Riding On 162 Autumn 2024

We pay tribute to Tom Dudley #21 LM4, a man who embodied all that the Ulysses Club represented

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Has HarleyDavidson created the ultimate touring machine?

Will the newest incarnation of Harley’s iconic Road Glide raise the stakes in the most expensive motorcycle category?

Yes, I know that is a deliberately inflammatory assertion made in full knowledge of the several excellent contenders in the category of big bore tarmac tourers.

Some of you will also surely argue the FLTRXSE is just Milwaukee finally catching up to the likes of Honda’s legendary GoldWing, Indian’s Roadmaster or BMW’s brutish K1600GTL. And if you’ve been reading my last few stories, you’ll know my leaning towards America’s favourite lump of heavy metal.

All that aside, let us try and be as objective as possible with our review of this landmark All American Tourer.

The thing that first drew me to this $64k+ machine was the introduction of the new 121ci (1977cc) Milwaukee-Eight engine with Variable Valve Timing (VVT). We all remember the fanfare back in 2018 when this clean slate power-plant in 107ci was introduced in the Softail and Touring range. It certainly has demonstrated its versatility since.

Even though the ninth generation of Harley’s stalwart “big twin” engine incorporated numerous modern enhancements, like the use of eight valves instead of four, it retained pushrod actuation and air cooling, although fan-assisted oil cooling supplements the air in top range models.

The Motor Company quietly released details of the 121ci power plant back in June 2023 as well as enhancements to the CVO Road Glide which was then slated as the debut model to feature the new unit. Despite what you may read elsewhere, the 121 VVT unit is available in the Road Glide CVO (FLTRXSE) - which was our test bike - and for 2024, the CVO Street Glide (FLHXSE). Yes, CVO Road Glide ST (FLTRXSTSE) is also listed in MY24 lineup. And I’ve confirmed all three 121-equipped models are listed on the Harley-Heaven dealer website although the ST features the extra special High Output (HO) non-VVT version tuned to produce 94kW and 193 Nm - H-D’s most powerful factory-fitted engine. Are you keeping up?

Even with the fancy new VVT, the eight valves are still pushrod activated and advanced or retarded with the camshaft timing adjusted infinitely through a potential range of 40 degrees of

crankshaft rotation (20 degrees of camshaft rotation).

The factory bulletin goes on to mention “optimized liquidcooled cylinder heads with a new cooling system and a new intake tract. A single counter-balancer is tuned to cancel undesirable vibration.”

The aforementioned “cooling system” actually involves various electric pumps and fans aiding the coolant solution which first attends to the hotter rear cylinder head, then to the front cylinder head, and then to a new fan-assisted radiator. Yes, I did notice the difference, especially when pulling up after a spot of spirited riding.

Also from my test ride and from factory press material, I can tell you other aspects of the Road Glide are enhanced for 2024.

The cylinder heads have been reworked and besides the new cooling system, combustion chambers are reshaped with oval intake ports, low-profile intake valve seats and an enhanced ‘squish band’ (look that up if you need to), which together, increase intake air velocity and tumble and accelerate combustion to improve performance and fuel economy. The compression ratio is increased to 11.4:1 from 10.2:1 and the new airbox has 50 per cent more volume than the previous ‘heavy breather’.

The distinctive Road Glide frame-mounted ‘Shark Nose’ now has a wide, single LED headlamp and “the aft edge of the new fairing relates to the fuel tank shape, and the edge of the lower portion of the fairing to the front engine cylinder.” Now I’m an average 174cm and I still found I was buffeted around at legal highway speeds although I was able to reduce that somewhat with use of the adjustable vane at top edge of the fairing.

CVO models have always offered special paint schemes and so it is for 2024 with the optional Legendary Orange (+$10k) twotone with color-matched inner fairing.

Out on the road, most of my riding was conservative and understandably cautious and after about 1000kms of both

city and country riding, I came in at 4.2l/100kms. Fuel tank capacity is almost 23 litres, so a range of 500kms can be reliably achieved with care.

This was using mostly ‘Road’ setting on the ‘Mode’ control with a mix of ‘Rain’ during the Hunter Valley storms. I did get the opportunity to explore the ‘Sport’ setting when ominous dark clouds threatened to dump their load on me as I hightailed it southward on the newly resealed Castlereagh Highway to my accommodation at the comfy Commercial Hotel in Wallerawang.

I figured there was little chance of Highway Patrol or radar in such threatening conditions, so I pushed the envelope a bit and was delighted at the handling and responsiveness of the big twin on the numerous sweeping curves and roller-coaster crests. The intervention of the VVT is not as pronounced as some automotive equivalents where it tends to ‘bite’. Instead, it’s in constant, almost imperceptible adjustment, delivering theoretically ideal timing for any given rev range and governed, not by revs, but by oil pressure. I know, right?

I know Harley-Davidson would also want me to wax lyrically about the long list of technology and infotainment features on the CVO, but space prohibits this.

Naturally a host of rider aids will assist you manhandle this near-400kg beast.

Suffice to say that the Rockford Fosgate 150W sound system will ensure everybody hears you coming, although personally I tend to equate motorcycle sound systems to ashtrays, yet clearly there is a demand for concert-level HiFi on top end Harleys. That same tech mainframe will interface with your Apple or Android phone via Bluetooth delivering music, communication and navigation on the wide, 12-inch TFT screen.

Naturally a host of rider aids will assist you manhandle this near-400kg beast.

The list includes Cornering Electronically Linked Brembo twindisc Brakes, Cornering ABS, Traction Control and Drag Torque Slip Control as well as Vehicle Hold Control and Tyre Pressure Monitoring.

For the detail obsessive, I encourage you to fire up the Google machine, put a rainy afternoon aside and search to your heart’s content.

Full details, pricing etc can be found at www.harley-davidson.com

Test bike supplied by Harley-Davidson ANZ

Roderick Eime #68221

FLINDERS RANGES

Australia is a lucky country, with a wide range of landscapes and roads to explore. One of its iconic and yet not hugely visited locations is the Flinders Ranges in South Australia. Fortunately, the tourist dollar has not overtaken it, and you still have that sense of remoteness and real outback experience. In saying that, you don’t have to ride 250-500kms between fuel and food stops and there is a variety of accommodation options on offer and, yes, you can get your latte or cappuccino fix at most locations.

about road conditions was a handy tool.

We started off staying four nights at a non-touristy working station with only a small basic shearers’ quarters, which we needed to go outside of to move between rooms, and we had the owner’s dog for company. It was raining as we approached, which made for a slippery and boggy ride along the 7km driveway to the homestead. At one point my front wheel jammed tight with mud.

