The Interceptor reimagines the laid-back and easy-going lifestyle of the sun-drenched California beach. The quintessential roadster from the 1960’s still ts into the contemporary narrative of being young, free and fun. Through twisty back roads, highways or the urban jungle, it rides with equal ease, bringing together timeless style and modern performance.
EVERYBODY POINTS THEIR FINGER AT ME AND SAYS THAT I’M THE CRAZY GUY…AT LEAST I WEAR GLOVES! Stuart GLOVES
The selection is vast, here’s some beauties
INDIAN CHALLENGER
It’s a winner
KYMCO DT X360 Off-road scooting
ROYAL
Where shall we go for
METZELER
KAWASAKI
92 46 36 16
96 10 8
100
106
110
111 114
EDITORIAL
Long overdue NEWS
Plenty of it
JUST SOME OLD HACK?
A Husqvarna no less
AUCTIONS
Have prices stalled?
WHAT SAYYOU?
Tell us, we’ve got thick skin
BEAR TALES
Sleepy head
NEW BIKE PRICES
Changes from Borgo Panigale
BORIS
Go and get dirty
Editor StuartWoodbury
Contributing Editor JPeterThoeming
Sales Manager ChrisPickett chris@ausmotorcyclist.com.au
Designers FriendsLoveDesign.com
Photographers NickWoodCreative, HalfLightPhotographic
Contributors NickEdards,Robert Lovas,BorisMihailovic,RalphLeavseyMoase,ThePossum,ColinWhelan,Nick Wood,BobWozga
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Weencourageyoutokeeporrecyclethis magazine.
IRECENTLY HAD THE joyous pleasure to get away on a holiday with my better half. It is a rare delight for me to actually have the time to properly get away from the monthly routine of putting together this wonderful publication, but a holiday is exactly what we had. Time away at the beach, then over to the vineyards was super relaxing and long overdue.
What constitutes having a good holiday? I always 昀椀nd that if you struggle to get back into the work routine after time away it has been successful, if you slide right back into pre-holiday work life, you obviously haven’t spent enough time away. As you might gather, I’m struggling to get back into it, so my holiday was a success!
The weather gods shone for a number of days in the last month, sure, I was away for part of it, but my Suzuki Bandit 1250 has been covered up in the garage due to all the rain, so I purposely got it out and went for a short blast while the sun was shining. It’s such a good bike to ride, I really don’t know why I didn’t buy one earlier!
It’s 11 years old now so there are a couple of small stone chips and a wear mark from no doubt a seat bag, from the original owner. The colour is called Metallic Gleam Grey, which in most light looks more like a light bronze colour. Trying to 昀椀nd someone who would 昀椀rstly make up a small touch pot of colour has been a mission and a half, and then trying to 昀椀nd someone that would actually mix it the right colour was another ‘fun’ exercise. However, I did 昀椀nd cartouchuppaint.com. au was the one that had the colour code, even though Suzuki colour codes are almost a non-existent thing, and made it up no problems. I even sent a couple of photos of the bike via text and the colour
match is perfect. And just in case you’re wondering, I’m very fussy when it comes to colour and the like as I used to be a panelbeater many moons ago and colour-matching is one of my pet hates if it’s wrong.
A little update on the GPz750R restoration Shaun (D Moto) and I are doing. It is a roller, engine in, handlebars on, brakes sorted and I’m currently considering which way to go with the bodywork. Some of the plastics are cracked, so do we plastic weld them, or source second hand items…or go down the 昀椀breglass route.
I’ve also picked up another project from my mate, Chris. It’s the Period 5 1300 GSX1100 racebike you might have seen within these pages before?
Alex Pickett is the rider and has been quite successful on it, but it’s time we gave it a birthday to bring it up to show quality. A full strip to the bare frame, engine strip, new wiring and whatever else I 昀椀nd will be in order. I will have to take photos as we go along and show you how it progresses.
Enjoy!
Cheers, Stuart.
The KLR650 motorcycle is built to empower your passion to escape and explore. Dual-purpose capability allows the journey to go on-and-o昀昀-road, and a reputa琀椀on for enduring reliability helps you focus on the adventure at hand. For decades, this legendary motorcycle has inspired countless stories from all over the world, and the spirit to make new memories con琀椀nues to beckon today.
• UPDATED 652cc, LIQUID COOLED, SINGLE-CYLINDER ENGINE
• NEW ALL-DIGITAL MULTI-FUNCTION INSTRUMENTATION
KLR650 ADVENTURE STANDARD FITMENT:
• NEW FUEL INJECTION SYSTEM • FRAME SLIDERS • TANK PAD • LOCKABLE PANNIERS • FOG LAMPS
If you notice a spike in CFMOTO 800MT Touring motorcycles doing the rounds in Far North Queensland, the answer lies with Cape York Motorcycle Adventures.
The legendary motorcycle adventure tour company has recently purchased 15 of the all-new 800MT Touring, which it will use on its eight-day Cairns to Darwin and seven-day Cairns to Cape York tours.The maiden voyage, a luxury Cape York trip, is now a work in progress.
Cape York Motorcycle Adventures is owned by Roy and Renae Kunda, with the business now in its 33rd year of operation. Roy, who did his 昀椀rst ride through to the Cape in 1986, leads most of the guided tours while Renae keeps the business churning along back at headquarters in Cairns.
As well as the new 昀氀eet of 800MT Tourings, Cape York Motorcycle Adventures also runs more hardcore tours on enduro machines.
“On 昀椀rst sight, I was really impressed with the look of the 800MT Touring; it’s a lot of bike for the money,” said Roy.
“My guides and I rode the 昀氀eet of 15 from the dealer, Northern Performance Motorcycles, to our workshop in Cairns and we were all surprised at how well balanced and comfortable they are on the road. I can’t wait to put them through their paces up the Cape.”
