FROM $7,990* RIDEAWAY
* Advertised ‘Ride Away Price’ includes a minimum of 3 months registration costs in all Australian States and Territories. Overseas models may be shown with accessories that are not standard fitment. Royal Enfield Australia reserves the right to vary colours, specifications and pricing at any time. Please contact your local dealer for final specifications and pricing.
The category we’ve created from the ground up. Go the distance, in style. Discover the wide open world and freedom for the soul on bikes only Harley-Davidson® could build.
Editor Stuart Woodbury
Contributing Editor J Peter Thoeming
Sales Manager Ralph Leavsey-Moase ralph@ausmotorcyclist.com.au
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Photographers Nick Wood Creative, Half Light Photographic
Contributors Robert Lovas, Boris Mihailovic, Chris Pickett, The Possum, Colin Whelan, Nick Wood, Bob Wozga
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E D I T O R S P E A K S
AND AS much as I would love to keep all my bikes, I simply can’t. I’ve already sold my beastly GSX1260 and now my beautiful unrestored Kawasaki H1 500 is off to a lovely bloke in WA. He saw my piece in #107 about me putting it up for sale and snapped it up quick smart. Lucky, because another fine reader of this publication wanted it too!
The next bike on my list to be sold is my CBR900RR race bike. I have a little to do on it before I offer it for sale, but with historic class, Period 7 looking to come in for 2023 this will be the perfect bike for someone wanting a true front running and bloody quick classic race bike.
So, that leaves me with the Suzuki 1250 Bandit and the Yamaha FZR1000 race bike. Not the number I would want to have as ‘my stable’ of motorcycles, but a roof is more important than a motorcycle at the end of the day. I’m sure in the near future I’ll be back in the market looking for the next beauty that
catches my eye. What that bike will be, I have no idea at this stage. Shaun at D Moto Motorcycle Engineering will be keeping me busy anyway. As a little payback for all the help he’s given me over the years I’ll be restoring a Kawasaki GPz750R with him. The engine is already pretty much done with a lightened crank, bigger pistons, head work and so on. Should be a beauty. Over the Xmas break Shaun and I stripped the rest of the bike and sent off the necessary parts for powder coating.
Speaking of the FZR1000, as you read this the Classic Challenge race weekend has just happened. Alex Pickett finally got back on The Beast and did a test day at Sydney Motorsport Park to see if he still had his mojo. Alex hadn’t ridden in anger for around two and a half years so he took it steady before building up the speed. It didn’t take him long before he was punching in times that should give us a great weekend of racing in Period 6 Formula 1300. If you check out our Facebook and/ or Instagram pages you will have seen how we went. I have my fingers crossed for a good one!
If the start of the year is any guide I dare say we here at Australian Motorcyclist will be extremely busy attending new bike launches. I’ve already been to two in January and that is unheard of during the past! Of course, you can read about them in the next issue. D
The new Kawasaki Z650RS combines Retro style with modern Sports technology. Distinctive styling notes like a classic round LED headlight, needle instrumentation, 70’s influenced bodywork and colours, plus a twin-cylinder engine, create a stunning neo-retro segment reference point. The Kawasaki Z650RS is destined to impress all riders with its lovingly distilled spirit of RETROVOLUTION.
PARALLEL TWIN 649cc ENGINE
MODERN RETRO STYLING LEARNER APPROVED EASY TO RIDE
SPOKE-STYLE WHEELS LOW SEAT HEIGHT LED HEADLIGHT FIND
LAMS RETRO-SPORT STYLE
Dakar 2022 has been run and won by Sam Sunderland riding for Gas Gas. The two main Aussies, Toby Price and Daniel Sanders had a tough event. Toby lost a massive amount of time in the first stage after road book issues putting him on the back foot from the start. Toby fought hard, winning Stage 10 and coming second on the final stage. He ended up 10th overall. Daniel was in hot form leading the rally early on and after also having road book issues was hovering around third and fourth overall. It all went wrong on Stage Seven though as Daniel had a crash and broke his elbow and wrist. Dakar can be cruel and it proved to be so this year for the Aussies.
Twenty-twentytwo marks the 50th anniversary of the Z
Royal Enfield has just released the modernised all-new Classic 350. Royal Enfield has preserved the legacy of building simple, harmonious classic motorcycles by blending traditional craftsmanship with modern technology.
Stuart has just been to the Australian launch and you can read all about the new Classic in the next issue.
and Kawasaki is releasing a couple of special models to mark the occasion. First up are the Z900RS and Z650RS with ‘jaffa’ Z1 colour schemes, gold wheels, Z 50th anniversary badging and Z 50th Anniversary book, just to name a few of the highlights. Second up are the Z900 and Z650 in GPz firecracker red colour schemes, red wheels, Z 50th badging, Z 50th anniversary book, gloss black
frames and more. Place your order now to avoid missing out, with the bikes arriving this first quarter of ’22.
experiences on offer to attendees.
Figures released by the FCAI (Federal Chamber of Automotive Industries) show a total of 123,530 motorcycles and OHVs were sold in Oz in 2021. This represents an increase of 13.4 per cent on 2020 figures.
Off road motorcycles recorded 43 per cent of overall sales with 53,118 units sold in 2021. This is an increase of 18.8 per cent on 2020 figures.
Road motorcycles were the next most popular segment, recording 37,270 units sold. This represents an increase of 6.8 per cent on 2020 figures and accounts for 30.17 per cent of all units sold in 2021.
The OHV segment of the market had growth of 13.9 per cent on 2020 figures. This amounts to a total of 28,321 units sold representing 22.92 per cent of the overall market.
Scooters make up the smallest portion of the market with 4,821 new units sold. This represents 3.90 per cent of the overall market and is an increase of 8.1 per cent on sales in 2020.
FCAI Chief Executive Tony Weber said that in the context of pandemic restrictions limiting access to showrooms, the new motorcycle, scooter and OHV market in Australia remains positive.
“The pandemic has meant less access to showrooms for consumers. Despite this, all sectors of the motorcycle and OHV market recorded growth throughout 2021. This demonstrates the quality of product that manufacturers are sending to Australia,” Mr Weber said.
Let’s hope that 2022 sees the upward trend continue!
BMW Motorrad’s 2022 event program will commence in style this year with the first-ever SoulFuel Escape.
The event, from March 2-6, has been designed to transport riders back to basics with nothing but a motorcycle and an engaging, open road.
It will put the spotlight on BMW’s line-up of heritage machinery –headlined by the brand’s first-ever cruiser, the R 18, which launched in 2020 and now boasts a range of variants including the R 18 Classic, R 18 B and R 18 Transcontinental – and the iconic R nineT.
Should attendees not own an R 18, they can hire one for the duration of the event. The event caters only to R 18 or R nineT models in the spirit
The event begins in Windsor, NSW, with an absorbing route that takes in flowing roads of the Hawkesbury Valley, Bathurst and the Hunter Valley before finishing in the coastal town of Port Macquarie.
Andreas Lundgren, General Manager of BMW Motorrad Australia, said SoulFuel Escape was the ideal to way to showcase BMW’s heritage line-up with a befitting ride program and experiences.
“Every detail of this event has been designed to complement the special qualities of our heritage R 18 cruiser and R nineT, and it comes at a time when open road cruising on a brilliant route will be more welcome than ever before,” Mr Lundgren said.
To book, visit bmw-motorrad. com.au/en/experience/news-gallery/ soulfuel-escape.html
Harley-Davidson has released details of some more new models for 2022. All fitted with the most powerful factory installed engine, the Milwaukee-Eight 117 cube V-Twin. The models include
the Street Glide ST, Road Glide ST, Low Rider S, Low Rider ST, Grand American Touring line and four super-premium models from Harley-Davidson Custom Vehicle Operations (CVO). D
INTRODUCING A LITTLE
BROTHER to the popular Z900RS, check the blindingly good Z650RS, painted in a stunning candy Emerald green (just like the original) with pinstriping harking back to the ‘70s Z650 matched with amazing looking gold ‘spoked’ styled wheels. The new Z650RS is a bike you will be proud to own and ride.
Based on the successful Z650, the RS is retro inspired just like the big boy Z900RS to look as it was back in the ‘70s…
The Kawasaki Z650 was one of the most popular motorcycles of the 1970s. Affordable, quick, and reliable it made Kawasaki’s Z series accessible to those who didn’t want the full power or weight of the original Z1 or the later Z1000.
The bosses at Kawasaki had been astounded by the success of the Z1 and knew they needed something of an equal standard that could follow in its footsteps if they wanted it to be as successful.
So, they turned to the man behind the Z1, Ben Inamura and instead of aiming for the 750cc class they went back to revitalise the 650cc class. The decision was a wise one as dealerships were stacked to the brim with middleweight category bikes such as Honda CB400’s and Suzuki GS550’s, but then there was a sudden leap to the 750cc and 1000cc classes.
The aim of producing the Kawasaki Z650 was to sit right in the middle
The bosses at Kawasaki had been astounded by the success of the Z1 and knew they needed something of an equal standard that could follow in its footsteps if they wanted it to be as successful.
targeting those who wanted and could afford a middleweight category bike and tempt them to buy the biggest capacity machine they could get hold of; while simultaneously stealing some of the business from the bigger bikes in the form of those who couldn’t afford or didn’t want quite such a big machine but did seek high quality performance.
First introduced in 1976, the Z650 was equipped with a four-stroke, four cylinder, DOHC, 652cc air cooled engine, claiming 64 horsepower with a dry weight of 210kg. Claimed torque was 41 ft-lbs at 7000 rpm and top speed was claimed at 125mph. Fuel capacity was 16 litres.
The predominant difference between the Z1 and Z650 engine was the 650 used a plain bearing crankshaft and a primary drive instead of the gear driven unit of the Z1.
Braking was in the form of a single disc up front and drum at the rear which was more than enough to stop the light 650 Kawasaki. The bike was
released in two striking colours: Candy Super Red and Candy Emerald Green.
While definitely smaller in capacity than its big brother, the Z650 was still a physically big bike, but thanks to its relatively low-slung seat and clever design the bike could deceive riders into thinking it was smaller than it really was when they were in the saddle.
It was also significantly more balanced than the Z1, and the chassis, though derived from the Z1, had tubing that was structurally larger in diameter (except the swingarm). This meant it was much stronger and there were no complaints of flimsiness. The chassis worked in harmony with the performance and the bike handled like a modern motorcycle.
The original Z650 remained in production until 1983 and there were very few variations across the model years with simple upgrades being the main changes, such as twin discs up front for 1978. The second-year
colours proved unpopular and the design team soon returned to the original paint schemes.
The 1979 D2 model was a custom version with high bars and 16-inch rear wheel.
In 1980 a US model known as the KZ650 LTD was released with
reduced power and a return to a single disc up front: no one particularly liked it. In 1982 the ‘CSR’ – a cruiser come chopper style version, was also released in the US with styling similar to the above but with the addition of wire wheels.
By 1983 the GPZ range was ready to take the torch from the Z650 and it gracefully handed it over after a pretty successful run.
Just as the original Z650 proved to be a popular machine, but paled a little in the shadows of big brother the new Z650RS should be a popular model but shouldn’t pale in the shadows. Rather, it ought to be a standout in the Kawasaki range. For five grand less than big brother, the 650 will entice many onto its seat. It is a LAMS only version, but if you have a full licence a mechanic won’t have any trouble giving you full throttle and a more useable range. Yes, they will want to check you’ve got a full licence before touching the bike!
The Z650RS follows similar lines to the original, in that the 650 isn’t just a smaller version of the 900, it’s a bit bigger change than that. The versatile Z650 parallel twin is the engine in the RS, albeit in LAMS specification it is still a punchy and swift bike.
Little has changed when it comes to the RS’s frame/swingarm compared to the Z650 and this only works in the RS’s favour. There has never been anything wrong with the Zed’s handling and in its retro clothes the fact it has conventional forks works for rather than detracting from its kerb appeal. I also don’t think there’d be any benefit in having USD forks on a bike like this. I remember when we had a Z650L as a long termer, I did a track day at Wakefield Park and towelled up many big bore sportsbikes – what fun that was! LOL!
Pleasingly light and agile, the RS delivers a thoroughly competent and super enjoyable ride quality that is
Just as the original Z650 proved to be a popular machine, but paled a little in the shadows of big brother the new Z650RS should be a popular model but shouldn’t pale in the shadows.
sporty enough for more experienced riders yet not intimidating or flighty for those newer to two-wheels. As soon as I rode out of my driveway I felt ‘at home’ on the RS – it’s that good.
At 800mm, the seat height will be accessible for just about all riders; for those with short pins there is an accessory 20mm lower seat available.
The super sleek cast spoke wheels
are purely a cosmetic feature and bring no weight benefits and the same is true of the round discs, which replaced the Z650’s petal items and make no discernible difference to the stopping power, and that Nissin stopping power is bang on the money for a bike of this capacity.
Sitting on the RS feels just right, the seat is a touch thin for all-day riding, but great for just about everything else. The handlebar lets you sit on the bike with a nice straight back with masses of leverage. Instruments are two analogue dials for speedo and tacho with an LCD panel in between them with all the other info you like to have, including gear indicator – a great thing to have as a Learner or Provisional rider.
Clutch lever feel is nice and light and will help minimise any stalling and with an assist/slipper clutch fitted you can really dance around the gearbox to get it just right for the situation you’re
KAWASAKI Z650RS
PRICE: $11,599 (plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 12,000km or 12 months
ENGINE: 649cc liquid-cooled parallel twin cylinder, 83x60mm bore/stroke, DOHC, 4 valves per cylinder
POWER: 37.8kW @ 8000rpm
TORQUE: 59Nm @ 6500rpm
TRANSMISSION: 6-speed, wet multi-plate assist/slipper clutch, chain final drive
SUSPENSION: Front, 41mm telescopic fork, non-adjustable, travel 125mm. Rear, monoshock, adjustable preload, travel 130mm.
DIMENSIONS: Seat height 800mm, weight 186kg (wet), fuel capacity 12 litres, wheelbase 1405mm
TYRES: Front, 120/70/ZR17. Rear, 160/60/ZR17
BRAKES: Front, twin 300mm discs with twin-piston ABS calipers. Rear, 220mm disc, single-piston ABS caliper.
FUEL CONSUMPTION: 5.63 litres per 100km, premium unleaded
THEORETICAL RANGE: 213km
COLOURS: Metallic Moondust Gray/Ebony; Candy Emerald Green
VERDICT: Awesome!
riding in.
As mentioned, you can get a lower accessory seat, plus many other nice items. Our test bike had a tank pad, front axle sliders, frame sliders, radiator guard and side grip bars. To make the RS a little more like the original the retro tank badges and chrome grab rail would be two items you’d want to get.
Two colourways are available, obviously the Emerald green, but also a more understated dark grey with black and orange detail.
The Kawasaki Z650RS is a premium motorcycle and besides being easyto-ride, beautifully finished, stylish, funky, learner-friendly and lightweight. It should be seriously considered if this is the style of bike you’re aiming for. Whether that’s a smart and lithe commuter, a first (larger capacity LAMS) bike, a last mid-sized bike or just a feel-good bike. It’s a bloody ripper, mate! D
THE FIRST OF OUR two readers’ tours this year is with IMTBike Tours and Rentals. IMTBike celebrates its 25th anniversary of running fabulous tours this year. This tour will be part of that 25 year celebration, so let’s show IMTBike how Aussies like to party! The tour is one chosen by Stuart and features the best of all worlds – vino, twisty roads and amazing sights. We’ve all been locked down and September will be the right time to get overseas and experience one of the most amazing tours in the world. Stuart can’t wait to lead this tour and have a great time away with you. He suggests booking your spot now so you don’t miss out! Of course, IMTBike has a refund covid policy in place, but let’s hope the world has moved far beyond that by then. Get to it! D
Day 1: Madrid Arrival
Day 2: Madrid – Soria
Day 3: Soria – La Rioja
Day 4: La Rioja – Ribera del Duero
Day 5: Ribera de Duero – Salamanca
Day 6: Salamanca – Rest Day
Day 7: Salamanca – El Bierzo
Day 8: El Bierzo – Bragança
Day 9: Bragança – Guimaraes
Day 10: Guimaraes – Porto
Day 11: Porto – Rest Day
Day 12: Porto – Ciudad Rodrigo
Day 13: Ciudad Rodrigo – Ávila
Day 14: Ávila – Madrid
Day 15: Flight home
Included in Tour:
• Airport pickup on the first day of the tour.
• Overnight accommodations in high quality hotels
• A gourmet evening meal every night (except on rest days).
• Complete buffet breakfast every morning.
• New model BMW motorcycle fully equipped with 3 BMW cases.
• Tour handbook (normally about 70 pages-very comprehensive) and highlighted map.
• Expert multilingual guide on a motorcycle.
• Multilingual guide in support vehicle which will carry your luggage, any oversized purchases you make; or even a passenger or two.
Tour Souvenirs.
Not included in Tour:
Air ticket, lunches, gasoline, drinks, tolls, personal spending and tips
The details from IMTBike are…
THIS DREAM TOUR WILL lead you through some of the most prestigious wine regions in Spain and Portugal. You’ll begin your journey in Madrid, the Spanish capital, and travel through charming wine regions such as La Rioja, Ribera del Duero, Rueda, El Bierzo, Douro, Porto and the area in which “Vinho Verde” is produced. This magnificent motorcycle route will wind you over mountains and through infinite vineyards. You
will also visit millenary villages, castles and fortresses that still remain as proud vestiges of the once mighty region of Castile.
This tour takes place a few weeks after the “Vendimia” harvest and this means the aroma of freshly pressed grapes and the festive atmosphere of the wineries will accompany us during our tour. Now combine this with fun twisty roads with impeccable asphalt and you are in for an amazing vacation! On this journey you will see for yourself why this route is designed for connoisseurs of great
motorcycle roads, wine, history and gastronomy.
Transfer from the Airport to the Hotel is included. You will have free time to rest or visit the city until the welcome meeting at the hotel in the afternoon. We will enjoy a welcome dinner after the meeting at a typical Spanish restaurant. The first and last day in the itinerary correspond to the arrival and departure days of the tour. You may have to leave a day early depending on your country of origin. Please book your flights taking this into account.
Tour Facts
Start / End – Madrid
Total Distance - 1,770 miles / 2,850 km
Total Time - 15 Days
Riding Days - 13 Days
Rest Days - 2 Salamanca, Porto
Breakfast - 14 Included
Dinners - 11 Dinners
Daily Mileage - 165 miles / 275 kms.
