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BMW'S R 18:

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CRUISING MACHINE? TOURING MULTISTRADA V4s TO THE ARCTIC RIDING IN SNOW BALKANS GIPPSLAND APOLLO BAY

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CONTENTS

CONTENTS IS SUE # 16 0 JUN /JU L 2 02 1

UPFRONT 12 16

New Bike Announcements Forcite – Australia’s Smart Helmet

BIKES TO RIDE 22 48 54 72

BMW R 18 – German cruiser Yamaha Tricity 300 – Leaning scooter Kawasaki Ninja ZX-14R – Japanese rocketship Ducati Scrambler 1100 Sport Pro – Premium Italian

TOURING 32 40 64 88

Apollo Bay – Victoria Gippsland – Victoria The Balkans – Europe Multistradas to the Arctic – Cold!

FEATURES 82 98 102

Butler’s Customs Riding in Snow Brakes

REGULARS 8 38 112 114 120 122

Editorial Rixy Seddo Whatz New Subscribe Reader’s Ride – Triumph Rocket 3R

128 130

That Bike of Yours Last look

6 | AUSTRALIAN ROAD RIDER

72 AUSTRALIAN ROAD RIDER | 7

EDITORIAL

THE WORLD'S UPSIDE DOWN BY: NIGEL PATERSON

Cruisers from BMW and Adventure bikes from Harley-Davidson. If it gets any crazier,

was severely beaten with the ugly stick. The R 18, as you’ll see later in this issue, isn’t

"THE PAN AMERICA REPRESENTS HARLEY-DAVIDSON SPREADING ITS WINGS…"

nice people will stop riding Hondas. I’ve had plenty of people tell me these brands are

trying to look like a modern cruiser; rather it has heritage style and this time I think the

nuts, that they should stay with what they are good at and stop trying to reach into

Germans are on to something. If you like cruisers, there’s not a lot to criticise. Except for

genres dominated by other brands. Kind of reminds me of when a Telstra

the lack of forward controls. And the massive pot sticking out each side. There’s always

spokesman said “Apple should stick to its knitting”. In 2007, the telco believed

something, but for riders with a hankering for a big twin with a low seat that’s not made in

the functionality of the iPhone would be

the USA, the R 18 is definitely worth a look.

is really targeting a new market, one where

eclipsed by the likes of Nokia and Motorola. Younger readers might never have heard of

I’m not normally a cruiser rider, but I enjoyed my time with the R 18. It’s got a great

it’s never played in before and where a new model won’t cannibalise any sales from

those two once-dominant mobile handset manufacturers. Apple (and later with Google’s Android phones) killed them. I don’t think we’re going to see a repeat of that process in motorcycling, but it’s a smart move by manufacturers not to have all their eggs in one or two baskets. We’ve seen sportsbike sales plummet in recent years and cruisers aren’t exactly setting sales records today, yet adventure machines are going gang-busters. On the other hand, BMW tried to build a cruiser a couple of

engine, handles well and looks good. Harley-Davidson is returning to its roots while also spreading its wings. Mixed metaphors aside, the Indian experiment — building the Street 500 and 750 for world markets in India — has been shuttered, which means a major manufacturer has cancelled its best-selling bike in Australia without a replacement. I can’t remember that happening before, but it’s a reflection of how Australia is two per cent of the world market; just because a bike sells well here

other models, but will take sales off market leaders BMW, KTM and Triumph — if they can persuade riders to jump ship. It will take careful marketing to get the message out, building a strong reliability reputation and, very importantly, good back-up when things go wrong, which they inevitably will. Sure, the bike has to work from a handling and performance perspective. But if riders can trust their bikes in the outback, feel like they are looked after during servicing, can get parts and don’t feel ripped-off doing so,

decades back and the R 1200 C failed. It wasn’t a terrible bike, but the styling was awful and its faired sibling, the R 1200 CL,

won’t guarantee its long-term viability. The Pan America represents HarleyDavidson spreading its wings. The company

word will spread. With the internet, Facebook groups and forums of all sorts, potential owners will have the resources to find out if the new models are worth dropping the cash on before they even step into a dealership. I’ve done my fair share of adventure riding and I’m really keen to throw a leg over the Pan America. Its spec sheet is impressive and while I’m not a fan of the styling, all adventure bikes are pretty ugly — we’ve just gotten used to them. Harley-Davidson needs to open up to new markets, to younger riders. I’m not sure why the Indian factory has been shut down in less than seven years, but with that gone and the older Sportster engines not being Euro5, Harley’s range is shrinking while its average buyer’s age is creeping past where many people decide to give up riding. So Harley-Davidson needs the Pan America to be successful, because recently not much else has been for the most famous, iconic

Harley-Davidson hopes to attract younger riders to the brand with the Pan America.

and well-recognised brand in the world. – NIGEL PATERSON

8 | AUSTRALIAN ROAD RIDER

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Roadrider A U S T R A L I A N

T H E

R E A L

Circulation enquiries to our Sydney head office (02) 9805 0399. Australian Road Rider #160 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. Retail distribution: Gordon and Gotch. This book is copyright. Apart from any fair dealing for the purpose of private study, research, criticism or review as permitted under the Copyright Act, no part may be reproduced by any process without written permission. Enquiries should be addressed to the publishers. The publishers believe all the information supplied in this book to be correct at the time of printing. They are not, however, in a position to make a guarantee to this effect and accept no liability in the event of any information proving inaccurate. Prices, addresses and phone numbers were, after investigation and to the best of our knowledge and belief, up to date at the time of printing, but they may change in some cases. It is not possible for the publishers to ensure that advertisements which appear in this publication comply with the Competition and Consumer Act 2010 (Cth) and the Australian Consumer Law. The responsibility must therefore be on the person, company or advertising agency submitting the advertisements for publication. While every endeavour has been made to ensure complete accuracy, the publishers cannot be held responsible for any errors or omissions.

R I D E

EDITOR Nigel Paterson npaterson@umco.com.au ART DIRECTOR Martha Rubazewicz REGULAR CONTRIBUTORS Geoff Seddon, Brian Rix, Phillip James, Nigel Crowley, Ian Neubauer, Roderick Eime, Damien Paterson EDITORIAL roadrider@umco.com.au SUBSCRIPTION ENQUIRIES mailorder@umco.com.au ADVERTISING ENQUIRIES Adam Davy 0423 373 470 ADVERTISING PRODUCTION Brendan Alder ASSOCIATE PUBLISHER Marcus Hucker

BMW'S R 18:

THE ULTIMATE

CRUISING MACHINE? TOURING MULTISTRADA V4s TO THE ARCTIC RIDING IN SNOW BALKANS GIPPSLAND APOLLO BAY

Chairman/CEO Prema Perera

Publisher Janice Williams Chief Financial Officer Vicky Mahadeva BIKES KAWASAKI ZX-14R DUCATI SCRAMBLER 1100 SPORT PRO YAMAHA TRICITY 300 ROCKET 3 READER'S RIDE

FEATURES ALL ABOUT BRAKES | BUTLER’S CUSTOMS | FORCITE HELMETS

Associate Publisher Emma Perera Circulation Business Development Manager Mark McTaggart

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ON THE COVER

ACN 003 609 103 umco.com.au Please pass on or recycle this magazine.

BMW’s R 18 Image: John Turton/ishootpix

WWW.ROADRIDER.COM.AU STORIES YOU MIGHT HAVE MISSED

QUICK RIDE: 2021 BMW R 1250 GS

WANTED: TOUR STORIES

https://bit.ly/3daZgEU

Ever thought about writing about your travels? Australian Road Rider is keen to publish yours.

The 40th Anniversary and Triple Black R 1250 GS have been launched, and we were there.

TRIUMPH’S SPECIAL ROCKETS

Catch our feature on the event.

https://bit.ly/3g0unVN

Limited Edition spcials from Triumph, in both Rocket 3R and Rocket 3GT flavours. Good looking, rare and special.

TAMWORTH’S FESTIVAL, MUSEUM & MORE https://bit.ly/3mDSQ4l

It may be known as the country music capital, but Tamworth (NSW) is also home to one of the https://bit.ly/3twz9OL best collections of old bikes at the Powerhouse Motorcycle Museum and will soon be hosting the National Thunder Rally, October 1-4.

AUSTRALIA'S NO.1 MOTORCYCLE TOURING WEBSITE! w w w . r o a d r i d e r . c o m . a u

10 | AUSTRALIAN ROAD RIDER

UPFRONT

THE NEW HAYABUSA

n just its third iteration since being introduced in 1999, the new Suzuki Hayabusa has been brought up to date

with new electronics, riding modes, quickshifter, combined braking, traction control, cruise control and more. The new bike will be available in Australia mid year for just $27,690, although demand is expected to outstrip supply for some time. “With high demand and limited supply, reservations for this highly anticipated motorcycle will be exclusively online via Suzuki’s Build and Order feature on suzukimotorcycles.com.au,” says the official information from Suzuki Australia. Firsts for the new model include an active speed limiter that allows the rider to set a maximum speed for the motorcycle and be safe in the knowledge they won’t exceed that speed. Changes to the bike have been partly forced on Suzuki by Euro5 requirements and partly by the competition developing

technologies customers are demanding, leaving Suzuki with little choice but to either let the Hayabusa die or build a new one. As it’s one of the most exciting, intense motorcycles ever built, we’re really

pleased to see a new 2022 Busa. The MY22 Suzuki Hayabusa will be available in two colours: Glass Sparkle Black / Candy Burnt Gold and Metallic Matte Sword Silver / Candy Daring Red.

KTM’S 1290 SUPER DUKE RR: NAKED AGGRESSION

12 | AUSTRALIAN ROAD RIDER

otentially the ballsiest naked bike ever mass produced, the 2021 Super Duke RR is KTM’s answer to those who believe the too much is never enough. As if the stock 1290 R was too heavy, KTM’s shaved off 9kg thanks to carbon fibre bodywork and a standard titanium and carbon Akropovic pipe. There’s 180hp (132kW) and 140Nm available through the quick return ride-by-wire throttle and top feeder 56mm throttle bodies. Other features include an air intake positioned between

pistons, a Pankyl gearbox, slipper clutch and more. As you’d expect there’s a full suite of modes and electronics, all updated for the RR. The chassis features a WP 30-position steering damper, a lightweight (850g) carbon fibre subframe underlay, a lightweight single-sided swingarm, new lighter triple clampss, WP Apex Pro suspension: closed-cartridge 7548 forks and 7746 shock, complete high high and low speed compression damping. The footpegs are machined aluminium and are adjustable to 12 positions. There’s 320mm

the headlight sections, titanium valves, redesigned heads and

Brembo Stylema monobloc callipers to pull you up, too.

UPFRONT

KLR650 ADVENTURE

awasaki will be offering LAMS-approved, economic updated version of its venerable KLR650 in standard and a new Adventure model. Changes for the new model include adopting fuel

injection, extending the swingarm by 30mm, increasing the fuel capacity by one litre to 23, tweaking the frame and suspension, fitting a larger front disc, modifying the riding position for more comfort, adding more rubber mounts to reduce vibration and adding an LCD instrument panel.

The standard model will be offered in Pearl Saand Khaki while a new version, the KLR650 Adventure, will be in Cypher Camo Grey. The Adventure model will be supplied with fog lamps, panniers, frame sliders and USB sockets as standard. Available accessories will include grip heaters, low seat, top box and DC power sockets. Fueled up and ready to roll the standard bike weighs 210kg, the Adventure 222 – much lighter than most twin cylinder adventure bikes.

WAUCHOPE HIT BY STORMS AND FLOODING LIMITED-EDITION CHIEFTAIN ELITE

he new Chieftain Elite joins the Indian’s range of limited-edition, ultra-premium models with just 120 being produced, one for each year since the first Indian motorcycles rolled off the production line. Premium badging, paint and finishes should make the bike really stand out, while lots of tech and features will offer comfortable, safe riding. There’s full LED lighting, Apple CarPlay driving the 400W audio system, ABS, keyless ignition, remote-locking bags and powered screen. It’s got the biggest and best Indian motor ever produced and premium features everywhere — as it should, being priced at $49,995.

n the last issue we featured Tom’s Creek Road, near Comboyne, on the cover as part of our touring

article about Wauchope and its surrounds. Just before that issue hit the newsstands, and long before it had been printed, the whole region suffered devastating, once-in-a-lifetime storms and floods. Damage to the roads, businesses and homes in the region was extensive, but the council contacted us to let Road Rider readers know the region can still offer lots for visitors, even while repairs are ongoing. The Oxley Highway, Comboyne Road and Toms Creek Road are all open again, although it’s unlikely work will have been completed to bring them all back to their former glory by the time you read this. If you’re concerned about getting through, check out www.livetraffic.com and do some searches. Keep in mind there are many other great roads and riding in the region — it’s still worth a visit.

MORE INFO Tourism info: visitnsw.com Traffic and road conditions: livetraffic.com Gingers Creek Bush Resort — 02 6777 7511 or Facebook Mount Seaview Resort — 02 6587 7255 or Facebook

AUSTRALIAN ROAD RIDER | 13

UPFRONT

Two models will be built, but Australia and New Zealand will only be getting the up-spec Special with a ride-away price of $31,995 ($33,995NZD). With a 21-litre tank, seat heights configurable from 772mm to 830mm, a wheelbase of 1580mm, 320mm Brembo front discs, 127Nm of torque, lots of advanced electronics including semi-active suspension and numerous riding modes, the specs sheet certainly looks good. The styling has been polarising, with many adventure riders condemning the rather conservative styling. A factory option is the Adaptive Ride Height (ARH), “a revolutionary new suspension system which automatically transitions between a low stopped position and optimal ride height when the motorcycle is in motion”, according to the press release. At 254kg wet for the Special, it is weight-competitive and a full line of luggage and riding gear will be offered. The engine features variable valve timing on both the intake and exhaust valves, hydraulic self-adjusting lifters and four valves per cylinder. Compression is at 13:1, so premium fuel will be required. The transmission features a slip and assist clutch, six gears and chain final drive. Cast aluminium wheels (19-inch front and a 17-inch rear) are said to have been specifically designed for gravel roads and fire trails.

PAN AMERICA NOW AVAILABLE

he long-awaited and often-teased Harley-Davidson Pan America is expected to go on sale in Australia in June. Powered by the new Revolution Max 1250 engine, a 60-degree liquid-cooled V-twin that produces 150 horsepower, the Pan American looks to be competitive with European and Japanese Adventure bikes.

Tubeless laced wheels will be offered as an option. Harley has worked with Michelin to produce special Scorcher and more dirt-focussed Anakee Wild tyres for the Pan American. The engine is a stressed member of the chassis, so much so that the steel trellis frame is broken into three components — front, mid and tail — which all bolt onto the engine. The swingarm is cast aluminium. 47mm USD forks ride up front with a single Piggyback shock with hydraulic preload adjuster, both from Showa, and are standard equipment. The suspension is fully adjustable and the shock is mounted on a progressive linkage. The instruments are a 6.8-inch TFT display with full Bluetooth connectivity, and navigation is supplied by the free Harley-Davidson app.

NEW TRIUMPH SCRAMBLERS

riumph has announced new Euro5 Scramblers XC, XE and the limited edition Steve McQueen version. All three bikes are classically-styled air cooled parallel twins designed for fun on bitumen or gravel, with Triumph’s publicity department releasing video of the new machine playing in quite challenging dirt, so they look to be capable in tough conditions with the right rider. All three three feature a dedicated ‘Scrambler Tune’, producing 89hp (66kW) at 7250rpm and 110Nm at just 4500. The new Scrambler is being pitched as a dual-purpose classic and adventure cross-over – and with a 21-inch front front wheel, long travel suspension (from Showa and Öhlins), Brembo brakes, up to six riding modes, cornering ABS and cornering traction control, they certainly have the tech and quality. Only 1000 of the Steve McQueen model will be produced. ARR

14 | AUSTRALIAN ROAD RIDER

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UPFRONT

FORCITE HELMETS

AUSTRALIA'S

SMART HELMET Home-grown high tech, Forcite is at the cutting-edge of technology and safety… BY: NIGEL PATERSON

16 | AUSTRALIAN ROAD RIDER

FORCITE HELMETS

UPFRONT

n a tiny shared workspace in an inner-Sydney suburb, half a dozen people are building one of the most high-tech safety products in the world. I couldn’t even find Forcite, hidden away

deep in the bowels of a former factory, but one of the

marvels of modern communication — the telephone — eventually had founder Alfred Boyadgis letting me in. Boyadgis kind of fits the mould of high-tech start-up company founder: casually dressed, softly-spoken, young and smart. And wanting to change the world. “I crashed my bike a few years back,” he said as he told me the story behind Forcite, his high-tech helmet company. “I wanted to know why, with all this great modern technology, I couldn’t have been warned about the oil on the road that I slipped on.” He fractured his kneecap in that crash and still “walks funny” a few years later, and was a bit lucky — his action camera’s mount was smashed through his helmet’s shell, compromising safety. The idea to build a helmet that would let him foresee dangers ahead was born. A smart helmet full of tech. An hour later I’d ridden Forcite’s Yamaha MT-09, wearing one its MK1-model helmets, using its founder’s iPhone for the integration. Like Apple’s Watch, a Forcite Helmet without integration to a smartphone hobbles its capabilities. Those capabilities haven’t extended to seeing slippery surfaces around corners yet, but its integration with online mapping means you’ll get warnings from your helmet. Forcite is also building an ecosystem around the technology it’s developing; its app collects data from mapping apps which builds knowledge stored on its servers, which it then uses to notify riders of dangers and problems. Currently the app can alert you to police presence, road closures, accidents, speed cameras, heavy traffic and hazards. With Boyadgis’s heavy-metal music smashing me through the integrated speakers, I reached for the handlebar-mounted controller and backed off the volume. Then I programmed a route into his phone and a young lady’s voice started telling me where to go, without once telling me I was a Dirty Old Man. (You can actually choose different genders, languages, accent etc.) The electronics inside the Forcite are mounted in a capsule in front of your chin. Everything’s there except the speakers, which are tucked into the generously sized ear cups. By doing this, Forcite is able to keep the Sony camera, batteries, microphone and controller safely away from the shell of the helmet. There’s a light array built into the chin piece which communicates with the rider visually: it points you where you want to go, it can flash bright-red warnings and uses calming colours for other communication. It’s a smart way to communicate with a rider without stealing all their concentration.

"A SMART HELMET FULL OF TECH" The handlebar remote control can start and stop video recording (and if you hold the button down for a few seconds, wipes the SD card clean if you decide no one should ever see the ride you just completed), answer calls, activate your phone’s voice control system, adjust volume and more. Boyadgis was very aware the Forcite wouldn’t be the first smart helmet, but that didn’t slow him down. He pushed ahead with his ideas, knowing it was primarily other

AUSTRALIAN ROAD RIDER | 17

UPFRONT

FORCITE HELMETS

THE FORCITE MK1 Made from carbon-fibre and available in gloss or matt black finish, the Forcite MK1 is the world’s first ECE-approved smart helmet. At the core of the Forcite is its “Raydar” system that connects motorcyclists to roads, communities and cities like never before. It communicates to Forcite’s servers, which are in turn connected to the millions of data points being communicated through mobile applications, GPS and cameras to provide information about traffic, hazards, weather

smart individuals out there trying to create their vision rather than the giant helmet-making companies who were driving the technology forward. He started Forcite with fellow industrial designer Julian Chow, building a smart helmet from scratch. They attracted backing from Uniseed Capital and individual investors to develop it. Forcite’s first prototype was similar to many other start-up-built smart helmets — 3D printed with the camera at forehead level and the electronics built into the shell.

and even police locations. The information is then communicated to riders via a unique low-light LED display mounted on the inside of the helmet’s chin piece, so you know what’s going on without taking your eyes off the road. The camera built in to the chin bar of the Forcite is from Sony, shooting 1080p at 60FPS with a super-wide field of vision lens, and up to 2.5 hours of continuous high-definition recording time. The camera automatically saves the footage regularly in case of an incident. The location of the camera is as good as it gets

Boyadgis quickly realised the design wasn’t going to work moving forward — it probably wouldn’t pass the requirements for street use approval (you don’t want cameras, computers and batteries in the foam layer of a helmet) and the camera would be blocked anytime the visor was popped open. There’s no foam layer in front of your chin, though, so the team built a module that would fit inside the chin piece of the helmet, padded at the back for safety, with the camera, headphones, microphones, controller and batteries (ceramic, super-safe batteries) positioned away from the foam layer and in the place where it would be of greatest use to the rider. They got the electronics package down to around 200 grams, but knew adding that to a conventional shell would make a helmet quite heavy, and they wanted to build a premium product anyway, so choosing to go with carbon-fibre was a pretty easy decision. Forcite works with a Taiwan-based helmet manufacturer to build the carbon shells to their specification, shipping them to Australia for assembly. The Forcite team install the electronics module and a

— anywhere else would be obscured by the visor and could be a potential hazard in an accident — and offers excellent footage. Personally I’ve spent ages trying to get action cameras positioned in front of the chin piece of helmets, because it’s so much better in so many ways than mounting cameras on the side or top of helmets. Ultra-thin speakers mounted into the ear cups of the Forcite helmet allow riders to listen to music and communicate, while dual microphones provide crisp, clear audio with reduced wind noise at speed. Riders can also take phone calls and will soon be able to communicate with other Forcite users with a voice-over internet comms system currently under development. The last part of the Forcite system is the controller. Mounted on the handlebars or tank, the small controller lets the user do many things — take calls, repeat spoken navigation directions, control the camera and more — without taking your eyes off the road. The Forcite MK1 is priced at $1299.

special flexible plate into the helmet. The plate connects the rigid electronics module to the flexible helmet shell

18 | AUSTRALIAN ROAD RIDER

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UPFRONT

FORCITE HELMETS

"…ALERT YOU TO POLICE PRESENCE, ROAD CLOSURES, ACCIDENTS…"

COVID-19 was a speed bump, not a brick wall. Of course, high demand and production difficulties mean if you wanted to buy a helmet there was a wait, and for a while there no-one even knew how long the wait would be… but the further we move along from those early days of the pandemic, the more we’re entering the world of New Normal. And that means you’ll be able to get a helmet quickly and you won’t have to trust you’ll like it and order online (up until now, the only way you could buy a Forcite). The Forcite team is rolling out kiosks for installation in bike shops, where you’ll

to disperse energy in case of an accident, removing stress points which exist where non-flexible parts are bolted to flexible parts. This is critical for the integrity of the helmet and the safety of the rider, and one which will be missing from smart helmets when someone tries to build a lid to undercut the Forcite. The Forcite MK1 is the first smart helmet to receive ECE approval. COVID-19 put the roll-out of the helmet back close to a year. Careful marketing had gotten the word out and when the MK1 “Founder’s Edition” went on sale online, 700 sold within 48 hours. That initial run of 1000 helmets was sold out within weeks. But then came the lockdowns. Issues with being able to travel internationally to oversee production of the shells and electronic components was impossible, production and shipping delays inevitable. However, when I visited Forcite HQ, the team was

be able to try on a sample helmet, choose a colour (current matt or gloss black, but I expect that to change) and order exactly what you want. Delivery can be to your door or you can pick it up from the dealer. This system will ensure you’re getting fresh stock, dealers aren’t left with products they can’t sell (the market for XS smart helmets priced at well over $1000…) and even small, niche dealers can become Forcite agents. Forcite is currently looking to ramp-up production and new models are already under development, with plans to expand internationally by 2022.

working on building up new helmets, designing the next generation of Forcite lids and really moving forward.

