Issue#106 September 2014

& M UR TO TO S A CU US OLT !A B IN HA W MA YA

A

BMW S 1000 R

BLITZ FREAK!

EXCLUSIVE! “NOT BACKED

BY SCIENCE”

READY TO SHRED FOR ONLY $20K SUZUKI 650 BURGMAN CAN THEY MAKE A BETTER BURGER?

TOP COP DAMNS HI-VIS LAWS AND “SAFETY REGULATIONS BASED ON WHIMS"

ELECTRIC BIKES WHY YOU SHOULD (AND SHOULDN’T) RIDE ONE BENELLI BN600 ITALY’S RAUNCHY BARGAIN INDIAN CHIEF VINTAGE BEST SELLER FOR A REASON

SEPTEMBER 2014 (No. 106) AUS $7.95* NZ $9.10 (BOTH INCL. GST)

OUT RIDING!

SOUTHERN ADVENTURES PLAYING DIRTY IN TASSIE

WINTER WARRIORS ALPINE RALLY, NOW & THEN

ESCAPE FOR A DAY GETTING OUT OF PERTH

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Roadrider A U S T R A L I A N

T H E

R E A L

R I D E

48

CONTENTS #106 “I have an existential map; it has ‘you are here’ written all over it.”

— Steven Wright. It wouldn’t be such a seductive sentiment if your GPS did that to you …

4 | AUSTRALIAN ROAD RIDER

86 78

NEWS FOR ROAD RIDERS 10

The hoverbike rises! So does Ariel, BMW’s latest concept, and a road-legal 500cc two-stroke V4.

Oh, and drones to shoot you …

ON THE ROAD 78 86 94

56

100

Tassie wilderness: A dirty trip through the island state Alpine Rally: A frosty party as Australia’s oldest bike turns 45 Day tripping: It’s time to get out of Perth for a ride Natchez Trace: America without commercialism? And perfect roads, too

BIKES TO RIDE 40

48

56 62

68

72

BMW S1000R: Fairing off and hammer down on Germany’s ho est hoon Indian Chief Vintage: How good is the brand’s best-seller?

This good Benelli BN600: Italy’s great middleweight for the masses Suzuki 650 Burgman: Improving the definitive maxiscooter The Long List: Victory, Ducati, Aprilia and Project Bolt

GEAR ON TEST 120 121 122

123

Kriega seat bag: 20 litres of dry, tough, secure storage Harley TVS jacket: It’s leather, it’s vented, it’s quality Motopressor gauge: The tyre gauge that works in-line with the pump Fly Trekker helmet: A crossover helmet without the high price

FEATURES 72 108

116

Electric bikes: Why you should, and shouldn’t, ride one Bike thieves: We crunch the numbers so you can thwart the threat Helmet hair: Riding days don’t have to be bad hair days

YARNS AND LAUGHS 6 32 35 37 39 145 146

Mathochism: Winter blues don’t come around any more Boorman: A decade a er Long Way Round Seddo: The glue that binds us Zoe: The joy of sportsbikes Gregor: A boozy bush-bash Laws on a whim: Police versus hi-vis Last look: The future past of electric bikes?

MONTHLY MAIL 28 30 83, 85 124 128 132 138 140 144

Big shot: Ariel Ace’s stunning detail Route 66: Win a US trip!

Stay with us: Rider-friendly places Whatz new: The latest and greatest Readers rite: Replies, rebu als, reflections Price guide: More than just the dollars Subscribe here: Win a Yamaha Bolt!

Bike supermarket: Products, services and other cool stuff Advertiser listing: Where’d you see that ad again?

AUSTRALIAN ROAD RIDER | 5

MATHOCHISM

WINTER BLUES?

NO WAY! Cold isn’t a state of mind, but it does affect it

he sun blinded me as I rode out the gate but I didn’t mind at all. It was good to be back out on the road. Just on dawn, there was a light frost and the Ducati’s ice warning was lit up on the dash, but I was expecting that and had rugged up against the cold.

The first half hour of the ride was all fun until I hit the main road and zoned out into cruise mode. This is when I start to think, and on a morning like this it was hard not to think about the cold. Winter’s been here long enough and the sight of a weak sun failing to break down stubborn fog, with frost hanging on in the hollows, only made it harder to contemplate any other subjects.

The thing is, I was perfectly happy on the bike, not feeling the cold in a bad way. I had to ask myself: Why? The other day I watched a program outlining the deleterious effects of heat on the human body, specifically the brain. If your core body temperature goes up, so does your brain’s temperature. Get hot headed and you don’t function nearly as well as you should. Co-ordination, concentration and decision-making all go west. The same basic things happen when you get cold. It’s worth doing what you can to prevent either situation from impacting on you when you ride.

Up in Cairns for the HOG Rally earlier this year, a couple of the blokes I was riding with wore cooling vests under vented jackets to ward off the slightly muggy 30°C-plus heat. I agree, that’s overly hot, and even at those relatively benign temperatures they

T

6 | AUSTRALIAN ROAD RIDER

“If your torso’s temperature remains close to ideal, you’re halfway to functioning at peak levels” were noticeably more comfortable all day. The vests were the kind you drench with water before riding so they provide a similar effect to airconditioning. Or a Coolgardie safe. I wore a fully vented mesh jacket, which did the trick very nicely in that mild heat, and I was glad I hadn’t opted for leather or a heavier jacket.

On this chilly morning, I had a few good layers on under completely windproof riding gear. Despite gloves and the bike’s handguards, my fingers were a bit cold but otherwise I was quite comfortable. I would have been toasty on the long-term Multistrada with its heated grips and the wiring hooked in for my heated jacket and gloves, but this time I was on the Multistrada Pikes Peak model. It served to remind me that if you invest in good riding gear and sensible underlayers, you can ride happily in just about any conditions.

It took more than two hours for the temperature to creep above double figures but I had no reason to whinge.

Back to the question: Why? The simple answer is the gear I wore. The deeper side of the answer is that I was prepared for the cold. When I last lived in the city my commute was only 8km, starting in a nice warm unit and finishing in a heat-controlled office. I froze on winter mornings, even though the temperature rarely dropped below

10 and was usually higher. Was I a wimp? Nah, because I’m sure I haven’t toughened that much since then. I just didn’t wear winter gear, the kind of stuff that takes an extra minute or two to get on and off at either end. As such, I hated the cold. Now I couldn’t care less.

There’s another aspect to the answer, one you need to be conscious of when trying to beat the cold or the heat. It comes back to core body temperature and while the term “core” in that context isn’t necessarily intended to mean your torso, it’s a great place to start. If its temperature remains close to ideal, you’re halfway to functioning at peak levels. Neck and head should probably be considered next, followed closely by arms and legs. Hands and feet will, of course, hold or lose plenty of body heat but not as much as other parts.

I had all of them covered well enough on this winter ride. I stopped once to readjust my collar to keep my neck warm and never felt my riding ability was hampered. Back on my side of the mountains, the mid-teen temps of the city were a memory and we were back down to nine.

The sun blinded me as I rode in through the gate but I didn’t mind at all.

It was good to be back home. Dawn till dusk on a mostly cold day, but proper preparation ensured I was not only home safe, but fresh. I did whip up a hot, thick soup for dinner, though. ARR

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NEWS

NEWS FOR ROADRIDERS

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

■ The riding experience is claimed to be a familiar one for motorcyclists

IS THIS THE FUTURE OF MOTORCYCLING? Hoverbike becomes a reality but will it take off?

It looks like something out of a James Bond movie, but this hovering “bike” is not the stuff of Hollywood fantasy. It’s about to become reality.

Californian company Aerofex is already testing its Aero-X hoverbike and plans to have the vehicle available for sale in 2017, costing more than $90,000.

But is this the future of motorcycling?

It would give new meaning to the term “off-road riding” and would solve the 10 | AUSTRALIAN ROAD RIDER

problem of our bumpy road network.

But we’re not sure if riders are prepared to swap rubber tyres for carbon fibre rotors just yet.

We’re also not sure the transport authorities are ready for hovering on our roads. Maybe the aviation authority needs to be involved. Aerofex suggests the hoverbike is suited for uses such as surveying, search and rescue, border patrol, disaster relief, aerial agricultural,

NEWS

farming and other outdoor activities.

Despite its limited general transport use, the company reports that punters are already forking over $5000 for refundable deposits. The two-seater Aero-X is powered by a naturally aspirated three–rotor rotary engine. It will hover up to 3m above the ground

and reach speeds of about 70km/h. The hoverbike takes off vertically with no need for a run-up or landing strip.

“Riders” will use motorbike-like controls, making it easy for people with no flying credentials to get moving.

For safety’s sake there is a roll bar and optional airbags available.

Aerofex Corporation is led by aerospace engineer Mark DeRoche, who claims flying the vehicle will be “intuitive”. While they don’t specify the fuel tank capacity, it probably won’t be very economical with the heavy 356kg vehicle providing only about 75 minutes of hovering time. Visit: aerofex.com.

HI-VIS VESTS MANDATORY New legislation at odds with study findings As we mentioned in the editorial in issue 104, learner riders in Victoria will have to wear hi-vis vests from October under a new graduated licensing system.

However, the rule is at odds with findings from the state government’s

own inquiry into motorcycle safety, which found there was not enough evidence to support mandatory highvisibility clothing.

Roads Minister Terry Mulder says the rule is “a positive step forward”, even

though the latest European research has found the benefits of wearing a highvisibility vest depend on the time of day and location.

A rider in the city would be more visible in reflective clothing, whereas a rider in a rural se ing is more visible during the day wearing dark clothing, according to the research. It follows plans in France to make hi-vis vests compulsory for all riders, leading to a massive protest by more than 100,000 riders through the streets of Paris.

The Victorian graduated licensing system will require learner riders to ride a learner-approved motorcycle with the headlight on at all times and have a zero blood-alcohol content. They are also prohibited from using a mobile phone, carrying a pillion passenger or towing for a period of three years (up from one year). The system will be phased in from October.

“Road safety policy in this country is li ered with examples of the ideas of individuals which are not backed by any research or science,” the WA police commissioner writes in this issue of ARR. Read his article on hi-vis clothing on p145.

AUSTRALIAN ROAD RIDER | 11

NEWS

HONDA POWERS NEW ARIEL ACE MOTORCYCLE

■ Ariel will customise each bike according to customer requests … and budgets

Honda’s VFR1200 engine will power the Ariel Ace, signifying the return of the British motorcycle brand to manufacture, and they’re already preparing it for sale in Australia.

The sportscar company has released photos of two versions of the Ariel Ace. One is a naked bike with Öhlins front forks while the other is a power cruiser with girder forks and an Öhlins shock.

The Ace has also been run at the Goodwood Festival of Speed, where company boss Simon Saunders says it had a fantastically good reception. “All the riders who took it up the hill loved it, so we’re really pleased with the feedback so far,” he said. “We have had interest from Australia and it’s particularly interesting for us as the Ariel Atom is going through ADR [Australian Design Rules homologation] at the moment, so I think Australia could be an important market for the Ace as well as much easier on compliance issues.”

These photos were released as examples of several configurations of Ariel’s new model. However, as Ariel is a bespoke manufacturer, customers will be able to make as many changes as they want so these are only indicative of what’s possible.

For example, it has a choice of seat height from 745mm to 825mm, a choice 12 | AUSTRALIAN ROAD RIDER

of steering head angles, and wheelbase can range from 1541mm to 1563mm.

Use of the Honda engine is to be expected since they use the 350 horsepower supercharged 2.0-litre Honda i-VTEC in their Ariel Atom 3.5R. The car launches to 160km/h in six seconds and has been a dominant feature at, or near, the top of the lap times on the popular BBC car program, Top Gear.

The Ariel Ace also uses the VFR’s

“As Ariel is a bespoke manufacturer, customers will be able to make as many changes as they want” single-sided sha -drive and swingarm and Dual Clutch Transmission system with automatic and semi-automatic modes. You can also choose a conventional six-speed manual gearbox.

The front brakes are Nissin 320mm dual floating hydraulic discs with sixpiston calipers, while the rear has a

Nissin 276mm disc with a two-piston caliper. The wheels are five- and sevenspoke alloy but full-carbon ones are also available.

The company has a lot of pride at stake as the maker of one of the world’s fastest cars, so it is no surprise the Ariel Ace will be powered by the 1237cc V-four which has 129kW and 130Nm in a lightweight billet aluminium frame. They claim the Ariel Ace will hit 100km/h in 3.4 seconds with a top speed of 266km/h.

The Ariel Ace will go into bespoke production next year, building only about 150 a year with prices starting from $36,000. Ariel follows old motorcycle manufacturers such as Bultaco, Brough, Matchless and Hesketh, which have recently announced a return to manufacturing.

Ariel Motorcycles started in Birmingham in 1870, was sold in 1944 to BSA, but the Ariel name survived until 1970. The most famous of the Ariel models was the Square Four, which began production as a 500cc in the 1930s. The Ariel name was resurrected in 1999 to form a sports car company that makes track-day weapons.

■ Style is minimalist with no hint of retrospective cues

NEWS

BMW LAUNCHES CONCEPT ROADSTER

New roadster model shows hip new direction for BMW

BMW Motorrad had promised many more boxer-powered roadsters like the R nineT and is now delivering with the unveiling of the Concept Roadster. BMW says the stubby-looking Concept Roadster “embodies the future of the BMW boxerpowered roadster” with an emphasis on fun rather than function. Which means

that, like the R nineT, it won’t have all the electronic fun-spoiler technologies.

It also shows that there is a lot of life le in the air/oil-cooled boxer, rather than the water-cooled “wasser boxer” in the new GS, GSA and RT. The engine hasn’t been tweaked, though. It retains the same power (92kW) and torque (125Nm) as the

last of the air/oil-cooled GS models.

The most striking visual aspects are the stubby tail, the slammed front end and the high-rise two-strokestyle megaphone exhaust. The whole emphasis of weight is forward and down so it looks like the engine is about to fall out of the machine.

BMW says the LED headlight “presents a modern, dynamic interpretation of the classic circular headlamp”. They say it is “an extremely technical look” and it looks like the head of a creature from a sci-fi film. The solo seat is covered in perforated Alcantara leather and the tank has indents for knee grips. The self-supporting rear structure is fashioned from a single piece of aluminium.

The valve covers are also made of milled aluminium with a yellow accent for a more modern interpretation of the traditional engine. BMW says it is inspired by the knee pads of a racing suit.

BMW says the aerodynamic spoiler incorporates the exhaust silencer and meets future noise prevention requirements.

While there is no word on when this will go into production, what it will look like or what it will be called, we can take our cue from the Concept 90, which was unveiled in May last year and went into production about six months later.

TWO-STROKE LIVES! MotoGP replica two-stroke hyperbike unlikely to get LAMs approval Just when you thought two-stroke was dead, German company Ronax has produced a 500cc two-stroke machine that is road legal but wouldn’t be outgunned on the MotoGP grid.

The Ronax 500 is powered by a fuelinjected 500cc two-stroke V4 with 119kW at 11,500rpm. Yet it weighs only 145kg (dry) with its aluminium beam chassis, banana-tyre aluminium swingarm and carbon-fibre bodywork.

The performance bike is based on Valentino Rossi’s 500cc-winning motorcycle at the 2001 MotoGP. It is fi ed with fully adjustable Öhlins suspension and Brembo brakes, but it also comes with lights, indicators and rear-view mirrors, so it can ride on the 14 | AUSTRALIAN ROAD RIDER

road. But here is the catch: only 46 will be built and the price is $144,000 plus taxes, freight, duties etc. Since that also includes 19 per cent German taxes, it’s going to cost closer to $200,000 to get it landed and ready for our roads.

Ronax is taking deposits of $57,000 (plus 30 per cent German taxes) and you could expect your bike to be delivered in about six months, or you could fly to their Dresden factory and pick it up yourself.

RONAX 500 Price: $144,000 (+ORC) Engine: 499cc, fuel-injected, 2-stroke, 80-degree V4 with two counter-rotating crankshafts and electronic starter

Power: 119kW @ 11,500rpm Exhaust: Four stainless-steel tuned pipes with carbon end cans Gearbox: 6-speed, cassette type Clutch: Multi-disc clutch in oil bath Chassis: Aluminium bridge frame, CNC processed, steering head fully adjustable, aluminium swingarm Suspension: 43mm Öhlins USD fork (front), Öhlins TTX monoshock (rear), both ends fully adjustable Wheels: 17-inch forged aluminium Brakes: Brembo monobloc, forged aluminium, 4 pistons, floating 320mm disc (front), Brembo, forged aluminium, 2 pistons, 210mm disc (rear) Steering damper: Öhlins Bodywork: Carbon-fibre

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FOR PRICING & TEST RIDE CALL 1300 725 949 ©2014 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, ™ and the BRP logo are trademarks of BRP or its affiliates. Products are distributed by BRP Australia Pty Ltd. *Tested at a constant speed of 100 km/h. Fuel mileage may vary depending on the following: Spyder RT models, personal riding habits, weather conditions, trip length, vehicle condition, vehicle configuration and other conditions. Up to 325 kilometres tested at a constant speed of 120 km/h. Break-in mileage may also vary. See an authorised BRP dealer for details. Some models depicted may include optional equipment. Always ride responsibly and safely. Always observe applicable local laws and regulations. Don’t drink and drive.

NEWS

JEEP PARTNERS WITH

HARLEY-DAVIDSON

Certainly, sir. And would you like a car with that?

It is not unusual for car companies to court motorcycle companies to gain some “street cred”. A er all, motorcycles are the ultimate freedom machine, embodying the basic spirit of man, machine and the road ahead.

Now Jeep is partnering with iconic American motorcycle manufacturer Harley-Davidson to sponsor events and rallies in the Europe, Mid-East and Africa regions. Jeep has done it in the past, 16 | AUSTRALIAN ROAD RIDER

as has Ford in the US, which produced special models with Harley-inspired upholstery and badging.

This time Jeep will offer two Mopar Wranglers with Harley “inspiration”. The automotive pair will also share social media promotions.

Meanwhile, Audi bought Ducati in 2012 for $1.2b in a strategy to gain the same perceived credibility BMW has with its Motorrad division. There have since

been many rumours about how the two companies would utilise each other’s technologies, but so far the only outcome seems to be shoehorning a Ducati 143kW 1199 Panigale engine in VW’s XL1 plug-in hybrid two-seater concept supercar.

On the flip side, bike manufacturers have been gaining rider-aid technology such as ABS, traction control, tyre pressure monitors etc from car makers and their suppliers such as Bosch.

RIDE HARD OR STAY HOME. LOW RIDER

®

Unruly and unrivalled when it comes to getting down and dirty, there’s no doubt to this machine’s insubordinate attitude. With dual disc brakes and at Twin Cam 103 the Low Rider ® is back and lower than ever. h-d.com.au for more info or Test Ride today www.harleytestride.com.au ©

2014 H-D. Harley-Davidson, the Bar & Shield logo are among the trademarks of H-D U.S.A., LLC.

HARL10098_B

NEWS

DEMO RIDES TOP LIST IN CUSTOMER SATISFACTION More demo rides equal more sales, says a study on the US motorcycle market

■ Victory offered the ultimate demo rides — a weekend away!

An American study of customer satisfaction has found that dealers are offering more demo test rides. The Pied Piper Prospect Satisfaction Index shows that US dealerships mention either immediate or future demo rides 52 per cent of the time, compared with only 36 per cent of the time three years ago.

However, there is much variation from brand to brand.

Dealers selling Ducati, Can-Am, Harley-Davidson and BMW mentioned demo rides to more than 60 per cent of their customers, while dealers selling Moto Guzzi, KTM, Yamaha, Suzuki and Honda mentioned demo rides to less than 30 per cent of their customers.

Consequently, American riders have returned Ducati dealerships to the top of the industry rankings for customer satisfaction. Maybe they should call them desmo rides! The last time the iconic Italian brand led the Pied Piper Prospect Satisfaction Index was 2009.

Ducati dealers beat last year’s leader, Harley-Davidson, and Bombardier’s CanAm, which ranked third on its debut 18 | AUSTRALIAN ROAD RIDER

inclusion in the American motorcycle industry benchmarking survey.

The index uses “mystery shopping” measurements to rate the treatment of motorcycle shoppers and showed industry-wide performance improved substantially from 2013 to 2014, with 12 of 17 motorcycle brands achieving higher scores.

While the study is based on the US customer experience, most manufacturers enforce global standards and procedures for their dealers, giving a fairly similar customer experience around the world.

In Australia it is heartening to see that many brands are offering more demo rides to customers. Most brands had demo bikes at this year’s Brisbane Moto Expo, for example. Harley offered up its entire fleet — including their expensive Touring range — at the HOG Rally in Cairns. BMW is again offering its GS fleet for very practical demo rides that even include off-road riding.

Harley also offers static demo rides for people who don’t yet have licences so

they can get the feel of riding a Harley.

One of the most innovative demo ride programs in Australia was from Victory, which offered selected customers a weekend test ride, along with a free tank of fuel and an accommodation voucher.

It sure beats the old ride-around-theblock demo!

DEMO DEMAND One of the greatest complaints we hear at ARR is the lack of demo rides available to Australian riders.

There are many reasons why demo bikes may not be ready for you to ride, but some brands are much worse than others when it comes to trying to give you the opportunity.

Has a demo ride, or the lack of it, influenced what you’ve bought in the past? How important is a demo ride to you? Have your say in “Readers Rite” by flicking us an email or letter; see page 128 for the details.

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NEWS

LEARNER COURSES ON A HARLEY Get cool straight away with Harley dealers offering rider training For the first time, you can learn to ride on a Harley-Davidson motorcycle in the US with Australia to follow early next year. The Harley-Davidson Riding Academy will use the new LAMSapproved Street 500 in its national rider training program hosted by more than 180 Harley dealerships.

Harley-Davidson Australia marketing director Adam Wright says they would like to follow suit when the Street 500 is launched here in January. “But it does require a substantial amount of funding,” he says. “We are talking with the dealers to work out the best system. Some regional dealers can get accreditation to be a regional trainer. It’s a great way to get new customers into a dealership.”

One of those regional dealers is Rocky Harley-Davidson in Rockhampton and owner Geoff Trewin is already on the ball. “We’ve submi ed forms to be a learner trainer centre,” he says. “We’ve already taken four deposits on the Street 500 so we think it will be huge business. It will allow us to get brand

loyalty from day one.”

He says he would like to call the learner program “Rider’s Edge”, which was the name of the Harley program in the US when they used the Buell Blast learner bike. “I’m not sure we’d be allowed to use that name, but we would like to see a learner program launched at

the same time as the bike,” he says.

Adam says the Street 500 is still planned for a January launch, but he’s hoping to bring it forward. “It all depends on production and world demand,” he says. “They are selling really well in India which puts a lot of pressure on production.”

HARLEY STREET REKINDLES ON ANY SUNDAY MEMORIES Street 750 goes dirt tracking as H-D relives its racing heritage

■ Brad “the Bullet” Baker: Making Mert proud

20 | AUSTRALIAN ROAD RIDER

Remember the Harley-Davidson XR750s sliding around the oil and dirt mile track in the documentary On Any Sunday?

Well, the new Harley Street 750 has rekindled those great memories at the

X Games in Austin, Texas.

Following on from the Street 750 racing on ice at ESPN’s X Games in Aspen, USA, earlier this year, the newest Harley family made an appearance in June on the dirt track.

While we mature-aged guys are a bit misty-eyed about the big Harleys hi ing the track, perhaps many of the young folk are rather excited at the sight of the flat trackers in full flight. It may lead to a rush of customised Street flat trackers.

Australia isn’t ge ing the 750cc model as it is believed it would just cannibalise sales of the 883 Sportster. The customised Street 750 flat tracker was ridden by reigning AMA Pro Flat Track Grand National champion Brad “the Bullet” Baker in the exhibition race. Flat track is not a sanctioned X Games event, but Harley is encouraging organisers to recognise the race for future events.

Harley-Davidson has competed in flat track racing for almost 100 years.

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NEWS

AUTO DRONE CAMS FOLLOW YOUR RIDE ■ The AirDog quadcopter packs down for storage

■ Setting up the Hexo+ to follow you is done via an app

■ The drone could bring a completely new dimension to filming

Now you can film yourself from the air with these sophisticated drones Get that GoPro off your helmet and stick it on a drone that will automatically follow you while you ride, providing aerial shots of you and your surroundings.

Two companies are trying to get auto drone cameras off the ground, so to speak. They are Squadrone System’s

Hexo+ drone and the AirDog from Helico Aerospace Industries.

These drones can track your route and you can determine exactly how far and at what angle they video you.

The Hexo+ drone communicates with the user’s iOS or Android smartphone and will follow at a set position determined using an app. The rider can specify how far it hovers and at what angle from you. The drone then hovers in position until the user starts moving, then it tracks them.

The Hexo+ has a top speed of 70km/h and a flight time of 15 minutes per ba ery charge and can maintain a shooting distance of up to 50m.

The AirDog is a quadcopter with rotor-arms that fold away for easy storage. It can reach speeds of 64km/h with a flight time of 10 to 15 minutes on a charge. Early funding pledges for these kickstarted products will cost $499 for the Hexo+ and $1195 for the AirDog. Just imagine the YouTube videos you could post with one of these babies!

GOOD AND BAD NEWS ON HELMET NOISE Not all wind noise is bad, say British University researchers ■ Not all helmet noise is bad, apparently

Wind noise produced when riding a motorcycle can affect your hearing, but it may not impair your ability to hear important sounds. These are the findings of two University of Bath traffic psychology researchers, Dr Ian Walker and Dr Michael Carley. Dr Carley, in particular, has presented many papers on helmet noise and motorcycle aerodynamics.

22 | AUSTRALIAN ROAD RIDER

“For me, the most interesting outcome of these studies was our finding that the wind noise that one experiences in a helmet has a more complicated effect on hearing than had previously been suspected,” says Dr Walker. “It’s long been known — and is obvious to anybody who has been to a rock concert — that loud noise temporarily reduces the sensitivity of your hearing.

What we found was that the wind noise produced by a motorcycle helmet has this same effect except for a certain band of frequencies where, apparently paradoxically, the wind noise makes hearing more sensitive than normal.

These frequencies, which are sensitised by helmet noise, are frequencies which are particularly important in everyday life for hearing speech, and so they’re becoming more sensitive a er riding a bike, which is particularly interesting.”

Michael says the findings debunk claims by anti-helmet campaigners that motorcycle helmets are a danger because they make it more difficult to hear important traffic noises and warning signals.

For long-term protection from hearing loss, Michael says there is one main solution. “For noise reduction, the first thing is to wear earplugs,” he says. “They won’t cut out everything but they do reduce the exposure. In-ear communications — such as Bluetooth speakers and earphones — are poison.

They stop you using plugs and they have to be turned up so high that they cause damage in their own right.

“In the long run, there is only so much you can do to reduce noise, but changes to helmet design, within reason, and to windscreens would do a certain amount of good.”

NEWS

MOTORCYCLE APP GUIDES RIDES A new motorcycle app that guides you on suitable road and off-road rides throughout NSW and allows you to share your ride will soon expand into Queensland and Victoria.

The Guide to Ride app costs just $1.29 through iTunes and is developed by self-taught app designer Daniel Hart, 33, who works in the Hunter Valley mines and rides dirt and road bikes. “I have been riding motorbikes since I was a kid and only recently purchased a road bike — the KTM 390 Duke,” he says. “I found there was no Australian app out there that catered for both the road and dirt bike rider when you are away from home, so I decided to create the Guide to Ride app. Other riders I know, both motocross and road riders, agree it is a great idea for when you want to go for a ride but are unsure where. I have found other riders have also been telling me that being able to record your ride and improve your riding based on the recording has been a good aspect for them.”

The app shows suitable road and offroad rides that are close to you, including highways and byways, motocross facilities, and national and state forests. It shows how long the ride is and whether there are service stations and restaurants along the route. The app also allows you to record your favourite rides and to add them to the shared list of rides for other motorcyclists.

“My main goal for creating the app was to highlight the great rides and riding areas that our awesome country offers, yet so many people may be unaware of,” Daniel says. “Allowing users to add rides that are not yet in the app will also hopefully make it a very useful riding tool for all the growing motorcycle enthusiasts for years to come.”

Daniel says he has had interest from other states and is working on adding them. “Most likely Queensland and Victoria will be released within the next three months and other states will follow soon a er that.”

The app will only take 23.5MB of space and costs just $1.29, so let’s give this young riding entrepreneur our support.

In the long term, it will benefit all Aussie riders. Guide to Ride has been developed specifically for iOS 7 and iPhone 5, although older iOS devices are supported.

24 | AUSTRALIAN ROAD RIDER

Young Aussie rider develops app for tackling dirt and road touring

■ Daniel Hart developed the app specifically for Aussie riders

UK RIDERS WANT PROTECTION Motorcycle clothing could soon have labels that tell you how much protection is provided. This follows a call by Britain’s largest independent road safety organisation, IAM, based on its research, which shows 85 per cent of riders consider protection the most important factor when purchasing motorcycle clothing. It also found 70 per cent are willing to pay for top-quality gear and 71 per cent believe the brand partly contributes to the

effectiveness of protective clothing.

The study found that 60 per cent of riders believe the torso is the most important part of the body to protect and 46 per cent say hands and legs.

British riders don’t have to worry as much about ge ing hot as Australians so 90 per cent claim they always wear motorcycle protective clothing when riding and 48 per cent actually believe protective clothing should be compulsory.

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NEWS

BIKE DATING SERVICE SAYS RIDING IS FUN No surprises about the five main reasons why we ride motorbikes A biker dating service has found fun and finances are the top reasons for people to ride a motorcycle, despite them being risky and vulnerable to the weather.

Southern California dating service, BikerKiss, asked why people chose to ride instead of taking a car. The top answer they received was what most riders would say — it’s fun! But that was just one of five aspects that a ract people to motorcycles.