Hotel Overnights - 14 Nights
Riding Season - Spring, Autumn
Highlights: 6 cities declared World Heritage by UNESCO: Segovia, Ávila, Ciudad Rodrigo, Salamanca, Porto and Guimarães. All of them connected by the best imaginable roads. Wine, wine and more wine! This tour goes through the major wine regions of Spain and Portugal.
Accommodations: Awesome hotels. First-class historical Pousadas and Paradors plus a few specially selected boutique hotels with local flair. Pousadas and Paradors are Castles, Palaces & Fortresses converted into motorcycle-friendly hotels.
*All IMTBIKE lodgings are hand-picked for their quality of service, local charm and strategic locations.
The price
€ 5645 - The base price of every tour is calculated for a single rider on a BMW G310R and sharing a double room
Add passenger + € 4030
Add Single Room Supplement + € 1260
BMW G310R + € 0
BMW F750GS + € 220
BMW F800GT + € 400
BMW F850GS + € 400
BMW R1250RS + € 625
BMW R1250GS + € 625
BMW R1250GS ADV + € 780
BMW S1000XR + € 780
BMW R1250RT + € 780
BMW K1600GT + € 1185
Scott and IMTBIKE are among the very best motorcycle tour operators. Not only do I have happy memories of my tour with them, I am going on another soon!
The bike, the road and the weather are important. Don’t forget
temperature Hello, there’s a bike out near Old Woman Springs Road. Where’s the rider?
That’s me on a hillclimb in the Arabian desert.The suit I’m wearing came from BMW and kept my temperature down amazingly well despite being black. Check BMW’s clothing catalogue; they still offer this kind of thing.
WE SHOULD ALL KNOW
that cold is not good for riding, and that it does not need to be terribly cold for hypothermia to set in. Add windchill to a cold day’s ride and there is a
bike and the core temperature of your body will suffer. While the windchill formula was developed for a specific purpose – to establish when you’d get frostbite – it still provides a somewhat useful warning. For instance, it says
100km/h in 4.5 degrees C, to your exposed face the air will feel as if it is -4 C.
If you regularly ride under those conditions, a bit of heating in the form of electric grips, gloves or a jacket would probably be a good idea. But what about the effect of heat, and how do you deal with that?
A now retired long-distance truckie I know dines out on a motorcyclistand-heat story to this day, although it happened more than forty years ago.
He was on a run from Adelaide to Perth across the Nullarbor Plain, somewhere west of Mundrabilla. The road runs a fair way inland here and it is not unusual for the thermometer to reach 50 C . On a flat, sandy stretch he suddenly noticed a motorcycle, parked by the side of the road on its
The plain folks in India have this heat business figured out.These terra cotta pots are pervious (is that a word?) or perhaps porous, and the water that seeps out through them evaporates and keeps the contents cool.
sidestand, but no sign of a rider. Being a motorcyclist himself, he stopped and walked back to the bike. The key was in the ignition, and a helmet was lying on the ground. He could see a trail of footsteps leading off into the scrub at right angles to the road. He followed it and began to find scattered articles of clothing. Eventually he found the rider, by now dressed only in underwear, face down and unconscious in the sand. He got the rider up and more or less conscious and took him back to the truck where he administered carefully dosed water both internally and externally. Eventually, the rider came good enough to talk sensibly, but he was unable to explain what he had been doing.
My worst case happened in Thailand, where I rode for a day with a T-shirt on. The gap between that and the helmet allowed kindly old Mr Sun to heat the cerebrospinal fluid in my neck and give me a classic case of heatstroke That
The bloke had heatstroke, which sets in when your body temperature reaches 40 C. I have had a variety of it myself, though nowhere near as badly, and I can tell you that it is thoroughly unpleasant. In serious cases, untreated heatstroke can quickly damage your brain, heart, kidneys and muscles and even cause death. Fortunately, my friend the
truckie took him to Madura where they knew how to treat him.
for three days. Headache, splitting variety; inability to eat or even drink anything except lukewarm weak black tea; nearly passing out if I stood up.
To prevent this the Mayo Clinic website recommends, among other things, that during hot weather you:
• Wear loose fitting, lightweight clothing. Wearing excess clothing or clothing that fits tightly won’t allow your body to cool properly.
• Protect against sunburn. Sunburn affects your body’s ability to cool itself, so protect yourself outdoors with a wide-brimmed hat and sunglasses and use a broad-spectrum sunscreen...
• Drink plenty of fluids. Staying
Alcohol is diuretic, and you will lose more fluid than you gain. Coffee and tea are mildly diuretic, as are sweet drinks. Water is considered best, with a couple of pinches of salt if you are sweating a lot, although weak tea helped me.
hydrated will help your body sweat and maintain a normal body temperature.
• Take extra precautions with certain medications. Be on the lookout for heat-related problems if you take
medications that can affect your body’s ability to stay hydrated and dissipate heat.
• Take it easy during the hottest parts of the day. If you can’t avoid strenuous activity in hot weather, drink fluids and rest frequently in a cool spot.
Not all fluids are created equal for this purpose. Alcohol is diuretic, and you will lose more fluid than you gain. Coffee and tea are mildly diuretic, as are sweet drinks. Water is considered best, with a couple of pinches of salt if you are sweating a lot, although weak tea helped me.
The Mayo Clinic recommends that you “act quickly if you notice symptoms of overheating.” These symptoms include:
• Cool, moist skin with goose bumps when in the heat.
• Heavy sweating.
• Faintness.
• Dizziness.
• Fatigue.
• Weak, rapid pulse.
• Low blood pressure upon standing.
• Muscle cramps.
I would add confusion to that list. I get confused enough without my neurons flipping about in the sauna of my brain.
As motorcyclists, we are relatively defenceless against excess heat, so the best way of avoiding problems is to stay off road or track during the
hottest part of the day. If you cannot do that, consider wearing one of the commercially available cooling vests or scarves. These are filled with or soaked in water to provide evaporative cooling. You can also just soak a t-shirt in water and wear it under your bike gear, and soak the inside of your helmet. Keep in mind that high humidity will reduce the effectiveness of evaporation both from clothing and sweat.
I have seen air-conditioned helmets and clothing advertised but please, rider. Ordinary bike clothing will
Down by the bayou in Louisiana it doesn’t just get hot, it gets humid as well.That defeats many of the tricks you can try to keep cool, although soaking your clothing as Mike is about to do here does help.
mostly have ventilation, as will your helmet. But there is a limit to how much that can help, even apart from the effects of high humidity. Above a certain temperature, which can vary from person to person, the airstream will no longer cool you. At this point you need to close any ventilation in your clothes and your helmet visor. You will know when you reach that point; just don’t ignore it.
Whatever you do, ensure that your neck is not exposed to the sun under the back of your helmet. Else you might end up like me, lying in a cool, dark room for three days and seriously considering vomiting whenever you lift your head off the pillow! D
“WHAT IS THAT?” IS what I was asked at the service station, a number of traffic lights and when I parked at the shops. When I told them it was a 700 CFMoto everyone was a little taken aback. Of the people who asked me what the CFMoto CL-X 700 Sport was, everyone thought it was an awesome looking motorcycle. And it certainly is – you would never suspect it was Chinese, no, more a Euro model straight off the catwalk.
You probably saw the CL-X 700 Heritage we tested in issue #106: the CL-X 700 Sport is essentially the same bike underneath, but obviously has some changes to make it a ‘sport’ model. Now, I don’t class this as a sportsbike, more like a retro sport as it has that café style, but modern appearance – it’s not something you’d normally expect to see on the road.
Housed in the tubular frame is the Kawasaki copy parallel twin cylinder engine. For the CFMoto it’s 693cc, producing 55kW of power at 8500rpm and 68Nm of torque at 7000rpm. Not LAMS-approved, then. The internals are built for strength with forged pistons and a split connecting rod for robustness and simplicity. Bosch EFI and electronic throttle technology, integrated with high-precision sensors are there to produce clean, efficient fuel atomisation. But; as with the Heritage, the Sport is tuned massively lean. It’s almost like the bike has VTEC from a Honda: you go along building the revs then the Sport gives you a big hit of power – it is offputting. It feels like when you ride a carby bike and smash the throttle and it floods, with the bike accelerating slowly, then cleans itself out and a big whack of power kicks in. A Power Commander or similar tuning device would no doubt fix things up but as I mentioned with the Heritage, this issue shouldn’t exist in a modern bike.
Aside from this, the engine is punchy. If you can ride in the part of the rev range where it’s got the full hit of power you can have a lot of fun and even get the rear sliding around. If that’s not your thing and you get used to where the power levels change in the rev range the Sport will still give you some fun and is easy to manage around town. As with the Heritage, the Sport has a slipper clutch and you can bang this thing down through the gears without any rear wheel chatter.
Two riding modes also come on the Sport – Eco and Sport. Simply forget Eco as it’s rubbish, unless you want it to ride like a 250.
The Sport takes on a decidedly more aggressive stance versus the Heritage model – 17-inch wheels, higher pegs, twin petal
discs with Brembo Stylema monobloc calipers, a solo seat, clip-on handlebars, mini windshield and round bar-end mirrors are the main differences. The overall styling is obviously different and there’s plenty of faux carbon everywhere – it’s actually pretty well done, to be honest, and doesn’t look cheap. The bar end mirrors are probably the best bar end mirrors I’ve ever seen fitted to a motorcycle – rather than them coming loose if you bump them, these mirrors are kind of spring loaded and will move around 45 degrees and then you can push them back into their place a bit like a car’s – genius!
The ‘smarts’ in headlights these days have gone to another level and, as well as delivering a great field and depth of vision, the Sport has an adaptive headlight that automatically adjusts to ambient brightness.
Ergonomics are lean forward, but not as lean forward as a full-on sportsbike, so you will have no problems doing some trips away without needing a hospital bed at the end of the day. The slightly higher (but not so high) footpegs will still touch down relatively easy when you get into some cornering fun.
Handling is light and stable; turn in is relatively light and if the standard settings on the KYB forks and shock aren’t to your liking, both front and rear are adjustable.
A small number of accessories is available, including rearsets, frame plugs, radiator guard and a higher seat to name a few.
The CFMoto CL-X Sport is a Euro inspired bike that will get people talking and is a bit of fun to ride. Get to your local dealer and take one for a test ride to see if you want to get sporty. D
CFMOTO CL-X 700 SPORT
PRICE: $10,490 (ride away)
WARRANTY: Three years, unlimited distance (available until 31 Dec)
SERVICING INTERVALS: Every 5000km or 12 months
ENGINE: 693cc liquid-cooled parallel twin cylinder, 83x64mm bore/stroke, DOHC, 4 valves per cylinder
POWER: 55kW @ 8500rpm
TORQUE: 68Nm @ 7000rpm
TRANSMISSION: 6-speed, wet multi-plate slipper clutch, chain final drive
SUSPENSION: Front, 41mm inverted fork, adjustable preload, compression and rebound, travel 150mm. Rear, monoshock, adjustable preload and rebound, travel 150mm.
DIMENSIONS: Seat height 800mm, weight 205kg (wet), fuel capacity 13 litres, wheelbase 1436mm
TYRES: Front, 120/70/17. Rear, 180/55/17
BRAKES: Front, twin 320mm disc with radial four-piston ABS calipers. Rear, 260mm disc, two-piston ABS caliper.
FUEL CONSUMPTION: 6.05 litres per 100km, premium unleaded
THEORETICAL RANGE: 214km
COLOURS: Nebula White;Velocity Grey
VERDICT: Hey! It’s a CFMoto!
AH WOODSTOCK!
HOW I wish I’d been there. 1969, I’m eighteen, about to be expelled from the entire NSW Department of Education due to anti-Vietnam War protesting and meanwhile word is coming through in the middle of August of a music festival in upstate New York. It’s destined to become known not just as a music festival, but as THE Music Festival.
Ah, the dreaded codicil when a pal’s trying to hook you up with someone who’s, well, who’s not all that attractive. Sort of code for, ‘look they’re as ugly as all get out but if you get past that exterior, you’ll find an interesting character inside.”
I’m thinking that when I pull up outside the Boree Creek Hotel. Gotta be a contender for the ugliest pub in the country. Looks like it’s been
a mob of people who’ve arrived for a camping trip, forgotten the tent and chucked together stuff they’ve found lying around. Like a lean-to that’s been leaned on.
The tree out front festooned with (unused) Covid masks doesn’t do much to add to the appeal of this place in a town which Tim Fisher – one of the very few politicians who was beloved by all sides of politics – called home.
Fisher Park across from the hotel – inspect the sculpture of Tim as a train driver on one of the trains that he was besotted with – before heading over to check Miss Ugly.
Past the bleating lamb wearing a nappy in a straw-lined pen out front. (Is that banjos I hear?)
Inside, it’s, er, homely, and comfortable. Interesting stuff covers the walls and the smile from the vertically challenged woman behind the bar lifts the spirits and assuages the fears.
I grab a drink and head over to the raging combustion heater. Sure, it’s okay to put your feet up, just let her know if I need anything else.
‘Her’, is Kim, and she’s the publican. Been here just under a year. It’s her first pub and she reckons she’s pretty much over the culture shock.
Up to February 2020 she was living beside Lake Conjola as a full-time carer for her dad, Alf and was running a shelter for rescue animals when the fires hit at the end of 2019.
Alf, who now lives in Room 1 of the 4 motel rooms adjacent to the bar later tells me what it was like:
“I was watching the flames and the fire and it got worse and worse. My house was on the second street back from the lake and the fire got to the street beside the lake and then burnt down four of the houses in my street and the firies and the cops came to the house and said you’ve gotta get out and told them I didn’t want to that I had to look after my house and they said you’ve gotta go.
So I said righto and a woman in
Gotta be a contender for the ugliest pub in the country. Looks like it’s been thrown together late one night by a mob of people who’ve arrived for a camping trip ... like a lean-to that’s been leaned on.
town put us up.”
The fire didn’t destroy our place –damaged fences and gates, that sort of stuff and we went back to it but that was the final straw. Well it was until Covid came.”
Kim kicks in as she brings me a second:
“Dad has a number of co-
prisoner in his own home and so I said to him what do you want to do? “
Alf, who’s now 85, had started his working life as a publican at the Commercial at Ulmarra but had sold it when Kim was two or three and then went working for the PMG.
He told Kim, “I want a pub, a sexy car, a cow and a girlfriend.”
They decided to go for the pub first. Then maybe the cow second, then the sexy car and then the girlfriend thing might just take care of itself.
So they contacted a pub-broker who regularly sent them details of pubs on the market and they also settled on one at Burrumbuttock but that fell through.
“This pub’d already come up a few times over the two years and I hated
it. Honestly, the pictures were shit and for two years Doug the broker was pushing this place to us. 23 photos, 13 of them were of the statue out front, one was of him standing in front of the pub and there was just nothing showing it looking good.
So when Burrem hit the skids I rang Doug and said what do you have and he said this one and I said, no, apart from Boree Creek and he came up with a list of seven.
And he drew us a mud map and this one was number three, and I thought well forget the mud map, we’ll just google them and plan a trip.”
So they did. Boree Creek was the first stop on their plan and they arranged to meet Doug here one afternoon.
Now, some online maps show two Boree Creeks in NSW, the other one is up near Molong. You can see where this is going can’t you?
“We were almost there when Doug rang to ask how much longer we’d be and where were we and I didn’t know so he asked me what was the last town you went through and it was Orange and he went OMG, you’ve gone to the wrong Boree Creek.”
They were over seven hours away. Doug said he’d wait.
“We turned around and drove straight to here. We were so knackered and I just rocked up totally spent. Way past making any sensible decisions and I’m outside this ugly pub thinking what a total waste of time. But then I looked inside the place and said, we’ll take it.”
They moved in two weeks later. Spent that fortnight getting the
paperwork done and Kim pulled her first beers on St Patricks Day 2021 – a Wednesday. Which meant two days later was the third Saturday of March.
“We had no freaking warning. Our first weekend in our first pub. Oh. My God!”
** See Sidebar for what happened next
Lake Boga
Back in Conjola after the fires, Kim needed some help fixing gates and fences, “but I couldn’t get any tradesmen so I put up signs around the place for a handyman and Akbar, who’s Iranian, was down there like most people to have a look at the devastation and he rang me.”
They hit it off as well as he could hit a nail and now they’re partners.
Anyway, once the welcoming craziness passed and they’d slept the entire first Monday, Kim and Akbar set about settling into the pub – as their home and as their business - and into the community. The first bit involved fencing some of the expansive backyard so that their love of rescuing animals could be resumed.
‘Franky’ and he joined some birds. There’s a cow on the way.
Another tick for Alf’s list.
Didn’t take long for Kim and Akbar to start feeling at home amongst the locals.
“So one afternoon I’m in the kitchen rustling up some take away bacon and egg rolls for a couple of kids whose mum has brought them in on the way from school and I’ve got my head down and in walk these local two fellas - Sticks Argus who’s about 60 and Ben who’s a 30 year old Afghan war veteran – really sweet guy. I don’t see them coz I’ve got my head down in the kitchen but Ben has this bleating baby lamb under his arm. Ben calls out, “Fresh lamb, Kim, straight in the oven or you want to kill it first?”
“Now this would’ve been funny except coming in behind them was the fella they didn’t know but I did. And he’s standing right behind them and he’s happens to be the local chief of health food and safety. I get this lecture about how illegal it is to butcher a baby lamb on site and how it’s highly illegal to sell it to the public.”
The backyard is four and a half acres and Mr H&S makes Kim accompany him to inspect every square inch so he can find the illegal killing site.
“Eventually we come back and he’s finally pretty much convinced it was a joke but he tells me I’ll be receiving a written warning on the matter and then he adds with no trace of humour or irony: ‘and if that’s not a seeing-eye sheep, it’s not allowed in the bar.”
“They drink like fish, eat like lions, smell like sheep and are as funny as fuck. We supply the venue but they pretty much supply the entertainment. And then there’s the shearers who come here to work. And the local shearers who work away but come back with stories.”
One of these local shearers, a young ranga fella with a hopeless mullet is rolling a durry and having a beer on an outside table.
His name’s Denver, as in John Denver because his first name’s John and he’s got red hair – yeah, makes sense - anyway we get chatting and I tell him a ten year old story about knowing when I’m in the bush.
I’d pulled up at the Commercial in Lockhart and outside there’s this small blackboard.
“There’s this message on it and it says ‘Congratulations Joe on shearing your first 100, aged 15.’ You sure don’t find that sort of thing in the city.”
Denver looks up from his makings:
“Mate his name wasn’t Joe, I think you’ll find it was Jye, and it was probably eleven years ago now, but I think you got his age right”
What? Like how the hell would this bloke know, eh?