MORE INFO: forcite.com.au

20 | AUSTRALIAN ROAD RIDER

Alfred Boyadgis, then man behind Forcite.

DO W NLOAD & DISCO V E R WAUCH OPE

Explore great rides in the region

Find the best spots to sleep & eat

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Download a copy of the Motorcycle Ride Guide at portmacquarieinfo.com.au We recommend you check road conditions and accessibility before you ride Gateway to the Oxley

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WAUCHOPE an initiative of the Wauchope Chamber of Commerce & Industry

The Motorcycle Ride Guide and associated promotion is funded by the NSW Bushfire Community Resilience and Economic Recovery Fund.

TEUTONIC TORQUE

The biggest Boxer engine, built for torque with retro style… BY: NIGEL PATERSON | PHOTOS: JOHN TURTON

seek out roads that restrict my speed with their corners. Getting the pace right,

the S 1000 RR or even as sharp in the handling as one of the heritage R nineT range, but it

exploring the cornering clearance available, feeling the lean angle under your wheels is,

performs admirably in both engine performance and handling. At manoeuvring speed, the very

to many riders, what motorcycling is all about.

low centre of the bike, thanks to the Boxer

Many cruisers aren’t built for this, however; they have inadequate suspension — both travel

engine, makes for easy handling, while the electric reverse gear (an option fitted to the

and control — limited clearance, pathetic brakes and a riding position not suited to enthusiastic riding. Which made my introduction to the new BMW R 18, a new cruiser at a time when the cruiser market is on the wane, all the more interesting. BMW has a reputation for finehandling machines and wouldn’t want to tarnish that reputation. So I took the Old Road rather than the freeway. Lots of twists and turns, a low speed limit but a good surface and little traffic

test bike) is awesome and should be available on many more machines.

on a Thursday morning. The R 18 didn’t disappoint. Sure, it’s no sportsbike like

22 | AUSTRALIAN ROAD RIDER

BMW R 18

ROAD RIDER TEST

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BMW R 18

Add in gorgeous classic styling, an incredible presence from the massive horizontally-opposed twin cylinder engine and the high-quality black, white and chrome finish and we have a thoroughly modern cruiser that will fool some of the people all of the time.

THE MARKET AND STYLE Who are we fooling? The public at large, of course; motorcyclists will quickly learn the R 18 (and its cousin the R 18 Classic) are brand-new models… but the public won’t know this. You’ll attract former riders and wannabes whenever you park the R 18, and they will regale you with stories of how they, or someone they

ROAD RIDER TEST

"…WE HAVE A THOROUGHLY MODERN CRUISER THAT WILL FOOL SOME OF THE PEOPLE ALL OF THE TIME" It’s a wonderful engine. It thumps, it oscillates, it

know, had one “just like this”. Of course nothing “just like this” has ever existed

even barks a little, and you always know you have one of the biggest engines in motorcycling underneath you.

before. The engine is 50 per cent bigger than the Boxer twins which come before it. The bike itself is bigger and

Blip the throttle with the clutch in and the bike twists to the left as the big pistons and heavy crankshaft

heavier than any naked BMW in the past. While the

spin faster than the transmission… that’s what you get

R 18 might look like something from the 1950s, this is a machine of the 21st century.

with the crank running lengthwise to the chassis. My old Moto Guzzi did the same thing, while more recent

BMW has pursued a recipe of classic style built with customisation in mind. There’s a huge range of factorybuilt customisation options available, many of which are simple bolt-ons. Starting with the laced wheels, they have a timeless style. The fork tubes are hidden behind covers, while the headlight is in a traditional nacelle and the single instrument is a simple pod. The tank design is heavily influenced by BMW’s machines of yesteryear, while the stock single saddle is cruiser low and blends into the wide, short rear guard. The rear suspension is hidden away, the pipes are massive fishtails, the engine proudly displays its

BMWs don’t so much, because BMW has managed to largely tune it out of the smaller motors, but not in the 1800. It’s also refined, both in the quality of finish, smoothness, excellent clutch and gearbox… right through to the exposed drive shaft and universal joint. At 1802cc it’s the largest BMW Boxer twin ever produced, and probably by a big margin. Convert 1802cc to imperial and you get 110 cubic inches, which is about the size of all the big twin cruisers these days — Harley-Davidson engines are generally 107 to 114cu, Indian 111 to 116cu. The Japanese have effectively abandoned the big

capacity … but there are no technology logos … the casual observer wouldn’t know this bike has anti-lock braking and traction control. If anything was going to give away the game it would be the disc brakes, a pair of modern, large-diameter drilled units at the front and a similar one at the back. So on the one hand it has good performance and tech, but on the other hand there’s a dearth of modern convenience. You can add options like a passenger seat, reverse gear, heated grips and cruise control, but there are lots of things you can’t have from BMW, like a USB power socket, Bluetooth connectivity or fuel gauge. I think this is deliberate; if you’re riding your R 18, forget the world: switch off and tune out from your job, your family, your responsibilities and enjoy the ride. An R 18 won’t make your problems disappear, but it could make them easier to live with.

twin cruiser market, with only the Suzuki M109 offering an engine anything like the size on the R 18. Triumph does things a little differently with the 1200cc Bobber and 3-cylinder Rocket. There is a heap of grunt available from the R 18’s big motor. It likes to be spinning at a couple of thousand revs before you really crack the throttle or you’ll get lots of shakes with little forward momentum as those big pistons try to build speed, but over 2000rpm she lifts her skirt and boogies.

THE POWERPLANT You usually can’t see your engine when you ride. On the R 18 it dominates your perspective. Sitting back in the low cruiser seat, the massive air-cooled pots are always in your peripheral vision in a way they aren’t on any other BMW.

THE CLASSIC

We already have a second model in the R 18 range — the R 18 Classic. Essentially a touring version, the Classic features a screen, saddlebags, pillion seat, driving lights and a 16-inch front wheel. The 1802cc engine is unchanged, but cruise control, optional on the standard R 18, is standard on the Classic.

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ROAD RIDER TEST

BMW R 18

COMPETITION

Harley-Davidson Low Rider S, from $27,995

Indian Chief Dark Horse, from $25,995

Triumph Rocket 3, from $31,990

Maybe the Breakout would have been a better comparison bike, but the Low Rider

Indian’s range of cruisers has been shrinking, with the nearest machine to the R 18 now the

In R or GT, either Rocket is a muscle cruiser like nothing else. Big, powerful,

S has mid controls, a solo seat and handles

Chief Dark Horse. It offers 116cu engine, classic

heavy and amazing.

well, so it’s deﬁnitely one to consider.

style, forward controls and a solo saddle.

Cruising, what the R 18 is built for, is relaxed and comfortable, the engine gently throbbing away at highway speeds, allowing you to relax and enjoy the ride. Sticking a pot out each side makes for a low centre of gravity too, so I had little trouble manoeuvring and doing U-turns, while the electric reverse — similar in function to the unit on Honda’s Gold Wing — makes going backwards easy (although the low seat makes getting both feet on the ground simple too, so it’s easier to push backwards than you might expect, although having reverse will make selling the bike easier in the future).

THE FIRST EDITION

We now know the first version of an iconic bike can become more valuable than subsequent models once the machine becomes “collectable”. Bikes like the first Honda CB750s, Kawasaki Z900s and even the 1999 Suzuki Hayabusa can demand premiums over later models. Maybe because of that BMW has decided the first of the R 18s would come with their own badging and “signature” double pinstriping and unique chrome finishes, priced at $31,690. The first units in the country also featured the optional reverse assist, which adds $500 to the price. (This is the model BMW provided to ARR for testing.)

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ROAD RIDER TEST

BMW R 18

The sound of the bike is pretty unique, the stock pipes providing a nice note, especially when the throttle is fully open. It’s still very much noise law restricted, of course, and a more open set of pipes will probably sound great.

CHASSIS, HANDLING AND STOPPING A double-loop steel chassis supports the big boxer engine while a cantilever arm from the swingarm enables the single rear shock to be hidden under the seat for a hard tail look. A very traditional chassis design by style, the R 18’s frame is perfect for the job — looking good, providing decent handling and being the platform for customisation. Up front is a 19-inch wheel, at the back at 16 with a reasonably fat 180-section rear tyre. The forks are conventional, non-adjustable telescopic units encased in sleeves, and they are fine. Nothing special, but no dramas, and they offer a reasonable 120mm of wheel travel. The single rear shock, hidden under the seat and connected to the swingarm via a cantilever set-up, only manages to provide 90mm of wheel travel. On Australian roads, I’d argue that’s not enough — you feel many of the bumps, large and small, and you run out of cornering clearance quickly, partly because the good handling inspires you to ride maybe a little quicker than on other cruisers. A longer shock with a spring rate to suit your riding, the loads you carry and the way you ride would probably improve the handling, comfort and cornering clearance. Which brings me to the footpegs… I bent the righthand footpeg mounting bracket when I hit a cats eye while cranked over. The footpeg was unable to move up and back out of the way because they only fold up instead of up and back. They fold up because you can mount the optional footboards, not up and back like

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"… KEEP THE BIKE BASIC AND LET THE CUSTOMER CHOOSE WHAT THEY WANT"

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ROAD RIDER TEST

BMW R 18

conventional pegs. In normal cornering they will fold up, but when struck from the front they have nowhere to go and the bracket got bent. Your new R 18 will roll out of the showroom with a pair of beautiful laced wheels, a 19-inch front and 16-inch rear. Attached to those wheels are some of the best heavyweight cruiser motorcycle brakes in the world. While the rear brake is very good, the front brakes are excellent for this class of motorcycle, with plenty of power and feel, limited only by the high weight they are trying to stop.

EQUIPMENT, ACCESSORIES AND MORE Yeah, there isn’t much in this section, not even a pillion seat. No USB ports, no heated grips, no cruise control, no luggage. Did I mention there’s not even a pillion seat? There was on the test bike, but it’s an option, and the rear footpegs weren’t fitted. You do get a keyless ignition system, but it doesn’t lock the steering — that’s done by turning a key near the steering head, just like people did in the mid 20th century. So on the one hand the bike seems poorly configured, but on the other you only have to buy what you want, and if you’re going to hit the customisation trail you don’t want to start ditching a bunch of things you’ve paid for and didn’t want. Which is why, I think, BMW left so many things on the options and accessories list. Keep the bike basic and let the customer choose what they want. I can respect that.

MODELS, OPTIONS & PRICING

You can ride away from your dealer on a BMW R 18 from $29,155. That gets you one in any colour you like, as long as it’s Black Storm Metallic. No pinstripes. Go for the First Edition package and you get double pinstripes on the tank and rear guard and lots of chrome: levers, handlebar clamps and weights, brake and clutch lever mounts, master cylinders, front engine and cylinder head covers and intake pipe. Ride away price, $30,637.28. From there you can add options like floorboards, passenger kit, heated grips, high seat, cruise control, reverse gear, alarm, daytime running lights and more. Go nuts on the accessory page and you can get close to $35,000, and that’s before any customisation options are considered. Pricing for the Classic starts at $30,863 and includes saddlebags, touring screen, dual seat and more.

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TOP TO BOTTOM: Wide handlebars are one option. The circular analog instruments with LCD insert. Buyers of the ﬁrst batch will receive unique badging. Guess how big she is!

SPECIFICATIONS

2021 BMW R 18 ENGINE Type: Air/oil-cooled 2-cylinder 4-stroke boxer engine Capacity: 1802cc Bore x Stroke: 107.1 x 100mm Compression Ratio: 9.6:1 Engine management: BMS-O

WHO IS IT FOR AND CONCLUSION

PERFORMANCE

The BMW R 18 is a good motorcycle, not just a good cruiser. It handles well, it goes pretty hard and it stops sharply when

Claimed maximum power: 67kW (91hp) at 4750rpm Claimed maximum torque: 158Nm at 3000rpm

required. There’s tech inside, hidden under classic styling. It’s a heavy-weight machine with a big thumping engine producing a glorious torque curve that makes it really easy

TRANSMISSION Type: 6-speed

to sit back, enjoy the ride and the scenery. While it appears to be both expensive and lacking in standard features, the same can be said of its competition. Is it a Harley killer? Nope. Will it take sales away from Harley? I don’t think it will — some Harley owners will buy an R 18 to add to their motorcycle collection, some BMW owners will buy an R 18 to add to their BMW collection. I don’t think too many Harley buyers will want to own a BMW, no matter how good it is. Most buyers will be riders who don’t want the baggage that comes with owning a Harley, yet still want a big cruiser. It won’t take sales away from the Japanese because the Japanese brands don’t build large-capacity cruisers anymore.

Final Drive: Exposed universal shaft Clutch: Hydraulically activated single-disc dry clutch

From an international perspective it might do well in Europe thanks to its low centre of gravity, decent suspension and easy handling, characteristics required of the old cities in the continent. It might do OK in America, because there may be enough people wanting something different, and Built in Berlin is certainly that. ARR

Steering head angle: 57.3° Trail: 150mm Claimed wet weight: 345kg Seat Height: 690mm Wheelbase: 1731mm Fuel capacity: 16 litres

CUSTOMISATION

There’s a whole world of custom bits available for the R 18. Check out BMW’s website (here’s a direct link to the R 18 page: [https://bit.ly/2ZA3U7R)] and you’ll ﬁnd images of the bike ﬁtted with apehanger and buckhorn handlebars, tall cast and small fat-laced front wheels, bobber-style and dual-seat rears ends… the options are probably endless (as long as you don’t want forward controls — the pots are in the way). BMW is certainly trying to offer an alternative to the American cruiser. As we go to press supply of many accessories was heavily constrained though, due to COVID-19 hammering BMW suppliers.

CHASSIS AND RUNNING GEAR Chassis: Double-loop steel tube frame Front Suspension: Telescopic fork, fork tube Ø 49mm Rear Suspension: Cantilever, single shock Front Brakes: Twin disc brake Ø 300mm, ABS Rear Brake: Single disc brake Ø 300mm, ABS Tyres: Front: 120/70 R 19, Rear: 180/65 B 16 DIMENSIONS AND CAPACITIES

ELECTRONICS ETC Three riding modes, keyless ignition, non-switchable part-integral ABS, LED lighting, Engine Drag Control (MSR), anti-hopping clutch MAJOR OPTIONS Pillion seat, hill start control, cruise control, reverse assist, heated grips, First Edition badging, pinstriping and chromed components, wheels, handlebars, luggage, risers, windshields, seats, backrests ETCETERA Price: From $29,155 ride away Colours: Black, optional pinstriping Test bike supplied by: BMW Australia, bmw-motorrad.com.au Warranty: 3 years, unlimited kilometres

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APOLLO BAY, VICTORIA

ARR TRAVEL

BLAST OFF TO APOLLO BAY If you want to ride the best roads in Western Victoria, base yourself in Apollo Bay for a few days

BY: BRIAN RIX | PHOTOGRAPHY: PIRATE SCAPES PHOTOGRAPHY

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ARR TRAVEL

APOLLO BAY, VICTORIA

"…LORNE TO APOLLO BAY. IT’S 45km OF CORNERS…"

t’s around a three-hour ride from Melbourne on the famed Great Ocean Road. But if you are really in tourist mode, why not cruise down the Mornington Peninsular from Melbourne? Avoid the freeways and take the slower coastal roads where you can to Sorrento. The ferry trip across the heads of Port Phillip Bay can be pleasant, often with a pod of dolphins playing on the bow wave before landfall at Queenscliff. The roads can be a little congested with the urban spread but, once past Torquay, the Great Ocean Road is there for you to ride. This is a scenic drive with the usual not-so-competent tin-top pilots and heavily policed speed limits, so take it easy. If you can plan to be there early in the morning or late afternoon, you might get a cleaner run. With the road squeezed between the blue waters of Bass Straight and the cliffs of the Otway Ranges, it’s a pleasant ride to Lorne, where there are coffee shops and enjoyable eateries right on the main street. I highly recommend the ride from Lorne to Apollo Bay. It’s 45km of corners. Apollo Bay has accommodation to suit all tastes, from backpackers to high-end motels. Take a room within easy walking distance to the main shopping strip on the foreshore. For the budget

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THE MAP

BIT.LY/39GAM4C

SCAN THE QR CODE TO VIEW, DOWNLOAD OR FOLLOW THE MAP

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ARR TRAVEL

APOLLO BAY, VICTORIA

conscious there are mum and dad motels like the Beachcomber, just two streets back from the beach. There’s good food to be had or cheap eats from cafes on the foreshore. Personally, I’d spoil myself and the other half and head for the Birdhouse restaurant above the bakery for a view over the bay, or Casalingo in Moore Street. Then a night cap at the local pub before resting up for a big day of riding. Or you could try the

the Birdhouse. He’s also a rider and will happily advise you on good roads in the area. His food is good too. A mid-morning ride further along the Great Ocean Road is just the ticket. Twenty kilometres out, take the turn to the Cape Otway Lighthouse and watch for Koalas. They love the succulent gum leaves in the trees right on the road. The traditional ride to Port Campbell via Lavers Hill is just spectacular, with wide

Apollo Bay Gin Distillery. How do I know all this? My son Gavan built up Casalingo and has now moved to

open sweepers and tighter stuff — and of course views of what’s left of the 12 Apostles.

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APOLLO BAY, VICTORIA

ARR TRAVEL

"…WIDE OPEN SWEEPERS AND TIGHTER STUFF AND, OF COURSE, VIEWS OF WHAT’S LEFT OF THE 12 APOSTLES" After lunch at Port Campbell, you can take the road to Warrnambool via Peterborough, with more ocean views and lookouts, then turn around and retrace your route. An option is to turn off the Princes Highway just past Allansford on the C167 and make your way to Cobden and then south to Scotts Creek. An alternative out of Port Campbell is to take the road towards Cobden (C164), but at Scotts Creek, turn onto the C163 and follow it through to Colac. I highly recommend taking the C154 road to Forrest and the winding road back to the coast at Skenes Creek. The Colac-Lavers Hill road or C156 is a nice piece of road too. Heading south down the C156, a side trip on the Beech Forrest-Lavers Hill Road, C159, will bring you to a stand of giant Californian Redwood trees planted and forgotten years ago. Taking the C159 will lead you back to the Skenes Creek road, or re-trace you route back to Lavers Hill. Either way you’ll enjoy the ride. Cruise back into Apollo Bay for another night. Feasting on local seafood or red meat from local farms and washed down with local wines is a great way to end a perfect day of riding the Otways. If you want to play in the dirt, there are plenty of minor roads out of Apollo Bay, but beware of the weather — it’s very changeable and if you do want to venture further off the beaten track, make sure someone knows where you are going and an ETA. It’s easy to get lost in the Otways and if something goes wrong, phone signals can’t be relied upon. If you’ve had to take the family in the tin top so they can build sandcastles on the beach, don’t worry. There’s now a motorcycle rental company based in Apollo Bay. Owner Fab will rent you a good bike and gear. Check them out at 73moto.com.au. Apollo Bay offers a lot for motorcyclists all year round. Even in winter, if you don’t mind the cooler weather, the riding and sights along the shipwreck coast are something to be experienced. As you ride the Great Ocean Road, just remember it was built by returned soldiers during the Depression years and was the only major land route connecting the townships along the coast. This feat of engineering now offers us a great riding road. Editor’s Note: Avoid peak holiday times! The Great Ocean Road will be littered with family wagons and caravans… ARR

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RIXY’S ROAD

Esquel to La Junta, Argentina.

LOCKDOWN PLANNING STORY BY: BRIAN RIX

he blues were hitting pretty hard during lockdown. Bloody virus. Personally, I’ll be hanging around like a junkie looking for his dealer

to get a hit of the vaccine. Where to go when we can travel again?

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My mind wanders back to when I pulled the pin and left the “job”. I wasn’t sure if the time was right, but we’d done one big trip that changed my outlook on life. I listened to the pillion in a million, (in her words “for a change”), and thought, bugger it, we won’t be starving in our old age, the kids are set, I’ve got an itch I’ve gotta scratch. Talk to anyone who has taken the plunge and they’ll all say the same. Once you’ve travelled in foreign lands on your bike with no real plan or agenda, meeting like-minded souls, you’re hooked. It’s kind of a shame South America is so far away, because it’s such an incredible place to be. Lazing on the sand watching the sun set into the Pacific and waiting for the bike to land in Chile was alright for a while. But after more than a week I was ready to pinch a step thru off a passing teenager just to feel the wind flow through my hair (beard) and over my bald head. Bugger-all planning had gone

place where the people are friendly, life’s free and easy, and it’s where most people wear broad smiles all the time. The riding can be hard and challenging, but once you get to understand how the traffic works in the towns and cities, it gets easy. It’s where the remote areas are something special and you need to be on your game all the time. My mind wanders further to scratching hard and fast up what seemed like neverending switchbacks to over 3000m on our first real ride once we got the bike. How my long-suffering pillion in a million hunkered into the corners with me as I blew the cobwebs out of the bike. How we stopped halfway up and watched the lumbering trucks we’d overtaken wheezing their way up to where protective tunnels have been built in case of the too-common landslides. How our minds boggled at the fact that we were higher than Mount Kosciuszko and yet

into the trip — get the bike and ride south, then north and see what happens. It’s a huge

this was only a small mountain compared to what we’d face elsewhere.