The Cape York Motorcycle Adventures 800MT Tourings are 昀椀tted with added protection in the form of crash bars and a headlight guard –minimum requirements in the hurlyburly of off-road tours – as well as ‘soft’ panniers.
The two-model 800MT range – the $12,990 ride away Sport and $14,490 ride way Touring – went on sale in January 2022, utilising a KTM-sourced parallel-twin engine and with a level of speci昀椀cation that is quintessential
CFMOTO: above and beyond.
For more information on the 800MTs, including accessories, visit cfmoto800mt. com.au .
“When Roy and Renae approached us about the 800MT joining their line-up, we were 昀氀attered as they are veterans in the motorcycle adventure space and don’t make decisions on a whim,” said Michael Poynton, the director of CFMOTO Australia.
“We’re con昀椀dent the 800MT Touring will be a hit with the customers at Cape York Motorcycle Adventures, in a package brimming with technical 昀氀air and impressive styling.”
As well as the standard three-, six-, seven- and eight-day tours, Cape York Motorcycle Adventures can also arrange private charters.
For more information, visit capeyorkmotorcycles.com.au, email adventures@capeyorkmotorcycles.com. au or call 0427 590 221.
Responding to customer requests for more distinctive and sophisticatedTiger colour options, Triumph introduces, for model year 2023, a new and exciting range of colours for theTiger 900 line-up and theTiger 850 Sport. Check them out, along with all the other new exciting colours ofTriumph models at triumphmotorcycles.com.au .
To mark the 50th anniversary of BMW M GmbH, founded in 1972 as BMW Motorsport GmbH, BMW Motorrad presents the M 1000 RR 50Years M anniversary model in Sao PauloYellow 昀椀nish and with an historic 50Years BMW M emblem.With its striking M colours, this anniversary model lives up to the M philosophy and the racing spirit from almost
CFMoto continues with the punches, the latest model information to be released is about the 450SR, which will go on sale in Australia in Q4 2022. Pricing will be announced closer to an arrival date, but here is what we do know about this learner legal ripper.
• Engine: 450cc liquid-cooled parallel twin
• Power: 37kW (49.6hp) at 9500rpm
• Torque: 39Nm at 7600rpm
• Five-inch TFT screen
• Winglets for increased downforce
• Fuel capacity: 14 litres
• Seat height: 795mm (785mm and 815mm options)
• Quick-release air 昀椀lter
• Brembo brakes
• Bosch ABS
• Slipper clutch
• Wet weight: 168kg
The power and torque both pip the currently most powerful little sportsbike, the all-conquering Kawasaki Ninja 400, while also just coming in below the allowed LAMS power to weight regulations.We can’t wait to ride it later in the year.
100 years of motorcycle construction by BMW Motorrad and 50 years of BMW M vehicles.The M RR 50Years M is therefore 昀椀tted with the M Competition Package as standard. In addition to the extensive M milled parts package and the exclusive M carbon package, both a lighter swingarm in silver anodised aluminium, the unlock code for the M
GPS lap trigger as well as the M Endurance chain, pillion package and pillion seat cover are part of the standard equipment. Like no other BMW motorcycle to date, the M RR 50Years M model carries historic motorsport DNA within it. This exceptional motorcycle can only be ordered between 21 May and 30 November 2022. Get to it!
The new SYM SymphonyST200i is nearly here and will no doubt follow in its success overseas as the leader in this class of scooters.
Meeting EURO5 emission standards is just the start.With 16” front and 14” rear tyres, matched with ABS including a huge 260mm disc on the front, you have all the stability, as well as all the stopping power, you could hope for.
Perfect for city riding with bursts of freeway use, at only 128kg, the SymphonyST200i can nimbly handle all traf昀椀c conditions.The 169cc engine is more than capable of doing the distance and the rear dual shocks are adjustable for you to manage your own comfort levels.
All lights are LED, the dash has an LCD digital display and the easily
accessible USB port is fast charging.The new model comes in four colourways, two with a beautiful red seat care of the Italian model line-up.
A 7L fuel tank sits neatly under the 昀氀at footwell giving a lovely balance of weight distribution.This also allows space
for some very generous under seat storage which is only added to by the key matched 33L top box included as standard.
As with all SYM scootas, the SymphonyST200i includes a four-year warranty, the only scooter brand to do so.When you are talking comfortable big wheel commuter scooters, the SymphonyST200i is claimed to be incomparable.
At only $5390 plus dealer delivery and on roads, this scooter demonstrates great value-for-money for the everyday commuter. For more information, please visit scoota.com.au .
Zippylok is a fully adjustable ratcheting lock system, with a 3-digit, programmable locking mechanism, designed to lock “things” to your bike. It’s basically a lockable zip tie with an adjustable locking circumference of 450mm.Weighing just 85g, the Zippylok is super portable and light, easily 昀椀tting into a jacket pocket or tank bag.
To lock your helmet to your bike, slip the strap through the chin piece of your helmet and around a solid part of your bike. Slide the end of the strap into the lock, cinch it up, scramble the dial and that’s it. Use the Zippylok to lock your luggage or jacket to your bike as well! A very handy piece of kit.The steel core strap is encased in an anti-scratch plastic sheath to protect your bike and the locking mechanism is made from weather resistant zinc alloy.
Grab one from Rocky Creek Designs for only $39.95 –rockycreekdesigns.com.au .
EVER SINCE I SAW the product information about the release of the Indian Challenger some time ago, I’ve been hanging out to get on one and really see what it’s like. On paper it certainly sounds like a great bagger/tourer, so thanks to the good folk at MCAS Auburn (one of the Indian dealers) I took o for a day’s ride up to the Blue Mountains.
I would have loved to keep the Challenger for a few days and go touring in the countryside, but you deal with what you can in this current moment of limited bike availability.
e panniers aren’t overly large so packing for a few nights getaway could be a challenge (pun intended). Easy way round this is to strap one of the
accessory seat bags on.