The Flinders Ranges start in the south at Port Pirie 200km north of Adelaide and continue 430km north to Lake Callabonna. I will be restricting this article to the areas north of Hawker as far as Arkaroola and west towards Leigh Creek as the immense area of the Flinders Ranges is too big to give it justice in the already huge word count. In this area alone, it took Brian and me ten days to explore and there is still much we did not get to see.

Between April and October when the weather is mild and not too hot is the ideal time to visit. It is important to be prepared for all types of weather and road conditions. In our ten days, we were rugged up with thermal wear, cold and wet some days. Brian, who was following me, reported not having seen anyone lean a bike so far over as me, and travel a straight line thanks to gale-force winds in a barren stretch of road. Other days had us down to the bare minimum of rider gear with all the vents open and drinking copious amounts of fluid to avoid dehydration. This weather also had us constantly amending plans, as during the wet days on arrival, most gravel roads were closed. As it turned out, it was the wettest it had been in memory, and as a result, the greenest the locals had ever seen. From Hawker, there are only two sealed roads: the Outback Highway towards Leigh Creek and the Flinders Ranges Way to Blinman. We were lucky enough to be able to work around these challenges. Checking https://dit.sa.gov.au/OutbackRoads

The next day, due to all our planned roads being closed, we explored the station on AG bikes kindly loaned to us as our big GS’s would only damage the still soft tracks. We found an old stone hut on the Heysen trail, cows, sheep and emus, riverbeds, water holes and incredibly steep, rocky hills, with amazing views from the tops.

The next day, back on our GS’s we explored the Hawker district, including old, abandoned church/school ruins. Hawker has two basic supermarkets, one at the fuel station, a mechanic, and small part-time pharmacy. From then on, it’s only the odd tourist farming station that may supply fuel and basic supplies, except for Leigh Creek, which has the most amenities, and Wilpena Pound which has fuel, a small, basic supermarket, and a cafe. Blinman has a pub and bakery, but no fuel.

Flinders Ranges is an ADV rider’s dream, but still offers some magnificent riding and landscapes for the road rider via the Flinders Ranges Way. There is the easily accessible Arkaba Hill, Elder Range, Rawnsley, Hucks Lookouts, and Stokes Hill Lookout, which has rougher access, but is worth it. A little further north is the opportunity to explore the ruins of the Wills Historic Homestead and the Great Wall of China. This has some fun bends along the way.

The Moralana Scenic Drive along Moralana Gorge Road is a gravel road

that winds its way between the two sealed roads just north of Hawker, as it travels through the hills of Arkaba and Merna Mora Stations. When the conditions are good, it is an easy 2WD road, with care at the river crossings, but only be tempted into the Black Cap car park, a section of which is a rocky riverbed, if you are on an ADV bike or 4WD. This section is more about the scenery and journey, rather than the destination.

North of Hawker, the ride to Wilpena Pound is through pine forests, some of which had clouds of pollen floating away in the wind, and a sea of purple Patterson’s Curse on the forest floor. Turn left, and it’s a short road to Wilpena Pound, with a Parks office, accommodation, a variety of walks, an old homestead, and flights over the ranges. For the geologist, it is pure heaven. We took a flight to get a true sense of the landscape, looking down at the roads we hoped would reopen, and also did a short walk to some lookouts via the historic Wills Homestead.

The next day, we travelled to Blinman, which highlighted the importance of being weather-conscious, flexible, and planning. We decided to make a diversion for fuel down the Parachilna Gorge Road to Angorichina Tourist Village and Store before settling in at Blinman, as we suspected it would rain the next day. It did rain, with 4WD vehicles covered to the roof in mud struggling to stay on the road. That would have left us without access to fuel for days.

Blinman is an old mining town. We had a rest day visiting the tourist mine, old buildings and bakery while waiting and praying for the rain to stop.

The next morning it was still raining. A call to the Arkaroola station confirmed the road would improve as we got closer. Arkaroola is 155km of dirt road to the north. Just out of Blinman, the North Flinders Road sign stated, ‘opened for 4WD only’. We figured that between the two of us, we equated to four wheels. The rules for motorcycles were unclear. Be aware of the signs in the ranges saying ‘closed’; there are multithousand-dollar fines if you ignore them. Soon, we found the reason for the 4WD restrictions, with a stretch of boggy, sticky mud, which had us paddling along, while a 4WD with no steering traction ploughed past me from the opposite direction, leaving me helplessly stuck in the mud, praying it kept its

current trajectory only metres away. The only way to move forward was to get off the road and ride over the grass until we reached the end of the boggy section.

As promised, the road improved. It was mainly a good dirt surface, but vigilance was still required in some wet, rutted, soft patches, cattle grids, steep sections, and a multitude of dry, rocky creek crossings. During the dry and with the roads in prime condition, Arkaroola would be accessible to some non-ADV bikes with experienced/confident riders, who are comfortable with dirt, correct tyres and who use caution.

Halfway along, we stopped by a dry riverbed to enjoy our lunch in the shade of trees. It was an opportunity to listen to the peaceful breeze and bird sounds, watch the ants carry away our crumbs, and lay back to enjoy the white, fluffy clouds moving across the bright blue sky. Time slowed down, and simple events, usually unnoticed, were a highlight.

Arkaroola Station is a destination with a variety of accommodation types, but if you can, bring own food. When we were there, the advertised basic shop was winding down for the end of the season and empty. This left us with no other option but to eat in the restaurant the whole time. It was excellent dining but added an unexpected expense. There are plenty of walks and drives. Most are 4WD, with some paid tours, resident rock wallabies to observe, and astrological fun with their telescope.

Late on the first afternoon, after a very high and steep hill recovery and backtrack, we had learnt our lesson for not reading the track information provided and for the next three days we stuck to the 4WD tracks that didn’t have a high clearance rating. This equated to a hell of a lot of fun, developing my skills, exploring amazing country, visiting a multitude of water holes, dodging many kangaroos and families of Emus, and admiring some Wedge-tailed Eagles, ending the day in the pool.

We returned south via Leigh Creek along the Gammon Ranges Road. There was plenty of opportunity for highway speeds on the gravel, and many areas requiring much more caution, with dry river crossings and recently graded sections. Back

on the Outback Highway, it was pristine black top riding, with the drier west side of the ranges on our left, stopping at the infamous Prairie Hotel for lunch at Parachilna. It’s now very upmarket since it has been renovated, with even a helicopter parked out back, however, it still has maintained the variety of roadkill meats on its menu.