RIXY’S ROAD

There’s no doubt in my mind, South America is one of the great continents to ride. Let me tell you, crossing the Andes

and see a huge glacier calving even as the snow falls. It’s so spectacular you’ll forget the cold.

mountains seven, or was it eight times, riding mountain passes up to 5000m high — this

You’ll see the locals sucking on a cup with a pipe out the side

lets you know you’re alive. That’s if you can

— it’s called “mate”, pronounced

breathe, the air is so thin. The locals chew coca leaves or you can buy a lolly laced with

“matay”. Tastes like shit to me but it’s the local thing like coffee or

coca. I know, it’s almost cocaine but the local wallopers guarding check points in the high

tea. Now if you want something stronger, a caipirinha is the go.

country are all doing it. Maybe they’re on a high too! The pillion in a million loved them.

One or two is plenty, three and you’ll go at the knees. Park the

Mellowed her out as well. If you’re looking for an adventure ride,

bike and leave it alone until after your first coffee the next day.

this is it. Some of those passes are little more

Back to the riding. The national

than goat tracks whereas others are a throttle jockey’s wet dream. Like a bit of dirt? Try

parks in the deep south are just beautiful. Dirt roads everywhere

Ruta 40 (if it hasn’t been all sealed yet and if it has, it’ll still be a challenge). The wind

and heaps of good campsites, but don’t light a fire. The winds

whistles through the Andes and is so blustery you need the full 30m of wide road just to

whip up really quickly. Just after we left some campers set a fire. It burnt down half

keep the thing sort of going straight. Also, be careful if you want to park out in the middle

the park and they were caught and are probably still sharing a cell with a local drug

of nowhere. “Big Red” nearly blew over fully loaded just from the side wind. We even saw

lord. I’m not joking, I think they got 10 years. They know how to cook down there too.

a truck’s trailer blown over and the coppers had a hell of a time just standing there! You don’t have to do South America on an Adventure bike, but it does open up more places to see, like the Carrera Austral, a 1200km route along Chile’s Route 7. We had a great day meandering along; small villages, sheep, goats, llamas and their cousins guanacos (look it up if you want to know about them) are everywhere. We stayed in a beautiful hunting lodge listening to the overnight rain. Lovely, but in the morning the road was mud and the poor pillion in a million had to slosh through on foot because I couldn’t ride it two-up. Then we were scrambling up a rocky mountain pass before heading down to a lake where we caught a ferry. Not much room, so I had to sit on a beer

Asado, slow-cooked lamb, is something else. A whole lamb is pegged to a stake and cooked over coals for hours. I’ve seen dogs standing around drooling as these get cooked. The meat just melts off the bone. That, with a yard of spicy sausage. Yum. Bike travellers plan their ride to be in the southernmost town, Ushuaia, around Christmas. That’s party time. Mulled hot red wine, beers and asados — the place is jumping with bike riders and some fourwheeled adventure rigs, usually Germans who love to travel like us. It’s the few weeks of summer they have down there so it’s the best time. I can remember lolling around on the grass after a big feed, getting sunburnt and then riding back to our digs as snowflakes started to fall down the main

keg. Mate, their beer’s good too, one even kicks like a mule at about 13 per cent! There’s no doubt some of Chile and Argentina looks like Switzerland, with big lakes, snow-capped mountains and even houses that look suspiciously like German Schlosses. We even found a bookshop selling Mein Kampf! No doubt there are some left-overs from the last big skirmish hanging out down there. Maybe that’s where they inherited their beer-brewing skills from. There’s a lot to see: ancient caves where bones of prehistoric animals like the Mylodon have been found beside ancient campfire ashes. You’ll be riding along in a desert, crest a hill and see icebergs floating in an inlet. You’ll ride into a national park around a bend

street. You can ride to the most southern point through yet another national park past where the ships head out to Antarctica. It’s the last unspoilt continent, a oncein-a-lifetime trip, so leave the bike at the campground or hostel and get yourself a ticket. You can hire all the warm gear you’ll need from local shops and get seasick tablets, because the ride across the Drake Passage can be rough, with seas higher than some of those motocross jumps. The wildlife, ice, snow and land-based outposts you’ll visit are really something else. Watching the ship’s bow carve through the ice pack and seeing a seal pop up to have a look, or penguins

Ushuaia – snow on the mo untains, even at Christmas.

hanging around, gets you right back to nature. Cruising through the small icebergs in

Malargue to Chile.

"…SCRATCHING HARD AND FAST UP WHAT SEEMED LIKE NEVER-ENDING SWITCHBACKS…" a zodiac gets you right up close and personal. The one regret I have is that I couldn’t get the bike onto the seventh continent. I’ve ridden them all except that one. I couldn’t do that so I decided to have a swim down there just because you can as long as they have doctors on standby. I tell you, it was short and there was plenty of room in the budgie smugglers afterwards! I came out not being able to feel my legs and talk about being blue. Ah well, great memories, better than hanging around with these COVID Blues! I’m off to make the pillion in a million a caipirinha or two for old time’s sake.

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ARR TRAVEL

GIPPSLAND

GIDDY UP GIPPSLAND Like Rumplestiltskin waking from a COVID coma, Victorians are ready to rock and roll. And what better place to restart our road riding repertoire than Gippsland WORDS: RODERICK EIME PHOTOS: RODERICK EIME, CES DESOUZA, PETER WASHINGTON

he Gippsland region stretches from Melbourne’s eastern outskirts all the way to the state border with New South Wales in Victoria’s far east. This extensive and diverse geographical area is renowned for its natural beauty with hundreds of kilometres of spectacular coastline, picturesque rivers and lakes, forests and even snowfields. And as if especially catering to riders, there is the Great Alpine Road. Gippsland is quite the package. Years ago I had made a rash promise to return to the Star Hotel in the glorious former mining village of Walhalla after first visiting there 10 years ago. Owner and manager, Michael Leaney, with his partner Russell, rebuilt the old hotel to faithfully recreate the pub that once stood on the spot back in the day, creating a gorgeous, boutique establishment that has become the central feature of the historic township. Helping me with the route was local motorsport competitor and organiser, Peter Washington, who knows the roads well.

OFF INTO THE WEST GIPPSLAND HINTERLAND Astride a brand-new Suzuki V-Strom 1050 and a Triumph Tiger 850 Sport, our minor odyssey began from the verdant ‘burbs of the Yarra Ranges. Kicked off with an exhilarating overture via Noojee and Peter’s playground, Mt Baw Baw, it lapsed into a wet and windy affair with a trepidatious, low-light leg along the rocky South Face Road. The twisty, serpentine roads on the C426 between Icy Creek and Baw Baw Village will test even the most ardent road riders. Narrow, tight and often damp, these gnarly roads should be approached with caution at any time of the day in all conditions. No wonder Peter stages his Targa-style competitions here. “The road is a real thrill to ride or drive, in both directions. Anyone who uses it on a regular basis knows how challenging it is, especially when there is traffic going both ways,” Peter reminded me. Wet and weary, we arrived and installed ourselves in the warmth of the Star’s convivial sitting room, supplemented

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The former gold-mining village of Walhalla in Autumn splendour (Visit Gippsland)

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Reach for the Sky: Great Alpine Road near Mt Hotham

by some Tennessee whiskey. I encourage those with time for further exploration of Walhalla to take a tour of the old haunted Long Tunnel mines or a ride along the restored railway to Thompson’s Corner. Even a simple stroll along the town’s heritage main street is a most pleasant affair.

SETTING COURSE FOR CENTRAL GIPPSLAND We awoke to a suitably misty morning, a cloak of wispy fog adorning the valley. Heading south towards Erica on the C481, we rode a mix of secondary tarmac and unsealed roads towards our lunch stop at the Maffra Community Sports Club, an ideal destination for hungry riders looking for hearty replenishment

itte at the dinky Dargo Store It’s all smiles from Jodie and Brig

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The unsealed Cowwarr-Walhalla Road was the early highlight. Well graded on a hard base, it’s easiest enough if you ride within your comfort zone, although keep an eye out for wildlife. Our objective was the outpost of Dargo, taking us north along the scenic C601 which runs out of Bairnsdale, making an exciting loop we would complete on the following day. Traffic was typically light — but don’t get complacent because logging trucks are busy throughout this region and can be a bit, er … impatient. We took the C494 out of Stratford, but you might find the Stockdale Road offers a bit more adventure. Either way, you meet the C601 (Bairnsdale-Dargo Rd) after a blast along Beverley’s Road, about 10 clicks south of the Mitchell River National Park. Dargo is a delightful hamlet, blissfully remote from pretty much everywhere. We checked in to comfy cabins at the Dargo River Inn, ideal for a travelling group of road riders. There are also rustic log cabins behind the pub where we found a bunch of Bavarian brumbies also enjoying the high country revelry. “Oh, that High Country Road is deadly,” one of the lads told us as he packed gear into his monstrous GS, making me wonder what tribulations awaited us. After a yummy but simple breakfast at the Dargo Store, we set out on this “deadly” track. Okay, it’s hard and rocky and requires a bit of care, but neither the V-Strom nor Tiger complained. Perhaps the fact that most of our heavy kit was following with Les and Ces in our low-key AWD support vehicle — a Porsche Panamerica — made it easier than the big BMers packed as high as Marco Polo’s camel. Anyhoo… the effort was rewarded with corner after corner of fabulous heroic vistas — just don’t take your eyes off the road or you’ll find it’s a LONG way down! We rejoined the tarmac (B500) south of the Mt Hotham summit and met the stream of traffic arriving from Bright. Bikes of all description, SUVs, sports cars and even

GIPPSLAND

ARR TRAVEL

NO.21 DREDGER Australia has a fixat ion for big things an d this jigger takes This big digger du the cake. g coal out of Mor w ell for nearly 70 ye ars.

HIGHLIGHTS & PHOTO OPPS

GE NOOJEE TRESTLE BRID for more than l bridge hasn’ t seen a train This magnificent timber rai rail in the inder of the importance of rem a as s nd sta t bu , ars 60 ye wood. me shit you can build with early days — and the aweso

UT t to DANNY’S LOOKO stop and tip your ha to ve ha u yo , AR G dly local RACV At 1700m on the Cavedon, the frien ny an D r te af ed m Danny, na s. agent from the 1970

GIPPSLAND VEH ICLE COLLECTIO N Cars, bikes, gift sh op — and the kettle is always on. Not a big collection of bi kes, but one worth y of your attention nonetheless. Be su re to check our Ar chie’s Garage and the huge model ca r collection.

caravans were all on some sort of alpine pilgrimage. The smooth, sweeping, undulating bitumen provided a giddy rollercoaster of a ride that couldn’t help but elicit a wide grin under the helmet. We stopped and chatted with some fellow riders at Danny’s Lookout (1700m), one of whom tells me his name is Danny and he comes up every year on a

EASING INTO EAST GIPPSLAND

ride with mates. I declared him a winner and presented him with a back issue of this revered publication.

Our descent to sea level was on the famous Great Alpine Road (GAR); we stopped occasionally to investigate local

Onward to Omeo via Dinner Plain, where lunch at the sublime Art Deco Golden Age Hotel is a must. We grabbed alfresco seats in the balmy sunshine and waved pompously to the many bikes ambling past in search of replenishment of one sort or another.

AUSTRALIAN ROAD RIDER | 43

ARR TRAVEL

GIPPSLAND

wineries and breweries, but alas most are yet to get the memo “COVID restrictions lifted” and remain closed. I signalled the team to pull over at Ensay to do a door knock at the winery. Fortunately, owner David Coy was receptive to my entreaties and sold me a bottle of excellent estategrown red as he unpacked the shopping. The GAR deserves its reputation as one of the country’s foremost riding roads. In either direction, it beckons to be challenged. Sweeping, rolling curves, well signposted and a predictable surface make it a joy to ride. The Tiger’s lusty

Be warned. Treat these roads with respect.

triple fairly purred with delight as I accelerated between corners, Peter easily pacing me on the bigger V-Strom. By the time the salt air hit our nostrils, we’d dropped more than 1600m, but not in some thrill-ride plummet.

in the world. No bikes, unfortunately, but no self-respecting

It’s a gentle approach, like a glider lining up a runway from

petrolhead can pass this shrine without paying homage to our domestic manufacturing history. Well done Neil Joiner

100km out. We arrived exhilarated at the seaside holiday town of Lakes Entrance and checked in to the Central

and his dedicated team of volunteers. Our final leg took us through the towering redgums

Hotel. Even for midweek the place was busy; power couple Alison and Tyson Murphy run it and have been flat out

around Fumina (C465), a route clearly popular with local bikers. We grafted ourselves onto the tail of a phalanx of

since Christmas. “I’d love to chat guys, but we’re fully booked tonight,” said Alison as she hurried off, loaded with

swift runners as they weaved a path through these carbonbased skyscrapers. A fitting send-off indeed.

entrees. It’s great to see hospitality back in the swing.

MORE INFORMATION

ON THE HOME RUN

Throughout the region, you’ll find many local information

With the bulk of our road trip complete, we set aside some time to visit two significant motoring museums on the otherwise unremarkable leg back to Melbourne. We revisited Maffra to stop by the Gippsland Vehicle Collection, housed in the old vegetable dehydrating factory built during WWII. Inside it’s packed with Australian motoring history with rotating displays that reflect the evolution of Australian-built vehicles, an era now sadly passed. A small but noteworthy display of motorcycles includes such gems as a 1929 Douglas and a 1923 Velocette. There is also an entire gallery devoted to model cars. I forget how many times I blurted out, “I had one of those!”

offices full of ideas and intel on what to do and where to go in Gippsland. For an overview of visitor attractions and activities in all of Gippsland, visit the official website at www.visitgippsland.com.au Star Hotel: www.starhotel.com.au Dargo River Inn: www.dargoriverinn.com.au Walhalla: www.visitwalhalla.com Ensay winery: www.ensaywinery.com.au Lakes Entrance, Central Hotel: www.centralhotel.com.au Maffra, Gippsland Vehicle Collection: www.gippslandvehiclecollection.org.au Trafalgar, www.trafalgarholdenmuseum.com.au

The second was the most impressive Holden museum at Trafalgar, housed in the former butter factory and with enough of the Aussie icons to challenge the National Motor Museum’s claim of the biggest collection of Holdens

Disclaimer: The writer was grateful for assistance received from Visit Gippsland and his ever-suffering mates, Peter, Les and Ces. ARR

The Star Hotel at Walhalla

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Be rewarded with glorious views on the road to Dargo

TRIUMPH TIGER 850 SPORT

ON TOUR

EASY TIGER BY: RODERICK EIME

he 850 Sport is Triumph’s new entry-level Adventure bike with pared-back trickery. It’s aimed squarely at people like me who would never consider one of the higher-priced, high-tech new Tiger 900s; I’d never use all the riding modes, rider aids and fancy tech, so I wouldn’t buy it. The Tiger 850 Sport, on the other hand, offers rain and road riding modes, traction control and ABS. For any big bike designed to take average riders on dirt roads, I’d say this is the new minimum spec — tech to help prevent crashes. I used traction control and ABS on all the unsealed sections, but more confident riders might

“road” and “rain” in a variety of conditions to find your own sweet spot. The ergonomics offer a relaxed riding position, comfortable all day, while the screen, although small, is perfectly functional and adjustable with a simple single action. The silky-smooth, liquid-cooled, 12-valve, DOHC, inline three-cylinder is the same 888cc triple found in the fuller-spec’d 900s, just detuned slightly. But don’t be put off by that. Racing all the way up to Mt Hotham and back to sea level gave me plenty of opportunity to test the flexibility of the engine, which revs freely through the six-speed

Similarly, the handling is ideal for someone easing into Adventure bikes but who doesn’t want to feel like they’re riding an oversized scooter. Within legal speeds, you won’t have any trouble keeping up with your mates on their bigger clumsy machines and may even find you’re more nimble over the rough stuff. The Triumph Tiger 850 Sport starts at $17,890 (Ride Away). You’ll need to budget an extra $2630 for the full luggage kit although options exist for panniers and bags from a few hundred bucks. There are other options available too, like sump guard, radiator protector, side bars etc. For full specifications and a complete

choose to experiment with and without. Similarly, you might experiment with

gearbox and delivers its 62.5kW (84hp) and 82Nm evenly from low down.

list of options and features, see www.triumphmotorcycles.com.au ARR

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ON TOUR

SUZUKI V-STROM 1050XT

V-STROM ON TOUR BY: RODERICK EIME

n issue #157, Phil James tested the new V-Strom 1050XT and came away pretty impressed, so I was very pleased when Suzuki offered to loan me one for my strop around Gippsland. The thing I remember about my first experience aboard Suzuki’s stalwart middleweight Adventure bikes is how easy they were to ride in both the 650 and 1000 guise. Relatively uncomplicated compared to the big Bavarian machines, they appealed to my simpler needs. The venerable V-Strom has been around for almost 20 years and the 90-degree, DOHC, 8-valve V-twin engine for nearly 25. The bike has been an undisputed sales success and has built a huge core following

undeniably pleasant to ride across a wide range of road conditions. For the sort of touring most Australians do most of the time, the V-Strom is excellent. I was impressed with the way it handled both the bitumen and unsealed roads we traversed, and the riding position is really comfortable at back-road and highway speeds. Riding the big 1050 still retains all the feel of the original and the ample power and torque are always there when you need it. The engine works better with some revs as it sounds a bit rattly at the lower end, so don’t be afraid to wind it out. That said, the new “Low RPM Assist” feature will help riders make fewer embarrassing stalls while

space for a passenger, and there are many luggage options for the touring rider, too. There’s both aluminium or plastic luggage offered, and surprisingly there’s not much difference in price, so choose the style that suits you best; a three-case set-up is priced from $2398. The aluminium offers strength and top-loading design; the plastic is a neater fit and more convenient in the motel room. Priced at $20,990 ride away, there’s a lot to like about the V-Strom XT. If you’re planning to get super-serious in the dirt it might be worth looking at all the hightech options from the (mainly) European manufacturers, but some of those can run out to twice the price of a V-Strom. I’d prefer

among riders who are attracted to a no-fuss machine that gets the job done and is

manoeuvring around the car park. It’s a bike built for two, with lots of

to spend that money exploring the country in nice motels and on good wheels. ARR

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T R IP L E T HE A DVA N TAGE

Triple-powered 660cc performance. Class-leading technology. An agile and precise chassis. LAMs Approved. Experience the all-new Triumph Trident 660, with its conﬁdent, sporty poise and low seat height for an unforgettable ride. Style meets substance in one exciting package - The all-new Trident 660. Pure fun guaranteed. triumphmotorcycles.com.au/motorcycles/roadsters/trident

ROAD RIDER TEST

2021 YAMAHA TRICITY 300 SCOOTER

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TWO WHEELS GOOD, THREE WHEELS BETTER? Over the last decade or so we’ve seen numerous threewheeled leaning scooters, because they make sense… BY: PHIL JAMES | PHOTOGRAPHY: NIGEL PATERSON/SUPPLIED

otorcyclists like leaning over in corners, in part because it counteracts all the forces trying to make you go straight — in a car the vehicle always feels like

you’re fighting it to turn. A bike, when leaned over, will just keep going around in circles. So will the new Yamaha Tricity 300, a trike that behaves like a scooter. The available traction of a motorcycle is limited to the very small contact patch of a pair of tyres, so crashes due to a loss of grip, especially in the wet, are common compared to cars. Scooter manufacturers know this and realised the best way to increase grip is with more rubber. Adding a third wheel not only increases the amount of rubber, it also separates the contact patch, increasing stability and grip. For many people, the danger of two wheels is outweighed by the joy and convenience of two, so that’s why we have three-wheeled leaning scooters.

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ROAD RIDER TEST

2021 YAMAHA TRICITY 300 SCOOTER

Whereas the 847cc Niken competes in the motorcycle sport touring segment, the Tricity competes against all other forms of urban transport. Apart from the multi-wheel Ackerman front end (where the inside wheel doesn’t turn the same amount as the outside, preventing slippage), they have little in common. Many will dismiss the Tricity (and other threewheelers) as weird anomalies. Lots of people find the “look” a bit challenging, but if you can see past that there is some interesting stuff going on for deeper thinkers to consider. Understanding Tricity’s design objectives is key, and it’s constructive to consider what it isn’t, before considering what its designers intended it to be. It’s designed to be fun on a back road or cream the opposition in a traffic light getaway, and it isn’t meant to dazzle the coffee shop crowd with its “rugged” or “go

What its designers were aiming for is a supremely well-adapted urban conveyance. The quintessential, drama-free, A to B device. Better than a bus, cheaper than a car. Does it succeed? In the urban GP, scooters have their advantages. They’re ruthlessly efficient at cutting through congestion and usually park right at the destination. As a bonus, chucking the helmet and jacket under the seat allows reversion from biker to normal human in an instant. All good reasons for owning one. However, except for a couple of maxi-scooters, they all have one big flaw — terrible weight distribution. Scooter packaging places convenience above performance and there’s a price to pay. The easy step over height and under-seat storage is made possible by the use of a “swinging engine”. The engine and swingarm are one unsprung structure. Consequently, they are tail-heavy, with poor grip, so the rear isn’t good at tracking a rough surface. In urban conditions this is manageable, but there’s not much in reserve to deal with less-than-perfect surfaces.

fast” good looks. Buyers looking for these things should look elsewhere.

The other consequence of tail heaviness is the reduced weight on the front wheel. It’s ok on a smooth

"BETTER THAN A BUS, CHEAPER THAN A CAR"

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2021 YAMAHA TRICITY 300 SCOOTER

ROAD RIDER TEST

dry road, but if conditions are slippery or rough, scooter front ends quickly become scary. Think wet roundabouts… this is the issue the Tricity seeks to address, and it succeeds brilliantly, producing front grip exceeding the best motorbike.

FEATURES The Tricity shares much of its DNA with the XMAX 300 scooter, which is smart — it’s a good scooter. The Tricity and XMAX both share the same long-stroke, 292cc single engine designed specifically for scooter duties. Mid-range torque is strong, giving the feel of a larger engine, and it’s tuned for fuel efficiency at the speed limit rather than maximum acceleration at a gazillion rpm. Also in common with the XMAX is generous underseat storage, which is very long but not very deep.

This button, operated by your left foreﬁnger, locks the leaning front end. It unlocks automatically as you move off.

