

I’ve tested countless Evolution Sportsters in the 30 years since and enjoyed every one, most recently the new XL 1200CX Roadster — the modern incarnation of the model I lusted a er 35 years ago. They’re still wickedly expensive though, unlike Ironheads which, these days, are plentiful and cheap. Don’t do it, Geoff ! ARR

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SCORPION TRAIL II

ADVENTURE TOURING

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2018 ISLE OF MAN TT FESTIVAL This will be a very significant year at the TT!

40TH ANNIVERSARY OF MIKE HAILWOOD’S COMEBACK WIN & THE 100TH RUNNING OF THE TT Yes, this will actually be the 100th IoM TT

Before the TT is the NW200 in Northern Ireland.

Enjoy laps of the TT circuit on your own bike.

After the TT spend a month or two touring Europe.

Self guided trip package includes return bike shipping, ferry tickets to and from the IoM and 14 nights hotel or leased houses accommodation.

Return shipments in July & October

PH: (03) 5625 9080 E: dave@getrouted.com.au

ISLE OF MAN TT Isle of Man TT Festival Tours

On your own bike!

Photo credits to: Andre Phillipe De-Brissac Bernard

PH: (03) 5625 9080 E: dave@getrouted.com.au

A big engine, a cowboy saddle and retro paint scheme — let’s go find the horizon

32 | AUSTRALIAN ROAD RIDER

ROAD TEST: 2017 INDIAN CHIEF VINTAGE

AUSTRALIAN ROAD RIDER | 33

ROAD TEST: 2017 INDIAN CHIEF VINTAGE

r The new Indian stays true to its roots in the styling department

WORDS: GUY ALLEN PHOTOS: ANDREW BRITTEN winging through the bends in the hills north-east of home in sunny Melbourne, early morning, with the easy beat of a giant V-twin, comfortably se led in the leather seat, enjoying the cool morning air. It’s a pre y good place to be.

The bike is brand-new. You can feel the engine clearing its throat and the gearshi action easing as the miles build up. There’s a way to go — another 10–15,000km should see it run-in. The owners might want it back before then.

Polaris’s Indian Chief Vintage was, from the day of its launch nearly three years ago, the most popular, if not the most capable, model and you can see the appeal.

Much is visual. Put it beside a touringequipped Springfield Chief from the late 1940s or ’50s and the styling is similar, albeit on a much larger scale. But the basics are there. Big

S

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“It’s one of things you might dream about in a steam-punk movie” V-twin air-cooled engine with the distinctive parallel pushrod tubes, leather saddle and bags with fringes, studs and conchos (a nod to the decoration o en used on western horse saddles), big, long and heavy. And comfortable.

VISUAL FEAST Most of the folk we tripped over that morning could not have given a fat rat’s arse about the history, comfort, engine, whatever — they loved the looks. Okay, let’s go …

First punter, a 50-ish bloke, had a broad Sco ish brogue (took a bit to tune in to it) and complimented me on the restoration. It was tempting to play to that theme, but with the acting ability of a house brick it was never going to work. So I told the truth. He still wanted one.

r The Chief sits happy on its wheels

r That’s 1811cc in local terms 36 | AUSTRALIAN ROAD RIDER

r She’s pretty darn comfortable on the straight stuff

ROAD TEST: 2017 INDIAN CHIEF VINTAGE

Next was the mid-30s tradie who loved the colours, wanted to know how much, mu ered something about saving money and selling his Suzuki Boulevard and strolled off.

Third, in the space of 20 minutes, was an elderly woman — I’m guessing nearing 70 — who asked permission to get some photos and dragooned some passers-by into helping. She was using an iPad. She was the only one of the three who might just be old enough to have seen that colour scheme, and others like it, when her parents or uncles and aunts had one si ing in the shed.

We’re talking 1940s. A time when chemical and paint industrial giant du Pont briefly owned Indian and you could order the bikes in pre y much any paint combo you wanted.

Two-tone pastels were popular.

It was more than the colour. A Chief Vintage is an outrageous exercise in excess — long and heavy, those deep-dish guards first used in 1940, the in-your-face lit Indian head motif on the front, acres of leather, the triple chrome light set up front and the giant screen. It’s one of the things you might dream about in a steam-punk movie, but to actually own and ride one? Give me a break …

TECHNO TRAVELLER Time and competition have caught up with Indian, but when the Chief Vintage and its brethren were launched a few years ago, they kind of put a flag in the territory of cruiserdom.

AUSTRALIAN ROAD RIDER | 37

ROAD TEST: 2017 INDIAN CHIEF VINTAGE

INDIAN TRIBES

r The Chief has gone through a few incarnations since the relaunch of the Indian brand.

“Though there are lots of faster motorcycles, it can punt along at a more than acceptable pace and cover ground rapidly”

Indian motorcycles are o en referred to by their place of manufacture.

Springfield: original series, 1901–1953; Gilroy: Indian Motorcycle Company of America, 1999–2003; Kings Mountain: Indian Motorcycle Company (aka Stellican, which also revived Chris-Cra boats), 2005–2011; Spirit Lake: Polaris, which also produced Victory motorcycles until recently. It was a 2011 take-over, with production starting in 2013 for the 2014 model year.

Despite the fact one of these monsters weighs close to 380 kilos, it’s enough (combined with a healthy peak torque number that cuts in at a low 2500–3000rpm) to make it get off the line well.

No-one on anything resembling a sports bike will be scared. There’s enough urge to overtake with authority and you can, with a bit of room and maybe a tailwind, get it showing the high side of 180 on the clock.

In reality, what this means is, though there are lots of faster motorcycles, it can punt along at a more than acceptable pace and cover ground rapidly when you want to.

IN THE SADDLE r 385kg takes a bit of getting used to

Performance and handling were good for the class and then there was the packaging.

All of the Chief series (three at launch: Classic, Chief Vintage and Roadmaster) had ABS and cruise control. In a sector more used to qualified praise (“it’s good for a cruiser”), the idea of having some basic electronics on board that actually made your life easier, across the entire range, was a bit novel.

That was the wrapping on a mechanical package that still held firmly to American cruiser spec: air-cooled pushrod V-twin with two valves per pot, albeit fuel-injected.

38 | AUSTRALIAN ROAD RIDER

Dubbed the Thunder Stroke 111 (for the cubic inches), the engine is a 49-degree twin running three camsha s — one to run the inlets from the centre, and the other two to actuate the exhausts. A longstroke design, it displaces 1811cc.

Indian, like Harley, is coy about the horsepower figure, but independent dyno runs place the rear wheel figure at around 73 horses at 4500rpm. Believe it or not, that’s pre y good for this type of motorcycle in stock trim and supports the idea that the cranksha number is probably mid-‘80s.

If you haven’t already caught up with the modern world of electronics on cruisers — yep, sounds like an oxymoron — you will quickly with an Indian. It uses a proximity key, which means a round fob that needs to be with the bike for it to start and keep running. There is no actual key or hole. Harley has been doing a version of this for ages.

You push the On switch firmly, which wakes up the minimal dash and the fuel injection.

Then you stab the starter bu on — there is no need to hold it, as the electronics take over and decide how long the starter motor needs to run before the engine fires up. That’s been common upmarket Euro car practice for about 20 years.

Once it wakes up, it appreciates about 30 seconds to get se led before you take off,

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ROAD TEST: 2017 INDIAN CHIEF VINTAGE

r The big V-Twin makes a healthy 161Nm of torque

though you can do it instantly. Clutch action is progressive and friendly.

When you’re up and rolling and fully awake, the thro le response is good. This is a well-sorted combo of injection system and engine. It’s all about roll-on strength, linear delivery and clean response. If you’re looking for frenetic acceleration at the drop of a hat, go elsewhere.

There are two main chassis in the Chief range: one shared by the likes of the Classic and Chief Vintage, and the other by the Roadmaster and Springfield. The first is a styling exercise that has more rake (looks more cruiser-like), while the second is a slightly quicker-steering unit with more ground clearance. That’s a classic form or function choice. I prefer the la er.

That said, the Chief Vintage is entirely predictable and can be punted quickly enough.

On the plus side it has decent brakes and you get plenty of warning as it starts to run out of cornering clearance.

The suspension is capable and offers li le in the way of tuning, other than a preload ring on the rear shock. There’s a suspicion that two really big people on board might force an upgrade of the rear suspension, otherwise you should be fine until you clock up big miles.

Braking is good. The feel is right and there’s the ABS back-up, while there’s enough rubber on the road to provide decent grip. Also, there are no surprises if you have to get on the anchors mid-turn. The only proviso is you really are dealing with heavy machinery, so allow some space.

Two accessories I would fit immediately are a pillion backrest, because that would immediately make the machine passengerfriendly, and the other half of the gear-shi er.

Standard, the Chief Vintage has a simple

FAMILY TREE There are three predecessors to the current Chief Vintage.

The most elderly is a 1947 Chief, the first series to use the trademark lit Indian head motif on the front guard and the year which Polaris says it used as the key styling influence for the current series.

Next is the 2003 (the final year of manufacture in a short career) Chief Vintage from the Gilroy factory and, as far as we know, the first time the Chief Vintage name was used. This bike was used as the platform for the next series.

Last is the Kings Mountain Chief Vintage, from 2009. By this time the engine capacity had been bumped from 100 cubic inches to 105 (1640cc to 1720), it was fuelinjected, much be er finished, and carried twin disc front brakes.

The Polaris bikes shared names and styling cues, but were a clean-sheet design. r ABS is very much appreciated on a big bike like this 40 | AUSTRALIAN ROAD RIDER

r Power delivery is smooth and linear

r Nothing says vintage American like brown leather tassels

conventional gearlever, when all big cruisers with footboards (no exceptions) work far be er with a heel-toe unit. Trust me — once you get your head around one, you’ll never go back.

That would also make the slowish transmission a whole lot more enjoyable.

WORTH IT? Over the years I’ve sampled a lot of Polaris motorcycles: Victory (which is no more) and Indian. Regardless of whether or not an individual model suits your taste, there is an overwhelming sense that the company knows how to engineer a good motorcycle.

The current Chief Vintage, which is simply the previous bike in new colours, is a good example. It works and, a er some cosmetic issues with the initial batch, is a well-se led 42 | AUSTRALIAN ROAD RIDER

ROAD TEST: 2017 INDIAN CHIEF VINTAGE

2017 INDIAN CHIEF VINTAGE ENGINE Type: Air-cooled, four-stroke pushrod, two-valve 49-degree V-twin Capacity: 1811cc Bore x stroke: 101mm x 113mm Compression ratio: 9.5:1 Engine management: Electronic fuel injection PERFORMANCE Measured power: 73hp (55kW) @ 4500rpm Claimed maximum torque: 161Nm at 3000rpm TRANSMISSION Type: Six speed Final drive: Belt Clutch: Wet, multiplate

machine. I’ve got a bit of faith in it and like what it does.

That said, if, like me, you like the general idea in a sharper-handling package, you might want to have a gander at the Springfield … ARR

MORE INFO Indian Clubs Indian Motorcycle Club of Australia Primarily covers Springfield indianmotorcycleclub.com.au Iron Indian Riders Association All generations ironindian.com.au

CHASSIS AND RUNNING GEAR Frame: Aluminium composite Front suspension: 46mm fork, nonadjustable, 119mm travel Rear suspension: Monoshock with adjustable preload, 94mm travel Front brakes: 300mm discs with fourpiston calipers Rear brake: 300mm disc with twopiston caliper Tyres: Dunlop American Elite, front 130/90-16, rear 180/65-16 DIMENSIONS AND CAPACITIES Claimed kerb weight: 385kg Seat height: 660mm Ground clearance: 140mm Wheelbase: 1730mm Fuel capacity: 20.8 litres ETCETERA Price: $32,000 Test bike supplied by: Indian Motorcycle Australia Warranty: 24 months, unlimited kilometres

AUSTRALIAN ROAD RIDER | 43

THE BLING S

44 | AUSTRALIAN ROAD RIDER

BUYER BEWARE

THE THING Do your homework before buying bits for your bike to ensure it’s safe and rides like it should

AUSTRALIAN ROAD RIDER | 45

BUYER BEWARE

r More instruments than an orchestra

STORY: GREG LEECH PHOTOS: ARCHIVE its for bikes. There’s a whole global industry that has grown up around improving and personalising a bike.

A quick blast around the internet will throw up such a range of choices as to make your head spin. But a lot of it is untrue, the stuff ordinary and your quid is the target.

What? Untruth on the internet? Noooo. Yep. The good news is there’s a massive global marketplace open to buyers who want to add options to their ride. Good stuff too. I’m a bit of a fan of touching and feeling the gear, but you can’t always do that.

How about buying a bike with stuff already fi ed. Is that a good thing, or a bad thing?

There are real upsides to opting for a mount that has been intelligently fi ed with accessories; it’s a nice way to bring a poverty-pack model up in specification and do it your own way, the bike becomes a more comfortable and useable option, the value and practicality can be enhanced, it stamps it as a li le different, it looks be er than standard … you can probably think of a few more reasons, but you get the picture. Accessories can really improve a motorcycle.

But, there be dragons here, my friends, and you’d best go into this thing with both eyes open, just like David Soul. Bugger this one up

B

46 | AUSTRALIAN ROAD RIDER

“Never, repeat, never, buy a bike with suspect safety gear. If it goes wrong once, it’s not going to be good”

r A factory top box complete with lights and aerials

r All show, no go AUSTRALIAN ROAD RIDER | 47

r The key to motorcycle travel is to pack light

and you could be taking home a big turd-load of someone else’s dumb decisions. Rightio. Let’s delve into investigating the minefield that can be underfoot when considering the purchase of an accessorised motorcycle.

The first questions a buyer should ask when looking at a bike that has been accessorised is “do you really need it?”, and “will it interfere with the riding experience or improve it?”

The gist here is to be honest about your personal considerations. If you are domiciled in Hobart, heated grips are a great idea. In Cairns, well, they are useless. Consider your particular riding circumstances and where you are likely to do most of it when weighing up the practical side of an accessory and its benefits.

And, environment. A loud pipe can drone on a long trip (like some pillions, but that’s another 48 | AUSTRALIAN ROAD RIDER

yarn right there) and could have George up the street at your doorstep in his flannel jammies just post your morning warm-up. If you are out in the centre of West Bo omfiddle on 1000 acres, it doesn’t ma er because no-one can hear your bike’s scream. Kinda makes it a bit redundant right there, but at least you’ll have an expensive roo-warning device.

All that said, rorty pipes can offer tremendous fun and street presence.

Reputable brands are out there, just as there are items that should be avoided at all costs.

You will have to do some research to know if the bike you are looking at is fi ed with a goodie or a dud, but bike shops are the place to start. Ask questions there and check web forums. If it is cheap and no-one you ask has heard of the brand, give it a miss.