Jumping on the Challenger, it feels big, but once on the move from walking pace on it doesn’t, it’s quite easy to balance despite its size.
Fire the 1768cc PowerPlus V-twin into life and it sounds di erent to most other V-twin engines. Is it due to the liquid cooling? Who knows, either way it sounds great in my mind – it oozes thumping, creamy torque even at idle and once riding it lives up to this vivacious idle with a big bassy note.
Rather than implement partial liquid cooling like Harley-Davidson did with its Twin-Cooled Milwaukee-Eight V-twin and BMW did with its R-series boxer twin, Indian decided to go all-in with liquid cooling for the PowerPlus.
It didn’t have to go far for inspiration. Indian’s middleweight Scouts are powered by a liquid-cooled, 60-degree V-twin with DOHC and 4 valves per cylinder, and the PowerPlus has the same engine con guration and number of valves but uses a SOHC head.
Indian says the PowerPlus “was developed with a big-piston, big-torque mindset with an end game of maximum power delivery across the entire curve.”
With a claimed class leading 178Nm of torque at 3800rpm you’ll be surprised to know the Challenger is still very punchy in the mid to high range. is is a fast roads bagger if you want it to be.
e traction control system has been updated, promising smoother operation when the going gets slippery, but there
is so much torque I could get the rear kicking out with the traction o , so it is a healthy reminder to leave it switched on and let it work its magic – this bike is too big to let it hang the rear out too much.
Its handling makes it probably one of the best baggers I’ve ridden. Heaps of ground clearance and a relatively light and neutral turn in with good stability. With the better half on the back, I didn’t even know she was there. Oh? Maybe she fell o and I didn’t notice? LOL! Braking is what you might expect on a sportsbike – Brembo
Jumping on the Challenger, it feels big, but once on the move from walking pace on it doesn’t, it’s quite easy to balance despite its size
radial mounted calipers help stop the Challenger real quick!
e Challenger features a modular aluminium backbone frame similar to the one on the Chie ain (they share the same wheelbase and rake/trail gures), but rather than straight downtubes the Challenger’s are out and are sculpted to wrap around the radiator like they are on the Scout’s frame. Indian’s stout aluminium chassis shares a signi cant amount of DNA with the frames that contributed to the impressive handling of Victory’s big touring models (shame they stopped production), and feel rock solid.
It’s amazingly comfy too! anks to a lounge-like seat, spacious oorboards, and handlebars that reach out to you, they keep the rider triangle surprisingly compact despite the bike’s big footprint. I rode about 3-350km during my time on the Challenger and I would have no trouble riding all day long – it’s that good.
e Challenger’s liquid-cooled design also means much less heat radiates into the ‘cockpit’, and the PowerPlus engine o ers rear cylinder deactivation at stops, to further reduce heat from the exhaust
header beneath your right thigh. ere is a commanding view from the seat, with switch gear buttons o ering control over the multimedia touch screen, cruise control, and the power windscreen. e 7-inch (178mm) Ride Command screen is sizable, and the interface certainly has a classic American feel to it, not a modern European feel. Speed limit overlays have been added for ‘22 models (and can be retro tted via so ware updates on ‘20 and ‘21 model bikes), and Apple CarPlay remains available, but only if
you’re hooked up via a Bluetooth-paired headset.
As with most big baggers the Challenger comes with a big 100watt fairing mounted speaker sound system. e speakers are loud and clear, probably the clearest sound system I’ve had on a motorcycle, up to 110km/h on the large analogue speedo.
e electrically adjustable windscreen does a solid job of shielding you from air ow in any position. In keeping with the old school Indian Motorcycle theme, the Challenger has an
illuminated Indian in a headdress on the front fender, which contrasts with the modernity of the LED headlamps.
Other electronics that come standard on the Challenger include Smart Lean Technology, which works via a Bosch IMU controlling cornering ABS and traction control. ere’s also tyre pressure monitoring.
To complete the premium look of the Challenger the chrome nishes, engine badging and highways bars, coupled with custom looking paint and 19-inch sport contrast cut front wheel, combine beautifully.
Accessories are well thought out for the touring rider. I think the Headdress oorboards and pillion backrest would be high on most owners list, but you can also bang in some performance cams, performance exhausts and much more.
Indian Motorcycle’s Challenger is a muscular, modern styled, excellent handling, and long-haul comfortable bagger. It o ers the full range of available technology and generous wind protection. It calls you to go and ride one… just make sure you’ve already got space in the garage for it, because you’ll take it home.. D
INDIAN CHALLENGER LIMITED
MODEL: Indian Challenger Limited
PRICE: $41,995 (ride away)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 8000km or 12 months
ENGINE: 1768cc liquid-cooled V-twin cylinder, 108x96.5mm bore/stroke, SOHC
POWER: 91kW
TORQUE: 178Nm @ 3800rpm
TRANSMISSION: 6-speed, wet multi-plate clutch, belt 昀椀nal drive
SUSPENSION: Front, 43mm telescopic fork, non-adjustable, travel 130mm. Rear, monoshock, adjustable preload, travel 114mm.
DIMENSIONS: Seat height 672mm, weight 381kg (wet), fuel capacity 22.7 litres, wheelbase 1668mm
TYRES: Front, 130/60/B19. Rear, 180/60/R16
BRAKES: Front, twin 320mm discs with radial four-piston calipers. Rear, 298mm disc, two-piston caliper.