“He’s me cousin.”
I have a photo of the sign on my laptop which is on the back of Super Ten so I retrieve it, find the pic and bugger me he’s right (of course).
Denver takes a shot of the screen on his phone and slips it to Jye-not-Joe on Snapchat. Near instantly his phone pings. Jye’s sent back a video. “Where the fuck are you? And how the fuck did you get that photo?”
Denver calls him and hands the phone to me. Jye never got a photo of that sign, can I send it to him? He’s now a gun shearer hitting over 90 a run meaning he’s closing in on the holy grail of 400 in a day – already managed the legendary 371. He sends me a shot of the board at the same pub when he hit 300 for the first time.
The Boree Creek is that sort of pub. Intimately connected to the bush mulga wire. And it’s a pub where the locals front the bar, slap a note down for their first, then leave the pile of change and trust the staff remember whose pile is whose and to help themselves as they order subsequents.
This is a pub with real character, driven by a dynamo who reeks of energy, compassion and kindness.
So next time your mate tries to line you up with his/her partner’s bestie who, well who ain’t a real looker but has a ‘lovely personality’, take a punt. Because if the Boree Creek Pub does zip else, it proves that sometimes it’s bloody true.
Off the scale for character, this place is a cracker – the publican, the locals, the seeing-eye sheep.
Only the three self-contained motel-style rooms for accommodation at $99 a night with no reduction for singles takes it out of the best value motorcycle-friendly category and pushes it back into 4 helmet territory.
No lockup parking but you’re sweet to park under the cover of the veranda once everyone’s gone home.
There is ample room out the back for free unpowered camping, just be careful of sheep wearing nappies wandering around.
Inside the bar is welcoming and warm in the colder months, breezy in the warmer ones.
At under 5 hours easy riding from Melbourne it makes for a great weekend destination pub for riders from Bleak City now the border’s open.
It’s a bit over 7 hours from where I am on the NSW south coast and it’s now a regular first night stop when I head west.
Just make sure you put the right Boree Creek in your GPS. D
8 out of 5 for character 110 for value
“Raise your heads high See a burnt sienna sky Lands so free / Of trees, You may laugh, say we pong But to me it’s Wollongong Wollongong the Brave.”
AUNTY JACK
Christmas Day in Australia, we went to the beach. We were living in Warrawong, right next to the steelworks, and we didn’t have a car. So naturally we went to Port Kembla beach, which was nearest. The weather was fantastic, the sea cool and frothy, sun hot and bright and not a cloud in the sky. Well, until there was a cloud – in fact a bloody great thunderstorm. The hail wasn’t quite cricket ball size, but it wasn’t far off. You’d be amazed how many people you can cram into one of those square picnic shelters if
you shove the kids under the table and the benches…
Wollongong the Brave of course offers everything your heart may desire, and a few things it may not. Industry takes a less prominent place for your eyes, but remains a strong influence on your nose. No, just kidding. That’s only around American Creek and Spring Hill. The surf is excellent and I suspect that there are more craft breweries per capita here than in any other NSW municipality. There is also some wonderful riding up and down the scarp and in the various valleys.
Dapto is… well, just Dapto. If you don’t know it, chances are you don’t love it but don’t say that when you’re there. A major attraction is the dogs.
Unlike anywhere else down here, this place has an airport. Along with the airport it has HARS, an historic aircraft restoration mob. It’s not a museum, so you’ll be led around in a small group, but that’s fine because it means you can ask questions. And take a selfie standing next to the City of Canberra, a superannuated Qantas 747. Top place.
Let’s start from the FLAGSTAFF POINT LIGHTHOUSE in the ‘Gong. That’s the big one. Down onto Marine Drive, a left and then a right into Crown Street. Part of this is a pedestrian zone (in my day if you had asked someone in the ‘Gong what a pedestrian zone was they would have thought you were a… never mind) so you’ll need to take a quick left into Corrimal Street, right into Burelli Street and then another right into Keira Street and a final left back into Crown. As you cross over the Princes Motorway, this becomes the PRINCES HIGHWAY. You may have noted that there are not a lot of names around in the ‘Gong. Stay on the highway through some suburbs including the famous DAPTO until you reach ALBION PARK RAIL. Just past the airport, turn
you all the way up MACQUARIE PASS, becoming the ILLAWARRA HIGHWAY in the process.
If you don’t know Macquarie Pass (unlikely I know) you are in for a pleasant surprise unless you ride a heavy cruiser. The road can be bumpy, and some of those corners are
greeted by the ROBERTSON PIE SHOP. This place has a bit of a rep as a motorcyclists’ meeting place. But I’ve got to tell you, while they keep using the same pastry for their fruit pies that they use for their meat pies, the place will never win The Bear’s seal of approval. Ride on instead and grab a snack at the WHEY CAFÉ or MOONACRES KITCHEN (slow but good) in town. Turn back to the Pie Shop and take the road opposite. Oh, wait. Before you turn back, ride on a few metres and take a photo of the BIG POTATO. Or not. So, that road opposite the Pie Shop is JAMBEROO MOUNTAIN ROAD, and if you think the pass was good you will be blown away by this. It starts flat and sort of straight, just to fool you, and then it does the curlies from Barren Grounds, past JAMBEROO ABBEY with its interesting craft shop down to Jamberoo Resort. At the T intersection, turn right into JAMBEROO and then take Allowrie Street which becomes Jamberoo Road. You have a choice here: go on into KIAMA, or turn left just before the freeway bridge into Spring Creek Drive and onto the Princes Highway. You’ll need to come back here if you go into Kiama, too. Head north and take the off ramp at SHELLHARBOUR JUNCTION into Shellharbour Road, which with many changes of name will take you back into the Mighty ‘Gong. Turn right at Crown Street and continue into Marine Drive past the ILLAWARRA BREWERY (hint) to the lighthouse.
The City Fathers and Mothers of Robertson were perhaps not entirely well advised when they decided that the prime tourist attraction of their hamlet should be a large (it’s hardly gigantic) potato. Top marks for trying, I guess. Some unkind visitors have been known to break into mild laughter at the sight and make unkind poo jokes.
A genuinely nice little coastal town,
Kiama has cafés and such all over the place and quite a nice big pub on the main street. There’s also a beaut park across the road. Ah, the road itself which has been ‘improved’ with rows of cobblestones is annoying, but there you go. Like Robertson, Kiama made a less than felicitous choice of main tourist attraction. The Blowhole, when I were young lad, really did blow but today it just kind of bubbles away. No future in renaming it the not-soblow-hole, I guess. Mind you, if I remember correctly someone jumped
into it not long ago and drowned. So don’t discount it.
Pleasant enough suburbs with a nice vista across Lake Illawarra, which is reputed to be the shallowest lake in the Southern Hemisphere. As a schoolboy I was warned never to wade in it because it was inhabited by stonefish which have a venomous spur, allowing them to turn you into a mini-Steve Irwin.
THE TRIUMPH
BONNEVILLE HAS been around in its current form for quite a few years now and the big boy, the T120, is the perfect bike for someone after a period looking classic which is also a motorcycle that has great performance. If you did want a bit more of a slower pace, check out the T100.
I lived with a T120 a few years ago when they were first released as I helped sort through a brake pad issue with Triumph Aus, and it was such a fun motorcycle to ride. It could handle day-to-day commuting into the city with ease, look cool as at any café, no matter how swanky and go like a cut cat for weekend blasts through the twisties. In fact, the T120 is so unassuming it will totally embarrass boy racers and anyone else who thinks they’re on a fast bike. Of course, you need to know how to punt a bit yourself before the T120 will
Handling is light and stable. At 236kg wet you will feel the weight while pushing it around, but this weight at speed turns to comfort.
rise to the top step of the podium, but nonetheless it is such a great allrounder.
From half a glance you might not notice the various changes the T120 has undergone, especially since the last time I rode one a couple of years ago
(at least).
The 2022 T120 now meets Euro 5 standards. The 1200HT motor puts out a peak of 58.8kW at 6550rpm, with the torque peak of 105Nm hitting early, at just 3500 rpm.
Weight was cut from moving parts in the parallel twin to make the latest edition of the classic motor more reactive. The crankshaft is lighter, along with the balancer shafts. Weight was also cut from the clutch. With less internal motor inertia comes a livelier throttle response.
Inertia and weight are also cut from the wheels. The wheels are allnew and have aluminium rims. This lowers another barrier to throttle responsiveness and also improves handling. In light of the changes to the engine, Triumph reworked the Road and Rain engine modes to keep things smooth.
With faster acceleration come improved brakes. There are now
Brembo calipers working on the 18inch front wheel’s 310mm discs and boy do they work well.
In total, about 7kg has been shaved from the T120 versus the previous model and cruise control is standard, too. Chuck some leather throw-over panniers on and go see the world!
Triumph is a premium brand and quality is built right throughout the T120. Just one point that stands out is the metal tank badges with the chromed classic, Triumph three-bar. As I found out, a few people would
tap the tank badge to see if it was metal and not just plastic – it makes an impression.
The things you’ll look at most, the twin analogue clocks, get a new 3D dial face. There’s Bonneville branding, along with a traditional typeface and colours.
With a 790mm seat height the T120 is an accessible bike for anyone. The rider’s triangle is relaxing and the seat, while it feels a little ‘weird’ when you first jump on, gets comfier the longer you ride it. Triumph uses a medical
grade foam which is designed to get comfier over longer periods. For a quick five-minute trip to the shops to grab some bread and milk you’ll probably wonder why the seat feels funny – give it another five minutes of riding and your smile will be much larger.
Handling is light and stable, if you punt the T120 a bit it will grind the footpegs, but this doesn’t upset the bike. At 236kg wet you will feel the weight while pushing it around, but this weight at speed turns to comfort.
Accessories, as you can imagine, are extensive. How about 116 different bits and pieces to customise your T120 how you like it!
The latest version of the classic Triumph Bonneville T120 will get you all sorts of attention. If this ‘standard’ version isn’t your flavour, there are the Black, Gold Line or Black Gold Line models available. $21,450 ride away for this ‘standard’ T120, there’s no carbies to play with, or troubles with anything going wrong – just jump on and enjoy that classic feeling. .D
TRIUMPH BONNEVILLE T120
PRICE: $21,450 (ride away)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 16,000km or 12 months
ENGINE: 1200cc liquid-cooled parallel twin cylinder, 97.6x80mm bore/stroke, SOHC, 4 valves per cylinder
POWER: 58.8kW @ 6550rpm
TORQUE: 105Nm @ 3500rpm
TRANSMISSION: 6-speed, wet multi-plate assist/slipper clutch, chain final drive
SUSPENSION: Front, 41mm telescopic fork, non-adjustable, travel 120mm. Rear, twin-shock, adjustable preload, travel 120mm.
DIMENSIONS: Seat height 790mm, weight 236kg (wet), fuel capacity 14.5 litres, wheelbase 1450mm
TYRES: Front, 100/90/18. Rear, 150/70/R17
BRAKES: Front, twin 310mm discs with two-piston ABS calipers. Rear, 255mm disc, two-piston ABS caliper.
FUEL CONSUMPTION: 5.44 litres per 100km, premium unleaded
THEORETICAL RANGE: 266km
COLOURS: Cordovan Red Silver Ice; Cobalt Blue Silver Ice; Jet Black
VERDICT: Wolf in sheep clothing
Just in case anyone invades Italy.
LAST MONTH I DEVOTED my column to renewed organised motorcycle touring, so it might seem a little strange that I am about to beat the same drum again. But there is a good reason; in fact, there are two.
Firstly, the Greek alphabet has us under its spell again and as I write this, the omicron variant of the plague is in the news. But – and this is the important thing – it also seems to have reached its summit, and is dropping back. So don’t let its effect scare you off, even though Europe is reacting quite badly to Australia’s number of cases. When the time rolls around for any tour you book now, omicron will be one with Nineveh and Tyre, or at least with the delta variant.
Secondly, although I focused on overseas operators in the previous column, a couple of well-regarded Australian tour companies have since been feeding me good news as well.
“Let’s finally dust off those passports!” says Mike Ferris from WOW! World on Wheels Tours. “It’s been a world without travel over the past couple of years for many of
us. After our enforced hibernation we’re ready to get out there and start foraging, and it’s looking like we’re finally free to roam again -- so we’re here to share a few of our stunning WOW! destinations with you.”
Dalmatian Delights: Evergreen Slovenia; the Dolomites of Italy; coastline of Croatia; National Parks of Montenegro; history of Bosnia’s Sarajevo; amazing Albania -- sensational food and wine throughout! Bookings open for May.
Yaks ‘n’ Yetis: Joyflight to Mt. Everest; Tigers Nest Monastery; Birthplace of Lord Buddha; Magical Kathmandu; full traverse of Bhutan; Darjeeling Zoo; Assam tea gardens.
Moroccan Magic: The Atlas Mountains; Sahara camel safari; Mediterranean Coast; Imperial citadel of Fes; mystical Marrakech; Hendrix’s Essaouira; the Blue city of Chefchaouen. Bookings open for September.
Incredible Iceland: Land of the Midnight Sun; endless fjords to ride; geothermal springs; Icelandic horses; volcanoes; glaciers; the Arctic Circle; magnificent waterfalls; world’s oldest parliament. Bookings open for June.
Himalayan Heights: The world’s highest road; Kashmir houseboats on Dal Lake; visit to the Taj Mahal; high, dry ‘Little Tibet’; not so dry highways; the mighty Royal Enfield; our flagship tour, for 28 years now!
Beautiful Baltics: Ex-Soviet states; Lithuania and Latvia; quirky little Estonia; Hermitage museums of St. Petersburg; ride the Baltic Sea coast; the beautiful Polish city of Gdansk; a sobering visit to Auschwitz. Bookings open for August.
“We’ll be gradually re-introducing our complete portfolio of tours for 2022-2023”, concludes Mike, “and we hope you’ll be able to join us somewhere, on the Road to Recovery!”
Oh, and after 28 years professionally on the road, Mike has recently become an officially qualified motorcycle Riding Instructor. Talk to him about the Rider Training courses he is now assisting to run with Stay Upright in Sydney. See www. worldonwheels.tours.
Meanwhile, after a reorganization, the Compass team is raring to go. Here’s what they say: “No mountain is too high, no valley too deep, no storm too wild. We always make it through,” they say. “Our tours are not for everybody – they’re for the adventurers. The voyagers. The discoverers. They’re for you.
“Community is at the heart of everything we do at Compass, and our Compass community is strong. It is strong because of our diversity. When we’re out on the road, you might be riding alongside a truckie from the next town over or the CEO of a Fortune 500 company. You could be
internationally famous celebrity – but truly, none of that’s important. What’s important is that we’re in this together. Without further ado, here’s what we’ve got coming up – we’ve got a ton of news for you, so read on for snippet of what we’ve been working on.
is zero financial risk in committing now and securing your spot with a low 5% deposit. It’s important to note that if your tour is unable to run due to ongoing travel restrictions, your deposit will be refunded in full.”
The new Tour Schedule for 2022 / 2023 is up and running on the website at www. compassexpeditions. com. Here’s a short version.
New Zealand Encompassed 14 Mar – 3 Apr 2022
True North Alaska 14 Jun – 2 July 2022
Safari Africa (South Africa & Namibia)
29 Jul – 13 Aug 2022 10 – 25 May 2023
Savannah Way Australia with Simon Pavey 6 – 28 Aug 2022
Spain, Portugal & Morocco
1 – 22 Sep 2022 / 27 Sep – 18 Oct 2022 / 1 – 22 Sep 2023.
Australia Encompassed 5 – 25 Sep 2022 5 – 25 Sep 2023
Wild Patagonia (Chile & Argentina), 6 – 22 Nov 2022
Tasmania & High Country with Charley Boorman 15 – 26 Nov 2022
Patagonia Explorer (Chile & Argentina), Southbound: 2 – 21 Dec 2022 / 22 Jan – 10 Feb 2023; Northbound: 16 Feb –7 Mar 2023
Trail of the Incas (Chile, Bolivia & Peru) 12 Mar – 4 Apr 2023
Road of Bones *Major Expedition* (15 Countries), 19 May – 2 Sep 2023
Kyrgyzstan Explorer 27 June – 12 Jul 2023
Waterfalls everywhere in Iceland.
Iconic Australia, July / August 2023
Mongolian Magic 18 Jul – 2 Aug 2023
Trans Siberia Explorer (Mongolia & Russia) 8 – 24 Aug 2023
Cape Town to Cairo *Major Expedition* (11 Countries) 16 Aug – 5 Nov 2023.
“It’s finally time to choose your next adventure,” says Compass. “See you on the road!”
There’s nothing like hitting those apexes with millimetre precision, and the CFMOTO 700CL-X Sport is engineered to deliver the goods. Time after time.
10,490 $
RIDE AWAY
The ‘Sport’ moniker has real meaning, straddling both form and function. Highlights include Brembo brakes, petal discs, sticky 17-inch Maxxis rubber, a solo seat, clip-on handlebars and bar-end mirrors to create an inimitable ‘go-fast’ package. experience more together
693cc DOHC parallel-twin engine Bosch fuel-injection Ride-by-wire throttle and cruise control Sport and Economy modes Slipper clutch 41mm KYB upside-down fork, fully adjustable
KYB shock with preload and compression adjustment Brembo M50 radial-mount calipers with twin 320mm petal discs
Brembo P34 twin-piston caliper with a single 260mm disc Continental ABS braking system
Maxxis MA-ST2 tyres CL-X Sports styling 3 Year Warranty Available in Nebula White or Velocity Grey
L O N G T E R M E R S
MAKING MY 2011
SUZUKI Bandit 1250 into a bike that just about no one will be able to catch (especially those ‘Buford T. Justice’ types) on the road is what I’m doing to this already amazingly good machine.
I will say it again, the Bandit is a highly under-rated motorcycle and one that will towel up and out-tour the majority of other motorcycles on the road, in the one package. My mate, Chris has long banged on about, “Bandit this, and Bandit that” and now
that I own one and don’t just have one as a test bike I am overjoyed with the purchase – can’t you tell.
In issue #108 I gave you a report on the fabulous Pirelli Diablo Rosso IV tyres and now it’s on to the brakes. In particular I have replaced front and rear
discs with high quality NG Discs and fitted SBS Sinter EVO pads front and rear. I am yet to fit the Venhill braided lines though.