Further south, we turned back into the ranges on the Brachina Gorge Rd to the Flinders Ranges Way. Backtracking we moved south on Buneryoo Rd. These gravel roads can be 2WD accessible, but after rain, surface water and road conditions become a problem. Fortunately, they had just reopened to 4WD access, which allowed us in on our ADV bikes. Sections of the riverbed is the road itself, and in parts of the mountain range, the pine trees had me having to remind myself I was in the outback, not the Canadian Rockies, such was the epic nature of the landscape. The Razorback and Buneryoo Valley Lookouts are both photoworthy stops, and another chance to take in the enormity of the landscape.

For the ADV rider, our grand finale was a day riding the Skytrek Track at Willow Springs Station. It is a station that provides 80km of 4WD selfdrive/off-road track for a fee. Included is an information sheet noting points of interest on the

track. A toilet is located halfway near some picnic tables by a dry riverbed. Apart from those facilities, you must be self-reliant for the trip. It is advisable to have plenty of food and drink with you, and take either a CB radio, satellite phone, or tracking/EPIRB device, as we found we were on our own for the bulk of the day.

The track kept us on our toes, taking nearly six hours to complete. We gave the last locked and extremely technical, steep section a miss as the owners were not keen for us to take the heavy GS bikes up there, and I still had minimal ADV experience. Exhausted, we finished thoroughly blown away and satisfied from a day riding the track, following and crossing multiple rocky and sandy riverbeds, passing ochre cliffs, and looking at Aboriginal etchings, natural springs, and an old station hut and relics, riding challenging, steep ascents and descents over multiple mountain ranges, along flat red barren landscapes and lookouts with 360-degree views, including across to Wilpena Pound. It was a fitting end to 10 magnificent days in the Flinders Ranges. For those with a bit of adventure in their hearts, whether it be by 2 or 4 wheels, do a YouTube search and find some magnificent footage of this track. You will make it a bucket list item.

Holly Fields #54062

Bear Travels Oman

“Why Oman?”

That’s what I hear from practically everyone to whom I mention my most recent bike trip with Edelweiss Bike Tours. When I ask “why not?” I get a range of answers involving remoteness, strict Muslim laws, lack of tourist facilities and… just why?

The answers are very simple. First, it’s not overrun with tourists. Second, it’s very beautiful. Third, it has amazing roads - some, the tarred ones, amazingly good and some, the gravel ones, amazingly enjoyable. Fourth, and this one is a bottler, it’s only 14 and a half hours away, at least if you start in Dubai which is what Edelweiss does. For Australians that cuts out the extra five hours to get to Europe.

Seven of the nine bikes on this trip were variations on the BMW R nineT GS, with only Angela, the guide, and I on Yamaha Ténéré 700s. The Yamaha proved to be just right on those gravel roads, even if it did lack a little power on the six-lane highways that criss-cross both the UAE and Oman.

We had a bit of a transport stage on the first day, but the fun really started when we turned off towards Jebel Jais. This is one of a kind of road that makes me think that traffic planning jobs in Arabia are reserved for serious petrol heads. Oh, sure there are lots of those flat, straight roads. But all those roundabouts do provide curves, and whenever there is anything even vaguely interesting atop a mountain – or something can be built there – someone has immediately designed a brilliant riding road. The attraction on top of Jebel Jais, by the way, is the world’s longest and highest zip line. Pity the weather was bad.

Our accommodation that night was in the first of a line of fivestar international hotels. There’s not much choice because tourism infrastructure does lack a lot of good local ones.

The next day began to show us what makes Oman such a spectacular destination. You didn’t know that, did you? I certainly didn’t, I was taking a punt – but today justified it. After a run down the coast, we turn right at Al-Khaburah. We are now headed for the foothills of Oman’s mountainous spine. For the rest of the day, until we reach the web of motorways around Muscat, we play on good, tarred roads with remarkably well-surveyed curves. Ideal motorcycling.

This is a remarkably young landscape with a variety of often torturously twisted geological layers and frequent intrusions of aggregate which is being eroded again after clearly being laid

down fairly recently. I’m not a geologist, but I know spectacular mountains when I see them – even when they’re only 1000 metres high. The tallest mountain in the 700-kilometre-long Al Hajar range, Jebel Shams, tops out at all of 3000 metres but Oman’s scenery makes the most of the elevation it has.

Muscat is kind of nice but the historical part is quite small and unimpressive. After Muscat, it was pretty much motorcycle paradise, leavened with unique stops like a look at the impressive boatyard of possibly the last dhow builder in the world, a turtle reserve where the stars of the show were (sadly) having a break on the night of our visit, and the 1000 metre limestone walls of Wadi Gul, the world’s second deepest after the Grand Canyon. And riding, lots of riding on gravel and immaculate tar with carefully surveyed curves. The remaining days offered more like that, along with an overnight stay in the desert and, on our way back to Dubai, an overnight stay on top of Jebel Hafeet in the UAE. I once described the road up there as the best bike road in the world, and I still think that.

I’m happy to recommend a ride through Oman to anyone, and remember – it’s closer than most other bike destinations!

(The Bear took this tour at the invitation of Edelweiss Bike Tours, ww.edelweissbike.com.)

J Peter “The Bear” Thoeming #675

Our guide Angela leads us down a mountain road.

The coast of Oman is heavily defended by ancient castles.

Yes, of course there were camels.

“The round trip on the trip meter was 350 miles (563km) with 14 miles (45km) of corrugated gravel and rock that nearly dislocated my shoulders and ruined Trish’s lower back for several days.”

While researching hire on Oahu we found and contacted HD Tours (HD stands for High Desert as their website also offer tours in Baja Mexico) the web site offered a cruise and ride on 4 of the main islands. The cruise departs from Honolulu on Saturdays and returns 7 days later. Hotel rooms in Honolulu could be arranged for an additional cost so riders can do some sightseeing etc around Oahu if they wish. We were extremely excited as Pat liked the idea of a cruise and it gave us the luxury of not having to pack up suitcases for a full week. We mentioned this to friends and fellow Ulyssians, Jenny and Steve Hayes, who thought they would like to meet us in Waikiki for this section of our holiday. We booked and paid a 50% deposit in August to secure our places as we were told the tours filled fast. This will become an important fact later in the story and the first of many lies.

We had been in Chicago to visit our eldest daughter and decided the trip to Hawaii would be a lot more comfortable if we flew via Las Vegas. Trish and I both thought a ride to the Grand Canyon would be a great day out. The decision was simple I’d pick up a Harley, collect Trish from the hotel and ride to the west rim of the most famous canyon in the world.