“There be dragons here, my friends, and you’d best go into this thing with both eyes open, just like David Soul” The quality of the fitment is all-important as well. O en an a ermarket pipe has simply been bunged on and performance can actually be reduced in the process. In the case of a full system, carb je ing should be checked at the fi ing stage, adjusted if necessary, and fuelinjected bikes may well require a changed download for optimum fuel mapping. If all this

BUYER BEWARE

r Oilers keep your chain and sprocket lubricated automatically

r When it comes to security, the more the better

has been done right and the brand checks out as representing reasonable quality, well, go for it.

Consider your pillion when it comes to buying a bike with an a ermarket pipe.

That high-mount pipe might make you feel wonderful, but a baked pillion thigh should never be on the menu.

Some models offered single seat options at new, but this means you will never be able to share the riding experience. Some may count that as a blessing, and that’s fine, but think hard here. Of course, you can go the single seat route and own a dual seat for those occasions when you may want to carry a passenger, but be prepared to get the spanners out to make the change and it will cost. If buying a bike with a single seat, ask if the seller possesses the dual seat. Get him to throw it in and don’t pay

r Pillions appreciate a sturdy grabrail

more for it — it’s no good to him once the bike is sold and he won’t want to lose the deal on the strength of that.

Grabrails are a good idea on any motorcycle, and if a prospective purchase has a good one on a bike that didn’t come with one as standard, it makes sense. Pillions need a strong handhold to feel safe and it also stops them head-bu ing your brand-new Shoei as you ride. Factory optional grabrails are by far the best option — a er all, this is a safety item and never, repeat, never, buy a bike with suspect safety gear. If it goes wrong once, it’s not going to be good.

Do you plan to travel longer distances? If so, panniers are a nice thing to have thrown into the package. Especially good-quality hard bags. If you’ve never experienced the

convenience of hard luggage on a long trip, you are missing out. They are removeable, so that morning commute doesn’t have to be affected as you lane-split your way to the salt mine.

We recommend them. In short, if you find two examples of a bike that are pre y similar as a buying prospect, one offering good bags and one not, go the former option. Use them once and you’ll be glad you did.

Many manufacturers offer wide ranges of factory-licensed accessories. A quick look at the Triumph website (and the major Japanese brands as well) reveals myriad add-ons to both personalise and add practicality to a bike. It is always be er that the accessory is from the factory; this ensures parts backup, and warranties are not affected for those thinking of a newer used option. As mentioned, many AUSTRALIAN ROAD RIDER | 49

BUYER BEWARE

r Coppers and their gadgets 50 | AUSTRALIAN ROAD RIDER

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r Heated grips can make even the coldest trips bearable

r While seat covers look faintly ridiculous, they are a godsend on long trips

“That high-mount pipe might make you feel wonderful, but a baked pillion thigh should never be on the menu” factory options are made under licence, so some research there is a good idea. Don’t be scared to contact the manufacturers directly if unsure. It is in their interest that you buy the factory gear and they will be happy to advise.

Quality of the fi ing work is as important as the item itself. Ask for receipts for any work carried out in the fitment of any accessory. If it was fi ed by the owner, ask how he did it and get a feel for his ability with such things. Check it all works and be critical. A er all, it’s you that will have to live with the thing.

Check that you have comeback if you need parts at any stage. If the item is built in faraway lands, is there local backup? You could end up with an unusable bike, all based around a faulty accessory. A good rule of thumb is to 52 | AUSTRALIAN ROAD RIDER

avoid any part or accessory for which there is not a local distributor. That sissy bar may look great in the photo on the website, but could be totally suspect when it comes to manufacturing quality.

If bling is your thing, the list of shiny and street-cool stuff is endless. Anodised fi ings may look the goods, but just because that rose joint is a lovely colour doesn’t ensure the metallurgy is of a decent quality. The same goes for chrome mirrors, pegs, clutch and case covers, grips, nuts, bolts …

As we said, the list is endless. Manufacturers such as Harley-Davidson use the licensed brand name of Screaming Eagle and the gear comes with the H-D seal of approval. This is a very good thing. The stuff costs more, but

r Exhaust porn

that’s hardly your problem — it’s already on the bike. H-D makes 30 per cent of its profit from its range of add-on gear, so it is ever mindful that the brand be represented well.

Once again, look for factory involvement and you can’t go far wrong.

SUMMING UP Go for bikes fi ed with gear made by a reputable manufacturer and be sure that any warranty is not voided by the fitment of the accessory. The simple fact is that there is good

r If you plan to go off-road, consider a set of Barkbusters

r A clip-on windshield makes life easier when the weather turns

stuff and there is bad stuff. Well-fi ed, quality accessories can add a personal touch and aid practicality. Crook stuff can lead to a world of pain.

Ask others, check the web, look at bikes in dealerships. Oh, and don’t take what a seller says at face value. You are li le more than a dollar sign to them.

Get it right and you can steal a bit of a bargain that is much more useable and a ractive, as well as a stronger resale proposition. ARR AUSTRALIAN ROAD RIDER | 53

We all know motorcycles are good for the soul. But prepare to be amazed at the story of Susan Berg, who cheated death and says bikes are the reason she is still here

54 | AUSTRALIAN ROAD RIDER

SUPERHUMAN MOTORCYCLISTS

AUSTRALIAN ROAD RIDER | 55

r Susan pushing her Honda CBR650F along the Bellarine coast

STORY: AMY HARBURG PHOTOS: SPENCER LEECH t’s obvious to many of us that spending a day out riding a motorcycle can help clear the mind. Indeed, it can be a form of real-world meditation or relaxation. But could riding a bike actually have healing properties? Could it really be a form of therapy?

For one incredible woman this is precisely the case. In fact, motorcycle riding became an essential part of healing many years of incredible trauma.

Susan Berg’s life story is nothing short of remarkable. Throughout her life she has endured personal tragedies that many of us could barely comprehend. At the age of just 15 her life changed in an instant when the boat she and her family were travelling on sank, with Susan was the sole survivor (see accompanying story for the full details). What followed is a harrowing tale of survival against all odds. The boating accident was also the catalyst for a series of events throughout her life that many people would not be able to survive; sexual abuse, drug use, domestic violence,

I

56 | AUSTRALIAN ROAD RIDER

r Water was once Susan's biggest fear, now she races in the ocean

SUPERHUMAN MOTORCYCLISTS

“Being on her bike and riding long distances gave her the space and time to start the healing process”

r Hondas have always been her motorcycle of choice

financial ruin, cancer, and raising a child as a single parent were just some of the additional challenges Susan had to overcome in the 25 years following the horror of losing her family.

The fact that she was able to overcome not just one, but all of these events shows a resilience in Susan that not many of us possess.

As you could well imagine, the recovery and healing process were arduous and difficult. However, along the way Susan discovered motorcycles. From the moment she took up riding, she realised a new sense of freedom, empowerment and achievement.

But it was more than that; being on her bike and riding long distances gave her the space and time to start the healing process.

“When you are on the bike and alone with your thoughts, it’s a time you get to reflect on your day-to-day life. It’s during this time

that I find the healing happens,” she says with remarkable honesty. The fact is, there is no rubbish with Susan. She shoots straight and truthfully and although it can be a bit confronting — it’s a defining a ribute.

Susan used long trips on her motorcycle as a way to rebuild her life. At first the good things that were taking place in her mind were not obvious; she didn’t realise why she found these trips so cathartic but as time went on, riding motorcycles also added a social outlet that she clearly needed — to be around good people. Bikes introduced her to new friends and experiences.

Li le did she know she was going to be tested, in a big way, yet again. It was through a shared interest in bikes that Susan met a friend, “Big Kev”. It was a friendship that would forever change the way she looked at life. Importantly, AUSTRALIAN ROAD RIDER | 57

it was also a friendship that ultimately steered her to where she is today. With the help of Big Kev, and the rest of their riding group, her riding skills improved immensely. It was also as if her personal confidence grew as her riding skills improved. The healing had begun.

Unfortunately that aforementioned tragedy struck Susan again. Her dear friend “Big Kev” was killed right in front of her while they were out riding — a head-on collision caused by a foreign driver who was on the wrong side of the road. Susan was extremely lucky to survive the accident, only just avoiding the wreckage.

“I should have died that day; I cheated death.

It just wasn’t my time.”

Surely this would be enough to stop most of us from riding again, but not Susan. It certainly scared her and made her think about the consequences more, but it didn’t stop her from doing what she loved. If anything, it encouraged her to continue with her passion.

“I get so much joy and satisfaction from riding that it outweighs the fear of what could happen,” she says. In fact, the loss of her friend opened the door to the realisation that she shouldn’t waste time on the things she could not control.

“You can dwell on something all you like, but it’s not going to change the outcome. It actually helped me let go of the things I can’t control and start enjoying every day I have.”

In the spirit of enjoying life and taking opportunities when they come along, Susan headed off on a long trip shortly a er the death of “Big Kev”. This 4000km ride from Melbourne to Byron Bay (and back) was eyeopening for her — she hadn’t set out thinking it was going to be important, she just wanted to get away. It ended up being a big step on the road to healing from the trauma of her early years and the weight of carrying around the recent death of her dear friend.

r The view from the top of the You Yangs in Victoria

r In memory of a friend

r A problem shared is a problem halved 58 | AUSTRALIAN ROAD RIDER

r The boat ride that changed Susan's life forever

SUPERHUMAN MOTORCYCLISTS

r Susan and her family

FACING YOUR FEARS

“At that time in my life it was the most cathartic journey I’d had — it was a time of growth. It was an amazing feeling of freedom, being out on the bike, having my own headspace.”

On this journey she was also introduced to the “community” of riders and how they look a er each other. Susan had set out with no maps or preconceived idea of where she wanted to go, but along the way she met fellow riders wanting to talk about where she was going and offer tips on which roads to take. They took an interest in her bike and her safety. Although she was riding solo, she was never alone. “Motorbike riders look a er motorbike riders,” she says. “They will see you stopped on the side of the road and they will stop to see if you are okay. Car drivers don’t do that; if you’re stopped on the side of the road they will drive straight past. Motorbike riders look a er each other — it’s a real community.”

With the time and space to get perspective on her life, Susan was able think about her past

The night Susan lost her parents and brother was traumatic and terrifying. Having to swim for nearly four hours, in the dark, through shark-infested waters and surviving against the odds understandably gave rise to a deepseated fear of water. This fear has been with Susan since that terrible night.

However, not one to sit back and accept the situation, Susan decided to face her fear when a friend suggested she swim the Lorne Pier to Pub open water race and raise money for charity. Initially Susan said yes, but soon the gravity of what she had agreed to hit her. “What the f*#@k!! I don’t swim, it’s my biggest fear,” she thought. But a er a bit of introspective analysis she realised this might actually help her. A er all, spending time out on her motorcycle had brought on huge changes in her life, so why couldn’t this?

The next step was to start swimming.

When she started out it was terrifying for her. Barely able to swim 15m without panicking meant it was going to be a difficult goal to reach. Even a er four months of swimming most days it was still a struggle.

Most of us would have given up by this time, but not Susan. With the determination to see this through, and the help of a new swimming coach, she began ocean swimming. “Learning to swim again has been the most confronting thing I have done, but it has also been the most rewarding.”

Part of what helped Susan achieve this goal was the routine of the training. “Every morning I would get up at 5.30am and go swimming, even in winter.” Susan admits it was very tough, but she continued with it because every day she did it, she gained a great sense of achievement. “It gave me this huge sense of

empowerment and made me realise you don’t need to be ruled by your fears.”

In January this year, a er months of hard work and determination, Susan achieved her goal. She swam the 1.2km Lorne Pier to Pub Challenge. In doing so she raised money for the McAuley Community Services for Women, a Victorian-based not-forprofit organisation that supported 1000 women and children last year via its family violence and homelessness services. Susan’s achievement was quite amazing considering the obstacles she had to overcome.

AUSTRALIAN ROAD RIDER | 59

SUPERHUMAN MOTORCYCLISTS

and the death of her friend. Being on her bike provided an opportunity to gain clarity on the situation. She realised you can be grieving at the same time that you’re doing things that make you happy. Just because there is stuff in your life that upsets you doesn’t mean it has to make your entire life miserable.

Adding to this story, Susan also had to cope with being a single parent. At the age of 20 she was in what she thought was a supportive loving relationship, however once her son William was born, domestic violence escalated. With the safety of her and her child at risk, Susan was le to raise her son on her own, with absolutely no help from his father.

At no stage does Susan suggest that being a single parent was remotely easy, or that she didn’t make mistakes. She is open and honest about the difficulties she and her son faced.

60 | AUSTRALIAN ROAD RIDER

“Although she was riding solo, she was never alone” She also admits that her approach to helping her son was “unconventional”.

For Susan, the birth of her son provided the first ray of sunshine, the first hint of happiness she had felt since the death of her parents and brother. It’s understandable she would use her personal experience to help her son in his time of need. Motorcycles had provided Susan with a new appreciation for life, so why wouldn’t it work for her son?

She wanted to share those feelings and experiences with William. What she got in return was a relationship that many parents

would love to have with their children. From the earliest time possible Susan took William with her on the bike and over many trips, their time together on her beloved Honda CBR600 helped form a strong bond that was to see them through some very tough times.

Without a doubt, riding bikes had been an essential element to the recovery of Susan’s stability. But why? What is it about riding that could possibly bring about such changes in a person? And could riding possibly help others, especially women?

For Susan, riding gave back some of the most fundamental requirements for happiness: freedom, empowerment and achievement. I’m not sure there are too many sports that can provide that as readily. But it’s more than that, as Susan found out. Being alone in her helmet gave her the time and space to think and introspect.

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SUPERHUMAN MOTORCYCLISTS

r Susan kitted-out for the Lorne Pier to Pub swim

r The healing properties of a motorcycle are unquestionable

r Nothing tastes better than a cold beer after a long day on the road 62 | AUSTRALIAN ROAD RIDER

It’s almost inconceivable to think people would suggest to a troubled friend or family member to take up motorcycle riding as a form of therapy, but why not? I can’t help but think this is especially true for women. Many women feel that riding gives them a sense of “self” that few other sports can and Susan’s story is a great example of this.

So what is Susan up to these days? Well, motorcycles remain central to her life. She is a

THE GIRL WHO LIVED — THE SUSAN BERG STORY

brand ambassador for Honda and is working on a new venture that involves motorcycle tours. Watch this space because Susan hopes to include “ladies only” tours both here in Australia and overseas. Riding is in Susan’s blood and she has been doing it for many years, so she is well placed to understand the type of tours that women might prefer.

“There are women who just want to ride, but I would also like to have tours

that allow time for us to be ‘women’,” says Susan. “Whether that be ge ing a massage or having a workshop where we can encourage and nurture each other, it really doesn’t ma er.”

The fact that Susan was brave enough to share her story is testament to her character, and now that she is using her experiences to help others, it’s our opportunity to learn.