The amazing crew at Kenma have long been supporters of whatever project I’ve put forward to them to request items for test and from the beastly FZR1000 race bike to now the Bandit NG Discs sit pride of place. NG Discs are made in Spain and have been in business since 1969. They have
a reputation for producing very highquality OEM, wave and oversized brake discs. NG Discs are also used worldwide for those looking for better braking as the secret is in the proportion of the materials used, namely, a little more iron to give you better performance. There’s also that thing called technology and the latest in machinery to produce the highest level of quality available.
If you look at the photos of the standard Suzuki disc versus the NG Disc you’ll instantly notice there’s more holes for cooling, the carrier is lighter and the floating disc bobbins feature two more (10 in total). This all means that overall the disc is lighter – producing better handling and with more cooling holes and bobbins, the chance of having a straight disc years after your purchase is near
complete. To give you an example, the NG Discs on my FZR1000 race bike have been on there around five years and are as straight as the day they were taken out of the box! And, if you’ve seen anyone racing this beast you’ll know they don’t pass it in the braking area.
Fitting discs to your bike is fairly straight forward – remove the wheel,
undo the bolts, take the old discs off, pop some Loctite on the threads of the bolts, place new discs on and torque up the discs bolts to the recommended setting. Make sure you give the discs a good wipe over with some brake cleaner as you don’t want any greasy paw prints changing the disc’s performance.
Next up was fitting the SBS brake pads; I’ve used the Sinter EVO pads previously and can vouch that they are among the best (if not the best) road legal brake pads you’ll find. The Sinter EVOs give better initial bite and overall far greater stopping performance. I strongly recommend you put a set in your calipers.
The rear disc, being solid, is a direct OEM replacement. Of course there are those secret herbs and spices in the materials used to create the disc and when matched with the SBS Sinter EVO pads – amazing! On the road you will use the rear brake quite often and if you’ve never tried it, if you’re pushing a little too hard into a corner, a light amount of rear brake can help turn the bike – in other words, don’t just smash the rear lever – be smooth and progressive. As mentioned, I haven’t yet fitted the awesome Venhill braided brake lines. I used them on just about every motorcycle I’ve owned and they are fitted to my two race bikes. I will have a little report on them as soon as I bang them on and next issue I have the new gearing and chain to discus. D
N G T E R M E R S
Here comes the
by a couple of Germans?
“You are old, Father William,” the young man said,
“And your hair has become very white; and yet you incessantly ride on your bike –
Do you think, at your age, it is right?”
“When young,” Father William replied to his son, I feared it might damage the brain.
But now that I have an approved helmet to wear, Why I do it again and again.”
Apologies to Charles Lutwidge Dodgson
WHEN YOU REACH A
Certain Age you tend to try to derive some sense from your life. That often involves making up rules that nobody asked for and even fewer people will follow, although they can be fun to argue about. After a lot of thought and discussion and an approximately equal amount of my good Irish whiskey, some close friends and I have decided that a man who passes three score and ten might consider basing the contents of his garage on just three motorcycles. This is the minimum number which can, of course, be built upon if he has special interests such as a devotion to speedway outfits or Italian 50cc two-stroke racers. Of these, he should be able to have as many as he desires.
This reminds me of the bloke in Victoria who had a goodly collection of classic bikes and had agreed with ‘Er Indoors that he would not buy any
more. But when the Suzuki Katana was released, he was so smitten he had to have one. Barely had it arrived in his garage when his better half came down there, something she had not done for years. “What’s this,” she said, “a new bike?” – “This old thing?” he replied, “I’ve had this for years…”
Now I write “a man” not because I am unappreciative of the fairer sex, but because I would not presume to understand its members, and I look forward to a similar story to this one, but written by a female person with, I am sure, considerable authority.
Now, the motorcycles. One of these three basic bikes should be something from the owner’s past. It might have been that he once rode through the teeming, flooded Lachlan River on a Combat Wombat to rescue a favourite ewe; let his bike be one such. Or he may have spent many happy days wooing the (human) love of his life on
a Sloper Panther, as one of our ex-Prime Ministers did. It could even be that he just admired this particular motorcycle but could never afford it. Then again, he may have had an amazing and illegal amount of fun on a Kawasaki 750 Turbo; this has been my experience and is now my choice.
The next bike should be something that addresses a special pursuit. This could be an enduro, if he likes to hit the fire trails. It could be a GoldWing or a Road King if he and the love of his life like to spend weekends and holidays roaming the countryside with other geriatrics from the Ulysses Club. It could be a particularly hot sports bike that sees action, not on the road but on track days. For me, it is a middleweight adventure bike, a BMW F 750 GS, kitted out to take me to and through the Outback or up and down the coast when the mood strikes me.
The third bike is the everyday mount
that takes him to the pub, to his friends, just around, and specifically to the supermarket or liquor shop for shopping. This story is about building that bike, and I’ll go into more detail as I proceed.
But before I do that – you’re not bored, are you? – I have to draw a line in the old oil on the garage floor. As I grow increasingly mature I also grow tired of café racers. Especially of airhead BMWs converted to faux café racers – none of the ton-up boys who first created café racers would have considered using a BMW as a base, any more than they would have carried a manatee wearing a leather jockstrap as their pillion down to the Ace Café. The procession of elderly British iron which passes before my wearied eyes in the guise of café racers is bad enough, especially because after a while they all begin to look the same, ingenious though they may be.
After a lot of thought and discussion and an amount of my good Irish whiskey, some close friends and I have decided that a man who passes three score and ten might consider basing the contents of his garage on just three motorcycles
So: although I wanted to modify the motorcycle intended to become the everyday bike, I did not want to build a café racer because, one, the world has enough of them and, two, I had no faith in my ability to create something innovative along those lines. And after all, I am unlikely ever to race down
to the roundabout and back while a disc spins on the turntable of the café jukebox. I am rather more likely to race quite sedately down to Uncle Dan’s for a fresh bottle of Irish whiskey, or to the supermarket for quotidian provisions. What I wanted, then, was not a café racer but… something suitable for trips to the shopping centre, say a Tearoom Racer or perhaps a High Street Twin. I put the names up for a vote on ADVrider.com and the overwhelming choice was High Street Twin, but we shall see. Now, just what is one of these motorcycles going to be? What will distinguish it?
First, it must lose none of the practicality, safety and performance of the donor bike. Possibly it could improve upon them.
Second, it must retain or improve upon the comfort and convenience of same.
Third, it must have a recognisable and integrated theme while looking the duck’s guts, the cat’s pyjamas and the cod’s wallop.
Fourth, it should be fit for purpose so it must have carrying capacity for groceries and such.
The first job after deciding to go ahead with this project was the choice of bike. A British bike seemed obvious, and since for some reason the mere enunciation of the word “Norton” causes broad, hysterically tinged laughter to erupt from me, the
marque came down to Triumph. The Street Twin recreates the look of older Triumphs very nicely, without going over the top with power or price. It is also a practical motorcycle with its fork boots, relaxed riding position, ample seat and overall fuss-free design. Edward Turner would recognise this bike as the offspring of his own creations, thankfully without his mistakes.
Another reason for the selection of the Street Twin was the huge number of accessories available for the type. It is the best-selling Triumph in many markets including Australia, so a wide range of bits is just waiting for you
to order them from the web. Not as I write this, of course, when international shipping is almost at a stop (how did they manage that?) and many of the parts had to come from overseas. I got in just a little early and everything made it to the shores of the Land of Oz, ready to be fitted to our bike. The only parts you will no doubt notice missing from the list are a radiator guard and a chain oiler, but they weren’t available locally at the time. They will come.
Part of the design concept for the bike was that most of the modifications should sort of disappear on the bike. Details below, but keep in mind that
The original front guard was black, which seemed like a wasted opportunity to show off.
the combination of bright red paint and black accessories was intended to create a unified look to make the bike spark and yet remain standard-looking at the same time.
First: practicality, safety and performance
These have been addressed in a number of major and also small but effective ways. The bike now sports a headlight protector, which is one of the things I try to fit to all of my bikes. In this case, Triumph had a smart-looking item which is black and fits in with the other accessories. It came with a
The most universal and intuitive throttle lock ever made!
Made from hardened stainless steel that will last the life of your motorcycle
A “throttle Lock” can be a little misleading because this product doesn’t actually “lock” the throttle of your motorcycle. When it’s engaged it simply holds your throttle in any position you leave it in. When you want to adjust your speed, simply rotate the throttle like normal. It uses pressure and friction to prevent the throttle from rotating freely. The unit is clamped to the plastic throttle tube, between the rubber grip flange and the throttle housing. The Throttle Lock has two buttons, one to engage the unit the other to disengage the unit.
You can override the ATLAS at any time. When you have the ATLAS Throttle Lock engaged you can increase or decrease your speed by simply twisting the throttle as you ride.
The Throttle Lock comes in two configurations. A Top Kit and a Bottom Kit. Both units work exactly the same, the only difference is where it mounts on the throttle tube.
replacement headlight rim, so it and its fitment look right.
I replaced the air filter with a DNA item, and there was a definite improvement in performance. As well, the filter was really easy to install. The centre stand was probably not entirely necessary, seeing that I am going to install a Cobrra chain oiler, but it just seemed right to complete the bike. I also chose more attractive (and black) brake and clutch levers, not-exactly-barend mirrors and both rider and pillion footpegs. Apart from the styling I liked the light look and the glossy quality from TEC Bike Parts. Stuart tried a set of Chinese brake and clutch levers some time ago, and they were awful.
Crash bars are another item I like to fit to my bikes. In this case they came from SW-Motech and were quite easy to put in place. They hold mounting clamps from the same company for the Rizoma spotlights. Meanwhile the tiny blinkers from MotoGadget which meet EC standards for brightness despite their size make for a far more stylish appearance than the
standard ones. And they are bright! Once I had the centre stand, I did not really need a chain oiler but the Cobrra unit looked so tidy and convenient that I couldn’t help myself. I will be fitting it soon.
Triumph also supplied the tyre pressure sensors. It’s easy – at least when you are as scatterbrained as I can be –to forget about tyre pressures. These sensors send their signals from the tube to the instruments, where there is already a symbol that just needs to be activated. Just like the heated grips, see below.
Second: comfort and convenience
Triumph supplied the heated grips, which are the most stylish looking on the market and have an unobtrusive control that is probably the best switch design I have ever seen. No bulky switch block here.
It is unusual for me to leave the seat alone; normally that’s one of the first items I replace. In this case it is well placed and comfortable, and I’m happy to leave it alone. I have done one 800km day and my backside was still serviceable. The knee pads for the tank are possibly more for looks, but I am happy to have them there to help with the Triumph style.
A pair of Aero Barkbusters will protect the clutch and brake levers. Just about all my bikes, and the ones we have built up as projects for the magazine, have been equipped with Barkbusters. Apart from being a high-quality Australian product, they do their job with
outstanding thoroughness and protect both hands and levers. I went for the relatively new Aero style because its spareness suited the style of the bike, but I also added the translucent front guards to give the bike a bit of a racy look.
I am still discovering uses for my phone on bikes in general, and the phone cradle from Rocky Creek Designs charges it while it’s mounted on the bike. That’s about as convenient as anything can get.
How do you achieve an integrated and yet unobtrusive look? To my mind it’s a bit like the way a stage magician creates illusions. Draw attention to one thing, and the audience’s sight is distracted from others. Not that I really wanted to distract completely from all of the items of the build, but I did want the bike to present that unified look, and it is difficult to do that when you have lots of different
parts all clamouring for attention. One thing I definitely wanted the bike to be, or perhaps to remain, was a Triumph. I love the Triumph twin style with its open silhouette that lets you look right through the motorcycle, and I am pleased that the Bloor Triumphs have retained that idea. No pod air filters then, and no other additions to bulk the bike out.
While I wanted to retain that classic Triumph look, I did not want the bike to be some kind of replica, so
HIGHLIGHTS
Riding Dolomites & Austrian Alps, Adriatic coast, Julian Alps, Otocec castle, Skocjan caves, wine growing B&B's, Bovec, Bled Lake, Bohinj Lake.
the colour does not match a standard Triumph colour from any time in the past or the present. It is a brighter and more assertive Candy Red, applied in his inimitable style by Lawrence of Collideascope. The styling with the creamy white eyebrows on the tank and the stripe on the front guard, outlined with gold, are very much true to Triumph heritage and done beautifully. The tank badges are correct in their chrome finish, but the logo design is the modern Hinckley one. The bike might have rolled out of the factory (in England or Thailand) looking exactly like that. One thing I did not like was the kidney-shaped Triumph taillight. It just seemed rather random, in a way. I replaced it with a cylindrical Bolt taillight from Yamaha, and I think it suits the style of the bike much better. Likewise, the bulky footpegs and brake and clutch levers were not only the wrong colour but also really “standard” in appearance. I replaced them with much betterlooking and still functional black items from TEC Bike Parts in England. They also supplied the mirrors, which look far more in style with the bike than the original stalky ones.
Painting or ceramic coating most of the alloy parts in black, gloss or matt as appropriate, has the effect of playing down any accessories and blending them in with the overall look. I originally planned to have some of them done in the Candy Red as well, but Lawrence suggested otherwise – and he was right. The quality of the work is outstanding as usual from Collideascope. Painted black items include the gear and brake levers, injector housings, and handlebar brackets. Headers and mufflers as well as the exhaust heat shields were ceramic coated in matt black.
It is difficult to consider luggage on a motorcycle without thinking of Ventura. The kiwi gnomes at Dold Industries have been crafting outstanding luggage for as long as I can remember, and they keep improving the products. Encouraged by Australian distributor Kenma, they have even eliminated the vertical loop at the rear of the bike which used to hold the bags and have come up with a very slick, flat rack and the EVO system of bags. Various sizes of bags are available, and I have acquired three
It’s tight, it’s punchy, it looks great and handles better. Can I live up to it? I sure hope so.
over the years to choose from. The luggage rack for the tank came from Motone and is held on by suction cups. Fortunately these are transparent so they don’t look too naff. I certainly wasn’t going to drill into the tank and braze closed nuts into place. I originally considered a black rack, but decided that it would have looked plastic. The chrome matches both the petrol cap and the badges. The rack is useful for large things which are oddly shaped, and it’s easy to strap them into place. The rail which will hold the left-hand pannier away from the moving bits is also from Motone, and is simple, strong and black. That’s all I wanted.
Additional luggage space is supplied by a single pannier from SW-Motech’s Legend range, matched on the opposite side by a tool bag. These look the classic part with their Molle attachments and can be easily attached and removed. In reality they are not so much for shopping but instead for short trips, like weekends away.
Okay, time for a shot of Jameson’s or two and then to bed. Full details next month!
As our special features each issue usually display the latest and greatest of some type of motorcycling, we put the call out to the industry to inform us/you of their latest helmet ranges. Here is what they want you to know about… SW
Lightness, comfort and adaptability reach the highest technological level in the AGV AX9. Its superior modularity allows 4 different configurations, simply removing the redesigned peak and the ultrapanoramic visor. The lightweight construction of the Carbon+Aramid+Glass fibre shell provides AGV highest safety standards, while premium interiors are water resistant and extremely comfortable. Aerodynamics and ventilation reach a new standard thanks to new extractors and the new adjustable chin guard port that can direct internal air flows where the rider need.
K6
From $729
The AGV K6 combines the best characteristics of AGV’s racing helmets with all the features and comfort of their touring helmets to create a helmet defined by versatility. Now in 3 brand new colourways including a Joan Mir Replica. Constructed of a carbon and aramid fibre, the K6 is extremely light in weight, taking out the honours for the lightest full-face road helmet on the market. Aerodynamically, the K6 provides excellent stability and air penetration in any riding position, and with premium interior linings providing exceptional levels of comfort, long days in the saddle covering many kilometres highlight just how versatile this new helmet from AGV is. See Stuart’s review of the K6 in this issue.
The AGV K3 SV motorcycle helmet reaches high levels of comfort, safety and aerodynamics. It is an affordable, adaptable helmet with a surprising array of features, including an internal drop-down sun visor, impressive aerodynamic performance, efficient ventilation and an expansive field of vision. The shell is of thermoplastic construction, and the inner liner is of Dry-Comfort fabric. Available in a huge range of colours and graphics.
The world’s first Sportmodular helmet: the performance of a full-face helmet together with the comfort of a modular. Entirely built in Carbon Fibre (shell and chin), this specific structure achieves the same protection performance of MotoGP’s Pista GP R in an incredibly light weight construction, combining the highest levels of comfort and safety.
new inner liner construction that has been designed with high performance fabrics and with no stitching in sensitive areas, making for an extremely comfortable fit.
The K-5 S features a lightweight shell that is made from a carbon fiberglass mix, while stability and aerodynamic performance is maximized thanks to an incorporated spoiler. The Integrated Ventilation System (IVS) has vents that are hollowed into the shell, and there’s also an internal drop-down sun visor, a removable nose guard and a new wind protector that keeps noise to a minimum.
The N2600 full face helmet uses a custom-designed, multi-poly tech constructed shell. This helmet has twin integrated front air vents with large contact points for easy operation with a gloved hand and Twin rear exhaust vents allowing for ultimate heat dissipation. Further aiding rider comfort and safety is a Double D retention and a removable and washable comfort lining. A quick release visor comes pinlock-ready, compatible with Nitro’s anti-fog pinlock insert. A spring-loaded sun visor system and a side-mounted switch assist in ease of use.
The Nitro N2300 Uno full face motorcycle helmet is made from a custom-designed Multi-Poly Tech shell, making it lightweight and highly durable. This is ECE 22.05 standard compliant. The visor is anti-scratch treated and is Pinlock prepared. The sealable twin integrated air filtration system and exhaust vents gives the ultimate in personalised air circulation and the Micrometric buckle provides adjustability and ease of use. The ultra-comfort liner is also washable and removable.
ELDORADO - eldoradohelmets.com
Eldorado has answered the demand for an adventure-oriented helmet with the ESD E30 helmet. It combines the comfort and protection of a full-face helmet with functionality, light weight and air ventilation features that are typical of off-road helmets. The E30 features an integrated sun visor and interchangeable clear visor which allows for three possible configurations of removed top peak, removed visor and visor + peak attached. Cosy sweat-wicking interior, 4 inlet vents and 2 large outlet vents means the rider can keep cool. Approved for use in Australia under ECE-R 22.05 standard, this helmet is the perfect combination of style and safety.
The Krios Karbon provides a premium experience through High Performance lightweight hand laid carbonfibre construction, four ride mode versatility, aerodynamic superiority, unrivalled comfort and is supplied with a clear and tinted visor with Pinlock. Klim Krios helmets meet ECE and DOT standards and are the pinnacle of ADV helmets.