My first mistake that day was to believe the tourist brochures that the Concierge provided claiming that the trip was 140 miles (225km) each way with a small section

of well-maintained gravel near the end. The round trip on the trip meter was 350 miles (563km) with 14 miles (45km) of corrugated gravel and rock that nearly dislocated my shoulders and ruined Trish’s lower back for several days. My second was the poor choice of bike, hiring on price rather than comfort, a 1200 Sportster was definitely the wrong bike for a one-day fast trip to the Grand Canyon. The final mistake that day was not making sure we had appropriate layers of clothing. The first hour was cool but the following couple of hours were miserable especially for Trish.

However, mistakes aside the ride past Boulder City was amazing over well paved road, Hwy 93, had us howling along for the next 48 miles through cool spectacular Mohave Desert scenery under a clear blue sky. Turning east at Pierce Ferry Road, the road quality drop considerably as we arrived at the Hualapia Indian settlement of Dolan Springs. The housing and area looked poor with few services compared with the decadent opulence of Vegas. Thirty miles from the highway a right turn takes you onto the gravel section, passing the Diamond Bar Ranch, a tourist ranch that provides accommodation, chopper flights and cold beer and gives this road its name. Back on the black stuff the road changes name to Buck and Doe Road and the journey ends shortly after at the Grand Canyon West Airport. As this is Indian land you have to pass a security check point to park here, alcohol and firearms are prohibited. These roads are patrolled by tribal police so take care with speed and don’t take your guns to town.

We decided on the quick tour in the chopper was in order due to the hour wait and the necessity of having the bike back at the Vegas dealership by 5pm. The circuit of this section of the Canyon was well worth the nearly $170 each and I would do the whole thing again in a heartbeat. After clearing the quarry that served as part of the road we stopped briefly at Dolan Springs to fill the peanut tank. It was all stops out for a rapid charge back up the highway before hitting the afternoon traffic around Boulder City. Pat had to remind me that the sign for Hwy93 was not the speed limit more than once usually accompanied by a smack on the back of the helmet.

We made it back to the chaos of peak hour in Las Vegas and barely made it to the dealership by closing time. This was my second visit to Vegas and Las Vegas HarleyDavidson where the staff are very helpful and easy to deal with.

The next day we were up and packed and on our direct flight to Honolulu anticipating meeting Steve and Jenny for drinks in Waikiki. They were waiting and weren’t happy at having heard that we would not be cruising the Hawaiian Islands aboard the Norwegian Line “Pride of America”. Our agent had failed to get us booked for the anything but the Harley rides. After an indignant phone call to the agent, she offered to fly us from island to island with hotel, hire car and some cash provided. Hereupon I demanded a written and signed proposal from her, wanting it in my possession before we agreed to anything short of a full refund. Part of the new plan scheduled us picking up bikes from Diamond Head Harley-Davidson and touring Oahu with a local ride guide. We thought what the heck, let’s ride.

The bikes were readied, and we rolled out to meet Norman who was our guide for the day. Most of the early part of the ride was in suburbia, however, the lookout offered spectacular if somewhat moody views through the mist and scattered showers that appeared to march across the landscape. Norman led us back through Waikiki and around Diamond Head and on to the Kalanianaola Hwy to a fine lookout that present views over Kaohikaipu and Manana Islands both bird sanctuaries plus part of a state and sea life park. After a drink and a couple of photos we were back out in the traffic and heading around the north shore of the densely populated island. Oahu has just under 1 million permanent residents. At times we were travelling at only a little over walking pace as we passed through small villages on a choked two-lane road. The pace picked up when we joined the John A Burns Freeway overlooking Kaneohe Bay before burrowing through the mountain, escaping the approaching rain and emerging on the south side in almost fine conditions. On Maui the car was collected and hotel located, food and strong drink became the next priority followed closely by sleep. Up and off to the Harley Dealership to meet our guide for the day. Surprise, surprise there was no guide but there was Bryan Marks from the Kupa’a Kahi (Hawaiian for Loyal One’s) Motorcycle Club who had been asked if we could tag along on his club ride. We had booked this trip with some expectations, daily experience road guide and lunch at interesting places.

What a spectacular ride through the old lava fields, sparsely populated by those of Hawaiian descent who were allocated land by a ballot system where they are given land on the premise that they make improvement to continue hold the title. This gives rise to all sorts of jerry-built dwellings and lava rock fences to contain the cattle that graze on the meagre vegetation that has taken root in the lava fields. As usual with great rides it ends to soon. We made our way back along familiar roads before turning inland on to the lower slopes of Mt. Kahikinui where we climbed to about 3500ft before low cloud had us scurrying back into the lowlands and the north

shore hippy town of Piai. Bryan and Dave, the Club President lead us back to the Harley Shop then to the Steel Horse Saloon located at Lower Main Street, Wailuku, a fine end to a top day.

Our early starts, moving every second day was starting to slow us down but we were on time at Big Island Harley-Davidson where Chris the rentals manager expedited our bikes and our guide for the day. Tim with his wife Monica arrived to show us as much as he could in the one day we had to ride. It seems that every island has a place called Waimea which was our first stop for coffee and a quick snack. The town is in the heart of Hawaiian cattle and cowboy country and this town seemed to only exist by the fact that the Parker Ranch seemed to own just about everything in the place. But, it was clean and nicely laid out with surprise, surprise the good coffee. The roads were great, traffic light and scenery fantastic as were Tim and Monica who we got to know better over lunch at Kohala. I’ll let the pictures tell the story as we followed the coast back to Kona where we had left cold beers in the fridge in the Harley shop.

The procedure was becoming routine as we picked up the bikes and met Larry our guide and off we went for another outstanding day. I think that of all the rides on the trip this was one of my favourites along Waimea Canyon Drive to the Grand Canyon of the South Pacific. Steve and I even suggested that the girls might like to spend an extra hour at lunch while we went back for a solo play. Oh well, maybe next time.

Kauai was all over by mid afternoon, next day when we jetted off to Oahu again for one last ride and some well earned rest and relaxation. Our last ride was with the Intruders MC one of the bigger clubs on Oahu. We did travel over the south end of the island again. Excellent weather as we continued north from Kaneohe Bay with a stop in Hauula for the local lunch specialty, Loco Moco, at Papa Ole’s Oahu before reaching the northern tip and heading south again, past the legendary surfing breaks at Sunset Beach, Banzi Pipeline and Waimea Bay. Then the historic war time sights of Schofield Barracks, Wheeler Field and Pearl Harbour and onto the eight lane Veterans Memorial Freeway back to Honolulu and Waikiki.

The riding and the people we met along the way saved our holiday. HD Tours’ still has to cover some of our out-of-pocket expenses and give us a realistic explanation of why we were left off the cruise when she had provided us with confirmation numbers only 2 days before our arrival in Hawaii. Our rule these days is not to return to somewhere we have been before however I feel that rules can be broken, and I’d like to return and spend a little more time exploring Maui and the Big Island.