FUEL CONSUMPTION: 6.33 litres per 100km, premium unleaded
THEORETICAL RANGE: 358km
COLOURS: Black Metallic, Maroon Metallic, Spirit Blue Metallic/ Black Metallic
VERDICT: Comfortable muscle
WORDS – THE BEAR
PHOTOS – ROYAL ENFIELD
ROYAL ENFIELD HAS CONCLUDED season two of its Busted Knuckles Build Off - one of the most celebrated custom competitions. Royal En昀椀eld dealerships across Australia & New Zealand were asked to transform a custom motorcycle of their choosing, from any of the current models in the range. This resulted in an amazing slew of custom Royal En昀椀eld motorcycles.
Anuj Dua, Head - International Business - APAC, Royal En昀椀eld said, “The custom builds presented in the Asia Paci昀椀c markets reinforce that Royal En昀椀eld motorcycles are the perfect canvas for customisation. Australia and New Zealand have some of the best custom building talent that we have seen anywhere in the world. What makes the second season of Busted Knuckles special is our dealers being an integral part of it. Due to passionate riders across ANZ, we have a very strong community which loves to customise their motorcycles as an extension of their personalities. With pure and simple construction, our motorcycles are perfectly suited for expressing creativity through the unique expression of the best custom builders across the globe. Apart from uniquely interpreting the design language to make beautiful builds, Royal En昀椀eld has been pushing the envelope with its custom builds in terms of capabilities as well.” Each custom Royal En昀椀eld was assessed in 昀椀ve different categories each worth 20 points, meaning a total possible score of up to 100 points for each judge, and 500 points across the board. The judging panel of 昀椀ve was made up of custom bike and café racer publications, Royal En昀椀eld a昀椀cionados, and Royal En昀椀eld UK’s very own Adrian Sellers (Group ManagerIndustrial Design).
Royale Motorcycles, Hamilton, NZ.
No. 55 GT Production Café Racer
It was a close race to crown the winner of Busted Knuckles Build Off Season 2 ‘Experts Choice’ award this year. But alas, there can only be one winner. New Zealand has done it again, taking out the coveted Busted Knuckles Build Off trophy for 2022! Coming in at numero uno was Royale Motorcycles’ No. 55 GT Production Café Racer from Hamilton, NZ. We heard the talented team across the ditch put in over 350 hours into this custom build, and if you look closer at the minute details, you can certainly see why.
Taking inspiration from India’s domestic Royal En昀椀eld ‘GT Cup’ Production Racing series, they decided they’d try something similar, if not a little more like a sports bike. And while you may think that a sport bike is just about as far away from Royal En昀椀eld’s GT as you can get, it’d pay to remember that the original café racers that inspired the GTs were themselves an homage to the Isle of Man TT racers of the ‘50s and ‘60s. These were the sports-bikes of their time, so making a modern racer out of the 650 twin was inevitable.
The 17-inch wheels have been 昀椀tted with Pirelli Diablo racing rubber, including a beefy 160mm boot on the rear. Continuing with the racing theme, the team also constructed a bespoke exhaust system. A super-
Here they are, in no particular order: MotoMax Perth ‘Regency’ Interceptor 650 Twin Scrambler
slick, hydroformed HP Corse end-can for some added racing vibes and no doubt a better engine note as well. This ease of use extends to the bike’s chassis as well; made from steel and not aluminium, it’s much easier for the average custom shop or home builder to modify the GT’s bones.
The runners-up, according to the judges, were impossible to separate.
A Royal En昀椀eld dealer since 2015, business owner Ric Steele says making a scrambler out of the new Interceptor was an obvious choice thanks to the bike’s factory riding position and handlebars; it’s also a motorcycle whose heritage can be traced all the way back to the California surf and sand culture of the late 1960s thanks to its popularity with the west-coast surfers of the time. A road-based scrambler -Regency’ Interceptor 650 Twin Scrambler has a bash plate to protect the sump, new indicators, a handmade
‘Regency’ Interceptor 650 Twin
seat and a super cool bates-style headlight. A very clean design which can get dirty and is built aptly for all roads and no roads.
Revelry Cycles Sydney
‘RevElation’ 650 Twin Salt Racer
The decade-old dealership’s owners, veterans of the motorcycle industry in their home country of America began selling Royal En昀椀elds in 2014. The custom build’s frame was built from scratch and once the frame was built, the even tougher job of 昀椀lling it full of go-fast goodies commenced. At the heart of the beast would be a Royal En昀椀eld 650 Twin engine, but the engine’s capacity has been increased to 960cc with an S&S big bore
kit and a stroker crank. There’s also a throttle body set-up made by Revelry themselves and a pneumatic shifter. And note the free-昀氀owing heads and the very loud custom pipes.
Fast Fuel Albury
‘Dr. No’ GT 650 Twin Cafe Racer
Meet Lincoln Smart, owner of both
Albury’s Fast Fuel Motorcycles and its best ever café racer, this custom and clearly stunning Royal En昀椀eld GT 650 Twin. The body kit is from C-Racer in Greece and before it even went on the bike, Linc was at it to make it more closely 昀椀t the image of the build he had in his head. “It had a brake light incorporated into the tail piece, but we really wanted that to be sleek, so we modded the plastic to get that minimal look we were going for.” The exhaust was obtained locally but in an interesting twist for the bike’s overall look, the supplier heard Linc’s drag pipe idea and then turned it on its head by insisting that the racer have something more unique and higher up. Needless to say, it sounds fantastic too.
SurfSide Motorcycle Garage, Sydney ‘No. 40’ Himalayan 650 Twin Surfside’s team put their heads together for Royal En昀椀eld’s 2022 Busted Knuckles Bike Build-off to create a legendary beast; the much speculated on but never seen 650 Twin Himalayan that fans have been excitedly craving since the twin engine hit the market in 2018.
“The custom build has a S&S 856cc kit in it and we had Hallam Engineering down in Melbourne work the head for us. Now there’s bigger valves, performance springs and a Hallam camshaft,” commented Surfside’s Tommy.