NXR2 – From $799.90
The new NXR2 is an evolved design of the original NXR, with more functionality and performance over its predecessor. Features include wind tunnel-tested and refined aerodynamics and ventilation performance, compact, aerodynamic shell shape with integrated spoiler, ECE 22.06 certified, all-new shield and base plate system for optimized visibility and performance, noisereduction technology reduces unwanted wind and road noise, loads of vents and the usual high quality you’ve come to expect from the Shoei range. Stuart has one on test – see his review soon.
Quantic – From $999.95
High Speed Comfort for the long haul. Arai Quantic is now available across Australia. Sitting between the Profile-V and RX-7V the Quantic marks a brand-new generation of sophisticated design from Arai and occupies fresh ground. Aimed at the enthusiastic, sports-touring long-distance rider with its high-specification interior, full, flexible ventilation and stable aerodynamic performance it offers highspeed comfort for the long haul.
And in an exclusive for Australian riders, the Arai Pro Shade system valued at $129 comes free with the new Quantic helmet.
Schuberth C4 Pro Carbon - $1315
The new Schuberth C4 Pro Carbon model the top-of the range helmet. The Schuberth C4 Pro Carbon has a very distinctive large checker-board style carbon-fibre weave. Revealed through the excellently-applied and well finished graphics, it looks great.
The C4 Pro and C4 Pro Carbon both come with an antenna, speakers and microphone ready fitted for a Sena-made intercom module. Fitting the intercom is easy – just plug in the battery and control module, and it’s ready to use.
The perfect partner for riding with and without a visor: The M1 PRO is the right accessory for every hip bike – whether cruiser, tourer, naked or big-wheeler. Optimised head ventilation intake, new interior design and great wearing comfort make this one of the most comfortable jet helmets on the market. And of course compatible with seamless SC1M Bluetooth communication system. Thanks to our innovative head ventilation intake, your head is well ventilated inside the helmet even on longer trips. Ventilation channels are already integrated in the helmet shell so that particularly high air circulation is achieved. Exceptional drive comfort thanks to outstanding ventilation. In addition, the helmet has noticeable aerodynamics: directional stability, no uplift and no buffeting – thanks to the shape developed in the wind tunnel.
The comfort of a flip-up helmet, the look & feel of a modern adventure helmet, the safety of a Schuberth helmet! For the modern adventurer who wants everything: top performance in safety, flexibility and protection. Uncompromisingly flexible for your next adventure. Discover the world with the E1 in your daily life, going off road and on touring trips.
The Schuberth S2 arrives after years of extensive engineering. The ultra-quiet S2 spent hundreds of hours in Schuberth’s aero-acoustic wind tunnel to ensure optimum aerodynamics with reduced drag and lift for the quietest possible performance. Schuberth’s industry-leading triple-matrix shell allows the Schuberth S2 to be significantly lighter while still providing outstanding ventilation and comfort.
New modular helmet from the German manufacturer. Shell material is mix of fiberglass and carbon. The mixture of fiberglass and carbon fibers not only makes the helmet very strong, but also keeps it very light. The C5 represents the new era of flip up helmets and the result of 20,000 engineering hours, of 2000 tested helmets in Schuberth environmental and wind test lab, and more than 400 hours of real world test rides on German roads. C5 is the first Schuberth helmet that has been tested according to the new strict ECE22-06. This helmet therefore meets all the strict requirements that will apply in 2023.
THIS IS THE FINAL part of my interviews with Alex and Chris Pickett. Alex went it alone for the TT and scored a ride in the Classic TT. Here’s how it went down…
2016 proved to be possibly the most challenging and the most rewarding year in Alex’s TT journey. A couple of big lows and one pretty big high.
Alex: “After the 2015 debacle I didn’t know what I wanted to do really. I had some unfinished business, but seeing I didn’t finish one race in 2015, there were hardly any teams beating my door down. I wasn’t happy at work though, so when some friends offered me a place to live in the UK I quit my
job and headed over in late 2015 with a plan to do the TT in 2016.
“I was living in rural Shropshire but had no money to speak of, and despite my trade qualifications could only get a job in a nursery for about $15 an hour. At least I was getting fit though, riding my pushbike to work, running, training and eating well.”
Chris: “I think Alex wanted a change of scenery and wanted to prove what he was capable of. We knew he wanted to do the TT again but at that stage didn’t have the means to do so, and neither did we.
“He was training hard, lost a heap of weight and looked fit. He had a block of land here which he wanted to sell, and
he planned to stay in the UK long term. He had a five-year visa which could be turned into permanent residency due to family ties in the UK.”
Alex: “I got my patents to sell everything I had, including my 1970 Dodge Dart, something I wished I hadn’t sold now, this allowed me some financial breathing space and the purchase of a competitive bike.
“That bike turned out to be the Kawasaki ZX6R ASBK Supersport machine of Luke Burgess. Kawasaki’s Glen Willing had built the engine and it had lots of goodies, including Mupo suspension. We got it at a good price, and dad shipped it over to the UK for me.”
Chris: “It didn’t need any race preparation, other than extra lock wiring required for the TT rules, and increasing the fuel tank capacity. I’d read somewhere that you could blow the tank a bit with compressed air and cut out the inside of the filler neck so fuel could go all the way to the top. Brad Woodhouse from B & C Motorcycles in Newcastle and I tried that with the tank off the bike. It blew out alright but wouldn’t fit back on the bike. A bit of judicious panel work here and there got the tank bolted back on to the bike, and we tried again. Doing this we got the capacity from 17 to 21 litres.
“I crated the bike up, with riding gear, spares and a pushbike and off she went to the UK. A couple of months later I got a distraught phone call from Alex saying they wouldn’t release the bike to him. I had applied for the bike to be used as a race bike in the UK but that it would be shipped back to Australia afterwards. In other words I wasn’t trying to import the bike into the UK permanently. I’m
not sure what went wrong or if we got stiffed somehow but I ended up paying another three or four grand just for them to release the bike to Alex. My credit card was smoking.”
Alex at last had a bike he could practise on in readiness for the 2016 TT
Alex: “I only had to do a couple of minor things to the bike, like a tail light, and a brake guard, things needed to pass scrutineering in the UK. I then did some No Limits racing which was good fun, and something I needed to get my races up for a TT Mountain Course Licence. No Limits in the UK is like St George club racing in Australia but it’s amazing how much money is there. I turned up with a half worn out Transit van, a caravan with an awning, thinking I’d be IT, but there were semi trailer’s with transporters by the dozen so I was just a wannabe in the paddock. I did alright though and gelled pretty quickly with the ZX6R.
“I also got to race a CF Moto Supertwin in Northern Ireland on one of the street circuits, which was a big eye opener. I did pretty well there too, dodging hedges, cow pats and other bikes. My girlfriend, now wife, Tayla had come over and we stayed with friends in Northern Ireland, toured around the place and even went to Joey’s Bar in Balleymoney. Now that was cool.”
Chris: “Before we knew it my wife and I were on the plane to the Isle of Man. Alex had a good privateer set up, helped by our friends he’d been living in the UK with. Gaz and Jenny Cranage treated Alex like a son and their organisation really helped him prepare. Our Scottish mate Rob Wilson came over to help with the mechanics and we even had a suspension guy helping. All for free. It was great.”
Alex: “Practise week went awesome. It was the driest TT in years and I had no issues doing my six laps for
qualifying. In fact, I think I did about 10 and we decided to sit out the last nights practise session to help save the engine as we didn’t have a spare. Handling was pretty good on the bike and everything was going well. There was a bit of a clash of personalities in the team at times, but it was a bit of a pressure cooker environment.”
Chris: “There were probably too many cooks in the kitchen in the team but we all worked it out with minimum fuss really. By the time the first Supersport race came up everything seemed okay, but in hindsight I think Alex was trying to keep too many people happy, with a number of people wanting his time. His start number was 66 but he qualified in the high 30s on the start line from memory. The four laps went without any major incident and he finished 31st with an overall race speed, including pit stop, of 115.277mph.”
Alex: “Even though I was happy with the handling of the bike during
practise week, in the race I wasn’t that comfortable with it. I can’t tell you what went wrong, the settings were the same, but even my mate Dominic Herbertson said the bike was all over the place when he went past me. I had qualified in front of him and I was holding him up on the road, which normally would not have been the case, all things being equal.”
But things were about to get a whole lot worse on a personal level for a number of people including Alex
Alex: “I had become quite friendly with Dwight Beare from Melbourne. Dwight was a sidecar racer and had moved to the IOM to chase his dream of TT glory. We hit it off, he was great fun to go out with and was just a real nice bloke. He was killed in the first Sidecar TT in 2016 and it shook me to my core really. It all went to shit in about a two hour window. Dad and I were talking to Paul Shoesmith, my team boss from the year before, just as he was about to head out for a practise lap. He’d just done the Superbike TT and wanted to sort out his Superstock bike in a special one lap practice session they were running after the Sidecar TT. We didn’t know at that stage that Dwight had passed away as no information had been released. Within 20
minutes later, Paul was dead too. He had a similar issue with a blown out front tyre, like I had the year before, and only about 500 metres before my incident. Unfortunately, he didn’t survive it. So, I lost two good friends within a couple of hours of each other.”
Chris: “That really hit Alex hard. He was ready to pack it in and go home. It was his decision of course, no one can make you do it. In the end he decided to continue but you could see he wasn’t the same.
“He lined up for the second Supersport race but came in after the first lap, complaining of very poor
handling and deciding to pull the pin. I will always believe his heart wasn’t in it that day. His mind was elsewhere and it was dangerous for him to continue. He did the right thing by retiring from that race.
race.
Alex: “I can’t really tell you what went wrong in the second race. The bike felt terrible but nothing had really changed. I actually asked myself during that one lap, ‘what am I doing here?’. I didn’t want to be out there so I pulled in.”
I didn’t want to be out there so I
2016 and the Mountain Course finished Alex
2016 and the Mountain Course weren’t finished with Alex though. He had already agreed to ride for TC Racing again, this time in the Classic TT on the team’s Kawasaki ZXR750.
Alex: “I thought long and hard about actually doing the Classic TT but decided to. I spent some time staying with friends on the IOM and helped get the bike ready. Mum and Dad weren’t going to come over to the Classic TT seeing they had spent a month in the UK a few months earlier. At the last minute though, dad jumped on a plane and flew over which was a great relief for me. He had only missed a handful of my races ever since I started so it was very important
for me, for him to be there.”
Chris: “My wife didn’t want me to go, we’d already spent a bomb earlier in the year but how could I not go. My credit card was smoking again but I was going and that was that. You (Stuart) were coming over as well, but your funds dried up with a speeding ticket, didn’t they!
“My wife understood. There was less stress on me with the Classic TT because I wasn’t working on the bike, just enjoying the sunshine and the atmosphere. Of course, I was stressed whenever Alex was on the bike.”
Alex: “Practise week went great, the bike felt great, and I was in the top 10 every time I went out. We had a small issue with the standard hydraulic cam chain tensioner which threatened to derail us but John Taubman built a fantastic engine and had it sorted.
“I was given number 41 which was a bit of a slap in the face I thought. There were most of the top TT runners at the Classic TT, riding all sorts of machines. Michael Dunlop was on a Suzuki XR69 ‘Replica’ with a GSX-R1100/Bandit 1200 engine. Dean Harrison and Horst Saiger were on ZXR750s like me, but the lineup of bikes was pretty special, and so were the riders.”
Chris: “There were plenty of slower riders in front of Alex on the start line, which we knew would prove to be a problem for him as they would no doubt hold him up. One of the riders who qualified behind Alex got permission to start further up the field, as he should of, but when the team asked the same for Alex they were denied. So, in effect you had about 25 riders slower than Alex who were allowed to start in front of him. Everyone was pissed off but that’s life I guess.”
Alex: “There were a few classes in the Classic Superbike TT. I was in P2 which meant I was a privateer racing a 750cc production-based machine. I was the fastest qualifier in the class but I was also faster than plenty of other bigger capacity bikes. I started 41st on the road, as per my number, and I blasted through lots of bikes in front of me. Some would
“There were plenty of slower riders in front of Alex on the start line, which we knew would prove to be a problem for him as they would no doubt hold him up. In effect you had about 25 riders slower than Alex who were allowed to start in front of him. Everyone was pissed off but that’s life I guess.”
hold me up, some not so much, but when I came into the pits for fuel I was sitting in around 15th spot. The bike was running great but as always, the gears were sometimes hard to select. On the last lap I just went for it, basically throwing caution to the wind, even through Ballegary corner where I held it flat in top and the bike threatened to throw me into the scenery but I stayed on. I knew I would have finished in a good spot but when I rode up the slip road after I finished, Paul Phillips, the boss of the TT, guided me into the winners enclosure with a big smile on his face. Paul was always very good to me and my dad and it was nice to see him happy with my result. It was a good result for him seeing he had paid the team for my ride. I later learned that Mick Charnock from TC Racing had told Paul I would win the P2 class when they were negotiating the deal. Well, I did and everyone was happy.”
Chris: “It was a bit of an anti-climax to be honest. It had been a hard slog along the way. Alex finished 11th outright but first in his class. After the race there were some rumblings about illegal bikes. Four bikes were found to be oversize and were excluded from the results. They were all big name riders too. This pushed Alex up to 7th outright in the standings but it never altered his first in class result. To see him up on the podium with TT greats was very special.
“I later bought the Classic TT DVD which never once showed Alex or even mentioned him. Typically, the film makers concentrate on the top four or five riders. They even deleted the podium shot because two of the four riders on the podium were disqualified. That really pissed me off.”
Alex: “I decided that would be me and the TT done and dusted after the Classic TT. It had dominated much of my life for five years but I knew the realities of the danger. It holds a special place in my heart, as do the Bronze and Silver trophies from the TT but life moves on. I would love one day to take my two boys over to the TT to show them what their dad used to do. I’d love to go back and help someone as a mechanic but I can never see myself riding the TT again. Not enough money and too many responsibilities… but you never say never…” D
WORDS/PHOTOS - DAMIEN HARVEY
Self-guide yourself around ROMANIA
Peles Castle – King Carol’s “Weekender” outside Bucharest
DINNER AND were talking travel over a glass of red. My wife expressed a desire to see some of Eastern Europe. I said I’d be up for that … so long as we could do it on two wheels – EACH (we both ride BMW 700GS bikes)! And she said “OK, let’s do it”. So, in September 2018, we did.
We gave ourselves three weeks for a self-guided tour. Romania got the gig, because: 1) Transylvania 2) Dracula – Romania’s most famous citizen! 3) The Transfagarasan and Transalpina Passes. We mapped out our tour, including a short side trip to Hungary and Slovakia. We took our own TomTom GPS with our routes loaded - the road signs don’t have English subtitles! Great for getting into and out of the capital Bucharest and other cities.
Romania today has a population of 20 million and is a member of the
EU. The country is defined by its recent history. Romania became a Communist Warsaw Pact country (Romanian Peoples’ Republic), after WW2. In 1965 dictator Nicolae Ceausescu took control of an already impoverished country and added his brutal touch. In 1989, the population rebelled –Ceausescu was executed. A democracy has prevailed since.
modern. However, regional and rural Romania is quite rustic and much poorer. Communist era buildings and apartments are common in many of the towns. Strangely, the population holds a nostalgic soft spot for the old monarchy of the 1800s, specifically, King Carol I. His summer residence, Peles Castle, is a two-hour drive from Bucharest and is an absolute picture and a magnet for local tourists! It’s a
Romania does not enjoy the social security and support structure we have in Oz. This means that people continue working well into their senior years. We saw evidence of this on numerous occasions – older folk working in the fields, using implements that, here, you would find only in museums.
About the only thing people know of Romania is it’s the home of diminutive gymnast Nadia Comaneci. This was a “plus” for us – no hordes of people to deal with – just locals. Accommodation was easy to find. We would ride into the middle of the town, park, and walk to find a pension/B&B. Out of the main towns, a room with breakfast cost AUD $40 to $70 a night.
The Bikes and Gear
Typically, as we travelled through villages we would pass by the front/ back yards of houses and see the pigs, chooks, fruit trees and vegies all in there together! Villages are small and in close proximity. We were amazed at the fully laden apple trees (and often, plum trees) on the roadsides too. And yes, we did stop and pick fruit for afternoon tea.
Bike hire started and finished in Bucharest. We hired two BMW F650GS twins with SHAD side cases and top box. They were in good condition and included all necessary insurance and paperwork for our border crossings. Were we taking a risk hiring motorbikes located in Eastern Europe, and parting with our money online months before pick-up? Yes! Were we concerned when Google
Street view showed the hire address as an apartment building in a Bucharest suburb? Yes! Were we concerned when the taxi dropped us at the darkened basement of that same apartment building when we picked up the bikes? Yes! But it all worked out. Our GPS did an excellent job taking us out of the city for our first night in the foothills of the Carpathian Mountains, ready for the Transfagarasan Pass the next day. And where did we stay? Pension Dracula of course!
Our Route
Average speeds for our trip were slow by Aussie standards. The Michelin route planning tool based its average travel times at around 65km/h. This compelled us to take a more leisurely approach to our itinerary. Broadly, our route was: Bucharest – Sibiu (via the Transfagarasan Pass) – Varsand (Hungarian Border) – Kecskemet (Hungary) – Lake Balaton (Hungary) – Banska Bystrica (Slovakia) –Moldovita and Sucevita (Romania –painted monasteries) – south to Lake Bicaz & Bicaz Gorge – Sighisoara –Brasov (Bran Castle, Rasnov Fortress) – Peles Castle – Bucharest.
Roads and Alcohol
Road conditions vary greatly. Good, surfaced roads in the hills, and average elsewhere. Speed limits? Pfft! Whatever you can get away with! For example, in the town of Hunedoara, riding to Corvin Castle, the speed limit was 50km/h. Cars were passing us at 100km/h! The stand-out roads are of course the Transfagarasan and Transalpina Passes over the Carpathians (routes 7C and 67C). Ford used the Transfagarasan a few years ago in its promotional video for the introduction of the modernday Mustang. We recommend riding these passes only in fine weather – if it’s cloudy you’ll miss the spectacular scenery. Avoid weekends – you’ll be swamped with hundreds of locals sightseeing. They love their mountain passes and say the Transfagarasan was one of the few good things Ceausescu did for the country! At the pass summit, we had to dodge people and car drivers looking at the scenery and not the road. Also, the summit is THE place to buy cheeses, salamis, garlic and so on! And beers! Romania has a zero-blood alcohol limit for drivers. But you wouldn’t know it: We often saw home brew and plum schnapps for sale on the side of the road. Even roadside beer on tap up in the hills!