This space is accessed using the keyless fob. There’s plenty of room for helmets, groceries or jackets. The word convenient again comes to mind. The dash is large, easy to read and contains everything the average scooter rider would want to know. A switch located on the right switch block toggles through information such as ambient temp, odometer functions and traction control status. The LCD display looks a little low rent compared to the latest TFT designs, but most owners won’t care. Unlike the XMAX, the suspension completely fills the void beneath the front fairing. Consequently, there’s no room for any storage, which is unfortunate. There is a power socket. Phone charging must be done either in the rider’s pocket, or by running a lead under the seat (or by attaching a mount). The fob-style keyless arrangement to open the seat, access the fuel cap and start the bike saves time. However, there’s a learning curve. Initially, one forgets to turn the bike off after putting one’s helmet under the seat. This triggers a beep, beep “key not in proximity” alarm as one walks away. This happened about 15 times before Pavlov conditioning rewired my brain. ABS and traction control are included. The traction control can be switched off. That’s mostly a bad idea, but it’s nice to have the option in extremely slippery conditions — such as where excessive TC intervention prevents any forward progress at all, places such as a steep, wet, pebblecrete drive or wet clay. A combined braking system has been fitted with the left-side lever acting on both the rear and front brakes. The right side actives the front only. One tricky feature the Tricity has is the ability to lock the front suspension when stationary. This allows the rider to lift both feet off the ground, making traffic light time just that little bit easier. There’s a small disc and electric calliper under the dash. Activation is by a button on the left switch block. As the speed approaches zero, a light in the dash illuminates, advising the brake can be engaged. It automatically disengages as the scooter moves off the mark. Using this feature does require some skill. The front suspension doesn’t lock solid — it can move a few degrees either way before it hits a limit. This is most

Two front wheels offers a lot more front-end grip and conﬁdence.

With a remote fob standard, just turn the ignition on and ride. There’s also a power socket to charge your devices.

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2021 YAMAHA TRICITY 300 SCOOTER

likely to provide some latitude for ground slope and rider positioning. Initially, it’s best to wait till the scooter stops, put the feet down, and lock the suspension before placing feet back on the floorboards. After a while, one becomes adept at engaging the suspension brake as one stops. Once mastered, the rider’s feet only leave footboards when manoeuvring. Very convenient. The front suspension arrangement allows quick wheel removal for tyre changes. Simply undo three bolts and the wheel is off. Cleverly, it separates from the brake disc, which isn’t disturbed. Smart thinking Yamaha. Changing the rear tyre on the Tricity (like most scooters) is fiddly.

RIDING THE TRICITY It’s a relatively large machine. Despite its 237kg wet weight, it’s easy to handle in most situations. However, reversing it uphill while on the seat is best avoided (like most 200kg-plus machines). Taking an extra moment to consider this when parking is rewarded with an easier exit. When reaching for the ground, riders will notice the Tricity is a bit obese (a consequence of useful under-seat storage), however cut-outs in the floorboards make it manageable. All in all, it’s pretty easy to manoeuvre. The steering has a completely natural motorcycle feel to it. The additional grip can be felt, especially when turning downhill or off-camber. There’s no acclimatisation required except resetting the brain to use the extra grip on offer. That happens quickly. The Ackerman front suspension does bring the front wheels close to the rider and foot room is a bit tight. The rider’s legs are pushed further back than would be ideal. A fix for this would be fitting bars that place handgrips 20/30mm closer to the rider, moving him/her further back on the seat and opening the knee angle. Unfortunately, this is something best done by the factory.

Twin fork legs for each wheel and a single disc brake on each.

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"…IT WILL DO A U-TURN FASTER THAN A PREMIER OPENING A STATE BORDER" Potential owners should note that this issue may jump out during a test ride. However (and just to be clear), although the ergonomics aren’t perfect, they’re not awful either; most riders will learn to cope. One thing we did notice was that despite its utilitarian function, it has a very strong road presence. Three-wheelers are still rare enough to stand out in the crowd. They may illicit looks of bewilderment rather than envy from other road users, but getting noticed is safety 101 and a good thing. The Blue Core engine is surprisingly effective at pushing the Tricity’s weight. Acceleration up to 80km/h is brisk, after that it becomes leisurely. Importantly, its traffic light launch is sufficient to demoralise the tin tops. Highway speeds are handled with aplomb. The engine will smoothly and effortlessly cruise at 110km/h all day. Yamaha’s claim it can escape from the city has legs. However, a 292cc/237kg package has its limits. Overtaking at highway speeds does require some time. On the other side of the coin, the fuel economy was a standout. Real-world riding during the test delivered 3.2l/100km. Scooter riders generally place a priority on this, and the Tricity delivers. If the Tricity was being assessed as a motorcycle, they’d be some issues relating to the barbell weight

distribution — it’s the complete opposite of mass centralisation. At commuting speeds and highway cruising it’s not a problem. If the intrepid commuter does have a moment of irrational exuberance, the Tricity feels unhappy long before it gets to its stability limit — a limit which in scooter terms is quite high. Despite its weight and length, the Tricity is extremely agile in a tight situation. The small turning circle and low speed stability allow it to cut through a series of obstacles

SPECIFICATIONS

very effectively, and it will do a U-turn faster than a Premier opening a state border. As it’s no wider than

2021 YAMAHA TRICITY 300

other maxi scooters; it’s an effective lane filtering device

ENGINE

as well. These traits matter in the urban environment. In this landscape, the Tricity shines as it cuts the time it

Type: Liquid-cooled, 4-stroke, SOHC, 4-valve,

takes to get around and generally makes life easier. As stated above, it will whizz along on the highway

Capacity: 292cc

with no trouble, the fairing doing an excellent job of cocooning the rider. Compared to a motorcycle the

Compression ratio: 10.9:1

ride isn’t great, with harshness coming through the seat on roads that aren’t super smooth.

Ignition: TCI

Like most scooters, the rear shocks are of the “low performance” variety. Yamaha has correctly identified that most scooter riders just don’t care; they’d rather a lower sticker price than a decent set of shocks. However, the engineer in me questions why a sophisticated scooter that retains an unsprung swinging engine wouldn’t warrant better rear damping. Consequently, those who do want to move from conservative commuter riding to something a bit zestier will find the brilliant front end magnifies the rear’s deficiencies. The brakes are good, but a little bit different. Many riders are conditioned to do hard braking with the right hand (correct on motorcycles and most scooters). On the Tricity, this results in only moderate retardation despite a high lever pressure. Most of the braking is done by the left-side lever acting on all three discs. Maximum braking is achieved by squeezing both levers equally. The double front contact patches deliver an impressively short stopping distance and it’s a strong argument for this machine. It was noted the ABS takes a little while to recover and reapply full brake force if it activates. ARR would suggest owners practise a few crash stops (where it’s safe to do so) and familiarise themselves with its full capability.

single cylinder Bore x stroke: 70 x 75.9mm Fuel system: Fuel Injection

PERFORMANCE Claimed maximum power: Not given Claimed maximum torque: Not given TRANSMISSION Type: V-Belt Automatic Final drive: Gear Clutch: Not applicable CHASSIS AND RUNNING GEAR Chassis: Steel backbone type Swingarm: Aluminium Front suspension: Telescopic 100mm travel Rear suspension: Unit swingarm 84mm travel Front brakes: Hydraulic dual discs, 267mm diameter with ABS Rear brake: Single disc, 267mm diameter with ABS Tyres: Front: 120/70-14M/C 55P, Rear: 140/70-14M/C 62P ELECTRONIC RIDER AIDS Brake control (ABS): Yes Engine power modes: No Traction control: On and off selectable DIMENSIONS AND CAPACITIES

CONCLUSION

Rake: Not given

The three-wheeled Tricity ticks all the scooter boxes and ticks them well. The additional cost compared to a twowheeled scooter buys a machine significantly safer in many situations, with no particular downside getting that benefit. Its agility in the city was unexpected and unlike many scooters, it’s not scared of the open road. Doing an overnight run along the Great Ocean Road (with its smooth surface and slow caravans) is entirely within its capabilities. At ARR we see the Tricity as a capable, convenient conveyance. It fulfils its design brief and succeeds in

Trail: Not given

being a good urban mobility solution … with a bit of fun thrown in. Captain Sensible in fancy dress as it were… ARR

Test bike supplied by: Yamaha Australia

Claimed dry weight: Not Given Claimed wet weight: 237kg Ground clearance: 130mm Seat height: 795mm Wheelbase: 1595mm Fuel capacity: 13L ETCETERA Price: $12,299 ride away Colour: Nimbus Grey Warranty: 2 years, unlimited kilometres

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2021 KAWASAKI NINJA ZX-14R

ROAD RIDER TEST

HEAVYWEIGHT SPORTS Like a heavyweight champion, Kawasaki’s Ninja ZX-14R is big, strong, tough and fast

BY: PHIL JAMES | PHOTOGRAPHY: NIGEL PATERSON

good boxer understands power and speed are simply brutal without control, so the biggest Ninja has an aluminium monocoque frame, Öhlins rear shock and big Brembo brakes — and it’s the only bike in its class to have such high-level standard equipment. And just like a heavyweight boxer, the ZX-14R can only fully let loose and explore all its performance under strictly controlled conditions. For the motorcyclist this means you’ll rarely get the chance to explore its near-300km/h potential. Of course there’s a lot more to a good sportsbike than its top speed, though. Here at Australian Road Rider we went looking for the practical sportsbike built into the rocketship exterior…

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2021 KAWASAKI NINJA ZX-14R

THE DETAILS It’s one of the oldest platforms in Kawasaki’s catalogue, but despite that, it’s still a very impressive machine. It has the largest inline four (1441cc) currently on offer from any manufacturer. It’s an advanced, highcompression DOHC design not relying solely on its huge capacity for performance. There are 200 stronglegged horses at 10,000rpm and nearly 160Nm of torque at a much lower 7500rpm. This Power Station sits in a monocoque frame unique to this bike. The 269kg wet weight sounds heavy, but as far as 1450cc motorcycles go, it’s light. Aftermarket mufflers would probably drop that by 10kg. Considering the size of the bike, the wheelbase is

This is an interesting set of stats that suggest ballistic top speed, huge grunt, planted feel and reasonable agility. The ZX-14R has a premium Öhlins TTX39 shock to complement its fully adjustable front end. The Brembo brake package is similar to the one fitted to the ZX-10R using M50 radial callipers. These two upgrades significantly lift the bike above earlier incarnations (although the Brembo/Öhlins ZX-14Rs have been available for a few years now and are currently the only version offered in Australia). Electronic rider support is basic by today’s standards, but sufficient to be competitive. There is three-level traction control (what a good idea…) and it can be disengaged (mostly a bad idea…). Additionally, two

a commendably short 1480mm (roughly 30mm longer than a Supersport bike).

power modes are provided. Riders can choose reduced power with less-aggressive throttle map, or full power.

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2021 KAWASAKI NINJA ZX-14R

ROAD RIDER TEST

Wet or dry then. Using different combinations of traction control and power modes gives six options to suit the riding situation. ABS is included but cruise control isn’t. That would require ride by wire, and the ZX-14R is yet to receive this.

RIDING THE BIG GIRL As one approaches the ZX-14R, one is struck by the styling; photos don’t convey its intimidating presence. From the front, it glares at you like an angry bull elephant, daring you to come closer. Even the huge mufflers fit the theme. On the road, it stands out and the tin-tops take note. The riding position is towards the “sport” end of the spectrum. Although it’s less extreme than a Supersport

Easily adjusted front forks.

bike, there is still weight on the wrists. The rider does get some support from screen airflow at highway speeds. Notably, this bike wasn’t designed for fatigue-inducing Australian speed limits. The whole aerodynamic package works much better at 130km/h than the 110km/h limit we have (Territorians excluded). Consequently, longer rides may be a problem for some with the OEM bar setup. It’s not a deal breaker, as ARR has been told by owners that $150 bar risers mitigate this.

WHAT WE'D DO TO THE BIKE IF WE OWNED IT

As it comes, the ZX-14R does have some touring ability, and relative to most sportsbikes, it’s good. Relative to a proper touring bike, it’s not. If long days in the saddle are contemplated, most will ﬁnd the afternoons a bit of an endurance test. Fortunately, spending roughly $1000 can improve this a lot. It won’t become a GTR, but it will work. From the aftermarket: A set of bar risers (such as HeliBars) will reduce wrist, back and neck strain. Grip warmers (such as Oxford) will make cold-weather riding a lot better. Most of the good bike roads in Vic and NSW are at 1000m elevation, so if it’s not high summer, it’s cold. Even if it is, it can still be cold. From the Kawasaki accessory catalogue: We’d suggest the centre stand, top box and touring screen. The centre stand will make chain oiling easy. As a bonus, it reduces the bike’s footprint in the owner’s garage. The top box is easily accessed on the road and waterproof, giving peace of mind on a rainy day. The touring screen reduces fatigue and keeps the rider warmer. For summer just reinstall the OEM screen — it’s a 10-minute job. ARR would also like to commend Kawasaki on its very affordable (unlike some) accessories. These additions won’t impact the ZX-14R’s performance at Australian speeds. However, as fatigue and joint pain will be reduced, “after ride” pub time will be much better. That’s important.

An Öhlins rear shock with remote preload adjuster helps make the Ninja ZX-14R one of the best handling big sportsbikes available.

"…BALLISTIC TOP SPEED, HUGE GRUNT, PLANTED FEEL…" The bike’s girth is slim…ish, unlike some other large four-cylinder sport tourers from the past. This, and the reasonable seat height, mean getting feet on the ground is easy. It’s a still big bike to manoeuvre and it can get away if the unexpected happens. That said, it’s easier to manage than a 250kg adventure bike. Smaller riders will need to be alert, not alarmed. A quick press of the starter button and the engine fires immediately, quickly settling into a smooth, quiet idle, just like every UJM since 1969. The power lurking beneath is well hidden — the neighbours will never know it’s a Porsche killer. The first impression of the bike is one of refinement. The ride, brakes, engine and gear change are supersmooth. It exudes a feel of quality that equals the best bikes on the market. Nice. This is no doubt a benefit of the long production run, each year model being slightly slicker than its predecessor.

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ROAD RIDER TEST

2021 KAWASAKI NINJA ZX-14R

COMPETITION

Suzuki Hayabusa, $27,690 ride away A huge 2022 update for the Hayabusa and the new model will be with us mid-year. More tech and revised ergonomics, but a higher price and the Ninja’s suspension is better, at least on paper.

"PHOTOS DON’T CONVEY ITS INTIMIDATING PRESENCE" Kawasaki claims the ZX-14R is the “king of sportsbikes” as opposed to the “king of Supersport bikes”. It’s a claim with credibility — with T&Cs: It rewards good riding technique. When poor technique is deployed, it may become unwieldy. Here’s why. Two specs define the way the ZX-14R steers and rides. The 269kg wet weight, and the 1480mm wheelbase. On tight corners these make the bike resist turn in. Its mass wants to go straight ahead, and the longish wheelbase (relative to a Supersport) increases the steering effort. Consequently, there can be an ocean liner effect when trying to turn quickly. As with all high-mass bikes, the front tyre can handle either high brake loads or high cornering loads, but the more there is of one… the less it can do of the other. Best to avoid coming into corners too hot! Fortunately, that isn’t the end of the story. The ZX does fall into a corner pretty easily when the hard braking is done before tipping the bike, followed by light trail braking towards the apex. It’s important to keep the front fork compressed and the steering

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KTM Super Duke GT, $31,695 ride away A high-performance V-twin, KTM’s offering is more comfortable, more “tourable” but nowhere near as fast as the Ninja.

Kawasaki Ninja H2 SX, $31,000 ride away Kawasaki’s Supercharged sports-tourer can do everything the ZX-14R can do, with panniers. A less-aggressive riding position with similar weight and horsepower. A lot more tech and a lot more dollars.

geometry steep. An early transition off the brakes and onto a light throttle is best before the apex. After the apex, progressively wind it on… and hang on! Ridden this way, it’s quite agile, confidence inspiring and very, very quick. The ocean liner is transformed into a jet boat. On the road, the ZX-14R will effortlessly match or exceed the pace of anything else out there.

THE CHASSIS The suspension is a big part of the ZX-14R’s character. This kind of muscle needs stability and control. The quality suspension delivers in this regard, with the bonus of surprising comfort. The ride would be best described as “just firm enough to keep the bike stable”. This is ideal, as the teeth-rattling hardness of a Supersport would be unhelpful and is unnecessary. The mass helps the suspension work by providing a good sprung to unsprung weight ratio. Consequently, the tyre can better track the road imperfections and good grip is achieved. The shock and fork can be tuned between soft and hard to suit personal preference (the clickers do something). Pleasingly, the OEM setting is a good balance between the extremes, so much so that many owners won’t deviate from factory settings. My setting was on the softish side to better cope with my light weight and bumpy local roads. This gave a compliant ride (just short of plush) with no wallow. Not many bikes achieve this without fancy electronic control. Well done, Kawasaki!

Switchblocks are functional and designed well.

Radially-mounted Brembo brakes gripping big discs provide heaps of stopping power.

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ROAD RIDER TEST

2021 KAWASAKI NINJA ZX-14R

"IT WILL SUIT SKILLED SPORT RIDERS, WHO FIND 1000cc SUPERSPORT BIKES SMALL…"

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ROAD RIDER TEST

2021 KAWASAKI NINJA ZX-14R

THE ENGINE The engine promises big performance and the reality matches the expectation. It’s not manic top-end acceleration like a ZX-10R superbike; rather, it’s smooth, effortless and relentless right through the rev range. It feels like there are megawatts, not kilowatts under the tank. If it were any type of vehicle other than a motorcycle, this would indeed be the case! All this grunt makes for a very safe overtaking experience as it’s done in the absolute minimum time and distance. Even more impressive is how it performs within the speed limit. Most bikes at this level just want to go. 60km/h is a continual exercise in self-control. It’s like trying to give up smoking… while holding a packet of cigarettes. Not fun and making it diabolically difficult to keep a licence. The Ninja ZX-14R isn’t like that. It just purrs along, beautifully fuelled and happy as Larry. There’s no hint that at any time it can throw down its pen and clipboard, pull out its minigun… and blow the hell out of everything around it. The two power modes are closely related, with only a marginal drop in the L mode. It might be useful for a long day in the rain, otherwise full power is fine. With traction control, turn it up for earlier intervention if serious “edge-of-the-tyre” riding is contemplated. Better to lose drive than high side.

addition, the braided lines, M 50 radial calipers and thick 5.5mm discs ensure its a super-premium package. The disks are large but not as large as ZX-10R discs (310 as opposed to 330mm). This is a good “real-world” compromise between easy tip-in and ultimate brake power. The ZX-10R must cope with repeated 280km/h braking duels in a race — an unlikely scenario on the ZX-14. The result is an impressive brake, suiting the bike beautifully. Riders will appreciate the power (but not too much power) available, and high level of “feel”. Hard stops are easy, uneventful affairs. Unless they’re not…

BITS

THE BRAKES

The hydraulic clutch is light and the gearbox very slick. The seat is all-day comfortable. The mirrors fold but don’t have a detent lock position. If they’re folded, riders must fiddle to return them to the right place. The headlights are good (as you’d expect) and the fold-out luggage hooks under the seat are a great idea. Given this bike provides little speed sensation below 110km/h, it needs a digital speed reading. The 280km/h dial is hard to read as it’s covered in small numbers. One way to manage it is to be on high alert once the needle goes past 10 o’clock. Stuff will be happening quickly. The monocoque frame and complex fairing do impact labour costs at the major service (42,000km). ARR recommends getting a dealer to do these; they

The Brembo front master cylinder is individually tuned at the factory to eliminate play in the lever stroke. In

will have experience with the bike and will be more efficient, minimising expense.

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SPECIFICATIONS

WHO SHOULD BUY THE ZX-14R? While this bike doesn’t have broad appeal (it’s just too extreme), it will be perfect for some. It will suit

2021 KAWASAKI ZX-14R

skilled sport riders who find 1000cc Supersport bikes small and cramped. It also works as a long-distance

ENGINE Type: Liquid-cooled, 4-stroke, DOHC, 4-valve, 4-cylinder

sports-tourer (with emphasis on the word sport). Riders looking for serious performance combined

Capacity: 1441cc Bore x stroke: 84 x 65mm

with a need to lug a pillion and gear will be drawn to it. For day rides, the occasional overnight ride and

Compression ratio: 12.3:1 Fuel system: Fuel injection, 4 x 44mm throttle bodies

once-a-year pilgrimage to Phillip Island, it will work well.

Ignition: Digital

Those attracted to performance at a value price will be interested. The punch it offers for $24k, combined with

PERFORMANCE

tank-like durability, is hard to beat. If well serviced, it will last for decades and hundreds of thousands of kilometres.

Claimed maximum power: 200PS (147.2kW) at 10,000rpm. 210PS with ram air

Why? Because it’s got a Japanese engine pulling motorcycle weight…

Claimed maximum torque: 158.2NM at 7500rpm

Owners won’t have the worry of a new model coming out either. Kawasaki might refresh it at some

TRANSMISSION Type: 6-speed

stage — the new Hayabusa is coming, the most notable

Final drive: Chain

competition — but a new bike will cost more, potentially thousands more.