To this they added oversized throttle bodies and a beefy Tassie-made Verex end that can be 昀椀tted onto customwelded two-into-one pipes. The motorcycle weighs 182 kilos on a full tank and a bit over 70 hp. To 昀椀nish the build, Tommy’s new aluminium bodywork was complemented with Mitas off-road tyres, an extended swingarm and monoshock conversion, and YSS shocks. And note the very cool Garmin Montana 700i dash with SOS button. D
AN AGED ENGINEER
PASSED on the basic elements
of this story. He was grizzled and sunburnt and old when he told me, half a century ago, so it would not be unreasonable to assume that he has ridden that great slide rule to the sky. at’s a shame, because I suspect he would have had a lot more stories. But we were going around the table with our tales, and the next one was from
a younger bloke who knew a bit more about the “gross maladministration, negligence and unlawful actions in relation to the (Darling) river’s management” by Commonwealth o cials than the Royal Commission let on, and that was interesting too.
We were a group of Sydney and local motorcyclists sitting in the courtyard of Maiden’s Hotel in Menindee in Outback NSW, telling tales of the Darling River
both recent and long gone by. Jim Maiden was the publican back then, and even though he was a reticent sort of bloke he could sometimes be encouraged to chip in with tales of his own. By the time I’m on about, back in the 1970s, it was already a backwater out here. With a bit of luck and the e orts of the locals, that will change a little, at least for Menindee, if they nally get the Pooncarie road sealed to create a circuit that the tourists can drive rather than leaving the town at the dead end of the tar. I wish them the best, although it won’t be as much fun on a bike as it is now.
But I’ve managed to dri o the topic. Kinchega Station – now Kinchega National Park preserves a wonderful bit of history. It is a protected national park that adjoins Menindee. e eastern edge of Kinchega National Park is formed by the Darling River. e 44,259-hectare (109,370-acre) national park lies approximately 840 kilometres west of Sydney and 111 kilometres south-east of Broken Hill. Apart from its European history, the park is noted for its Aboriginal artefacts, le behind by the Paarkantji people, who travelled up and down the Darling River. is country once created a staggering amount of wealth. Back in 1883 when
Kinchega Station was at its peak, the property was running 160,000 sheep and employed 73 men. Even today, its 1875 woolshed is still a prominent feature in the arid surroundings and perhaps the largest woolshed of its type remaining in the Western District. Kinchega Woolshed was restored in 1993 and contains the shearing machinery, wool press, wool cranes, a cart and buggy, a
When Kinchega Station was at its peak, the property was running 160,000 sheep and employed 73 men
contained shearer’s quarters, a cookhouse and buildings for storing supplies. ese days they’re available for overnight accommodation, though you have to bring all of your supplies.
Sheep shearing is done much the same way in Australia, New Zealand and the United States, although Australian shearing sheds tend to be larger due to the huge numbers of sheep run by any
between the history of Australia and the United States of America is more a matter of scale than anything else. Australia has some 105 million sheep while the US has 5 million. Consider also that the longest cattle drive in the US would have been what… the 620 miles of the Great Texas Trail? Australia’s longest cattle drive was 3000 miles.
e sheer size of the industry called for mechanization even back in the mid-19th Century. Steamboats on the
Darling and Murray rivers competed with bullock teams to transport the wool clip, and in 1882, a bloke called Jack Gray was the rst to completely shear a sheep with machine rather than handoperated blade shears.
e example of early mechanization that sits in the Outback sun next to the Kinchega woolshed is worth seeing.
is English-made Fowler engine was a type developed by John Fowler of Leeds, England in 1863. It was part of
the mechanisation and industrialisation of agriculture during the nineteenth century. Its rusted hulk belies its wonderful story. As a plaque explains, ‘ is old “steam traction Engine” was originally one of three ‘walked’ up from Melbourne to dig earth tanks to provide stock with water. However, it proved to be as costly and slow to cart water for the boilers with bullock teams as it was to use the teams themselves to dig the tanks. e steam engine was [instead] used to
provide power for machine shearing in the Kinchega Woolshed until the 1920’s (sic) when combustion engines took over.’
e process of “walking” involved taking a compass reading on Menindee from Melbourne, and then driving the engines the 500 miles through the bush on that reading. e crews would chop wood for fuel along the way, and when they reached a major river – there were at least three on this route – a carefully planned process would swing into action. One of the crew would swim across the river with a light lead line. He would then pull a more substantial cable across along with a block and tackle, which would be fastened to a riverside tree. Fortunately, Australian inland rivers tend to have huge River Red Gums growing next to them. Meanwhile, one of the engines would have its re put out and allowed to cool before being attached to the cable and pulled across the river, underwater on the riverbed. With its re relit it would then pull the others across, also suitably cold.
Many of these engines, like the one at Kinchega, were imported into Australia for the construction of large earth tanks or dams for storing water on outback
sheep stations. During the 1880s some travelling stock routes were improved by government-owned Fowler ploughing engines with excavating scoops. Steam ploughing engines were also used during the development of the irrigation areas along the Murray and Murrumbidgee Rivers. As late as the 1920s they were used by the Water Conservation and Irrigation Commission to clear and plough land for soldier settlers around Gri th in NSW.
ere is a lot more history to discover around Kinchega, like the fate of the steamer Providence which blew up a er its crew had spent an evening at Maiden’s Hotel. Go and have a look. D
Themostuniversal andintuitivethrottle lockevermade! Madefrom hardened stainlesssteel thatwilllast thelifeof yourmotorcycle
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.
“Oh, we started down from Roto when the sheds had all cut out. We’d whips and whips of Rhino as we meant to push about,”
THIS FIRST APPEARED IN print in Paterson’s collection, “Old Bush Songs” in 1905 and it’s gotta be one of Anon’s best works. But not everyone who cut out from Roto Station headed across to the Murrumbidgee and thence to the smoke to drink until their money ran out.