Gary Myors #30865

June 24th 2023 members of the Ulysses Club Fleurieu Branch (‘Stik It’, ‘Poida’ and Garry) headed to the USA to ride the Mother Road – Route 66. The flights had been arranged through Sue Cuk at Phil Hoffman Travel Stirling with the tour being organised by Dale Butel of Route 66 Tours. This is a Queensland based company that runs an assortment of motorcycle and vehicle tours in the USA and are recognised in the Route 66 Fall of Fame. (https://route66tours.com.au/).

For Phil and Garry, it was the second R66 trip having previously ridden in 2017. ‘Poida’ was a first timer, a trip he had never thought possible. We also met up with a fellow Ulyssian, Peter McIntyre from Yarra Ranges Branch.

interstates the slow lane (right) is 75mph/120kph, in the other lane (left) go fast enough not to get run over by the interstate trucks, so that was more 90mph/145kph +.

The Trip:

25th June: Arrive and settle into the hotel trying to disperse jetlag. Wander Las Vegas Boulevard.

26th June: We collected our Harley-Davidsons, most had Street Glides, 1700+cc of raw power. Those that were two-up had Ultra Glides and the ride team had Road Glides. A practice ride around Vegas and visit the Red Canyon H-D dealership. Back to the hotel for a welcome dinner. Every rider had an H-D, they all performed magnificently and were very comfortable. (Pic)

The tour is organised by The Boss, Dale Butel who drives the back-up vehicle towing a trailer with our luggage and a spare bike. The Ride Leader is Lt Dan (Daniel Azzopardi) an amazing and knowledgeable man. Tail End Charlie is Route 66 Tattooed Legend, Jim Bush, who apart from having the entire Route 66 story tattooed on his arms and back, has also ridden R66 more than 40 times. The tattoo work took 8 hours every Tuesday for 18 months.

As with any tour, problems can arise, in our case, flat tyres, lost Harley FOB, lost key for a disc lock, or riders who needed a day’s break. Any, and all, issues were handled by Dale in a highly professional manner, no outbursts, no loss of time, no changes of travel or shortened days.

Our trip began with 1-½ days in Las Vegas Nevada. We stayed at the Westin Hotel and were able to explore the LA Strip, its casinos, people and premises. Full of noise and colour with an intensity that seldom slows. We had a couple of young ladies, dressed as police officers, intent on arresting our travel and confining us in a ‘NiteClub’. Spruikers everywhere and a couple of ladies of the night attempting to part us from our money, in exchange for a meal and dessert(!!). We had already eaten.

Most days began at 6am, breakfast, load the trailer with luggage, ride briefing and stands up by 8am. We reached our accommodation between 4:30pm and 6:30pm but time was irrelevant, the ride, the views and the wind therapy were what mattered.

Dale and the crew also kept us appraised of upcoming weather and in the evenings where to go and where not to go. Lt Dan provided briefings after each stop as to where next and what to look for.

We found the American drivers/riders very courteous; road conditions overall were good. Speed limits vary, but the general rule was in towns or on Indian land obey the speed limit or you will get fined, on the open road around 70mph/110kph. On the

27thJune: Las Vegas - Kingman Arizona (255 miles). The first few days were hot and travelling “through the desert on a horse with no name” was even hotter. The highlight of today was Oatman Arizona an old gold mining town. The town has been used in several movie sets and Burros (mules) wander the streets and have right of way. It still looks like a town from western movies. After leaving Oatman we travelled to Cool Springs for a short break after having ridden down the “Sidewinder” 191 turns in 8 miles and no guard rails.

28th June: Kingman - Williams Arizona (135 miles). We met up with Jim Hinkley in Kingman. He is an author and historian of Route 66 having written several books about it, including one on all the ghost towns. From here to Seligman the location of Angel Delgadillo’s Barber Shop and an assortment of other older shops dating back to the origins of R66.

29th June: Williams - Winslow Arizona (235 miles). The Grand Canyon (awesome views and no guard rails), The Two Guns

Ghost Town featuring the Apache Death Cave, The Barringer Meteorite Crater formed 50,000 years ago (largest in the world). Then we got to “Stand on the corner in Winslow Arizona” and Take It Easy. (Eagles)

30th June: Winslow Arizona - Gallup New Mexico (155 miles). We visited the Jackrabbit Trading Post, Wigwam Motel as depicted in the “Cars” movie and through to the Petrified Forest and Painted Desert, fossils and colours abounded mixed with

1st July: Gallup - Santa Fe (265 miles) We visited the site of the Continental Divide (Elv. 7295 feet) where water either travels to the Pacific or Atlantic Ocean, followed by the Ice Caves at Grants New Mexico. The caves are in the desert region and after walking a “warm” trail for about 1km, you descend 70+ steps. The lower you descend, the cooler the air, until at the bottom are frozen lakes. The next highlight of the day was Maggies Diner in Madrid New Mexico. It is now a retail store but featured heavily in the movie “Wild Hogs” which was filmed in this town in 2006.

2nd July. Rest day Santa Fe. Sight see at our own pace, learning that most buildings are believed to be haunted. ‘Poida’ set a record on this day, he is the first participant of Route 66 tours to get the tattoo whilst on the tour.

3rd July. Santa Fe - Amarillo Texas (295 miles). We visited the Mother Road Monument in Tucumcari, Russell’s Truck stop and Glenrio Ghost Town, with our last stop before the hotel being The Mid-Point Café in Adrian Texas. This was the original midpoint on R66 (1139 miles travelled, 1139 miles left).

4th July. Amarillo - Weatherford Oklahoma (220 miles). Visited the Bob “Crocodile”: Lile Route 66 Art Gallery and then to the iconic Cadillac Ranch, where old Cadillac’s are buried bonnet first in the ground and covered with the graffiti names of previous visitors. Then the Oklahoma Route 66 Museum.

5th July. Weatherford - Catoosa Oklahoma (205 miles). We stopped at a variety of old landmarks from various eras linked with and on Route 66 finishing with a presentation from Jerry McClanahan co-author of EZ66 Guidebook plus a visit to the Route 66 Historical Village.

6th July. Catoosa - Carthage Missouri (140 miles). We visited the Blue Whale, a waterfront structure that looks like the blue whale emblem of the Fleurieu Branch. Stopped at the 9ft Highway where it was thought in the 1920’s that building half a road was cheaper. (Ask the SA Government about their oneway expressway that didn’t last.) Into Galena Kansas. (Kansas having the smallest part of Route 66, just over 13 miles.) The Kan-O-Tex service station which has the original vehicles some of the CARS models were based upon including “Tow Mater” and we met the loud-mouthed lady that a character in Cars 3 was based upon.