The top five reasons people ride, according to the BikerKiss motorcyclist dating service, are:

Fun There is nothing be er than riding along a set of good curves on a good road. It’s fascinating how human bodies can respond to the gravitational pulls and pushes. When someone’s on a motorcycle, he or she feels everything

out there — the nature, the road right under the foot, the wind in the face ... nothing compares.

It saves money Motorcycles burn much less gas (petrol) than most cars in general, so it really helps save money. Also, at some point, motorcycle riders are leaders in conservation.

Easier to park Is it a pain when someone spends half an hour in the parking lot but still can’t find a place to park his car? That’ll never happen to a motorcyclist.

Super flexibility Remember the helpless feeling of encountering a traffic jam on the road?

Being stuck in a car with a line of vehicles in front blocking your vision

HONDA TECH COMP Honda Motorcycles is encouraging its dealer-based technicians with the carrot of five VIP trips to Melbourne for the Phillip Island MotoGP in its first Honda-certified Technician Excellence Awards. Motorcycle technicians who have done HCT training by September 19 will be eligible, with five finalists

— one each from Victoria/Tasmania, NSW/ACT, Queensland, NT/SA and WA — receiving the trip. They will also get Honda VIP hospitality on Gardner Straight, a tour of Pit Lane and an official dinner, where one Honda technician will be crowned the 2014 national winner.

MAX GOES MAD ON DUCATI Six-time world champion motorcycle racer Max Biaggi has paid more than $50,000 for the first Ducati 1199 Panigale S Senna special edition. Max outbid Formula 1 driver Felipe Massa at a charity auction for

26 | AUSTRALIAN ROAD RIDER

the bike, which is dedicated to F1 legend Ayrton Senna. The remaining 160 limited-edition bikes will be sold in Brazil with proceeds going to the Senna Foundation’s local education projects.

and not knowing when the traffic is going to move? A motorcycle can solve all of this! Besides, a motorcycle can literally stop anywhere along any road.

Easier to maintain Motorcycles are easier to repair. Firstly the engine is more accessible. Go to the bike, pull off a side cover or seat and there is the engine. Secondly, there is less to maintain — for example, two wheels, not four. In many ways, a motorcycle is only half a car. Finally, many repairs can be done without having to go to a mechanic, like changing spark plugs or fi ing a new ba ery.

Well, some of those answers are a li le flawed — for example, faired bikes can be a pain to access the engine and lane-spli ing or lane-filtering isn’t legal in many places. Anyway, the riders on BikerKiss have the right sentiment!

MAKING DAD’S DAY

The worst Father’s Day gifts are a painted rock, a tie with Santa on it and a coffee mug, according to a survey commissioned by Harley-Davidson. The company commissioned the survey to come up with appropriate gift ideas and surprise some lucky dads with prizes.

The survey, which interviewed more than 1200 American dads, found dads are missing out on their special day.

It found that almost one in three (32 per cent) had family members who completely forgot about them on Father’s Day. More than half (57 per cent) said they didn’t like their gift, wanted to return it (57 per cent) and more than half said they received the same gift more than once.

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BIG SHOT ARIEL IS BACK AS A BESPOKE MOTORCYCLE MANUFACTURER WHO’LL BUILD JUST ABOUT ANY CONFIGURATION YOU LIKE AROUND ITS ACE. THE DIFFERENCE AND DETAIL IN THIS VERSION, ONE OF TWO REVEALED UPON ARIEL’S RETURN TO TWO WHEELS, STANDS OUT. READ MORE ON PAGE 12.

28 | AUSTRALIAN ROAD RIDER

THE THINGS YOU SEE

Roadrider A U S T R A L I A N

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AUSTRALIAN ROAD RIDER | 29

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On your itinerary, you will journey the real America, meeting the fair-dinkum folk that call the heartland of this amazing country home, eating in true American diners and staying in historic hotels and motels along the way. Beginning in one of the US’s premier cities, Chicago, you will venture across eight states (Illinois, Missouri, Oklahoma, Kansas, Texas, New Mexico, Arizona and California), encountering numerous cultures and tackling all sorts of geography, from the magnificence of the Great Lakes, to the Corn Belt of Illinois, the rolling hills of the Ozarks, the mesmerising Llano Estacado and the Painted Desert. You’ll be crossing the High Plains, climbing through Alpine regions, the Grand Canyon and dropping into the blistering Mojave Desert, before we reach the Land of Milk and Honey and topping it all off in the light-spangled Las Vegas.

You will also visit iconic Route 66 sights such as the Wagon Wheel and Wigwam Motels (Pixars inspiration in the animated movie Cars), the 1929 Chain of Rocks Bridge, St Louis Gateway Arch, Devil’s Elbow Bridge, Gary’s Gay Parita gas station, 4 Women on the Route, 9-foot highway, the Blue Whale of Catoosa, 1933 Texaco Station, Big Texas Steak Ranch, Santa Fe, Cadillac Ranch, Jack Rabbit Trading Post, Apache Death Cave, Twin Arrows … and much, much more!

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■ You’ll also come home with a whole new appreciation for driving skills

A LIFE CHANGER: LONG WAY ROUND Ten years on from the classic 2004 TV documentary, Charley reflects on the project that changed his life

CHARLEY BOORMAN wan was away stateside again in 2003, becoming even more famous and riding a wave with three films lined up — Star Wars, Big Fish and a lesser-known psychological thriller with Bob Hoskins called Stay. Before he le we were cha ing in London on the phone. He was overly excited, just brimming with this idea. He said, “I think you ought to come over for dinner, mate.”

We’d o en talked about the “bigger ride”. Something a bit more than the weekend trip. We were both newish parents and we all know how hard it is to

E

32 | AUSTRALIAN ROAD RIDER

be the “born to be wild” character while picking the baby up from the nursery, changing its nappy and remembering to get some more nappy-rash cream from the chemist. Life sometimes just dictates the routine.

Ewan’s joy, his passion, like mine, was always motorbikes. It didn’t really ma er what it was — big, small, expensive or cheap as chips, as long as it had two wheels and filled your nostrils and ears with the requisite ingredients — that would do. A real bonus for Ewan was that when on a bike he was anonymous, nobody would bother him, and if they did it was to talk about the bike and not ask for autographs or photos.

Arriving at Ewan’s place, there was a map laid across the table. A great tip here is when you’re trying to persuade partners about your trip, use a small map! It’s so much easier to just point and say, “Well we’re only actually going from there, across there to there and then we

■ No looking back: an epic trip on motorcycles will change your life

BOORMAN ■ The original trip led to so much more for Charley and Ewan, including the Long Way Down journey

“I started to panic as the reality of doing this trip hit me smack in the face. I had no money, no time and I hadn’t spoken to anyone” end here.” It’s just a few centimetres — then you pour them another drink and close the map. So, the idea was we head east from London and end up in New York. Ewan just ran his finger across the map, London, Europe, Ukraine, Russia, Kazakhstan, Mongolia, Siberia and did a li le jump at the Bering Strait across into Alaska, Canada and finishing in the Big Apple. Easy really, eh?

I was living and working in London, hacking around my shed looking for some painting and decorating tools. The jobbing actor lifestyle is not so glamorous, as most of the time I was fi ing kitchens or doing some low-level building work, anything to pay the mortgage. The bank account always hovered around the red and keeping my head above water was a challenge. Although I did have some strong film hits in my early days, my movie career was in a bit of a dip. I heard the phone ringing and ran to get it in case it was Spielberg. (He never did call, even though he promised.) It was Ewan ringing from the States: “I’ve spoken to my agents in London and LA and I’ve blocked eight months out of my diary. What have you done about the producers?”

Before he le for the US, I had a list of things to get moving on. “All good here,” I said. “I’ve got a few people lined up, some meetings and stuff, it’s been full on.” I’d actually done nothing! I started to panic

as the reality of doing this trip hit me smack in the face. I had no money, no time and I hadn’t spoken to anyone about making a TV show.

Pu ing things into perspective, Ewan was minted — he’d just done Star Wars, while I was, to be honest, pre y much scraping the barrel. Looking back it was Ewan’s generosity that made it all happen.

By that I’m not really talking about money — a er all, he is Sco ish! (Just joking, Ewan!) Ewan would have clearly liked to simply head off on our trip, just the two of us. No book deal, no TV deal — just two mates having a laugh on a once-in-a-lifetime adventure. Ewan knew that the easiest way to make things work for me was to turn the trip into a book or TV deal. That way I’d not have the money worries of leaving my wife and kids — and the mortgage — for four months!

And if the book and the TV failed, we’d still have had the experience and some old video footage we could show to our grandchildren.

Much of the rest is history. We learnt a great deal about travelling on motorbikes.

Lots of lessons about over-packing, correct paperwork, bush mechanics, camping, and had some great highs and emotional lows. Most of all we learnt that the world is just full of people like you and me, people who just want the same things. They want to live in a nice place,

put food on the table, have education for their kids. They want to feel safe and enjoy a life. They’re generally kind and welcoming. In fact, we found that those with the least material things in their lives, the poorest people we met, were always the first to share whatever they had. This was the same story everywhere we rode on our 20,000-mile odyssey.

People are just great.

We were lucky. We had the right component parts and it was, it seems, just the right time. Russ Malkin, a great guy and superb director; David Alexanian, an independent filmmaker from the US; Claudio Von Planta, an incredible cameraman and real character — this was our team. We fi ed well together and I think we just hit the timing right when people were fed up with the “normality” of life and wanted to look to adventures.

We certainly weren’t the first to travel around the world and we never tried to project ourselves as anything more than what we were. We were inspired by the likes of Ted Simon (Jupiter’s Travels) and Simon Milward (Millennium Ride), and we’d looked at lots of other great stuff like the classic Mondo Enduro boys and of course the bible by Chris Sco , The Adventure Motorcycling Handbook.

We had to balance out the constraints of book and TV deals against our original idea of just two mates on bikes. What resulted surprised us all. The success of Long Way Round certainly changed my life. From there I did the Dakar Rally and then back with Ewan again for the Long Way Down, and then a whole host of TV shows, all bike and travel related.

I’ve a great deal to be thankful for — to the team and all those who helped get Long Way Round off the drawing board and most of all to the people who read, watched and enjoyed it. Many thanks. ARR

GENERAL LINKS Ted Simon, Jupiter’s Travels: jupitalia.com Simon Milward, Millennium Ride: www.millennium-ride.com Chris Sco , Adventure Motorcycling Handbook: adventuremotorcyclingh.com Austin Vince, Mondo Enduro: www.austinvince.com, www. mondoenduro.com And of course Charley: www. charleyboorman.com

AUSTRALIAN ROAD RIDER | 33

SEDDO

THE GLUE GEOFF SEDDON

iding a bike is like surfing or drag racing, or being addicted to cocaine. We routinely experience stuff that normal people don’t and when we do it together, we bond like brothers. Not all my mates ride motorbikes, but I more o en see the ones that do, even when we’re not motorcycling.

Take the skipper, who rides a BMW R1100S. He and I started riding together in the early ‘80s on a KH250 and Z900.

We both had a lot to learn — our first trip was to Armidale for no reason at all in the dead of winter. The next was to Victoria for the Hells Angels concert in 40-degree heat, by which time he’d upgraded to a Honda Four. It was stolen a year later, just a few weeks before some bastard nicked my Commando. They say shared experience is the glue that binds a friendship, but we already knew that.

The skipper rides like the wind, reflecting his lifelong passion for sailing.

Most Wednesday evenings in summer you’ll find me crewing on his 34-footer in the twilight races on Pi water. I share the forward duties with the designer, who owns a whole bunch of Ducatis both here and in the US, including a Supersport like mine. On the long port tack up to Lion Island, he and I talk about things like the time we all rode down to the Vic border to escort the skipper home on the last leg of his round-Australia trip. It was a fast posse for 1987 but the

R

Motorcycling is as much about friendships and shared experiences as it is the thrill of the ride only guys who got booked were me on a clapped-out Iron Sportster and Mick who was following on his Bonneville in case I broke down. Funny how it’s the slow guys who o en get nailed.

Manning the winches and feeding the skipper beers is the brother-in-law, who’s been my point man since the mid-80s, initially on a K100RS but Ducati powered

“There’s no doubt motorcycling is a big part of the band’s dynamic, just as it is on the skipper’s yacht” ever since. We’ve done more than 50,000km and had a million adventures together, including countless trips to Phillip Island.

Not all the memories are great. He was there the night the designer’s Hailwood Replica caught fire in the rain at Yass and burnt to a crisp. Another time, he and the skipper got booked together at 160+ in the Snowy Mountains and lost their licences for months.

And then, there’s the harmonica player, who I met in the early ‘90s when he crashed outside my house. Some of our escapades read as chapters in Fear & Loathing in Las Vegas, like the time my Norton Fastback shat itself on the NSW

South Coast en route to Victoria. It was raining buckets, so we hired a ute, loaded our two bikes in the back and continued on to the rally in a haze of good spirit.

Our wits weren’t about us next morning either, when we unloaded his 900SS and he shot off into the dawn at 100mph, with me to follow in the ute, the key for which was safely tucked away in the harmonica player’s pocket.

About four years ago, he and I formed a band called the Bevel Drives with the drummer, who rides a 1098S. We are now also motorcycle touring buddies, with 10,000 shared kilometres under our treads and plenty more to come. The bass player has been a work and motorcycling mate for over a decade, including right now at ARR; di o our long-haired bearded roadie whose page follows mine.

The lead guitar player’s last bike was a Moto Guzzi but we let him join anyway, and nearly all the people who come to listen to us jam ride motorbikes. As a special treat, we recently had the Walrus, who was my boss on Two Wheels and Live to Ride 25 years ago, join in on the blues harp.

With one bevel and five belt-drive Ducatis between us, we should probably change our name, but there’s no doubt motorcycling is a big part of the band’s dynamic, just as it is on the skipper’s yacht. We already think alike and know each other well, and have done so since before we met. ARR AUSTRALIAN ROAD RIDER | 35

zoe

MOTORCYCLE DIARIES: DUCATI 899 PANIGALE ZOE NAYLOR

The joy of sportsbikes

H

oly Toledo! If I had known that riding a sportsbike was going to be this much fun, I would’ve jumped on one

yonks ago.

I have been admiring the sportsbike from afar for a long time now. I had always just presumed that a sportsbike far exceeded my riding ability and that I had to have massive balls to ride one.

(Guts, that is.)

Recently the opportunity to jump on a Ducati Panigale 899 presented itself.

When I picked up the bike from Fraser Motorcycles in Concord I wasn’t sure if I felt excited or totally terrified as the adrenalin began surging through my body. Apologies to service technician Craig, who patiently walked me through all the bells and whistles on the dash while I had a mini meltdown.

There are three riding modes on the Panigale — Racing, Sports and Wet — which vary the ABS braking, traction control and engine-braking control se ings.

He set the bike’s performance to Wet even though the sun was shining to ensure I had maximum support from the bike on the road. Personally, I think it was to give me some mental support in the face of jumping aboard the jaguar of road bikes.

As I rode out the driveway, my palms sweating in my gloves, I found the most disconcerting thing was the new riding position. Si ing with my bodyweight that far forward literally made me feel like I was going to be thrown over the front of the handlebars at any given moment. But I kept on. I resigned myself to the fact that this would just take some ge ing used to, and let’s face it, there was no other way I was ge ing home.

As I clocked up the kilometres on the M4, I started to relax. My shoulders lowered

from being up under my ears and my hands eased up on their tyrannical grip. I actually began to feel like a kid a er their first ride on a roller coaster. I felt totally alive!

Up until this point I’ve been riding bikes with a much more upright seating position.

People had warned me about the muscle of the sportsbikes and the potential of being thrown backwards when accelerating due to their power, but I began to find this forward riding position actually gave me be er control of the bike. It gave me a feeling of confidence. I liken it to being in the right skiing position when taking on a steep slope.

As I began to wind my way up the hills of the Bells Line of Road towards Lithgow, I relished being able to lean into the corners with more ease and speed. Usually in the more upright position I become timid and shy around corners. This forward riding position allowed me to really approach each corner with more assuredness.

The other thing that I just loved about this bike was the quick-shi capability.

It reminded me of the Tiptronic gear system I had driven once on the Porsche 911. Basically you don’t have to use the clutch when changing gears, which is a godsend because I found the clutch rather heavy a er an hour on the road in this forward position.

The next thing I’d love to take on is a track day. Or perhaps a privately run track day with an instructor would be a more nurturing environment. It would be awesome to be taught how to tackle a Panigale or any sportsbike for that ma er at speed — to really feel the engine open up down a straight and to learn how to take on corners without touching the brake and going down gears. My riding is certainly ge ing be er the more bikes I’m trialling but a bit of extra coaching at this stage of the game certainly wouldn’t go astray.

Till next time. ARR

“I relished being able to lean into the corners with more ease and speed”

■ Craig McMartin ensured the Panigale wasn’t too much of a shock to Zoe for her first ride on a sportsbike

AUSTRALIAN ROAD RIDER | 37

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BOOZY BUSH BASH GREG REYNOLDS

Boys will be boys, even the grown-up ones ne of the beauties of motorcycling is the diversity of bikes and the many different ways of enjoying them. This is a yarn about a day of fun I had with a couple of mates several years ago, involving bikes, beer and bush.

I had been making my own home brew for years and I was right into it when I moved to Bowen Mountain in the Blue Mountains. My new next door neighbour, Robert, didn’t mind a drink and he soon caught my enthusiasm for brewing. Before long his neighbour on the other side, Jeff, caught the bug, and soon all three of us were brewing beer on a regular basis.

We experimented of course and made various lagers, draughts and ales with varying amounts of sugar, dextrose and honey to enhance both taste and alcoholic content. I even made a ‘super brew’ with double the sugar plus a liberal amount of honey. I knew it would be strong so once it had matured I put a dozen long-necks in my beer fridge to await a special occasion.

One Sunday morning my wife had taken the kids out for the day and I had a rare day at home with time on my hands. I decided to wash my Italjet 350 trials bike in the back yard. All the houses on our side of the street backed onto the National Park and there was a fire trail along the rear of our houses.

Robert appeared straight away on his borrowed Yamaha 250 trail bike. His wife was out as well so he was keen for a bit of fun.

While we were talking, Jeff turned up. Amazingly his story was the same.

His wife out for the day, and he had

O

the whole hot summer day to himself.

This sort of coincidence called for a celebration! I retrieved the ‘super brew’ from the fridge and put the whole carton in an Esky full of ice. We transported this about 100 metres into the bush and set up our base in the shade. I then got my XR200 out of the shed for Jeff and we were set.

We had a refreshing ale to kick us off, then I started plonking around over the rocks on the Italjet while the other two blasted around the fire trail and more open bush. A er half an hour of this we returned to base to quench our thirsts and cool down. This became the pa ern for the next few hours as we rode

“I struggled up and gave Robert a prod.

He slowly came to life as our wives arrived on the scene, hands on hips” shorter and shorter stints in the heat before coming back to base. We had an absolute ball in the steep, rocky terrain even though we rarely got more than 500 metres from our backyards.

We forgot all about lunch and by early a ernoon the beer was kicking in hard. I parked near the Esky and sat down, leaning against a tree. I must have dri ed off because sometime later I heard someone in the distance calling out. Interspersed with this I could hear a bike which sounded far away. It would start up, rev hard for a few seconds,

then stop abruptly.

As I came out of the groggy haze I realised it was the girls calling out to us but the sound of the bike persisted.

When I opened my eyes I saw Robert.

He was lying face down on the rocks with his helmet on, as though he had fallen from space! I feared the worst but he was still breathing so I struggled up and gave him a prod. He slowly came to life as our wives arrived on the scene, hands on hips.

Our immediate concern was Jeff who turned out to be the bike noise in the distance. Somehow he had become stuck at the bo om of a small box canyon! He had resorted to slipping the clutch and trying to walk it out but the rocks were so steep that, for the life of us, we couldn’t work out how he had ridden the XR down there in the first place! It eventually took all three of us and a length of rope to get it out: one to clamber out keeping the bike upright, and two to pull it up. A er much effort, laughter and a few more bruises, we grabbed the Esky and headed home to face the music. Incredibly, there were three untouched bo les!

We were in deep shit for our nefarious behaviour but we were too pissed to take anything seriously.

Eventually we adjourned to the shed for one last ‘super brew’. When we put some in the hydrometer it measured 10.8 per cent alcohol by volume! No wonder it had a kick like a mule.

I’ll let you judge whether this was harmless fun or reckless frivolity, but I know we had massive fun and a truly memorable day of bikes, beer and bush. ARR AUSTRALIAN ROAD RIDER | 39

40 | AUSTRALIAN ROAD RIDER

BMW S 1000 R

BANG FOR

YOUR BUCK BMW’s new roadster dishes up eye-watering performance at a bargain-basement price

AUSTRALIAN ROAD RIDER | 41

■ The gold forks are exposed to create interesting lines through the front end

STORY: GEOFF SEDDON PHOTOS: GREG SMITH ow, what a ride! Iಬve always thought of BMWs as friendly soulful bikes, but this one is an animal. Start it up and it sounds sharp and ready to shred.

Engage gear, let the clutch out and hang on. This is one quick motorcycle and it likes to be ridden fast.

The new BMW S1000R at first glance looks like a stripped-down S1000RR, and at one level it is. But the changes are many. The fixed fairing has been ditched for a pair of redesigned side-panels and a small fork-mounted nose cone; itಬs not so much naked as scantily clad. The RRಬs low clip-ons and high-mounted rear-sets went the same way. The wheelbase is longer (by 22mm), as is trail (by 5mm) from slightly raked forks. The engine has also had a considerable makeover, trading top-end zing for even more low and mid-range grunt.

Fortunately, the R keeps nearly all the good bits from the RR and a few more besides, at least when optioned with the Dynamic Package as fi ed to our test bike. $1150 buys you the electronic damping system ಬtil now available only on the track-spec S1000RR HP4, gold-finished

W

42 | AUSTRALIAN ROAD RIDER

“It’s rock solid and sounds insane.

OMG, I have never accelerated so fast in my life” forks (instead of black) with manual spring preload adjustment, heated grips, LED indicators and lower engine spoilers. Itಬs such good value on a bike that retails for just 19 large, it reads like a misprint and I canಬt see anyone not ticking the box.

Our test started early in the morning on a dirt road high up in the Border Ranges west of Tweed Heads. Itಬs an unusual-looking bike to confront at daybreak, very angular and modern in its styling. I thought it looked like a dogಬs breakfast resting on the sidestand but it all came together with rider aboard on the road. The riding position is classic sports touring from the days before fairings, with the handlebar forward and the riderಬs footpegs rearset but not extremely so. Seat height is relatively low ಧ I could get both feet

■ Hmm, will I pop a mono here?

BMW S 1000 R firmly on the ground ಧ and the bike is a lightweight at just 207kg full of fuel.

Idling, the S1000R sounds exactly what a souped-up four-cylinder sportsbike should sound like. Give it a blip and it whips up a snarl then cackles on the over-run. Iಬm amazed how good so many new bikes sound these days.

Itಬs like they fi ed a guitar distortion pedal in there somewhere to fa en up the note without turning up the volume. I hate quiet bikes and o en go a ermarket, but this one sounds great out of the box, just the thing to get you in the mood for a party.

But first I have to select one of four riding modes ಧ Rain, Road, Dynamic and Dynamic Pro. The la er two are more suited to track use and youಬll need to plug in the supplied module to initially access Pro. This is because in Pro you are turning down or turning off vast sections of the Rಬs sophisticated

traction, stability and braking control systems, so BMW want to make sure youಬre doing it on purpose.

Once done, the modes can be changed on the move via the le -hand switchblock. It only takes a few seconds to change from Road to Dynamic Pro (which turns off the li sensor) if you feel the urge to wheelstand.

I picked Road and headed off down the dirt. This mode provides full horsepower and a sharp short-action thro le response, together with what BMW considers the optimum level of ABS and stability control. On bikes fi ed with the Dynamic Damping Control, you also get factory pre-set damping adjustment according to your load (solo or pillion) and mode selected. DDC then fine-tunes the damping valves continuously and automatically to suit the road surface and how hard youಬre pushing it.

It sounds like hocus-pocus but the ►

“When we hit the tar, it turned itself back into a sportsbike”

■ Narrow design makes it a great commuter option too

DOUBLE YOUR MONEY BMW Motorrad has taken a leaf from their car cousins, not only adapting state-of-the-art automotive technology to two wheels, but also offering up an accessories list as deep as a corporate credit card. Here’s a taste.

Luggage Tank bag: $475 Rear softbag: $522 Bodywork Tail hump cover: $560 Engine spoilers: $1129 LED blinkers: $787 Sports windscreen: $355 Comfort rider’s seat: $463 Comfort pillion seat: $341 Noise Sports rear silencer (legal): $1113 Full titanium system (race: $5495 Track days Infra-red receiver for lap timer: $450 Datalogger: $1297 Race brake pads: $165 Tyre warmers: $1776 Race stand (front): $522 Race stand (rear): $522 Carbon-fibre Tank cover: $1480 Airbox cover: $1071 Chain guard: $397 If there’s anything left HP clutch & brake levers (pair): $624 Forged wheels: $3719

AUSTRALIAN ROAD RIDER | 43

QUICKSPECS

■ Seddo feeling fast

“It would make an ideal commuter but not such a great tourer, although you’d be tempted to just to show it off” proof was immediately in the pudding.

Iಬd travelled the same road the day before on a BMW R nineT which I thought made a pre y good fist of it.

The S1000R had it sussed in an instant and so ened the suspension to suit. It was no GS but appreciably be er than the nineT. Then, when we hit the tar, it turned itself back into a sportsbike.

Maybe it is magic, but youಬll be thankful for it when you give it the berries and all hell breaks loose. The RRಬs engine has been detuned in the R to produce less peak power at a lower redline, but donಬt let that fool you. It has significantly more mid-range oomph, 44 | AUSTRALIAN ROAD RIDER

courtesy of less aggressive cylinder head porting, smoother camsha profiles and compression ratio down a point to 12:1.

Maximum power is 118kW ಧ just shy of 160hp ಧ at 11,000rpm; the RR makes 142kW/193hp at 13,000rpm. Maximum torque is 112Nm at 9250rpm, the same as the RR but at 500 fewer revs. The real world pay-off is an engine that has at least 10Nm more torque all the way from just over 2000rpm to 7500. On the racetrack, RRs will blast past on long straights; on the road, the R is both faster and easier to ride fast than the RR, all other things being equal.

Which is not to say itಬs an easy bike

Model: BMW S 1000 R Price: From $18,990; as tested $20,140 (plus on-road charges) Colours: Light White, Frozen Dark Blue (metallic), Racing Red Warranty: 2 years, unlimited km; 3rd year at additional cost Servicing intervals: At 1000km, thence every 10,000km Engine: Water-cooled in-line fourcylinder, DOHC, 4 valves per cylinder Bore x stroke: 80 x 49.7mm Displacement: 999cc Compression: 12:1 Power: 118kW (160hp) @ 11,000rpm Torque: 112Nm @ 9250rpm Transmission: Wet multiplate antihopping clutch, 6-speed gearbox, chain final drive Frame: Aluminium bridge style Dimensions: Seat height 814mm, weight 207kg (wet), fuel capacity 17.5L, wheelbase 1439mm, steering head angle 65.4°, castor 98.5mm Suspension: Standard: Front, upside-down 46mm fork, manually adjustable for rebound and compression damping, 120mm travel. Rear, monoshock manually adjustable for rebound damping, 120mm travel. As tested, electronically adjustable rebound and compression damping front and back. Manual spring preload adjustment, front Brakes: Front, 2 x 320mm rotors with radial four-piston fixed calipers.

Rear, 220mm rotor with single-piston sliding caliper. Hand brake operates both ends. Multi-mode ABS Tyres: Front, 120/70 ZR17. Rear, 190/55 ZR17 Fuel consumption: 5.4-5.6L/100km (claimed) Fuel range: 250-300km Verdict: Fast bike for fast riders

to just hop on and ride. The thing has so much stomp from so few revs, it reacts immediately to small thro le increments and puts on speed like a jet. And this is in Road; it all comes on harder in the Dynamic modes. It takes me a while to find my rhythm and enough confidence to give it some urge down a rare long straight, but itಬs a one-day launch, weಬve only got all day and Iಬm keen to try out the quick-shi er while I have the chance.

I downshi some cogs, open up the

BMW S 1000 R thro le and pin it, holding it open as I stab the shi er somewhere between 8000 and 9000rpm. Itಬs rock solid and sounds insane, especially the loud bang on each shi as ignition is momentarily cut. OMG, I have never accelerated so fast in my life! Nanoseconds later, Iಬm hard on the picks, washing off a ton of speed as my heart thumps against my ribs. Wow, that was fun. I could take one of these jiggers way out west and spend a whole day doing stuff like that.

Light rain slows things down soon a er and I switch modes accordingly.

Maximum power is reduced to 100kW, not that youಬd know it; torque and power curves are identical up to 6500rpm, well past where most of us go when things get damp. Of more benefit is a longer-action thro le, courtesy of E-Gas fly-by-wire technology. It has the effect of so ening the torque curve ► and takes the immediacy out of the

■ Even crappy road surfaces won’t scare you with the myriad electronic parachutes

■ Stubby exhaust keeps in with the modern sportsters of today

r Much less power than the RR but still plenty for mere mortals

r An alternative emissions solution to the ugly catalytic converter will be a boon for these bikes

r Minimalist fairing treatment barely provides enough room for the decals!

LIVING COLOUR The S1000R comes in three colours and two decal sets. I went for Light white at the launch, not because it was based on BMW Motorrad’s corporate design colours but because I was late back from breakfast and it was the only one left with electronic damping. It looks smart and most like a member of the BMW family.

The stealth option is Frozen Dark Blue metallic. The spin says it stresses the elegant high-tech character of the bike, allowing us to focus on the engineering.

We wonder if someone wasn’t quite sure of the styling and camouflaged it to be safe. It was my least favourite colour, the one people walked past in car parks, but not all will think that’s a bad thing.

BMW call the third option Racing red; they could hardly have called it Honda Red but it does look more like a modern Japanese sportster, especially with the big ‘R’ on the aluminium fuel tank. This is the boy racer, with looks to match its performance. I love red bikes and this baby could park its boots in my shed anytime.