In 1863 William Hill, a Roto stockman, only made it 50 miles south through Wiradjuri lands to a small township on the banks of the Lachlan. The traditional owners knew the area as ‘Melnunni’, meaning ‘red soil’, and to the whites it became known as ‘Redbank’.
in 1867 his death certi昀椀cate put the cause of death as, ‘exhaustion due to intemperance’.
Hill died, there was a kid born on Roto who very soon learned how to seriously ‘push about’. And who became one of the nicest, most successful athletes in the twowheeled world.
First time I head to Hillston –one scorching February day - I’m charging north up the Kidman Way after a night to remember and a morning to forget at the Black Stump pub at Merriwagga.
About 5 kms outta town there’s this homemade banner that’d obviously been put up just recently. It reads: “GO TOBY PRICE”.
Rather than hand over his cheque to a publican to be lambed down, William Hill set up his own establishment and called it simply the ‘Redbank Inn’.
He proved to be an extraordinary host, exemplary town 昀椀gure, and prodigious drinker. When he died
Two years after he passed away, the post of昀椀ce arrived in town with the news there were three ‘Redbank’s in NSW and this one had to change its name. The locals decided only one person deserved the honour - the genial but intemperate William and the place became Hillston.
A hundred and twenty years after
To which a fresh bit’s been added on: “CONGRATS DAKAR WINNER 2016’.
Toby’s parents (and grand-parents, oh and an aunt and uncle) moved from the Southern Highlands to the 42,000 acres of Roto in the 1980’s and he was born there in 1987.
There was no power and no
Anyway, it was hot as hell when I rolled on into town and I could’ve done with being shot out of an irrigation pipe into a channel
plumbing when they arrived. Life was raw. But fun. In his newly released book, “Endurance”* Toby tells of being around four years old, his father tying a life jacket on him and being shoved inside a main irrigation pipe. His dad’d 昀椀re up the pump and Toby’d get spat out by the gush into the irrigation channel.
He also tells of riding goats on Roto and the 17km ride to the school busstop then the 50km ride to Hillston in a non-air-conned bus each school day. And how all the town kids couldn’t wait for the weekend or the holidays to get out to Roto and go wild.
Anyway, it was hot as hell (or Booligal) when I rolled on into town and I could’ve done with being shot out of an irrigation pipe into a channel but instead I followed the main drag through the place and out past the silos at the northern end, turn left and into the parking area beside a large cool reservoir. And jump in beside a couple of young ladies who’ve brought their horses in for a frolic too.
Hint: if the water’s got a current, always bathe upstream from horses.
I wasn’t staying that 昀椀rst time so a quick slaker in the Club House and under faultless blue I headed southwest on a dry-weather rattler
of a road to Booligal - about which Paterson did write. And none too complimentarily either.
Seventy kms of corrugations later, I pull up on the edge of town and the GoPro that I’d 昀椀xed on the crash bars is missing. Bugger. I’m not going back. Put it down to experience.
Two months later I get a call from Of昀椀cer Something from Hillston Police. He has a GoPro camera that might be mine. I’m stunned.
Turns out this bloke Dick grades the dirt roads for the Council and he was grading the ruts on the Booligal road and saw this thing shining on the side so he stopped and picked it up. His wife, Charlene, likes photography and she worked out how to open the case, take out the data card and check out the images. And one of them was a shot of the rear of a Super Tenere and it showed the numberplate. So, he ran the plate, got the phone number and rang it.
Bugger me! The cop offers to parcel it all up and send it to me courtesy of the NSW Police which is great and I ask how I can get in contact with Charlene and Dick.
He gives me the number and as soon as I’ve thanked him and we hang up I ring the number. Charlene answers and I thank her profusely but Dick’s out on the tractor and she’ll pass on my appreciation.
Now at this stage I had the resources to get ‘guests’ into NRL matches. State of Origin was coming up. Does Dick follow league. He sure does, loves the Blues. Well if he can get to Sydney for game 1, I can get him into the ground to watch from the sidelines.
There’s a pause. Can she get back to me in the morning? Of course.
So next morning Charlene rings me back. She’s spoken with Dick. Dick’s never been out of Hillston. Where he takes the grader to the Shire boundary is as far as he’s ever been. And he says thanks but he doesn’t really feel like he’d enjoy Sydney.
So I didn’t get to meet Dick or Charlene but this time in Hillston I’m determined and when I rock up from the north, after passing the huge silo on the left across from lagoon which for some reason is dry despite the Lachlan being in 昀氀ood and lapping at the beer garden of the pub, it’s a busy Saturday arvo in the Club House.
Apart from being the person who provided Toby Price with his first riding kit and spare parts, Sue’s the grandmother of Nick the publican
The date on the front says it’s 1929 but don’t let that fool you into thinking it’s so young. First built in the early 1880’s, partly burnt down in 1924, it was then seriously rebuilt with bricks from Grif昀椀th and included a front bar, lounges, dining room and 17 upstairs bedrooms. Plus of course a stunning front veranda.
I get a cold beer and notice a woman looking full-on-country in jeans and pink work shirt who’s entertaining a mob of mates with yet another story, so I sidle over and ingratiate myself.
Now in his book, Toby Price writes that by the time he was, “three years old the only place I wanted to go when we went to Hillston was the bike shop.” Well that shop was run by this same woman in pink, Sue, who’d taken it over in 1972 and kept it until 2006.
Apart from being the person who provided Toby Price with his 昀椀rst riding kit and spare parts, Sue’s the grandmother of Nick the publican here at the Club House and after a bit
with Sue, I head over to chat with her grandson.
“I left tractor driving in 2018 and some people had bought the pub and they were doing it up but they didn’t know a lot about running a pub and they asked me if I wanted to come and run it for them and for 6 months and it was running good but it was on the market.”