Clutch: Wet multiplate, back-torque limiting

CONCLUSION Kawasaki’s claim about the ZX-14R’s user-friendliness does stack up. It supplies litre Superbike acceleration, relative comfort and practicality. This is further improved with a few affordable accessories (see breakout). Despite a relative lack of electronic rider aids, it’s still a relevant and competitive motorcycle. It’s very much a bike for the highly experience and mature rider. And I really do mean mature, not old — someone with the experience and knowledge of when to twist that throttle hard, because while the Ninja ZX-14R does many things well, mostly it’s fast… damn fast… The level of thrust is epic. In the right place, it provides a euro supercar-exceeding experience… at a peanuts price. Those with the need should talk to their local Kawasaki dealer. Then buy a ticket to a track… with a long straight. ARR

CHASSIS AND RUNNING GEAR Chassis: Aluminium monocoque Swingarm: Aluminium Front suspension: 43mm Telescopic upside-down fork, compression, rebound, spring preload adjustment, top-out springs 117m travel Rear suspension: (Uni-track link suspension), Öhlins shock with compression, rebound and remote hydraulic preload adjustment Front brakes: Semi-floating dual discs, 310mm, Brembo four-piston Monoblock radial-mount callipers, ABS Rear brake: Single disc, 250mm, opposed twin-piston calliper, ABS Tyres: Front: 120/70ZR17 (58W); rear: 190/50ZR17M/C (73W) ELECTRONIC RIDER AIDS Brake control (ABS): Yes Engine power modes: Two modes Traction control: Three modes and off DIMENSIONS AND CAPACITIES Rake: Not given Trail: Not given Claimed dry weight: Not given Claimed wet weight: 269kg Ground clearance: 125mm Seat height: 800mm Wheelbase: 1480mm Fuel capacity: 22L ETCETERA Price: $24,098 (NSW ride away) Colours: Pearl Storm Gray with Metallic Diablo Black Test bike supplied by: Kawasaki Australia Warranty: 2 years, unlimited kilometres

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GUIDING THROUGH THE BALKANS

The Balkans through the eyes of a motorcycle tour guide — four countries, four cultures, with ever-changing roads, scenery and cuisine… STORY BY: MATEVŽ HRIBAR | PHOTOS: MATEVŽ HRIBAR & ADRIATIC MOTO TOURS ARCHIVE

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TOUR: THE BALKANS WITH ADRIATIC MOTO TOURS

ARR TRAVEL

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ARR TRAVEL

TOUR: THE BALKANS WITH ADRIATIC MOTO TOURS

taly is one of the world’s most popular motorcycle touring destinations and not just because it’s the home of Ducati, Moto Guzzi and other famous manufacturers. The countryside, mountains and coast are spectacular and the riding is fantastic. It’s also crowded, heavily policed, and getting more and more expensive to experience… but it borders the Balkans, a melting pot of different cultures and religions. A region where a few kilometres can make a huge difference in the landscape. The countries on the Balkan Peninsula (which is

Macedonia, as well as Croatia, Serbia, and Slovenia — although the borders of the Balkans are not completely clear. Imagine a land at the intersection of the Mediterranean, the Alps and the Adriatic, at the crossroad of different cultures and religions and incredible diversity of landscape, roads, culture, history and cuisine. The Balkans offers a diversity that adventure seekers are dreaming of. I’m from Slovenia, a country that was first to declare independence from the former Yugoslavia in 1991, when I was six. In the years to come, I remember how my parents were saddened watching the news about shooting and bombing locations that were just a few hours’ drive away. I realised what was really happening much later in 2009, when I joined a magnificent ride through Serbia, Montenegro and Bosnia and Herzegovina, accompanied by foreign motorcycle journalists. I can still remember that when the conversation touched on nations, religions, borders or war, an unpleasant tension was felt around the dinner table, even though we were great riding buddies. Riding through the region evoked mixed feelings as

opposite Italy on the Adriatic Sea) are Albania, Bosnia and Herzegovina, Bulgaria, Kosovo, Montenegro and

we passed destroyed buildings, saw tears in the eyes of a young local tourist guide, and noticed the majority of the

EDITOR’S NOTE: Adriatic Moto Tours invited Road Rider’s editor to join a tour and review the experience, but COVID-19 shut that down in 2020, so here’s what you can expect from the perspective of a local and tour guide…

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ARR TRAVEL

"…THE BALKANS REMAINS VERY MUCH UNSPOILED" Balkan peninsula was frozen in time for the duration of the war, while neighbouring countries were developing at supersonic speed… the countries didn’t evolve like they should have or could have at the turn of the millennium. There’s an upside to this, of course. The Balkans remains very much unspoiled. I’ve explored the area from different perspectives: as a journalist and photographer, a guide and support van driver for Adriatic Moto Tours and lastly, as a tourist, choosing different ways of travelling — from hitchhiking, driving around in an old VW campervan, riding a brand-new BMW GS or sailing on a small sailboat. This time, I will take you on a motorcycle ride. Welcome to the journey behind the handlebar!

LJUBLJANA, A PERFECT STARTING POINT We’ll start in the northeastern part of the Balkan Peninsula, in a country that was a part of Yugoslavia and is today a neighbour to Italy, Austria, Hungary and Croatia. Welcome to our beloved Slovenia! The capital city Ljubljana (which means beloved) is also home to Adriatic Moto Tours, a company I’ve been working for for the last eight years. I could write about Slovenia for the entire length of this article, despite it being a tiny country; it has a population of only two million with around 300,000 living in the charming capital. I’m happy and proud to be living in a country where getting to the Alps takes only an hour’s ride northeast. An hour’s ride southwest and you can jump into the Adriatic Sea. At about the same distance there’s Croatia, our southern neighbour, well known for the spectacular Adriatic coast and numerous islands, but it offers much more than that. For example, Plitvice Lakes National Park is an amazing spot in southeastern Croatia that we visit on the first riding day of our 15-day Beautiful Balkans Adventure guided motorcycle tour, right after leaving Slovenia behind. The 16 lakes are connected with several waterfalls and streams, surrounded by green forests. “How come there are no fences around the wooden walking paths? That’s dangerous!” comments one of our guests from the US. It’s because they want to keep it as pristine as possible. If you pay attention, you’ll see they don’t even remove fallen trees and bushes and somehow, even though more than one million tourists come to see it every year, they’ve managed to keep it wonderful, almost intact.

NEW DAY, NEW COUNTRY, OR THREE On the second riding day, the scenery changes soon after leaving the national park and crossing to Bosnia and Herzegovina. In the blink of an eye you’re not in

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"YOU KNOW YOU’RE IN BOSNIA WHEN YOU CAN SPEND THREE HOURS DRINKING THE SAME COFFEE" Europe anymore. Well, you didn’t leave the continent, but by leaving Croatia you left the European Union and entered Bosnia and Herzegovina. The country is divided into two entities: Federation of Bosnia and Herzegovina and the Republika Srpska — which are politically autonomous to an extent — as well as the Brčko District, which is jointly administered by both. Complicated? Wait until you hear about disorders in its government (we’ll best leave that alone) or religious divisions: according to Wikipedia, 51 per cent is Moslem, 30 per cent Orthodox and 15 per cent Catholic. Politically things are (still) complicated, but we (Slovenes) are exempt as we were not directly involved in the disputes with any of these nations and we are therefore warmly welcomed everywhere. Bosnians are some of the kindest and most hospitable people I’ve met. You know that you’re in Bosnia when you can spend three hours drinking the same coffee. They like to enjoy moments and take time. For coffee. For their guests. For making “burek’’, a traditional juicy

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ARR TRAVEL

BIKES AND GEAR

If you’re thinking about joining any of the AMT tours in the Balkans, which run entirely on paved roads, an all-rounder like the R1250GS or similar bike is probably the best option. I wouldn’t pick a super sportsbike for that ride, even though you’ll probably meet a couple of them on the Adriatic Coastal Road. If you’re not driven by the power and you’re not riding two up, a smaller-capacity bike (700 or 650cm3) is completely ﬁne (and fun) around here. Don’t forget: riding a motorcycle is a great way to explore the area and it’s the rider who makes the difference and experiences the joy. It’s good to carry a tyre repair kit (if you’re accompanied by one of our guides, he’ll take care of it). Choose riding gear with removable layers (warm with summer gloves) and you should keep an extra rain suit in your top case. The temperatures in Durmitor National Park can fall to zero in early spring (we’ve had snow in May!), while on the coast it can be 30+C.

pie with meat or cottage cheese or potato or whatever they decide to put in it — and they are all fantastic. Our third day (well the morning part of the ride) is relatively fast, with soft-edged hills surrounding the surprisingly good road with not much traffic. On this day we usually take a longer detour over the mountains to see the scenic Rama Lakes and the Canyon of Neretva River, and after a pretty long day we arrive in Sarajevo, the capital of Bosnia and Herzegovina, just before dark. We always stay two nights there. The half-day guided city tour reveals a perspective of the Yugoslav war in the 1990s, bringing tears and laughter to your cheeks. In the afternoon it’s time to take a stroll through the streets with an unexpected oriental feel, where the smell of fresh coffee and grill (the Bosnian “čevapčiči”, small grilled minced meat sausages, are incredible) is mixed with prayers emanating from minarets and ringing bells of orthodox and Catholic cathedrals. The vibe of Sarajevo and its people is inspiring and brings a rush of joy. After another day on the winding roads in the wilds of the eastern side of Bosnia we spend a night in the town of Mostar. The word “most” means bridge and the city of Mostar (Most-ar) was named after its Ottoman-era bridge, made of stone. Unfortunately, it had to be made twice! After it stood for 427 years it was destroyed in 1993 during the Croat-Bosnian (Yugoslav) war. In 2004, both sides of the town were connected again with the exact same stones, found deep in Neretva River running under the famous bridge.

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ADRIATIC MOTO TOURS IN THE BALKANS

With 17 years of experiences in the Balkans, Adriatic Moto Tours offers four different guided tours in the area: a 15-day Beautiful Balkans Adventure, a shorter Adriatic Riviera Tour (nine days) and a longer (Balkans and Adriatic Explorer, 18 days) version of it. They all start and end in Ljubljana, Slovenia. For more adventurous riders there’s another tour starting in Belgrade in Serbia, Intriguing Southeast Europe, that’ll take you through Serbia, Bulgaria, Macedonia, Albania, Kosovo and Montenegro. There are three basic options for a rider to choose from: you can RENT a bike (24/7 road assistance included) and explore the area on your own; or you can get the SELFGUIDED package that includes a bike, a pre-set navigation device, a detailed marked map, a booklet with useful information and the booking of all the hotels on the way; or a third option that’s a full-service GUIDED TOUR including everything mentioned above AND two guides — one on a motorcycle and the other in the support van, making sure your luggage will be waiting for you in your hotel room.

MONTENEGRO: MOUNTAIN RIDING! The last part of the ride in southern Bosnia is less mountainous and usually much warmer before we enter Montenegro, the neighbouring country to the east and one of the ex-Yugoslav republics, and start a climb to the Durmitor National Park. Now that’s a hell of a journey! After following the 12.5km-long Piva Lake in a valley so narrow the road is carved into both sides of a steep canyon, you turn on an even narrower and very twisty road that climbs all the way up to almost 2000m above the sea. Words can’t describe how gorgeous this place is. If you like mountains, think about AMT’s 18-day Balkans and Adriatic Explorer Tour that has an extra rest day in Žabljak, a small town in Durmitor Plato in the heart of Durmitor National Park, and the highest town in the Balkans. For dinner, expect to have something that you saw eating grass on endless pastures… sheep cheese and lamb, traditionally cooked “under the bell”, covered with charcoal. The country is known for its strong red wine, Vranac, but if you prefer a beer, just order the one from a well-known brewery in Nikšič, a town located south of Durmitor. What goes up must come down — I’m referring to the altitude. Coming down from Durmitor National Park, we drop from almost 1500m to sea level. In the morning we ride through the Tara River Canyon, one

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TOUR: THE BALKANS WITH ADRIATIC MOTO TOURS

of the deepest canyons in Europe, and after lunch we arrive at the spectacular Kotor Bay, where everyone is amazed by the 28km-long fjord surrounded by two massifs of the Dinaric Alps. I can honestly say that these two roads, the one climbing up to Durmitor National Park and the one riding down towards Kotor bay, should not be missed. At this point we leave the mountains (and meat)

ARR TRAVEL

"RIDING THE SUPERB ADRIATIC COASTAL HIGHWAY IS PURE POETRY…"

behind and turn northwest, heading back to Croatia

Montenegro are great, but nothing beats a well-paved

and the Adriatic coast (yes, seafood time!).

twisty road along the ocean and countless islands (actually there are 1246 of them if you count every

SAVE THE BEST FOR LAST: ADRIATIC AT ITS BEST!

single reef) on your left and mountains on your right. Meet the one and only Adriatic coastal highway, made

If you’re a Game of Thrones fan, you’ve surely heard of Dubrovnik. The TV series made the city famous

in the ’50s and ’60s to connect the coastal towns of Croatia, Bosnia and Montenegro. Should you ask a

worldwide, even though it didn’t really need it… It’s a fortified old town known for maritime trading, wealth

rider, he’ll say this road was made for us, the riders. We leave the road briefly to take the ferry to lush green

and effective diplomacy, particularly in the 15th and

Hvar, where we spend two nights on the “sunny island”;

16th centuries. Somehow, Dubrovnik managed to survive all the wars, except the latest one in the ’90s,

when there you’ll probably want to buy a house among the vineyards or olive trees, a small fishing boat and just

when the town was bombed from the hill above. Dubrovnik was rebuilt and today it’s on a must-visit list of travellers from all continents. Again, we’re spending two nights in this historic and romantic city, but riding wise, the best is yet to come. Long sweepers in Bosnia and twisted hairpins in

forget about the rest of the world! The next overnight stop on the Adriatic coast is Zadar, an old coastal Venetian town best known for its beautiful sunsets (according to Alfred Hitchcock). Before or after (or both) dinner we sit by the unique Sea Organ, listening to the music made by the waves, and try to be at peace with ourselves, knowing the adventure has almost finished. But guess what? Our next and last riding day from Zadar back to Slovenia is the best. Riding the superb Adriatic coastal highway is pure poetry, and that’s putting it mildly! We end the roller-coaster ride in the town of Rovinj, on the western side of the Istrian peninsula, to experience another aspect of the Adriatic coast. The fishing town and tourist resort is officially bilingual — Croatian and Italian — which explains just a little about its rich history. Rovinj was one of the most important towns in the Republic of Venice, and the gorgeous Istrian peninsula is often referred to as the new Tuscany — including rolling hills to ride during the day and gourmet experiences in the evening. During COVID in 2020 I was in Croatia only once for a summer holiday. I miss going south and I suspect the locals miss us too. Tourism was one of the main income sources for many families, enabling them to stay and not go to western Europe for work. When the situation allows, I warmly invite you to experience the Balkans yourself to get to know the incredibly diverse and historically rich area, where local traditions still thrive alongside the recent “boom in tourism”, especially in the newly discovered Adriatic Riviera. This experience will change your perspective and enrich your knowledge while you ride some of the best and less-travelled roads in Europe. www.adriticmototours.com or follow our social channels on Facebook, Instagram and YouTube. ARR

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ROAD RIDER TEST

2021 DUCATI SCRAMBLER 1100 SPORT PRO

SERIOUS FUN Ducati’s taken the Scrambler formula and added a serious dose of sporting ability…

BY: NIGEL PATERSON | PHOTOS: JAMES, PATERSON & DUCATI

ompact, light, quick and most of all, fun. That just about sums up how I feel about the Ducati 1100 Sport Pro. Compared to many litre-plus bikes it’s compact and light — if Ducati had stuck 750cc stickers on the side I’m not sure too many people would have questioned it. The fact is, bikes are getting bigger. Not long ago an 1100 was a big, scary motorcycle, but these days even Ducati references how the new Scrambler 1100 Dark Pro has features aimed at the less-experienced rider. Yeah, I’m still getting my head around “1100cc” and “less experienced rider” … so let me get this out early: if you’re moving up from a LAMs machine, I recommend you buy an 800cc Scrambler before going to an 1100. That said, the 1100 Sport Pro is not an intimidating machine, nor is its 86hp anything particularly threatening, and having cornering ABS, Ducati Traction Control and numerous riding modes actually makes this machine not just a heap of fun to ride, but very easy to ride too.

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This Scrambler eats up city riding, cruises on the freeway comfortably and is an absolute blast to ride on twisty roads, sealed or unsealed. The Sport Pro model differs from the standard pro thanks to its matt black paint and 1100 logo on the side panels. Its equipment level is up thanks to Öhlins suspension, flat tapered ’bars and cafe racer mirrors.

THE RIDE My first ride on the Scrambler was across Sydney, from Ducati’s HQ near the CBD to Parramatta on a hot summer weekday, and it was great for taking on the urban jungle. Being naked, the bike allowed the breeze through my mesh jacket. Being compact allowed me to filter through the gaps in the traffic, the excellent grunt and brakes made the riding easy, while the Öhlins suspension made light work of the awful roads. About the only downside was the heat radiating off the upright cylinder at traffic lights, threatening to roast my thighs. I don’t remember the 800 doing this.

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From Parramatta I headed north, a little freeway travel before riding the twisty old highways home, a couple of hours away from the Big Smoke. With the Scrambler in the garage I’m thinking this is a great bike. A few days later, after a day of playing in the dirt, I’m thinking the Scrambler is bloody awesome. It’s no adventure bike, of course, but its weight, power, electronics and balance all come together to make it great fun on gravel roads. On smooth dirt surfaces it’ll slide predictably and comfortably, on bumpier surfaces the suspension coped well.

THE BIKE Ducati has been building Scramblers for over half a decade now, with a few basic platforms the basis for a bunch of different models. The 1100s are the biggest, offering the most power and capability, albeit at the highest price and weight. All the Scramblers feel small and light, with some actually designed and built to suit learners. The 1100s, despite being litre-class bikes, are also physically small

2021 DUCATI SCRAMBLER 1100 SPORT PRO

ROAD RIDER TEST

LESS SPORT — THE OTHER SCRAMBLER 1100S

There are two other 1100s in the Scrambler line-up: the 1100 Pro and the 1100 Dark Pro. The base-model 1100 Pro has higher handlebars, conventional mirrors, 45mm Marzocchi forks and a Kayaba monoshock. Ducati tell us it’s set up softer than the sport model we tested, and for most people I think that’s probably a good thing. In the body of the test I talk about how much fun the Sport is when you’re pushing it, how it copes well with different surfaces and how it’s great fun to ride aggressively. If that’s what you’re after, the Sport is the right Scrambler for you. However, I get the feeling the 1100 pro might be a better bike for most Aussies. It’s got the same power and torque, the same dimensions… but the higher handlebars and softer suspension might just make it a bit more comfortable, more pleasant to ride longer distances and a little easier to live with. Ducati promotes the Scrambler range with the line “Act the #Joyvolution!” I’m not entirely sure what that means, but I interpret it as being about fun, not about winning races, setting PBs or even beating your mates to the next cafe. Certainly that’s what I found when I tested the 800cc Icon, a machine I’d love to own for summer rides, squirting around town and just enjoying the ride. I see the 1100 Pro in the same light, just with a bit more power and two front discs. The 1100 Dark Pro is very similar to the 1100 Pro, with different colours and graphics.

"…AN ABSOLUTE BLAST TO RIDE ON TWISTY ROADS, SEALED OR UNSEALED" and light. The small and light characteristics are part of the formula, part of why Ducati promotes the bikes as being fun. And for experienced riders, the 1100s might be the most fun of all… With the 1100 Sport Pro, you get twin front Brembos, Öhlins suspension, laced wheels with fat tyres and the delightful air-cooled Ducati L-twin motor. Although the 1100s don’t make heaps more power than the 800s, it feels like they do. More grunt available at the twist of a throttle, nicer highway speed cruising, better performance two-up or overtaking. The 800s might be sweet, the 1100s are serious… Ducati offers the Scramblers in a bunch of flavours, but there’s only three 1100s. There’s the top-of-therange Sport Pro we’re testing here, the 1100 Pro and 1100 Dark Pro. The Sport Pro gets flat ’bars, bar-end mirrors, the awesome paint/graphics and the Öhlins suspension, for $2690 over the Pro. While the Öhlins rear shock isn’t a fancy one — there’s not even external compression damping available — I did find it offered a good ride over a variety of surfaces, both sealed and unsealed. The front end was the best I’ve experienced on a Scrambler, both in suspension performance but especially in braking, because the 800s only have a single front disc.

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ROAD RIDER TEST

2021 DUCATI SCRAMBLER 1100 SPORT PRO

"…AFTER A DAY OF PLAYING IN THE DIRT, I’M THINKING THE SCRAMBLER IS BLOODY AWESOME" THE ENGINE Ducati has been building its Belt Drives (two valve per cylinder air-cooled L-twins with belt-driven cams) for more than 40 years. This one, at 1079cc, is massively over square with a 98mm bore and 71.5mm stroke, so it revs a lot harder than grandpa’s Pantah, although the history and heritage are still there. Indeed, this bike is more closely related to a Pantah road bike than it is to the single-cylinder Scramblers first produced in 1962. The 1100 Scramblers produce 86hp at 7500rpm and 88.5Nm of torque at 4750. This translates to a beautiful spread of power once you’re spinning above about 3500. Below that and it could be a bit snatchy, especially if you’re lazy with the throttle. Being Euro 5, you probably won’t be surprised that riding the Sport Pro on a constant throttle had the bike feeling like it was a little starved for fuel. There’s a hesitation, what we would have once described as poor carburation, noticeable at a constant throttle. While I reckon most owners will barely notice it and won’t care even if they do, there are people who will want it remedied and it shouldn’t be too hard to tune out. The flipside is excellent fuel economy for an 1100, but that’s countered with the small tank, just 15 litres, so you’ll be looking for a servo before you’ve done 250km. The 6-speed transmission was excellent and features a hydraulic clutch with servo-assisted slipper function. Maintenance is due every 12,000km.

ELECTRONICS AND EQUIPMENT While the mechanicals might be rooted in last century, the electronics aren’t. There’s a ride-by-wire throttle controlling the 55mm throttle body, twin spark plugs per pot, three customisable riding modes, cornering ABS and traction control. The ABS is non-switchable, but you can customise the power and traction control settings for each of the three riding modes (Active, Journey and City). I set up Active to “hoon mode”, with full power, maximum throttle response and no traction control: Journey I left standard (full power with a moderate throttle response, TCS to level 3). The third, City, is designed to provide less power and more intrusive TCS. I used it in the rain… The settings are controlled through the instruments and it takes a little while to get the hang of making changes. I reckon most owners will configure the

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ROAD RIDER TEST

2021 DUCATI SCRAMBLER 1100 SPORT PRO

"…IT’S A RETURN TO THE PURITY OF MOTORCYCLING…" settings to their preference and then promptly forget how they did so; at least it’s easy to reset everything back to standard. Disappointingly you can’t simply alter something for a single ride, such as switching the traction control off. You have to modify a riding mode and change that riding mode back afterwards. As befits a city bike, the Scrambler is easy to ride in traffic, although the amount of available steering lock is disappointing. However, it’s adjustable, thanks to screwand-locknut fittings — but the standard flat ’bars would impact the tank if you tried for more clearance, which makes me wonder if the standard model might have a bit more useable lock thanks to the higher handlebars. The engine is wrapped in a steel trellis frame with double side alloy swingarm with that offset Öhlins shock. Up front are gorgeous gold Öhlins forks. The front suspension is fully adjustable, the rear for preload and rebound damping. In standard trim I found it too firm, especially on bad roads and gravel. Backing off everything really helped, massively improving comfort while also making the suspension more compliant, which assisted handling.

COMPETITION

Triumph Scrambler 1200 XC

Triumph Scrambler 1200 XC — from $22,500 Ride Away Triumph has tried to ace Ducati with its own Scrambler, which has a little more capacity, a little more power, a little more fuel capacity and a 21-inch front wheel.

BMW R nineT Scrambler — From $21,370 Ride Away A bigger twin (1170cc) with more power, more torque, more weight. Classic heritage style and lots of options.