AUSTRALIAN ROAD RIDER | 45

BMW S 1000 R ■ Sharp and minimal rear, not much of a long-trip bike without luggage options

■ BMW has successfully taken historic cues and made them look contemporary and attractive

r The R is fitted with a flatshifter so you can bang up through the gears without releasing the throttle

r Smartphone sized instruments won’t hamper the view of the road ahead

r

r Simple controls for ESA and cruise

A nakedbike par excellence, and under $20 grand!

r Even in sedate Frozen Dark Blue the R looks purposeful

“It’s an unusual-looking bike to confront at daybreak, very angular and modern in its styling” thro le response, making the bike easier to ride. BMWಬs Dynamic Traction Control system automatically dials up maximum intervention, as does their Race ABS technology. On bikes optioned with DDC, suspension damping is also so ened to suit.

The changes to the bikeಬs behaviour are immediate and significant, especially thro le response and suspension feel.

The DTC system includes a lean angle sensor said to be sensational to sample on a wet racetrack but I donಬt have the balls to test it today. I do however try out the ABS, gingerly at first but eventually moving on to crude full-on panic-style stops, which it does on sixpence. Amazing.

The brakes themselves are high-spec four-piston Brembos on 320mm rotors up front, with a single-piston floating caliper on a 220mm disc at the dusty end.

The handbrake operates both the front and back brakes, albeit with less effect in Dynamic and Pro modes. The footbrake 46 | AUSTRALIAN ROAD RIDER

operates only the rear brake. As a rider who instinctively uses both ends, I didnಬt notice anything other than the bike stops and it stops good.

200km into a challenging day, I finally came to grips with the S1000R on a long downhill run on our way back to the coast, and I did it by cheating. The road was smooth and dry, traffic non-existent, the straights short and the corners endless. The fast guys on the launch ಧ who included TT hero Cam Donald, for goodness sake ಧ dialled in Dynamic mode and disappeared into the valley in a snarling high-speed pack. I dialled in Rain and went the fastest Iಬd gone all day.

I never do track days and have long set up my own bikes at the so er end of firm. It immediately felt more familiar, as did the longer-action thro le. I spent most of the time well south of 6500rpm, so suffered no loss of performance.

The bike felt more se led, it didnಬt feel overpowered and I was able to focus on

the riding the road, not the bike.

It wasnಬt perfect ಧ ABS and traction control soon became intrusive ಧ so if I had more time I would have dialled up my own custom Road mix of E-Gas, ABS, DTC and DDC to suit just me. Iಬm sure it would bear no resemblance to Camಬs, which only goes to highlight what good stuff all this modern technology is.

The Rಬs small size and low weight make for a good commuter provided you can tame the power, and it monos on its ear if thatಬs your thing. Lots of people will tour it too. It looks like a roadster but goes like a street fighter, and it would make a fantastic track-day bike, especially on tighter regional circuits. It even has a shi light and lap timer.

Itಬs a fast bike for sure, especially in fast hands, and is astonishing value for money at just over 20 grand including the electronic damping package.

Whoever thought the B in BMW would stand for bargain? ARR

BUILT FOR COMFORT

NOT FOR SPEED The leather-bagged Vintage is a surprising blend of style, practicality and old-school charm

48 | AUSTRALIAN ROAD RIDER

INDIAN CHIEF VINTAGE

AUSTRALIAN ROAD RIDER | 49

“All that weight and wheelbase that so irked me in the city are now my closest friends” STORY: GEOFF SEDDON PHOTOS: HEATHER WARE he Indian Chief Vintage is a monster, as long as the Titanic and almost as heavy. Yet it is perfectly proportioned, to my eye one of the best-looking new bikes since the Triumph Thruxton in 2004, for all the same reasons.

Indian are part of the mob that brought us Victory so they’re here to stay, unlike earlier reincarnations. The downside is their Sydney HQ is on Parrama a Road in Ashfield, a congested six-lane car park. Oh, joy. The Vintage is full of fuel, which ups the scales to 380kg. Now throw in a wheelbase longer than a Gold Wing and a centre of gravity higher than expected. It feels heavy and cumbersome, and steers like a limo. I somehow manage to exit the car park and disappear into the traffic.

I’m up at dawn the next day, heading north for warmer climes and empty roads. I stuff the saddlebags with four days’ worth of gear and take the precaution of wrapping everything in

■ The screen is also detachable if you prefer hanging in the breeze

T

■ It was love at first sight for Seddo and the Indian

50 | AUSTRALIAN ROAD RIDER

plastic bags. The forecast is for rain and storms.

We don’t make it to Newcastle before we are hit by the worst weather I’ve encountered in a decade. Blowing a gale, the rain is so heavy cars are pulling over to wait it out while the rest of us struggle to do 40 on a 110km/h freeway. I can’t see shit and am tempted to pull over too but the storms are travelling in the same direction I am. Not much future in that.

The only way forward is forward, and all that weight and wheelbase that so irked me in the city are now my closest friends.

Indian has launched three models from the same basic platform: a naked Chief Classic, the top-spec Chie ain

and in between the Chief Vintage, distinguished by its removable windscreen and camel-coloured leather seats and saddlebags. Ours was Indian Motorcycle Red, my favourite over the Thunder Black and Springfield Blue options. The paint is devoid of metallics and pearls, the colour and finish evocative of old-school enamel.

Everything else is chromed.

The Vintage is easy to pull up off the sidestand. With the key in your pocket, ignition is engaged by pressing a bu on located on the tank-mounted dash, then the starter on the right-hand switch block. It typically turns a few revolutions before starting itself with a rev and

INDIAN CHIEF VINTAGE STYLE THAT WORKS #1 Appalling weather highlighted one of the best bits of the bike, that enormous front mudguard. I knew the screen would do its job but expected to have my feet swimming in my boots. Not so. The mudguard captures pretty much all the spray off the wheel, even in the heaviest conditions, which makes an amazing difference to the rider and I suspect any pillion and luggage. My first day included 200km of rain. Not only was I drier than expected, the engine was still shiny! Road muck was restricted to the bottom of the engine cases and the mufflers. Even after many days of rain, I had the bike looking a million bucks in just 15 minutes when the sun came out for the photos, although I did cheat by not washing the rear rim.

“Maybe I should get out more, but I’ve never ridden a more comfortable bike over a long distance”

r Four pot calipers on the twin discs give you ample braking performance

r It’ll take a little time for first-time cruiser riders to get used to the rear brake position above the sprung footboards

se ling into a reliable idle. It sounds great. The dealer-option Stage 1 exhausts have a deep bass note and there’s even a hint of engine cla er.

The cable-operated clutch has a heavy action, most noticeable in stop-and-start traffic. The gearbox clunks into first, then rewards careful matching of engine revs and a subtle le boot with clean up-shi s. Final drive is by a long belt and there is no sign of snatch.

The 111-cubic-inch (1811cc) engine pulls like a steam train from idle but can get breathless up high, as is common with bikes of this type. I suspect the screen isn’t helping, punching a hole in the air the size of Uluru. At more legal speeds, the big V-twin feels and sounds responsive and bursting with grunt, provided the music doesn’t lull you into le ing the revs drop too low. At an indicated 110km/h, I dialled up the digital tacho on the trip computer to see a lazy 2550rpm in sixth. Maximum torque of 102 /lb is at 2600rpm. Fuel economy ranged from 5.2 to 5.8L/100km.

Riding position is surprisingly normal.

The handlebar is as wide as Texas but the height of the grips is good and your gloves get some protection from the screen. The rider’s seat looks like a horse saddle and is just as comfy. Di o the sofa-sized pillion perch. Indian claim seat height is lower than even Harley’s low-slung Fat Bob but must be using a different ruler; my bum says otherwise.

Perhaps it’s the shape of the seat. Even so, the Vintage is low enough, allowing this average-sized reviewer to plant both feet firmly on the ground with bended knees.

The rider’s footboards are sprung and sufficiently long to offer up a range of alternatives, from feet-forward highway cruising to a more conventional position when things get real. It can sometimes be a big stretch to reach for the rear brake lever but it becomes instinctive eventually, just as it does in a car. The set-up and general feel of the bike encourages use of the back brake, which offers good power and feel backed by the security of ABS. The front brakes are well-matched, with overall performance in line with the bike’s mass and style. ► AUSTRALIAN ROAD RIDER | 51

■ That massive front guard does an awesome job of keeping the rain off your legs and road muck off the bike

r A broad spread of illumination housed in gleaming chrome

r Including ‘1901’ in its logo is a bit cheeky. Yes, the first Indians predated Harley-Davidson by two years, but like the Rolling Stones, Harley never stopped

“The Indian looks like a Harley but doesn’t feel like one to ride. They sound different for a start” The Vintage’s see-through windscreen takes more ge ing used to, although it is a big part of its ability to devour big miles in its sleep. Maybe I should get out more, but I’ve never ridden a more comfortable bike over a long distance, and the absence of fatigue normally caused by buffeting wind is a big part of that.

The screen is also reasonably effective in keeping foul weather at bay but is difficult to see through when both sides of the screen are wet, especially 52 | AUSTRALIAN ROAD RIDER

in poor light or when the headlights of on-coming cars light up a wet screen at night. There are occasions when I contemplate ditching the screen and copping the worst of the weather headon; it detaches easily but I don’t have anywhere to stow it. But most of the time the screen is a bonus and I’m a big fan.

On the road, the Indian looks like a Harley but doesn’t feel like one to ride. They sound different for a start.

Indians are bigger and longer, and carry

r No heel shifter for the lazy gearbox that sees you chugging at 2550rpm for 110km/h

their weight higher. The Vintage has a wheelbase 11.5cm (4.5 inches) longer than a Road King, and three degrees more rake; the steering is more deliberate and less precise as a result. On the other hand, the Indian has be er cornering clearance. You’ll be going hard to scrape the heels of the footboards on a smooth road, displaying the kind of clearance that will have your mate on the Road King eating your dust. But you’ll be working harder to do it.

INDIAN CHIEF VINTAGE

r The leather gets plenty of character after a while

The Chief’s happiest hunting ground is a wide open road. It loves a freeway, especially with cruise control engaged.

Operated by two bu ons on the righthand switch-block, it’s as intuitive as any modern car’s, with the added benefit that it can be disengaged by rolling back the thro le. With a reliable touring range of 300km and the comfort of a Cadillac, having the chance to rest my right hand is a godsend. It is also very useful for not ge ing booked on double-points weekends. Once off the freeway, however, I switched it off.

On secondary roads, the Indian is

STYLE THAT WORKS #2

r Like a horse saddle and just as comfortable, even for the pillion

relaxed and soulful at speeds close to the legal limit. Go much quicker and either the steering or suspension will eventually catch you out. There’s a lot of momentum happening; the bike sticks well to its line through a corner, but isn’t so fussed about changing it. Big bumps mid-corner can also unse le it. But ride it as it was designed to be ridden and it’s hard to fault, like most bikes of this genre.

The bike made a reasonable fist of a dry clear run up Waterfall Way from Bellingen to Dorrigo, a renowned scratcher’s road. It was my slowest ever time but enjoyable nonetheless. Then as

r Throttle side switchblock includes intuitive cruise control

we headed west on the newly resurfaced section to Ebor, the corners opened up along with the thro le and the Indian was once again in its natural habitat.

I did 1500km on the Vintage over all kinds of roads and surfaces apart from dirt, which I avoided because of the weather. The more I rode it, the more I got to know it. I was in love with it from the first day, but it wasn’t until much later that I liked it enough to contemplate buying one. If it weren’t for the tubed tyres, it would be a perfect bike to do a leisurely lap of Australia, solo or two-up. You’d certainly get to meet lots ►

■ Sexy whitewalls complete the retro look

One wag wondered if the Thunder Stroke engine was a tarted up Victory but the only thing in common is the engineering team that designed them.

It’s an overhead-valve V-twin, with heavily stylised cylinder-head finning and block-hugging header pipes to make it look like a side-valve. A few punters tapped the top cylinder-head cover out of curiosity; it sounds metallic but hollow. I wondered if the pushrod tubes were also fake but, no, they are real. Three camshafts — one each for the exhaust valves, and a single cam for both inlet valves — are employed to get the tubes sitting parallel. Behind the bling is a fly-bywire throttle for perfect fuel metering and a modern feel.

r Yes, the pushrod tubes actually house pushrods and are not an affectation

AUSTRALIAN ROAD RIDER | 53

INDIAN CHIEF VINTAGE ■ Great long wheelbase makes it steady as she goes

QUICKSPECS Model: Indian Chief Vintage Price: $31,495 ride-away Colours: Indian Motorcycle Red, Thunder Black, Springfield Blue Warranty: Two years, unlimited km Servicing intervals: 800km, then every 8000km Engine: Air-cooled 49° OHV V-twin, SOHC, 2 valves per cylinder Bore x stroke: 101 x 113mm Displacement: 1811cc Compression: 9.5:1 Power: Not quoted Torque: 138.9Nm @ 2600rpm Transmission: Gear primary drive to wet multiplate clutch, 6-speed gearbox, belt final drive Frame: Cast aluminium Dimensions: Seat height 736mm, weight 379kg (wet), fuel capacity 20.8L, wheelbase 1730mm, rake 29°, trail 155mm Suspension: Front, 46mm fork, 119mm travel. Rear, single shock 94mm travel. Both non-adjustable Brakes: Front, twin discs with 4-piston calipers. Rear, single disc, twin-piston caliper Tyres: Dunlop American Elite. Front, 130/90B16 67H. Rear, 180/65B16 81H Fuel consumption: 5.5L/100km Reliable range: 300km Verdict: They pulled it off

STYLE THAT WORKS #3 The long leather fringes on the saddlebags hark back to early 19th century America. Also popular on leather ‘buckskin’ jackets, they act as wicks to draw water from the bag or garment by gravity and then disperse it in the breeze, thereby aiding drying.

“It wasn’t until much later that I liked it enough to contemplate buying one”

r Not hugely capacious, but adequate for most trips and look comfy enough to sleep in…

r The peace pipes are fine, but you soon want something to unleash the sound of that 1811cc twin

54 | AUSTRALIAN ROAD RIDER

of people; it a racts a crowd every time it stops. Many took photos and everyone wanted to talk about it.

The leather seats and saddlebags are a big part of the appeal but not as practical as vinyl and fibreglass. Much of my test was in the rain, and the leather absorbs water like an old jacket but dries quickly in direct sun. Our test bike was a pre-production model, with just over 5000km on the clock. The leather had not been treated and was showing signs of a hard life. I thought the aged look added to the charm, but regular a ention with a quality conditioner will have it last forever. The saddlebags are detachable and as welcome as any, even if the fringes make them look deeper than they are.

The paintwork was unblemished, and the

chrome knee-deep.

I’ve made my comparisons with Harley-Davidson because of their close price points, and because I’m more familiar with them than other similar bikes. And of course both marques are born in the USA. But it won’t be Harley from whom Indian steals its sales. Of the scores of people who approached me on my journey, the ones who showed the keenest interest owned big-inch Japanese cruisers. All were impressed and none blinked at the price.

The new Indian Chief Vintage is a remarkable bike, a carefully cra ed blend of style, comfort and practicality from a company that seems to know what it’s doing. It’s not for everyone, but then that’s a big part of its appeal. ARR

Hearing loss is motorcycling’s biggest injury, you should always protect your hearing with only proven AS/NZS1270-2002 rated earplugs.

In-Ear monitors

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STORY: NIGEL CROWLEY PHOTOS: HEATHER WARE recently had the pleasure of testing a Benelli TNT 899, which turned me into a trafficcarving loon and, with its seismic exhaust note, a frightener of small children and pisser-off of neighbours. However, I came away from that test impressed by the bike’s unexpected versatility, user-friendliness and suitability as everyday transport and was keen to see if the BN600 offered more of the same.

Frankly, unless they were happy to remain as a bit of a niche player, it was high time Benelli expanded their range of bikes to appeal to a wider market, and by their own admission they have missed out on a generation of new riders simply because they had nothing to offer them.

The BN range, based around the first inline four-cylinder motor Benelli has produced since its revival in 2002, is of obvious importance for a prosperous

I

future. Although a racting more customers earlier on in their biking careers isn’t a cast-iron guarantee of brand loyalty, with a well-built and reliable product such as this, it’s a damn good place to start. Available in both LAMS and non-LAMS form and with the addition of the soon-toarrive BN302 (based on what is essentially two pots off the 600 motor), it looks like Benelli might be heading in the right direction.

It’s important to note that this bike is not built in China, as erroneously reported elsewhere in the trade press, but rather by Italians in Italy. Benelli’s Chinese owners QJ do manufacture their own version of this bike, called a Keeway RK6, but that is more of a budget machine built specifically for the Asian market. Almost all the components on the Keeway version, including suspension, brakes, tyres and even chains and sprockets are inferior and therefore cheaper than those on the Benelli-badged offering you or ►

►

56 | AUSTRALIAN ROAD RIDER

BENELLI BN600R

AUSTRALIAN ROAD RIDER | 57

■ Adjustable for preload and rebound, although the factory set-up was fine

r Marzocchi forks are fantastically plush, yet offer enough firmness to make the BN a fine handler

r The trademark Benelli triple that’s been a feature since 2002

58 | AUSTRALIAN ROAD RIDER

I might buy in Australia. Happy to have cleared that up.

The other thing worth pointing out is that the unit we tested was a preproduction version and I’m pleased to say that all of my criticisms will have been addressed by the time the real thing is in the shops. This goes to show that Benelli are listening to and acting upon the feedback they’re ge ing from the press and their own test riders.

Good show, chaps.

However, for the sake of completeness, here’s my short list of gripes so you can check for yourself that they’ve been sorted when you take one on a test ride.

The gearing as supplied was way too tall, making clean getaways harder than they needed to be. Given that the bike doesn’t make any real power until you’ve got at least 4000rpm showing on the dial, it was too easy to bog the motor off the line unless giving it a real handful. A few extra teeth on the rear sprocket should help no-end in this regard.

The frame and swingarm castings also looked a li le hand finished but will be sorted on the production run.

In fact, latest photos of the BN show a much revised and contemporary,

banana-style swingarm design which really looks the part.

I’m assured that the roomy saddle, which is narrow where it meets the tank to help all but the most stunted of us reach the 800mm to the floor, will also be more luxuriously padded, which should help make it more than comfortable enough to exploit the bike’s 150km fuel range.

And by far and away the most important aspect, the fuelling, will be re-mapped to help eliminate the rather harsh pick-up from a closed thro le which was evident on our test bike.

This was particularly annoying in traffic, where I ended up subconsciously feathering the clutch every time I opened the thro le (add that to the tall gearing and it was all a bit of a chore in town).

Ordinarily I would be cynical about any manufacturer blithely saying “yes, yes we’ll fix that”, but the fact that the similarly equipped 899 fuelled perfectly in this regard proves Benelli definitely has the technical expertise to make it happen. And that’s pre y much it. There really wasn’t anything else about the bike to complain about and plenty to like.

Visually the BN600 is a much tamer

BENELLI BN600R

r This pre-production model is highly geared. Hopefully that will be sorted with the retail bikes

design than the Transformer-like TNT or Tre-K ranges. In fact, in photos it’s a bit Kawasaki ER6-ish, right down to the square bikini-fairing, the triangular radiator shroud and offset mounted rear shock. However, get up close to the real thing and the differences become very apparent. The Benelli is much more muscular, solid and angular in that typical Benelli fashion: the tank flaring dramatically above the knees, echoed by the shape of the under-seat silencers, the body panels and the indicators.

I even had a bloke roll down his window and shout, “Wow! Beautiful!” which I assumed was aimed more at the bike than me and is probably not something anyone’s ever felt the need to shout in public about the Kawasaki.

Ergonomics immediately felt right and apart from the usual adjusting of the levers and the position of the trademark triangular gear shi pedal, it fi ed me

r Sharp styling at the rear and a great raspy note from the pipes

like a glove. You sit very much in this bike rather than on it, with the handlebars at a very comfortable height.

The only surprise is the quite rear-set nature of the footrests, which tuck your feet right up under your bum (have a look at the side-on pictures) and put a considerable bend in your knee, more so if you’re on the balls of your feet. They do encourage you into a purposeful riding stance though and help give you great control over the bike, and are also surprisingly comfortable when riding more flat-footed, such as on the freeway.

The lack of vibes from the silky smooth motor doesn’t hurt here either.

For a bit under 10 grand you still get some welcome touches and details, such as the braided brake-lines, spanadjustable brake lever, paddock stand bobbins on the swingarm and 90-degree tyre valves. On top of that you get some really big-budget components too, on the ►

“I even had a bloke shout, 'Wow! Beautiful!' which I assumed was aimed more at the bike than me”

THE COMPETITION Comparing apples with apples in this category is harder than you might think, with only the slightly cheaper Yamaha XJ-6 also sporting four cylinders, although Honda’s imminent CB650F will add another contender. Most of the direct competition in this segment comes from twins or, in the case of the Street Triple, well, the clue’s in the name.

Price wise, the Benelli seems to offer great value, especially when stacked up against other European offerings such as the Ducati Monster 659 or, if we’re allowing bigger-capacity bikes into this comparison, the Aprilia 750 Shiver.

Against more mundane Japanese offerings such as the previously mentioned Kawasaki ER-6, Suzuki’s Gladius or Honda’s quirky NC700SA, the Benelli again looks like great bang for your buck. Predictably the likes of the Hyosung GT650 or the CF Moto 650 NK undercut the BN by some margin, but frankly they are in a different league and if you’re in the market for either of those, the Benelli probably isn’t on your radar anyway.

Opting for the $1000 cheaper S or i models make the Benelli seem like even more of a bargain, although for my money, the extra dollars for the R versions seems a pretty good deal, given the extra quality of the up-specced components you get.

CF Moto 650 NK Hyosung GT650 Honda NC700SA Yamaha XJ6NL Benelli BN600 Kawasaki ER-6 Suzuki SFV650 Ducati Monster 659 Triumph Street Triple 675 Aprilia Shiver 750

$6290 +orc $6390 +orc $8550 +orc $9799 +orc $9990 +orc $9999 +orc $10,490 +orc $12,990 +orc $12,990 +orc $13,990 +orc

AUSTRALIAN ROAD RIDER | 59

THE WHOLE RANGE The chart below sets out the key differences in the current BN range. Colours available are white, black or red. New additions to the BN family (expected later this year) will include the sports tourer BN600GT, price yet to be confirmed, and the BN302, which is expected to retail for under $6000. Visit benelli.com.au for more details.

BN600S

BN600i

BN600R

BN600RS

POWER

LAMS (44kW)

FULL POWERED (60kW @11500rpm and 52Nm @10,500rpm)

FULL POWERED (60kW @11500rpm and 52Nm @10,500rpm)

LAMS (44kW)

RRP*

$8990

$8990

$9990

$9990

BRAKES

BENELLI calipers

BENELLI calipers

BREMBO calipers

BREMBO calipers

FRONT SUSPENSION

BENELLI 50mm upside-down forks

BENELLI 50mm upside-down forks

MARZOCCHI 50mm upside-down forks

MARZOCCHI 50mm upside-down forks

REAR SUSPENSION

BENELLI

BENELLI

SACHS shock, adjustable rebound and preload

SACHS shock with adjustable rebound and preload

*+orc

R versions at least, most noticeably the entire front-end off the 899.

The highly specced four pot radialmounted Brembo brakes chewing on 320mm discs might appear to be overkill on a bike not designed for ballistic speeds and weighing in at 208kg sopping wet, but in reality they work extremely well.

The action has been slightly tweaked by use of a smaller master cylinder than that of its big brother, and although this takes some of the edge off the initial bite (useful in not catching out

“The exhaust takes on a more menacing metallic rasp and power builds pretty steadily, if somewhat undramatically” less-experienced riders, especially with no ABS), they still retain great feel and enough stopping power to squeal the front Metzeler Sportec M5 when you give the lever a decent squeeze. Not only that, but they look the absolute business.

In addition, the frankly superb-feeling

rear brake allows for very controlled and confident use if you find the need to pull the speed down mid-corner or modify your line. And it’s especially useful when threading through traffic.

Those impressive-looking polished 50mm USD Marzocchi forks, in the

■ The perfect tool for scooting up to your favourite cafe

r Braided-lined Brembos are complete overkill on such a light bike

60 | AUSTRALIAN ROAD RIDER

BENELLI BN600R

■ The rear-set pegs tuck your knees up into racer stance

“The upside of the sober-feeling geometry is the bike’s rock steady composure when on its side” vice-like grip of the same massive tripleclamp as the 899, feel very under-stressed with this workload, despite having no adjustment, and matched the action of the Sachs rear shock perfectly without me having to alter the rebound or preload on the la er. Between them, on an unfamiliar backroad, they were plush enough to float over a lengthy stretch of ludicrously ru ed tarmac with ease and composure, yet remain taught enough to keep the bike under control when the speed goes up.

In traffic the weight distribution allows for easy feet-up trickling at low speed and the whole bike is narrower than it looks, allowing you to wiggle to the front of every traffic light GP. The mirrors even work if you take time to fiddle with the position of the stalks.

There’s no doubt that you have to rev this thing in search of its claimed 60kW and 52Nm, and it does feel a li le strangled as the needle sweeps across the analogue tacho. As mentioned, there’s very li le

power on offer below about 4000rpm and the engine doesn’t really crisp up until about six, whereupon the exhaust takes on a more menacing metallic rasp and power builds pre y steadily, if somewhat undramatically, towards the conservative 11,500rpm redline.

In the workshop this engine has been successfully tested to over 16,500rpm without problems, which would liberate something in the region of an extra 15kW and which might explain why our bike began to suddenly pull so hard at 10,500rpm, just before the rev-limiter stepped in, hinting at an engine with a lot more to give. A real full-power version, without the artificially low rev ceiling, would potentially be a very entertaining bit of kit and strongly suggests a sportsbike version of the BN is waiting in the wings.

If I was forced to pick a single element of this bike upon which to heap praise, it would undoubtedly be the handling.

While the steering is perhaps more languid than razor-like, meaning that

some extra effort is required to really flick it through the curves, the upside of the sober-feeling geometry is the bike’s rock steady composure when on its side.

It feels very reassuring as it sweeps through a corner without a hint of weave or uncertainty, holding a line with ease.

The front feels particularly well planted and the feedback from the front tyre is excellent and very confidence inspiring.

This feels like a bike that will get you out of trouble rather than into it when the going gets twisty.

If the production model of the BN is as good as promised, and there’s no reason why it shouldn’t be, then it deserves to sell by the bucket-load.

For the price there’s a great blend of components, an entertaining engine and clever design tweaks to make even the R version suitable for the less experienced.

What’s more, you get great handling, great brakes, great looks and on top of that a bit of Italian exclusivity. What’s not to like? ARR

AUSTRALIAN ROAD RIDER | 61

BURGER

62 | AUSTRALIAN ROAD RIDER

SUZUKI AN650 BURGMAN

MEISTER A few tweaks, some weight loss and fresh styling for mayor of tourer scooter town STORY: MATT SHIELDS PHOTOS: TIM MUNRO leven years ago, Suzuki released the 650 Burgman.

Up until this point, in Australia at least, big scooters were, well, not so big.

Yamaha’s TMax had only then recently spawned a new era of growth in capacity and dimensions of scooters — a world away from the touring 250s of the 1990s. Where the TMax brought performance and handling, the Burgman seemed clearly aimed at a different side of this newly emerging market segment — touring.

Built from the AN-series that was first launched in 1999, the secondseries AN2 Burgmans featured the revolutionary 650 Burgman in 2003.

Aside from being the biggest scooter to date, it was revolutionary for its unique electronically controlled continuously variable transmission (CVT) — a first on a two-wheeled production vehicle.

The low standover height, low centre of gravity, fluid handling

E

and great touring appointments quickly made the Burgman a popular alternative to conventional touring motorcycles. As far as a finished product goes, there wasn’t much that could be faulted in the original Burgman. A er a five-year model run, in 2008 the Burgman got a host of updates to bring it up to date, including a cosmetic restyle, immobiliser, ABS and electronically activated folding mirrors.

Since then, there have been a lot more maxi scooters that have hit the market and the bar has been raised in every aspect of maxi-scooter performance. So again, five years on from the last model update, the Burgman has come in for a revamp that has seen a few tweaks by way of new styling, a drop in weight and improved fuel economy.

Like many other maxi scooters, powering the Burgman is a paralleltwin engine. The 650 is in fact a 638cc fuel-injected powerplant and has had a host of updates internally to improve fuel economy, while the muffler is redesigned for improved emissions ►

AU AU AUS AUSTRALIAN US STR STRA TRA RA R A ALIA LIIA L LIA IAN R ROAD OAD OA OAD AD R RI RIDER ID DER DE ER | 6633 ER

r "Shorter people, or those intimidated by big bikes, will appreciate the Burgman's riding position"

control. Unsurprisingly, the new muffler design lends itself nicely to the reshaped rear end.

The improvement in fuel economy comes from a reduction in mechanical

GLOBAL PRODUCTION MAX CHOICES There are a host of maxi scooters on the market, but when it comes to the big guns, there are only a handful and each of them are so very different. For a full test on each of them, check out many your most recent copies of ARR! Aprilia SRV850 ($15,990) Fast and furious BMW C650GT ($14,890) Big and big on power Gilera Fuoco 500ie ($12,990) Looks odd, does the job Honda Integra 700 ($8550) Low price, big on performance Piaggio X10 500 ($10,990) High-tech, big on luxury Yamaha TMax 530 ($13,499) The sportiest of them all

64 | AUSTRALIAN ROAD RIDER

power loss and improved combustion efficiency. Lighter valve springs, less piston friction in the bore, a lower torque bearing on the final drive, finer atomising fuel injectors as well as altered ignition timing and fuel injection volumes are the specifics.

Not having tested a Burgman in some time, I can’t say whether the fuel economy is be er than the previous model. But having ridden most of the other maxis on the market, and measuring the fuel consumption they deliver, there’s no questioning the Burgman’s figures as being miserly.