Bicaz Gorge is very narrow
Transylvania and Count Dracula
“Transylvania” conjures up mountains, castles, spooky moonlit nights … and vampires. Writer Bram Stoker created his famous story of Count Dracula in 1897 based on a chance sighting of the word Dracula in his local library. Thinking it meant devil in Romanian, he wove an imaginative story around the idea of a vampire, based on Transylvanian folklore. In legend, Dracula lived in Bran Castle, located 30kms southwest of Brasov. An entire tourist industry has grown around this myth. Nevertheless, it is
a “must see”! A superb looking castle built in 1377, complete with turrets, located on a rocky outcrop 60 metres (200 feet) above a narrow passage between the provinces of Transylvania and Wallachia. A strategic location for earning taxes – people had to pay to pass through the gap overseen by the castle. Myth has it that Vlad Tepes, ruler of Wallachia, lived here. He is more famously known as Vlad the Impaler. To show he meant business as a ruler he impaled his enemies on iron stakes – while they were still alive, and left them to endure horrible pain while they slowly slid down the length of the spike! Who wouldn’t pay their taxes on time!
If you do ever go to Romania, the two other castles we recommend visiting are: 1) Rasnov Fortress – just 22kms from Brasov. You can visit on your way to or from Bran Castle if
staying in Brasov. Situated atop a hill, it’s quite a sight as you approach along the flat rural countryside. Take the cable car to the top. 2) Corvin Castlea stunning Transylvanian castle built in
the 1400s. What makes it special? It has its very own Bear Pit, which was used to dispose of enemies and prisoners.
Saints – The Painted Monasteries
Situated in northern Romania are the UNESCO World Heritage listed Eastern Orthodox churches known as the Painted Monasteries. They were erected in the Middle Ages when the area was threatened by Turkish invaders. Biblical stories of the Saints were colourfully painted on the outside walls of the monasteries so that the congregation, who were mostly illiterate peasants, could better understand them.
To protect the paintings, the church roofs have extended eaves, making the structures look like they are wearing brimmed hats. These were so worth visiting! The ‘popular’ monasteries are Moldovita, Voronet (known for its azure blue frescoes), Humor,
and Sucevita. We visited Voronet and Sucevita. For us, the latter was the best of the monasteries – vivid artwork on the walls, and very few tourists because it is furthest from the other monasteries.
The decades spent under communist rule, then under the heavy and sadistic thumb of dictator Nicolae Ceausescu resulted in people becoming very poor and going to extremes to earn a living. We saw this manifested on our travels. Numerous times we would see a nicely dressed female standing in a parking bay or bus stop. Always alone. We both remarked on it. Then we realized (doh!) that these ladies were available by the hour. Prostitution is clearly still an accepted part of everyday life across the country.
scene and were set upon for money for the privilege! It was worth the $5 though!
Gypsies are often called Romani in Europe. Contrary to common belief, they did not emanate from Romania, but from the northwestern regions of India, and spread across Europe over several hundred years, either of their own volition, or as slaves. They are a common sight in Romania, usually riding along on a horse and cart with all their belongings in the back. We stopped to take a photo of such a
Romania is not a gastronomic destination. Food choices are typically meat based. Pork and chicken are common, reflective of local farming practices. Salads like we have them don’t really exist. Coffee is excellent –everywhere. And its espresso, unless it’s a hip city cafe. We found asking for a double espresso with “crema” (the little tubs of half milk half cream) was a sure thing. An evening meal with wine or beer was around $20 to
$60. A coffee around $2. A beer around $2. Beer: Oh, the beer! We usually asked for the local beer and found it excellent! As well, there are imports from Hungary, Slovakia and Croatia. Finally, a word on smoking. We dislike smoke around us when we are eating. Romania has banned smoking indoors. But it is still allowed at outdoor tables. And don’t they know how to smoke … a LOT! We stopped at a café one morning for coffee. The four people at the table next to us completely filled an ashtray with butts in the hour we were there. So, were we satisfied with our choice of holiday destination? Absolutely! Romania is not a large country; daily distances varied between 122kms and 316 kms with an average of 210kms. However, we found Romania crammed a lot into a small space. Dracula, moody castles, saintly monasteries, unsaintly women, gypsies, and very friendly locals. It really was a surprise package. D
SW-MOTECH TRITON 20L GREY BACKPACK
Supplied by our friends at Motorrad Garage
Valued at $153, the Triton backpack is robust, multifunctional and of course waterproof, with 20 litres of storage space. Made from Polyester, it guarantees wear resistance, elasticity and protection from all-weather conditions. The padded harness system and waist strap are adjustable, which ensures excellent carrying comfort.
*Tried and tested by us for over two years and still going strong*
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AGV K6 ‘Joan’ - $799; Iridium gold visor - $169
I was in need of a new road helmet and had been checking out the AGV range for a while now. I settled on the K6 as a helmet that could be used for all manner of duties. I picked the ‘Joan’ which is styled similar to MotoGP rider, Joan Mir’s helmet, not that I chose it for that reason. I also opted for a gold iridium visor instead of a dark tint, just because.
When the helmet arrived, I was pleasantly surprised at how light it is. AGV claims 1220 grams for the small shell size, so the Large that I take could be maybe 50 grams more? It certainly does not feel anything like the claimed weight – more like a helmet of 1100 grams!
Fitment is good and the forehead area of the helmet does sit a little lower than some other helmets I’ve had in the past – (this could be excellent if I loan the helmet to Boris and he decides to headbutt a car – he won’t be hurt).
What this means for me, is that in a crouched race position vision is a little less. No problems, I will be using the K6 for road use as I did try it on the Yamaha R7 at Sydney Motorsport Park and found the vision at the top isn’t enough for what I want.You might find it otherwise as heads vary and helmets can fit/sit differently. On the road vision downwards and to the sides is excellent and on naked style bikes you don’t have to dip your head as much to read the instruments.
Comfort is excellent, firstly thanks to the light weight, and the interior is supportive yet plush. Now, with most helmets that are light in weight it means they will be noisy, but this isn’t the case here. Another bonus/pleasant surprise! In fact, for a helmet that is claimed to be
a sport-ish helmet the K6 is far quieter than many touring specific helmets I’ve had in the past.
In saying the K6 is a sporty helmet you can get AGV’s ARK communication system and the visor comes with the fabulous Pinlock fog insert.
The visor is one of the best parts of the K6. I love to have the visor ‘cracked’ during a lot of riding conditions on the road and the K6 is probably the only helmet I’ve had that actually means the visor is locked (in its first position), rather than being ‘open’ and not secured. The micro mechanism also means it can be put into a variety of open positions. To fully close the visor, click it down onto the second click.
The technical details for the K6 include: a premium carbon-aramid fibre shell and
five EPS densities, profile of the helmet is designed to minimize the chances of impact with the collarbone (a common injury for many riders), 48% higher protection than is required by legislation, the lightest helmet ever in its category, external liner made of wear-proof, waterproof fabric that keeps water out even during the heaviest rainfall. The interior liner is made of a breathable fabric that absorbs sweat, fast; five frontal air vents, two rear vents; double-D ring retention; removable and washable interior -- and it’s so aerodynamic and stable at speeds that it will make you famous (in the wrong ways).
Available in sizes XS-2XL and many colours, the AGV K6 is a helmet you just need to get out and try on at your local bike shop. The lightness alone will get your wallet out of your pocket.View the entire AGV range at agvhelmets.com.au SW
TCX Street 3 WP boots$229.95
I’ve had many types of motorcycle boots over the years and to say the TCX Street 3 are the most comfortable boots I’ve ever had is a big claim, but they simply are.
The Street 3 WP (Waterproof) are casual styled boots and are fitted with D3O inserts, which is what make them so comfortable. Oh! And you get awesome protection from the D3O too!
Made from full grain leather with a nubuck finish the Street 3 WP also features a midsole with ZPLATE shank, to optimize front flexibility and transverse rigidity, reinforcements on malleolus with D3O inserts, reinforcements on toe and heel, T-Dry waterproof membrane, closure with laces, elastic band to store the laces, OrthoLite footbed with long term cushioning and high levels of breathability and a wear-resistant rubber Groundtrax
outsole, designed to offer superior stability.
It’s quite interesting to note that many riders I’ve heard from don’t like boots with laces while riding – I’ve never had a problem, but the great feature with the Street 3 is they have an elastic band to secure the laces from flapping around or posing any sort of inconvenience.
Getting the boots on is a little more
‘fun’ than any other ‘casual’ styled motorcycle boot I’ve had, maybe I’m not loosening the laces enough!
Comfort is excellent (as mentioned) and unlike just about all other motorcycle boots, I can walk around in the Street 3 all-day long and can even wear them as non-motorcycle shoes.
Sizing is generous as with all TCX boots I’ve had in the past. I normally take a 49 Euro in most brands, but am a 48 in the TCX range. Sizes range from 5-13 US – 39-48 Euro, with the Street 3 WP available in the colour you see here – black with an off-white sole. See your local bike shop or jump onto tcxboots.com.au
SW
For adventure riding I love a motocross type glove, but this offers little to no protection, especially on the bitumen. Steve at Adventure Moto walked me through a couple of pairs of Klim gloves and I chose the Dakar Pro – they feel very much like a motocross glove yet offer good protection – perfect!
Comfortable and dextrous with a goat leather and stretch woven construction there’s perforation, protection, visor wiper, touch screen functionality and a leather,Velcro closure.
Basically an adventure glove that offers decent airflow for almost year round riding with comfort and protection –what more could you ask for? Maybe waterproofing? It would make the glove hotter to wear. Check out the Dakar Pro and others at Adventure Moto - give them a call on 02 9651 3355 or jump onto adventuremoto.com.au.
SW
Merlin Cambrian jacket$499.95
Style no matter where I am is the name of the game for the Merlin Cambrian, and this is exactly what I wanted when I chose the Cambrian – a luxurious and uber stylish jacket that can be worn on or off the bike, and, of course, be stylish on a wide range of motorcycles that I get photographed on.
The Cambrian is made from premium 1.0 – 1.1mm waxed cowhide leather construction, featuring D30 LP1 CE Level 1 shoulder and elbow armour pre-fitted, a back pocket is ready to fit D30 Viper back armour, perforated leather panels with highly breathable mesh lining let a decent amount of air flow through the jacket, premium YKK zippers are used throughout, there’s two zippered ‘hand’ pockets plus two zippered chest vents, one internal pocket, a studded leather patch covers the bottom of the zip to minimise the possibility of any
scratches to the tank and the wrist closure is via a zip and stud, cross stitch quilted shoulder and arm panels look super and the Cambrian is manufactured to meet or exceed CE Safety Standard EN17092 – AA Rated.
I will admit straight up that I removed
the D3O armour. Not for any other reason than I didn’t want the bulk of a motorcycle jacket if I am wearing it casually.Yes, taking the armour out defeats the purpose of having that lovely D3O protection if I do happen to crash, but each to their own I guess and I will suffer and curse if this happens.
Sizing is generous and where I would take a 4XL in most brands, I am a 3XL for this jacket. The leather is exquisitely soft and is taking quite a few wears to ‘break-in’. This is no doubt due to the high-quality thicker leather in some areas and the construction of the jacket – I cannot wait for it to ‘break-in’ and be my goto jacket for a majority of the year’s riding weather.
The Merlin Cambrian is available in sizes S-4XL and is very well priced.You could charge $799.95 and still not think it’s overpriced! Get to your local bike shop to drool over the Merlin range or visit merlinbikegear.com.au
Klim Badlands Pro Gore-Tex jacket - $1695 and Badlands Pro Gore-Tex pants - $1195
If you want the best when it comes to adventure gear, Klim is the brand you need to be looking at. I had a Klim adventure jacket and pants around ten years ago and they are still going strong with a mate who grabbed them off me – that’s the quality you can expect when you shell out the big bucks and the shell out the big bucks is exactly what I did… I am quite particular about having top level gear for adventure riding as most of the time I’m out in the bush by myself and if I happen to crash I want to minimise the possibility of being stranded in the bush with an injury. I headed off to Adventure Moto in Dural NSW and met up with owner, Steve Smith. I’ve known Steve for many years and watched his
business grow enormously over the years. He does things right when it comes to adventure riding and products and he and his team really know their products. Steve asked me what I wanted from adventure gear and he instantly put me onto the Badlands Pro jacket and pants. Sizing is very generous so I highly recommend getting in store to try on what you want, or Steve and his team can discuss sizing over the phone if you’re not able to get to the store. For example, I took an XL jacket and 38 Tall pant, where I’m normally a 2XL t-shirt and 40 jean. Oh? Yes, you might have just read, “Tall”; you can get the Klim pants range to suit a variety of leg lengths – awesome!
Gore-Tex pants…
Again, three-layer Gore-Tex for guaranteed waterproofness, variable density Superfabric on the knees and 500D Karbonite panels on high impact areas. Pre-curved knees give a great fit on the bike and for adjustability there’s adjusters behind the knees and on the waist.
The Badlands Pro Gore-Tex jacket has more features than you could imagine possible, starting from the outside there’s three-layer Gore-Tex, yes, three layers of
Gore-Tex to keep you dry! In fact, Klim guarantee you will stay dry. The outer shell features variable density Superfabric the shoulders, elbows and forearm and 500 Denier Karbonite Ripstop material is featured throughout on high impact areas. Jackets with this much protection in the past would be very stiff, however the Badlands Pro has an active mobility fit and is very comfortable and easy to move around in. High quality YKK Vislon water resistant zips keep any water out and for adjustability there’s Velcro wrist closures, waist pull cords, forearm adjusters and Velcro neck and pull cord closures. The other feature I really love is the neck closure can be hooked open for hotter weather. Numerous zippered vents (12 in fact!) are located everywhere, as are pockets!
Now to the inside! D3O Aero Pro armour is fitted to the shoulders, elbows and Viper Pro CE Level 2 back piece makes you feel safe. Spacer mesh chest protectors are fitted and comfortable, also, armour pockets are adjustable for the perfect fit. The other awesome piece of protection/comfort built into the jacket is the kidney belt. It can be removed but with the support it gives you’d be mad to take it out. Two sizes of hydration packs can be fitted inside the jacket, however I didn’t opt for them as I already have my Klim Nac Pak.
I’m sure I’ve missed some of the features the Badlands Pro jacket has but let me just say you won’t find anything better unless you spend more money in the Klim range.
Now let’s get onto the Badlands Pro
Armour is also D3O Aero Pro, located in the knees and hips. An XRO tailbone pad is also fitted. The knee and hip armour are adjustable, however I took out the hip and tailbone pieces out as I wasn’t 100% comfy while sitting down. Heat resistant leather is located on the inside of the legs for grip and protection, especially while standing on the pegs. Two large zippered vents are on the front with two rear zippered vents. Two large zippered pockets will hold more than a packed lunch!
If you prefer to wear knee braces versus just having knee armour the great thing about Klim pants is they’re large enough to accommodate them, whereas many ‘adventure’ pants are not.
Both the Klim Badlands Pro Gore-Tex jacket and pants are available in a number of colours and a wide variety of sizes. Get to Adventure Moto to see the range, give them a call on 02 9651 3355 or jump onto adventuremoto.com.au
SW D
WE LOVE TO HEAR FROM YOU, the letters are among the most keenly read parts of the magazine. Please try and keep letters down to no more than 300 words. We do reserve the right to cut them and, you do need to provide a name and at least your state, if not, town or suburb. Please address letters to contactus@ausmotorcyclist.com.au or Australian Motorcyclist Magazine, 17 Weeroona Place, Rouse Hill NSW 2155. All opinions published here are those of the writers and we do not vouch for their accuracy or even their sanity.
LENDING A HELPING
HAND no matter what you ride is great to hear about and Chris has experienced exactly that. Great stuff to the man named, John, and hopefully he reads AMM! Don’t know about you, Chris, but I reckon the Motul Chain Pack should go to John? For all your oil and lubricant needs, check out motul.com.au . SW HELP
Hello, Sending this to say thanks much to a good samaritan Suzuki V-Strom (I think) rider named John.
It was Sunday morning 19/12/21, about 2km south of a little town called Rhynie (Horrocks Hwy, heading back to Adelaide from Clare area), when John rode along and saw my Spyder on the side of the road, and me walking north back to Rhynie.
A little while earlier, the Spyder belt drive, drive cog had shredded all its inner teeth on the gearbox output shaft, so Spyder wasn’t going anywhere.
John then offered a lift to Rhynie, which I accepted. Couldn’t even shout him a drink, as the pub in Rhynie is shut and for sale. Town has a working public phone, which fortunately I didn’t need.
All the best to ya, John, and thanks. Chris Hills.
Phil, Kyogle
Hi Chris, Great stuff. Here we’ve printed this in the letters page and hopefully ‘John’ reads it and gets in touch!
Cheers, Stuart.
It is a lovely heavy book with a hardcover and beautiful photos inside with the stories to go with them.
The book arrived within a week of me ordering it, which was amazing during this Christmas rush. The book was unfortunately slightly damaged and I contacted the website to see if could return it.
I was amazed when Colin himself answered my email within half an hour and organised to send me a new copy to replace the one that had been damaged.
I couldn’t recommend the book or the author more highly than what I have.
After 1st contact with RAA, mobile went flat, and had to ring them again as I was too busy hearing and smelling the cog cook to notice I had gone through Rhynie and was only 2km south.
John rode back from the Spyder to me, I explained what was going on, and he kindly loaned me his phone.
He, via his phone, was able to tell me exactly where I was. I rang RAA, gave location, and a rep from Clare was organised.
Hi Stuart,
Just a quick note to say how much I enjoy the magazine and to commend one of your regular contributors Colin Whelan.
I recently purchased his latest book ‘Drinking in the Rivers, Vol 1, the Murray and Edward.’, which I had seen excerpts from in your magazine.
Thank you, to you and your associates for a great read and a safe Xmas and New Year to all.
Mat Reeves
Hi Mat, That’s great news. Enjoy the book and have a great Xmas and new year.
Cheers, Stuart.
Dear Boris, Have moved with you from AMCN, MCycle Trader, and now to Australian Motorcyclist. Have also bought and read all your books (wish I could get ‘em signed).
Reference your recent column in Aust Motorcyclist, Jan 2022, this is The Best writing you have ever done ! Even if you never wrote another piece, you wouldn’t need to. This would suffice as your Final Word on this two-wheeled caper we riders indulge in.
It is / was your masterpiece!
I say that because I was nodding
in agreement at every paragraph, nay, every line, just about.