7th July. Carthage - Lebanon (130 miles). Highlight visit was not on Route 66 but the premises of Bass Pro Outdoor World.

Think outdoor shops and now multiply it by many, big guns, little guns, knives, bows, arrows, fishing and hunting clothes. It’s the number one Missouri tourist attraction boasting 500,000 sq foot of shopping. There is also a large restaurant and aquarium.

8th July. Lebanon - St Louis (180 miles). The Uranus Fudge Factory which has all types of names and branding slogans beginning with the staff greeting “Welcome we have the best fudge in Uranus”, which they do.

9th July. St Louis - Springfield Illinois (120 miles). A quiet day with the highlight being the Gateway National Monument and the 1.4

10th July. Springfield - Chicago (205 miles). Although it was the last full day of riding we still visited a number of the roadside features and took a side trip to Funks Grove Maple Syrup Farm. The highlights were Illinois Route 66 Hall of Fame mural the

The trip was amazing, the organisation exacting, the leadership strong and knowledgeable, the bikes awesome and the ride breathtaking. The Mother Road is also known by the name “the road that will not die”. It has been moved, built over and in some cases forgotten, but, for the determined rider, there’s still a lot there. If the Mother Road (Route 66) is on your bucket-list, do it and do it with Route 66 tours, whose combined efforts are the making of memories.

The road was initially 2448 miles (3940 kms) in length.

From the point of bike collection to its return we travelled about 2554 miles (4110kms) and wherever possible it was on Route 66 not travelling alongside on the interstate like some tour operators. Yes, the road is lumpy and in places poorly maintained but this is likely to change soon. 2026 is the 100-year anniversary of Route 66 and a number of states are committing money to repairs, because it won’t die, people still ride it (or drive) and the anniversary is likely to attract more than the usual number of visitors.

Peter McIntyre #66534 Yarra Ranges Branch.

Garry Manning #48540 Fleurieu Branch.

Peter ‘Poida’ Swallow #69011 Treasurer Fleurieu Branch – (Doc amendments).

Phil ‘Stik It’ Wilson #53322 President Fleurieu Branch –(Author)

Firstly, thanks to Tony at Bikebarn Hobart for the opportunity to try this machine.

Let’s start with the price: An introductory $12490.00 on road with 12 months registration. The bike has a 3-year warranty which is much better than many of its competitors.

This machine is fitted with a TFT full laminated touchscreen display providing all relevant information it also features Apple CarPlay and the Android equivalent along with keyless start, bidirectional quick shifter and cruise control.

The bike is available in two colourways. Nebula White and Zircon Black. Styling is very contemporary with much of its look coming from a well-known European brand. Some may describe it as ‘transformerish’. Whilst the demo unit I rode was black, I think I would favour the white version.

The engine is a 799cc parallel twin DOHC engine derived from engines used by KTM. This engine produces 74kW (just over 100hp) at 9,000 rpm and 81Nm of torque at 8000 rpm. The engine utilises a slipper clutch which makes for easy and confident down changes. The engine firing order is excess of 270 degrees giving it the feel of a V twin. The company is obviously confident with the engine as it appears in a number of other models.

The ride by wire technology allows for 3 riding modes. STREET, SPORT and RAIN and owners can link the bike to an App on their phone which allows heaps of useful features. Please note, this bike does not have a traction control system. ABS and ride modes only.

Handling is great. The bike is very easy to ride within an urban environment, with a seat height of 795mm. Easy to balance and slow speed handling is easy and confidence inspiring. On the open road the bike handles beautifully, whilst the steering is direct it is controlled with a steering damper. The suspension is fully adjustable up front with rebound dampening on the rear plus preload. In its default settings I found the suspension was great, slightly firm but well dampened over my favourite rough test route.

Riding position was typical naked sports orientation with legs curled up a little but not uncomfortably for me. I am lucky as I do not suffer knee or hip issues and stand 178cm. Handlebars are wide and one is not forced forward, so the aspect is very naked bike like. This bike whilst capable of carrying passengers, would only be suitable for short rides with the pillion.

Brakes front and rear have good feel and are aided with a Bosch anti-lock braking system. More than capable of pulling up from any speed and provide great feedback.

Handling is great. The bike is very easy to ride within an urban environment, with a seat height of 795mm. Easy to balance and slow speed handling is easy and confidence inspiring.

The TFT touch screen display supplies heaps of information and linked in with an App that works on your smart phone gives, heaps of information. You can utilise your smart phone for navigation, telecommunications, and GPS information. Certainly, as good if not better than many competitors.

Overall the bike was enjoyable to ride, sounded great at lower speeds, it was drowned out a little by wind noise as speeds picked up. Gear changes were good although the quick-shifter was a bit over eager at times with an occasional false neutral. Handling overall was superb with LED lighting and indicators that would assist in being seen by other road users. Seat was a tad too firm, and the mirrors lost the ability to show me what was happening behind once over 80km/h. Would I buy one? As a commuter and short ride machine it would be a good choice. There are other options available from this manufacturer and its competitors for longer distance or touring.

Forget where the bike is made! Some of the brands that we hold dear have bikes or significant parts of the bikes made in other countries. Whilst in the UK a few years ago, I was amazed when I visited a particular factory, that only 2 models of its extensive line up were actually made in England.

Remember safe riding doesn’t happen by accident!!

Terry McCarthy #40625

Sunday, May 5, 2024 - 10:00am to 4:00pm

RIDE DEPARTS OFFICER AT 10:00 AM - IT WILL BE A SHORTISH RIDE AS THE LUNCH GATHERING

COMMENCES 12:00 NOON AT THE AUSTRAL HOTEL (AKA TOP PUB) 34 BRIDGE STREET, KORUMBURRA. (03 5655 1021)

We Have An Area Set Aside And A Variety Of Meals Will Be Available Including Seniors Meals. This Function Is To Commemorate

The Establishment Of The Melbourne Branch In May 1984 And A Ride Held To Korumburra 40 Years Ago.

Prior To That The Ulysses Club Was Based In Sydney And There Were No “Branches” As Such. If You Intend To Come Please Contact John Cook 0419 599 530. Or Email: Kriscook@Bigpond.com

For more information please see this link below

https://ulyssesmelb.com/melbourne-branch-40th-anniversary-ride-and-lunch-korumburra

Early advice of planned attendance would be greatly appreciated to help us in planning and liaising with the hotel.