Susan, we salute you! ARR

If you want some amazing inspiration or you just need a bit of a push along in your own life, it’s worth picking up a copy of Susan’s book, The Girl Who Lived.

Susan’s incredibly honest approach to writing her story is impressive. The story tells in detail the events of the night she lost her parents and brother, and the path her life took a er that. There is no sugarcoating and at times it is confronting, but there can be no doubt it is a story of immense courage.

Susan wrote the book for herself, not knowing if it would ever be published. She saw it more as part of her healing process.

She even had to sell her Honda CBR600 to fund it, but she says it was worth it because she gained a lot of closure from the process.

The saying “When one door closes another opens” is very true in this case.

Not long a er Susan had to sell the bike, Honda Motorcycles came on board and made her a Brand Ambassador. Now she’s out riding again most days. With a big smile on her face.

AUSTRALIAN ROAD RIDER | 63

KILLER

64 | AUSTRALIAN ROAD RIDER

KNOW YOUR HISTORY

CYCLE

Decades after the proverbial fat lady sang, the motorcycle that conquered the world meets one of the premium machines it killed off

AUSTRALIAN ROAD RIDER | 65

r The best-selling CB750-Four K1 alongside the final Trident; the Triumph T160

STORY: GUY ALLEN PHOTOS: ANDREW BRITTEN t’s a story that has been told before, but it bears repeating as it’s a significant part of 20th-century industrial history. This is about how Honda and the mighty CB750-Four dispatched the British motorcycle industry. For those of you who can, cast your mind back to 1968. If you lived in Australia and wanted a big motorcycle, you bought a twin, most likely with Norton, Triumph or BSA emblazoned on the tank. None had electric start (that was reserved for cars and Harley tourers), and we’re talking about motors where pushrods ruled the roost.

Triumph and BSA had just put a hesitant toe in the water with their T150 and Rocket 3 models — inline triples with pushrod valve actuation, four-speed transmissions and drum brakes.

I

66 | AUSTRALIAN ROAD RIDER

Just four weeks later, Honda unveiled the CB750-Four at the Tokyo Motorcycle Show. It had a SOHC engine, five-speed transmission, a disc front brake and — what these days you

might call the “killer app” — an electric start that worked. Every time!

The impact of this technical leap cannot be underestimated. People started talking about

KNOW YOUR HISTORY

r The original 1968 Triumph Trident T150

“A number of commentators have noted that the decline of the British industry had much in common with the decline of the Roman Empire, in that much of the damage was self-inflicted”

“superbikes” because of it and, though many traditionalists decried features like the pushbu on starter, there was no denying that its car-like levels of reliability won fans.

LOSING BATTLE In a head-to-head marketing ba le, the Honda was always going to win despite there being, in the west, a residual dislike of the Japanese le over from WWII. For us, the question was, did the Honda deserve to win? To find out, we managed to put together a mini comparo between the most popular CB750-Four — the K1 from 1971 — and the very final development of the Triumph/ BSA triple, the T160 of 1975.

Before we head too far down that path, it’s worth having a look at what was going on in the British industry around this time. It remains one of the great tragedies of last century that just as Britain was creating some of the most

r Inside the 1969 BSA Rocket 3

iconic motorcycle and car models of all time, the management of the companies backing the designers was probably at its worst.

Industrial strife was rampant, management methods were outdated and when, inevitably, the British government tried to step in to keep things afloat, it probably exacerbated the situation. A number of commentators have noted that the decline of the British industry had much in common with the decline of the Roman Empire, in that much of the damage was self-inflicted.

In the case of Triumph, for example, the Honda CB750-Four unquestionably hastened

its demise. But that sad event, which happened in 1976, seemed inevitable.

You know what the great tragedy of the Honda versus England story is? Triumph and BSA were actually in a position to beat Honda to this potentially huge pent-up market for multi-cylinder machines by several years.

Particularly in the all-important USA, which was cashed up and looking for performance.

The engine powering the Trident and its relatives was, in fact, developed in 1962 by the legendary Bert Hopwood and Doug Hele. It was essentially a twin with an extra cylinder gra ed in, and a 120-degree crank throw, which AUSTRALIAN ROAD RIDER | 67

KNOW YOUR HISTORY

r The CB750’s iconic quad exhaust pipes

r The smooth-revving four-pot is an absolute delight

“Was the CB750-Four really a better machine and did it deserve to so comprehensively win the ensuing sales race?” meant the development challenges were minimised.

They could have had that bike in production several years ahead of Honda, gaining invaluable experience and perhaps ge ing the time and funding to come up with a more competitive “gen 2” engine platform.

Instead, a series of fatally flawed decisions led to delays. That was exacerbated by some seriously poor styling choices that scared off much of the potential customer base. Both first iterations of the triples tried too hard to visually move away from their traditional forebears and it cost them sales. Triumph’s T150 had what became known as the “breadbox” tank, so you can imagine how well that went down with the punters. It’s sad that the machine you see here (the last of them) is regarded as the pre iest of the series, with a traditional tank and the canted-forward BSA engine. Too li le, too late.

WINNING WAYS Honda, meanwhile, had li le to lose and everything to gain by gambling big with more cylinders than the market generally accepted, more technology and that wonderful organ pipe rear view of four giant exhausts. It was a brash, out-there statement that in part was the result of Honda management visiting the USA and listening to what their dealers said.

Even so, Honda didn’t bet the farm until it was sure. The first run of machines famously used permanent mould casting (popularly referred to as sandcasting) for its initial production run. It was quicker and cheaper to 68 | AUSTRALIAN ROAD RIDER

r Peak power is found right up to the Honda’s 8000rpm redline

set up than the more usual die-casting. Those initial 7400 “sandcast” machines are now in huge demand, with prices hi ing US$60,000.

Voting the CB750-Four as the motorcycle of the century, Motorcyclist magazine tells this lovely anecdote about company founder Soichiro Honda encountering the bike: “Mr Honda was famously short with praise, yet even he couldn’t conceal his excitement a er riding the CB750 for the first time. One former Honda R&D employee remembered the scene: It was during final testing in the US — Mr Honda happened to be there. He said ‘let me ride that thing’ and just jumped on and blasted off across

IT’S ALL IN THE NUMBERS The demise of the British industry in the mid-‘70s can be tracked in the sales numbers. The triple-cylinder hero bikes from BSA and Triumph managed total production numbers of 27,480 over their seven-year lifespan. Honda’s K1 reached 77,000 for the 1971 model year alone (its peak year) and total production for the 750-Four series is thought to be 445,900 over a decade.

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“Despite the technical advantages, the Honda didn’t have all its own way on the racetrack.

Triumph developed some hugely successful race machines out of the 150 series Tridents”

SPECIFICATIONS 1975 TRIUMPH T160 ENGINE Type: Air-cooled, four-stroke pushrod, two-valve triple Capacity: 741cc Bore x stroke: 67mm x 70.5mm Compression ratio: 9.5:1 Engine timing: Points and condenser Carbure ors: 3 x 27mm Amal Concentric PERFORMANCE Claimed maximum power: 60hp (45kW) at 7250rpm Claimed maximum torque: NA TRANSMISSION Type: Five-speed Final drive: Chain Clutch: Dry, multiplate CHASSIS AND RUNNING GEAR Frame: Steel, single downtube Front suspension: 35mm fork, nonadjustable Rear suspension: Twin Girling shocks with adjustable preload Front brakes: 254mm disc with singlepiston Lockheed caliper Rear brake: 254mm disc with single-piston Lockheed caliper Tyres: 4.10-19, 410-19 (bike shown runs a narrower front) DIMENSIONS AND CAPACITIES Claimed dry weight: 228kg Seat height: 794mm Ground clearance: 165mm Wheelbase: 1473mm Fuel capacity: 14 litres ETCETERA Production numbers: Approx 7000 Current value: $15,000

70 | AUSTRALIAN ROAD RIDER

the desert. He was gone for nearly a half-hour.

Everyone was quiet and very nervous. When he came back, he just said, ‘What a terrific, terrific machine!’ then walked away, laughing. That was the first time anyone there ever heard any words of praise from him.”

Cosmetic and technical changes over the life of the series were numerous, however the first several generations, up to the K6, were visually very similar.

AND NOW? So much for the history, but was the CB750Four really a be er machine and did it deserve to so comprehensively win the ensuing sales race? Well, yes and no. Now before we go deep diving on this one, I’ll reveal a couple of things which might influence how you see this story.

I own the machines you see here, which means I like both, and I’ve had several examples over time, including a T150 and a few CBs. I think fellow rider Paul Newbold hit the nail on the head when it comes to the appeal of the Honda: it feels modern. It starts easy, the engine is pre y smooth and willing, and there’s just a general feeling it will do what it’s told. Even the switchgear seems familiar, even though it’s on (in this case) a 46-year-old motorcycle.

For the Triumph, things don’t mesh quite so well. It’s undeniably a much nicer thing to ride than the 750 Bonneville twins (stand by for the backlash, Ed!) as it’s smoother and revs be er.

However, there’s no ge ing away from the fact the pushrod engine, though very capable, is a generation behind the Honda offering.

That feeling extended to the gearbox, which by now had been upgraded to five-speed — like the Honda — but suffered from the fact it was really a right-side shi converted to le to meet USA regs. The change is slower and more awkward.

When it comes to handling, the pendulum swings very much in favour of the Triumph.

The two machines have roughly the same power (60 horses) and weigh about 225 kilos, but they’re very different animals to throw into a corner, particularly one with a few bumps in it.

Frankly, the Honda wouldn’t see which way the Triumph went on a curvy road. The la er is lower, narrower, longer in the wheelbase (which you’d think might be a disadvantage) and has infinitely be er thought-out

r Both the Triumph and the Honda produced 45kW of power from their sub-750cc engines

suspension, particularly at the rear.

Admi edly, the Triumph has the advantage of a few more years of development, but there was still a gap when you compared equivalent

KNOW YOUR HISTORY

SPECIFICATIONS 1971 HONDA CB750-FOUR K1 ENGINE Type: Air-cooled, four-stroke SOHC, two-valve four Capacity: 736cc Bore x stroke: 61mm x 63mm Compression ratio: 9.0:1 Engine timing: Points and condenser Carbure ors: 4 x 28mm Keihin PERFORMANCE Claimed maximum power: 60hp (45kW) at 8000rpm Claimed maximum torque: 60Nm at 7000rpm TRANSMISSION Type: Five speed Final drive: Chain Clutch: Wet, multiplate

year models. Honda’s FVQ-brand rear shocks were notorious for almost instant fading in the damping and did improve over time, but Triumph always maintained the upper hand in the handling stakes.

Braking was roughly equivalent. This was an era when front disc brakes were almost universally wooden at the best of times and scary in the wet as they needed to dry off to work.

An Achilles’ heel for the T160 has always been an electric start, which was added as a belated a erthought to catch up with Honda.

They had a habit of burning out, though mine works perfectly and I suspect the advent of more powerful and consistent lithium ba eries has made a big difference.

A WALKOVER? Despite the technical advantages, the Honda didn’t have all its own way on the racetrack. Triumph developed some hugely successful race machines out of the 150 series Tridents that were stamping their authority at places such as Daytona from day one. So while the market battle went one way, the Brits were anything but a pushover on the track.

These days, the road bikes are both old machines that need to be treated with a li le care. They’re worth about the same (midteens) and, frankly, if either one landed in your driveway, you’d have plenty of reason to celebrate … ARR

CHASSIS AND RUNNING GEAR Frame: Steel twin cradle Front suspension: Telescopic fork, no adjustment Rear suspension: Twin FVQ shocks, preload adjustment Front brakes: Single 296mm disc with single-piston caliper Rear brake: 179mm drum Tyres: 3.25-19, 4.00-18 DIMENSIONS AND CAPACITIES Claimed dry weight: 226kg Seat height: 800mm Ground clearance: 160mm Wheelbase: 1453mm Fuel capacity: 18.2 litres (K2 tank on the bike shown) ETCETERA Production numbers: Approx 77,000 Current value: $15,000

AUSTRALIAN ROAD RIDER | 71

TORA! TORA! Tourer

72 | AUSTRALIAN ROAD RIDER

ROAD TEST: YAMAHA FJR1300

The outgoing Yamaha FJR1300 makes for a bargain in showrooms, just for us!

We take long hard look …

AUSTRALIAN ROAD RIDER | 73

ROAD TEST: YAMAHA FJR1300

r Nigel didn't let the searing heat stop him from having a good time

STORY: NIGEL CROWLEY PHOTOS: HEATHER WARE AND JULIE CROWLEY t was one of those days when the sun simply obliterated the shade: 45 degrees according to the dash of the FJR. The rivers of sweat running down my back and arms were doing nothing to cool me, and peeking out from behind the FJ’s electronically adjustable screen was like sticking your head up a jet’s exhaust pipe. I was, however, feeling oddly serene as I glided along on Yamaha’s über sports tourer, the FJR1300A, to give it its full title. I had surrendered myself to the conditions and the big Yam was doing everything it could to make my trip as easy and stress-free as possible. With its luxurious saddle, relaxed riding position, low footpegs, loping engine and plush suspension, this is a bike that exudes all-day comfort from the second you let out the lightweight clutch.

Thoughtful design is evident throughout, from the intuitive dash to the well-laid-out switch gear, easy-to-use headlight adjustment (to cater for various combinations of riders and luggage) and convenient-to-use pannier system, although perhaps best illustrated by the fact that the bike automatically adds on a couple of

I

74 | AUSTRALIAN ROAD RIDER

hundred RPM just as the clutch bites to help avoid a stall and an embarrassing laying-downin-the-road moment: nice touch.

But let’s digress and look at the long pedigree of the FJ. Way back in 1984, yes folks, 32 years ago, Yamaha may not have invented the Sports Tourer segment but certainly contributed hugely to the genre with the launch of the FJ1100. Two years later, the even more iconic FJ1200 superseded it and hung around for a decade, during which time it continued to evolve in terms of bodywork, suspension and ABS. A five-year gap finally saw the re-introduction of the FJ in the shape of the FJR1300 in 2001. The version we’re testing here is about to be superseded by the new FJR1300AE model (see page 79 for all the details) and we can’t wait to get our hands on one to see if the not-insignificant updates jump the Yamaha ahead of its rivals. Whatever it’s like, there will doubtless be a knock-on effect in pricing of the current model, so keep your eyes peeled for some upcoming bargains.

This ride we had planned for the big beast was every bit as much about the journey as it was about the destination, perhaps more so, and would serve to test both aspects of the bike’s character: Sports and Tourer (see the route details below). We intended on a long

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ROAD TEST: YAMAHA FJR1300

r Getting to grips with the FJ’s adjustable engine maps

r For a big tourer, the FJ is more than happy to get a lean on 76 | AUSTRALIAN ROAD RIDER

day in the saddle, taking in probably the three most iconic biking roads around Sydney, finally arriving at the picturesque Lake Lyell, north of the Blue Mountains. This was to be a ride of a million corners, book-ended by a couple of motorway blasts and would surely test the Yam’s metal as well as our own.