On test, the average consumption was ■ Neat toolkit has all you need

4.5L/100km. It would be even lower if it weren’t for my swapping between the economical Drive mode and playing with Power and Manual modes.

The Suzuki Electronic Continuously Variable Transmission (SECVT) is where the most noticeable change to the 2014 Burgman has occurred. The se ings of the SECVT have seen a drop in rpm at low speed and consequently less surging in acceleration and deceleration at low speed.

The other big change here is the material on the contact surface of the clutch plates and the plate surface contour has been changed to ensure the clutch disengages when you stop. Therefore when you push

SUZUKI AN650 BURGMAN ■ The electric screen deflects air over your head at full height

“The improvement in fuel economy comes from a reduction in mechanical power loss and improved combustion efficiency” the AN650, it no longer allows the CVT to turn when the engine is turned off.

Basically, it makes the Burgman easier to push around.

Now while effectively having three different gearbox modes — full auto/ Drive, auto with Power mode selected, and push-bu on Manual — may sound like a complicated and unnecessary affair, it is not. The system has its merits in all of its functions. The Drive mode delivers a doughy power, with lots of thro le twist to get things moving. It’s the most fuelefficient too. There’s a lot of weight in the Burgman, and in Drive you feel that it is a heavy scooter. But thumb the Power bu on and things change dramatically.

In Power mode, the doughy feeling makes way for more punch with much quicker acceleration. While the increase in revs isn’t linear through the rev range, on the freeway 110km/h in auto is 4000rpm. In Power mode it becomes 5500rpm. The upper end of the rev range is where the Burgman really gets moving, so adding revs is a simple solution to get more performance.

Manual mode is for sportier situations.

The shi bu ons are within thumb’s

reach on the le -hand switchblock.

Changes are fluid and precise, with a more noticeable change and engagement with each tap of the bu on than there is in the auto modes. The ’box won’t argue with early downshi s and will rev as high as it needs to if you go down gears too early.

Environmental concerns are another objective behind the model update and, along with the improved emissions control and fuel economy, an ‘Eco’ light on the dash lets you know when you are using the thro le frugally. The less abrupt your twist of the wrist, the slower you increase revs, rolling off down hills — all the things you use to conserve fuel on the open road, the green light lets you know about.

Weight has also been shed from the ABS system, but that hasn’t hampered the braking performance. The Nissin brakes are very strong and are spanadjustable at the lever. The ABS actuation is subtle and the intervention point can’t be argued with.

There’s a park brake as well. While I’ve never been a fan of park brakes on maxi scooters that aren’t actuated by the sidestand, I take that back a er seeing and using the slickly designed Burgman

ACCESSORISED For a bit more cash, there are a few accessories available for the Burgman including heated handgrips, heated seat and various luggage options to building on the Burgman’s already extensive touring capability. The pricing is quite competitive when compared to aftermarket accessories and best of all it is genuine Suzuki product. Check out suzuki.com.au for more details.

hand lever.

The weight loss hasn’t been dramatic, it’s still 275kg wet, but the way in which the Burgman carries it makes it feel much lighter. The centre of gravity is higher than it could be, perhaps to give a more dynamic handling, but it isn’t top heavy.

Best of all there’s a quite low standover height so shorter and not-so-confident riders won’t feel overwhelmed by the Burgman’s mass.

Like most maxis, the Burgman is more motorcycle-like in its handling than big scooter. The suspension travel is short in its stroke, but well controlled in that range. There is preload adjustment at the rear, but two-up the change in the riding dynamic didn’t warrant ge ing the tools out to adjust it.

The light and easy handling is complemented at low-speed by the ► AUSTRALIAN ROAD RIDER | 65

SUZUKI ELECTRICALLY CONTROLLED CONTINUOUSLY VARIABLE TRANSMISSION (SECVT) “Unlike the conventional centrifugal CVT using a rubber belt, the SECVT adjusts the CVT ratio by varying the drivepulley diameter with an electric actuator motor,” says Kazutoshi Ohashi, who led development of the SECVT control

■ Plenty of corner clearance with the centrestand touching down first

r Modular design gives it a modern feel

66 | AUSTRALIAN ROAD RIDER

systems at the Miyakoda R&D Centre.

“The SECVT controller calculates the target engine revolution based on the vehicle speed and throttle position, and automatically adjusts the CVT ratio. Unlike conventional systems that

adjust the CVT ratio only to the engine revolution, the SECVT’s calculation is made with the throttle position — the rider’s acceleration choice — also taken into consideration. That optimises the CVT ratio for actual riding conditions.”

revised SECVT se ing in Drive mode.

Tricky business like U-turns and filtering through traffic is where, again, the Burgman’s size isn’t noticeable.

The Burgman isn’t cumbersome in its handling nor is it effortless. It requires deliberate steering input. It rides bumps well, is super stable and you couldn’t ask for more in terms of compliance on the road. The only limitation is the centrestand touching when cornering, but to get to this point you need to be pushing hard and the Burgman’s chassis allows you to do that.

The seating position is quite neutral but, for my 183cm height, the footwells are too short and high, the seat not deep enough and the ’bars too narrow. Despite the adjustable bump-stop on the rider’s seat, I didn’t feel as comfortable as I would have liked on what is essentially a tourer.

The pillion seat is very comfortable and has huge grab rails easily within reach. The backrest is a great addition and will give extra confidence to the most insecure pillion.

With the screen up, the wind is guided over your head. It doesn’t take all the wind off your face, but most of the force out of it. With the screen down, you get the brunt of the windblast in your face.

Under the slimmed-down tail section

r Lots of storage for gadgets and other knick-knacks

SUZUKI AN650 BURGMAN

r The seats are well contoured, with an adjustable rear pad for the rider

QUICKSPECS Model: Suzuki AN650 Burgman Price: $13,590 (plus on-road charges) Colours: Pearl Bracing White (2013), Metallic Mat Fibroin Gray and Glass Sparkle Black Warranty: 24 months, unlimited kilometres Servicing intervals: 1000km, 6000km and every 6000km a er that Engine: Liquid-cooled, DOHC parallel-twin Bore x stroke: 75.5 x 71.3mm Displacement: 638cc Compression: 11.2:1 Power: 41kW @ 7000rpm Torque: 62Nm @ 6400rpm Transmission: Suzuki Electronically Controlled Continuously Variable Transmission (SECVT) Frame: Tubular frame, aluminiumalloy swingarm Dimensions: Seat height 755mm, weight 275kg (wet), fuel capacity 15L, wheelbase 1590mm, rake 26º, trail 106mm Suspension: Front, forks, no adjustment; rear, twin shock, 5-step preload adjustment Brakes: Front, Nissin, twin-spot sliding pin caliper; rear, twin piston Tyres: Front, Bridgestone Ba lax TH01 120/70R15M/C 56H; rear, Bridgestone Ba lax TH01 160/60R14M/C 65H Fuel consumption: 4.5L/100km Theoretical range: 332km Verdict: Big scooter, big on features

r Single rear shock between chassis and SECVT hub

is 50 litres of underseat storage. Although it is a loss of six litres from the previous model, the use of space is maximised with no odd juts or bumps to stop you using it all. There’s a light on the base of the seat to illuminate the boot and a wellappointed toolkit, too. Nice touches.

Suzuki has maximised the available space in the fairing’s three compartments. The long one under the ignition has a power socket in it and is deep enough at a point to fit a bo le of water. The other two compartments are made for gloves, wallets, phones etc.

Other neat touches are things like the push-bu on folding mirrors, electric screen and LED riding lights. And while the le -hand switchblock looks

overwhelming, you get everything with one sweep of your thumb and the essentials — horn, indicator, power — lie where your thumb naturally falls.

When Suzuki released the Burgman 11 years ago, the choices for a touring bike were broadened, even if we didn’t at first realise it then. The updates to this model have further refined the key aspects that have gone to make the Burgman such a popular choice among riders who want an economical, effortless and practical riding experience. And with a lot more maxi scooters on the market nowadays, the choice may be harder to make but the Burgman makes a strong case for why it should continue to be number one. ARR

■ The Burgman has the motorbike-style handling manufacturers have focused on

AUSTRALIAN ROAD RIDER | 67

THE LONG LIST Guzzi has joined the fold so we’ve got a California Custom for a few months, while the Multistrada gets a service and the Victory heads to the chilly Northern Tablelands MOTO GUZZI CALIFORNIA 1400 CUSTOM The Moto Guzzi California 1400 Custom has been on the Aussie market for about 18 months as the stripped-down version of the two new 1400s that came out of the Mandello del Lario factory amid the clarion calls that this was a whole new turning point for the 46-year-old model.

The most noise was for the fact that it sports the biggest transverse twin ever made and the biggest V-twin out of Europe and when it was started up at the back of the John Sample Group’s workshop, the noise had me immediately interested.

With the factory slip-ons, the rumble is glorious and matched by the sheer bulk of the bike, with its distinct engine mass

under the fuel tank made broader by side panels moulded over the two huge cylinder heads. I reckon it’s a gorgeous bike, and some may argue, but I love the sweep over the tank, through the wide and wonderfully comfortable seat, then over the rear guard fi ed with LED brake lights and indicators.

The handlebars still give it that distinct California look and the reach to them is a li le longer than the Touring, thanks to the seat being set further back over the black alloy rear wheel with very cool red Moto Guzzi decals.

If you want to carry stuff, get the Touring — the Custom doesn’t do luggage, it’s all about the bike. Breakfast runs and urban cruising are the design brief here, which did me no favours ge ing my stuff from Sydney to home in

“The rumble is glorious and matched by the sheer bulk of the bike with its distinct engine” ■ We loved the Cali Touring and now we’ll find out what it’s like to live with the Custom

68 | AUSTRALIAN ROAD RIDER

Bermagui. Didn’t wipe the smile off my face, but.

The urge from the ride-by-wire eightvalve twin is substantial thanks to the 120Nm peak prematurely arriving at 2750rpm, although it does wobble later in the range until it runs out of breath. Still, riding in that fat node of torque is where I’ve spent most of my time so far and I’m loving it.

You get three engine maps with the ride-by-wire technology — Veloce (Sport), Turismo (Tour) and Pioggia (Why Bother) — and the sharp crack of power in Veloce is what’s tickled me so far, even on one wet ride where the traction control (MGCT) got to work. You can turn the MGCT off completely, which is nice, but I’ve kept it on the least intrusive se ing to see how it feels and it stopped things ge ing lurid when the back broke away.

Anyway, there’s lots more to like, but not enough space so stay tuned as I bring you updates over the next couple of months.

— JUSTIN LAW

■ It looks tough, no doubt about it

LONG-TERmers DUCATI MULTISTRADA GRANTURISMO

■ Going like a train: our Multi has now racked up 12,000km

The run to the Alpine Rally brought the Multistrada close to its 12,000km service, and by the time I’d done my four-hour commute to the big smoke, the odometer was just a few dozen kays short of the mark. Twelve thousand kilometres.

That’s a long way — much more than many motorcyclists cover in a year, a er which the service falls due anyway. To a touring rider it’s much less than a year’s worth, of course, but the longer you can ride without having to visit the dealership, the be er.

In my case, it’s doubly pleasant to have such long service intervals because I’m so far from my nearest Ducati dealership.

It has taken me six months to rack up 12,000km (well, 10,000km, because the Multi already had 2000 on it when I began), and organising a trip to Sydney every six months isn’t a big deal. Long service intervals make it so much easier to own a flash bike when you live in a regional area.

The service — a minor one this time around — cost $350. The mechanics also sorted a minor coolant weep that’d developed and replaced the bolt that’d gone walkabout from the rear hugger. The rest was routine stuff. The most interesting thing was how much the Ducati didn’t feel much different a erwards. I’ve had bikes in the past where you’d feel it’d had a good tart-up

“The Multistrada had not deteriorated in all those little ways during the 11,000km since its first service” in the workshop, a er which it ran more smoothly, the controls were slicker, the steering improved, etc, etc.

Except for chain tension and basic washes, I had consciously avoided giving the Multistrada much a ention over the months. Post-service, I did notice a few things: the screen slid up and down more freely again, for example. Overall, though, the Multistrada had not deteriorated in all those li le ways during the 11,000km since its first service. That’s an excellent sign of a quality machine.

The mechanics had switched the bike into Sport mode. I rode out into

the traffic without thinking to check that and was reminded in no uncertain terms about how punchy this engine can be! I’ve mostly ridden in gentler Touring mode. I flicked it back to Touring and cruised out of town, and was soon happy I’d gone to the less frenetic mode in which it’s easier to stick

to low speed limits; a car that came past me in the mountains got booked.

As for the Alpine Rally, the Multi loved it. On the usual mix of tar and gravel roads, plus the slick grass-and-mud slope climbing out of the rally site, the electronic wonder went great.

— MICK MATHESON AUSTRALIAN ROAD RIDER | 69

LONG-TERmers ■ Heated grips and seats make the Cross Country Tour a winter favourite

VICTORY CROSS COUNTRY TOUR I have always been one to embrace the Spartan side of motorcycling, but the Victory Cross County Tour has just about converted me. The cold weather might have something to do with it because the Victory has all the accoutrements to make winter touring as comfortable as it can be.

The big fairing is very efficient, including hand protection, which doubles as speakers for the stereo. The seat and ride position are super-comfy and the running boards are long, so you can move your feet around. Heated grips are always good but the heated seat really works and is invaluable in the real cold.

The other day I was up on the Northern Tablelands and rode into Guyra with two degrees showing on the temperature gauge. There was a guy at the servo touring on a naked bike. He was dressed up like the Michelin Man but still admi ed he was freezing his proverbials off. I felt a li le guilty telling him about my heated seat, but I just had to do it! He was amazed when I took off my jacket to rug up, revealing just a short-sleeve

thermal top. The comparison wasn’t lost on either of us.

It’s not only the comfort and cold weather luxuries which are endearing the Victory to me though. There is the reward and satisfaction of riding the bike to its limit without doing massive speed. I tend to still take the windy back roads over any major highways, so the challenge is to keep it smooth and pick your lines carefully. This is, of course, the exact same recipe for going quick on any bike, but it is even more imperative on the Victory because of its mass. Get too out of shape on this beast and it’s a fair handful to wrestle back into line.

The Victory has 7500km on the clock now and the big V-Twin engine feels as responsive and understressed as the day I picked it up. It feels like a lazy motor because it is geared so tall and most of your general running is done in the 2-3000rpm range. Don’t be fooled though, because it is a bit of a sleeper performance wise. It gets quite angry and free revving between 3-5000rpm so you can punt it hard through the gears if you need to.

Importantly, the suspension and

“There is the reward and satisfaction of riding the bike to its limit without doing massive speed” 70 | AUSTRALIAN ROAD RIDER

r The big fairing is very efficient with good protection for your hands

brakes are well up to the task and the ride quality is very good, even over rough surfaces. The front brakes in particular have plenty of bite and power with decent feel. The rear is OK but the ABS cuts in a bit early for my liking and it pulses slower than is ideal.

The tyres have hung in there extremely well despite the kilometres rolling by. The front shows almost no feathering from the steering effort required to throw the beast around. Likewise the rear is only just beginning to fla en off in the centre.

I may not have time to wear them out completely but we may try some others in the near future if we can find the right sizes in something suitable.

The 8000km service is due shortly so I will be having the optional windscreen wiper fi ed to the tall screen! I am kidding of course but it’s on my wish list.

— GREGOR

PROJECT BOLT

MY WORKSHOP FOR A BOLT Project Bolt has had massive ramifications for ARR. It has prompted us to get a whole new workshop! pair of Mustang seats is on the way for our Bolt, seats that we expect will be that bit much more comfortable than the Yamaha’s standard ones. The look of the original seats — and especially when you’re talking seat in the singular sense, with the pillion removed — is pre y cool, but a er doing a few longer rides on the Bolt I can say with certainty that if we want our Bolt to be capable of touring, we need something slightly more comfortable.

I don’t have the most ironclad bu in biking but I do enough miles to know I can sit for some hours before feeling that familiar ache. On the Bolt I last about three hours before the need for a knead, so I’m looking forward to trying the Mustang perch when it arrives.

Meanwhile, I should have removed the pillion pegs and dropped them in the box of loose bits we’ll hand over to the lucky winner of this bike. However, I’ve downed tools for a while. There’s really no choice. The entire ARR workshop has been boxed up and put into storage for at least six weeks while we renovate.

Well, “renovate” isn’t quite the word.

Rebuild. The entire conglomeration of sheds that was recently the ARR workshop and bike park is no more.

The Bolt is partly to blame.

See, the workshop started life at least 80 years ago. It had been given the odd nip and tuck during its lifetime but it still stood on the original eucalypt trunks it was built on and still had much of its original hardwood beams, corrugated iron and roofing nails. White ants, rot and age had taken their toll.

At least it had had a concrete floor added at some point, which is more than can be said of the much newer carport-style structure tacked to the side of the workshop. Its floor was dished and dirt, so it turned to mud when the rain washed in, and it then flooded the

A

rWind, drizzle, 6°C, but at least we’ve got a concrete floor! The new ARR workshop is not yet conducive to pleasant wrenching

“The entire conglomeration of sheds that was recently the ARR workshop and bike park is no more” workshop floor. And the roofs leaked.

Another lockable rollerdoor shed had a ro en wooden floor and was full of damp and mould. All the rest of the extended structure was even worse.

It was no place to be working on such a beautiful bike as the Yamaha Bolt. My old Contal was suffering in the damp shed. Even the DR looked unhappy and there was nowhere to properly store any spare parts. What clinched the rebuild was the impossibility of actually ge ing a bike into the workshop where it could be up close and personal with the tools and workbench.

So these past weeks, the Bolt has been under a tarp while I’ve been playing demolition man. When normal service resumes, it shall be from a bigger, be er and mightily impressive new workshop in a shed to make any bloke envious. If only I can get the bloody tradies to get out here and start the job!

While I wait, I’ll be on the phone sorting out things like extended control cables, custom paint, exhausts and the like. And if I were you, I’d use the time to ensure I was in the running to win the bike. Check out the subscription offer to find out more. — MM

AUSTRALIAN ROAD RIDER | 71

THE CURRENT STATE OF MOTORCYCLING Manufacturers such as Harley-Davidson and Yamaha are embracing electric bike technology. We look at where it’s all going

72 | AUSTRALIAN ROAD RIDER

electric bikes

■ The silence is the possibly the oddest experience when you first ride an electric bike

STORY: MARK HINCHLIFFE lectric motorcycles will drive us into the future, there is li le doubt about that. They have been a significant presence at international motorcycle shows in recent years, and even Harley-Davidson has made a big deal of its new Project LiveWire prototype, but electric bikes are now starting to go into production and are already appearing in our showrooms.

A er a false start, Zero electric

E

motorcycles are here and starting to make an impression, Yamaha is about to manufacture a couple of electric motorcycles and BMW has started making its C-evolution scooter, although we won’t be ge ing it here anytime soon. These are not wild-looking future concepts, golf carts, puny city-bound scooters or gimmicky racers designed to capture some media hype at the Isle of Man TT. These are conventional-looking production bikes from significant mass-

production manufacturers and are designed for everyday use.

The good news is that a er riding the new wave of Zero electric motorcycles, I can vouch for a motorcycling future that will be immense fun, if very quiet.

They are zappy (‘scuse the pun) and they don’t look like something out of a Flash Gordon comic. They look like most any other bike on the street.

The feeling you get when you ride one is like stepping onto a very fast travelator. ►

AUSTRALIAN ROAD RIDER | 73

SILENCE OF THE LAMS Something worth keeping quiet is that it seems the new wave of electric motorbikes might have slipped in under the LAMS radar, which has a 660cc engine cap and a 150kW/tonne power-to-weight ratio ceiling.

The power-to-weight ratio is calculated under the LAMS rules by dividing the power in kilowatts by the kerb weight of the vehicle in kilograms (in this case, the kerb and dry weight are the same as electric bikes don’t have any fluids) plus 90kg to compensate for the weight of a rider and fuel.

For example, the Zero S has a kerb weight of 166kg and has 40kW output, which means the power-to-weight ratio is narrowly above the allowed limit. However, the formula hasn’t compensated for electric motorbikes because you add 90kg for the rider “and fuel”, but clearly there is no fuel in an electric bike.

Australian Zero Motorcycles importer Centopercento boss James Deutscher confirms that all electric motorbikes qualify for the current blanket approvals, obviously because of the fuel loophole. “I am sure there is a chance this will change but we have no indication of this yet,” he says. “We have a compliance engineer working with the relevant bodies at the moment and we will update you if new information comes to light and as progress is made in this new frontier.”

■ BMW’s C-evolution maxi-scooter is in production and proving how seriously electric vehicles are being taken

74 | AUSTRALIAN ROAD RIDER

■ Racing is as important to development as it always has been. The Mission-R is one of the pioneers

The power is absolutely linear, with immediate maximum torque from the getgo. Winding on the thro le is like turning a dimmer switch on an electric light.

But it’s not all good news. There may be immediate torque, but the power delivery lacks the excitement and character that we have become used to with the surges and “bumps” in conventional engines. I also missed the growl of induction and the roar of an

exhaust. Instead, I tuned into the music on my Sena Bluetooth headset and was delighted to find it a li le easier to hear.

So, swings and roundabouts.

As interesting as electric bikes seem, the coming of the electric motorcycle will be an evolution, rather than a revolution, as the take-up will be slow as there are still economic and practical drawbacks.

At $20,490 for the base model and more than $30,000 for the top model with quick ■ Yamaha’s PES1 concept shows how bare-bones an electric sportsbike can be

electric bikes charger and other accessories, they are quite expensive for basic commuter bikes.

On the other hand, they require virtually no maintenance (except for tyres, brake fluid, brake pad and carbon fibre belt replacements) and cost less than 1c per kilometre to run.

However, if you get your Texas Instruments calculator out and calculate the extra cost of purchase against the savings on fuel, you’ll find you will have to own one for a long time and do a lot of kilometres before they start saving you money on the whole deal. And it will be difficult to do a lot of kilometres because of the restricted range.

Yet I would encourage riders to go out and buy one if they can afford it, simply because it will help advance the industry and the technology. The only way forward is for riders to support the electronic evolution. Early adopters will pay highly for their selfless benevolence, but that is how we have advanced such technologies as flat-screen TVs and brought the price down to a realistic level.

So electric bikes may not be a financially viable decision, but when were motorcycles ever a practical financial decision? Electric motorcycles are an affair of the heart, not of the head. I challenge any full-blooded motorcycle rider to twist the thro le of a Zero SR and not get a rush of blood away from the head to other regions and develop a huge grin that grows as you quickly zip away from the traffic. Another benefit is that, for the time being, all electric bikes, no ma er how fast, are considered learner bikes. (Read the sidebar story, p74.)

So learners will benefit, riders seeking

a thrill will love them, and there are also philosophical and environmental benefits to electric motorcycles, especially if your mains power is solar.

But the biggest hurdle to any electric motorcycle is range. Manufacturers can just about dial up any power and torque figures they like and most electric bike motors are capable of delivering the goods. Take, for example, the Sarolea SP7 racing bike for the Isle of Man TT electric motorcycle race. It develops almost identical power to a 2014 Honda Fireblade with identical weight. However, it has a massive 400Nm compared

EVEREADY COPS Police in the United States and Hong Kong are moving toward quiet-running electric police motorcycles and Australia may not be far behind.

The Californian-made Zero DS Police motorcycle was developed specifically for police and security agencies, including several Californian police departments, a Canadian police service and Hong Kong police. In the latest acquisition, the San Joaquin Valley Air Pollution Control District bought three Zero bikes for the Ceres Police Department as they have zero emissions. The police selected the Zero DS Police Motorcycle due to its reliability, low maintenance, battery range and capacity, manoeuvrability, lightweight chassis, economic feasibility and low environmental impact.

Australia may not be far behind, with importer Centropercento bringing in the DS Police motorcycle for scrutiny for fleet use, according to managing director James Deutscher. “We will be aggressively pursuing fleet and authority opportunities in both the public and private sectors,” he says.

“Zero Motorcycles offer an extremely unique value proposition for fleet

with the conventional bike’s 114Nm. So performance is not really an issue.

However, travel distance, or range, is another ma er. With extra power packs, some electric bikes are capable of about 160-200km. It’s still not a lot and, besides, it is a misleading figure. You could not go that distance at 100km/h on the highway.

Ba eries get hot and run out of charge faster when they are under constant use.

If the ba ery is allowed to periodically cool off by slowing down, it will last longer and you will travel further.

It is almost totally the reverse of an internal combustion engine, where the ►

buyers. With reduced maintenance, reduced ongoing cost of ownership, OH&S advantages, near-silent operation, and the use of green energy, Zero Motorcycles can expand operational capabilities in new and meaningful ways.”

Zero Motorcycles’ global sales vicepresident John Lloyd says they have designed and engineered the police line-up “based on feedback directly from patrol officers regarding their needs and responsibilities”.

The Zero DS Police Motorcycle is fully electric and designed for police and security departments to patrol various terrains and road conditions, as well as areas with noise and pollution limitations or restrictions. They come with pursuit emergency lighting and sirens, safety components and Zero electric DS police motorcycle specially designed luggage compartments to carry gear, patrol items and emergency medical equipment.

The civilian-model DS can be fitted with some of the police accessories, such as Givi top box, panniers and screen. Other accessories include heated seat and grips and a power socket, although all those will limit the range of the bike.

r Some US police have already switch on the electrics

AUSTRALIAN ROAD RIDER | 75

■ Production of the Sora has begun, putting another innovative, if expensive, model on the market.

It costs around $50k

“sweet spot” of fuel consumption is about 80-90km/h. At that speed the engine is at peak efficiency and it is just before aerodynamics start to impede further progress. The “sweet spot” with an electric motor is at low thro le or with smooth acceleration where you are using torque, rather than peak power.

Also, most electric vehicles have regenerative power which means they recharge the ba ery by harnessing the kinetic energy from using the brakes or engine braking. So you can actually go further riding around town in stop-start traffic than you can on the open highway.

But even so, there is still a phenomenon in the rider’s mind which is called “range anxiety”. We don’t get it with conventional bikes because we know that even with a small tank and short range, it won’t take long to fill up again at one of the ubiquitous fuel stations on our roads.

When you run out of juice on an electric bike, you can be looking at several hours to recharge the ba ery to a useful level to get you even as far as the next town, where you will have to plug in again for anything up to 10 hours to completely recharge the ba ery. Of course, there are quick-charge solutions which are o en an extra cost on top of the bike, but you can’t use these all the time or it reduces the ba ery life. There is also the issue of infrastructure. There currently are no service stations where you can plug in to charge.

I rode the Zero electric bikes over a 76 | AUSTRALIAN ROAD RIDER

LIVEWIRE ACT It’s hard to associate Harley-Davidson with anything other than loud bikes that are steeped in tradition. Perhaps that’s why their LiveWire electric bike was causing such a stir at time of going to press.

The company staged a US-wide press launch at the end of June and made prototype test bikes available at dealerships to gauge reaction and fine-tune their bold foray into this new technology.

The bike itself is a 55kW, 71Nm street fighter designed for urban duty.

Power from the longitudinally mounted three-phase induction electric motor is transferred to a single-speed directdriven belt via a bevel gear that gives it

a unique sound. It kinda makes sense that H-D would focus on this aspect that some described as a jet turbine or oversized vacuum.

Keith Wandell, chief executive officer for Harley-Davidson Inc, said in the Milwaukee Business Journal that the LiveWire “marks a distinct and purposeful deviation from its standard product line as the company targets a more diverse customer base: 18- to 35-year-olds, women, AfricanAmericans and Hispanic riders. It also represents the company’s commitment to creativity, ingenuity and leadership.”

More than 1.1 million people have viewed the Harley-Davidson Project LiveWire YouTube video so somebody’s paying attention …

■ You know where motorcycle technology is going when a brand as tradition-rooted as Harley builds this, the LiveWire concept

electric bikes ■ Voxan’s Wattman briefly holds the title as the world’s most powerful electric bike

few days and kept a constant eye on the ba ery charge, which is expressed as a percentage. I couldn’t help it. My eyes frequently checked the ba ery charge percentage display and it was a constant concern.

I’m sure that ba ery technology will continue to progress to a stage where range won’t be an issue. A er all, I remember my first mobile phone was the size of a brief case. Over the past couple of decades, ba eries have become ■ As utilitarian as it looks, models like this Brammo are quickly giving way to more practical and exciting developments

smaller and lighter, they hold their charge longer and they are quicker to recharge, making mobile phones much more powerful and smaller. The same will happen with electric bikes.

Meanwhile, the main uses for electric bikes will be as a secondary vehicle for use around town, commuting and the occasional blast up a short canyon pass.

They will also be used by authorities such as councils and police services as they have in America, although I suspect

their use will mainly be for political expediency (being seen to be green) rather than practical reasons. However, there are some practical uses for zeroemission vehicles, even for hydroponics and other indoor purposes.

I honestly can’t recommend that any readers of ARR should buy one (unless they want a second bike for commuting or their hydroponic operations), but for the sake of the future of motorcycling, I really hope you do. ARR

ZERO MOTORCYCLES Prices: $20,490 for the base-model Zero S and DS to $19,180 for the Zero SR and DS with Power Tank for extended range Warranty: 2 years; power pack warranty of 5 years/160,000km Motor: Air-cooled, brushless, radial flux permanent magnet Power: 40-50kW Torque: 92-144Nm Top speed: 164km/h Charge time: 1.5-9.9 hours depending on charger Transmission: Clutchless direct drive, carbon belt Suspension: Fully adjustable upside-down forks and rear shock Brakes: Nissin 2-piston 313mm floating single discs Weight: 169kg to 205kg (+power tank) Dealer network: Central Coast Cycles (NSW), Mototecnic Performance Bikes (Vic), Moto Arena (Qld), Shearwater Motorcycles (Tas)

AUSTRALIAN ROAD RIDER | 77

DOMINATING TASSIE Two Hondas and a Husky attempt the best on- and off-roads in the country

78 | AUSTRALIAN ROAD RIDER

TASMANIA STORY & PHOTOS: RUSSELL PITKIN n my mate Tim’s shed was an old NX650 Dominator he’d bought for $750, and our planned week-long trip to Tassie was the incentive he needed to rebuild the top-end.