Also, I have recently become the instructor and mentor for an intelligent and independent / cocky 20 year old step daughter who has decided to ride (like her feisty sexy Mumma), and I am saying the same things to her as you were to your son.
“Hello my motorcycle. You know I love you, and the fun we have together, deeply. Yes, we are going on a ride today my Love; but please don’t kill me!”.
That kind of message I deliver to her, regularly …
So, thank you for summing up my 40year addiction perfectly; since my very first ride as an 11/12 year old on a rusty old Yamaha road bike on a farm.
Came off (closed gate) on my second, other falls and broken bones since. Never ONCE considered giving up my two wheeled passion; and that is what it is and must be, make no mistake!
But, you wouldn’t, because you are even more of a junkie than me, Mr Boris.
Thank you again Mr Mihailovic Sir, Your humble reader, Andrew Innes Barossa Valley
Hi, Andrew.
I am very flattered you enjoyed my last column so much, and that you are clearly a long-time reader of my scribblings.
Lots of people seem to imagine I write for effect, and that I don’t actually believe what I write, or am just making shit up to get a rise out of the reader.
It’s so not like that. If the reader starts foaming at the gills over what I have written, that says more about his little fish-brain than it does about me.
Motorcycling is a bloodsport. It has always been that. That’s what makes it so glorious. If you think it’s just a hobby, you’re doing it wrong. And you will pay. Ride well.
Boris
The Wave, whatever happened to it? I’m not referring to the wave that constantly crashes onto the shore but the one that USED to be performed by a motorcyclist when approaching another rider.
In the old days, with the exception
of one rider, every rider I came across would religiously wave, nod or make the peace sign as he passed by.
In days gone by I used to daily come across a rider as I headed off to work. I would be heading one way and he was going the opposite way. Our schedule saw us meet in the same stretch of road just on 7am. I would religiously wave to him but he never returned the wave. He wore an open face helmet, always perilously tilted too far back, completely exposing his forehead and showing the world his receding hairline. Eye protection consisted of a pair of rather thick prescription lenses, no gloves and irrespective whether it was 10C or 40C always, without fail, wore a Driza-Bone full length water proof horse riding coat.
Looking very much like a comic book cape crusader, with his coat flapping, he was easily spotted. If anyone was looking the other way, the holed muffler on his silver Honda SL250 trail bike announced his presence. With the throttle shut and on the over run, it sounded like something out of Star Wars.
As I stated, as we approached each other I would duly wave to him and in return he would, without fail, blankly look at me as if I’m something out of Star Wars. I was always slightly apprehensive when he came close enough wondering what would I do, what action should I take if his coat ‘tails’ that were coming quite perilously close, would engage with either the chain or rear sprocket. He would easily execute a wheelie that even Evel Knievel would be impressed with.
The other mystery that caused me to wonder why he never waved was his seating position. Every day he sat so close to the petrol tank that it actually looked like he was sitting on the tank. Unless he was a masochist, to the extreme, I have never seen anyone that came so close to either damage or perhaps even ruin his family jewels.
Back to the ‘70s: at the time, the American President Richard Nixon, San Francisco hippy movement and the Americans in Vietnam all showed the two finger peace symbol sign. Apart from the reversed sign, it was the only other symbol that everyone recognised. It could be seen everywhere from an earring to a necklace to a haphazardly painted on any surface that could accept it. Wherever you looked it was
there. The movie “Easy Rider” even had Peter Fonda making his ‘peace sign’ as he crossed America on his chopped Harley. Over here one Melbourne hippy riding a CB500/4 Honda re-positioned his tachometer so when he was cruising at the highway speed limit, it showed both speedo and tacho needles in the V sign.
Children would squeal in delight if they get a response, after they correctly raised two fingers to any passing motorcyclist.
But the wave was exclusive reserved to the motorcyclist. Mind you, a head nod was quite acceptable especially when the rider in question is approaching a set or red traffic lights, way too fast. At this point he’s squeezing the living daylights out of his front brake lever and while madly stomping on the gear lever whilst the back wheel is merrily bouncing over the rippled surface. He did manage to stop more from good luck that good management.
The only rider who flatly refused to return said wave was the HarleyDavidson rider. There was a belief that this behaviour was because he pictured himself emulating his American brother travelling down an endless straight highway with the wind in his hair and bugs in his beard and as such, doesn’t need to acknowledge anyone.
Further studies corrected this assumption and showed that due to alcohol and drug abuse he was living in a parallel universe. However the final concluding evidence showed that he simply was afraid to let go off the handlebars because the extended front forks coupled with the ‘cool’ rigid rear end would flex thus induce a massive tank slap guaranteed to either cause him to lose bodily fluid or spit him off the bike.
As the original Honda ‘Four’ started to pass into history, Japanese motorcycle manufacturers started to diversify their models specifically aimed for different market applications. This saw riders starting to wave to only those of their ‘own kind’. This naturally saw quite a reduction in “The Wave”.
I first noticed it in metropolitan Australia. By the mid ‘80s Brisbane riders stopped waving altogether. They’re the exception though as their beliefs, behaviour and all over mentally
continued on page 108...
to improve my biceps
continued from page 107 ...
to improve my biceps
Hi Harry,
to improve my biceps
Hi Harry,
Hi Harry,
too bad, but will certainly consider Mick at MJM. I know a few people who have had their seat done by him. Thanks for the kind words. Merry Xmas!
Hi Stuart,
I’m sure your legs look fine to the ones that care…your family. As for your bike not being a very good exercise machine, you better get an adventure bike and do some hillclimbs, that will get the muscles burning! - Cheers, Stuart.
I’m sure your legs look fine to the ones that care…your family. As for your bike not being a very good exercise machine, you better get an adventure bike and do some hillclimbs, that will get the muscles burning! - Cheers, Stuart.
Braidwood. Purpose to ride, have a social get together and have some food whilst out. Now, no such trips.
I’m sure your legs look fine to the ones that care…your family. As for your bike not being a very good exercise machine, you better get an adventure bike and do some hillclimbs, that will get the muscles burning! - Cheers, Stuart.
COVID 1
Dear Stuart,
Cheers, Stuart LOVE IT
COVID 1
COVID 1
were recognised as living about 20 years behind the rest of Australia.
Dear Stuart,
Gents,
Dear Stuart,
Clearly there is a lot of economic downturn as a result of COVID19 and it is further impacting on car sales and I would think motorcycle sales (which I think have been down anyway pre Covid19).
Clearly there is a lot of economic downturn as a result of COVID19 and it is further impacting on car sales and I would think motorcycle sales (which I think have been down anyway pre Covid19).
There is nobody much on the roads in the ACT except those who by necessity have to go out for work or food and essentials.
away.
Out on country or interstate runs, the wave was still very much alive. Courtesy, even concern was alive and well. Stopping by the side of the road for whatever reason soon saw other riders stopping offering assistance. The nineties brought about a further drop, this time out in country. Thankfully it was still the same out in the Australian Outback. But the writing was on the wall, a tradition was slowly dying.
Firstly, great mag, love it each month. The Kawasaki Versys 1000 S you reviewed in the last issue (97) was great. I was looking at the electronic suspension version last year but you have just sold me on this new model. Not only is it cheaper, which is great for keeping things happy with the “boss”, but as you mentioned you’d be hard pressed to really notice the difference between the two. I like the grey paintwork as well, let’s see how the “Highly Durable Paint” goes in real life.
There is nobody much on the roads in the ACT except those who by necessity have to go out for work or food and essentials.
Regards, Mark, QLD
There is nobody much on the roads in the ACT except those who by necessity have to go out for work or food and essentials.
I love the Culture article in the last issue (#107). It was a great to be taken back to a more freer time and having topless painted girls is just one of those good times when people weren’t so caught up on how someones shirt has to be “this long” and not “that long”. I remember back a few years ago when you ran a cover shot with a girl and a rusty bike and the reaction some ‘special’ people wrote into you about. They all need to relax and just realise times were different and a bit of history every now and again is a good thing.
Clearly there is a lot of economic downturn as a result of COVID19 and it is further impacting on car sales and I would think motorcycle sales (which I think have been down anyway pre Covid19).
The new century brought a new aid to the motorcyclist; everyone had that annoying ‘must have’ application, a mobile phone. It seemed that suddenly one can’t live without the annoying infernal thing. The motorcyclist now didn’t bother waving or stopping because help was only a phone call
I have been managing to use the bike for essential trips within the confines of the ACT border but that is a big change from our weekly ride group where we would usually ride out of the ACT to, say, Goulburn or Boorowa or Yass or
I have been managing to use the bike for essential trips within the confines of the ACT border but that is a big change from our weekly ride group where we would usually ride out of the ACT to, say, Goulburn or Boorowa or Yass or
Cheers, Peter
I have been managing to use the bike for essential trips within the confines of the ACT border but that is a big change from our weekly ride group where we would usually ride out of the ACT to, say, Goulburn or Boorowa or Yass or
I haven’t enjoyed a bike mag like this since the old Two Wheels that as a kid I’d eagerly pedal my pushy to the newsagents for every month and read every page once I got it home. I love all bikes and respect anyone
In the middle of the new decade I took a sabbatical and for 58 months walked on crutches. After the daily agonising thought whether I’ll be able to throw a leg over any of my bikes I finally did just that.
I know there has been panic in terms of buying up of products like loo paper, tissues, hand sanitizer, pasta, canned tomatoes and other products. This panic buying has been ridiculous in my opinion and created a problem of store supply where there was no need to stockpile goods at home. I note that the news reports say that a small supermarket group Drake’s has refused to buy back 150 x 32 roll packs of toilet paper and 150 x 1 ltr sanitizer. I am GLAD they refused a refund as the individual concerned was having about 20 people chase these products and then he attempted to re-sell on E-Bay. Serve the bugger right for being a scungy individual!
Hi Peter/ Stuart, I would like to throw in my two bobs worth regarding exhaust noise. 10 years ago I decided that I would do mobile machine servicing throughout NSW and beyond (if they pay) 98% of my work traveling is by motorcycle. After about 2 years I decided to fit a set of Staintune exhaust which raised the decibels slightly, and I did find that it did catch the attention surrounding vehicles better than with the standard exhaust, this was a good safety feature for me as I am constantly traveling slightly quicker than surrounding traffic and being noticed certainly helps you do it safer. must say 98% of the motorists on the road weekdays are very accommodating in allowing you to do your bit without adding extra pressure on your riding.
Braidwood. Purpose to ride, have a social get together and have some food whilst out. Now, no such trips. I know there has been panic in terms of buying up of products like loo paper, tissues, hand sanitizer, pasta, canned tomatoes and other products. This panic buying has been ridiculous in my opinion and created a problem of store supply where there was no need to stockpile goods at home. I note that the news reports say that a small supermarket group Drake’s has refused to buy back 32 roll packs of toilet paper and 150 x 1 ltr sanitizer. I am GLAD they refused a refund as the individual concerned was having about 20 people chase these products and then he attempted to re-sell on E-Bay. Serve the bugger right for being a scungy individual!
Braidwood. Purpose to ride, have a social get together and have some food whilst out. Now, no such trips. I know there has been panic in terms of buying up of products like loo paper, tissues, hand sanitizer, pasta, canned tomatoes and other products. This panic buying has been ridiculous in my opinion and created a problem of store supply where there was no need to stockpile goods at home. I note that the news reports say that a small supermarket group Drake’s has refused to buy back 150 x 32 roll packs of toilet paper and 150 x 1 ltr sanitizer. I am GLAD they refused a refund as the individual concerned was having about 20 people chase these products and then he attempted to re-sell on E-Bay. Serve the bugger right for being a scungy individual!
That first ride saw me once again look through a new helmet and I was literally quite exhausted after only covering 6km. I only saw one rider and I madly waved to him. He reminded me of the Honda SL 250 rider so many moons ago; he just looked at me without lifting either his hand or nodding his head. Surely riding a BMW R26 can’t possibly be mistaken for a Star Wars extra.
All that said, I think your quoting of figures of the people that die daily from cancer, heart disease, diabetes, mozzies and murders is an unfair comparison! Yes to date the total numbers of COVID19 deaths World Wide would be exceeded by a week’s worth or less perhaps of the
for speeds between 5 & 8 kilometres over the limit) and when you are lane splitting and you come across a good sort sitting in her car with a short skirt on try and keep your eyes focused on the gap ahead and not the gap beside you as your motorcycle will happily head in the direction that you are looking.
Hi Hugh,
Thanks for the kind words, although I don’t think the shiny paper would go too good as shit paper. LOL!
Cheers, Stuart.
Yours in Motorcycling, Ian Gregory, Regents Park
BORIS
reasons for the daily figures of these deaths, however this pandemic of COVID 19 is not normal and as you would know has the potential for totally overwhelming the hospital and medical resources of all countries. I am not aware of any cancers etc you can catch from shaking someone’s hand or touching contaminated surfaces. So, comparing normal worldwide deaths to COVID19 deaths is like trying to compare apples and oranges.
reasons for the daily figures of these deaths, however this pandemic of COVID 19 is not normal and as you would know has the potential for totally overwhelming the hospital and medical resources of all countries. I am not aware of any cancers etc you can catch from shaking someone’s hand or touching contaminated surfaces. So, comparing normal worldwide deaths to COVID19 deaths is like trying to compare apples and oranges.
reasons for the daily figures of these deaths, however this pandemic of COVID 19 is not normal and as you would know has the potential for totally overwhelming the hospital and medical resources of all countries. I am not aware of any cancers etc you can catch from shaking someone’s hand or touching contaminated surfaces. So, comparing normal worldwide deaths to COVID19 deaths is like trying to compare apples and oranges.
All the people dissing Boris “Get a Life”. Don’t read it, you know where it is. Last page! Ignore it!
I felt your editorial came across as dismissive of the seriousness of Covid19 and smacked a bit of self-centredness in highlighting the inconvenience it has caused you. I like bikes and riding too, but many people have had to alter travel plans etc for the greater good.
I felt your editorial came across as dismissive of the seriousness of Covid19 and smacked a bit of self-centredness in highlighting the inconvenience it has caused you. I like bikes and riding too, but many people have had to alter travel plans etc for the greater good.
I felt your editorial came across as dismissive of the seriousness of Covid19 and smacked a bit of self-centredness in highlighting the inconvenience it has caused you. I like bikes and riding too, but many people have had to alter travel plans etc for the greater good.
The next day run on my R90S saw me cover 60km and that’s where I saw the wave practically fade into history. On a sunny Sunday with numerous
who shares the passion, regardless of their ability or choice of machine. So, I have subscribed, to most of the magazine, but thanks for the spare shit paper at the end :)
All that said, I think your quoting of figures of the people that die daily from cancer, heart disease, diabetes, mozzies and murders is an unfair comparison! Yes to date the total numbers of COVID19 deaths World Wide would be exceeded by a week’s worth or less perhaps of the
All that said, I think your quoting of figures of the people that die daily from cancer, heart disease, diabetes, mozzies and murders is an unfair comparison! Yes to date the total numbers of COVID19 deaths World Wide would be exceeded by a week’s worth or less perhaps of the
A couple of little tips from someone who does traffic riding every day whilst concentrating on zipping through the traffic you tend to not remind yourself of speed camera locations and they are becoming very savage nowadays (been booked 4 times
Hugh Jorgan
Don’t ruin a top read because of one page, personally I love his column (even though I feel he has a firm grip on his nether region). Be a boring read if we succumb to the lowest common denominator. No name provided BORIS 2
Stuart,
I think that all the media reporting though is worrisome for Australian people as it is repeated and repeated and like the bushfires you do not get a break from it. Every time you turn on the T.V, look at Facebook, listen to the radio it is in your face or ears.
I don’t always agree with what Boris has to say but I am well aware of how he writes to get a reaction.
I think that all the media reporting though is worrisome for Australian people as it is repeated and repeated and like the bushfires you do not get a break from it. Every time you turn on the T.V, look at Facebook, listen to the radio it is in your face or ears.
I think that all the media reporting though is worrisome for Australian people as it is repeated and repeated and like the bushfires you do not get a break from it. Every time you turn on the T.V, look at Facebook, listen to the radio it is in your face or ears.
bikes travelling to and fro, mostly in convoy, not one rider acknowledged the wave. And from that day onwards it hasn’t changed.
I try to reduce my listening/reading/ watching to once or twice a day to keep up with developments - more than that is
I try to reduce my listening/reading/ watching to once or twice a day to keep up with developments - more than that is
Hi Bear, I had a really good laugh at your comment “somebody stop me before I modify another perfectly good motorcycle” (AM #105) - as this is so quintessential of me! If you view the included pictures of my last two bikes you will see that I could not help myself trying to make my BMW F700 into what I considered the best tourer for exploring out of the way places. Likewise my poor Suzuki GSX S750 was piled up with all kinds of add-ons to make it into my perfect road tourer. I just can’t help myself – LOL.
As for the couple of blokes that sent letters in the last issue, I think
I try to reduce my listening/reading/ watching to once or twice a day to keep up with developments - more than that is
Like you I fell in love with the looks and simplicity of the Triumph Street Twin (in polar blue), but was told by the dealer after paying a deposit that it will not arrive here in South Australia until May or June. The years (2 years your junior) have not mellowed my impatience (I too am “considering the end” and have a “timescale for planning”). The dealer suggested the limited edition EC1 as an alternative ($17,150 vs- $16,590) which is due to arrive in January – so I forgo the polar blue model (you lucky lucky bastard –a nod to Monty Python) and ‘settled’ for the EC1 in matt aluminium silver.
Now we come to the most important part of new motorcycle ownership – what modifications to make? I have similar views to yours on the evolution of my Street Twin – I have outgrown any unrealistic views on my abilities to be a café racer (my ex son-in-law stirs me about the ‘chicken-skin’ left on the edge my tyres). So, I concur with you that my Street Twin will become more of a Tearoom Twin. My daughters and wife caution me about ruining the looks of a such a good looking motorcycle (how well they know me)!