First, and despite its slightly intimidating dimensions, this is a very easy bike to ride even when fully fuelled (25 litres), fully loaded (up to 10 kilos in each pannier) and carrying a wife (no comment on size or weight). When stationary, the mass of the Yamaha is very apparent and at close to 300 kilos that’s no surprise, but once moving the weight largely disappears and apart from a slight tendency to roll around the head stock into low-speed corners, the FJR can be confidently threaded through the city.

Be aware that the fairing-mounted mirrors are quite low and arrive slightly before you do, so that li le wiggle you do to fit between stationary cars needs to happen a fraction of a second earlier than normal — sorry bloke in nice Merc.

The suspension is supremely plush and eats up road bumps with ease, while also doing a pre y good job of holding everything together once speed and lean-angle go up. The one area with which it has trouble coping, though, is fast direction changes, where the forks struggle somewhat, keeping control of all that weight, and there’s a definite moment of insecurity as the springs unwind and wind back up. However, once leaned over, the bike feels solid and glued to the road.

Acceleration of the FJR isn’t mind-blowing despite having 144hp and 138Nm at its disposal, but it's certainly more than acceptable and the bike gathers momentum in a fluid, seamless way. Once there it’ll sit at motorway speeds all day without ba ing an eyelid — easy to achieve with the simple-to-use and very effective cruise control, which is a must-have on a bike like this. Despite its high-speed ability, the engine is so versatile it can be ridden at urban limits in fi h gear without any problems and commuting across town in top was the norm. The engine pulls from nowhere and the fuelling is immaculate everywhere on the dial in either Sport or Touring maps, although the delivery is so forgiving the la er map is pre y superfluous.

The ABS-enabled Nissin brakes may not be top-shelf gear but are cleverly linked front and rear. Slight application of the rear pedal only actuates the rear caliper (ideal for se ling the bike in a corner), but a harder stomp also calls on a couple of the pistons up front, while the front brake lever calls into play the rest. It’s a very good system that is incredibly effective when lever and pedal are used together, although I did find the front to be slightly underwhelming when used on its own, lacking some initial bite.

So how did the bike fare? Pre y damn well it must be said. All up we estimated the ride to be

ROAD TEST: YAMAHA FJR1300

r Lots of buttons to get your head around

r The storage system is easy to use

r We here at ARR still favour an analog tach over a digital one

r The Yamy delivers its power smoothly, and there’s plenty of it

r Despite its dimensions, the FJ is very easy to ride

at least six hours and close to 400km in length.

Add in some stops for photos, fuel and the occasional bush wee and we expected to be out there all day. My goodly wife was also roped into the trip to give a first-hand (or is that firstbu ock) review of the pillion comfort, which 78 | AUSTRALIAN ROAD RIDER

she found to be excellent. At our destination we were hot, tired and, well, ready for a beer, but the ride had been brilliant. Confidence in the bike had grown throughout the day and it had held its own against some decent opposition on some of the windiest roads in

the area. Of course the really twisty stuff needs to be approached with a clear head on a bike like this and, as I wasn’t looking to orphan our children, the whole day was ridden with a definite safety margin in hand. However, that’s not to say we didn’t have a lot of fun and this is a rewarding bike to ride hard. The TC allows full use of the thro le out of corners and the linked brakes can be used to excellent effect with the added security of the ABS. Ground clearance is good, even two-up, and on the sweepier sections the Yam was a real blast.

If I had one negative comment to make it’s that the weight of the bike is very front of mind when moving it around at a standstill.

Admi edly we stopped a lot, mainly for photos,

but every time I had to choose very carefully where to put the stand down as even an innocuous-looking camber can catch you out if the bike goes over too far.

At the hotel I parked nose-in and the following day the slight slope meant I couldn’t back out without a tow from the wife. It could get tricky if you’re on your own.

However, for a trip like this, the FJR is right up our alley. Super-comfortable riding position with great weather protection and suspension to cope with everything from the best surfaced motorways to the worst countryside potholes, yet capable enough to allow for some proper fun to be had in the bends. The new version should be more of the same, and then some.

THE NEW FJR1300AE The FJR continues to be one of the most popular bikes in this segment, having sold over 60,000 units in Europe since 2001. The revisions to the latest model will likely make it more popular still. With the aim of giving the FJR an even sportier disposition, while retaining all its long-distance ability, the most significant revision is a sixth gear. The five speeds of the current model work extremely well, but each ratio feels long (third is good for almost 200km/h) and therefore acceleration, although impressive, isn’t earth-sha ering. Having another cog to play with means the lower gears can be shorter for a sportier feel and yet allow the upper gears to retain a relaxed,

low RPM touring capability. Combined with a slip-assist clutch which gives increased chassis stability when hammering down the ‘box, the new model is likely to be even more fun in the twisties. The new LED cornering headlights will help you get the most out of the road at night. They are lean-angle sensitive and progressively illuminate three pairs of LEDs as the bike banks through a turn.

Of course, the other big inclusion on the new model is the electronic suspension package. Controlled from the handlebar, the rider has four main options plus three sub-options, giving a total of 12 possible combinations. First select how the bike is loaded: One-up, one-up with luggage, two-up AUSTRALIAN ROAD RIDER | 79

ROAD TEST: YAMAHA FJR1300

SPECIFICATIONS: YAMAHA FJR1300

r We think Midnight Black is the most fitting colour scheme

or two-up with luggage, and from there choose the dynamic action of the suspension from So , Standard or Hard. Beyond that the rider can also make manual adjustments to damping and preload. Price is $27,999 including GST.

THE ROUTE Here’s our route: From the Calga exit of the M1, head north on Peats Ridge Road before hooking a le onto George Downes Drive at Central Mangrove. Follow your nose through Bucke y and then on to Wollombi. If you’ve come from Sydney for a morning ride this is a good spot to grab a bite and then head back.

Continuing north out of Wollombi the road meanders alongside the river and across a cool old wooden bridge before running across the floor of the floodplain in a series of wide open and rapid sweepers. In Broke there’s another opportunity for fuel. This portion of the trip is about 150km if you started in Sydney.

From Broke a le turn just a er the servo onto Milbrodale Road takes you to the Pu y Road. Turn le . What’s to be said of this ribbon of biking nirvana that hasn’t been reiterated a thousand times? It’s pre y much the longest (160km) and best piece of riding to be found in these parts. This road has something for everyone.

A er the bridge into Windsor, follow signs for Richmond and Lithgow onto the B59, which turns into Bells Line of Road at Kurrajong.

Once again a famous and interesting road with spectacular views of the Blue Mountains along the way, as well as a plethora of places to grab a coffee. It’s about 85km to Lithgow, so fill up in Richmond.

80 | AUSTRALIAN ROAD RIDER

THE COMPETITION FOR YOUR LONG-DISTANCE DOLLARS KAWASAKI GTR 1400 Perhaps the most direct competition to the FJR. Build quality and a ention to detail are superb although not as sporty looking as the Yam and heavier. Rider aids including TC and ABS are similar on both machines, but the lack of cruise control is something of a deal breaker. Weighs 305kg with 22L of fuel aboard. $24,999+orc

HONDA VFR1200F Another long-standing member of the category has been the iconic VFR. The 800 and 1200 now run in parallel although the smaller bike does look a bit sportier than the slabbier 1200. The V4 motor sets the Honda apart from the others.

Typically Honda in both build and finish, it’s also compact and relatively light. As you might expect it is ride-by-wire and has TC and features Honda’s combined ABS system. Tank only holds 19 litres and it weighs 267kg. $17,799+orc

BMW R 1200 RT BMW has this in its Tour category but as Matho had one on test for a year, we can confidently tell you this is actually a tighter ship than the Yamaha when it comes to bend swinging, with be er suspension and a stiffer-feeling chassis.

Wet and fully fuelled it’s 274kg, substantially less than the FJR despite the same size tank.

More rider aids than the Yamaha with ABS, traction control, three engine maps, electronic suspension and hill start control, but loads more money. $33,295ra ARR

ENGINE Type: Liquid-cooled, four-stroke, DOHC, 16-valve four-cylinder Capacity: 1298cc Compression ratio: 10.8:1 Fuel system: Electronic fuel injection Maximum power: 141.5hp (105.5kW) at 8000rpm Maximum torque: 134.4Nm at 7000rpm TRANSMISSION Type: Six-speed Final drive: Sha Clutch: Wet CHASSIS AND RUNNING GEAR Frame type: Aluminium diamond Front suspension: Telescopic 48mm fork, non-adjustable Rear suspension: Monoshock, adjustable for preload and rebound damping, 125mm travel Front brakes: Twin 320mm discs with four-piston Nissin calipers, ABS Rear brake: Single 282mm disc with singlepiston Nissin caliper, ABS Tyres: Front 120/70-17, rear 180/55-17 DIMENSIONS AND CAPACITIES Rake: 26 degrees Trail: 109mm Claimed wet weight: 289kg Seat height: 805/825mm Wheelbase: 1545mm Ground clearance: 130mm Fuel capacity: 25 litres ETCETERA Price: $24,999 Colour: Midnight Black Test bike supplied by: Yamaha Motor Australia, www.yamaha-motor.com.au Warranty: 24 months, unlimited kilometres

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TESTING,TESTING OGIO RIG 9800 At 123 litres, this bag isn’t the biggest out there, but it sure is robust and clever. Then you start throwing your gear into it. Track gear, trail-bike gear, or your regular road gear plus plenty of post-ride a ire and the Ogio Rig 9800 somehow swallows it all.

Inside is one large compartment that’s partitioned by a piece of removable padding, which also doubles as a change mat when you’re on the trails. The padding is secured by Velcro fasteners to allow sufficient space for any helmet type, including a longer dirt bike lid or your finest road lid. The other side easily fits all your gear including bulky items such as big dirt-bike moon boots, armour or leathers. In short, whatever your ride discipline, the Ogio will carry the gear for it.

The clever lid features three large internal compartments including a handy see-through mesh pocket. The best is the big one, which covers the entire area of the lid while being quite deep. This spot is ideal to stash several days’ worth of clean and crisply folded clothes.

If you overfill the bag, just clip together the pair of sturdy elasticised straps to help pull things before zipping it closed.

The durability of the exterior and wheel system is what separates the good from the bad, and this is where the Ogio gets another big tick. The ‘SLED’, or Structural Load Equalising Deck system, is a sturdy, hard-wearing plastic backing and base. Even a er many flights and taxis, it’s showing li le sign of wear.

The natural placement of the heavyduty grab handles makes it easy to pick up and throw into the back of a ute or luggage carousel. Likewise the rubber wheels, which combine with the generous ground clearance to easily roll over crappy surfaces.

Available in a range of colours and prints.

Dimensions: 41cm (h) x 43cm (w) x 91cm (d).

THE GOOD OIL …

Price: $349.95 Website: lustyindustries.com

82 | AUSTRALIAN ROAD RIDER

PRODUCT REVIEWS

EARMOLD EARPLUGS They’re supposed to protect your hearing when you’re on the bike, but that’s selling them well short. Not only do the Earmold silicone earplugs protect your hearing from highfrequency wind noise and mega-loud pipes, they’re also excellent at blocking the noise of screaming babies, flight noises, chainsaws, power tools and pesky workplace tools with li le volume perception. With these things on, it’s a blissful sanctuary. Earmold Australia is a company that specialises in preserving your hearing in the workplace.

A pair of custom-made silicone-mold earplugs will set you back $70, which is cheap because they’re so much be er than disposable foamies. Why? They don’t distort your senses on the road, they’re comfortable and you can also still hear conversations at normal speaking volume — perfect if you’re running an intercom system.

You can usually find an Earmold agent at a trade stand at most motorcycle events, and it only takes five minutes to have them done.

The other good news is that they comply with the Australian hearing standards (AS/ NZS1270–2002) as a Class 5 protector, so you can wear them at work.

THE GOOD OIL …

Pricing: from $70 Website: earmold.com.au

AUSTRALIAN ROAD RIDER | 83

PRODUCT REVIEWS

BIBLE FOR DUCATISTI Australian motorcycle stalwart and Ducati tragic Phil Aynsley has launched his second Ducati coffee table book, Ducati: A photographic tribute, Volume II, following the overwhelming success of the first. “This is not a Ducati history. It is, however, a continuation of my photographic life with Ducatis. Ever since buying my first in 1972, I’ve been taking photos of them. How could you not? They are so beautiful!”

The opening comments pre y much summarise the visual narrative of the wellweighted book. Phil’s passion for Ducati knows no bounds, and that’s reflected within these pages with passion and authority. In fact, Phil has only ever owned Ducatis and has been a devotee of the Italian marque since buying his first, a 250 Desmo, in 1972, with the help from his mum while he was still in high school. “If only she knew what she was le ing herself in for over the years ahead,” he says.

Words are few, leaving the mechanical detail and patina to do the talking. Conversely, Cook Neilson’s foreword hits the nail on the head. “Aynsley captures emotion in metal. I can look at an Aynsley photo of bevel gears, or a crankcase casting, a desmo rocker arm or a drum brake assembly, and I see not just the particular shape of the metal, but the talent and dedication of the designers, the tool makers, the foundry workers and the machinists who created it,” he says.

Neilson’s opinion has weight as a former Cycle magazine editor, racer and professional photographer. He also won the 1977 Daytona Ba le of the Twins race on a Ducati 750SS. Further editorial contributions come from Ian Gowanloch, who wrote the three chapter introductions: Race, Road and the Rest.

If you came late to the party, Ducati — A photographic Tribute Volume I (Limited Edition), as signed by Troy Bayliss, was published in 2009 and sold quick-sticks. If you’ve already got one, best keep it under your pillow because the remaining few retail for $750 (originally $1000, 100 printed). That makes Volume II a bargain, at $119.95. But be quick as only 2000 copies have been printed, with around 1500 copies available in Australia.

A bit like buying a Picasso before he kicked the bucket ...

A special bundle deal is available for one of the last Volume I Limited Editions, together with Volume II, for $800. Available from Ducati dealers, good bookshops or direct from www.

PrimerBooks.com.au

THE GOOD OIL …

Pricing: $119.95 Website: primerbooks.com.au

84 | AUSTRALIAN ROAD RIDER

GEARWRENCH MULTI-FUNCTION RATCHET We’ve all been there, trying to reach the impossible.

If only our arms were double-, heck, let’s go for triplejointed. The big man upstairs is unlikely to grant our modest wish, but at least there are folk out there clever and determined enough to give us the next best thing. Enter the multi-function ratchet, with a quarter-inch drive by GearWrench. The dual-flex head is designed to get into those awkward spots that others cannot thanks to its ability to lock into seven different positions and unlocked for angled access.

It features a slimline quarter-inch drive on one end and a quarter-inch hex-bit driver and holder on the other. Another highlight includes the thumb wheel that allows you to start and turn loose fasteners.