BMW R nineT Scrambler

Yamaha XSR900SP — $15,699 Ride Away Retro styling wrapping a modern machine, the XSR doesn’t have some of the trick components but is a whole lot cheaper.

Yamaha XSR900SP

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Indian FTR — From $19,995 Ride Away Now with 17-inch wheels, this flat-track inspired but built for the street performance twin has plenty of power and torque. Good suspension, LED lighting and cruise control standard. Indian FTR

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ROAD RIDER TEST

2021 DUCATI SCRAMBLER 1100 SPORT PRO

SPECIFICATIONS

2021 DUCATI SCRAMBLER 1100 SPORT PRO ENGINE Type: L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled Capacity: 1079cc Bore x stroke: 98 x 71mm Compression ratio: 11:1 Engine Management: Electronic fuel injection, Ø55mm throttle body with full Ride by Wire (RbW) PERFORMANCE Claimed maximum power: 86hp (63kW) @ 7500rpm Claimed maximum torque: 88Nm @ 4750rpm

The forks were excellent and easy to adjust. The shock doesn’t have a remote reservoir of any sort and no compression damping, so it’s not in the same league as the premium aftermarket Öhlins, but it was still good. There are not a lot of creature comforts or convenience features; there’s an underseat USB power port, but nowhere to store your phone. That’s about it: no cruise control, heated grips, adjustable seat height, Bluetooth connectivity or drink holders. To some this will be a dealbreaker, to others it’s a return to the purity of motorcycling and a delightful lack of complexity.

WHO’S IT FOR? For the road rider looking for a motorcycle which is light, fun and not afraid of gravels roads, gutters and U-turns, the 1100 Sport Pro is perfect. City dwellers looking for bike that can do more than commute to work will love it. To me, that might make it the perfect second bike: a cruiser, tourer or sportsbike might already be in the garage, so adding a Scrambler might get you riding more often when the first bike doesn’t suit the ride. Of course, a Scrambler could be pressed into service as a tourer; it could be flung around the track at a ride day, it could chase adventure bikes up a dirt road — but it’s not perfect for any of those things. It would be fun for any of those things, though, as long as you didn’t try to get too serious. Touring in lousy weather, finding the limits of your track ability, getting too gnarly off road… you’ll quickly start to wish you were on a more specialised machine. For those who understand the limitations but still see fun rides, the 1100 Sport Pro will reward you with miles of smiles. ARR

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TRANSMISSION Type: 6-speed Final drive: Chain Clutch: Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run CHASSIS AND RUNNING GEAR Frame: Steel trellis and rear aluminium subframe. Front suspension: Öhlins fully adjustable Ø48mm USD fork Rear suspension: Öhlins monoshock, pre-load and rebound adjustable Front brakes: 2 x 320mm semi-floating discs, radially mounted Brembo Monobloc M4.32 callipers, 4-piston, axial pump with Bosch Cornering ABS as standard equipment Rear brake: 245mm disc, single piston floating calliper with Bosch Cornering ABS as standard equipment Tyres: Pirelli MT60, 18-inch front, 17-inch rear FEATURES LCD instruments, three customisable riding modes, cornering ABS, switchable traction control, LED lighting and Daytime Running Light, under-seat USB charging port, bar-end mirrors. DIMENSIONS AND CAPACITIES Rake: 24.5° Trail: 111mm Claimed wet weight: 206kg Seat height: 810mm Wheelbase: 1514mm Fuel capacity: 15L ETCETERA Price: $22,990 Ride Away Colours: Matt Black Test bike supplied by: Ducati Australia, ducati.com.au Warranty: 2 years, unlimited kilometres

NEW TOP CASES TR48

TR37

1.2mm Forged Aluminium body

SIDE CASES TR47

Integrated carry handle

TR36

ACCESSORIES

Flush mounted locking system Stainless steel ﬁttings

ALUMINIUM PLATE SOLD SEPARATELY

TR IB 47 INNER BAG

TR 47

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BUSINESS REVIEW

BUTLER’S CUSTOMS

SOCIAL CUSTOMS

Starting on Facebook and ﬁnding popularity through Instagram, Butler’s Customs in Newcastle is building bikes for connected riders looking for something different…

BY: JT @CROTCHROCKETMOTORCYCLES | PHOTOGRAPHY: @ISHOOTPIX

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BUSINESS REVIEW

BUTLER’S CUSTOMS

"WORK STEADILY ROLLED IN AS WORD GOT OUT…"

little over five years ago, laid off from the mines when a downturn hit, Liam Butler, a Newcastle lad with an interest in vehicle modification and restoration, needed work and a new challenge. And so it came to pass that a new custom shop emerged… Butler’s Customs & Café Racers. With a need to feed his family and limited space to work from as he’d be starting off at home, Liam used Facebook to let punters know he could repair motorcycles and do wiring, which resulted in him getting four jobs that very evening! Work steadily rolled in as word got out that there was someone willing to do the jobs that dealers weren’t interested in, and a more suitable location was sought. After 18 months of working from home, Butler’s Customs’ first workshop was set up in a disused space alongside a cool local restaurant and drinking hole called The Edwards, in the west end of town. Set in a light industrial area, this former laundromat conveyed the right vibe and set the right scene as having just the right customers, right there “on tap”. Things were going along quite well, but after a mere two years at this location, the restaurant was due for renovations and expanded into the Butler’s Customs’ work space, so a new location was needed. Newcastle is fast becoming a cosmopolitan centre, a place with all the good things in life. It has beautiful beaches, is close to a major wine-producing region and many natural wonders, with the advantage of not suffering the congestion of larger cities. There’s a diverse range of dining establishments and bars cropping up regularly, establishing themselves in areas once considered

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BUSINESS REVIEW

BUTLER’S CUSTOMS

"…A RETRO STYLE TO HELP YOU LOOK LIKE ONE OF THE COOL KIDS" industrial, and it’s not unusual to find coffee, fashion, food and repair workshops sharing the same building. The more grunge the better! Many locals who would have worked in jobs servicing the steel and coal mining industries in the past have had to reinvent themselves to survive in an ever-changing cultural and economic landscape. For Butler’s Customs it was off to bigger premises in Belmont for a couple of years, with further growth forcing another move to the current shop in Gateshead, an industrial area just south of Newcastle. This 450sqm shop has more space, with dedicated areas for fabrication, painting and assembly, with off-street parking as well as a front counter for customers to book in. Butler’s Customs is a family-owned business, with Liam and his wife Sharna doing pretty much everything. Now with a bit more space and the workload increasing, they’ve added a full-time painter to the mix. Known for designing and making parts, the business now encompasses the world of custom cars — like the Chevy C20 pickup they did for Murray’s Brewery — leather goods and more. This way you can be assured you’re getting a true custom product. Whatever you need, they’ll make it happen for you, usually in a retro style to help you look like one of the cool kids. Butler’s Customs likes to keep in touch with customers on a regular basis via photos and videos of the vehicle being built. This way the client can follow the progress and ensure the job is to their liking. The photos and videos also form part of a catalogue of past work to show new clients the many possibilities available. Much of the work Liam gets is a result of his Instagram profile, @butlerscustomsandcaferacers, where potential customers can see the style of his creations and tap into a resource that would possibly only exist underground. This has enabled him to pick up new commissions. While I was there checking out the place for this article, he showed me a new arrival from a client… his second bike after having just had one finished (and not yet delivered). Liam is expecting to get another from this client, transported up from Victoria based on what he’d seen on Instagram and after a phone conversation! Needless to say, the word is getting out there! ARR

MORE INFORMATION

Butler’s Customs, 0421 738 298 Instagram: @butlerscustomsandcaferacers

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RIDING TO THE ARCTIC CIRCLE

FEATURE

V4s TO THE ARCTIC Take two brand-new Ducati Multistrada V4s, add studs to the tyres and head for the Arctic Circle…

BY: ALESSANDRO BROGLIA AND ALESSANDRO MOLLO | PHOTOGRAPHY: DAVIDE BOZZALLA

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FEATURE

RIDING TO THE ARCTIC CIRCLE

fter reading about the latest arrival to the Ducati family, the Multistrada V4, we came up with the idea of setting ourselves the task of putting this new machine to the test in extreme conditions… but what about in the hands of riders with little experience riding in snow? We contacted Ducati and they loved our motto, “Life begins outside your comfort zone”, and agreed the project would not only be a great test of the bikes, but would also give their engineers some important early feedback. With our wheels confirmed, we got in touch with Dainese to try to get our hands on some gear specifically designed to withstand the freezing northern temperatures, and once again we were met with an amazing response. They agreed to provide us with everything we needed.

Ducati’s staff are more like one big family than a factory crew, and lots of them turn out to see us off. The passion for Ducati isn’t limited to the fans; the staff live and breathe Italy’s most popular brand, and it shows.

CEO Claudio Domenicali, who points out the strengths of the new Multistrada V4 to us before we set off. The new bike is smooth, easy to ride and docile, seductive in its manner, comfortable and fast. As expected, when covering long distances, tiredness hits us; we’re doing long distances each day early in this adventure as we travel through Italy and Germany. However, the technology onboard the Multistrada V4 is a real game changer. Why? It’s simple. With the radaroperated adaptive cruise control you feel completely at ease, which, in the long run, means less fatigue. The same can be said for the other electronic system enabled by the rear radar, the BSD (Blind Spot Detector), which is extremely useful for signalling any vehicles travelling faster than us (especially when it’s cold, when us motorcyclists are more cautious than drivers…). The next morning we’re straight back on the motorway northbound. We encounter snow and ice, and we’re still a long way from the Arctic. We travel several kilometres with snowflakes falling onto our helmets. Dainese has us wearing its Antarctica suit; with its laminated Gore-Tex outer membrane, you’re always

By early morning we are standing beneath the iconic Ducati emblem posing for the customary photo with

protected from everything — cold, snow, rain — as it’s just like a shield, finished with neoprene reinforcements that

LEAVING FROM DUCATI HQ

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FEATURE

"…SNOWFLAKES FALLING ONTO OUR HELMETS" keep the elements out. We have special studded tyres waiting for us in Stockholm for the ice further north, but we planned to use standard tyres until we get there. Although the conditions are somewhat unfavourable, the bikes respond well: stable and always with maximum control thanks to the unexpected addition of a saddlebag tilt system. In the late afternoon we arrive at the shores of the North Sea, and from Rostock port we set sail in the direction of Sweden. The next day it’s a run from Trelleborg (yep, that’s also where the tyres come from) to Stockholm, 645km of riding on ice-covered roads. We decide to stop in a service area to consider our options: the conditions are dangerous and we don’t want to risk it. Before we even manage to put our feet on the ground, our legs go flying. The asphalt is like an ice rink. We decide to attach the emergency studs to our tyres with the hope of improving their grip on the icy roads, and we set off again. Suddenly the sun comes out: the asphalt clears, the studs begin to heat up and the rubber is in danger of overheating and pushing the studs out. We slow down, but then almost suddenly the snow comes back to keep us company again. It’s a bit like in Formula 1 when the asphalt, as it’s drying, destroys the wet tyres, but then the rain starts falling and it’s all under control again. Now as the snow starts to fall again underneath our studded tyres, we’re back on track! The DTC system, which gives you eight different levels of traction control, is perfect. It means you always have optimal control in all types of conditions, from dry and cold to wet and even snowy, whether you’re using standard tyres or even snow or studded tyres.

Exhausted, we continue in a northerly direction along minor roads for another 100km. Fortunately, a friend who lives in Kumla, not far from where we are now, had offered to host us if we ever needed help. Taking advantage of this opportunity, we head to his place. Warming our bones with a good meal and a beer, we recharge our batteries before continuing our journey north the following day. As soon as we’re up, we get back on the road and shortly reach the Stockholm Desmo Centre, where the special tyres that had been sent across from Italy a few days before are waiting for us, alongside a warm welcome party (that we particularly appreciate, given the -15°C temperatures). With our studded tyres now on (special thick studs, different to the emergency studs that we put in during yesterday’s leg), the bike feels notably different and, even with the anti-puncture

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FEATURE

RIDING TO THE ARCTIC CIRCLE

"THE ASPHALT IS LIKE AN ICE RINK"

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RIDING TO THE ARCTIC CIRCLE

FEATURE

fluid, it remains extremely agile and precise. However, we use the afternoon to get some rest. Among the various calls from family and friends in Italy, we receive one from Davide Bozzalla, a photographer and friend of ours from Turin, who offers to join us to document our adventure. Of course we accept.

NOT FAR FROM HALF WAY Our target for today is to ride around 750km north along the Gulf of Bothnia, which separates Sweden from Finland, and reach the city of Skellefteå. The road is icy but our Best Grip studs, our Pirelli Scorpion Rally tyres and the bike’s traction control system keep us riding safely, even in these adverse conditions — something that unfortunately can’t be said for the crumpled vehicles that we pass at regular intervals along the side of the road. However, not even the soaring feeling of being onboard the V4 can stifle the fear we feel when we pass the enormous timber trucks that look more like monstrous war machines than lorries. Tired but happy, we finally arrive at our hotel.

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FEATURE

RIDING TO THE ARCTIC CIRCLE

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FEATURE

RIDING TO THE ARCTIC CIRCLE

The roads in this region of the world take us through an enchanting snowy scene, broken only by the red of our Ducatis. We slowly take in the unique landscape that surrounds us and in the evening we are rewarded with a jaw-dropping display of the Northern Lights. Like every night, our bikes sleep outside; tonight the mercury drops to -31°C. The next morning, at the first push of the ignition button our V4 engines immediately come to life, despite the freezing temperatures during the night — incredible! Thanks to the practical on-board computer, we are able to monitor all settings, including tyre pressure, which we can then keep under control at all times with the use of the studs. Before the end of the morning we reach the Arctic Circle, marked by a sign on the side of the road: latitude 66°33’! We push on to the border with Norway, which is now impossible to pass through due to COVID-19 restrictions. At the end of the day, thanks to the equipment provided to us by Ferrino (sleeping bags for temperatures as low as -45°C, self-inflating air mattresses to keep us insulated from the cold, and a tent with an inner thermal layer), we are able to fully appreciate the nature that surrounds us as we set up camp in a truly magical setting. Before heading back to Italy, we make a special trip out to the Colmis Proving Ground, a set of tracks located on a frozen lake that we have all to ourselves for the day. We spend the day “playing” with our Multistradas on the icy surface, having the time of our lives while gaining first-hand experience of just how effective these controls are, giving us perfect command of the vehicle even in completely unique conditions like these. We head back towards the south — it’s time to begin the long descent home. We push on to make up time, doing a 900km-plus day despite the cold. The bikes do it without fuss, but these things are really comfortable and capable, so the riders don’t feel too bad either. We hastily cover the last 2200km along Germany’s high-speed motorways. Our heads are filled with memories, and our excitement helps to make the last two days of riding less arduous. We’re home, safe and sound. And it’s time to reflect on our journey, with our feet warm and cosy in front of the fire and our memories of the past few days fresh in our minds. We left with the idea of making it to the arctic north, of surviving an extreme adventure, but we now realise that we didn’t just survive, we lived and breathed a real, intense experience. Always below zero. We always travelled below the 0° base between -10°and -15°. The minimum temperature we travelled at was -22° and the night at the Arctic Circle got to -31°.

THE PROTAGONISTS Alessandro Broglia, 35, and Alessandro Mollo, 35, are the protagonists of this journey. Both from Turin and enduro riders, they share a passion for adventure. Broglia is used to taking long motorbike trips, but for Mollo, an experienced mountaineer and motorcyclist, it was his first long-distance adventure bike ride. ARR

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Open 7 days Powerhouse Hotel Tamworth by Rydges 250 Armidale Road, Tamworth T 02 6766 7000 powerhousemotorcyclemuseum.com.au powerhousetamworth.com.au

Rooms & Apartments Coal Bunker Bar The Workshop Kitchen 24 hour Reception | Room Service | Security Bikes can be parked adjacent to room Onsite Motorcycle Museum 248 Armidale Road, Tamworth NSW 2340 T 02 6766 7000 www.powerhousetamworth.com.au

MONTANA USA

Chris and Carmen Daly got cought out in unseasonal weather with in inaccurate forecast and found themselves riding in the snow…

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RIDING IN EXTREME CONDITIONS FEATURE

HOW TO RIDE IN SNOW Caught out in snow which wasn’t forecast can be scary… BY: CHRIS DALY

ou are not supposed to ride a motorcycle when it is snowing. Everybody knows that. It’s OK to ride after it has snowed as long as there is no ice on the road and indeed it can make for a

scenic ride. But when snow is actually dropping out of the sky? Not recommended. My wife Carmen and I have ridden when it is snowing on two occasions in the north-west US state of Montana. On the first occasion, it started snowing as we rode the 4km from our motel to the Lewis and Clark Interpretive Centre in Great Falls. Everyone said it would stop but when we came out of the museum two hours later, it was still snowing lightly and the bike was covered in several centimetres of snow. We rode very carefully back to the motel and checked in for a lay day. On the second occasion, we rode two-up for 350km through sleet and snow and lived to tell the frozen tale.

"…WE RODE TWO-UP FOR 70km THROUGH SLEET AND SNOW AND LIVED…" took the second option and headed east on US-87, which was at lower altitude and much flatter, making for a crossroads called Eddie’s Corner about 140km away. There we would turn south onto US-191 and then east on US-12 before heading south again into Billings. About 50km out of Great Falls, we noticed patches of white on the side of the road and on the surrounding hills.

As with most bad weather stories, it wasn’t supposed to snow on the day we got caught out. Rain was forecast but we expected to punch through it as we headed south-east from Great Falls to Billings, Montana. As we headed off, the rain-speckled dash on our Honda ST1300 told us it was 36 degrees Fahrenheit, which equals two degrees Centigrade. When you start out at that temperature, it can be a bit fresh, but wearing layers and a rain suit and having heated grips means you can stay comfortable until the temperature rises a bit. Even when it gets up to six degrees, you can tell yourself that it is now three times warmer than it was. As the pillion doesn’t have heated grips or a heated seat on the ST, it is colder on the back. On the mid-September day in question, the temperature hovered between zero and two degrees for most of the day of our 370km ride. We had two options to get to Billings: one was to head south on US highway 89 (US-89) over the Little Belt Mountains and then head east on US-12. We had ridden that route previously to Yellowstone National Park and although it was a great motorcycle road, the high altitude (there was

We were debating over the intercom whether it was frost or whether it may have snowed last night when the first flurries of sleet started to hit the windscreen. There wasn’t much to start with and we wondered how long this would last. Gradually, the sleet developed into sago snow and there was more of it, but I assured my wife that as long as the temperature stayed above zero, we would be fine. Ice on the road is the enemy of anyone on two wheels. The road was two lanes, with passing lanes here and there, and followed a meandering valley with low hills on either side. When the temperature started to drop I began to worry. Because the temperature was displayed in Fahrenheit, the drop was gradual at first, from 36 to 35. Zero degrees C is 32 degrees F so I thought there was still a chance we would stay above freezing and that the sago snow would stop. There were no towns or villages along the route, just undulating farming country, and every pull-off area we saw was rough gravel, which seemed to be full of large puddles of water and now lots of the white stuff. I didn’t really want to attempt a U-turn in something like that. I knew we were in trouble when the sago snow turned into the real thing. It was snowing only lightly and was now

a ski resort up there) and mountain passes meant it was best avoided in the wet with such low temperatures. Instead, we

a lot more misty. As we started to climb up the hills, the mist increased and the temperature dropped by another degree

FORECASTS…

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FEATURE RIDING IN EXTREME CONDITIONS

BELOW: Miles Davis shows his technique in sloppy conditions. RIGHT: The editor in 2010, when the world launch of the Yamaha Super Tenere got snowy - yet a dozen or so machines traversed hundreds of kilometres in appalling conditions and none of the ABS and traction control machines went down.

COPING WITH SNOW

If you’re caught out in snowy conditions, there are a few things to know in order to have a safe ride. • Virgin snow, where there are no tyre tracks left by other vehicles, is actually better to ride on than compacted snow, the stuff under the tyre tracks left by other vehicles. The compacted stuff can turn into ice from the pressure of heavy vehicles. • Try to ride down the centre, between the wheel tracks. • Treat slushy snow like you’d ride in heavy rain, but be aware black ice can hide under slush. • Take it easy and if you ﬁnd yourself having the outriggers in action (both feet sliding along beside the bike), be sure to be in as high a gear as possible, even if it means slipping the clutch — you want to avoid wheelspin. • Do your best to accelerate and slow down with the bike upright and the handlebars straight. Any lean angle or turned ’bars could see you on your side faster than you can react. • If you’re planning a ride through areas where the temperature can drop below freezing, electrically heated riding gear is highly recommended, as are deeply-grooved or Adventure bike tyres.