He then had a stint at the local club but then one day:
“Mark, one of the couple who owned it rang me and said we reckon you should buy the pub and I said I’d
love to but can’t do it.
He said, look it’s on the market and I said, I’m pretty sure someone who’ll love it’ll buy it and he said, no, someone’ll buy it, take the pokies and shut it down… And we don’t want that.
So we mulled this and three schooners later, three weeks before Covid hit, I said give me the keys and I’ll have a crack.”
He spent Covid shutdowns renovating and updating the pub but by the end he’d sold the courtesy bus to pay the power bill and there wasn’t much money around so a couple of mates decided to take his mind off the problems and take him 昀椀shing on the Murray around Tocumwal.
“We stayed at the Palms Hotel and Geoff who runs the pub heard about me and said, ‘well what do you need to get going?’ and I told him, ‘a couple of kegs’ and he asks me, ‘what 昀氀avour?’ So next day he buys me a couple of Great Northern kegs. That
afternoon we load the kegs into the boat on the trailer and head back to Hillston.
Then the IGA across the road asked me what grog did I need and I said, ‘look I can’t really afford to pay for it,’ and they said, ‘don’t worry about that, you can 昀椀x us once you’ve sold it,’ so they used their account to buy the stock I needed to get back on my feet.”
You getting an idea yet of what sort of town this is?
Now, amongst the many tales Toby Price tells in his 300-page book, is one of how “NRL player-turned-TV star Paul ‘Fatty’ Vautin” once promised him two motorbikes on the Footy Show.
Well Fatty, and Nine, reneged on the deal and there was not going to be one, let alone two motorbikes. The community of Hillston was enraged. Through a concerted deluge of letters the community basically shamed the
Now, amongst the many tales Toby Price tells in his 300-page book, is one of how “NRL player-turned-TV star Paul ‘Fatty’ Vautin” once promised him two motorbikes on the Footy Show.
Channel into providing one.
Later, when Toby’s dad’s health declined, they decided it was their time to come ‘down from Roto’. They moved to Hillston and a house with no back yard for Toby to ride around. No problem. The local Council allowed them to build a MX track out near the local tip.
Yep, it’s that sort of town.
As the afternoon blends into the evening and into the night, I spend time with people showing me their tattoos which say ‘ouch’; others offering to take me out to William Hill’s grave once the waters have gone down; who offer a bed next time out on their property; who have tales of Toby Price as a wild child. And 昀椀nally Charlene – complete with moonboot – and Dick.
It becomes a memorable time. No better place, no better town to drink your cheque surrounded by honest good people – each one with stories and memories.
“So hump your blues serenely and make for Hillston town, And sort the cheque between you, and look to knock it down.” D
There’s eight beers on tap in the bar which also has TAB and Keno without it taking over the place, and there’re meals seven days.The rear beer-garden backs onto the river and the day before I got there water was high enough to cast for cod from the pub.
I stayed in one of the Queen doubles with ensuites @ $70 pn. In a total of 15 rooms there’s a mix of singles ($45), twins ($50) and Queens ($65) all with shared amenities.The room was very comfortable, with air con and screened windows.
The parking at the back of the pub is locked at night and there’s limited under cover spots.
For breakfast there’s a great little café just north of the pub around the bend and the IGA – the one that supported the pub when it really was in need – is right across the road. Good place to stock up.
4/5 for unique character, but 5/5 for characters. Do not waste your time here talking with the people you arrived with.
Value for money is excellent, 170 on my scale where 100 is average.
With room rates that allow for single riders, its lockup off-street parking and the attitude of the entire place it rates a solid 4 helmets for Motorcycle Friendly.
The southern section Kidman Way has a wealth of good pubs – Goolgowi, Merriwagga, Mt Hope are all good, but this place is right up there.All that’s missing from the town is a Toby Price museum, but with this place’s attitude, I reckon that might be in the pipeline.
• Toby Price’s so-far biography,“Endurance” is published by Penguin and available at bookstores and online for around $30.Take it from me, you don’t need a mullet to enjoy it.
HIGHLIGHTS
Sarajevo, Mostar, Adriatic coastal road, Zadar, Hvar Island, 5 UNESCO World Heritage Sights: Plitvice National Park, Durmitor National Park, Kornati Archipelago, Kotor, Dubrovnik, Split.
AUG 31 - SEP 17, 2022
AUG 30 - SEP 16, 2023
TRAVEL TO NEW ZEALAND
is well and truly back, so now is the time to start planning your motorcycle holiday to the land of the long white cloud and who better to plan that with than, Paradise Motorcycle Tours. You may remember we ran a couple of readers’ tours with Paradise and their professionalism and the enjoyment you get from one of their tours cannot come more highly recommended.
Choose from 11, 16, 18 or 21 day guided tours that cover all the best bits of the North and South islands. Of course, the more days of a tour means you see more of one of the most feature packed locations in the world.
If you want to jam pack as much amazement as you can into a short period of time their 11-day guided South Island tour is a must do.
Fancy doing it by yourself but have all the nitty gritty sorted for you? How
about a self-guided tour. is time, choose from 7, 11, 14, 16, 18 or 21 days of delights! eir 7-day self-guided tours of either the North or South island are great for a quicky. Take only one week of holidays o work and feel like you’ve been away for a month! at’s just how good one of Paradise tours will make you feel.
Want to just hire a motorcycle and do
your own thing – Paradise o ers this for you too. I have done this very thing a couple of times.
All accommodation, no matter what level you choose, is hand-picked, you’ll enjoy top quality ensuite rooms in beautiful locations. Hotels are chosen for their high standards, stunning locations and superb service.
ere’s also no cutting corners and no hidden expenses. All bikes come with top boxes and panniers/side bags, so li -out bags, puncture repair kits, maps
and ferry tie downs at no extra charge. ere’s unlimited kilometres on all motorcycle rentals and tours, and they’ll even courier your luggage between their bases (Auckland and Christchurch) free of charge if you have a one way rental.