Available in 5¾-inch and 12-inch lengths or bundled in a 43-piece ratchet set.

THE GOOD OIL …

Pricing: $69, $78, $179 Website: gearwrench.com.au

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HORSES FOR COURSES

So you want to do some big trips? Pick the right bike and it will go a long way to making the whole deal a pleasure. Get it wrong and it can all turn very pear-shaped

86 | AUSTRALIAN ROAD RIDER

RIXY’S ROAD: THE RIGHT BIKE

AUSTRALIAN ROAD RIDER | 87

RIXY’S ROAD: THE RIGHT BIKE

r While scramblers look fantastic, they’ll never compete with a proper dual-sport in the dirt

STORY: BRIAN RIX f I had a dollar for every time I’ve been asked “what’s the best bike to take on a ’round the world trip?” I’d have 10 more bikes in the fleet. In reality, the answer is simple. It’s the bike you feel comfortable with.

And how do you get it ready for the big trip?

That’s pre y simple too.

Nowadays, any motorcycle is capable of covering big distances without too much trouble. I’ve seen everything from a Yamaha R1 to scooters and even Ed March’s postie bike ridden across the world. Granted, Ed is a dab hand at rebuilding postie bike engines. During his presentation on his adventures, he o en takes out an engine, strips it and rebuilds it on stage while talking to the audience. Ed ends his talk by starting up his postie and riding it off stage. Then, of course, there’s Harley-Davidson. Don’t snicker; Peter and Kay Forwood rode their Harley to all 193 recognised countries between 1996 and 2006. It just goes to show that the bike you have si ing in the garage is capable of going around the world.

The big question is, do you want to take that bike?

But, if like me, your journey is a good chance to convince your be er half that you need another bike called an “adventure bike”, the

I

88 | AUSTRALIAN ROAD RIDER

r Hard to beat American metal in the pillion comfort department

“Nowadays, any motorcycle is capable of covering big distances without too much trouble”

P.O. Box 612, Sunbury 3429

r Ed March and his famous Honda C90 prove that you don’t need a million dollars to travel the world 90 | AUSTRALIAN ROAD RIDER

RIXY’S ROAD: THE RIGHT BIKE

“It comes back to how you want to travel. Are you going two-up? Are you going to ride the great roads of Italy, France and Switzerland or the back blocks of India? Or both?” choice from manufacturers is never-ending.

I did a rough count and reckon there are close to 60 motorcycles being produced today that claim to be built to take you on your adventure.

In reality, it comes back to how you want to travel. Are you going two-up? Are you going to ride the great roads of Italy, France and Switzerland or the back blocks of India? Or both? Personally my criteria are a bike that can carry a heap of luggage, be two-up and be able to keep up with the local traffic on autobahns or back roads.

Most motorcycles are reliable these days but they all need regular servicing. A bike that can be easily maintained is my preference. Think about how long it takes you to pull out the air cleaner and put it back in. A good tip is change to a re-usable air cleaner. Make sure you know how to change the oil and filter. Will the valves need adjusting on your trip? Bucket and shim valve adjustment will probably mean a visit to a mechanic but they should last 20,000km or more. However, with a bike with lock nut and screw adjustment you can do it yourself on the side of the road. The trade-off is they need to be tickled into shape more o en.

Do you go for a porker or an anorexic bike?

Maybe one right in the middle is just right.

Only you can answer that. Either way, they all have advantages and disadvantages. Okay, I ride a big mother of a R 1200 GS Adventure.

Loaded and two-up we are at the maximum weight specified by BMW, but I’ve modified the suspension with Ohlins shockers front and rear. Don’t knock a big heavy bike. While they might be a handful in tight going, I can tell you that riding down Ruta 40 in Argentina with 100km/h cross winds, “Big Red” felt solid and never went tyres up. A lightweight svelte li le bike, while great mud plugging through the jungle, will be a real handful in windy, highspeed running.

Preparing any motorcycle to take you, your gear and maybe a loved one RTW is more than kicking the tyres and sloshing the tank side to side. Suspension is a big one and you need to get that right. Strong, compliant and well set up will make all the difference. You don’t want to pogo around the world or feel like you’re si ing on a tree stump. Ergonomics of rider and pillion is another important factor.

AUSTRALIAN ROAD RIDER | 91

RIXY’S ROAD: THE RIGHT BIKE

r An air-cooled Honda is always a safe bet when reliability is a concern

Handlebar risers might help a dodgy back like mine, but footpeg position is just as important.

Ge ing leg cramps due to day-long tucked-up racer’s crouch is no fun. It’s personal choice if you want to get the latest and greatest pivot pegs to help with a standing position, but I’m no Dakar legend like Toby Price and can’t stand up all day.

You’re going to be in the saddle for a long time, so make sure it’s right for you. There’s a plethora of a ermarket seat specialists available. I opted to have mine modified by a professional. Some 92 | AUSTRALIAN ROAD RIDER

like sheepskin seat covers (like me), others prefer air-cushioned seats. Remember, anything like this will raise your ride height and affect your inside leg to ground stretch.

Most motorcycles nowadays have a reasonable fuel range. It’s rare to have to travel 300km to 400km between fuel stops, but if you don’t want to stop for fuel too regularly, look at the long-range tank options — with a word of warning. Remember you are pu ing extra weight on all components. I can relate stories of bikes modified with huge fuel tanks only to

“Preparing any motorcycle to take you, your gear and maybe a loved one RTW is more than kicking the tyres and sloshing the tank side to side”

r Tyres are the only thing between you and the ground; choose wisely.

r Rixy's R 1200 GS packed up and ready to go

have fork seals blow on a regular basis.

Protect the important bits. Handlebar protection is a given but think about protecting the brake and clutch reservoirs if applicable. Try to ensure your bike will sustain a spill without immobilising the whole shooting match. Crash or engine bars may not be sexy, but they’ll help protect the important bits. Is your gear lever vulnerable? Protect it or take a spare.

The rules that really stand out for adventure bikes are these: Are you

r It’s a scary feeling breaking down in an unfamiliar environment AUSTRALIAN ROAD RIDER | 93

RIXY’S ROAD: THE RIGHT BIKE

r Crash bars have saved our arses more times than we can count

motorcycle? Do you know how to maintain it? Is it suitable for your journey? Is it biased towards road running (which is most roads anywhere in the world) or is it off-road biased (think Western Africa or Mongolia)? Is the weight too much for me to handle? Does it have enough carrying capacity for my needs?

Is it comfortable two-up? What modifications should I make to prepare my bike for the journey?

To me, suspension is the best modification you can make to prepare for an adventure, followed closely by protection of vital parts and the ability to maintain your bike throughout the journey.

Luggage and how you carry your gear is a never-ending talking point among travellers.

So or hard or a mixture is up to you, but the motorcycle must have the ability to take your gear. Check that the sub-frame is up to the task because welding repairs on the road can be a pain. I’ve still got an ugly piece hanging in my man cave that was welded up in India (twice) and Cambodia.

Also, consider the type and size of tyres your potential RTW bike needs. If you decide to use off-road tyres, be aware that they will wear out fast. On the road, you can’t be too fussy with tyres in say, Ulan Ude, Siberia. My criterion is, black and round and does it fit the rim? The Russian thing I used was a li le chunky and 94 | AUSTRALIAN ROAD RIDER

r A Honda Transalp looking a little tail heavy

dug a hole in the rear hugger but c’est le vie!

It got me home.

So if you’ve got enough cash folding and

you’ve convinced the other half it’s a must, go out there and shop for your RTW bike of your dreams. I did. ARR

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FAST BLAST: ROYAL ENFIELD CLASSIC 350

SON OF A The Bullet carries a huge heritage on its trustworthy shoulders and offers oodles of street presence. Just take your time 96 | AUSTRALIAN ROAD RIDER

GUN AUSTRALIAN ROAD RIDER | 97

r She's a sweet looking thing

STORY: GREG LEECH PHOTOS: SPENCER LEECH ere at Australian Road Rider, well, we get to ride a whole bunch of exotic things. And we get to ride some totally non-exotic things as well. That’s where the Royal Enfield Classic 350 comes in. It’s not what you’d call rapid, is built to a very reasonable price, and is dynamically le behind in this day and age — but it never claims to be anything different. Fact is, it’s an honest bike and there’s something more to the Enfield. Something that isn’t found in the mathematics. It’s in the poetry.

The number-one a raction in our book is pre y simple: the thing is fun. Straight out fun. I love that people gaze at it; folks point at me when I ride it all while I get dragged off by wannabes in Honda Jazzes. Now and then I even beat one.

H

THE BEGINNING The Enfield Cycle Company made motorcycles, bicycles, lawnmowers and stationary engines under the name Royal Enfield out of its works based at Redditch, Worcestershire. The legacy of weapons manufacture is reflected in the logo comprising the cannon, and the mo o “made like a gun”. Use of the brand name Royal Enfield was licensed by the Crown in 1890.

98 | AUSTRALIAN ROAD RIDER

I’m a bit of a Brit bike tragic, and so is this bike. Only it’s Indian, not British. I could go on and on trying to find euphemisms for the Enfield, damning it with faint praise and cursing those who don’t share my admiration.

The simple fact is, it doesn’t come with a whole bunch of stuff to overly excite a buyer on showroom appraisal — except “feel”. And this one feels great. I plug along with the longstroked 346cc (yep, this is the less-powered one in the range, alongside the stratospheric 500) air-cooled single calling the shots, and life feels good. It goes without saying that 19.8hp at 5250rpm and 28Nm at 4000rpm is hardly going to tear anyone’s nightie.

Loping along, taking in the scenery, is what this is all about. The long-stroke single plugs away at low revs, pulling away happily from the bo om. It is pointless revving the thing too hard and early changes are rewarded with fuss-free operation. The gearbox is tried and true, but clunky. Braking from the single 280mm disc with twin-piston caliper and simple drum at the stern is adequate; a er all, you never arrive all white-knuckled and performing an unplanned stoppie from the modest speeds you will be doing. It’ll sit on 120km/h on the freeway all day long, kids will wave at you and wistful girls and boys will hold you in their gaze just that li le bit longer than normal as you remove your Ray Bans at the local cafe. Who doesn’t want a piece of the McQueen factor? I know I love it.

This is a bike that takes you back to the

roots of your motorcycling — the reason for doing it in the first place. It’s not a bike for the Gatorade drinker, and it’s certainly not one for the punctual. The Enfield is for those who won’t surrender to perfection. A bike that provides an experience that’s quickly vanishing from modern motoring. An experience we should grip tightly until the age of autonomy savages it away, once and for all.

THE EARLY YEARS In 1909 Royal Enfield surprised the motorcycling world by introducing a small motorcycle with a 2¼hp V-twin Motosacoche engine of Swiss origin. In 1911 the next model was powered by a 2¾hp engine and boasted of the well-known Enfield two-speed gear. In 1912 came the JAP 6hp 770 CC V-twin with a sidecar combination. It was this motorcycle that made Enfield a household name. In 1914 the 3hp motorcycles arrived, this time with Enfield’s own engine which now had the standardised Enfield paint scheme of black-enamelled parts and green tank with gold trim.

BETWEEN THE WARS At the outbreak of WWI, Royal Enfield supplied consignments of its 6hp sidecar outfit motorcycles with stretchers to the Crown.

This same motorcycle also came with a Vickers machine gun sidecar a achment, which could also be turned skywards and used against low-flying aircra . Royal Enfield supplied large numbers of motorcycles to the British

FAST BLAST: ROYAL ENFIELD CLASSIC 350

r Where it all started

SPECIFICATIONS: 2016 ROYAL ENFIELD 350

r We reckon Royal Enfield pulls off the modern-classic look remarkably well

“Girls and boys will hold you in their gaze just that little bit longer than normal as you remove your Ray Bans at the local cafe”

ENGINE Type: Air-cooled, OHC, four-stroke single Capacity: 346cc Bore x stroke: 70mm x 90mm Compression ratio: 8.5:1 Fuel system: UCAL 29mm, constant vacuum carbure or PERFORMANCE Claimed maximum power:: 19.8hp at 5250rpm Claimed maximum torque: 28Nm at 4000rpm TRANSMISSION Type: Five-speed, constant mesh Final drive: Chain Clutch: Wet, multi-plate

War Department and also won a motorcycle contract for the Imperial Russian Government.

As the factory developed in the ‘20s, the range of models also increased and in 1924 Royal Enfield was offering four versions of the 2¼hp two-stroke motorcycle, two new JAP engine 350cc motorcycles and two versions of the 8hp Vickers engine sidecar combinations. The great depression of the ‘30s had an impact on Royal Enfield and the demand for motorcycles waxed and waned, but bicycle manufacturing continued at the same pace and the company trudged on. The Cycar, a fully enclosed motorcycle model, appeared in the early ‘30s.

During WWII, as with other manufacturers at the time in Britain, Royal Enfield was called on to develop and manufacture military motorcycles. The models produced for the military ranged from 250cc to 570cc. One of the most well-known Enfields was the Royal Enfield WD/RE; known as the Flying Flea, it was a lightweight 125cc motorcycle designed to be dropped by parachute with airborne troops.

A er the war, the factory continued manufacturing the same models and the

legendary J2 model appeared, which went on to become the ancestor of the legendary Bullet.

This motorcycle had the honour of having the longest production run in the world.

THE INDIA CONNECTION Royal Enfield motorcycles have been sold in India since 1949. In 1955, the Indian government started looking for a suitable motorcycle for its police forces and the army for patrolling duties on the country’s border. The Bullet 350 was chosen as the most suitable bike for the job.

The Indian government ordered 800 of them, an enormous order at the time, so in 1955, the Redditch Company partnered with Madras Motors in India to form what was called Enfield India to assemble these 350cc Bullet motorcycles under licence in Madras, now called Chennai.

As per their agreement, Madras Motors owned the majority (over five per cent) of shares in the company. In 1957, tooling equipment was also sold to Enfield India so it could manufacture components and start production. The Enfield Bullet dominated the Indian highways and with each passing year, its popularity kept rising. ARR

CHASSIS AND RUNNING GEAR Frame type: Single downtube Front suspension: Conventional 35mm fork, 130mm travel Rear suspension: Twin shocks with fivestep adjustable preload, 80mm travel Front brake: Single 280mm disc with twin-piston caliper Rear brake: 153mm drum Wheels: Wire-spoke Tyres: Nylogrip Zapper, 90/90-19 front, 110/90-18 rear DIMENSIONS AND CAPACITIES Rake: N/A Trail: N/A Claimed wet weight: 187kg Seat height: 775mm Wheelbase: 1370mm Fuel capacity: 13.5 litres ETCETERA Price: $6490 ride away Colours: Chestnut, Mint, Classic Black, Lagoon Blue (tested), Ash Bike supplied by: Royal Enfield Australia, royalenfield.com.au Warranty: 24 months, unlimited kilometres

AUSTRALIAN ROAD RIDER | 99

100 | AUSTRALIAN ROAD RIDER

GOING IT ALONE

Riding on your own. Cathartic, kinda deep. But there are traps for young players

AUSTRALIAN ROAD RIDER | 101

GOING IT ALONE

r How's the serenity

r Riding into the sunset on an empty road is one of the best feelings that life has to offer

STORY AND PHOTOS: ISAAC OOSTERLOO ravelling alone on a motorcycle has always taken on an almost sacred significance for me. You are out there somewhere, with just yourself, your bike and the road for company.