Inspired by that bike, I ended up with a slightly newer Dominator with fewer kilometres, while another mate, Mark, got wind of the idea and not wanting to be outdone by the Hondas, bought a brand-new Husqvarna TR650 Strada.

I

The ride down the Monash was fairly uneventful, but it gave Tim and I a chance to test out the Scala Rider intercom units that I had borrowed from a next-door neighbour. I’d never used intercoms before and had to read the instructions fairly closely before I was able to get them up and running. I was surprised at how well the units worked and was thankful for the off bu on, with Tim’s propensity for singing anything from Bon Jovi to Doris Day or the latest annoying TV ►

►

AUSTRALIAN ROAD RIDER | 79

■ Private shack at Gunns Plains. Free accommodation during the trip was a real bonus

commercial jingle while riding.

I’ve been over to Tassie on the Spirit of Tasmania many times before, but had never seen the number of bikes that were on board that night. There must have been 250 of them and we were all woken up at 6am the next morning to let us know it was time to gear up and get ready to get the bikes off the ship.

A er a big breakfast at a great price in Devonport we were off to Cradle Mountain. The scenery started almost immediately as we worked our way through Latrobe, Railton and on to Sheffield, a town famous for its murals.

What it should be famous for is being the start of an awesome piece of scenery that has you struggling to keep your eyes on the road.

Arriving at Cradle, we decided against paying the exorbitant park fees and shu le bus tariffs, instead heading to a shack to catch up with some friends and relatives who were camping there for the weekend. The track in, through some creek crossings and over rough rocky ground, gave us a feel for how the loaded 80 | AUSTRALIAN ROAD RIDER

bikes were going to behave off-road and put us on notice that these bikes were no lightweight 250cc enduro weapons.

Mark managed to lose his bag off the Husqvarna and Tim and I managed to find the limits of the Dominator’s suspension on several occasions.

A er lunch, the owner of the shack showed us an alternative way back to the sealed road, starting with a fairly innocuous-looking creek crossing, with water flowing over the track and rocks the size of footballs. Mark headed through first and struggled with grip on the road-oriented tyres on the Husky. He made it through unscathed, with Tim commenting over the intercom that he’d made that look hard.

Tim went in next and straight away lost traction, sending the Dominator downstream and saving a lay-down by hopping alongside the bike with a now very wet le leg. This gave everyone a good laugh and made us wonder what else would be in store on these tracks, but we all managed to make it out unscathed and got back onto the sealed

■ Lookout on the east coast towards St Helens.

Beautiful weather and the roads to match

TASMANIA road. We then headed off for our first night’s accommodation at Gunns Plains via Hampshire, Upper Natone and South Riana, where we topped up on supplies for the night.

The ride into Gunns Plains from South Riana is another awesome set of twisties that descends into a picturesque valley that boasts the Leven River. We rode to a shack on another property through a great li le track that kept us on our toes and gave us another chance to use the bikes off-road.

A er arriving at the shack, we had a good look around the property and got the chance to go for a ride in a Polaris Ranger. The places these vehicles can go are amazing and enough to really get the heart going for those not used to it. A er scaring the daylights out of each other, we were treated to a camp oven roast and retired early as we were keen to get some more riding done the next day.

The morning started off with some drizzle, which turned into a steady rain, making for an interesting trip out on the clay tracks, but we made it to Tullah without any dramas. By then the rain had stopped and the roads had dried out, which was a bonus as the roads into Rosebery and Zeehan are another great set of tight twisties made for motorbikes.

I was having an absolute blast until I ►

“Tim went in next and straight away lost traction, sending the Dominator downstream and saving a lay down by hopping alongside the bike”

■ Tim had so much fun on the beach he needed a lay down ■ Even the cold and rain wasn’t enough to dampen our spirits on this trip

AUSTRALIAN ROAD RIDER | 81

TASMANIA felt the rear end go loose all of a sudden.

A flat rear tyre was the culprit and what should have been a relatively easy fix turned into a three-hour marathon a er a pinched tube and a snapped tyre lever.

During the ordeal we had three separate people stop to see if we were okay. One bloke even asked us to follow him into Zeehan so he could give me a spare heavy-duty tube and a loan of his tyre levers. The people in Tassie are some of the friendliest I have met.

Dinner was at the Zeehan pub and despite the power being out for 11 hours, the chef was able to fix us up a steak and salad so we didn’t go hungry. A er dinner we pushed on to Trial Harbour, our destination for the next three nights, but missed the turnoff and ended up in Granville so it was a dark ride into the town by the time we got there.

From Trial Harbour we spent the next few days exploring the area looking for great roads, challenging tracks and some fun on the beach, and we weren’t

r Some light rain made the tracks around Gunns Plains slippery, especially on the Husqvarna with road-biased tyres

“The roads into Rosebery and Zeehan are another great set of tight twisties made for motorbikes”

r A quick beer at the London Inn before the adventure begins aboard the Spirit of Tasmania

r View from the Fatman Barge, Corinna on the Pieman River

82 | AUSTRALIAN ROAD RIDER

disappointed. You can ride all the way to Granville or Strahan on the beach but this proved too much of a challenge on the 650s (or maybe our skills just aren’t up to it yet), so we headed into Strahan and then onto the beach at Macquarie Heads, where there is easy beach access and a great camping spot.

A er some fun on the beach and nearly colliding with a seal, we had a look at some of the tracks through the pine forests and even got some air on the Dominators before returning to the picturesque town of Strahan for a look around and some lunch.

Trial Harbour proved to be a great base for these types of bikes; we woke each morning in our shack overlooking the beach to see the cray fishermen braving the huge waves in tiny boats. Reece Dam Road was next on the agenda and if I only got to ride this one road for the entire trip to Tassie I think I would still have been happy. What a rush!

We stopped in at the tiny town of Corinna for some lunch and to look around, but as we arrived at the Fat Man Barge to take us across the Pieman River, I noticed that the tail section of Mark’s Husqvarna had snapped off and was hanging down on his rear wheel.

Apparently the corrugations of the dirt roads we had so far travelled had taken their toll on the Strada 650. The rear mudguard and taillight assembly had ►

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TASMANIA broken off and was only held on by the electrical wires. A er applying some duct tape to the wires, the rear assembly was removed and strapped on the back of the bike to be fixed at a later stage.

The $14 steak sandwich alone at the Corinna pub was worth the trip there, not to mention the beautiful river area where a huon pine boat can take you on a 17km cruise to the mouth of the Pieman River. A return trip via Rosebery and Zeehan made for more zig zag fun, tempered by the sight of one of the few police cars seen on the trip. At least this time there were no flat tyres.

Next day we said goodbye to Trial Harbour and headed for the other side of the island. We went through Queenstown, partly famous for its gravel football ground, then on to Derwent Bridge. Unfortunately rain slowed our pace through the Targa Tasmania stage that snakes its way out of Queenstown, but by the time we had finished lunch at Derwent River the rain had stopped and the roads dried again.

The rain had done a good job of se ling the dust for us on the way from Bronte Park to the Great Lake area and then again on Interlaken Road, which is a great fun, easy dirt road with spectacular views as you head down toward Tunbridge on the east coast. We stopped in at historic Ross for some fuel and a quick beer

r Can we phone a friend? One of the less glamorous aspects of riding bikes

before making our way to Swansea, where we found excellent backpacker accommodation for $35 a night.

The next morning we made our way up the east coast, stopping in at the Bicheno motorbike museum where we all picked out a bike we wouldn’t mind having in the shed (I’ll take the immaculate Z900, thanks). The museum also had a limited range of bike spares, including levers and tyres for the

“If I only got to ride this one road for the entire trip to Tassie I think I would still have been happy. What a rush!”

r Inside the Bicheno motorcycle museum. Wish you had a garage like this?

84 | AUSTRALIAN ROAD RIDER

more common sizes, and engine oil for overworked Dominators.

From there we continued on the beautiful coastal drive up to St Helens, which was a stark contrast to the rugged west coast. A er lunch it was on towards Sco sdale, with a stop in at Pyengana’s pub in the paddock to see the infamous beer-skolling pig. Unfortunately “Princess” must have had too much before we arrived and was sleeping it off in the shed.

The road to Sco sdale was another superb ride, as was “the sideling” a er Sco sdale — a magical mountain pass with many 15 and 25km/h corners. A word of warning here — the locals like to come through this piece of road quickly and in a truck that o en means using all of the road, regardless of what’s coming the other way.

A er making it to Launceston the mood was sombre as we realised the end to our adventure was looming. A couple of beers at the River View Hotel and a $40 single room didn’t help buoy us, but we made the most of the last night anyway.

The next morning we squeezed in a ride out to George Town and on to Devonport, before loading up on the ship for an uneventful trip back.

Our adventure was over way too fast but I was consoled by the thought that I will return in the not-too-distant future. Tasmania is a land made for bikes of all descriptions. You really owe it to yourself to experience this riding Nirvana at least once. ARR

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COLD TURKEYS Want a challenge? The early-winter Alpine Rally serves up a good dose of cold-weather fun. ARR was there this year

STORY & PHOTOS: MICK MATHESON he Alpine Rally was mild this year — clear skies, light breezes, a medium frost and only -5°C overnight. Balmy, really.

Don’t laugh, I’m quite serious! The 45th annual Alpine was one of the piece-of-cake ones. You take it as it comes when you a end this event held on the first ‘proper’ weekend of winter in one of the coldest districts in Australia, the Brindabella

T

86 | AUSTRALIAN ROAD RIDER

Ranges west of Canberra. It has been -10 and worse, it has snowed heavily, it has been a quagmire. Whether it was because of this or in spite of it, the Alpine has stood unwavering in the dwindling rally scene to establish itself as the longest-running motorcycle rally in the land.

I was going, regardless of the weather.

In fact, part of me hoped for deep snow and a serious challenge. The greater part of me was as relieved as a sacked suicide

bomber when the forecast said cool but clear. I le home about 9am, rugged up and ready for the kind of ride that begins every rally — about 500km this time, on country roads with all day to do it. The Ducati was singing its song and others were playing through my Earmolds. The back roads I picked were free of longweekend traffic, an unexpected bonus.

It’d be about 15 years since I’d been to the Alpine. Time flies, eh?! I couldn’t ►

ALPINE RALLY

►

AUSTRALIAN ROAD RIDER | 87

believe it’d been so long. The last rally of any kind I a ended was the TTT two years ago. Back in the day, I was one of those blokes who went to as many rallies as I could. Brass Monkey, Karuah, Long Flat, Off Centre, Dr Jurd’s and heaps more, some of which I’ve probably forgo en for various reasons. Family, finances and other distractions slowed me down, as they do, but I got away to the odd one in subsequent years.

My first Alpine was in 1987, and I thought it was cold, but that was nothing. The one I remember most was 1993. It snowed big time that year!

Coming out through Piccadilly Circus, a high point in the ranges where several dirt roads meet, it was chaos. The road climbing up to the top had frozen solid and no one could keep their bikes upright on the ice … except me, because I had a sidecar. I refused to stop as I didn’t have the traction to get going again so I threaded my way through cursing bikers trying to stand up beside prostrate bikes. On the way down the other side I revelled, dri ing the outfit through corners covered in deep snow.

All those exploits kept rolling through my mind as I headed to Canberra, stopping to smell roses and snap photos on the way until suddenly I realised I’d 88 | AUSTRALIAN ROAD RIDER

stuffed around too much on this short June day and I was going to arrive a er dark. I met an old mate, Andrew, at his place in Canberra, where he had his immaculate R100GS Paris-Dakar packed up for its last ride before it went to a new home. He and I have been to plenty of rallies together, though we failed to meet up at the first one. Conditions at that year’s Jurd’s Rally were crook so he figured I’d never turn up and le on the Saturday evening rather than camp in a storm. I

■ 2000: A typical Alpine frost

finally made it on Sunday morning.

It was nothing like that heading to the Alpine. The sun was just se ing as we reached Co er Dam and its wonderful run of corners. We cruised into the Brindabellas and out to the site without any more dramas than some stray ca le on the track. We found enough space to set up camp close to a happy looking fire and se led in to make some new friends.

Camping’s not what it used to be, even at a back-to-basics rally like this.

ALPINE RALLY ■ 2005: Henning enjoys a hot bath in the bush

“The road climbing up to the top had frozen solid and no one could keep their bikes upright on the ice”

r Alpine 2014: we were there!

I made my dinner of smoked salmon wraps with camembert and other tasty treats, and broke out other munchies that put Spam or beans to shame. With a down jacket over a Warm & Safe ba erypowered heated shirt, no cold was going to faze me. A hi-tech bivvy bag, selfinflating ma ress and down sleeping bag waited for me. Discomfort? Not me!

A er dinner we did the social thing, wandering around the site saying g’day to people. I have no idea who I spoke with for the most part, and later in the night when the bo le was much lighter I’m sure I was wi y and amazingly articulate.

We solved world problems. The fireworks display was impressive too.

It didn’t take long to find Henning Jorgensen, organiser of the Alpine Rally since 1990. Appropriately, he fits the image of the typical rally-goer.

“The typical Alpine Rallyist would be a self-sufficient happy camper with all required loaded on his or her trusty steed,” he says before ra ling off a long list of jobs that Alpine riders might have.

From bureaucrats to shearers, nurses to financiers, he’s had them all here, and he says the only real binding thread is that common interest in ge ing back to the bush on a motorcycle.

Henning thrives on it, and has spent his life riding long distances and camping out. He’s now spending a lot of time riding overseas too, but he continues to make sure the Alpine carries on.

Henning took it on soon a er the original organiser, Paul Giles, stepped back. He says it was difficult at first but a er 25 Alpines of his own, it’s almost habit.

“Now having a network of suppliers and helpers, it’s good fun,” he says. “As Paul Giles did, I chose to do it myself.

This meant help from clubs and that was fine and easy.”

“Each year I have tried to have a theme, for example, fires, floods, millennium, Olympics, etc. Occasionally I try to offer some memorabilia of a different bent — some worked and some didn’t! The main changes are that the fireworks need me to be licenced, firewood is scarcer and insurance is upon us.”

This year, and especially for next year, Henning is focused on encouraging younger riders to come along. Looking around the site this year, it is all too obvious that rallyists are aging. But the teens and twentysomethings weren’t absent.

“I’ve noticed one or two younger riders ► AUSTRALIAN ROAD RIDER | 89

ALPINE RALLY

“Camping’s not what it used to be, even at a back-to-basics rally like this. I made my dinner of smoked salmon wraps with camembert” extra each year, which is a small but good gain,” says Henning. He has his theories about why there isn’t a strong push from a new generation to get to rallies.

“The bikes these days (I sound like an old man!) are usually not multipurpose, except the GS-style varieties, so that limits some people some of the time.

Also the same old saying — internet distraction. Thus maybe people are ge ing so er. Our world is changing and maybe they’re not being exposed or encouraged enough to experience the great outdoors.”

■ 1982: Not everyone likes the cold

90 | AUSTRALIAN ROAD RIDER

I wonder out loud what the young riders would gain by a ending rallies.

“Meeting people like us,” says Henning, but I have my doubts that’s worth advertising. “Having a ball in the bush, enjoying likeminded people, ge ing exposed to our great country, back-tobasics like camping by a river, swimming and drinking it, making a fire and cooking over it, having a wee behind a tree, awakening in the great outdoors.”

And there’s the ride, which is sometimes challenging but definitely in the ways it used to be, now that roads are ►

AN UNRELIABLE HISTORY The story of the Alpine Rally’s origins is pretty hazy these days. Legend records that Paul Giles, father of multiple Australian Superbike champion Shawn, and a bunch of hard-riding, hard-playing mates used to ride down from Sydney in 1960s, camp in the Brindabella Ranges, and get drunk and cold. They decided it was so much fun they’d make it an annual event for everyone. Or something like that.

The event grew quickly. Through the 70s and 80s, hundreds of fearless riders braved the weather and roads to claim their rally badge. The crowds peaked at about 1200. Even as the popularity of rallying fell in the 90s, the Alpine drew faithful crowds.

Maybe we can blame the snow, but the smallest attendance was in 1993 when “80 hardy riders,” as Henning Jorgensen puts it, struggled through very tough conditions.

Arguments over who should maintain “paper” roads and private tracks, combined with emergent fear of public liability laws, forced the rally off its original site in the 90s and since then it has been held alternately at two nearby sites. One has tar road frontage and is easier to get to while the other, which hosted this year’s rally, dictates some dirt roads and a generally slippery trek through paddocks.

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ALPINE RALLY generally improved. Rallies have o en been li le more than an excuse to ride roads I haven’t been on before, seeing sights I wouldn’t otherwise see. Why else would you choose to ride about 500km to the backblocks of Canberra, well off the beaten track, for a weekend?

Maybe things are turning around for the rally scene. “Numbers seem to have bo omed out,” Henning says with optimism.

I’m not sure what time I went to bed but I woke early, pulled the sleeping bag back over my head and went back to sleep for a li le while. I didn’t feel particularly chirpy, didn’t have the stomach for breakfast and would take half the day to come good again. Silly bugger. But none of that dulled the beauty of a brand new day under a heavy frost. Warm sunlight began to filter through the trees and angle down onto the bikes, tents and wakening people. By 9am everyone was gathered in front of Henning and the only building on the site, the long-drop dunnies, to buy their rally badges and listen to the informal presentations — Cody Gayler takes the prize for the youngest rallyist.

On the tables, a set of photo albums held shots taken at Alpine Rallies over many, many years. It was hard to resist a flick through them. They show how much has changed … and how li le we’ve really changed.

Andrew and I packed up and headed out, a li le anxious about the infamous grassy hill we’d all have to climb if we

r 1969: Out to play at the first Alpine

r 1969: Playing in the snow at the inaugural Alpine

r 1969: Did John Glew epitomise the pioneering Alpine rallyists?

“People are getting softer. Maybe they’re not being exposed or encouraged enough to experience the great outdoors” were ever going to get out of there. I fluffed it, pointing the Ducati off the wheel track onto slick grass with a large lump that offered resistance but not traction to the rear wheel. Stuck. But not for long, and a bit of jigging got me off the obstacle and I was on my way upwards.

The sound of a 650 single behind me urged me on but the traction control, which I’d forgo en to turn off, wouldn’t let me accelerate so the nimble li le

r We’re not quite sure what the tank’s for, but the camp looks warm

92 | AUSTRALIAN ROAD RIDER

r 1969: The site of the very first Alpine Rally

adventurer behind me had to be patient.

At the top, I stopped to watch others struggle, but only one bloke had much trouble and that was more because his legs were shorter than his seat height on a 1200cc twin that slithered through more than 90 degrees and nearly charged back to the bo om. Meanwhile, old R75 BMWs pu ered up on their skinny wheels without raising a sweat. It seems not all technical advances make things easier.

Andrew and I had a lazy ride back towards Canberra and he waved me goodbye on the turnoff to the back route out to Yass, along Mountain Creek Rd. It’s a fantastic ride and well worth the detour.

I took my time heading home, pausing to sit high above the Murrumbidgee River as it flowed wide and shallow towards Lake Burrinjuck. I listened to other bikes heading out that way, their engine notes rising and falling between the hills until they eventually came into view before crossing the bridge.

From Yass my backroads ride home was a solitary one and somehow more upli ing than the ride down. I put it down to the sensational weekend away I’d had — the brilliant weather, the great roads, the good company and the adventure of the Alpine Rally. ARR Find out more about the Alpine Rally at alpinerally.webs.com.

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RIDING PERTH A pleasant day’s ride out from Perth takes in some of the region’s history

94 | AUSTRALIAN ROAD RIDER

day trip

STORY: PAUL CHURCH PHOTOS: JOHN BRISTOW & PC ne of the problems of living in Western Australia’s capital city is finding good day rides which have not been done to death. We do keep looking, and for a pleasant day’s ride out from Perth, this one is worth trying.

A er we le the northern suburbs, our first stop was at the Yagan

O

Memorial on West Swan Road at Belhus, to meet up with John Bristow, who was accompanying me on this ride and also taking the photographs. The memorial was created to commemorate the death and spirit of the great Nyoongar leader and warrior, Yagan, (c. 1795-11 July 1833) and as a burial site for the repatriated kaat (head).

Leaving here, we headed north on the Great Northern Highway, passing

Ginger’s Roadhouse, which we use sometimes as a meeting point. It’s a good place to fill up the tank and grab a morning coffee. They always seem to make a good cup.

Pressing on for another 11km, we arrived in Bullsbrook. Here we turned east onto Chi ering Road at the RAAF Pearce Airbase, which is used for training by the RAAF and the Republic of Singapore Air Force. The next 16km

AUSTRALIAN ROAD RIDER | 95

■ All that remains of the school house near Bindoon

■ The Drovers Inn at Moora was a good place for lunch

are a very pleasant ride through the Chi ering Valley, passing orange groves and farmlets nestled among the hillsides.

The road surface is now good a er a recent major upgrade.

We then turned right onto Chi ering Valley Road a few kilometres past the Orange Grove Cafe. This road surface is not quite as good, but is reasonable and the local shire has just begun an upgrade to this section. Along this road you pass some of the most northerly vineyards in the state.

Eventually we came to the Muchea/ Bindoon Road, where we turned right to head towards Bindoon. If you think the Chi ering roads are scenic, this road is even be er, especially in spring when the countryside is green and not as hot as it can be during the summer months.

Many large houses appear along this ■ The monastery in New Norcia is a spectacular structure that wouldn’t look out of place in Spain

96 | AUSTRALIAN ROAD RIDER

“If you think the Chittering roads are scenic, this road is even better, especially in spring” road and there are also some co age ruins and quirky artworks, including a handbell made out of local stone with a large wooden handle. This is on the site of the former school where pupils used to a end from far afield, but all that is le standing is the chimney stack.

Just a er this bell art piece you meet up again with the great Northern Highway. Turn north here and pass the Holy Trinity Church, Bindoon, built in 1886 by volunteers using rough-hewn local stone and timber. It’s only about 10km more into the township of Bindoon, which is actually 84km north-east of Perth.

Aboriginal in origin, Bindoon is thought to mean “place where the yams grow”.

It’s now more famous for orange and mandarin groves and has a very pleasant

cafe, the Bakehaus, which is frequented by many of the weekend bike riders as it is a gentle ride out from the city.

Continuing on the great Northern Highway out of Bindoon, you eventually come to the Bindoon tavern, pre y much on the northern extremity of the township. Here we turned off the highway and headed towards Mogumber, on the Bindoon/Moora Road. It is only a small township, but Mogumber has a tavern that is also a popular ride destination, especially on weekends.

Moving on towards Moora, you pass through Gillingarra, which is an important bird area. It supports endangered Carnaby’s black cockatoos, as well as Western corellas, Red Capped parrots, Western spinebill and Western

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■ Always something interesting to see along the Chittering Road

“It’s only a small township, but Mogumber has a tavern that is also a popular ride destination, especially on weekends”

■ The art in Moora alone is worth the visit

Yellow robins. All too quickly, as the road is good and fairly quiet, you arrive in Moora.

Moora was one of the original stations on the Midland railway line to Walkaway.

It is also a popular stopover for tourists on the wildflower trail. We o en find this is a pleasant place for a lunch break, as well as a refuelling stop.

Leaving Moora we headed towards Walebing, a small country town on the Midland road that has been home to the Lefroy family since 1846. Sir Henry Lefroy (premier from 1917 to 1919) farmed the family property here. Explorer Ernest Giles surprised residents here in 1875 when he suddenly appeared and announced he had trekked from Port Augusta in South Australia, along the edge of the Great Victoria Desert.

Here we re-joined the Great Northern Highway and headed south towards New Norcia, the Benedictine mission.

Arriving there gives the impression it has been transplanted stone by stone from Southern Europe. It is, in fact, named a er Nursia, the Italian birthplace of the order’s founder. The mission is a diocese in its own right, answerable only to the Pope in Rome.

The only problem that can sometimes be encountered on the Great Northern 98 | AUSTRALIAN ROAD RIDER

Highway is the amount of road trains, which has been compounded of late by the industrial boom happening in the north-west of the state. However, be careful and patient as most truckies will let you know when to overtake and assist bikers if they can. The most turbulence you get is usually from open-crated semi-trailers coming in the opposite direction so try to give them as much room as possible.

Back in Bindoon, which can be a drinks stop and breather, we continued on to Muchea, where the Brand Highway converges with the Great Northern Highway. The Brand Highway is used by vehicles, especially heavy goods, on their way to Geraldton.

Then it’s on towards Bullsbrook, where we turned west just before the township and joined Pinjar Road. About halfway between Bullsbrook and Perth’s northern suburbs are The Maze Family Fun Park and the brand-new water playground, Outback Splash, which also has Cafe Iguana.

Eventually we arrived at the suburb of Banksia Grove — the turnoff to the Barbagallo Raceway is there. Then it was on to my home in Edgewater.

A pleasant day’s ride which covered about 360km. ARR

■ The beginnings of local government, the old road board at the Bindoon Museum was the precursor to the shire council

WEBSITES Yagan Memorial, City of Swan, www.swan. wa.gov.au Bindoon Historical Society, www. bindoonmuseum.com.au Moora, www.moora.wa.gov.au New Norcia, www.newnorcia.wa.edu.au Outback Splash/Cafe Iguana, www. themaze.com.au

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AUSTRALIAN ROAD RIDER | 101

■ Hire a Harley and do the low-speed Trace in style

STORY & PHOTOS: MARK HINCHLIFFE his is heaven. Hundreds of miles without a single pothole, billboard, truck, caravan, house, stop sign, light pole, roadside li er or traffic light. It’s like riding on velvet with an evergreen backdrop of scenic forest and idyllic farmland.

So beguiling is its languid rhythm and majestic scenery that, like Route 66, this road has been referenced in song lyrics from Dusty Springfield to Pavlov’s Dog. Here are a few clues: some hellfire preacher is laying down some gospel truths on the radio of my Ultra Glide; the occasional deer sprints lithely across the road; one of the few cars I’ve seen has “County Sheriff ” painted on the side and the only roadside furniture has been the occasional signs with “50” on them.

This isn’t heaven, but it’s pre y close.

It’s the Natchez Trace, America’s secondlongest national park. At its widest point it’s 1.6km, the average width is 100m, but it’s 710km long, crossing three southern states, from Natchez (naturally) in Mississippi to Nashville, Tennessee.

As an aside, the longest national park is the Blue Ridge Parkway in North Carolina, which is 40km longer, but a

T

102 | AUSTRALIAN ROAD RIDER

“The road goes back about 10,000 years to the Chickasaw Indians, who used the Mississippi River to take crops south” lot newer and with lower speed limits (70km/h most of the way). Not that the Natchez Trace is any Laguna Seca.

With a consistent speed limit of 50mph (80km/h), this won’t get your heart racing.

With its measured meander through the lush deep south, it’s more like the world’s longest yoga class, a place where you can truly practise Zen on your motorcycle. Along the way you will pass big cities and not even know it. You won’t see, hear or smell them. Yet at any given time you are just a few minutes from a clean restroom, an interesting historic tourist site, a petrol station and a vast selection of cafes, restaurants and the ubiquitous diners.

But the Natchez Trace is a national park, so the commercial venues are down the next off ramp in small-town America

■ Hmm, someone’s pulling the pork here

NATCHEZ TRACE

“With its measured meander through the lush deep south, it’s more like the world’s longest yoga class” with its bib-and-brace yokels spinning yarns outside the barber shop, Dodge and Chevy pick-up trucks lining the town square, and iconic diners serving grits, pulled pork and okra washed down with a Southern Pecan Nut Brown Ale. Although that’s not possible in every small town in small-town America. A er prohibition was repealed in the 1930s, counties were allowed to decide their own liquor laws. Some, such as Bourbon County, remain dry, whereas Christian County is “wet”. Others are various degrees of moist — for example, you can have a drink with your meal but you can’t take away alcohol.

As is so o en the case with alcohol, we have strayed from the path. In this case, the path is the Trace. This 710km of velvety smooth asphalt with manicured grass shoulders is no modern marvel, but one of the oldest highways in the US. Parkway ranger Amy Genke says

the road goes back about 10,000 years to the Chickasaw Indians. They used the mighty Mississippi River to take crops south to the delta for trade. However, they found it too difficult to paddle back up the river, so they forged a pathway through the forests. “It took about 30 days to walk the Trace, which is French for animal track,” Genke says.

From 1700 to 1800, about 10,000 white folk a year would retrace the Chickasaw footsteps. However, the introduction of steam boats meant traders could now return to the north on the river, so the pathway became neglected. In the 1930s it was a simple dirt road, but in 1938 it was declared a national park and was gradually restored over the years until it was made asphalt all the way in 2005. Today, it is a pristine ribbon of roads with faultless forest and farmland scenery that gives away no clues of the modern world just metres beyond that

rustic wall of pine trees.

Here is a sanctuary where your heart can blend in with the cadence of a throbbing Harley V-twin and your 21stcentury travails can melt away — until your iPhone beeps a message from the world outside this bubble. Signs at all the entrances lay down the rules that keep this road in its idyllic state.

“No Commercial Vehicle” means vans, trucks, buses, even cars with business signs on the side. Some motorists use the Trace on their daily commute, but the vigilant park rangers and heavily armed patrolmen are quick to pounce on anyone transgressing the rules. That keeps the traffic — even during peak hours — down to a scant few. In fact, it is one of the few roads in the world where the motorcycles outnumber the cars. However, be aware that lycra-clad cyclists are starting to fancy this flawless stretch of tar.

Never has the journey been more important than the destination than on this road. Rather than begrudging the low speed limit despite the excellent camber, lazy bends, low traffic volumes and high-quality surface, your body ►

AUSTRALIAN ROAD RIDER | 103

NATCHEZ TRACE welcomes its pedestrian flow. Pick up the pace and you not only a ract the a ention of the county sheriff, but you also risk missing postcard scenery, croc-infested swamps, snapshot-perfect waterfalls and some of the many tourist a ractions.