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voice over the intercom. The road surface was excellent and

"WHEN THE TEMPERATURE STARTED TO DROP I BEGAN TO WORRY"

I had faith in the Michelin Pilot Road GT 4 tyres to maintain traction in the wet, but the thought of ice makes you

radar showed we should be heading just to the east of the

concentrate harder than ever. You are constantly alert for the slightest indication of loss of traction.

snow and then away from it. I was wearing Andy Strapz RainOff gloves over my bike

I was taking it easy and was getting passed by cars and even semi-trailers, but thankfully traffic was very light in

gloves — they are absolutely water-proof and also keep the wind off. My wife did not have over-gloves on and although

the conditions. Who would be out on a day like this? We did not see one other bike the whole day. The temperature

she tucks her all-weather gloves between her thighs and my hips to keep her hands dry, her hands were very cold.

hit zero at about the same time that the snow increased. It

We wandered into the attached gas station where there

still wasn’t settling heavily on the road but was now thick on fence posts, in trees and on farm machinery parked

was a wide array of hunting goods and she purchased some extra-large hunting gloves that she could fit over her bike

in paddocks. There was still nowhere to pull off and I was concentrating on staying in the tyre tracks that I could see through the thin white layer on the wet road surface. Visibility was poor as it was misty and foggy, but we seemed to be travelling now on the top of the hills. About 110km out of Great Falls we saw a gas station up ahead with a small highway motel across the road. We turned into Woody’s Fuel Stop and Liquor Store and headed inside out of the cold. It was only a small gas station and the guy in there told us the snow had not been forecast (we were to hear that a lot that day) and he did not know what the weather was like further east. A young guy came

gloves. These proved to be water-proof and warm. In this part of the world, winter gear has to be very effective. If it isn’t warm enough, you can die. We headed south and thankfully the road was dry. There was thick snow on either side of the straight road and as we went through the small town of Judith Gap, we saw a large snow plough filling up at a gas station. Not a good omen. After Judith Gap, there was a wind turbine farm and snow was sitting on top of the stationary blades. The temperature was still two degrees but the stationary turbines confirmed there was no wind. We stopped at Harlowton to fill up and saw several centimetres of snow on cars and on the roof of the

in as we were having this conversation and said he had just driven from Lewiston further to the east and told us that we should clear the snow in about 15km. He reassured us that the road was not icy; but then he was driving a pick-up with wide tyres. It was nice and warm inside the gas station, but it was not big enough to hang out in so we finally dragged ourselves outside again into the cold and pushed on. After 15km of careful riding, it stopped snowing and turned to rain and then the rain stopped as well. Thank you, weather gods! It was still bitterly cold and there was snow everywhere when we arrived 20 minutes later at Eddie’s Corner, which is a gas station and attached diner. We were very cold by this stage, so we went into the warm diner and pulled off our helmets, gloves and wet-weather suits and the staff told us to put them on chairs to dry in an adjoining room used for Rotary meetings. They were very welcoming and soon had us warmed up with hot drinks and hot toast. That is why we love travelling in the US; the people are friendly and helpful throughout the country, especially in the rural areas. Other travellers and locals we spoke to in the diner were amazed that we were riding a motorcycle in weather like this and said that it had started snowing at 3am and had

gas station. It was now raining lightly again and quite misty. As we rode out of the gas station, a sign told us that “Adventure Awaits”. No thanks; we did not need any more adventures. We stopped for lunch in the little town of Ryegate where there was a bank, a gas station and a diner. We chose the diner. The last 100km into Billings was tough. There was no longer any snow but it was still only two degrees, raining on and off and foggy — and we were cold. It only warmed up to six degrees as we did the last 30km into Billings. When we walked into the hotel at 4pm, Carmen was shivering and I was worried about hypothermia. Luckily, they had hot popcorn available in the foyer and after a quick checkin, she jumped into a hot shower while I turned the room heating up to maximum. It was good to be inside at last. We have a saying that when travelling on a motorcycle, the bad days make the good days good. Today had been one such bad day and probably the longest that we had ever been so cold on a bike. Was this the worst bad weather day we had experienced? It was right up there with the stormy spring day when we were riding in eastern Texas on our way north to Arkansas and found ourselves at a Maccas near the state line with Louisiana, with a tornado

only stopped in the last hour. They said there could be more snow down at Harlowton, our next waypoint, but the

only 50km away and heading towards us. But that’s another story for another time. ARR

to 34 F, which is only one degree C. There was nowhere to pull off and stop. I reassured Carms that as the temperature was still above zero and as there were still vehicles coming the other way and that no one was flashing their lights at us, it was likely OK further on. You have to be optimistic with your pillion and ensure she cannot hear the terror in your

AUSTRALIAN ROAD RIDER | 101

The Repsol MotoGP team use carbon-ﬁbre discs for massive braking power, able to slow their race bikes from over 300km/h to a stop in sejust a few seconds.

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UNDERSTAND DISC BRAKES

FEATURE

STOPPING THE CYCLE STOP! Let’s hope you can, when required… BY: NIGEL PATERSON

he lights were green and I had a huge gap to the vehicle in front — probably four or five seconds, even doing 60km/h through suburban Sydney. One of those rare, wonderful occasions where I’d made it to the front of the flow of traffic and could get back to the office quickly. But that lack of traffic contributed to the problem, a distracted driver looking for where he wanted to be rather than where he was; he simply sailed through those traffic lights, through a bright-red light. He realised his mistake and slowed, instinct telling him to stop… directly in my path. Years of experience and a little luck worked for me; I instinctively set up and squeezed the brakes, getting as much

the front tyre. I was also using the rear, but I wasn’t concentrating on that. My pillion slid forward into me — she wasn’t expecting to be thrown forward. I was sliding up on the tank, but I wasn’t letting off that brake because I knew the slower I hit that car, the milder the injuries would be. The driver looked sideways and saw me bearing down, letting off his brakes and moving forward… I came to a stop where he had been about one second earlier. If I hadn’t braked so hard and he hadn’t moved forward, there would have been a collision. The driver was most apologetic and I was so relieved I couldn’t even feel road rage. It’s pretty easy to ignore your brakes, because we almost never need them

power into the front brake lever as I could once the weight had fully transferred to

to perform at their peak, but when we do it’s because your life is under threat.

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FEATURE

UNDERSTAND DISC BRAKES

This caliper is mounted lateral to the disc: the bolts holding it in place mount from the side. This arrangement is common on bikes which dont’ require the highest level of braking performance.

The emergency stop is something riders rarely have to do, for a bunch of reasons, and it’s also difficult (if not impossible) to practice. If you’re practising something,

the pressure to create the friction we need to stop. That friction causes heat and that heat can degrade braking performance. When overuse of brakes causes a

it’s not an emergency. In my 35-odd years as a rider, including doing courier deliveries, road racing, riding on five continents and touring extensively, I doubt if I’ve been called on to do more than a dozen of them, which is why the one above is so memorable — and that was more than 20 years ago. I was riding a Suzuki Bandit 600 that day, a bike with only reasonable brakes, but it was almost new so everything was working at peak performance and they did their job admirably.

reduction in braking performance, that’s fade. Braking performance degrades with age. As your bike gets older, your discs and pads wear, the brake fluid gets stale, you won’t be able to pull your bike up quite as well as when it was young, unless you pay attention to the maintenance required. The good news is almost all bikes can have their braking performance improved with the right equipment.

HOW THEY WORK

THE ROAD SURFACE AND TYRES

From tyres to discs to calipers to pads to hoses to master cylinders, the relatively simple idea of squeezing a nonmoving part (brake pads) onto a moving part (the disc) to slow the bike via generating friction is a very old idea, but it’s still the best method we have available today. Modern disc brakes function by the pressure at the lever squeezing hydraulic fluid through the brake hoses to the caliper, where the pressure is transferred to the caliper pistons and brake pads. Friction between the pads and the disc effectively slows the wheel. At the micro level the wearing pad will coat the disc as it wears to match the

A wet surface requires twice the distance to stop as the same surface dry. Doubling speed requires four times the stopping distance… many of the throw-away lines relating to braking are true, or close enough to be true, but short of restricting where we ride and avoiding poor weather, there’s little we can do about some things. It comes down to how well your tyre can “grip” the road: how much friction can you generate between the tyre and the bitumen. So it’s important a tyre be fresh (compounds degrade with age, exposure to UV and repeated cycles of getting hot then cold repeatedly), inflated correctly and not be worn out.

shape of the disc, creating a “transition” layer where the chemistry of the pads comes together with the physics of

The best brakes in the world won’t stop a bike if the tyres are no good.

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PADS If you’re reading this there’s a pretty good chance your motorcycle has sintered metal brake pads. Organic pads are still available and used, but are mostly found on smallcapacity, lightweight machines, although some people prefer the feel of an organic pad in some circumstances. Semi- or fully sintered pads, which use a variety of materials including metals, offer higher performance stopping and usually a longer life than organic pads, but they are harder on your discs and have more “bite”.

FEATURE

"…HE SIMPLY SAILED THROUGH THOSE TRAFFIC LIGHTS, THROUGH A BRIGHTRED LIGHT" new are probably

There’s also a range of track-only pads available,

the same ones

which offer very high grip but can be hard on discs and sometimes may not even function correctly at low

which are on it now. Riders

temperatures, so are not recommended for street bike use. Choosing just the right pads for your riding style

will change pads and

and bike can be a challenge. Australian Road Rider suggests you consider well-known brands — and be

fluids, but rarely do

aware that if a deal on the internet seems too good to be true, maybe it is.

much more. Manufacturers know this, so often

BRAKE FLUID Brake fluid is the magic stuff that transfers force into

equip bikes with the sort of brakes expected by the typical

pressure. It’s required to do this hundreds of times per ride without fail. Brake fluid needs a high boiling point, because the heat generated by stopping the bike can transfer back to the brake fluid, and if your fluid boils, it goes from liquid to gas. Liquid can’t be appreciably compressed, but gasses can, so further application of the brakes will simply compress the gas, not push the pads onto the discs. Brake fluid if also hygroscopic, meaning it absorbs water. Water has a low boiling point, so it’s easy to understand why this is bad… and why we recommend

buyer of a machine, which is why we have massive discs with big calipers fitted to many sportsbikes and much smaller, cheaper, simpler configurations on lower-priced machines. At road bike speeds the sportsbikes can be almost over-braked, while the performance of the brakes on cheap bikes can be lethargic. Have you noticed how petal or wave-shaped discs are now out of fashion? Put simply, the reduced weight seemed like a good idea, but it turns out a good circular disc works better — the only bikes we’re seeing at Australian Road Rider with wave discs are

replacing your fluid at least once a year and every time you replace your pads. Use the recommended type, usually based around what’s written on your master cylinder. These days almost all bikes use what’s called DOT 4 brake fluid. Any bike which specifies DOT 3 can use DOT 4, but DOT 5 is silicone-based fluid and shouldn’t be mixed with polyglycol-ether DOT 3 and 4 fluids. There’s little evidence any DOT 5 fluid will provide better braking performance in a street motorcycle than a good DOT 4. DOT 5 can’t be used with ABS systems. Brake fluid will damage paintwork, so clean up spills quickly.

models that haven’t been updated in a while. The larger the disc, the greater the surface area, the greater the potential stopping power. This may be a consideration when choosing a bike, but generally you can’t fit different-sized discs to your bike; the mounting points for the calipers etc would require all sorts of brackets and mounts. It’s not that it can’t be done, but is very rare these days outside of racing.

DISCS The standard discs, calipers, hoses and master cylinders on your bike when it was

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A brake disc is usually drilled to improve its ability to dissipate heat. (The idea of giving water somewhere to go in the rain is rubbish — your disc will be so hot

Buell’s trademark front brake continues to set itself apart from the opposition.

that any moisture is immediately turned to steam.) Floating discs can move sideways, allowing the caliper and pads to line up better, improving braking performance, reducing wear and resisting warping (going out of shape). Back in the old days, discs were often made from cast iron, but they would rust and look terrible, so these days we’re all running surface-hardened stainless-steel discs. The surface hardening is unlikely to be more than half a millimetre on each side of the disc; it’s not uncommon for a new disc to be 4.5mm thick with a wear limit of 4mm. The surface hardening wears out as your discs age, and if you do make it through to the core, the softer metal centre will tear up pads while braking performance suffers, so it’s false economy not to replace your discs if they are at the wear limit. Each disc will have its minimum thickness stamped on it. It’s best measured with a micrometer at various points around the disc. Also, place a metal ruler against the disc — if there are wear lines in the disc which let daylight pass, your disc should be made into a rally trophy. Choosing a new disc can be difficult; OEM (replacement units from the bike manufacturer) can be very expensive, and it’s hard to know what you’re buying if you simply search Google. I’d recommend you seek out known brands that have a reputation to protect, rather than trying to save a few bucks buying cheaply. Some non-branded discs look great, but their surface hardening can be so thin they wear out really quickly.

CALIPERS It’s the action of the brake pads against the discs that cause the bike to stop, and the pads are held in a device called a caliper. Inside the caliper is at least one piston which pushes the pad against the disc. Single-piston calipers are usually only found on the rear of bikes today. They are built in (at least) two pieces; when the fluid pushes the piston onto the pad and disc, the head of the caliper can slide, dragging the

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BASIC MAINTENANCE

Check your pads! There’s usually an angle, maybe from underneath (although it’s pretty easy to remove the calipers from the discs to have a really good look) where you can see the thickness of the pads against the discs. Most pads have a groove down their centre. When that groove is no longer visible, your pads are well and truly worn out (you’ll have around 1mm of pad thickness left; the rest will be the metal backing plate). Your pads get thinner as they wear, with brake fluid taking up the space in the system. Topping up your master cylinder will mean there’s no room for new pads, and some fluid will need to be removed before new pads can be installed. It’s a good idea to regularly inspect your master cylinders, hoses and calipers for leaks, although it’s rare you’ll ﬁnd any. Keeping an eye on the level of the fluid in the master cylinder is a good idea, but don’t top it up! If your brake fluid is getting low, it can only be because of two reasons: either your pads are wearing out or the system has a leak. It’s a good idea to replace your brake fluid at least as often as you replace your pads, a process called bleeding. It’s not particularly difficult. If you’re not keen to work on your brakes yourself, brake maintenance performed by a mechanic isn’t usually expensive.

FEATURE

UNDERSTAND DISC BRAKES

"…ALMOST ALL BIKES CAN HAVE THEIR BRAKING PERFORMANCE IMPROVED…" other pad onto the opposite side of the disc. This means one side always starts first, sometimes resulting in uneven pad wear, and because the hydraulics are only on one side, uneven pressure. We’re not fans of single-piston calipers, although it doesn’t matter for rear brakes much. Twin-piston calipers, with a piston on each side acting directly

Kawasaki Ninja ZX-14

R MY21

on each pad, generally work better. We’ve seen twin- and three-piston sliding head calipers, but they are going out of fashion in favour of

Even so, check your manual and see if it recommends

opposed-piston calipers. The twin-piston units were made to imitate four-piston calipers (see below) by

replacing the hoses; it’s probably a good idea if your bike is 10 years old or has high mileage, even if there’s

appearing, at a glance, to have four pistons — but they don’t and usually won’t have the braking performance of four-piston calipers. Allegedly combining the advantages of singlepiston calipers (low cost) with increased pad surface area compared to opposed piston calipers, twinpiston sliding head calipers are fairly rare these days, although still found on some machine. The only three-piston calipers I remember were on some Honda machines that had combined brakes; using the front brake lever applied the outer pistons at the front and the smaller inner piston at the rear, while

nothing in the manual saying it’s required. The standard hoses on most bikes use a nylon inner to carry the fluid, a mesh reinforcing layer and a synthetic “rubber” outer. Replace your hoses with anything other than OEM and you’ll likely end up with stainless-steel hoses. These often use a Teflon (aka PTFE) inner tube wrapped in a flexible stainless-steel mesh. Stainless-steel hoses resist swelling, the effects of UV and weather, heat and damage from other fluids better than rubber hoses. There are kits available from many manufacturers with everything you need to replace the brake hoses

the foot brake applied the larger pistons in the rear and smaller pistons in the front. It was a bit oddball and didn’t last into the ABS era. Although there were some six-piston calipers built, these days four-piston calipers mounted radially generally offer the highest performance. Four independent pistons seems to be the best option these days, with almost all manufacturers offering, at least on paper, much the same thing. Combine that with mounting the calipers radially — which holds the caliper in exactly the right place compared to mounting laterally — and the braking performance can be incredible. While your options for changing calipers are very limited, it’s worth keeping in mind the differences between calipers when you’re changing bikes.

of your bike. If you buy from a reputable manufacturer they will be guaranteed, street legal and of the right specification (hose lengths and diameters, the right banjos etc) to work with your bike.

BRAKE HOSES In the last decade or so, stock brake hoses have improved a lot. Older readers may remember how the old “rubber” lines would weaken, swelling badly when the brakes were applied, which meant the rider was making a hose balloon rather than increasing pressure in the caliper. You’d also see cracks in the surface on the hoses.

108 | AUSTRALIAN ROAD RIDER

Radial mounting – the caliper mounting bolts are parallel to the disc. Becoming common on sportsbikes, radial mounting offers numerous advantages including better disc to pad alignment, easier modiﬁcation to use larger discs, easier pad changes and potentially more braking power with better feel.

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FEATURE

UNDERSTAND DISC BRAKES

NEXT ISSUE: THE UPGRADE

MASTER CYLINDERS The mechanism which converts the braking pressure you put into the lever into hydraulic pressure is the master cylinder. It comprises a small piston that pushes fluid down the line when the lever is squeezed and a reservoir to hold additional fluid. As the pads wear, more fluid moves from the reservoir into the braking system. The reservoir can be integrated into the brake lever and master cylinder unit or be separate, connected via a short hose. Master cylinders aren’t commonly serviced, but it’s smart to do so. Many manufacturers offer kits of parts and seals required to freshen up the functionality of your master cylinder. Replacement third-party master cylinders are available, but usually only seen on racing machines.

ABS, C-ABS, INTEGRATED SYSTEMS AND MORE Most motorcycles have fairly simple braking systems which can be safely worked on by a competent home mechanic. However, that’s not always the case. Some bikes today are equipped with linked systems, which apply both front and rear brakes regardless of whether the hand or foot levers are applied. Others have advanced electronics incorporated for anti-lock braking systems (ABS) and now cornering ABS (C-ABS). If you’re going to work on a motorcycle equipped with such systems, make sure you have a workshop manual outlining the procedures required to do so safely and any special tools that might be required. NEXT ISSUE: The editor goes premium — new discs, pads and hoses for his FJR1300. ARR

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The editor decided to put this article together when he discovered the front discs on his Yamaha FJR1300 were at the wear limit, despite the bike only having travelled around 65,000km. “Initially I was a bit shocked and disappointed to discover my discs were getting thin after only 65,000km, but it’s a heavy bike (290kg), I ride it like an former racer (that would be hard on the front) and it was originally owned by a city dweller (who are on their brakes all the time compared to country people). “I’m also lucky enough to ride lots of different bikes all the time, so I was well-aware the braking performance of my 15-year-old touring bike wasn’t up to snuff, and therefore I should do something about it. “I started doing some research into discs, hoses pads and fluids, which has ended up with the story you see here – next issue I’ll tell the story of which gear I chose and what it was like to ﬁt – I plan to do as much work as possible myself, but if there’s any potential compromise to safety, the bike will be going to a workshop. “Pictured here are the sintered Goodridge pads which will be going in.

CHANGING PADS

On many bikes, a brake pad change can be done without even removing the calipers from the bike. It’s as simple as removing a pin or two, pushing the pistons back into the caliper (which will usually require removing the cap from the master cylinder reservoir so the fluid can move back up the system), installing the new pads, replacing the master cylinder cap and pumping the brakes to seat the pads against the discs and build up pressure. However, we recommend you do more. Unbolt your calipers so you can clean both the pistons and the disc with water, methylated spirits or brake cleaner before installing new pads, and bleed the braking system with the new pads installed. Ensure the fluid level is at the maximum level in the master cylinder, which should prevent it going below the minimum line before the pads are worn out. Check out this excellent video from Ferodo: [https://bit. ly/3b0OIr6]

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V I S I T O U R R A L LY W E B S I T E : W W W. U LY S S E S R A L LY 2 0 2 1 . C O M

ROUTE LENGTH 2.500 km (1.600 miles)

SEDDO

PLANNING THE BIG LAP BY: GEOFF SEDDON

Y HEALTH has improved to the point where I wheeled my Ducati out of the shed last week, charged the battery and hit the starter button. It’s been more than a year since I last rode it or any other bike and it was time to break the drought.

second stab it fired, one cylinder at first, then the other. Yeehar! I set it at a fast idle and lost myself in the wondrous cacophony of an air-cooled desmodromic V-twin preparing for battle. Drip. Drip. Drip. So that’s why the tank was empty. I briefly considered just going

Then I thought of Simon’s Mike Hailwood Replica catching fire in Yass all those years ago. It wasn’t leaking much either. Drip. So it’s back to dreaming about bikes for me while I work out the best way to permanently fix my fuel tank, an earlier

Nothing. The engine turned but not a flicker. No fuel! Poured in some fresh juice,

around the block — it wasn’t leaking much and the petrol would evaporate in the wind.

ambitious temporary repair proving to be just that. Luckily, there’s been much fodder

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CLASSIC TOURER

SEDDO

for dream weaving since my brother-in-law

was king, along with a modicum of weather

fuss-free shaft drive. Unbeknownst to

Stuart floated the idea a few months earlier

protection, especially from the wind.

Steve, the GT did, however, have a primary

of doing a motorcycle lap of Australia. Stuart has just turned 70, and his window

Luggage capacity was also important, as was being able to get on

chain that had stretched to the point of no return by the time he reached Broome,

of opportunity isn’t getting any wider. I could barely walk down the driveway when

and off the bike easily when it was loaded to the gunnels. We’d need a minimum fuel

roughly halfway around. Like most inline fours, the primary chain was located mid-

he suggested it, let alone ride around the country, but it was a welcome diversion. It

range of 300km, or at least the means of carrying additional fuel when the occasion

engine, which required stripping the motor to the crankshaft to replace it, a massive

would be a good excuse for each of us to buy a new(ish) bike for the purpose, Stuart

demanded. Reliability would be addressed by specifying tubeless tyres and sticking

job infinitely more expensive and timeconsuming than any number of drive chains.

said. Or at least spend a lot of quality time

to late-model bikes.

thinking and talking about what would be the best bike to take.