The price, however, is that if something does go wrong, you have to take care of it yourself.

You need to be totally self-reliant and prepared for whatever the road throws your way.

For this article, I wanted to explore the positive and negative aspects of riding long

T

102 | AUSTRALIAN ROAD RIDER

distances alone, and head out myself for a ride through Western Australia’s stunning Denmark region. This would involve a 1000km round trip on my newly purchased Kawasaki Vulcan, from my home in Freo, over a weekend.

First, it is vital to be very self-reliant when going solo, and that comes through finding a balance between good preparation and having the ability to let go and embrace whatever comes.

I began with the preparation. A few days before leaving I checked the bike’s electrics to make sure everything was working properly

and tested the brake pads, tyre condition and tension in the belt drive. I knew the oil was fine, having been changed recently, and reassured myself of the mechanical condition of my ride. It’s about troubleshooting potential problems before they turn into major ones when you’re out there.

Time is another factor, and also a man’s greatest resource. When you are busy, you want to set up the bike in advance so you can utilise the time you have on the road and appreciate the good parts of riding solo. I rang ahead and booked a camp spot to avoid hassles when I arrived.

When you are travelling alone and going bush it’s important to bring things which are lightweight, practical and versatile. For my trip, it worked out to be only one medium-sized duffle bag full of gear for a 1000km journey, and I felt adequately covered for the basics.

Food, water, warmth, weather protection, shelter, multitool, med kit, hipflask of rum (for medicinal purposes only). Always best to keep it simple.

So I had done my prep and checked the maps and weather conditions. Life, however, occasionally has a way of pulling the rug

r The essentials

r Pipe dream AUSTRALIAN ROAD RIDER | 103

r No deadlines, and no itinerary. Bliss

out from underneath us. Reminding us of who is in charge. On the Wednesday evening before heading off, I pulled into a servo to fill my front tyre. The end of the air hose locked itself between the rim and spokes and when I finally applied a li le bit too much pressure to try to disconnect the two, the top half of the tyre valve snapped straight off and started releasing air. Luckily I was only a kilometre away from home, and I rolled slowly down the busy road on my flat front tyre. As I pulled into my driveway, there was nothing else to do but laugh. I hadn’t even le my home suburb and I had gone through one tyre already. Funny how life and the road works sometimes.

This is a prime example of what can happen when you ride alone. Even before I set off, things were happening. Random things occur.

Things you don’t expect. Things that just happen and change the nature of the journey.

You have to be willing to respond and react to them to keep on moving ahead.

The next day I rang my local bike mechanic and managed to organise a tyre change that a ernoon. I slowly inched her down there, dropped off the keys and strolled back a few hours later to pick her up.

I le at 5am the next day and felt like I was 104 | AUSTRALIAN ROAD RIDER

“The man who goes alone can start today; but he who travels with another must wait till that other is ready” — Henry David Thoreau

GOING IT ALONE

the only person on the planet awake. Birds called around me and the first touch of light was starting to brighten up the eastern sky.

The first section of the ride was from Fremantle to Armadale, which led me onto

r I guess we'll take their word for it

the Albany Highway heading south, rising and descending through bushland hills as the rising sun cast zebra-like stripes of light and shadow over the bitumen. The road was deserted. I had it to myself, which is another great aspect of riding alone. There is no need to stay in formation or be aware of another bike.

The only truly bad accident I have ever had on a bike happened when riding in a group, through group dynamics.

I swore into a passing shower of rain and pulled into a roadhouse named Creepy Hollow.

Every square inch was covered in skeletons and monsters, like a giant Halloween tribute.

I asked the owner and he responded that you have to do something to get noticed along this stretch of road. To stand out from the competition.

I continued cruising down the Albany Highway for a few hours, passing through the small towns of Arthur River and Cranbrook before turning onto the Mount Barker road.

This was a narrow tree-lined series of hills and long straights, perfect for opening her up with some torque and ge ing a rush as I crested hills. This casually led me into the small town of Denmark.

The ride down had been absolutely amazing.

Sublime stretches of farm and bushland, with enough corners and hills to keep a rider entertained. Denmark as a town seemed amazingly friendly. I was running low on fuel, so I pulled into a servo. Immediately a guy came over, filled my bike and had a friendly chat. He gave me many pointers on the local area. This says a lot. It’s a town that still has that nice salt-of-the-earth Australiana element.

I rode on down to Ocean Beach campground, 8km out of town, and quickly established myself at the rear of the camping area. I could have se led closer to other campers and the facilities, but I deliberately chose not to. This trip was, a er all, about being alone. I sat back and watched the insects and black cockatoos whirl around above. It was midday and I was now completely set up to explore at leisure.

I went cruising past my campsite a er I had removed all the weight off the bike, and found a turnoff for Ocean Beach lookout. It’s where a river estuary that circles through Denmark hits the open ocean. The tea-coloured river hit the turquoise water and was framed by swathes of unpolluted white sands. It was breathtaking. As I walked back to my bike, a couple of locals on a Ducati Scrambler turned up. They were warm and friendly to a fellow AUSTRALIAN ROAD RIDER | 105

GOING IT ALONE

r What a wonderful world

rider and outlined the best spots in the area from a biker’s perspective.

This is another great reason to travel alone; you are a lot more approachable to the locals, especially if you are smiling and up for a chat. This can really enhance your journey.

When riders travel in groups, it can be a li le intimidating for locals. Also, people in groups tend to be more insular and operate within the bubble of the group. When you are alone, people are more willing to help you out and seem to want to connect more readily.

I continued down to Ocean Beach itself, lay in the sun and drank in this idyllic vision of paradise. I sat back for an hour and soaked it in. An excellent thing about travelling this way is when you find a spot you love, you can simply take the time to enjoy it.

The friendly bikers on the Duc had recommended Scotsdale Road in the area as a nice scenic bike loop. It was a back country road, nicely fringed by tall eucalyptus, an easy-going picturesque a ernoon ride. Then I hit Mcleod Road. On the map it was simply the connecting road that I needed to take to loop back around to Denmark. It also happened to be one of the most beautiful roads I have ever ridden. Its lonely and perfect stretch of bitumen took me to biking heaven as I rolled 106 | AUSTRALIAN ROAD RIDER

along mountain hinterland through farm country and bush that had a nana’s cookies wholesomeness to it that was unsurpassable.

The majestic beauty of these two roads deposited me at Green’s Pool, which is a natural rockpool and beach sheltered by large granite boulders, which offer protection from the might of the Southern Ocean. It was ge ing towards the end of the day, so I strolled over the headland to check out Elephant Rocks, so named because the huge, grey boulders strewn randomly along the small white cove beach

resemble a herd of majestic elephants. Kind of.

Another local had mentioned Lights Beach at sunset, and it was nearing that time. That was my next destination, as it led me back towards camp. However, I had been on a bike since 5am and up since 4am and had done a lot of missioning about that day. It was one spot too many. It was ge ing buggy and the road ahead was full of unwanted flying protein. I was ge ing fatigued and could feel my reaction time on the bike slowing.

When you ride alone you have to be aware of this sort of thing, otherwise you will come over because you are not paying a ention to those details. You have to look a er yourself because there is no-one else. Instead I went for fish and chips and headed back to my camp to drink rum.

As I sat by the riverside near my camp, sipping on rum from my old faithful camp mug, I thought about how it had been a great motorcycling day. This was exactly why I ride and travel.

Eventually, though, drinking alone lost its appeal and I started to feel like talking to someone. Human beings are, a er all, social creatures. This was the point where I really noticed I was alone. Throughout the day I had had the adventure to keep me occupied. Now,

when I was having some inevitable down time, I missed riding with friends.

I slept comfortably in my hammock and awoke feeling that peaceful sense of a successful night in the bush. I made some tea, packed down my camp and hit the road. I pulled into Lights Beach on the way out of town and enjoyed some morning surf break views. Then I rode west towards Walpole, passing wineries until I stopped for a coffee at Bow River Cafe.

I turned onto The Valley Of The Giants road.

It had an old-world, everything-green-andgood quality to it, and I slowly cruised along at my own pace and took it in. The trees along the roadside grew larger as I rode further into the valley, until I was riding underneath 400-yearold tingle trees that were 75m tall.

Some tree species in this forest have survived here relatively unchanged for millions of years. The forefathers of these trees were in existence when Australia, Antarctica, Africa, America and India were joined in a supercontinent called Gondwana 180 million years ago. The trees were dwarfing and very humbling to be around, and the forest was whisper quiet. I walked along the Tree Top Walk through the canopy, which is an engineering marvel. It stretches from 9m to 40m above the forest floor for a loop of 600m,

r Squeak squeak

and was installed to protect the forest and allow visitors to gain an enhanced experience.

On the return journey back to Fremantle I chose a steady ride through the South Western Highway, which ran narrowly along tight bush corners crossing rivers and hills. It’s a great road at 110km/h. A good cruiser road.

Great for opening up low-rev torque, but with enough movement to keep you focused and occasionally shi ing yourself. Good times. I pushed onwards on the five-hour ride through

the small towns of Manjimup and Bridgetown, before hi ing Bunbury mid-a ernoon. A er that it was a straight two-hour blast up the main highway north to home.

Denmark in Western Australia and the region around it is one of my favourite places.

The town itself is small and friendly, quirky and laidback, with great food and coffee and a nice helping of good-natured locals. The beaches and surrounds are simply magnificent.

By going it alone, I had been able to immerse AUSTRALIAN ROAD RIDER | 107

GOING IT ALONE

r One of the better office chairs

myself in as many amazing spots as I could find, meet locals and make new friends, all on my own terms.

The road, to a rider, is what the ocean is to a surfer. It allows us to undertake this passion of motorcycling and to experience its freedom.

Every road in Australia interconnects with every other. It’s one giant network — roads and crossroads, with every crossroad leading to a new choice, a new direction. With good

r Acting sheepish 108 | AUSTRALIAN ROAD RIDER

preparation and the right state of mind, you can go absolutely anywhere you choose. That freedom and the freedom it gives, I believe, is the key to why motorcycling is so popular.

When going out there alone, you get to feel that on a much stronger level. You get the undiluted journey.

Every weekend is a possibility for adventure, a reconnection with the road. There is enough time if you look at it the right way. ARR

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Sizes: SM/MD–LG/XL Price: $19.95 Visit: www.mcas.com.au

UGLY FISH CRUIZE GOGGLES Take a ride and protect your peepers from the sun’s glare and harsh conditions in a pair of Ugly Fish multi-functional motorcycle goggles.

These stylish-looking goggles are the perfect combination of comfort and protection as the lenses won’t sha er if they come into contact with flying objects at high speed or during a collision or fall. This unique multi-lens pack includes a smoke, clear and yellow lens that you can easily interchange as required based on riding conditions.

Price: $124.95 Visit: www.mcas.com.au

AIRFLOW HELMET With the AirFlow helmet, BMW says you’ll always keep a cool head, both when cruising around the streets and when racing at high speeds. The helmet has been tested at different speeds in the wind tunnel, and results show that it offers ultimate aerodynamics, particularly when paired with a windshield. The slipstream is able to flow freely, which helps reduce air turbulence and vibrations. The two large ventilation zones can be closed via a slide control to keep out rain, ensuring the AirFlow helmet offers the ultimate in aeroacoustics and comfort.

Colours: Night Black, Light White, Titanium Silver Sizes: 52/53–62/63 Prices: Metallic, Magnesium Ma $750, Logo $800, Trace $800 Visit: rider.bmwmotorrad.com.au FOLLOW PIRELLI MOTO AUS:

A NEW PATH FOR ADVENTURE.

110 | AUSTRALIAN ROAD RIDER

NEW AND INTERESTING STUFF OSPREY DURO HYDRATION PACK Staying hydrated on single or multi-day rides is no easy feat, especially in Australia’s sometimes unforgiving climate. On particularly hot days, a couple of sips on your bo le when you stop isn’t enough to keep your body hydrated. Enter the Osprey Duro (Men’s) and Dyna (Women’s) range of wearable hydration packs that will keep you watered while you’re on the road. Each 15L pack features Osprey’s patented 2.5L hydraulics reservoir, complete with a zippered pouch for easy access, saving you precious time and maximising convenience. On top of this, there are dual lower-stretch mesh harness pockets designed to store snacks and additional items.

Price: Duro/Dyna 15L $219.95 (RRP) Visit: www.ospreypacks.com

PINLOCK EARPLUGS It’s common knowledge among experienced riders: you need good-quality hearing protection. A er only 15 minutes, exposure to noise levels of 95 to 105 decibels, quite common during motorcycle riding, can cause permanent hearing damage. Hearing protection is very efficient in preventing hearing damage, but only when the product properly fits and is made of the right material. This is where Pinlock earplugs excel. Pinlock has developed new innovative hearing protection especially for motorcycle use. These earplugs differ from universal-type hearing protection by integrating precision filters that ensure wind noise while riding is at a safer level, without causing a muffled or unnatural hearing experience.

Price: $32.95 Visit: www.mcas.com.au

SHOEI HORNET ADV Shoei says that from the very beginning, the sole purpose of creating the all-new Hornet ADV was to offer serious dual-sport enthusiasts the perfect helmet for all corners of their journey. Striking the optimal balance between on- and off-road form and function is no easy task, but Shoei has given it its best shot. The mouthpiece and chin bar area incorporate the best features from both worlds; its shape was designed to improve air intake and ventilation performance while giving the rider the additional air space needed to accommodate heavy breathing during demanding off-road riding. Abandoning the traditional mouthpiece of an off-road helmet, the Hornet ADV provides the additional protection needed when weather conditions become adverse, and the multi-stage lower vent shu er allows the rider to finetune airflow for every riding condition.

Price: $999.90 Visit: www.shoei-helmets.com

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A NEW PATH FOR ADVENTURE.

AUSTRALIAN ROAD RIDER | 111

NEW AND INTERESTING STUFF

SPEED AND STRENGTH OFF THE CHAIN JACKET Assaulting the streets in full force is the Speed and Strength Off the Chain riding jacket. Breaking the mould of today’s traditional riding jacket styling, the Off the Chain is designed for those who don’t play by the rules. This hooded, bomber-style jacket really doesn’t fit into any category or riding style and that’s exactly what Speed and Strength intended. A rugged appearance and biker overtones cater to the urban naked bike rider, V-twin diehard, and even the wild-at-heart casual commuter.