Most are history lessons about the Indians or the spectacularly bloody Civil War. But you can also step back in time with a short detour into Tupelo to visit the birthplace of one Elvis Aaron Presley. Here you will marvel at his basic one-room co age and the nearby church where he learnt to sing gospel songs as a teenager.

With those songs whirling around in your head it’s back on to the Trace, which is more like the fancy driveway leading to Graceland than some hillbilly road.

There is no big riding challenge here. No hairpins, switchbacks, decreasing-radius corners. In fact, it can be tempting to fall into a Zen-like trance. However, it’s vital to remain vigilant, not just so you don’t dri over the well-enforced speed limit, but also so you can watch out for deer, turkeys, coyotes and other wildlife.

And with so few cars and signs, it’s also easy to forget to stay on the right side of the road, especially when pulling out onto the road a er a pit stop. The first time I rode this unhurried stretch, we were followed by a support van in case of a breakdown. But it wasn’t long before a ranger stopped us and wanted the van off the road because it was too big. Quick talking managed to get us a reprieve, but the second time a highway patrol officer demanded it find another path. So we se led back into the “potato-potato” rhythm of our slow-revving big Harleys ■ With an 50mph (80km/h) speed limit, sports bikes make no sense

104 | AUSTRALIAN ROAD RIDER

r The Gaylord Resort is a far cry from the natural beauty of the Trace

“Never has the journey been more important than the destination than on this road” and with hardly a gear change necessary over the next few hundred kilometres, we began our V-twin meditation.

If it becomes a bit too hypnotic, there are several “loop routes” that exit the Trace onto back roads, taking you past interesting sites and a ractions before re-entering the Trace where you exited.

Randy Fought of the Natchez Trace Bed & Breakfast Reservation Service will find you somewhere to stay just off the Trace if you plan to take your time to discover all that it possesses. He says you can ride the road year-round.

“Today, at the southern end of the Trace the temp reached the low 60s so I am sure there were motorcyclists out

today,” he says. “The Trace doesn’t get much snow or ice.”

I rode the Trace in summer when cyclones, tornadoes and twisters in surrounding states give off plenty of rain. That ensures a lush backdrop every shade of green, broken only by the orange-yellow centre line. Images of the road in spring are almost gaudy with bright purple, red and yellow wildflowers and tree foliage, only to be outdone by the dazzling display of red and golden leaves in fall. ►

NATCHEZ TRACE ATTRACTIONS Cypress Swamp: If you’re lucky you’ll spy a lazy croc sunning itself on a log at milepost 122.

Tupelo Automobile Museum: About $6 million worth of some 100 old cars and bikes, including a Lincoln once owned by Elvis Presley. They’ve even got a Duesey (Duesenberg)!

Rock Spring: This trail at milepost 330.2 follows Colbert Creek with its beaver dams and enchanting woods.

Sunken Trace: At milepost 41.5 you will find the deeply eroded or “sunken” Old Trace. It’s just a fiveminute walk.

Grinder House: Ruins of an historic house with exhibits of the Trace’s history.

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NATCHEZ TRACE

r Good ol’ boys jawing outside a local drug store in town r The battlefield monument to the civil war in Tupelo just off the Trace

“Locals will tell you in their lyrical southern accent that the fall months are the most beautiful to ride the Trace”

r Even a brief shower didn’t hamper our fun on the wellmade road

Locals will tell you in their lyrical southern accent that the fall months are the most beautiful to ride the Trace.

Not that it is all about nature. One of the highlights of a trip is the 47m-high Birdsong Hollow Bridge. This grand 500m-long double-arched span was built in 1994 and received the Presidential Award for Design Excellence in 1995. This example of man-made beauty in its most inspiring form can be viewed from the northern parking area or the southern exit ramp. Both are breathtaking.

Another man-made a raction is the Loveless Motel and Cafe, on Highway 100 at the northern terminus of this historic road on the outskirts of Nashville. Here a gum-chewing waitress will slap down all types of pork for small change.

As you douse your pig in ketchup, pull at your pale beer and watch the roaring parade of traffic outside this iconic roadside diner, it’s a big temptation to dismiss the modern world, saddle up and head south once again into motoring nirvana. You step outside feeling a li le slow a er your stodgy meal of fa y pork, biscuits (scones) and grits (corn meal).

The waitress bids you a well-meaning “Y’all come back now, y’hear” and you think, “I just might ... in the fall, spring or maybe even in the winter.”

But for this particular ride we were off to the Gaylord Opryland Resort in Nashville, a kitsch symbol of crass Americana with its 3.6ha of indoor gardens, waterways and waterfalls. So unnatural and such a contrast to the unspoilt nature of the Trace. ARR

WEB r The Loveless Motel along the way is a good place to stop for a rest

106 | AUSTRALIAN ROAD RIDER

National Parks: www.nps.gov/natr Natchez Trace B&B Reservation Service: www.natcheztracetravel.com

via Birdsville Track Sweaty palms .. uncertainty about the day ahead .. 285km of dirt ... no telephone signal .. remote roads .. 450km today! and water crossings.

Oops, soft sand! .. a joke with a new friend .. small towns, alternate roads and landscapes I have never seen before - the road less travelled .. giving to those in need .. tall stories at dinner time .. memories and friendships for a lifetime. $5950(AUD): Incl bike, accom, meals, fuel, mechanics, spares, support vehicles and the very special feeling from having conquered a challenge and helped those in the community less fortunate through your donation.

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BIKE THEFT

108 | AUSTRALIAN ROAD RIDER

Bike theft

GET NICKED It’s an awful bloody feeling when your bike is nicked. We look at how it happens and what you can do to help prevent it

AUSTRALIAN ROAD RIDER | 109

STORY: IAN NEUBAUER t’s a common story. It happened to me many years ago when I le my first bike, a 1963 Triumph Tiger Cub, parked in a back street near Sydney Airport during a quick overnight flight to Melbourne. Pre y stupid, huh?

Luckily, the li le pricks who pinched it were even more stupid. They were caught wheeling it across a pedestrian crossing by a cop car that had stopped to give way. I was over the moon when the fuzz called to tell me my beloved Tiger had been recovered. I’d also learnt a valuable lesson: if I didn’t start taking the security of my motorbike more seriously, it was only a ma er of time until I lost my pride and joy for good.

In this special report, ARR looks at motorbike the statistics in Australia, where the trouble spots are, as well devices, strategies and simple tips that will significantly reduce the chances of your motorbike ge ing pinched.

I

“In Perth an unprecedented 2474 motorbikes were stolen in 2013 — a 50 per cent spike compared to the previous year” READING THE NUMBERS According to the National Motor Vehicle The Reduction Council, more than 8000 registered motorcycles are reported stolen in Australia every year. Motorbikes have the highest the rate of any vehicle and the lowest recovery rate: 25 per cent compared to 75 per cent for cars.

Unlike the joyriders who borrowed my Tiger, most motorbikes are stolen for profit. Some are taken by pe y criminals who see an opportunity and chop the bike into parts in their garage or even the living room. However, the majority are “stolen to order” for nation-wide rebirthing rackets. Ben Adams, portfolio manager for Shannons Insurance, explains how these rackets work.

“Most of the wrecked motorbikes sold at auction in Australia have only 110 | AUSTRALIAN ROAD RIDER

cosmetic damage. They get wri en off because replacing the broken parts is prohibitively expensive,” he says. “Say there’s a crashed R1 that needs new fairings, windscreen and handlebars, but the engine is still running and seems to be in mechanically good nick. One member of the racket will buy it and then another will go out and steal a good R1 on order. Both bikes are then taken to a workshop, where a mechanic will strip the good one and use its parts to rebirth the crashed one. They now have a roadworthy R1 with a legitimate chassis number that can be sold legally without arousing suspicion.”

But it’s not just fancy bikes that

are targeted by racketeers. In terms of volume, Honda, Yamaha, Suzuki, Kawasaki and KTM are the most commonly stolen, while smaller bikes (201-250cc) are more likely to get pinched than big bores.

“You always hear these stories about BMWs, Harleys and Ducatis being stolen,” says The Reduction Council director Ray Carroll. “They get recirculated a lot because they’re stories with sex appeal and sometimes involve some elaborate scam or outlaw motorcycle clubs. I can tell you a few myself. There was this one guy who had his custom-built motorbike stored in the back of his garage, chained to a bolt anchored into the floor with

Bike theft MURRAY THE FRIENDLY COPPER SAYS ...

Motorbike theft is often unwittingly facilitated by people trying to buy and sell bikes on the open market. We asked Murray the friendly copper for some tips on how to avoid playing patsy to these crooks. This is what he said:

BUYING • When buying a used bike, ensure it has a VIN or serial number. Absence of this number may indicate a stolen bike.

• Use the VIN to make enquiries through the Personal Property Securities Register or equivalent body in your territory or state.

This will tell you if the bike is encumbered or reported stolen.

• Be aware of other anti-theft measures like the microdot technology manufacturers add to motorbikes to protect their products.

• Record details of any other vehicle or motorbike you see parked on a seller’s property.

• If the seller wants to meet you in public, agree to a place that has CCTV. This offers an extra level of protection for all parties involved.

• Be wary of people selling bikes below the market value or who can’t provide identification. If it seems too good to be true, then it probably is.

SELLING

his car parked in front of it and a big dog in a kennel right outside. But they still managed to pinch it. To this day he has no idea how they stopped his dog from going berserk, or how they li ed the bike over his car. But in terms of volume, the top-end motorbikes are not stolen in great numbers,” Ray continues. “Statistics show the bikes that sell well in the legitimate market are the same bikes that are popular in the illegitimate market, your Hondas and Yamahas and scooters.”

Adds Ben from Shannons: “People think because they have not paid a lot for their bike and it has a small engine no one is going to want to steal it. But

they’re exactly the kind of motorbikes the rackets mostly target.”

PERTH’S CRIME SPREE Last year, two interesting things occurred in the realm of motorcycle the statistics in Australia. The first was that the number of registered motorbikes stolen across the country decreased (by six per cent) for the first time this century, even though the number of registered motorbikes increased by five per cent during the same period.

The second interesting turn of events took place in Perth, where an ►

• Pay particular attention to the background of the image of photographs used to advertise the motorbike. Do not use photographs that identify your home.

• If possible, avoid meeting buyers at your house. Instead, arrange to show them the bike at a public place, again with CCTV if possible.

• Take someone with you. There’s safety in numbers and they can act as your witness if need be.

• Discuss whether a buyer wants to do a test ride before the meeting. If you agree, then consider what you can do to identify them to police should they turn out to be less than honest.

• If discussions on email or over the phone progress to the point of sale, then arrange to meet the buyer in person and obtain their identification.

• Ask your financial institution about the most secure form of payment.

• Be wary of counterfeit cheques and cash.

Recently there has been a large amount of counterfeit notes in circulation.

AUSTRALIAN ROAD RIDER | 111

BIKE THEFT

MAP OF 8208 MOTORCYCLE THEFT IN AUSTRALIA, YEAR TO 31 DECEMBER 2013 Capital cities are theft hot-spots, as you can see in this graphic, but bike owners in regional Australia still face risks. For a more detailed look at the statistics mapped here, have a look at the National Motor Vehicle Theft Reduction Council’s website, www.carsafe.com.au.

■ Image courtesy National Motor Vehicle Theft Reduction Council, www.carsafe.com.au

unprecedented 2474 motorbikes were stolen in 2013 — a 50 per cent spike compared to the previous year.

A er noticing that scooters accounted for a large proportion of new the s, Western Australian police figured out the crime spree was the work of a new breed of criminal: burglars who use stolen scooters as getaway vehicles to shoot them through parks and dead-end streets in the event they’re being pursued by a police car.

But why scooters instead of motorbikes? Because scooters are o en equipped with crappy steering locks that do next to nothing to deter thieves.

One forceful twist of the handlebar and they snap like twigs. A er that, it’s just a ma er of cu ing the two wires leading 112 | AUSTRALIAN ROAD RIDER

“More than 8000 registered motorcycles are reported stolen in Australia every year” to the ignition system and joining them up — 30-seconds work for an experienced thief — and they’re off.

So the cops came up with a daringly simple idea: they handed out and helped install hundreds of free alarms at Bunnings stores around the city. “We are handing out these alarms because we want to raise public awareness of this as an issue that is contributing to crime in our community,” WA police chief Charlie Carver told The Sunday Times newspaper. “Scooter and motorcycle owners can take simple and relatively

inexpensive steps to secure their vehicles, which in turn will make it harder for criminals to operate.”

However, a ermarket alarms are not foolproof. In fact, an experienced thief could probably disable one in another 30 seconds. Factory-installed immobilisers and GPS trackers are harder to find but can be disabled as easily by someone who knows what they’re doing. In the same vein, there are dozens of videos on YouTube that show step-by-step how to pick a padlock, disc lock or U-lock.

Then there’s the inescapable fact that ►

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BIKE THEFT

a motorbike can be carted off with relatively li le trouble.

“Four stout blokes with a couple of lead pipes and a van can basically steal any motorbike. There’s nothing you can do to stop them,” explains Ben from Shannons. “Having said that, security devices fulfil an important role by acting as deterrents. That way a thief is far more likely to skip your bike and move on to the next one.”

THE ART OF WAR In the ancient Chinese ba le manual The Art of War, the author Sun Tzu emphasises the importance of positioning one’s army. Position, he writes, must be based on both “objective conditions in the physical environment” and the “subjective beliefs of one’s enemy”.

Thieves make use of this strategy by praying on peoples’ subjective belief that their motorbike is safer parked on their properties than it is in the street. Yet six out of every 10 motorbikes reported stolen in Australia were le on driveways and in backyards, to which Sun Tzu would suggest 114 | AUSTRALIAN ROAD RIDER

changing your motorbike’s position. Put it in your garage or get a shed.

“Anything that’s gated is regarded as the best type of security and will a ract lower insurance premiums,” says Ben. “And that’s because any would-be thief actually has to break in to get their hands on it, and because your motorbike is visually out of sight. In terms of where it’s parked during the day,” he says, “welllit high-traffic areas are the best. People think parking their motorbike in a quiet li le alleyway or a no-through road is a good idea, but the opposite is true.”

Sun Tzu also teaches about the importance of defending existing positions so as not to create opportunities for your enemies.

Applying that to our topic, Ben suggests keeping your motorbike keys on you whenever you leave the house so thieves can’t simply break into your house and help themselves to them.

He also suggests taking the security of your garage as seriously as you do the security of your house.

“Most people who put a burglar alarm into their homes don’t put sensors in the

garage,” Ben says. “A lot of people don’t even lock their garages when they go out.”

Another valuable lesson from Sun Tzu is the use of intelligence and how to manage it. In the event your bike is stolen, you’re probably not going to have any information on the thief that could help police track them down. But you can give the cops a wealth of intelligence on your motorbike. Specifically: photographs, barcodes, serial numbers and microdot numbers of the largest and most prominent components — panniers, performance pipes and other custom parts — that make your motorbike identifiable and unique.

“It’s about prevention. If the bike is stolen, make it impossible to sell,” says Detective Murray Chapman, commander of NSW’s Property Crime Squad. “Mark everything that could be sold as a second-hand part with a clearly visible identifying mark, both in visible and secret places. There’s been a 52 per cent increase in the number of stolen motorbikes recovered in NSW in the past five years, and we think owners’ vigilance has played a big part in that.” ARR

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HELMET HAIR

FACING THE HAIRAFTER

We look so cool striking a pose in our riding gear. Then we take off our helmets

STORY: MARK HINCHLIFFE PHOTOS: SHUTTERSTOCK, MH, SUPPLIED ome claim helmet hair is the biggest hurdle facing motorcycling. I wouldn’t know. I’m all but bald.

Helmet hair is that flat look you get with your hairstyle when you remove your helmet a er a ride. If you are so vain that it stops you from riding, then good, we probably don’t want your type riding motorcycles anyway! However, it is still a concern for some riders, male

S

and female. To them it’s a nuisance, but no great deterrent to the thrill and pleasure of riding.

Australian actress, model, TV presenter and ARR columnist Zoe Naylor rides a motorcycle despite what a helmet does to her hairstyle. “I have just given over to the fact that it is not going to be your finest hour a er a long ride, so it’s more about comfort in the helmet,” she says. “So no clips and fancy dos.”

Sue Corrigan of the International Female Ride Day (IFRD) Brisbane group says she knocked helmet hair on the

head by cu ing her hair short. Riding was far more important than her long tresses. Many women riders agree and opt for a shorter haircut.

But there are many ways for people with long hair to cope with helmet hair. The first word of advice from hairdressers is for riders to avoid wearing product in their hair as it makes it bri le and uncomfortable. It also tends to rub off inside your helmet, leaving a mess which can deteriorate the integrity of the inner lining.

Pony tails and plaits have been ►

AUSTRALIAN ROAD RIDER | 117

HELMET HAIR suggested as a way of keeping your hair in order, but even they can have problems as the wind winds it around and tends to break off or damage the ends. Plaitwearing Annie Cassidy says she puts a bit of baby oil in her plaits to stop the damage. She also now wears two plaits rather than one central plait.

Most women steer clear of using bobby pins, clasps or other hard objects to keep their hair in order, opting instead for so materials. But the main suggestion is to wear some sort of scarf to keep long hair from flapping around in the breeze and becoming damaged and tangled. They are also suitable for shorter hairstyles because they prevent irritation and itching. There are many brands available.

Samantha Legga of Jadee Sporting

Distributors recommends their Miracle Scarf. “I wish I had a definite solution for you,” she says. “I think I’d make a fortune but I can only tell you how I use our Miracle Scarf. When riding, the best solution for helmet hair, especially long hair, is to use the scarf as a full tube where you put it on like a hairband but then pull the tube all the way back so that the hair is through the tube. Women can then leave it as is or knot it at the end; it also doesn’t interfere with the helmet liner. I have short hair so a er the ride I wear it as a hairband to cover the effects of the wind. For longer hair I suggest that they use the scarf as a scrunchie or keep it on as a long hairband.”

Andy White of Andy Strapz has two products worth mentioning. There’s the Headliner that also makes your head feel more comfortable and keeps the helmet clean. The single-layer “skull cap” head cover is made from Smart Wool so it is warm in winter and cool in summer.

There’s also the Buff, which is made from polyester micro-fibre to wick away sweat. You can wear it as a scarf, face mask, helmet liner, neck cooler, bandana or beanie.

118 | AUSTRALIAN ROAD RIDER

r “It makes me look like a nun, but …” Katie Bradley, Annie Howard and Rosalie Cross reckon hair tubes are the way to go

IFRD rider Rosalie Cross says she has tried many brands, but likes a cheap hair tube that was made for the snow season and is available from Aldi for about $6.

She bought a heap of them in different colours during an Aldi sale for just 50c each. “It makes me look like a nun, but when I pull it off, my hair looks just fine,” she says.

If you don’t like wearing a scarf, beanie or cap, there is an Australian invention called the Airhead by TwoWheel Cool. It’s a gel-like material in a star shape with dimples. It sits inside the top of your helmet and provides a small area of space so that your hair is not fla ened. I bought one and it irritated my bald scalp. My wife also tried it and it irritated her scalp even though she has very thick hair.

However, I know a couple of women who swear by them.

The final tip is to take a small comb with you to restore some order to your hair when you arrive at your destination. Rider Katie Bradley has long, flowing blonde hair and says all she needs to do when she takes her helmet off is slick down the fringe and “zhoosh” her hair with her fingers. ARR

“The first word of advice from hairdressers is for riders to avoid wearing product in their hair as it makes it brittle and uncomfortable” ■ Yes, it is possible to have beautiful hair after a ride

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TESTING,TESTING Look what we’ve got for you this month: a helmet, a jacket, a seat bag and a very useful tyre pressure gauge. All you need now is the bike …

And because almost every bike has a pillion they’re a perfect fit, permanently a ached KRIEGA US-20 SEAT BAG Seat bags are a particularly useful bit of kit but, judging by how few you see in use, they’re under-appreciated. Out of sight, out of mind, they reckon, and because of that I’d fallen out of the habit of using them. Eyeing off Kriega’s seat bags at the Brisbane Moto Expo, I decided it was time to go back.

Seat bags have several distinct advantages over other luggage systems.

They sit further forward than bags mounted to rear racks, bringing the mass that much closer to the centre of the bike. They won’t snag the rear wheel like throwover saddlebags can do, and don’t require additional racks to keep them clear of the wheel. They don’t get in the way like tank bags can. Come to think of it, I’ve o en strapped tank bags onto the pillion seat rather than have them between my arms.

seat, seat bags will fit almost every bike on the market, comfortably.

The Kriega US-20 certainly does. I’ve run it on a number of different test bikes and the only limitation I’ve found was caused by the Multistrada Granturismo’s top box restricting the space the Kriega needed, but you can buy smaller versions if you prefer.

The US-20, which measures 40 x 26 x 19cm, holds 20 litres — hence the name.

It is a drybag design where the open end rolls down and clips shut to seal perfectly. It’s thoroughly waterproof; overshoot a corner and land in Lake Hume, and you’ll still have a pair of dry undies to change into. The materials the bag is made from are tough, too, so it’ll survive plenty of hard use.

There are a number of very clever design features. First, the mounting system includes straps that you fit to your bike and then trim to length so

“It’s thoroughly waterproof; overshoot a corner and land in Lake Hume and you’ll still have a pair of dry undies to change into”

■ The US-20 is a 20-litre bag, and other sizes are available 120 | AUSTRALIAN ROAD RIDER

and almost invisible when the bag isn’t a ached. To mount the Kriega, just slip its four large metal hooks into the webbing loops now a ached to your bike, cinch up the straps that hold the hooks to the bag and it’ll sit there safely until you want to remove it. Removal takes seconds.

If 20 litres isn’t big enough for some trips, one or two 10-litre Kriega US-10 bags will clip onto this one. (The largest seat bag in the range is the US-30.) Extra straps are provided so you can sling the US-20 over your shoulder and around your waist. The bag has a mesh pocket and second, water-resistant, zippered pocket for small items. And if you do prefer a tank bag, Kriega sells a kit to allow you to use the US-20 as one.

I use the Kriega on just about every bike I ride when I’m not on the well-equipped Multistrada. It has performed flawlessly and been as convenient as it promised.

— MICK MATHESON

DETAILS Price: $139 Size: 20 litres Colour: Black Info: www.kriega.com.au, 0409 959 737

■ Sturdy hooks secure the bag to the mounting loops

product reviews H–D BEGINNINGS JACKET The Harley jacket I bought 20 years ago is still in terrific condition, which is more than I can say for me now that my middle-age expansion has rendered the old Aussie-made Brando-style top too small. It looks like the quality of that original jacket is still built into H-D leathers today, judging by the strong, supple and downright beautiful cowhide of this oddly named Beginnings jacket.

The workmanship is equally good, executed with precision and endowing the jacket with obvious strength.

The design’s great, too, with plenty of thoughtful details that add practicality and comfort. The Beginnings was conceived along with the 2014 Project Rushmore touring range, but having worn it with other bikes as well I can vouch for the fact its features are effective anywhere.

The main one is Harley’s new Triple Vent System (TVS), which makes summer riding so much cooler in black leather.

And of course that’s cooler temperaturewise; being cool image-wise will never be a problem in motorcycle leathers.

Six vertical zips open vents in the

■ The Beginnings is a smart-looking touring jacket

■ Rear vents allow cooling air to flow through

“Harley’s new Triple Vent System (TVS) makes summer riding so much cooler in black leather”

■ Vents are long and the front ones can be pinned back to hold them open

chest, under the arms and in the back, promoting airflow through the jacket.

Behind Harley’s touring fairings, it’s excellent and you’d truly believe Harley designed the vents to catch air channelled directly into them by the Ultra Limited’s fairing, for example. But on a Triumph Thunderbird LT and even the Ducati Multistrada, plus naked bikes, the venting is great. Press studs hold them wide open when you need them.

There are stretch panels, padding and protection in key areas, all increasing comfort, and the polyester lining is silky against your skin. The jacket closes with a double-ended zip and if you unzip the bo om a li le way when you’re seated on the bike, the jacket sits even more naturally on your torso. Bent sleeves suit the riding position. A press stud closes the neck.

The jacket has four external pockets and three inside, one set up for your music player with a few tabs that hold the cable for the earphones.

I prefer the relatively subtle H-D branding on this jacket compared with the more overt labels on other clothing.

The Beginnings is a brilliant motorcycle jacket, regardless of what you ride, and the low-key labels are less likely to put off non-Harley riders.

I’d have one straight away if I owned something like the Ultra Limited. I’d still probably buy one to wear on any bike because it’s a good-looking, well-made, comfortable jacket with technology that works perfectly. The Beginnings easily justifies its price and will last years.

— MM

DETAILS Price: $590–$636 Sizes: S–5XL

AUSTRALIAN ROAD RIDER | 121

■ Compressor and gauge work in tandem, though the gauge also stands alone

■ Get inline: the gauge is designed to be used between the pump and the tyre

■ Brass inlet nozzle includes a relief valve to let air out of the tyre

■ Flexible hose makes it easy to clip onto your tyre’s valve

MOTOPRESSOR TYRE GAUGE MotoPressor’s miniature air compressor is a constant companion on most of my rides. As I said when I reviewed it back in issue 94, it’s compact enough to be a practical additional to the tools on board many bikes. It has got me out of strife once already a er I got a flat tyre.

Now Rocky Creek Designs have added a pressure gauge to the MotoPressor range, one that’s a dedicated partner for the compressor. Simply plug it into the air hose running out of the compressor and clip the other end onto the valve cap on your wheel and you can monitor the pressure in the tyre as you pump it up.

A relief valve on the gauge allows you to release pressure if you’ve gone too far and is a perfect way to ensure your final tyre pressure is absolutely spot on.

Of course, the gauge works as a standalone meter too, so you can use it to check your pressures before a ride.

Initially I figured you’d only want to carry the MotoPressor gauge if you had the compressor to link it to, because as a standalone unit it’s bulkier than your typical li le digital ones, but then it 122 | AUSTRALIAN ROAD RIDER

“It can be used inline with just about any tyre pump, including at service stations, and we all know how inaccurate those gauges can be” occurred to me there’s another perfectly good reason to have one: it can be used inline with just about any tyre pump, including at service stations, and we all know how inaccurate those gauges can be.

Not only that, the 300mm flexible hose enables you to connect easily to the valve if you’ve got a wheel that makes it almost impossible to plug in one of those long, fixed nozzles used at the servo.

By my reckoning, a er comparing pressure readings from a number of other gauges, the MotoPressor dial reads true. From experience, I can recommend protecting it from hard knocks as other dials I’ve owned in the past have been susceptible to them, but the MotoPressor gauge wears a bit of rubber armour to toughen itself up.

The combination of compressor and inline gauge not only makes puncture repairs or tyre swaps a bit easier, it makes

them that much faster because you don’t have to diddle around swapping between the compressor hose and gauge as you fill the tyres. It’d be most useful for adventure riders, especially if you’re miles off the beaten track.

The 50mm dial reads both pounds and kilopascals, up to a maximum of 60psi or 4.2kPa. I don’t carry the gauge as o en as the compressor, but whenever there’s room in the bags for this li le bit of extra kit, it comes along for the ride.

— MM

DETAILS Price: $23.95 Info: www.proaccessories.com.au, 07 3277 0675

product reviews FLY RACING TREKKER HELMET The Fly Racing Trekker is a greatlooking peaked crossover helmet with a motocross-style eye port sealed with a flip-down faceshield. Its natural habitat is adventure riding where you want the features of an off-road helmet with a bit of touring sensibility thrown in, and in that regard this is a sound option.

What you first need to know is it retails at around $200, so naturally there are compromises, but there is also much to like. For that hot outback adventure or summer blast through the scrub where you’re spending a lot of time up on the pegs, you’ll appreciate the Trekker’s 16 vents.

The chin and forehead vents are made more effective by the six outlets at the back that use negative air

pressure to suck air through the lid.

The visor also helps guide air through the top of the helmet and I was surprised it didn’t want to pull my head off at speed. Even holding my head in different positions didn’t cause any undue problems. However, this extra furniture, along with the vents and pointed chin, means a lot of noise and earplugs are recommended.

Inside, it’s a comfortable helmet and while the removable cheek pads lack the plush comfort of more expensive helmets, I like that they aren’t too delicate to chuck into the washing machine a er a sweaty ride.

I went for the gloss black and a tinted faceshield, but swapping out the clear faceshield highlighted my biggest gripe.

This is not a simple or quick process, with a coin required to unscrew the visor bolt

that also creates the faceshield pivot.

Once that’s removed, you need to pop off a plastic washer that clips the faceshield in place. I used a screwdriver and wondered how many times I’d get away with that without breaking something, although replacement kits cost around $10.

However, this might be something you wouldn’t do as o en as you might with a touring helmet and when you consider that the Trekker is also designed for goggles to be worn with it, it makes more sense. The faceshield is there more for added protection against rain (although it fogs up fairly quickly).

For those who spend equal amounts of time hi ing the trail and road, the Fly Racing Trekker helmet is a good, costeffective option with adequate touring performance.

— JUSTIN LAW

■ The vents at the back use negative air pressure to draw air through the helmet

■ Not a fan of the faceshield release system with this fragile plastic washer holding it in place ■ Halo on Xbox fans will love the look of the Trekker with its Master Chief styling

“For that hot summer blast through the scrub where you’re spending a lot of time up on the pegs, you’ll appreciate the Trekker’s 16 vents” DETAILS Price: $199 Colours: Gloss black, matte black, silver, white, hi-vis yellow Sizes: XS-2XL Info: www.mcleodaccessories.com.au, 07 3621 9000

AUSTRALIAN ROAD RIDER | 123

Whatz new BMW TWO-IN-ONE GLOVE

HARLEY-DAVIDSON BOOM! AUDIO Once you sample touring with music blaring through speakers, it’s hard to go back to a bike without an audio system, and for Harley-Davidson owners, this here Boom! Audio Sound System range will do just nicely.