Cheers, John Cook #5048 DM51

Ken’s New Helmet

I recently had a head-on collision with a car. The other ‘old fart’ decided the coast was clear on a Y intersection, just as I was approaching at around 80km/h. He drove off from a stop sign, straight into this ‘old fart’! My bike fared quite well, considering the damage to his car. Broken plastics, weeping fork seal. My body busted his windscreen. I could have come off much worse than I did. Fork seal fixed, waiting for plastic bits to come from Triumph England, (via Mars it’d seem). Meanwhile, my back healed and I want to ride my bike – e.g. to Mandurah, but, everyone tells me I should bin my few months old helmet. Insurance will contribute to a new one, so out shopping I go.

On my recent ride around Oz with friend Paul, I did think his flip-face helmet was an advantage in a few ways. Could open it for a sip of water or a muesli bar etc, while riding. (I’m not a fan of the camel-back). Could position it just so, to block out the sun when riding toward it. And he reckoned the sound from his Shoei Neotec 2 was pretty good, with the built-in Sena headset. He could hear me ok, but without earbuds, I couldn’t hear him at speed with my full-face Nolan N80-8. I’ve had quite a few Nolan helmets over the years. I like them. But not the flip-face ones, too noisy. The current one my wife has is a Nolan N90-3 which is quite noisy.

I decided to lash out and bought a Shoei Neotec 3. The latest and greatest. With $100 off list price, white was $1,190, “Gulp”. I sent a photo of it sitting next to my old red & black Nolan, to my wife currently holidaying in Vietnam, saying the red/black one in stock was another $200, surely not worth it? She replied yes it was, so I swapped boring white for “GASP”, a matte red & black model, handing over an extra $200, “double Gulp”!

Uncharacteristically, I read the handbooks supplied. One tells you how to choose and use a helmet. The other relates to the actual helmet. The very first sentence is “This product is a motorcycle helmet.”, just to dispel any doubt one might have, and set the tone. No, not a flower pot.

All the warnings in both booklets and a paper slip, were enough to scare anyone off from ever getting on a bike again! And lots of warnings about what to do and not do with the helmet. My trick of putting duct-tape across the visor to shield from high sun would be a no-no, bugger! Awe, I might do it anyway.

Two thick booklets in multiple languages, needing either very bright light or a magnifying glass to read. If they used half the amount of paper for just an English version, the font size would be reasonable, “Grr”. One reason I had for reading the manual was to help with mounting my Sena 30K headset from my old helmet. No help. Managed anyway.

the pads do all come out for washing, but the fitting is a bit tedious. Nolan do it better. And what the Shoei doesn’t have, is the ‘red tab’ system of the Nolan, where you can pull out the cheek pads while the helmet is on, e.g. with an unconscious rider.

I rode to the servo for a Club ride, with music playing through the headset speakers, hoping the helmet would be quiet enough to block external noise and give me good sounding music, “nup”! The music sounded OK, but engine and road noise were obtrusive, “rats”!

On the Club ride, I wore my Etymotic earbuds, which act like sound-blocking earplugs while providing good audio for music/speech etc. from the headset. This worked well. (Sadly, Etymotic don’t now sell earbuds suitable for motorcycling).

An advantage of not using the flash inbuilt (expensive) Sena comms, is that I can use plug-in earbuds instead of the helmet speakers.

I listened for wind noise with my screen up and down. I judge it less than my Nolan full-face helmet, and definitely less than the Nolan flip-face, “win”. The vent on the top does add a bit of noise when open (warning about this in the manual), but not as much as with my Nolan.

The face shield fogged up more readily than the Nolan does. I think the airflow is less (with both vents open). A breath guard is supplied but I didn’t fit it. Left the chin curtain on, that reduces noise.

The chinstrap is fastened with a metal tab quick release system (the Nolan has a plastic tab). It’s easier to use than a ‘D-ring’, but not as easy as the Nolan. And the helmet is a bit trickier to put on because the catch-side strap is so short. (The straps are equal lengths on the Nolan.) Even with the front up (flipped), I can’t put the helmet on with my glasses on, “rats”!

The internal sun shade is like most, not very dark. One good aspect is that it slides continuously up and down (no detents), so is easy to place just above eye-line to shield from the sun. It stays down with the front flipped up. Its convenient to just push it up when opening the flip, but the manual warns against it, for no good reason I can see. The shade works well, and with bright sun, it is fine in combination with my polaroid clip-ons.

The visor view is quite wide. It locks down hard, with a clip lever just below where your finger would go to lift it up, so it is natural to press it. (Difficult to release if you don’t.)

Now to some actual comment on the helmet, from the perspective of a Nolan owner.

Fiddling with the pads to fit the headset, was… very fiddly. Yes

The manual warns about leaving it unlocked in case it flies up (so what?), but also mentions leaving it up a little to clear fogging. A ‘Pinlock’ comes with the helmet, but I won’t fit that till Winter.

The padding totally encloses the head, it might get a bit sweaty on a real hot day, but felt really comfortable. No problems after half a day wearing it. Weight at 1.815kg (quoted, 1.850 with internal comms) is more than I’m used to, but I didn’t notice the extra.

A good helmet? Definitely. Expensive? Very. Worth it? Maybe.

Ken Wagnitz #21315

INTERESTING STUFF

CFMOTO 450MT

CFMOTO’s hotly anticipated 450MT adventure touring motorcycle debuted at the prestigious EICMA 2023, proudly demonstrating the marque’s commitment to innovation and passion for the adventure motorcycling segment.

If Royal Enfield thought they were going to have everything their own way in the lightweight adventure motorcycle segment, CFMoto had other plans.

Almost identical in features, specs and pricing, the Chinese giant’s contender will also be on sale about the same time, giving potential buyers a distinct choice in the sub $10k price segment.

According to press reports, the CFMoto seems to be missing ride modes (Himalayan has four), while the Chinese have squeezed an extra 10 per cent power and torque for the same capacity and kept the machine 20kg lighter.

Our advice would be to research and test both thoroughly unless you have an overriding loyalty to one or the other. www.cfmoto.com.au/range/motorcycle

GET A GRIP WITH MICHELIN

Your next set of tyres could win you a trip to the San Marino MotoGP courtesy of Michelin.

How so? Well, all you have to do is buy two tyres from a participating Michelin dealer before the 30th June. Keep your receipt for entry and the lucky winner and a friend will jet off to the San Marino MotoGP with spending money in thei pocket. As usual, refer to the website for all the T&Cs. www.michelin.com.au

CLIMB EVERY MOUNTAIN

One of the most popular motorcycles among Ulysseans is the Royal Enfield Himalayan. Loved for it’s simplicity and reliability, the stalwart adventurer is about to get a major upgrade and will be arriving in dealerships as you read this.