Sizes: SM, MD, LG, XL, 2XL, 3XL Price: $199.95 Visit: www.motorcycle-superstore.com.au

SAINT MODEL 1 JEAN Motorcycle clothing label, Saint, has disrupted the protective motorcycle clothing industry with the release of its new Unbreakable CE single-layer denim jean. The Saint Unbreakable CE Model 1 single-layer road denim is the first single-layer denim in the world to meet the rigorous CE EN135951 “Protective clothing for professional motorcycle riders” European test standards. No liners, no layers, just tough, hard-wearing, all-day riding jeans. The Model 1 jeans are made from a unique denim that uses a double warp beam to blend the world’s strongest fibre: ultra-high molecularweight polyethylene and co on. Other than protecting you when things go random, the game-changing Model 1 motorcycle jean also looks good. These armoured, implanted jeans are designed to look just as sharp with or without the CE Level 1-rated removable knee and CE Level 2-rated hip armour inside.

Sizes: 28-42 Price: $400 Visit: saint.cc

BLACKWOLF MANTIS UL TENT Whether you’re tackling the Kokoda Trail or discovering the picturesque Tasmanian highlands, you’ll need a serious tent to get you through each night.

Made by trusted outdoor brand BlackWolf, the Mantis Ultralight (UL) is the perfect companion for your next hiking, backpacking or biking adventure. Two models are available and both include vents at the head and foot to allow for airflow, along with internal pockets for easy access to the necessities you may need to find quickly during the night. New lightweight cord-lock peg points keep the Mantis in place, and for those sharing a tent, the Mantis UL 2 model has doors and vestibules on both sides, so you never need to disturb your tent mate.

Price: Mantis UL 1 $329.99 (RRP) Mantis UL 2 $399.99 (RRP) Visit: www.blackwolf.com.au FOLLOW PIRELLI MOTO AUS:

A NEW PATH FOR ADVENTURE. 112 | AUSTRALIAN ROAD RIDER

LETTERS

READERS RITE WINNER

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 gleech@ universalmagazines.com.au or send mail to Road Rider, Unit 5, 6–8 Byfield Street, North Ryde NSW 2113 — SNAG

D

WIN

THIS LOOK HOT BORN AGAIN I’ve been riding around Australia for the be er part of two decades. Whenever I get the chance I’m out on my bike, sometimes for weeks at a time. So you can see why I’m right into your mag. However, I’ve only ever ridden sportsbikes, never realising how bloody good the new breed of dual sports are. I just rode my buddy’s old R 1150 GS. The comfort part I expected, but I didn’t expect it to be so damn quick! Anyway, I’m saving

up some bucks to buy myself a new 1200.

A er 20 years, I’m finally an adventure bike convert!

Mike Nelson Warrnambool, Vic Welcome to the gang, Mike. Yep, once you get used to a dual sport you can be just about as fast, if not faster, than anything in the twisty stuff. Just wait until you try a dirt road!

REPORT CARD I don’t find myself writing to magazines very o en. In fact, this is my second ever le er.

The first was to AMCN with a gripe. No gripes here! I wish to commend you on your first issue, “Naked and Wild” (ARR no 132).

Eminently readable and excellent editing. I have absolutely nothing but praise for Mick Matheson’s efforts; the magazine has always been a great read. That is obviously going to

113 | AUSTRALIAN ROAD RIDER

remain the case and if this issue is anything to go by, the standard is only going to get be er.

Well done, looking forward to future issues.

Rod Edwards Good onya Rod. It’s always nice to hear good feedback from our readers. If I can keep up Matho’s excellent work, then I’m happy. Like the guy who replaced Ronald McDonald, I’ve got big shoes to fill.

Every issue we’re giving away this beaut pack of Motul cleaning gear worth $49.95. All you have to do to be in with a chance of winning is write to us. We’ll pick what we think is the best letter every month and the top blokes at Motul will fire out this pack to whoever wrote it. Simple. Pack includes some of the best washing and detailing products on the market: • Wash & Wax, a waterless cleaner that leaves a wax coating • Moto Wash, good for all surfaces • Scratch Remover, a micro-abrasive cream for painted surfaces • Helmet & Visor Clean, to keep your lid and your view pristine.

Email roadrider@universalmagazines.com.au or mail to ARR at 5/6–8 Byfield St, North Ryde NSW 2113. We’ll do the rest.

MUTUAL DISAPPROVAL And I thought I was the only one who said the new era of motorcycles were ugly. I admit that there are beautiful ones among them, but generally I find that the newer sports and naked bikes have gone just a li le bit too far in their styling.

If one looks at the side-on shot of the MT10, it looks to me as though someone had decided to add li le bits of off-cuts that they found on the workshop floor onto the engine with heaps of screws. I look at them and think they are either made of Lego blocks or a motorcycle disguised as a Transformer and part way

through its transformation.

I realise that designers are pushing boundaries to get the edge over their competition, however I believe they are becoming far too chunky. In Victoria we fought against front number plates and one reason was the theory that they could cause a serious injury if they struck a pedestrian. Looking at the sharp lines at the front and the many projections, I wonder if new-era motorcycles would cause more injuries than a small metal number plate.

With the upswept rear seat of many of the

newer motorcycles, the pillions I see are si ing well above the rider with head and shoulders in the wind — and, I would imagine, feeling very uncomfortable si ing on the thin strip of leather they call a pillion seat.

I suppose that’s why when I looked around for a replacement for my ER5 I eventually chose the W800. Though I never rode a bike in that era, it says to me that this is what a motorcycle is all about, but that’s another story.

Ron Laurence Whi lesea, Vic

AUSTRALIAN ROAD RIDER | 114

LETTERS

NEVER TOO OLD I am a 76-year-old bike rider, having ridden since 15 years of age. Last year I did a solo, unaccompanied and unassisted ride around Australia raising funds for the Childhood Cancer Association Inc. That was over a year ago but being an avid reader and subscriber

to Australian Road Rider, I thought you and your readers would get a kick out of my story.

You can read all about it on my website: www. nevertooold.org.au. It’s a big read in total but I think you guys will be interested. Can’t wait for the next issue to arrive.

Norm Watson

TYRE TROUBLES Love the magazine and have just signed up for another year’s subscription. I got back in the saddle approximately two years ago a er a 40-year break. Having gone through the Ls and red Ps again on a Suzuki 250,. I was faced with the dilemma of what to ride when I gained my full rider’s licence.

I opted for the Tiger XRx based on it being a good all-rounder and was certainly influenced by your road test editorial, and I absolutely love it.

I have put on 17,900km in just over 18 months, riding mainly the country roads of the Hunter Valley. It still has the original Metzeler Tourance Next tyres on and I’m

115 | AUSTRALIAN ROAD RIDER

Great stuff Norm. We love reading about our readers’ adventures, and it’s even cooler that you did it for such a good cause. It’s good to see that us old guys are still giving the young ’uns a run for their money.

guessing they have a couple of thousand kilometres le on both front and rear.

At least that’s what I thought until my neighbour, who also rides, was in my garage the other day and noticed a series of bulges around the periphery of my front tyre.

Needless to say, the tyre has to be changed and as it may be a safety concern, I brought it to the a ention of both GMoto, the Metzeler distributor and Triumph Australia.

Disappointingly, I did not get a response from either of them. Hence the main reasons for writing to ARR to hopefully alert riders to check their tyres as these are the only things between the bike and the road.

Bill Nicklin

THE HOUSE OF PASSION Take a tour of the new Ducati Museum, where art, engineering and history meet

116 | AUSTRALIAN ROAD RIDER

DUCATI MUSEUM

AUSTRALIAN ROAD RIDER | 117

STORY: MICK MATHESON PHOTOS: MM, DUCATI r The very thoughtful design of the museum’s layout, lighting and displays highlights the machines and doesn’t prevent you from getting as close as you want, so you can get a good, detailed look at everything. You certainly don’t feel any urge to rush through.

r Road races, grands prix, tourist trophies, championships, bikes of the year, people’s choices. Ducati is not alone among manufacturers in being driven to win, and the museum’s display of a small portion of the trophies earned is a good reminder of the company’s winning history. Victory in the Italian Motogiro in the 1950s is as cherished as winning the MotoGP championship in the modern day.

118 | AUSTRALIAN ROAD RIDER

he contrast hits you immediately when you walk into the new Ducati Museum a er doing the tour through the company’s factory in Bologna, Italy. You’ve just come from the unstoppable rush of a colourful, industrial complex to the subdued hush and stark decor of a gallery — a gallery full of motorcycles as art. It stops you in your tracks, and when you get moving again you’re slower and more thoughtful.

The museum features road and race bikes from the company’s earliest days, as well as relics of its very first years when it established itself making radio parts more than 90 years ago.

A er strolling into the reception area and past the desk, you go through a doorway and see an apparently endless series of race bikes disappearing out of sight around a curved wall. Their illusion of procession draws you inside. To your le , a smaller room lit by bright

T

DUCATI MUSEUM

r With its streamlined aluminium body, Ducati’s 98cc Siluro set 46 world speed records in a single whirlwind of racing around an oval track in Monza in 1956. Taglioni’s little engine had minimal tweaks, according to Ducati, before raising the bar of records one by one. First: fastest kilometre for a 100cc bike. Eventually: fastest 1000km for a 100cc bike. But it was also a giant killer, breaking records in classes up to 250cc. Admittedly, this was a frenzied era of re-setting records that hadn’t really been contested since before WWII, but this was still a remarkable achievement for both performance and reliability.

white hosts individual displays of the very earliest bikes. They stand out clearly, restored to perfect condition and shining against the white walls behind them. Most are flanked and backed by wri en information, video screens and artistically designed backgrounds.

I pored over the displays, reading the history and watching the videos. I reckon everyone

bar the most well-read Ducatisti will learn something new.

From bikes that were winning when singles ruled, through Paul Smart’s green-frame V-twin racer all the way up to Troy Bayliss and Casey Stoner’s world championship-winning bikes, there’s so much to drool over. As much as I loved the one-off engineering details of

each race bike, the road bikes held even more appeal for me.

The immaculate 851 superbike brought back memories. It was the very first test bike I ever rode as a cadet on a bike magazine. That was an eye-opening experience for a young bloke who’d grown up on skinny 18- and 19inch wheels!

AUSTRALIAN ROAD RIDER | 119

DUCATI MUSEUM

r The 851 Tricolore is the great-grandad of all current Ducati superbikes, though its own roots were in the humble Pantah models introduced in the late 1970s. World Superbike regulations allowed the twin-cylinder Ducati a capacity advantage over the 750cc four-cylinder bikes that’d dominated racing for so long, but Ducati only needed a fraction of the potential 250cc difference to beat the Japanese. Perhaps the only flaw in the design was the use of 16-inch wheels, which were dropped in favour of 17s for the next model.

Standing beside the luscious 916 in the museum, I remembered the thrill of being at the international launch of the model, and knowing that this was a bike that would change motorcycling. I was astounded at how much be er it was than anything else on the road at the time. It’s still one of the bestlooking motorcycles ever built.

Remembering these older superbikes made me reflect on the fact that I could feel the same unmistakable Ducati DNA in the Multistrada Enduro on which I’d just spent four weeks touring south-eastern Europe. Ducati has remained true to its roots without neglecting the technological change needed to stay at the sharp end of our sport. The museum certainly highlights this achievement.

Further around there are trophies, racers’

r The Cucciolo engine and fuel tank started Ducati’s path into motorcycling. This little kit provided Italian bicycle riders with a humble, functional powerplant and it helped get the war-damaged country mobile again in the late 1940s. Ducati soon followed up with its first full motorcycle, the 60, but things really got going in the 1950s after Fabio Taglioni brought his engineering ideas to the company. Taglioni became a legend of motorcycle design, and the 125 Sport (left) is part of his legacy.

r A cynic might walk past this sign on the way into the Ducati Museum and see a marketing exercise in hailing “passion and performance since 1926”, but when you come out past it again you can’t shake the truth of its message. If you could travel in time, it’d be great to go back to a day when Taglioni was there with test riders in the development of, say, the 750GT. They must have been exciting times.

120 | AUSTRALIAN ROAD RIDER

leathers and other bits of memorabilia to finish off the experience. If you were to waltz through the museum, you’d be in and out of the relatively humble space in a couple of minutes. But if you take your time to savour it all, you could spend two hours.

It helps that there are no ropes or barriers.

I had too much respect to lay even a finger on any of the bikes, but there was nothing else to stop me. I could eyeball every angle and each part as closely as I liked.

Ducati’s website features a virtual tour of the museum, which gives you a complete and quite detailed “walk” through. But if you’re in Italy you have to see the real thing. There’s no substitute.

It’s small but full, and as much an art gallery as it is a museum. ARR

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and ce at the event Chad was in attendan n. his dad’s collectio happy to talk about Steve owned, this Of all the bikes held special particular Triumph history to his personal significance due 1963 started life as a with it. The bike # T120 DU 1683, engine — lle Bonnevi built into — before being frame # DU 1683 y sled by legendar a Californian desert friend, McQueen’s good stuntman and coaching is credited with Bud Ekins. Ekins control on the desert McQueen in bike

is still bike’s desert days patina from the protection g cracks in the was increased and visible, includin The oil tank capacity on the the seat. bikes of the bike and out from under ia and how to race plate on the front the filler brought trails of Californ of the rear pp Ekins who doubled also serves as part was E exhaust pipes. as The oil tank als the off-road, and it w was the real deal, The filtering of the famous Great Steve McQueen guard, saving weight. for McQueen in air cleaners was in the movies. he scene paper a as by jump flesh ire fence tough in the at desert dirt is handled Escape barbed-w box to n from od odified road bikes custom collector forbade McQuee Racing lightly-m was an connected by a er after producers across the desert tors. The cross-ov leap. breakneck speeds ly twin Amal carburet and attempting the was a any measure, especial Ekins’ own design lle front wheel nneville extreme sport by exhaust pipes are The stock Bonnevi d and heat dissipation. there were no satellites 1956 Triumph hub nplated for better 50 years ago when el are left unplated long-trav replaced with a 650cc ck g alone stock a let phones obile phones, reduce the unsprun or mobile The engine is basically that he once 19-inch wheel to in the compression The sstory goes on. Th on to sidecar springs lle but with lowered suspensi addition in a In Bonnevi r weight. d slightly th Triumph, resulting oil pressure indicato ill on the rake was increase had a spill One for reliability. The front forks, the valve with fixed footpegs. relief the The rear ro f from head. pop-off leg a to his steering gash to thread, was converted the by modifying the d a needle and knobby rod produce the oil tank to reduce adies pr Dunlop sports of the ladies a return line to tyre was a 4 x 18in anaesthetic and the rear w on the salt bushes. ut without cu d the cut modification to stitched likelihood of snagging bike and requiring a minor and Lode g back on the n got Jomo TT cams cQueen clearance. then McQuee The motor runs frame hoop for fitted, ri e ride. d the spark plugs. ued untry seat was continue RL47 platinum A Bates cross-co King of Cool. n’s friend the as with McQuee by ars kn known e handleb He became The paint was done along with Flanders of why. known as Von Dutch, see w and a small piece ard to se Not hard Ken Howard, better ing he leather hand guards graphics and pin-strip the throttle to provide but lacked the tubing taped to when you not surprising was famous for, better grip. basher. The to protect built as a bush plate was added consider it was A Harlan bash braced.