I was most intrigued to find out why. On one occasion I stopped to what I presumed was a rider in need. His Honda VFR800 was rather haphazardly parked in a corner apex. For some unknown reason, of all the space available across the road he parked it
Due to delays in obtaining parts here in Adelaide I have ordered the
following from the Triumph dealer:
• main stand (a real necessity for servicing the chain when touring around)
• clear touring screen and mounting kit (as I am only short I found a small screen adequate on the Suzuki and can use an extender on top if necessary)
• bar end mirrors (I don’t like the looks of the standard mirrors and due to my wide shoulders found the view restricted with standard mirrors)
• radiator guard (I occasionally ride graded gravel roads in the Flinders Ranges and have experienced stone damage on the radiator on the Suzuki)
I have sourced on the net:
• a sidestand extender plate (I had the unfortunate experience of the side stand on the fully loaded BMW GS 700 sinking into soft ground and crushing my ankle and breaking a few bones)
of the Hepco and Becker C BOW holders/bags (particularly the lockable and waterproof Orbit side cases). I have always fitted tank bags (using tank ring mounts) to my bikes but this mounting method is not feasible with the offset screw cap on the Triumph. I have seen many tanks scratched by magnetic tank bags and harnesses and so am rather reticent about going down that path.
if his bike had broken down he’d just call roadside assist. He has no plans to get it going as he hasn’t got the foggiest idea of what to do or for that matter even care. Upkeep consists of riding it to his Honda dealer and they maintain it even down to checking the tyre pressure. His level of involvement is washing the bike using high pressure hot water so it will gleam in the sunlight complementing his colour co-ordinated leathers.
So, finally I look forward to following your modifications to your Tearoom Twin and would love to get your advice on possible additions my Triumph.
Have a safe and merry Xmas.
Regards Mike
Lost for words I waved and walked back to my bike. As I was facing downhill I got back on the bike, switched on the ignition, select second gear, free roll a couple of metres, drop the clutch, the engine once again coughed into life and I continued on my way.
Just as I selected top gear, I pondered the question -- whatever happened to the “wave”?
right in the apex. I asked him if he’s OK and does he need any help with the bike. He looked at me in completely surprise stating that I must belong to the ‘old’ generation as today no one stops to help.
In the 10-minute chat I learned that
• A RAM mirror mount to screw into the hole vacated by the standard mirror to mount my Garmin GPS I currently have an expandable Nelson Rigg seat bag which will serve as storage for non-touring riding, but I plan to fit rear bags for touring and am impressed with the quality and fitment
Hey Mike, we just did the photos for my Tearoom Twin today, so you should be able to read about my alterations and additions in the next issue. I agree with most of yours, but I’ve taken it a bit further. I reckon it would be great for the two of us to go no a ride together to compare our changes. Send me your email address and maybe we can sort that. I seem to spend a lot of time in SA lately –
Frank Cachia
Frank, Frank. I suppose you’re right in the main, but keep in mind that the wave is something you do as a friendly gesture which does not need acknowledgement. I’ll wave when I next see you, don’t worry – The Bear. D
The Bear D
The guide to the stars - The who’s who in the zoo of motorcycle travel worldwide is what you’ll find here. We’ve travelled with many of them and know them all, so they come highly recommended. In alphabetical order, they are:
ADRIATIC MOTO TOURS – Europe www.adriaticmototours.com info@adriaticmototours.com
CENTRAL OTAGO
MOTORCYCLE HIRE AND TOURS – New Zealand www.comotorcyclehire.co.nz info@comotorcyclehire.co.nz
MAGIC MOTORCYCLING – Thailand and Croatia www.magicmotorcycling.com tour@magicmotorcycling.com
MOTORRAD TOURS – Worldwide office@motorrad-tours.com www.motorrad-tours.com
ROMANIA MOTORCYCLE
TOURS – Europe www.romaniamotorcycletours.com office@romaniamotorcycletours.com
SOUTH PACIFIC MOTORCYCLE
TOURS – New Zealand www.motorbiketours.co.nz office@motorbiketours.co.nz
TEWAIPOUNAMU
EDELWEISS BIKE TRAVEL – Worldwide tours*
*Guided, Self-Guided + Rental www.edelweissbike.com
IMTBIKE TOURS & RENTALS
– Spain, Portugal, Morocco, Europe and Thailand www.imtbike.com tours@imtbike.com
PARADISE MOTORCYCLE TOURS – New Zealand & European Alps www.paradisemotorcycletours.co.nz
RIDE THE WORLD
MOTORCYCLE TOURS www.ridetheworldmotorcycletours.com david@rtwmotorcycletours.com
MOTORCYCLE TOURS – New Zealand www.motorcycle-hire.co.nz nzbike@motorcycle-hire.co.nz
WORLD ON WHEELS
– Europe, Iceland, South America, India, Asia, Mexico, Africa & Himalaya www.worldonwheels.tours Adventure@WorldOnWheels.Tours
NO, NOT QUITE GONE. I have just had the pleasure of making my first booking for overseas flights in more than two years, and in the process discovered one of my bucket lists. Why one of? Well, it’s a bit like listing your favourite book (although I usually say “Where the Wild Things Are”) or song. It depends on the mood you’re in, and so it is with me. As a result I have several bucket lists, all carefully documented somewhere on my computer’s hard drive and quite often forgotten after they’ve been compiled. Until I turn them up somehow, some time.
To give you an idea how this works, take a look at the leading destination from a number of lists which I have just managed to find.
Let’s kick off with Zhangjiajie National Forest Park in China. This is the place you see on Pinterest when you’re looking at amazing scenery: it seems just like the planet in “Avatar” with unlikely-looking steep stone towers overgrown with vegetation. Only they are not the creation of a special effects department, but of Mother Nature. What I would really like to do is pick up a bike in a major city somewhere near the park and ride there. The thought of seeing these slim needles of rock emerging on the horizon is brilliant. The rest of the list consists of similar, but probably nowhere near as amazing, scenic places.
When I’m more in the mood for riding, and feel like being challenged a bit, I go to the list that begins with Madagascar. Not only are there apparently endless sand roads throughout the island, but there are also those spectacular boab-type trees lining the roads. A paradise for a photographer awaits there, and it’s not only the roads and the trees. Somewhere in the south of the island there is a wilderness of knife-sharp
eroded limestone blades which make a somewhat scary labyrinth of grey barriers. Not only that: there are also white monkeys which have to be seen to be believed. So Madagascar leads the list of places that offer a combination of riding, photography and mind-blowing rocks with white monkeys. Hmm, not many others of those around, I would guess. Not dissimilar but even wilder is the island of Socotra in a list all of its own. Its vegetation is a bit like that of the Canary Islands, but even more so if you know what I mean, and there are very few roads at all. I have to be feeling adventurous indeed to consider Socotra, not only because it is part of Yemen (where there is a war going on) but because to get there, you need to somehow reserve a seat on a government-chartered plane out of Dubai. You may – just may – be abled to rent a bike when you get there. Rather more accessible and less daunting is the top of the next list, Namibia. I have wanted to visit Namibia’s Skeleton Coast ever since I read a book called “A Twist of Sand” by Geoffrey Jenkins as a kid. It is set on the Skeleton Coast, and it featured such fascinating details as the large cairns made of stones which apparently line the coast. They have channels around their bases, and the coastal fog settles on them, with the condensed water running down into the channels where it supports various animals. According to Jenkins, nobody knows who built the cairns, and I want
to see them and the rest of the coast. Not that I expect to find a WW2 German atomic submarine, mind you…
The Heel of Italy heads a list, too. I want to ride the apparently wonderful coastal cliff roads, swim in the Mediterranean where it is (supposedly) actually clean and see the earthquake-ruined towns of this rugged, unforgiving countryside. France has a list all to itself which includes Paris (of course); I am always up for a visit to Paris for the food and the atmosphere of the cafés, the museums and the sheer pleasure of just wandering or riding around. Then there is the Massif Central, which I have not explored but which beckons me with its outstanding, narrow mountain roads and verdant views. Verdant views; that’s not bad. And there’s the Channel Coast with tis chalk cliffs, the south with the Alps Maritimes, the… actually, would anyone mind if I moved to France? It would do wonders for my rough French, too.
While I’m thinking of cities, there is always Hamburg. My father’s home town and one of the most beautiful cities in Germany, which specialises in beautiful cities. And then there’s the “small countries” list, headed by Estonia, Latvia, and Lithuania. And… but I’m beginning to have withdrawal symptoms here. In the meantime I’m also happy to keep myself going with trips to places like the Macquarie Marshes, in central NSW. Got to live in the real world some of the time! D
E W B I K E P R I C E S
G 310 GS
$8090
F 750 GS $13,590
F 750 GS Tour
F 750 GS Low Susp
APRILIA
www.aprilia.com.au
$17,305
$13,840
F 750 GS Tour LS $17,005
F 850 GS
F 850 GS Rallye
F 850 GS Rallye X
F 850 GS Tour
F 850 GS Low Susp
F 850 GS Rallye Low Susp
F 850 GS Tour Low Susp
F 850 GSA
R 1250 GS
R 1250 GS Rallye
Tuono
BENELLI
www.benelli.com.au *All
BMW
www.bmwmotorrad.com.au
R 1250 RS Exclusive
R 1250 R Spezial
R 1250 RT $32,290
R 1250 RT Sport $33,190
R 1250 RT Elegance $33,465
R 1250 R Spezial
K
S 1000 XR
S 1000 XR Carbon Sport
$17,990
$18,390
$22,305
$21,805
$18,240
$18,640
$21,505
$TBA
$23,490
$24,940
R 1250 GS Rallye X $29,890
R 1250 GS Exclusive $28,140
R 1250 GS Spezial $31,390
R 1250 GSA
$25,490
R 1250 GSA Rallye $26,390
R 1250 GSA Rallye X
$31,590
R 1250 GSA Exclusive $30,790
R 1250 GSA Spezial $30,540
SCOOTER
C 650 Sport
$14,150
C 650 GT $14,990
BROUGH SUPERIOR
broughsuperioraustralia.com.au
SS100 (Euro3) $105,000
SS100 (Euro 4) $110,000 Pendine Sand Racer
001 $185,000
CAN-AM (BRP)
can-am.brp.com
Ryker
$13,799
Spyder F3 $29,299
Spyder RT $39,299
CF MOTO
www.cf-moto.com.au
ROAD
150NK
250NK
$3490
$4290
300NK $4990
300SR $5790
650NK
DUCATI
www.ducati.com.au
*All Ducati prices are ride away ROAD
Scrambler Sixty2
Scrambler Icon
Scrambler Full Throttle
Scrambler Café Racer
Scrambler Desert Sled
Chief Vintage $33,995
Springfield Dark Horse $35,495
Springfield
$35,995
Chieftain Dark Horse $38,495
Chieftain Limited
Chieftain Elite
Challenger Dark Horse
Challenger Limited
Roadmaster Limited
www.honda.com.au
$38,995
$49,995
$39,495
KAWASAKI
www.kawasaki.com.au
ROAD
Z125 Pro KRT $4099
Ninja 400
Ninja 400 SE
Z650L
NSS300A Forza $7999
www.husqvarna-motorcycles.com/au *All Husqvarna prices are ride away
Vitpilen 401 $7875
Svartpilen 401 $7875 701 Supermoto
Ninja 1000 SX
H2
SX SE
CRUISER Vulcan S
INDIAN
www.indianmotorcycles.com.au
KTM
www.ktm.com.au
PIAGGIO www.piaggio.com.au
www.royalenfieldaustralia.com
*All Royal Enfield prices are ride away
ROAD
Meteor 350 Fireball
$7890
Meteor 350 Stellar $8290
Meteor 350 Supernova
$8690
Interceptor 650 Classic $10,790
Interceptor 650 Custom $11,090
Interceptor 650 Chrome Mk2 $11,390
Continental GT 650 Classic $10,990
Continental GT 650 Custom $11,290
Continental GT 650 Chrome $11,590
ADV TOURING
Himalayan 410 E4
Himalayan 410 Base
$7690
$8190
Himalayan 410 Mid $8390
Himalayan 410 Premium $8590
www.supersoco.com.au
*All Super Soco prices are ride away
ROAD
TC Café
TC Max alloy wheel
$5490
$7990
TC Max wire wheel $8290
SCOOTER
CUX $4990
CUX Special Edition Ducati $5490
CPX $7690
CPX dual battery $9990
SUZUKI
www.suzukimotorcycles.com.au
ROAD
GSX-S125
$3490
GSX-R125 $4490 DR-Z400SM $9390
GSX-R600 $14,990
SV650 $8990
SV650 LAMS $9190
GSX-S750 $11,790
GSX-R750 $15,990
GSX-S1000
GSX-S1000F
GSX-S1000 Katana
Gran Milano 440
SM 500 R
$7990
$8990
SM 650 R $9490
ADV TOURING
Superdual
TRIUMPH
www.triumphmotorcycles.com.au
*All Triumph prices are ride away
ROAD
Trident 660
Street Triple S 660
Street Triple R
Street Triple RS
Street Twin
Street Scrambler
Bonneville T100
Bobber
Bonneville T120
$9990
$12,840
$14,990
$18,140
$19,950
$16,190
$18,590
$18,290
$22,490
$20,890
Speedmaster $22,490
Thruxton RS $25,990
Speed Twin $21,090
Tiger Sport 850 $17,990
Speed Triple 1200 RS $28,490
Speed Triple 1200 RR $32,490
SPECIAL EDITION
Street Twin EC1
T100 Goldline
T120 Goldline
Street Scrambler Goldline
Bobber Goldline
Speedmaster Goldline
Scrambler 1200 XC Goldline
Scrambler 1200 XE Goldline
T100 Bud Ekins
T120 Bud Ekins
Thruxton RS Ton Up Edition
Tiger 1200 Alpine
Tiger 1200 Desert
Rocket 3 R 221 Edition
Rocket 3 GT 221 Edition
LIMITED EDITION
Street Twin Goldline
Street Scrambler Sandstorm
T120 Diamond
T120 Ace
Scrambler 1200 Steve McQueen
Daytona Moto2 765
CRUISER
Rocket 3 R
Rocket 3 GT
$17,150
$19,190
$22,090
$19,490
$23,790
$23,790
$24,690
$26,090
$18,000
$19,900
$27,150
$27,250
$28,750
$35,850
$36,850
$16,900
$18,990
$20,350
$20,650
$26,100
$28,990
$34,450
$35,490
Boulevard S40 $7990
Boulevard C50T $11,190
Boulevard M109R $19,790
ADV TOURING DR650SE $8290
V-Strom 650 $10,990
V-Strom 650 XT $12,290
V-Strom 1050 $16,490
V-Strom 1050 XT $18,990
SCOOTER
Address $2820
SWM
www.swmmotorcycles.com.au
ROAD
Gran Turismo
$7490 Silver Vase 440 $7490
ADV TOURING
Scrambler 1200 XC
Scrambler 1200 XE
$23,450
$24,890
Tiger 900 GT & GT Low $21,150
Tiger 900 Rally
$22,390
Tiger 900 GT Pro $24,190
Tiger 900 Rally Pro $24,790
TRIUMPH FACTORY CUSTOM (TFC)
www.triumphmotorcycles.com.au
*All
WORDS BORIS MIHAILOVIC
IN EVERY SINGLE ASPECT, bar one, the motorcycle is a superior piece of transport to a car. It’s sexier, cooler, and way more fun. It’s heaps more dangerous, thrilling, and offers a power-to-weight ratio that wets panties and empties bowels.
But it offers you nothing but suffering and misery when a flat tyre occurs.
For the purposes of this column, let’s just deal with tyres that go flat and leave you kicking gravel by the side of the road. There’s a whole other column I can do about tyres that deflate instantly and pitch you into a Kenworth radiator like so much screaming man-sausage.
I have had many of the former, and very few of the latter, but very happily there were no oncoming Kenworths and I did miss the trees I ended up among.
Interestingly, most of the flat tyres I had – the ones that caused me the most grief – were in the Good Old Days before decent tyre repair kits, and indeed, even before plugging tyres was an option. Which also makes it before mobile phones were ubiquitous. So just after the dinosaurs and just before Neo-Liberal Economic Policy.
So let us all agree that a flat tyre on a bike sucks all the balls. Where it happens is relevant only in terms of how much time you’re going to spend trying to get it sorted.
Pushing a flat-tyred bike more than a metre is physically damaging – and if you have a flat front, not really possible unless you’re some kind of steroid-filled orangutan.
That means you’re kinda stuck where you are and you must, perforce, deal with the situation. No phone, no repair kit, no tools, and maybe a mate who will offer you advice and cigarettes, but sees no point in riding 100 kilometres to the nearest town only to find everything closed because it’s Sunday, so he’s gonna hang with
you and your flat tyre.
And that was me and my mate, Mark, some years ago.
We were west of Ouyen, which put us somewhere near Hell and Buggery. It was Sunday. It was hot. And my ratbastard Shovelhead had picked up a nail where no nail could possibly have ever been, and its rear-tyre was flatter than my first girlfriend’s chest.
We looked at it. Many times. We discussed and dismissed various rescue scenarios, including the one where he doubled me to the nearest town while we left all of our gear and my bike on the side of the road for thieves to pick over. We’d been there for five hours by that stage. There was not a scenario we did not canvas.
As the sun went down, I was starting to consider Extreme Measures.
“Tow me to Shitsville,” I grated.
“I think it’s called Ouyen, and no. We’ll both die, and then you’ll kill me.”
“Sell me your Sportster,” I said.
“Sure. What will you give me?”
“That Shovelhead right there. It’s yours.”
“As is?”
“As is.”
“No.”
“Prick.”
So we sat down in the dirt by the side of the road. Cars went by. No-one stopped. We looked very menacing so I don’t blame them. And as the sun hit the western horizon, it came to me.
We had a few tools, basically shifters, spanners, screwdrivers, pliers, and a hammer. We had knives. We had whiskey, but we were running out
of durries, so our need was soon to become dire rather than merely desperate.
I stood up and declared my intention.
“We are going to fill my tyre with grass. And when it is full of grass, we shall ride slowly to Shitsville, and then we can make phone calls, order tyres, and get this sorted.”
To his eternal credit, Mark nodded, whipped out his knife and started harvesting the dry yellow grass that grows everywhere in Australia.
I went and hauled the valve out of the tyre with a pair of pliers, and in short order we began stuffing the holed Avon with grass.
As you can imagine, this was not a quick process. You could only poke so much grass at a time into the valve hole with a screwdriver. Then there was the fact that neither Mark or I had any idea how much grass was enough. So we just kept poking it in. There was a lot of it around.
About three hours later I deemed it enough. It was almost 10pm. There was either enough grass in the tyre, or there wasn’t. I could always add more. Like I said, there was tonnes of it around. We set off with great trepidation. And you know what? It worked. Sort of. I could manage a wobbly and weird-feeling 30-40km/h, which feels like walking-pace at first, but you get used to it. And it was the only solution.
I considered the problem solved when we rolled into Ouyen near on midnight, and then rolled our sleeping bags out under the awning of the Hotel Victoria.
Needs must, I guess. D
JAMBEROO, NSW / POTM: BOREE CREEK HOTEL / HOT WEATHER