Muddying the waters were real-world issues like affordability and longer-term

years have been big-twin Harley-Davidsons with belt final drives — super-comfortable,

We figure two months is about right for two old blokes to do 16,000km, which is how long it took 23-year-old Winifred Wells to do it in 1953, accompanied by her father on a second bike, over mostly dirt roads. Winnie was already famous for riding solo from Perth to Sydney via Adelaide and Melbourne, and back, in just three weeks in the summer of ’51. Her bike of choice was a brand-new Royal Enfield 350 single, a thenperfect blend of reliability, practicality and fuel economy. Incredibly, you can still buy

ownership. Do I buy the best bike for the job and hope I love it afterwards? Or do I buy something I really want and make it do the job. Money no object, the obvious choice would be a new or late-model adventure bike, probably a Ducati or Triumph being the brand snob that I am, or maybe one of the smaller vertical-twin BMWs. I read the tests in ARR, they tick all the boxes. But what do you do with the blessed thing after the trip? Sit in the shed at dusk

relaxing almost and, like the R 1200 RS, not overburdened with superfluous cylinders. They also pass the shed test, most with flying colours. My only reservation, apart from the eye-watering expense, is they are heavy buggers but at least they carry their weight low and are easy to get on and off. And yes, they can sometimes catch you out when the corners tighten unexpectedly, which isn’t going to happen very often on this trip. A nice second-hand Road King would be my first choice if money really was no object,

a brand-new Royal Enfield 350 single 70 years later, so there’s one thought. Almost any bike could do it. American Frank Wheeler proved that much in 1972 when he set the first around-Australia motorcycle record — 16,572km in 21 days — on a 125cc, two-stroke Hodaka Wombat. Nor does your bike have to be new. Sunshine Coast Velocette enthusiast Stuart Hooper did a long lap — 23,000km over four months, including lots of dirt roads — just four years ago on a 1959 500cc Venom, with his wife Marsha riding pillion. I suggested to my Stuart we fit an Interstate tank to the Commando and I’ll take that. More seriously, I said, why wouldn’t I just ride the Ducati? He wasn’t sure that was a good answer either. What if the tank started leaking in Ceduna? This was supposed to be an opportunity to buy a new bike, not spend more money on ancient stuff we already owned.

and admire its beautiful lines? Well, you might. In any event, I’m not a big guy and I find adventure bikes tall and top-heavy, especially loaded up, so that’s the early favourite out of the race. More my size and style is a fully kitted BMW R 1200 RS. I went to the launch a few years ago and immediately thought it would make the ideal bike for this exact purpose, so good we could probably add Tasmania and still do our lap in half the time. It’s not too tall, has the correct number of cylinders for a relaxing ride, no pesky chain to adjust and enough luggage space for the whole family. But even second-hand they’re a lot of coin for a bike I’d otherwise use rarely. Not that the most obvious solutions are always the best. My long-time riding buddy Steve did a solo lap of Australia in 1986. He owned an ex-cop Kawasaki Z1000 at the time, a solid contender for the job apart from an appetite for drive chains and rear tyres.

but the inconvenient truth is it is. Maybe Winifred Wells was more on the money with an affordable all-rounder like a Royal Enfield. I know a few owners of 650 Interceptors who all reckon they’d be up for a leisurely lap — the bikes, not the owners — despite their laced rims and tubed tyres. Fast enough, frugal, reliable, comfortable, cheap; just add a screen, rack and soft luggage to turn your trusty daily rider into a trusty transcontinental tourer. A modern Bonneville could also be similarly equipped, even a big-tank Sportster like the shortlived Roadster. A Ducati Monster would do it on its ear, a Scrambler at a pinch. Fuel range and prices aside, all would make a fist of it and be great fun to own afterwards. In the meantime, I suggested to Stuart that we kick off our late-in-life crises with a practice lap of Tassie, in which case I would definitely ride my 900SS. If I took anything else, I’d spend every corner

Dusting off my old road tester’s hat, we made a list of important criteria. Comfort

After reading all the magazines, he traded it on a Kawasaki GT750 with all-important

wishing I hadn’t. Time to stop dreaming and get that tank fixed. ARR

My favourite touring bikes on test over the

AUSTRALIAN ROAD RIDER | 113

WHATZ NEW

YSS SUSPENSION REVIEW

SHOCKINGLY REASONABLE BY: PHIL JAMES

its products come with a two-year warranty and German TUV approval. Importantly, due to lower production cost, they’re cheaper than Euro products. I have a Kawasaki Versys 300 as my dirt touring bike. It’s an honest performer with one of the better suspension packages in an $8000 bike, but there’s room for improvement. Suspensions-R-Us sold me a model-specific YSS shock with an RRP price of $499. It’s an entry-level emulsion shock with adjustable spring preload and rebound damping. Note: on emulsion shocks, adjusting the rebound also influences the compression resistance. Although it’s called rebound adjustment, its more accurate to consider it as a soft/hard adjustment. The quality looked good and the fit was excellent, slipping straight in to replace the OEM without any issue. YSS was off to a good start. The sag (preload) setting was good and required no further adjustment. The rebound was quickly set after a run over my local bumpy

The performance of your suspension is critical to the ride experience you’ll get: handling, comfort and safety all depend on your shock absorbers

everybody has that kind of budget or rides a high-powered bike. Conventional thinking is that spending a couple of thousand dollars is

road. It was backed off to the quickest (softest) setting, then gradually wound back in until only the occasional wallow was felt. Easy. Given it’s not a fully featured shock, I was hoping for an improvement but not expecting a miracle. Interestingly, brilliant performance would be a problem as the bike would be unbalanced. The front would feel comparatively terrible. As it turned out, the YSS shock was perfect for the Versys. The ride did improve and the bike could now be better set up for load carrying, but the big gain was in rough corner stability. Tracking

and forks, but many riders don’t realise it. Put simply, if you’ve never ridden a motorcycle with well-set-up quality suspension, you don’t know what you’re missing! Most riders start out on a cheap bike, with either new or (even worse) second-hand worn suspension. When they eventually get to ride a modern largercapacity machine, they might find the suspension performance to be fantastic, but it’s generally still built to a price. Ride a bike with really goodquality suspension that has been set up for your weight and riding style and many riders never want to go back to a lesser machine. The problem is that good suspension isn’t cheap. Only premium bikes have it and often even they fall short of the best available. That’s why the aftermarket suspension industry will always be with us, catering to riders willing to pay for the gain in comfort and handling it delivers. Riders can spend between $1000 and $4000 to upgrade suspension on an expensive, high-powered bike. The trouble is, not

overcapitalising on a cheap bike, although our esteemed editor reckons a Wilbers shock and fork springs transformed his $5000 Yamaha FJR1300 into a very comfortable, good-handling, heavyweight sports-tourer, making it safer to ride fast and less fatiguing to ride all day. As it turns out there are some affordable suspension upgrades — such as replacing front fork oil with something better than the OEM fish oil supplied in budget bikes. Sometimes, quality second-hand shock/forks can be fitted. Changing springs often leads to improvement for unusually light or heavy riders. The other option is replacing components with more affordable aftermarket parts. Asian manufacturers are now bringing cheaper product to market. A quick googlefaceweb search will bring up options, but the quality and desire of manufacturers to stand behind their product is often unknown. One manufacturer who does take quality seriously is YSS. It’s a Thai manufacturer and

through potholes was noticeably better and the balance between front and back was good. Sharp bumps could still be felt, but it takes a premium shock with high-speed compression adjustment to mitigate that. It lifted the suspension to what ARR would consider par for a $15 to $18k bike. YSS also offers a fork upgrade for $450 including spring preload adjustable caps, linear springs, and progressive, tuneable damping valves. Professional installation would be roughly the cost of a fork service. That’s usually around $200 if the forks are removed from the bike. In the Versys’ case, the front isn’t too bad (especially after a fluid upgrade), and a fork kit wasn’t deemed necessary. However, on many bikes, the fork is the weak point, and fitting a kit may provide a bigger improvement than a shock. If one was looking to take the Versys chassis to its full potential, a fork kit and fully featured shock would be the answer. However, that would cost over $2k and gets away from the original aim of “what can be done on a tight budget”.

114 | AUSTRALIAN ROAD RIDER

WHATZ NEW

YSS, it seems, is a good option to upgrade OEM shocks (or as a replacement for worn units) on sub $10k bikes without over-capitalising. around $599, which would be well worth a shot if you’ve got a high-mileage machine with worn

FOUR-SEASONS RIDING WEAR

suspension. It’s also worth remembering that second-hand shocks, in good condition, sell for

Macna’s new Equator jacket features both removable thermal and waterproof layers

around 30 per cent of RRP on ePay. Selling mine for $150 when it’s no longer required would bring

zipping inside the main jacket, which features air-vent panels to create four-

the cost of the shock back to say… $350. That’s a pretty good bang for the buck in my book. In conclusion, I’m happy with the YSS shock. For

seasons riding gear. The new-for-2021

not a lot of money, it made a solid improvement to the bike’s stability and long-distance comfort.

reflectivity has it standing out like you’re wearing high-vis.

MORE INFO: Suspensions R Us —

The equator also features Safe Tech CE armour protection

suspensionsrus.com.au, 03 9786 4414 PRICES: YSS fork springs from around $159.

at shoulder and elbow, CE back protector prepared and

Rear shocks from $499. Phil bought his shock

Vision Vest prepared. The

from Suspensions R Us/.

ventilation features include air panels in chest, inlets

For bigger, heavier bikes the starting price is

design is in stylish dark grey, but hit it with a headlight bean and the Nighteye

in the arms and outlets on back. Other features include arm adjustment straps, Easy Cuff light and short pant connection zipper. AVAILABLE: Bike shops SIZES: Ladies and mens in a huge range of sizes PRICE: RRP $499.95 MORE INFO: macnaridinggear.com.au

KOVIX ALARMED HANDLEBAR LOCK Here’s a really neat alternative to disc locks: the Kovix Brake Lever Lock, with alarm. So you loop it over the brake lever and handlebar, lock it and walk away. If anyone messes with your bike, the 120dB siren will sound. They can’t push your bike away against the brakes and you can’t ride away without remembering to remove your disc lock. It’s a zinc alloy construction with a 10mm locking pin, while the alarm is automatic and all the electronics are sealed against water. The battery life is long, too. AVAILABLE: Better bike shops PRICE: $94.95 MORE INFO: proaccessories.com.au

AUSTRALIAN ROAD RIDER | 115

WHATZ NEW

POWERING INTO WINTER Say goodbye to being cold and miserable on the bike and say hello to warmth in winter Old man winter will be here soon, and that typically means putting a freeze on heading out and riding your beloved beauty for many sobering reasons: It’s just too damn cold to ride; If you do brave the elements and head out, you’ll probably dress like the Michelin Man with just as many layers, or you’ll attempt to ride on, albeit in absolute frozen misery. Sound familiar? It doesn’t have to be that way because there is a simple, brilliant option to end your horrible arctic blasts for good: electric-heated riding gear. Common and critical in other parts of the world, heated riding gear transforms the bitter bleakness of riding in winter to being able to get out and enjoy it in toasty-warm comfort. How? Imagine an electric blanket wrapped around you without restricting your movement. That, especially during a long day’s ride, is a godsend. Venture Heat’s $279 12V Deluxe Heated Motorcycle Jacket Liner allows you to comfortably and safely take on the worst of Mother Nature all day, every day. I was lucky enough to have one for last winter and it simply transformed the experience of heading out when the temperature is in the single digits. The lightweight nylon/polyester liner is slim and comfortable m manoeuvrability, so it supplements or replaces your regular jacket liner. It’s also weather-resistant and good to go in snow and rain. I preferred to leave the standard thermal jacket liner at home and use the Venture Heat unit so I could wear a jumper (good off the bike when you’ve stopped for a break), heated liner and jacket. The Deluxe Heated Motorcycle Jacket Liner is a premium heated garment for riders wanting more than a few hours of usage, because it connects directly to your bike’s 12V battery, with a lot more heating elements than any battery-powered unit. There are also subtle, built-in cables that run along the sleeve to allow any of Venture Heat’s 12V heated glove range to connect seamlessly to the one power source. Included is a battery harness and an integrated wireless handlebar-mounted remote to conveniently control three heat settings (you can also operate the jacket liner via the button on the front-left flap). Venture Heat also offers electric pant, glove and sock liners for full-body heating. — NIGEL PATERSON REVIEW UNIT: Supplied for review PRICE: $279 (free shipping in Australia) MORE INFO: Available in sizes XXS-4XL, zarkie.com.au

116 | AUSTRALIAN ROAD RIDER

FIVE WFX PRIME GTX BLACK Five’s sealed, seamless waterproof gloves The new WFX Prime GTX is Five Glove’s first heat-sealed, seamless glove for total weatherproofing. Five says the WFX is a weatherproof, warm winter glove that’s light on bulk, with Soft-Shell construction, a Gore-Tex Grip membrane and Primaloft Gold ultra-high-performance, water-repellent thermal insulation. It also offers unparalleled control sensitivity for a winter glove, with any bulk contained around the hand area and exceptional dynamic and thermal qualities so you can fearlessly face the storms and the cold. It’s easy to take a spill when the temperatures drop, so the WFX Prime features top-of-theline protective elements, such as the new Ergo Protech onepiece shell or the large panel in SuperFabric, a heavy-duty fabric that contains epoxy resin microbeads covering most of the palm zone, all the way up to the outer fingers. These elements protect you without slowing you down, since it’s crucial to have total freedom of movement in the fingers and stay alert at the controls when you ride in winter conditions. MORE INFO: Available from bike shops everywhere www.five.motonational.com.au/shop/winter/wfx-prime-gtx PRICE: RRP $249.95

See

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WHATZ NEW

ANDY STRAPZ SOCKZ Australian-made from fine merino wool just for Andy Strapz. At 60mm longer than normal socks, these are terrific all-day socks. Heels, toes and sole are reinforced and padded. Special stayup tops complete a topquality sock.

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more. The main compartment is a roll-top waterproof pouch with a smaller zippered compartment incorporated into the lid. Designed to be worn at your back, it’s small enough not to get in the way, yet allows easy access thanks to Kriega’s innovative belt tension adjuster, which sets waist tension in seconds. The pack can be easily moved around to gain access to items without the need to take off and on each time. It’s constructed from hard-wearing Hypalon / Cordura® with YKK® zips throughout.

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RETRO-STYLE WAXED COTTON Waxed cotton jackets were all the rage with touring riders for decades as they are basically waterproof (if looked after), warm, protective and comfortable. They were eclipsed by textile jackets in recent decades, but the Merlin Barton II is available for those who love the style and comfort offered by a good waxed cotton jacket. The Barton II is a shorter style featuring genuine Scottish Halley Stevensons® 12oz Silkwax fabric, zip-front vents, CE shoulder and elbow armour, lots of adjustment and YKK zippers. AVAILABLE: Bike shops COLOURS: Black & Olive PRICE: RRP $469.95 MORE INFO: merlinbikegear.com.au

118 | AUSTRALIAN ROAD RIDER

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READER’S RIDE TRIUMPH ROCKET 3R

TRIUMPH ROCKET 3R

Buying a brand-new bike and sending it for customisation before riding it is the true mark of someone who won’t settle… BY: EINAR VÍKINGUR

122 | AUSTRALIAN ROAD RIDER

TRIUMPH ROCKET 3R

READER’S RIDE

The effective Powerbronze screen.

"THE MOST SERIOUS SHORTCOMING WAS THE ABSENCE OF A REAR FENDER"

The carbon ﬁbre fender cos t a fortune but is light, goo d looking and highly effect ive.

ordered my Triumph Rocket 3R several milliseconds after I laid eyes on one. I had been waiting for it, having once owned and loved the old-model Rocket, but needed to check out the ergonomics (I am rather tall) before handing over a cheque. I already knew Triumph had allowed designers and marketers to hijack the development of the bike, and the result was that many aspects of it were form over function. In other words, some things looked wonderful but were hopeless for the world of a serious motorcyclist. I ordered my bike with practically every single option available (alarm, heated grips, single seat, pannier mounts plus panniers, quick shifter up and down, sports mirrors) and that would be the starting point. I had the bike prepared by the dealer (JCS Motorcycles here in Perth) and then delivered by truck to a most clever customiser (Bravo Resources). I did not ride it for the three months it took to do the work, and I had planned the program in detail and assembled the required parts before the bike arrived.

AUSTRALIAN ROAD RIDER | 123

READER’S RIDE TRIUMPH ROCKET 3R

"…COMICAL TORQUE AND POWER ON TAP (ACCELERATION LIKE THIS SHOULD BE ILLEGAL, SURELY)"

This tiny luggage rack takes eith er the custom-made round badge

or a luggage bag.

The most serious shortcoming was the absence of a rear fender. While that shows off the gigantic tyre, it also shovels water and crud over the rider and the bike’s innards — and soon destroys the rear light via flying grit. So I had a carbon fibre fender made, in the bagger style, radically altering the bike’s appearance to a much more balanced and integrated look as well as protecting everything. Unfortunately this was a most expensive undertaking, done by Bravo and a local boat builder, but that is an inescapable part of any original and unique work — using top-class materials and craftsmanship. I ride long distances, so I fitted a Powerbronze screen and a Powerbronze front fender extender. The available screen is ineffective and the fender is too short to protect the bike — form over function again. I have a bit of an obsession with lights and horns, so I had bought Clearwater dimmable LEDs (the stock lights are excellent, incidentally) as well as a very fancy Kuryakyn airhorn. Brackets for these items were designed and manufactured very cleverly by Bravo to locate these items exactly where I wanted them, as you can see in the pictures. As my standard day ride is about 500km, I needed a bag (carrying panniers is a bit of a drag, pardon the pun) — take a look at the photographs for our solution. We first got the right Triumph bag and we then modified it so it could be carried on a rack which did not look like a rack at all. In fact, we even made two interchangeable bags, one a little larger to give me more space on tour or when carrying extra clothing or spare gloves. My other two bikes are BMWs (K 1200 RS and K 1300 S) and they are magnificent machines. But the Rocket knocks them into a cocked hat; it is the greatest bike I have ever ridden. The obvious thing to note is the comical torque and power on tap (acceleration like this should be illegal, surely). What is not obvious is that this monster is as easy as a lamb in your hands — civilised, controlled, light and balanced, comfortable for hour after hour. Lastly, by making a few modifications (carefully thought through, flawlessly executed), my Rocket 3R looks superb and is also very practical. ARR

124 | AUSTRALIAN ROAD RIDER

This is just about my favourite item - a powerful airhorn, the most intricate bracket for which was designed and made out of polished stainless steel. It is a pity it cannot be seen! - this Kuryakyn airhorn is mounted on three engine bolts, and is tucked right out of the way. It is wired in parallel with the (pretty useless) stock horn, so I not only have a lot of noise being produced, each is a spare for the other one.

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PLEASE CALL 0423 373 470 AUSTRALIAN ROAD RIDER | 127

THAT BIKE OF YOURS

Stewart Bannister: At Fighter World Williamtown, NSW. All my favourites. - Aydon Dawson

Had to lay ‘er down. – James Booth James Moore

My new 2020 CB1000R. – Ash Chiquita

Helena Vankova

Beck Robinson

Alan Sanders

THAT BIKE OF YOURS Bec Becsta

My 2014 Triumph Thunderbird LT enjoying a pit stop in Ross, Tasmania. – Mike Bazan

My k4 GSX-R1000 at Hampden Bridge, Kangaroo Valley NSW. – Jermaine Mamo ‘Slightly’ modiﬁed SV650… – Brian Bolster Paul Davies

My 2016 Bonneville. – Keith Heslop

My MT07, I take it absolutely everywhere and it’s always just so much fun! Although I try to avoid dirt for the most part, it makes for good photos! – Cam Todd

Ran motul 10w40 5100 since moving to Aus under the advice of a very good race team engine builder. With that recommendation then its gotta be pretty good. - Carl Kitson

James Mott

Can Am Spyder RT Limited 2017 Model….beautiful day Bredbo Pancake shop ﬁrst ride in 2018. – Mark Woods

128 | AUSTRALIAN ROAD RIDER

Touring with the two loves of my life - my 2012 Suzuki GSX1250FA with 110,000km on the clock and my beautiful wife with 37 years of togetherness on the clock. – Brad Downs

THAT BIKE OF YOURS

MOTUL CARE PACK

WINNER Tara Gowen: Under The Milky Way on the mid north coast.

My 2012 Moto Guzzi Stelvio 1200. – Marty Freer My MT-07 at Catherine Hill Bay, NSW. – Michael Paic

Peter Wi

Clearing head in progress. – Lenny Ng Postie’s Deliver. – Paul Green.

BMW K 1300R.. Love it, live it, ride it, done 73,000km so far trouble free. – Peter Hambling

My 1999 Honda VFR800FI (50th Anniversary Model) – Kim Porter

WIN THIS

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 send us a pick of your shining steed and we’ll pick what we think is the best shot and comment 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: • • • •

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If you’re the winner and you haven’t already heard from us, email roadrider@umco.com.au. We’ll do the rest.

AUSTRALIAN ROAD RIDER | 129

LAST LOOK

LEANING IN BY: NIGEL PATERSON

LOOKING BACK Yamaha, Piaggio and others have been building leaning trikes for some time, but I rode one back in 1997. At the time I was assistant editor of Two Wheels magazine. I was in Perth visiting family when I met up with a bike builder who had used a Honda CX500 as a donor bike to build one of the first practical, rideable leaning trikes. Unfortunately the story appears to be lost in the mists of time; I wrote it in the Two Wheels office (I didn’t even own my own computer at the time) and I haven’t

exist in any form we’d recognise today. The photos were shot on slide film on a dreary cool day in Perth, and I’m lucky to have any. I would have thought they would have been in the Two Wheels archive (which I’ve since heard was taken to the tip after the magazine and its publisher shut up shop a few years back… criminal destruction of priceless antiquities if you ask me). Anyway, the builder of the trike had gone too far in my opinion, fully enclosing the rider — it felt less like a motorcycle and more like leaning a car,

sat inside it, like a car) which would hold the machine up off the ground if it fell over. I tested the steel bar. Getting moving felt completely weird. I can’t remember what kept it upright when stationary, but to get moving you had to accelerate and pretend it was a motorcycle — treat it like a car at low speed and it would fall over. I got the hang of it after that first faux pas and started to enjoy the experience of riding something as radical as anything I’ve ridden before or since. I have no idea what happened to the

managed to retain every copy of every magazine I worked on over the last 23 years, so I couldn’t find the printed article, either. And the bike never seems to have made it onto the internet, which certainly didn’t

which is downright weird (although in many ways it actually makes sense). He’d also had issues with people getting the hang of riding it, so he had a steel bar he could pass through the shell behind the rider’s seat (yep, you

bike or the builder, but I feel some of the ideas live on in MP3s, Tricitys and Nikens. I rode that custom build in my early 30s, an MP3 in my 40s and the Yamahas in my 50s. I might even buy one in my 60s…

LOOKING FORWARD 2020 will, of course, be remembered for being a great year for motorcycling. Many people rediscovered bikes, or found an excuse to jump on one for the first time, so the industry — from rider training schools to accessory importers to wholesalers and even the second-hand market — went a bit nuts. Sales dropped initially but rebounded quickly, and while a good year was obviously going to happen in Australia, internationally it looked like it was going to be tough for

sales declined, it was scooter and small motorcycle sales in many Asian countries that collapsed, while big-bike sales in Western countries went up. Australia, the USA and UK all rose by considerable amounts, and the manufacturers are in a position of playing catch-up having believed the pandemic would shrink the industry rather than grow it. In an effort to continue the good sales figures, the industry is planning to let you

one between February 2020 and March 2021, when Triumph launched the new Trident. That one will be in the next issue, while coming soon will be the BMW 40th Anniversary GS models and the HarleyDavidson Pan America. Also coming this year are new Yamaha MT-09s, Honda’s CMX1100, Kawasaki’s fuel-injected KLR650, Suzuki’s new Hayabusa, the Aprilia 660s… there are heaps of new, interesting bikes coming in

motorcycle manufacturers. But it didn’t turn out that way. Although overall world

know about the new bikes in the pipeline. I went to just two launches in 2020 and only

2021, so it’s a great year to be in the market for a new bike.

130 | AUSTRALIAN ROAD RIDER