Part of the range of genuine H-D accessories, the range includes a 6.5GT radio kit that features 6.5in display system with joystick and glove-friendly touch-screen

hand controls as well as hands-free voice activation, GPS, MP3 and iPod interfaces, Bluetooth pairing and AM/FM radio with built-in weather and service alerts.

Then there are 6.5in high-performance speakers, Bagger amp and speaker kits, plus speakers for the lower fairing and saddlebags, making this a comprehensive alternative to listening to the voices in your head.

Price: US$1799.95 (radio kit) Visit: www.harley-davidson.com.au

DRIRIDER VORTEX 2.0 JACKET Adventure riders are spoiled again with Dririder’s Vortex 2.0 jacket. The jacket is designed for allweather riding and includes removable throat coat, waterproof liner and quilted liner.

It also has concealed chest vent panels, fulllength arm vents and large rear exhaust vents for warmer weather, along with loads of pockets, including a couple to keep your hands warm.

It has the obligatory CE armour and highdensity back protector contained within the heavy-duty 600D outer shell, that includes 1200D on shoulders and elbows.

Sizes: men XS-6XL, women 8-22 Price: $399.95 Visit: www.dririder.com.au

124 | AUSTRALIAN ROAD RIDER

Two-in-one gloves are starting to emerge on the market with a simple system design to offer two different glove functions. The way it works is there are two chambers to slide your hand into, depending on the weather conditions.

For regular touring you use the Grip chamber on the BMW model, which has your hand on the palm layer, providing better feel for the controls. When the going gets wet, slide your hand into the Proof chamber for added warm and waterproof protection.

Great for winter and the cooler months in temperatures from 5°C to 20°C. Price: $264 Visit: www.bmwmotorrad.com.au

NEW AND INTERESTING STUFF

CORE ESSENTIALS MOTORCLOTHES Nothing says “Harley rider!” louder than wearing clothing from the brand — except, of course, actually riding a Harley … Anyway, look the part with a range of casual wear for blokes including this Genuine Classics Plaid Shirt.

Not only do you get a warm shirt to wear under your jacket, but a stylish addition to your wardrobe done in heritage style, or, as H-D’s marketing department likes to describe it, “a ‘washed and worn’ legacy look that’s at home on or off the bike”.

The collection includes nine unique styles, including long- and short-sleeve tees and shirts, plaid shirts and shirt jackets so there’s plenty to choose from.

Price: $91.80 Visit: www.harley-davidson.com.au

VSTREAM F700GS WINDSCREENS If you’re feeling like you’re hanging out in the wind behind the 18cm-high screen on BMW’s F700GS, then ZTechnik has a few solutions with a range of VStream windscreens.

They come in three sizes — Sport (35cm), Touring (42.5cm) and Tall Touring (50cm) — and are designed to reduce helmet buffeting while creating a pocket of calm air for the rider’s torso. This is done with the side deflectors on the two larger screens, with a clever mounting system using them to create eight mounting points instead of four.

VStream windscreens are made from tough 4.5mm FMR-coated polycarbonate and are claimed to have significantly more scratch and crack resistance to aftermarket screens that are made from acrylic.

Price: US$154.95 (Sport), US$339.95 (Tall Touring) Visit: www.ztechnik.com

BLACKWOLF TURBO AIR TENT Messing about with poles when you’re trying to erect a tent can be a pain in the butt, so this unique option may be the go.

Instead of traditional aluminium poles, the Turbo Air from BlackWolf has air poles that are inflated with a pump.

The way it works is that the “poles” are

actually heavy fabric lined with PVC inflated with 40 pumps of a supplied manual unit to 6psi and are sealed with a Boston valve.

The tent is around 3m x 3m x 2m so will fit your family; it packs down to 700mm x 350mm x 350mm, and the basic Turbo Air model weighs 17kg.

Price: $999.99 Visit: www.blackwolf.com.au

AUSTRALIAN ROAD RIDER | 125

SHARK RAW MOTORCYCLE HELMET

BMW HIGH-VIZ VEST Some state’s lawmakers are imposing compulsory hi-vis vests for learner riders and while there are some simple options out there, BMW has created a purpose-made vest.

Designed to fit over your jacket, the bright-yellow vest is made of air-permeable polyester and has large reflective panels on the chest, back and sides. It also features elasticated polyamide and spandex inserts on both sides so it doesn’t flap around in the breeze, and comes in XS to Fat Bastard.

Price: $100 Visit: www.bmwmotorrad.com.au

If you missed out on becoming a fighter pilot and fulfilling your Top Gun fantasy, at least you can look the part with this Shark Raw motorcycle helmet. It’s not the most practical helmet, with a tricky goggle removal system, but is instead an exercise in style for those who love the street fighter look.

At a light 1.275kg, the polycarbonate helmet is rated as openface and has a single large vent on top that features a rubber stop to block the rain. The removable face guard is designed for basic protection against the elements, while the Carl Zeiss detachable goggles are good quality, with double glazing to reduce fogging.

Price: $349.95 Visit: www.ficeda.com.au

IB BIKE LIFT Cleaning the whitewalls on your 350kg cruiser is a bit of a chore with the bike on the sidestand. That’s one of the things that make the IB Bike Lift such a handy gadget to have in the garage.

The Bike Lift will jack up bikes from as low as 9.5cm with a simple hydraulic handle arrangement and special mounting rail adapters for a vast variety of bikes, including this Indian Chief. Once up, a safety catch folds down to the lock position and you can move the bike around on the lift’s castor wheels.

Then it’s a smooth hydraulic release to lower the bike again before hanging up the compact lift on the wall.

Price: $400 Visit: www.ibbikelifts.biz

126 | AUSTRALIAN ROAD RIDER

NEW AND INTERESTING STUFF VESRAH BRAKE PADS Motorcycle gear distributor Ficeda is now stocking Vesrah brake pads with a range to suit nearly all applications.

The Japanese-made pads come in a broad selection of compounds, from organic to sintered and resins, to cover pretty much all road and offroad bikes.

Ficeda tells us current Australian Supersport champion Daniel Falzon and current Australian

Superbike Privateer champion Glenn Scott use this brand, along with other Australasian Superbike Championship competitors choosing between four race compounds.

For that performance you’re getting into the money, but these pads, that are also OEM on some Japanese motorcycles, start at a quite reasonable price for lessintense applications.

Price: From $24.95 Visit: www.ficeda.com.au

CORBIN BMW RNINET GUNFIGHTER SADDLE Corbin, that fine crafter of bum cradlers, has done it again with a super-stylish offering for BMW’s RnineT. They even gave it a cool name — Gunfighter.

Made of leather and high-density comfort cell foam, the seat is low-profile for looks and comfortable for the long ride, although your pillion won’t be impressed as this is more of a solo seat designed to follow the flow of the tank. Because the back section is padded, you can still take someone for short to medium trips.

It narrows at the front to make it better for shorter riders and is designed to mould to your bum over time.

Price: US$463 Visit: www.corbin.com

ARROW SLIP-ONS FOR CBR1000RR Internal changes to Honda’s new CBR1000RR mean new aftermarket exhaust designs and Arrow has released theirs with three modified slip-ons to suit.

Mufflers are available in the IndyRace and GP2 series, using aerospacequality materials including aluminium, dark anodised aluminium, carbon-fibre, nichrome and titanium. The IndyRace series is European homologated for noise, making them street-legal under ADR 83/00 section 6. A gas-flow optimised mid-pipe is also available.

Price: From $539 (mufflers), mid pipe $299 Visit: www.linkint.com.au

AUSTRALIAN ROAD RIDER | 127

LETTERS LE ETT T ER ERS

READERS RITE on’t forget to write! We mean it. We love to hear from you and everyone else does too; these pages are among the most popular in the magazine. Preferably, keep le ers under 300 words so we can fit more in, though we will allow the odd exception without taking to it with the editorial knife. Yes, we will chop ’em when we have to. Do include your real name and some contact details, just in case we need to clarify something. Please write to roadrider@ universalmagazines.com.au or send mail to Road Rider, Unit 5, 6–8 Byfield Street, North Ryde NSW 2113 — Matho

D

SPEED LIMITS I will add my two cents’ worth to the speed limit debate. There is a perception that the intention of authorities is to reduce the accident rate by lowering speed limits. This is not the case. The authorities don’t give a fig about the accident rate. They couldn’t care less if it increases. What they are interested in is reducing the incidence of serious injury or death.

For most road users the easiest, and cheapest, method of reducing serious injury or death is to reduce the speed of impact. We cannot argue the science or evidence here. Hence the lowering of speed limits.

However, this tactic fails when applied to so-called vulnerable road-user groups — motorcyclists, bicyclists and pedestrians.

“This goes a long way to explaining the governments’ antipathy towards motorcyclists — we are very definitely in the too-hard basket” Any impact can cause serious injury or death. The only way of reducing serious injury or death is to avoid an accident in the first place.

For both pedestrians and bicyclists, state governments have spent a lot of money on removing these groups from the roads onto footpaths and cycle ways, reducing the accident rate that involves them and heavier vehicles. The payoff is, hopefully, a reduction in the rate of serious injury or death to these groups. A similar response for motorcyclists is not feasible (too expensive) so we continue to ba le with the general traffic.

This goes a long way to explaining the governments’ antipathy towards motorcyclists — we are very definitely in the too-hard basket. It’s too expensive to either reduce the overall accident rate on our existing roads or construct dedicated motorcycle roadways. So we are stuck with an intervention — reduction of speed limits — that is known to be effective for the majority of road users, who drive cars.

Bruce Campbell Glenwood NSW

HI-VIS RIDERS If there is one group of two-wheel road users who should wear hi-vis gear it is cyclists. Poncing about in Lycra covered in slogans might look snappy, but they aren’t easy to see at 1228 | AUS 12 128 AUSTRALIAN A TRALIA TRA LIA AN R ROAD OAD AD RI R RIDER DE DER 128 | AUSTRALIAN ROAD RIDER

night. Hanging wee flashing fairy lights off their arses isn’t good enough — they should wear reflective gear so we can see to keep 1.5m away.

Alex Bowman Email

“Hanging wee flashing fairy lights off their arses isn’t good enough, they should wear reflective gear” ■ Speed limits are more about reducing the speed of impacts and the resultant damage, says Bruce

LETTERS DICKY KNEE’S ADVICE Esteemed Editor Mick, During our Iceland adventure I was suffering more than usual with knee pain and on a recent overseas trip, aeroplane travel and even driving a car for more than an hour or two was giving me the same trouble. I met up with a South African who diagnosed it as chrondromalacia patellae. There, I feel so much be er now that it has a fancy name. It is inflammation of the underside of the kneecap and so ening of the cartilage, and the diagnosis is to squeeze the tissue just above the kneecap whilst tightening the quadriceps. Don’t try it at home though, because the pain is excruciating.

Anyway, it had me thinking about changing over to a cruiser-style bike but I was immediately overcome with the strangest of feelings — me on a cruiser? So instead I have just fi ed the F700GS with crash bars and am now seeking a respectable set of highway pegs to complete the ensemble. I suspect that many geriatrics like me, and even younger riders, may be suffering similar symptoms but at least now they know what to do about it — don’t spend long periods with knees bent (churchgoers excluded).

Incidentally, I got to see the road circuit in Estonia where Joey Dunlop had his fatal accident, and also found that some of the best motorcycling roads are in north Wales. If you haven’t tried them, add them to your bucket list. It would also be a great side trip for those taking their own bikes to the Isle of Man. Wayne Talbot Email

believe their Australian pricing actually has anything to do with landed cost plus margin. I believe the pricing is based on what they believe they will be able to extract from an Australian buyer with a view to profit maximisation. Let’s look at the new K1600GTL. Tell me why this motorcycle costs 53 per cent more in Australia than in another country with a smaller market but of equal distance away from Germany. No-one seems able to provide a reasonable explanation. Incidentally, a random selection of Suzuki models were only eight to 10 per cent more here and the Honda CBR1000RR on par, so it cannot be an Australian phenomenon otherwise the other brands would be subject to the same.

When Ducati released their new Multistradas I believe they simply looked at BM and said, if they can get that, so can we, and priced their product accordingly.

Based on the above, I do not believe riders of some of the European brands will see any pricing improvements. We’re being ripped off and will continue to be ripped off.

Mark Meyer Email ■ Too expensive? According to Mark, the Europeans are overpriced here in Australia

■ Is this the future for Wayne? Not if he can get highway pegs onto his GS!

BACK ON THE BELL WITH ALICE

TRADE BONANZA FOR SOME Hi. Your article, “Trade Bonanza for Riders” (ARR #104), really caught my eye and in a way fired up some old emotions again.

While a free trade agreement might lead to a mini price war with some Japanese (and possibly other brands in that region), I do not for one minute believe it will change the a itude of some of the European brands.

Let me expand. I’ll start with my own brand, BMW. I do not

In response to Luke (“Who rings the Bell?” ARR #98): My “ranting”, Luke, is as valid as your paranoia. What I find extremely disturbing is your belief that nurses, police and doctors should like seeing injured people in order to be suitable for their profession. Thankfully, in my over 40 years of nursing, I have never met such nurse, doctor or police officer. I hope and pray that your role in the health care system does not involve direct patient contact!

On a happier note, I rode to Alice to a end the Ulysses AGM. It was a superbly well-organised event. We went on incredible rides to sites we wouldn’t otherwise ever see. The volunteers were fantastic and contributed in cementing the camaraderie that we experienced and so much enjoyed.

Oh, no police were lurking in bushes trying to book the thousands of riders a ending this wonderful event; they would have made a mint! Let’s ride safely and see you all next year!

Natalie Raab Email I don’t think Luke meant to imply anyone should actually like such gruesome work, Natalie, more that our emergency workers need to be able to handle it. And on the subject of Alice Springs, it will be interesting to see the outcome of their trial of an open speed limit north of town. — Matho AUSTRALIAN ROAD RIDER | 129

LETTERS

■ Stand up if you think this lowers your centre of gravity. Or even if you don’t …

THE QUESTION GAINS GRAVITAS Hi Mick, In response to “Mass Debate” (Readers Rite, ARR #104): A quick Google search led to “how stuff works” and confirmed that the centre of gravity (C of G) of an object is the direction to which its weight is concentrated. If a sharp object is balanced on its tip, the C of G is at this point. With this in mind, I’d like to join into the mass debate (ha ha) to argue that standing on your footpegs does lower your C of G. I can best explain it using this simple example: for some strange reason, my son, while in his teens, would ride his trial bike around standing on the seat. Why? I’m not sure. By doing so he has effectively li ed all his body weight to the highest possible position on the bike, thereby clearly raising the C of G. All his weight is now concentrated across the seat and handlebars.

Obviously, the bike is very unstable during such a foolish stunt due to the high C of G he has created and the awkward riding position. By stepping back down onto the footpegs to regain control, all his weight is now concentrated through his feet to the pegs (if standing) which, being much closer to the ground, must now effectively lower the C of G. Agree?

While standing on planet Earth, whether on a bike or on the ground, regardless of your height or upper body weight, all of your weight is directed down through your body to your feet.

Even if you were riding with a heavy backpack, all this extra weight has to be carried by your feet. This downward force is called gravity. The only way you can raise the C of G is to shi weight (rider and/or gear) to a higher point on the bike such as si ing (or standing) on the seat. Or conversely, the only way you can lower the C of G is to shi weight to a lower point on the bike. Standing transfers concentrated weight from seat height down to the footpegs.

As described by the BMW expert, a motorbike is “rider positive”, meaning it responds to your shi ing weight. In

1330 | AUS 13 130 AUSTRALIAN A TRALIA TRA LIA AN R ROAD OAD AD RI R RIDER DE DER

“The only way you can lower the C of G is to shift weight to a lower point on the bike” my mind, standing both lowers the C of G and increases the leverage your upper body has when shi ing weight from side to side; however, despite helping to counterbalance, they should not be confused as the same thing. I feel it is their combined effect that improves the manoeuvrability and stability of a bike, particularly when travelling at slower speeds over rough terrain.

Like Gary, I’m no scientist and stand to be corrected!

Jamie Thomas Email I have decided to name my next dog Cee O’Gee so I’ll be able to assert full control of the wretched mu with the simple command word, “Down!” Being a journalist, not a scientist, I can only put my spin on this topic rather than a rigorous theory to it. C of G and other forces are at play in the way our bodies and bikes dance together, but I haven’t found a solid explanation of how it all works. The simple descriptions based on a fixed C of G do not come close to shedding light on the complex details of the topic. It is certainly true, Jamie, that we can direct our weight downwards on a low part of the bike. However, if we stand there stiff-legged and unmoving, the C of G of the combined bike/ rider unit is higher than if we’re seated. On paper, “weighting” a footpeg doesn’t change the centre of mass of the combo, but does that mean the C of G is still fixed? Does someone out there in the highly intelligent (if not always scientifically trained) land of ARR readership have a succinct answer for us? — Matho

IKON SHOCKS & S FORK SPRINGS

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• Variety of options for many models for varying loads, heights g and styles.

• Custom made shocks a speciality.

www.ikonsuspension.com 81 Boronia Street Northh Al Albury NSW 2640 Phone 02 6040 9955 | Fax 02 6040 9911 | sales@ikonsuspension.com

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PRICE GUIDE

ROAD BIKE & SCOOTER PRICE GUIDE N Can I afford it? Is there something better for the money?

ew bike prices can go up and down like the stock market, so in every issue we’ll bring you the sticker prices. To be completely up to date with things like factory discounts and incentives, check the Road Rider website (www.roadrider.com.au) where we will bring you all the special deals, bonus offers and cashback promotions we can find.

We have included the importers’ websites, which is the place to go if you’re looking for more information. You’ll see that we haven’t listed every bike on the market (yet) but we aim to get there with

BRAND & MODEL PRICE APRILIA

WE SAY www.aprilia.com.au

Road Shiver Sport 750 ABS.............. Oh so good ...............................$13,990+orc Dorsoduro 750 ABS ................. With ABS ...................................$11,990+orc Tuono V4R APRC ...................... Upright sportsbike ...................$21,990+orc Tuono V4R APRC ABS SE........ Öhlins and more, worth $6000 $26,990+orc RSV4 R APRC............................ High tech, high spec ................$23,490+orc RSV4 R Factory APRC ABS ..... Racing black ..............................$29,990+orc Dorsoduro 1200 ATC/ABS ...... Insane in the brain ...................$16,990+orc Adv Touring Caponord 1200 ATC/ABS ........ Truly great all-rounder ............$23,390+orc Scooters SR50R Carb SBK ...................... Biaggi replica............................$3990+orc SR MT 50 2T ............................. Entry point ................................$2450+orc SR MT 125 4T ........................... Cheap commuting ...................$3290+orc Scarabeo 200 ie........................ Crisp performer........................$4990+orc SR Max 300 .............................. Do it all ......................................$6490+orc SR Max 300 .............................. New 2014 Model ......................$7290+orc SRV 850 ATC ABS .................... Large with the lot .....................$14,990+orc

BENELLI

www.urbanmotoimports.com.au

Road BB3 ............................................ 1000cc BMW, Italian flair ........$TBA DB8 Bi Posto ............................. Sleek and powerful..................$47,990+orc DB8 SP ...................................... The sweetest candy .................$47,990+orc DB8 Oro Nero ........................... Expensive excitement .............$84,990+orc Tesi 3D Evo ............................... Exotica erotica ..........................$50,890+orc Tesi 3D Naked........................... The full skeleton on show.......$55,990+orc DB9 ............................................ Muscle streetfighter ................$44,990+orc DB9S.......................................... Sharper on the street ..............$46,990+orc DB10 .......................................... Sharp style ................................$37,290+orc DB11........................................... Testastretta 11 at last ...............$56,990+orc

BMW

www.bmwmotorrad.com.au

Road F 800 R....................................... Naked Bavarian — mmm! ......$13,100+orc 132 | AUSTRALIAN ROAD RIDER

Benelli is for the first time offering the rare TNT 1130R Carbon Edition to Australia and New Zealand, but only five will make their way to our shores. The special edition comes standard with a tubular trestle swingarm, rear wheel adjuster, Marzocchi forks, Sachs fully adjustable rear shock and plenty more. The Carbon Edition will retail for $23,490+orc and comes with a two-year warranty and two-year premium roadside assist.

www.urbanmotoimports.com.au

Road BN302 ........................................ Expected sometime this year.$TBA BN600i....................................... Base-model mid-sized four.....$8990+orc BN600S LAMS ......................... New LAMS model ...................$8990+orc BN600R ..................................... New sporty naked bike ...........$9990+orc BN600RS LAMS ....................... Another new LAMS model.....$9990+orc BN600GT .................................. Available soon..........................$TBA TNT 899 ..................................... Mid-sized entertainer...............$16,990+orc TNT 1130 ................................... Naked dynamite.......................$19,990+orc TNT 1130R ................................. More explosive ........................$22,690+orc Tre-K 1130.................................. Out of the ordinary ..................$18,490+orc Adv Touring TRE-K Amazonas ..................... Be an individual .......................$19,690+orc

BIMOTA

all of them. Sometimes even we struggle to find the details of the smaller, newer importers. Meanwhile, enjoy this most meaningful of Australian bike listings, covering the bikes you’re interested in.

The prices are the most up-to-date ones available from the distributors. They may change, of course, subject to specials coming and going. We’ve also made it abundantly clear which prices are ride-away and which don’t include on-road costs; the difference to your final payout can be significant, so don’t compare apples with oranges.

S 1000 R .................................... Available April 2014 .................$18,990+orc S 1000 RR.................................. Still the one to beat .................$22,400+orc HP4 ............................................ Hyper RR ...................................$27,990+orc HP4 Competition...................... For serious sports riders .........$32,450+orc R nineT ...................................... Simplicity with maximum style $20,950+orc R 1200 R .................................... Ever reliable ..............................$20,800+orc R 1200 RT Water Cooled ......... Have your cake and eat it .......$29,990+orc K 1300 R .................................... Evil Wulf ....................................$21,990+orc K 1300 S .................................... Autobahn eater ........................$23,990+orc K 1300 S ................................... 30 year anniversary edition ....$27,490+orc K 1600 GT ................................. Power touring...........................$34,990+orc K 1600 GT Sport ....................... Luxury but lighter, sportier .....$35,490+orc K 1600 GTL ............................... Euro luxury touring .................$36,990+orc K 1600 GTL Exclusive.............. VIP ..............................................$42,500+orc Adv Touring G 650 GS ................................... You’ll be surprised ...................$9990+orc G 650 GS Sertao....................... Rough it or not .........................$10,990+orc F 700 GS.................................... Not really a 700 ........................$12,890+orc F 700 GS ................................... Low suspension model ...........$13,140+orc F 800 GS.................................... Great adv tourer.......................$16,690+orc F800 GS..................................... Low suspension model ...........$16,940+orc F 800 GSA ................................. Go further..................................$18,550+orc F 800 GT .................................... Dynamically designed.............$16,300+orc R 1200 GS Water Cooled......... All-road master ........................$21,700+orc

PRICE GUIDE R 1200 GSA Water Cooled ...... All-new and awesome ............$24,300+orc Scooter C 600 Sport ............................... Sporty maxi ..............................$13,990+orc C 650 GT.................................... Let’s tour! ..................................$14,890+orc

BOLLINI

www.motorsportimporters.com.au

Road Speed 200 ................................. Economy ticket ........................$2290+orc Cruiser Retro 200................................... New release mid-year .............$TBA

CAN-AM (BRP)

www.brp.com

Road Spyder RS SM5........................ The “Spyder” experience .......$19,990+orc Spyder RSS SE5 ...................... Supersports auto .....................$23,990+orc Spyder ST SE5 ......................... The sports-touring Spyder .....$25,490+orc Spyder ST LTD SE5.................. The ST with more ....................$28,990+orc Spyder RT SM6 ........................ New 1330cc triple engine .......$31,490+orc Spyder RTS SE6 ....................... RT plus semi-auto and more ..$39,990+orc Spyder RT Limited SE6.. ......... The full touring triple...............$41,990+orc

CF MOTO

www.cfmoto.com.au

Road VNight ....................................... Great learner ............................$2690+orc Jetmax 250 ............................... Freeway capable scooter ........$4190+orc Leader........................................ Not fussy ...................................$2190+orc 650NK ........................................ May ruffle some feathers .......$6290+orc 650TK......................................... Bargain touring ........................$7749+orc Cruiser V5 ............................................... Where’s the engine? ................$4190+orc

CONFEDERATE

www.urbanmotoimports.com.au

Cruiser X132 Hellcat.............................. Badass .......................................$79,990+orc X132 Hellcat Combat............... American war machine ...........$94,990+orc X135 Wraith .............................. Available soon..........................$TBA

DAELIM

www.daelim.com.au

Road VJF250....................................... Adequate style .........................$3990+orc Cruiser Daystar 250 EFI ........................ Fat, feet-forward cruiser ..........$4920+orc Scooter Bbone ........................................ Its clothes are off......................$3490+orc Besbi .......................................... Small and cute .........................$2190+orc S1 ............................................... Nice style...................................$2990+orc

DUCATI

www.ducati.com.au

Road Monster 659 ABS ..................... Monster the LAM .....................$12,990+orc Monster 696 ABS .................... Easy to handle ..........................$13,990+orc Monster 796 ABS ..................... Full sized, adequate power .....$15,990+orc Streetfighter 848 ...................... Precision fighter .......................$18,990+orc Panigale 899 ............................. Smaller, sweeter superbike ....$19,990+orc Hypermotard ............................ A hooligan on wheels .............$16,990+orc Hypermotard SP ...................... With tricked-up suspension ....$20,990+orc Hyperstrada .............................. Manners & madness ...............$17,990+orc Monster 1200 ........................... The new generation ................$19,990+orc Monster 1200 S ........................ With better bits.........................$23,990+orc Panigale 1199 ABS.................... Updated 2014 Model ...............$26,990+orc Panigale S ABS......................... Electronic Öhlins! ....................$33,990+orc Panigale Tri Colour ................... Make you melt .........................$39,990+orc Panigale R ABS......................... Race passion ............................$42,990+orc Cruiser Diavel Dark................................ A true power-cruiser ................$23,990+orc Diavel Carbon........................... Deal with the devil ...................$29,990+orc Adv Touring Multistrada 1200 ABS.............. 4 in 1 with ABS .........................$22,990+orc Multistrada 1200 S Touring ..... See the world ...........................$28,490+orc Multistrada 1200 S Pikes Pk ... Flashy paint job ........................$31,990+orc Multistrada 1200 Granturismo ............................. Tour perfection .........................$30,490+orc

ERIK BUELL RACING

www.urbanmotoimports.com.au

Road 1190RS Carbon ......................... 175hp, 176kg of joy..................$56,990+orc 1190RX ....................................... Sporting masterpiece ..............$26,490+orc 1190SX ....................................... Superbike basis........................$TBA 1190AX....................................... The adventurous one ..............$TBA

HARLEY-DAVIDSON

www.harley-davidson.com

All H-D prices are ride-away.