You’re probably already up to date with all the specs, but for those who may have missed out, the key features are: RE's first liquid-cooled engine the Sherpa 450, Ride-by-wire with 4 riding modes, Switchable ABS, Upside down forks, LED Headlamp, Integrated LED turn and tail lamps, USB type C charging point, 4″ TFT display with phone connectivity, media controls and full Google map navigation.

Look for a full and comprehensive review in the next issue of Riding On, but you’ll probably have bought one by then. www.royalenfield.com.au/model/ himalayan-450/

HYDRA-GLIDE REVIVAL

You’re either a Harley person or you’re not, but this new addition to Milwaukee’s Icons Collection will surely turn your head regardless.

Harley-Davidson’s legendary Hydra-Glide motorcycle was introduced in 1949 and on the back end of WWII austerity, it revolutionized the touring bike category. With hydraulically damped telescopic front fork and powered by the 74-cubic-inch Panhead powertrain, the FL offered comfort, reliability and unmistakable style, becoming an icon of American motorcycle culture.

Now, 75 years after its introduction, Harley-Davidson is reviving this icon of the Panhead era in a serialized limited production of just 1750 units worldwide. So, be quick!

POMONAL APPEAL

On 13th February, devasting bushfires swept through the Grampians with many homes destroyed in Pomonal, along with community infrastructure, businesses and properties.

Just days earlier on Sunday, 4th February the Pomonal community came together in support of our annual Grampians “Ride to Remember” by providing morning tea for the 500+ riders, pillions, Victoria Police, Ambulance Victoria, Ride Marshalls and Support Teams and did an amazing job.

We have been contacted by many motorcycle enthusiasts, especially those who did our 2024 Ride and have offered their assistance or want to give a donation – we thank you all and am sure the Pomonal community are so grateful for the outpouring of support.

So, we have set up the below “Giving Back to the Pomonal community” try-booking site and if you would like to offer your support by giving a donation through the Victoria Police Blue Ribbon Foundation - Ararat Branch this will assist in their recovery. Please note donation $2 or more are tax deductible.

https://www.trybooking.com/au/donate/blueribbonpomonal

Kindest of regards,

Dianne Radford OAM

Victoria Police Blue Ribbon Foundation – Ararat Branch (President)

Mb: 0419 316 920

2024 NINJA 500

2024 NINJA 500 PRICING AND SPECIFICATIONS

The all-new Ninja 500 has made its Australian debut at Phillip Island.

RRP: $7544 (plus on-road costs)

Colour options: Black, White

Estimated arrival: Late March 2024

This model will be joined by an SE 40th Anniversary model later this year, with pricing and arrival yet to be confirmed.

Featuring:

•451 cc parallel twin engine

•lightweight, manoeuvrable chassis

•aggressive ninja styling

•led headlights and taillight

•instrumentation with smartphone connectivity

INDIAN

2024 Roadmaster Elite MSRP: $59,995 Ride Away. US model shown. PowerBand UnderGlow, Pathfinder Auxiliary LED Saddlebag / Trunk Lights are not available on international models.

2024 FTR x RSD Super Hooligan MSRP: $28,995 INC GST US model shown.

ENGINE: THUNDERSTROKE 116 Engine Type 49˚ V-Twin Transmission 6-speed/constant mesh/foot shift Battery 12 volts / 18 amp/hour, 310 CCA Bore x Stroke 103.2 mm x 113 mm Charging System 42 amp max output Clutch Wet, multi-plate, assist Compression Ratio 11.0 : 1 Cooling System Air / Oil Displacement 1890 cc Exhaust Split dual exhaust with crossover Final Drive Belt drive, 152 tooth Fuel Capacity 20.8 ltr Fuel System Electronic fuel injection, closed loop/54 mm bore Oil Capacity 5.68 ltr Primary Drive Gear drive wet clutch Torque 168 Nm at 2900 rpm

air adjustable

Nolan Howard Marketing Specialist

HONDA NAVI

Honda Motorcycles Australia, is proud to announce the arrival of the Honda NAVi scooter, set to redefine urban mobility with its combination of style, accessibility, and versatility.

Designed to navigate the bustling urban streets with ease, the Honda NAVi boasts a sleek and contemporary design that effortlessly blends combines functionality with fun aesthetics.

The Honda Navi is available in four standout colours- Patriot Red, Ranger Green, Shasta White and Neon Pink. Its compact frame and lightweight construction make it ideal for manoeuvring through traffic, while its bold and dynamic styling ensures that riders stand out wherever they go, and more importantly are visible in congested urban traffic.

A low seat height of 765mm allows easy accessibility for riders of all heights to mount and dismount more effortlessly. The standard centre stand means that parking on uneven footpaths is trouble-free, and the large lockable waterproof 17.5 litre storage box provides plenty of room to store valuables.

"The Honda NAVi represents a new era in urban commuting," said Mr. Tony Hinton, General Manager- Powersports and Products at Honda Australia "We understand the evolving needs of riders who seek a mode of transportation that is not only fuel efficient and practical but also reflects their individuality. With its distinctive design and agile performance, the NAVi is the perfect companion for navigating the urban streets”.

Powered by a fuel-efficient air-cooled engine featuring HET (Honda Eco technology) the NAVi delivers a responsive and smooth throttle response. An automatic CVT transmission removes the worry of changing gears while navigating traffic, just twist and go. Handling is extremely manoeuvrable with small (10-inch rear and 12-inch front) 10/12 inch wheels contributing to the light and agile handling.

The Navi is also two-up capable and has a heat shielded exhaust

for worry free riding. Whether zipping through city streets or exploring winding roads, riders can count on the NAVi to deliver reliable performance and efficiency.

The Honda NAVi is not just a scooter; it's a statement of style, a symbol of freedom, and a testament to Honda's commitment to innovation and excellence. With its unrivalled blend of style, performance, and versatility, the NAVi is poised to revolutionise urban mobility and redefine the way we navigate our cities.

The price of the Honda NAVi is $ 2,349 before on road costs.

Sophie Munday, Motorcycles Marketing Coordinator, Honda Australia

2024 FTR x RSD Super Hooligan

2024 Roadmaster Elite

Law Partners is Australia’s largest specialist personal injury firm. It costs nothing to speak to one of our friendly lawyers and find out what you can claim.

The Super Meteor 650 has been built on our enduring belief that people and journeys cannot be limited to hours or kilometres. Its heart is our iconic parallel twin engine, which offers seamless gear transitions, strong low-end acceleration and an effortless throttle response.

BOOK A TEST RIDE NOW.