93 the footpegs were the motor and ISSUE #25 retrobike

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BIGSHOT Ma Shields riding along a picturesque stretch in Spain Photo: KTM

124 | AUSTRALIAN ROAD RIDER

THE THINGS YOU SEE

Roadrider A U S T R A L I A N

T H E

R E A L

R I D E

AUSTRALIAN ROAD RIDER | 125

Bike friendly accommodation FACILITIES:

172 Kiewa Valley Highway Tawonga South, Mount Beauty, Victoria 3698 P: (03) 5754 4644 M: 0428 868 502 E: info@bogongmoth.com.au www.bogongmoth.com.au

The Bogong Moth Motel offers clean, friendly accommodation. Rooms are serviced daily & have all you need for a comfortable relaxing stay. Keys are available for those who wish to secure their bikes in the shed and we offer a drop-off/pick-up service to the local restaurants & watering holes. We are opposite the iconic Flour + Water restaurant & close to two other world class restaurants. The local wineries offer a great range of good wine & food. We have a guest BBQ & a great seating area, shady in summer & great views in winter.. The motel has 8 rooms sleeping from 2 to 6 people. Best rates in the area.

• Clean, modern accommodation • Ensuite in all rooms • TV/DVD in all rooms • Electric toaster, jug, AC/Heater, microwave and electric blankets • Free Wi-Fi • Serviced rooms • Guest BBQ • 3 x 2 person, 2 x 3 person, 2 x 4 person and 1 x 6 person • Close to great restaurants, pub and local brewery • 30km to Falls Creek snowfields • 30km to Bright

8 Jubilee Road, Carters Ridge QLD 4563 P: (07) 5447 9326 E: info@bellbirdcreek.com www.bellbirdcreek.com

Looking for somewhere to relax and unwind, whilst on your day or weekend ride?

Bellbird Creek Cafe is the perfect spot! Even with our new location, it is still an easy ride from either the Sunshine Coast or Brisbane, and continues through some of the most beautiful country scenery the hinterland has to offer! Bellbird's "central location" is surrounded by a vast network of back roads for you to choose from.

Choose your own adventure or ask us for the best route!

For the long distance riders, there's also a free overnight camping of RV stopover right across the road, at Mary Fereday Park.

FACILITIES:

APSLEY ARMS HOTEL 33 N Derby Street, Walcha NSW 2354 Where the Oxley Hwy meets Thunderbolt’s Way

Experience a real Australian bush pub circa 1880. Modern accommodation with self-serve continental breakfast included.

Bistro and bar meals.

Reviewed and recommended in the Sydney Morning Herald Good Pub Food Guide.

• Discount for group bookings • Clean, modern accommodation • Great food & friendly bars • Garage for bikes • Guest lounge room with TV • Function room • Bistro area & The Green Room wine & cider bar

P: (02) 6777 2502 www.apsleyarms.com.au

Motel is conveniently situated in Mallacoota’s main street close to shopping, playgrounds, tourist information and easy access to all that Mallacoota and Croajingolong National

51-55 Maurice Avenue, Mallacoota VIC 3892 (PO Box 43) P: (03) 5158 0455 F: (02) 5158 0453 E: inncoota@bigpond.net.au www.mallacootahotel.com.au

• Countermeals • All day Pizza • Backpackers & • Lock up your bikes • ATM • Bottleshop

Sleepy Lagoon Hotel 12-16 Bream Street, Tin Can Bay QLD 4580 (Fraser Coast Region) E: sleepylagoonhotel@bigpond.com Exchange Hotel Toogoolawah 11 Cressbrook Street, Toogoolawah QLD 4313 (Brisbane Valley Region) E: sleepylagoonhotel@bigpond.com www.exchangehoteltoogoolawah.com

FACILITIES:

& ACCOMMODATION

26 E Fitzroy Street, Walcha Bookings: (02) 6778 0224 Enquiries: (02) 6777 1117 E: walchacafe@optusnet.com.au www.walcharoyalcafe.com.au

A great dining experience with function room, licensed bar and excellent accommodation.

With a relaxed & friendly environment we are the perfect spot for a quick bite or to celebrate a night out with a group.

Come and see why Royal Cafe is the place that’s got it all ...

LIKE US ON FACEBOOK P.S. Our CAFFEINE INJECTION van also operates at Little Yabba Park on weekend mornings.

Park have to offer. Just

• • • • • •

Bistro TAB Sky Channel Bottleshop Beer garden Air conditioned rooms • Secure parking • Saltwater pool

minutes to the fabulous beaches and walking tracks of the Wilderness Coast.

FACILITIES:

• Accommodation

bikers welcome

NEW OPENING HOURS Mon, Wed & Thur 9am-4pm, Fri 9am-7.30pm, Sat & Sun 7am-7.30pm, CLOSED Tue.

FACILITIES: The Mallacoota Hotel

FACILITIES: The township of Adaminaby has a deep and meaningful history, focused on the grounding values of family and community.

The Snow Goose Hotel is no different.

We are family friendly and want to ensure 2 Denison Street, that you have the Cnr Baker & Denison Street best stay possible, Adaminaby NSW 2629 no matter what your reason for P: (02) 6454 2202 E: snowgoosehotel@gmail.com visiting our beautiful www.snowgoosehotel.com.au location may be.

Bellbird Creek Cafe's NEW LOCATION! 24km from Kenilworth: • Follow the EumundiKenilworth Rd for 13km.

• Turn left onto Skyring Creek Rd (for 10km).

• Turn left into Poulsen Rd. • Then it's the first left into Jubilee Road.

• • • • •

Dine in or takeaway Healthy & tasty menu Function room Licensed bar Excellent accommodation • Queen to single rooms to semi self contained cottage • Lock up sheds & drying room available

www.walcharoyalcafe.com.au

Cold beer, friendly atmosphere, quality accommodation.

Sleep Lagoon Hotel – TAB facilities, hotel rooms.

Exchange Hotel Toogoolawah – QHA finalists for Best Pub Style Accommodation, Breakfast Sunday mornings.

• Restaurant open 7 days lunch & dinner • Bar • Bottleshop • Accommodation • Secure parking • Dinner/breakfast & accommodation packages available • Pokies

BIKE SUPERMARKET

www.eaglescreens.com.au

KOZAK MOTORCYCLE DRYWASH CLOTH REMOVES DUST AND FINE DIRT. NO SCRATCHING, NO STREAKING! SEE THE ROADRIDER REVIEW ON OUR WEBSITE ORDER ONLINE AT:

www.kookaburratrader.com.au NOW WITH FREE POSTAGE AUST. WIDE

Fast, competitive international shipping

Huge stock for all models post 1970.

we go the extra mile

+0044 (0)1484 353 600 â&#x20AC;¢ www.motorworks.co.uk

roadrider.com.au

PRECISION SHIMS AUSTRALIA A manufacture of shims for the adjustment of inlet and exhaust valve clearances.

Range of sizes available from 7.0mm - 40.0mm diameter.

Priced from $5.50 each inc. GST. Incremental steps of .02mm or .05mm available.

Kits available including .02 & .05 increments.

PHONE OR FAX ORDERS TO: Precision Shims Tel: (03) 9723 0199 Fax: (03) 9723 2759 Email: chris@precisionshims.com.au www.precisionshims.com.au

AUSTRALIA'S NO.1 MOTORCYCLE TOURING WEBSITE!

www.roadrider.com.au

BIKE SUPERMARKET

FOR U.S ADVERTISERS PLEASE CALL MOTORCYCLE SHOCKY REPAIRS

STACEY

925 292 9470

marketsas@gmail.com

Specialising ONLY in

REPAIRING MOTORCYCLE SHOCKS! & HARDCHROMING FORK LEGS 95% of all motorcycle shocks are rebuildable, sealed units or not. Our guaranteed quality workmanship and parts are recognised by over 400 motorcycle dealers Australia wide.

Unit 103/49 Station Rd, Yeerongpilly QLD, 4105

(07) 3892 6493

www.roadrider.com.au ADVERTISERS INDEX ADRIATIC MOTO TOURS

95

112

ROUTE 66 TOURS

95

AIRHAWK GUY

85

MALLACOOTA HOTEL MOTEL

126

SHANNONS

4-5

ANDY STRAPZ

35

MCLEOD ACCESSORIES

11

SKILLMASTER M/CYCLE SERVICES

109

APRILIA

121

MCLEOD ACCESSORIES

77

SLEEPY LAGOON HOTEL

126

APSLEY ARMS HOTEL

126

MOTO ADVENTURE TASMANIA

85

SNOW GOOSE MOTEL

126

B M MOTORCYCLES

89

MOTO GUZZI

13

SNOWY MONARO REGIONAL COUNCIL

95

BELLBIRD CREEK CAFE

126

MOTO NATIONAL ACCESSORIES

9

SOUND RIDER

81

BOGONG MOTH MOTEL

126

MOTORWORKS

127

STAINTUNE AUSTRALIA

75

EAGLE SCREENS

127

NEIB

69

SUSPENSIONS R US

109

EARMOLD AUSTRALIA

10

OVERLANDER ADVENTURE EQUIPMENT

81

TOURATECH

39

GET ROUTED AUSTRALIA P/L

30-31

POSTIE BIKE CHALLENGE

61

TYREPLIERS ENGINEERING

89

GOOD WOOL STORE

81

PRECISION SHIMS AUSTRALIA

127

VENTZ AUSTRALIA

109

HEARLINK

61

PRO ACCESSORIES AUST

51

WALCHA ROYAL CAFE

126

INNOTESCO PTY LTD

75

QBE INSURANCE

132

WORLD ON WHEELS

14

KENMA AGENCIES (NSW) LTD

17

RAD GUARD AUSTRALIA

81

WORLD ON WHEELS

16

KOOKABURRA TRADER

127

RAD HARD CHROMING

109

YAMAHA MOTORS

15

KTM SPORTS MOTORCYCLES PTY LTD

2-3

RAD MOTORCYCLE SHOCKY REPAIRS

128

LINK INTERNATIONAL PTY LTD

131

REDD DOG (AUSTRALIA)

127

LINK INTERNATIONAL PTY LTD

29

ROCKY CREEK DESIGNS

69

LINK INTERNATIONAL PTY LTD

110-

RON ANGEL

41

HUMOUR

ONE FOR THE MONEY The King loved a motorcycle, we know that. And he especially loved Harleys.

So are his bikes the most sought-a er of all? here is a story making the rounds, of incredible luck and astonishing nerve. It goes like this ...

A bloke was prowling about a junk heap in the States when he came across the frame of an old motorcycle. He bought it for li le more than a lunch at Macca’s and took it home. Thinking he’d restore it, and knowing some parts would be required, he wrote off to Harley-Davidson. Very soon he got a le er back from Harley-Davidson offering him $5000 for the ba ered thing. Hmm, he thought.

That offer sure came quick. So he said no, he’d figured out how to fix it.

About a week a er that another le er arrived from Harley, offering him $10,000.

Again he said no. This time he got a lawyer to write that refusal, le ing ‘em know he was a serious person.

Well now, it wasn’t more than a couple of weeks before he got another call, from a man who said he was Jay Leno, the popular TV talk show host. And guess what Jay Leno offered? $750,000.

Nup. Weeks went by. Then there was another call. From Jay Leno again. This, he said, was his final offer, take it or leave it, $US2.5 million.

And the young man said “alright”.

Soon came a representative of Jay Leno with a bank cheque, but before handing it over, he wanted the young man to li up the seat on that motorcycle frame and pass on over the telephone to a waiting Jay Leno any words that he found wri en there.

What he read was, “For Elvis, love, Priscilla.”

During the time that they were married, this story goes, Priscilla gave Elvis seven HarleyDavidson motorcycles. Jay Leno had managed to find and restore to prime condition the first five. There is only one now — or maybe not — still out there to be found.

Legend has it that Leno reckoned he would have gone to $US7.5 mil.

So, is the yarn fair dinkum? Oh, it’s known that Elvis rode a Harley, for he was seen low in the saddle sometimes on the streets of Memphis. And surely, surely Priscilla gave it to

T

129 | AUSTRALIAN ROAD RIDER

r A bike fit for The King

“Weeks went by. Then there was another call.

From Jay Leno again. This, he said, was his final offer, take it or leave it, $US2.5 million” him. Yet what about that lucky young man?

What about Jay Leno?

“It is NOT true,” says the TV star’s publicist, Jennifer Barne , and there is exasperation in

her voice at having to say so to a reporter, a self-supposed sophisticate who has struck at this tale like a bass to the long red worm.

“It is an urban legend.” ARR

LAST LOOK

LOOKING BACK etween 1982 and 1985, you could walk into your local Honda / Suzuki / Yamaha / Kawasaki dealer and ride out on a factory-built, forced-induction bike, complete with a manufacturer’s warranty.

By 1986, the party was over. Kawasaki was the last manufacturer to produce a factory turbo motorcycle (and it was, arguably, the best of the bunch), but even they pulled the plug when insurance costs and manufacturing expense all but eliminated demand.

The bikes were still in circulation, and well into the 1990s you’d find the

B

occasional Suzuki XN85 or Yamaha Seca Turbo.

So what ultimately killed the factory turbo bikes? Two things, really: their prices when new were astronomical when compared with conventional bikes of the day, and they were seen by insurance companies as too much of a liability. In fact, by the late 1980s, most motorcycle insurance companies either wouldn’t write policies on turbocharged bikes, or quoted absurd annual rates that far exceeded the bike’s value.

LOOKING FORWARD ARR ISSUE 136 ON SALE 11 MAY 2017

r Snag thrashing the latest Yamaha MT-09 on track

RIDDEN

ON THE ROAD

Yamaha’s MT-09 offers budget blasting, but is it as sophisticated a ride as the good folk at Yamaha would have you believe? Leechy thrashes the innards out of one, both on the track and in the Victorian high country. Also, the long-awaited Africa Twin test lands, all guns blazing. They reckon this one can be a BMW beater. We find out, once and for all…

An old Thunderbird takes on a newie. Triumph knows how important that moniker is for the brand, so we found a pristine original Triumph Thunderbird and grabbed a newie as well. The lineage is there for all to see.

Spencer Leech takes us from Melbourne to Adelaide the fun way, and we head to one of the world’s most intriguing motorcycle destinations, South Korea.

130 | AUSTRALIAN ROAD RIDER

AND MORE Plus a heap of other good reading from those who really know the game. Let us filter out the garbage for ya…

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