Cruiser XL883L SuperLow ................... For the shorties ........................$14,750ra XL883N Iron 883 ..................... Iron tough .................................$14,995ra XL1200C Custom ..................... Customary show off ................$18,750ra XL1200CA Custom A ............... Show off A ................................$19,250ra XL1200CB Custom B ............... Show off B ................................$18,750ra XL1200X Forty-Eight................ Retro cool..................................$18,995ra XL1200V Seventy-Two ............ Vintage muscle.........................$18,495ra XL1200T Super Low ................ Cool little tourer .......................$19,250ra VRSCDX Night Rod Special.... Drag bike ...................................$26,995ra VRSCF Muscle .......................... Muscle me ................................$26,750ra FXDB Street Bob ...................... Versatile.....................................$22,495ra FXDBB Street Bob Special...... Street smarts ............................$23,495ra FXDL Low Rider ....................... Not laying low ..........................$23,250ra FXDC Super Glide Custom ..... A bike with attitude..................$23,495ra FXDWG Wide Glide ................. Let your hair hang down ........$24,995ra FXDF Fat Bob............................ Lay off the burgers, Bob! ........$25,495ra FLD Dyna Switchback .............. Dress up, dress down..............$26,250ra FLS Softail Slim........................ Slim, yet PH fat! .......................$26,250ra FXST Softail Standard............. The original ride .......................$27,250ra FLSTFB Fat Boy Lo................... Low bruiser...............................$28,750ra FLSTF Fat Boy .......................... Big bruiser ................................$28,995ra FLSTN Softail Deluxe .............. Classy dude ..............................$28,995ra FLSTNSE CVO Deluxe ............. 110ci, LEDs plus ........................$44,995ra FXSB Breakout ......................... Urban street styling .................$28,995ra FXSBSE CVO Softail ................ 110ci and more .........................$43,995ra FLSTC Heritage S’tail Classic . Visually beautiful .....................$29,995ra FLHRC Road King Classic ....... Be the king ................................$32,495ra FLHRSE CVO Road King ......... King bling, 110ci .......................$47,995ra FLHX Street Glide .................... Bad boy .....................................$33,995ra FLHTCU Ultra Classic El. Glide.......Comfy .................................$37,250ra FLHTK Electra Glide Ultra Ltd Works burger ............................$38,250ra FLHTCKSE CVO Ultra Ltd........ 110ci mega-tourer ....................$50,995ra

HONDA

www.honda.com.au

Road CB125E ...................................... Cheap commuter .....................$2099+orc CBR125R ................................... The teacher ...............................$4049+orc CBR250R ................................... Fresh and fun ...........................$5510+orc CBR250R ABS........................... With ABS! .................................$6010+orc CBR300...................................... Big H attacks the Ninja 300 .....$5699+orc CBR300 ABS ............................. The anti-lock brake option ......$5999+orc CB400 ....................................... Bulletproof ................................$10,099+orc CB400A ABS ............................. Foolproof...................................$11,199+orc CBR500R ................................... Sporty little twin .......................$7499+orc CBR500R ABS........................... ABS option ...............................$7799+orc CB500F ABS.............................. Sweet as....................................$7799+orc CB650F ABS.............................. New naked four........................$9999+orc CBR600RR................................. Versatile supersport.................$14,390+orc CBR650F ABS ........................... Mid-ranger with torque...........$10,599+orc NC700SA ABS (2013)............... Mr Practical ...............................$8550+orc NC750SA ABS .......................... A little boosted for 2014 ..........$8799+orc CTX700A ................................... A fairing for the open road ....$7399+orc CTX700DA ................................ Dual Clutch Transmission ........$10,899+orc VFR800 ...................................... Tried and true package ............$14,599+orc CBR1000RR............................... Ride what Casey rides.............$16,899+orc CBR1000RR Repsol.................. MotoGP replica ........................$16,890+orc CBR1000RR ABS ...................... Blade with braking backup .....$17,899+orc VFR1200F ABS ......................... For the tech heads ...................$16,999+orc GL1800B F6B ............................ Stripped Wing...........................$25,199+orc GL1800 Goldwing Luxury....... The ultimate luxury tourer......$35,799+orc Cruiser VT400 ........................................ Classic-styled LAM ..................$9399+orc CTX700N ABS .......................... A bike for everything ...............$9099+orc VT750S ...................................... Streetwise appeal ....................$8099+orc VT750C Shadow ...................... Classic appeal...........................$11,749+orc CTX1300.................................... V4 cruiser with unique style ...$18,499+orc VT1300CX Fury ........................ Chopped dragster ....................$15,599+orc GL1800C F6C Valkyrie ............. The Valkyrie returns with muscle $20,199+orc Adv Touring CB500X ABS ............................. Adventure sports .....................$7999+orc VFR1200X Crosstourer ABS ... Smooth and comfy all-roader $17,499+orc Scooter

AUSTRALIAN ROAD RIDER | 133

PRICE GUIDE Today 50 .................................... Do it, Today! ..............................$1849+orc Dio 110 ....................................... New kid in town .......................$2549+orc PCX150 ...................................... Stylish and practical ................$4,199+orc NSS300 Forza ........................... Sporty and flexible ..................$6999+orc NC700D Integra........................ Motorcycle or scooter? ...........$11,199+orc

HYOSUNG

www.hyosung.com.au

Road GT250 ........................................ Great beginner .........................$2990+orc GT650 ........................................ Naked value and style .............$5190+orc GT650R...................................... Easy, sporty, affordable ...........$5490+orc Cruiser GV250 Aquila............................ Little cutie..................................$3990+orc GV650C Aquila Classic ............ LAMS value ..............................$6490+orc

INDIAN MOTORCYCLE

www.indianmotorcycle.com.au

Road Chief .......................................... Leading the tribe back!............$28,995ra Chief Vintage ............................ Signature heritage aesthetic ..$31,495ra Chieftain .................................... First Indian tourer/bagger .......$35,995ra

KAWASAKI

KTM

www.ktm.com.au

Road 390 Duke ................................... Ninja beater? ............................$6995+orc 390 RC ....................................... All new available soon ............$TBA 690 Duke ................................... Sharp and bright ......................$11,495+orc 690 Duke R ................................ The sportier motard.................$13,495+orc 1190 RC8 R ................................ The orange flash ......................$25,495+orc 1290 Super Duke R .................. Ballsy streetfighter...................$23,495+orc Adv Touring 690 Enduro R ............................ Extreme riders only .................$14,395+orc 1190 Adventure......................... High-tech adventurer...............$19,995+orc 1190 Adventure......................... With EDS ...................................$22,995+orc 1190 Adventure R ..................... Add more adventure ...............$22,995+orc

KYMCO

www.kymco.com.au

www.kawasaki.com.au

■ Honda has released another cool new 300cc LAMS-legal model. The CB300F, which shares the same engine as the new CBR300R, weighs in at just 161kg, giving lightweight and powerful performance perfect for beginners. At $5699+orc, it arrives in dealerships this month.

Road Ninja 300 ................................... Even better again!....................$6199+orc Ninja 300 ABS .......................... A LAM with ABS ......................$6699+orc Ninja 300 SE ............................. Tastes like lime .........................$6399+orc Ninja 300 SE ABS..................... Lime LAM with ABS ................$6899+orc ER-6n/nL ABS ........................... Quirky ........................................$9999+orc Ninja 650/L ABS ....................... Mid-sized gem ..........................$10,499+orc Ninja ZX-6R (599) ..................... Striking ......................................$14,999+orc Ninja ZX-6R ABS (636) SE ...... Bigger, gruntier, prettier ..........$16,649+orc Z800 ABS .................................. Sharper......................................$12,999+orc W800 ......................................... Nostalgic, relaxed cruising .....$11,999+orc W800SE..................................... Special Edition .........................$12,499+orc Z1000 ABS ................................ Let it seduce you ......................$16,499+orc Z1000 ABS SE........................... Special edition..........................$16,799+orc Z1000 Sugomi .......................... 2014 model ...............................$16,799+orc Ninja 1000 ABS ....................... A sword with soul ....................$16,999+orc Ninja 1000 ABS ........................ 2014 Model ...............................$16,999+orc Ninja ZX-10R ............................ Back with a vengeance............$18,999+orc Ninja ZX-10R ABS .................... Safety factor .............................$19,999+orc 1400GTR ABS ........................... Transcontinental ......................$24,999+orc Ninja ZX-14R ABS SE .............. Special edition..........................$20,299+orc Ninja ZX-14R ABS SE Öhlins .. Öhlins, white, gold, scorching $21,999+orc Cruiser Vulcan 900 Custom SE ............ Thin-tyre tripping .....................$12,499+orc Vulcan 900 Classic ................... Classically glamorous .............$12,499+orc Vulcan 1700 Classic ABS......... Great blank canvas ..................$19,999+orc Vulcan 1700 Nomad ABS........ Add a bit of bling .....................$22,999+orc Vulcan 1700 Vaquero ABS ...... Go to the dark side ..................$24,499+orc Vulcan 1700 Voyager ABS....... Plush ride ..................................$25,999+orc Adv Touring KLR650 ...................................... Bargain with a capital B ..........$8099+orc Versys 650 ABS ........................ Appealing all-rounder .............$9,999+orc Versys 650L ABS ...................... LAMS model ............................$9,999+orc 134 | AUSTRALIAN ROAD RIDER

Versys 1000 .................................Bitumen burner.......................... $15,999+orc

■ Reminiscent of the old GL1600 Valkyrie, but with a much tougher style, the bike we were calling the F6C has now been given the Valkyrie name. With innovative new looks and plenty of exciting features, this six-cylinder cruiser is unique. At $20,199+orc, it’s by far the cheapest way onto a bike powered by Honda’s silkiest engine.

HYOSUNG PRICES PLUNGE Hyosung has slashed prices, saying Australia’s “robust economy” has allowed them to take as much as $1400 off some models. The naked GT250 is only $2990+orc now (about $3790 ride-away), and the bigger GT650 only $5190+orc. The GT650R (pictured) has been reduced from $6890+orc to $5490+orc.

Meanwhile, the GT250R and GV650 Aquila have been dropped.

Road CK 125 ....................................... No nonsense ............................$2095+orc Cruiser Venox 250 ................................. Value and looks ........................$5295+orc Scooter Like 125 ..................................... Fall in love .................................$2995+orc Super 8 125............................... Cool jigger ................................$2595+orc Espresso 150 ............................ I’ll take a double shot ..............$2799+orc

PRICE GUIDE Like 200 ..................................... Classic performer.....................$3395+orc Downtown 300i ABS ............... All-rounder with ABS ..............$7495+orc

Stelvio 1200 8V NTX ABS ....... 2014 model ...............................$23,390+orc

LARO

All MV Agusta prices are ride-away.

Road F3 675 ........................................ Sweet.........................................$18,490ra F3 800 ........................................ Track performance ...................$20,490ra F3 800 Ago ................................ Available July ...........................$32,990ra Brutale 675 EAS ....................... Bit of oomph at a good price .$15,990ra Brutale 800 EAS ....................... More power ..............................$17,490ra Brutale 800 Dragster ............... Nanananana Batman! .............$TBA Rivale 800 ................................. Motard on steroids ..................$20,990ra Brutale 1090 .............................. More charm ..............................$19,990ra Brutale R 1090 .......................... Raw, yet refined .......................$20,490ra Brutale RR 1090 ........................ Unleash the brute within ........$23,990ra Brutale 1090 Corsa................... Top jock .....................................$28,990ra F4 1000 ...................................... Beauty and the beast within...$24,490ra F4 1000 RR ................................ Exotic weapon ..........................$34,990ra

www.laro.com.au

Road V Retro 250 ............................... DT250 clone ..............................$2990+orc Cruiser Cruiser 250................................ Learner’s ride............................$3999+orc

MEGELLI

www.megelli.com

Road 250S ........................................... Nice looker................................$4250+orc 250R ........................................... Italian styling ............................$4850+orc 250SE......................................... Sportsbike handling ................$5650+orc

MOTO GUZZI

www.motoguzzi.com.au

MV AGUSTA

PAGSTA

www.mvagustaimports.com.au

www.pagsta.com.au

We were unable to contact Pagsta to update details this issue.

Road XP250 ........................................ Cheap learner ...........................$3990+orc Cruisa 250 Series Two.............. Nice appeal ...............................$3990+orc Scooter Pagsta Eagle 150 ...................... Commuter.................................$2795+orc

PGO

www.motorsportimporters.com.au

Scooter Ligero 50 ........................................................................................$1990+orc Ligero 150 ................................. Good, small package ...............$3290+orc X-Hot ......................................... It’s a hottie .................................$3990+orc Gmax ......................................... Go to the max...........................$4700+orc

PIAGGIO

www.piaggio.com.au

Scooter

■ The new KTM 1190 Adventure featuring Bosch motorcycle stability control is available from $22,995+orc, the EDS technology asking a $3000 premium over the base model.

■ Indian is taking its anticipated plunge into two-tone paint schemes, the first information available on the Chiefs for 2015. For a $1000 premium, all three models will be available in twotone paint when they start arriving in Australia around October.

Road V7 Stone.................................... Minimalist retro........................$13,990+orc V7 Special ................................. Faithful to the original V7 ........$12,990+orc V7 Special ................................. 2014 model ...............................$14,790+orc V7 Racer SE .............................. Limited edition marvel ............$16,490+orc 1200 Sport 4V SE ..................... Grunter ......................................$19,990+orc Griso 1200 8V ........................... Grand slam ...............................$21,990+orc Cruiser California 1400 Custom........... Kalifornia attitude ....................$23,490+orc California 1400 Touring............ All a Cali should be ..................$26,490+orc Adv Touring Stelvio 1200 8V NTX ABS ....... Big brute....................................$19,990+orc

Typhoon 125 ............................. Blow you away.........................$2990+orc Fly 150ie .................................... Buzz around the city ................$3090+orc Liberty 150ie ............................. Big wheel freedom ..................$3690+orc Beverly 350 ............................... Higher performance ................$7990+orc Yourban 300 ............................. Replacing the MP3 300 ...........$9990+orc X10 500 ..................................... Big features...............................$11,990+orc

ROYAL ENFIELD

www.royalenfieldaustralia.com

Road B5 Bullet 500 ............................ Fire your guns ..........................$6995+orc G5 Deluxe ................................. She’s deluxe..............................$7445+orc C5 Classic/Military ................... Individual style .........................$7995+orc C5 Chrome ................................ Lots of eye candy .....................$8495+orc

SUZUKI

www.suzukimotorcycles.com.au

Road AUSTRALIAN ROAD RIDER | 135

PRICE GUIDE Inazuma 250 ............................. Let your inner zoomer out ......$4990+orc TU250XL3 ................................. Retro learner .............................$5990+orc DR-Z400SM .............................. Everyday motard .....................$8990+orc SFV650/LAMS .......................... Commuting and fun duties ....$10,490+orc GSX650F/LAMS ....................... Silky smooth ............................$10,490+orc GSX-R600 ................................. Angry bee .................................$14,990+orc GSR750 ..................................... Cracker of a motorcycle ..........$12,490+orc GSX-R750 ................................. The legend continues..............$15,990+orc GSX-R1000 ............................... Even lighter and faster ............$18,490+orc GSF1250S Bandit ABS ............ Long-distance ease..................$12,990+orc GSX1250FA .............................. A little bit of everything...........$14,990+orc GSX1300R Hayabusa .............. Soar like an eagle ....................$19,290+orc Cruiser VL250 Intruder.......................... Bang that drum ........................$6690+orc VL800 C50 ................................. Traditional ................................$10,990+orc VL800 C50T............................... All-new class ............................$12,990+orc VZ800 M50................................ Neat bobber..............................$10,990+orc VL1500 C90T............................. Bad boy .....................................$17,490+orc VLR1800 C109R ........................ Classic looks .............................$18,690+orc VLR1800T C109RT.................... Now as a tourer .......................$18,990+orc VZR1800 M109R....................... Beaut and brutal ......................$18,990+orc VZR1800 M109R....................... Black edition .............................$19,490+orc VZR1800Z M109RZ ................. Monster energy........................$19,490+orc VZR1800Z14.............................. Special edition..........................$19,490+orc Adv Touring DL650 V-Strom/LAMS ............. Deservedly a big seller ............$11,290+orc DL1000 V-Strom ....................... Powerfully competent .............$15,490+orc Scooter AN400A Burgman ABS ........... A stylish maxi ...........................$10,090+orc AN650A Burgman ABS ........... Overhauled ...............................$13,590+orc

■ Aprilia and Moto Guzzi have two new homes, one in Sydney, the other in Victoria.

Northside Motorcycles in Artarmon, on Sydney’s North Shore, will now stock the full Australian line-ups of both brands, plus accessories, as will Moto Star Motorcycles on Frankston-Dandenong Rd, Carrum Downs, Victoria.

SYM

www.scoota.com.au

Scooter Classic 150 ................................ Noble ride .................................$2799+orc VS 150 ....................................... Branch away .............................$3199+orc Symphony 150 ......................... Sporty big wheeler ..................$2999+orc HD Evo 200 ............................... Whacko! ....................................$4599+orc Firenze 300................................ Full of features..........................$5999+orc MaxSym 400i ........................... Ride-away price........................$7999ra

TGB

www.tgbscooters.com.au

Scooter Bellavita 125 ............................. Very chic ....................................$3990+orc X-Race 150 ................................ You’ll need knee sliders ..........$2590+orc Bullet 150 .................................. Small-calibre projectile ...........$3390+orc Xmotion 300 ............................. Smooth mover .........................$4990+orc Bellavita 300i ............................ Very chic, and bigger ...............$5490+orc

TORINO

www.torinomotorcycles.com.au

Torino ride-away prices are mostly Sydney-based and may vary elsewhere.

Cruiser Veloce 250 ................................. American styled .......................$4695ra La Bora ...................................... Bargain custom ........................$6995ra Scooter Galetta Retro............................. Plenty of features .....................$2195ra Aero Sport ................................ Cut the wind .............................$2195ra Famosa ..................................... City chic .....................................$2695ra Messina Classic........................ New retro (Vespa) beauty .......$3495ra

136 | AUSTRALIAN ROAD RIDER

■ Suzuki has announced a special-edition GSX-R750 that comes in a new red/black colour scheme with graphics, silver coloured front-brake calipers, red pin-striping on the wheels and more. It sells for $15,990+orc.

TRIUMPH

www.triumphmotorcycles.com.au

Road Street Triple 660 LAMS ............ Learner-legal thrills ..................$12,490+orc Street Triple 675 ABS ............... Streets ahead ...........................$12,990+orc Street Triple 675 R ABS............ Even further ahead ..................$13,990+orc Daytona 675 ABS ..................... Supersport gem .......................$14,990+orc Daytona 675R ABS................... Track day heaven .....................$16,990+orc Bonneville ................................. Tradition reborn .......................$11,990+orc Bonneville ................................. Two tone ...................................$12,490+orc Bonneville T100 Black .............. Livin’ in the ’70s .......................$12,490+orc Bonneville T100 A2................... Nostalgia rules .........................$13,990+orc Bonneville T100 SE .................. Special Edition .........................$14,990+orc Scrambler ................................. Dirt track racer ..........................$13,990+orc Thruxton ................................... To the café! ...............................$13,990+orc Speed Triple ABS...................... It’s a gem ...................................$16,990+orc Speed Triple R ABS .................. Sex on wheels .........................$19,990+orc Sprint GT................................... All world capabilities ...............$15,990ra Trophy SE.................................. Superb tourer ...........................$27,490+orc Cruiser America .................................... Easy urban rider.......................$13,090ra Speed Master ........................... All round goodness .................$13,090+orc Thunderbird ABS ..................... Aptly named flyer ....................$19,490+orc Thunderbird Storm ABS ......... Thunderous ..............................$20,990+orc Thunderbird ABS TT ................ Brand New ................................$19,990+orc Thunderbird ABS HAZE .......... Shiny and new ........................$21,990+orc Thunderbird Commander ...... 2014’s tough new T-bird ...........$22,490+orc Thunderbird LT......................... T-bird goes touring ..................$23,490+orc Rocket III Roadster ABS...What’s not to love about 2300cc? ...$21,490+orc Rocket III Touring ABS.............. Reasonably easy to ride..........$23,990+orc Adv Touring Tiger 800 ABS .......................... ABS option ...............................$13,890+orc Tiger 800XC ABS ..................... Bash it hardcore .......................$15,990+orc Tiger 800XC SE ........................ Special Edition .........................$16,990+orc Tiger Sport ABS ....................... More growl for the road .........$15,990+orc Tiger Explorer 1200 ................. True adventure-tourer .............$20,490+orc Tiger Explorer Wire Wheels .... The tougher version ................$20,990+orc

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PRICE GUIDE Primavera LX150 3-Valve ........ With a bit more oomph...........$5990+orc GTS250ie................................... Style in a great package ..........$7390+orc GTS300 Super .......................... Vroom vroom ...........................$8390+orc GTS300 Super Sport ............... Sportier style ............................$8690+orc GTV300ie .................................. Powerful Italian ........................$8990+orc PX150 ........................................ The purist’s ride........................$6490+orc Vespa 946 .................................. History in the making ..............$11,990+orc

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Road YZF-R15 ..................................... Sporty and user friendly .........$3999ra YZF-R15 V2.0 ............................. New version 2.0 .......................$4299+orc YZF-R15 V2.0SP ........................ Special Edition .........................$4399+orc SR400 ........................................ The classic single is back!.......$8999+orc XJ6NL........................................ New 2014 model ......................$9799ra XJ6NL SP .................................. White Edition ............................$9999ra FZ6R........................................... Full fairing, LAM model ..........$9999ra FZ6R SP ..................................... Special Edition .........................$10,499+orc YZF-R6 ....................................... WSS champ ..............................$15,999+orc MT-03 ......................................... Torquey LAMS single ..............$9,999+orc FZ8N .......................................... Hot all-rounder .........................$12,990+orc FZ8S........................................... Enjoy the road and corners ....$13,990+orc MT-09 ......................................... Three-cylinder thriller ..............$10,999+orc TDM900..................................... Mixed-up marvel......................$13,599+orc FZ1N .......................................... Ready for anything ..................$15,699+orc FZ1S........................................... With protection ........................$16,499+orc YZF-R1 ....................................... Gimme traction ........................$19,999+orc XJR1300 .................................... Refined cool..............................$13,999+orc FJR1300A Touring Edition ....... Police-spec tourer ....................$23,999+orc FJR1300A .................................. Sophisticated, sporty tourer ...$24,999+orc FJR1300E ................................... Electronic suspension .............$TBA Cruiser XV250 Virago ............................ Great small package ................$6499+orc XVS650 Custom ....................... Popular custom ........................$10,499+orc XVS650A Classic...................... And as a classic ........................$10,990+orc XVS950A ................................... Mighty mid-ranger ..................$13,999+orc XVS950CU Bolt ........................ A younger, hipper cruiser .......$11,999+orc XVS950CUSP Bolt ................... R-Spec with better shocks ......$12,499+orc XVS1300A................................. The pick of the bunch ..............$15,999+orc XVS1300AT Tourer ................... With more features..................$18,299+orc XVS1300 Stryker...................... Mean looking chopper ............$TBA XV1900A Roadliner ................. Art Deco piece ..........................$21,499+orc XV1900AT Star Tourer ............. Art with flair ..............................$24,099+orc VMAX ........................................ Big, angry animal.....................$31,299+orc Adv Touring XT250R ...................................... New fuel-injected model.........$6299+orc XT660R ...................................... Seamlessly good .....................$11,499+orc XT660Z Ténéré .......................... Freedom machine ....................$13,999ra XT1200Z Super Ténéré ............ Leisurely rider...........................$19,990ra XT1200ZOE Super Ténéré ....... Outback edition ........................$21,890+orc Scooter XC125 Vity ................................. Your new friend........................$2699+orc YW125 ....................................... BW’s ...........................................$3399+orc

YP400 Majesty ......................... Fit for royalty ............................$9499+orc TMAX 500 ................................. Scooterbike...............................$12,999+orc TMAX 530 ................................. Tougher, sportier, now ABS....$13,499+orc

MOTORSPORT AND MORE IN BMW’S 2015 LINE-UP BMW will add one new model for 2015 as well as several updates to current models, including keyless lock and start on several bikes.

The new model is the special edition K1300S Motorsport which comes in BMW Motorsport colours, black engine spoiler, tinted windshield, HP wheels, an Akrapovic rear silencer and HP footrests for rider and passenger. The previous paint finishes are no longer available.

The new models will be available from November.

No prices are yet released.

The R1200GS will not only be available with new paint finishes but also with a heavier crankshaft with increased gyrating masses for smoother running, although BMW hasn’t said whether it’s the same as the R1200GS Adventure crank or the heftier R1200RT one. The GS can also now be fitted with the BMW Motorrad Keyless Ride

System as an ex-works option.

This enables both the steering lock and the fuel filler flap to be locked and unlocked. The motorcycle is started using the starter button as before and the key can remain in the rider’s pocket.

You can also get the Shift Assistant Pro available as an option ex-works for the GS allowing clutchless gear changes.

The 2015 R1200GS Adventure can also be fitted with the keyless system, clutchless shift, and a lowered seat and suspension, reducing the seat height to 840mm.

The R1200RT gets a new two-colour paint finish and keyless system as standard equipment.

BMW’s luxury touring bikes, K1600GT and GTL, have new paint finishes and all come standard with Dynamic Traction Control, keyless, daytime riding lights and Hill Start Control. The K1600GT and GTL are now also fitted with the instrument panel of the K1600GTL Exclusive featuring new scales and chrome surfaces.

AUSTRALIAN ROAD RIDER | 137

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ADVERTISERS INDEX A TO Z OF MOTORCYCLES

115

HARLEY DAVIDSON

17

NIGHTRIDER.COM

142

ADRIATIC MOTO TOURS

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HILLTOP HOTEL OMEO

83

PARADISE MOTORCYCLE TOURS

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AIRHAWK GUY AUSTRALIA

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PERU MOTORS

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POSTIE BIKE CHALLENGE

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B M MOTORCYCLES

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PROVEN PRODUCTS

131

BLACKMAX MOTORWEAR

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QBE INSURANCE

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BRP

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CAMELEON SOLUTIONS INC

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KERMIT CHAIR

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LD COMFORT.COM

143

RIDEWORX

99

CASSONS PTY LTD

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LINK INTERNATIONAL PTY LTD

38

ROUTE 66 TOURS

91

CASTLE CREEK MOTEL

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LINK INTERNATIONAL PTY LTD

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SECURITY GEAR

113

COMPASS EXPEDITIONS

93

MACLEAN HOTEL

85

SHANNONS

3

CRUIS N COMFORT

140

MALLACOOTA HOTEL MOTEL

83

SHENANIGANS HOTEL

83

CRUISING BIKERS

97

MAURICE BLACKBURN

85

SKILLMASTER MOTORCYCLE SERVICES

141

DALE MCLEAN MOTORCYCLE ELECTRONICS 141

MCLEOD ACCESSORIES

23

SNOW GOOSE HOTEL MOTEL

85

EAGLE SCREENS

141

MCLEOD ACCESSORIES

36

SOUND RIDER

131

EARMOLD AUSTRALIA

55

MITTA PUB

85

SOUTHERN CROSS MOTORBIKE TOURS

97

ELLIE-CATS AT MONKEY CREEK

85

MOTO ADVENTURE TASMANIA

99

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105

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25

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140

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99

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7

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MOTORWORKS

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TYREPLIERS ENGINEERING

115

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105

MUSTANG SEATS

55

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19

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NAXSAX

141

WALCHA ROYAL CAFE

83

GREAT SOUTHERN HOTEL

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NEW ENGLAND INSURANCE BROKERS

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YAMAHA MOTORS

9

THE LAW

LAZY POLICY? IT’S HIGHLY VISIBLE WA’s most senior police officer says hi-vis clothing laws are a symptom of legislators passing policy on a whim

STORY: KARL J O’CALLAGHAN aving just read Mick’s “Mandatory Hi-Vis Clothing” article [editorial, ARR # 104] I have got to say that I agree with him totally. Road safety policy in this country is li ered with examples of the ideas of individuals which are not backed by any research or “science”.

O en it is driven by someone who simply wants to be seen to be taking action.

The logic around hi-vis clothing for motorcycle riders is the same as the logic which suggests that P-plate drivers should be limited to low-powered cars.

While it might seem like a good idea, there is no evidence that these vehicles are overrepresented in road trauma.

We cannot continue to base road safety policy on whims. The creation of more and more safety regulations based on whims simply results in police effort being spread more and more thinly.

H

Ultimately, the priority for enforcement of these regulations becomes so low that they are virtually ignored.

“The creation of more and more safety regulations based on whims simply results in police effort being spread more and more thinly” It seems that a hi-vis strategy for motorcycles is a law designed to compensate for the incompetency of drivers. Perhaps it might be a be er option to encourage more

comprehensive strategies around driver education. Politically, of course, it is far simpler to create a regulation about hivis clothing than it is to increase driver education, so the legislators take the path of least resistance.

In my view police should focus on traffic enforcement policy and leave road safety policy to those who have proven research credentials in the area. Police, of course, wear hi-vis clothing on their motorcycles but this is more about the fact that they are o en standing in the road talking to offending motorists or directing traffic than it is about safety on the motorcycle itself.

By the way, I only wear hi-vis when I am riding a police motorcycle, never on my personal machine.ARR Karl O’Callaghan is Western Australia’s Commissioner of Police and a motorcycle rider with 40 years experience.

AUSTRALIAN ROAD RIDER | 145

LAST LOOK The more things change … These are very modern, high-tech electric bikes called Liberators, even though they draw their entire styling inspiration from 100-year-old veteran motorcycles.

We stumbled across the Estonian brand while researching our feature on electric bikes in this issue. Unfortunately, yet very appropriately given the fact that early motorcycles were li le more than bicycles with a motor bolted onto them, a Liberator has pedals — it’s more bicycle than motorcycle. It’d make a pre y cool commuter, but we’ll wait till the ba ery technology gives it a bit more oomph!

It’s always so sad when you reach this part of the magazine and know that you’ve exhausted another issue of ARR. How’s your hair? Bike locked up securely? Starting to bend to electric bikes, just a li le? And what about that S1000R, eh? But enough of that!

It’s time to look to next month’s exciting instalment of your favourite motorcycle magazine, in which you’ll find: • Ducati’s most monstrous Monster ever, the new and impressive 1200 • Yamaha’s most ancient of singles, the everything-old-is-new-again SR400 • KTM’s most brutal of naked bikes, the wild and woolly 1290 Super Duke • Triumph’s most gobsmacking LAMS bike, the built-just-for-us 660 Street Triple • And if all the plans come together at the last minute, Can-Am’s most magnificent of tourers, the 1330cc three-cylinder Spyder RT. We have some pre y special rides featured too. Ian Neubauer has discovered the absolute pleasure of riding in our very close but virtually ignored Pacific neighbour, New Caledonia. We explore the NSW South Coast, cruise the Murray River on wheels rather than water, and check out the a ractions around Ballina.

Don’t miss our special feature on tailoring your suspension to suit you and your rides, one of the most transformative tweaks you can make to your motorcycle. Plus the news, our famous columnists’ views and other reading you cannot live without. Well, you can, but you know what we mean … See you next month.

146 | AUSTRALIAN ROAD RIDER

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CHAIN MAINTENANCE

C1 CHAIN CLEAN

C2 CHAIN LUBE ROAD

C4 CHAIN LUBE FACTORY LINE NE

Cleans all types of motorcycle (road and off road) quad and kart chains.

Removes all encrusted deposits: sand, earth, oil, grease.

Chlorine-free formula.

Colourless and sticky lubricant specifically designed to lubricate all chains of road bikes and karts.

White coloured lubricant for racing g motorcycle chains. Speed and Endurance. Based on solid additives AW/EP.

CHAIN PACK ROAD Includes C1 Chain Clean, C2 Chain Lube & Cleaning Brush.

L140408

For a complete range of the Motul MC Care Range go to www.linkint.com.au

Your Motorcycle Insurance Specialists now offering fortnightly and monthly payments at no extra cost; and remember We’ll Beat Any Price - Guaranteed*

Made possible by

Normal acceptance criteria applies. *PRICE GUARANTEE CONDITIONS: We guarantee to beat our competitors price on motorcycle insurance policies excluding our Platinum Cover. The guarantee also applies to existing QBE motorcycle insurance polices that are on renewal. Price guarantee is based on our standard price compared to competitors for policies with a comparable list of insured events. Offer valid for the first 12 months of insurance, after this premium will be charged at the competitive QBE standard rate. We only guarantee to beat the price of APRA authorised insurers who hold an ASFL issued by ASIC. Guarantee does not apply to any free offers of insurance. Insurance is issued by QBE (Australia) Limited ABN 78 003 191 035.

To decide if a policy is right for you please carefully read the Product Disclosure Statement which is available at www.qbe.com.au or by phoning us on 1800 24 34 64.