Paradise Motorcycle Tours is an o cial partner of BMW Motorrad, that means you get to ride the latest BMW motorcycles and your guides are BMW Motorrad trained. To become certi ed the course is quite intensive and as you can imagine, not just anyone can gain this type of high level approval. at’s just one reason why Paradise o ers such a great experience. Paradise is also certi ed by Qualmark, New Zealand Tourism’s o cial Quality Standards Agency, and is a winner of TripAdvisor’s ‘Certi cate of Excellence’.
I’ve got you interested now, haven’t I – so get in touch with the great team at Paradise and discuss or book your next motorcycle holiday. Email - info@ paradisemotorcycletours.co.nz, Phone +64 274 765 035 or check out the website - paradisemotorcycletours.co.nz And tell ‘em we sent you! D
Hotels are chosen for their high standards, stunning locations and superb service
WORDS / PHOTOS THE BEAR
THE FIRST TIME I rode this road was before it was a road, really. Back in the early ‘80s it was a wheel track on the mountain in places where the locals were the only users with their utes. It got better wherever it served log trucks, admittedly. I was living in Melbourne and had a BMW R 80 G/S, which needed a run. I had an appointment for some reason or other in Sydney, so I thought I’d check out the capabilities of the bike. Not that I knew what this road was like then; if I had I might well have taken the Omeo Highway instead, rough as even that was. But the Blue Duck had closed some time before, removing one licensed reason for taking the highway, so I shifted my attention one road east.
At the time and for a long time afterwards I called this The Brothers Road, little realising that while it could be said to have been named
that at its southern end, the actual Brothers Road soon turned off to the east. It still is not entirely clear what name to use when trying to identify it for others. Some people call it the Benambra Road after the hamlet near its southern end. Others, and I think these are only locals, call it the Morass Creek Road for the nearby waterway. Northerners have been known to call it the Nariel Valley Road after a hamlet near the northern end, but I suspect the best-known name these days is the Sassafras Gap Road.
Coming from the west along the Murray Valley Highway, your last fuel stop is Tallangatta which also has a motorcycle-
friendly pub. Just sayin’. Tallangatta was built to replace a town by the same name that was covered by the waters of Lake Hume, so it is sort of modern in a ‘50s kind of way, but it is a handy stop, just off the highway. While we’re on the subject of pubs, you will pass the Koetong Hotel between Tallangatta and the turnoff into our chosen road. I see from Google Maps that this is
The Route
Corryong to Omeo is about 145km, which according to Uncle Google should take about two hours. It took me longer because I stopped quite a few times for photos, as well as spending half an hour or so chewing the fat with an American bicyclist who was equipped with a fat-tyred bike and who appeared to be enjoying the gravel surface.
This gravel is a vast improvement on the more or less privately imprinted road that I remember from 40 years ago. A sign at the northern end advises that the surface was of昀椀cially improved over the course of a year or two, ending in early 2021. My assumption, going by the signposting and the way the improvement has been done, is that the work was intended to bene昀椀t the log trucks which are fairly common along here.There are even signs with blinking yellow lights to advise you of their presence. Since the northern part of the road, anyway, is fairly open the trucks are not a problem for motorcycles.
South of Sassafras Gap, a different local authority takes over and the surface, which is light, small gravel on a hard clay base in the north, becomes a bit more aggressive. Mid-sized blue metal fragments have been used to stabilise the surface, which is clearly softer and occasionally even muddy.That makes for a less pleasant and smooth ride, but it’s still easy enough for road bikes. My BenelliTRK loved it, partly because it is a solid and relatively heavy bike that just soldiered
through.The north is more pleasant than the south, nevertheless.
From the Murray Valley Highway to Nariel is tarred surface, then there are those two kinds of gravel roughly as far as Benambra Creek before you’re back on tar again to Omeo When I rode it, in late April, the entire route was still suffering from the effects of the heavy rains during the previous months.
From Omeo, you have the option of returning north via the tarred Omeo Highway – the Blue Duck is serving brews and food again – and the turnoff to Falls Creek and Mount Beauty; the Great Alpine Road due west; or the southern stretch of the Omeo Highway to Bruthen and Bairnsdale on the Princes Highway.Any one of these roads will repay a ride, although I really enjoyed the road to the south.
The only other thing I can really say is, try this route when you’re next commuting between Melbourne and Sydney.
now referred to as a 4 Star hotel; in my memory it was a typical and friendly enough country boozer with a tractor outside that was painted in different colours whenever anyone felt like it.
Corryong
Coming from the opposite direction down the Alpine Way or on the Cabramurra/Khancoban Road, along the River Road or from Tumba-昀氀amin’-rumba, Corryong is the last opportunity to 昀椀ll up. It is a reasonably well-equipped country town with several cafés including the one on the northern side of the road just at the roundabout which has good 昀椀sh and chips. There is also a versatile hotel which doubles as a café and a motel I have not stayed in for 30 years when it was pleasant.
Nariel
Set, appropriately enough, in Nariel Valley this is more of a locality than a town. It does not appear to have a shop or a servo (I may not have looked hard enough) but does feature an impressively space-age public toilet. One would
not be surprised to 昀椀nd 昀氀ying saucers stopping off here for a tinkle. Nariel’s other claim to fame is that this is where the tar stops.
Move right along, nothing to see here.
Keep moving, even less to see here.
Once a gold mining town with diggings nearby and able to be fossicked, Omeo now derives its gold from tourists who are riding or driving the Great Alpine Road. It is a nice enough little place with a chummy oldfashioned service station in the middle of town and two big pubs. I seem to recall that there was a coffee and donut stand or van next to the servo, but that might be wishful thinking. D
I
WHEN I FIRST SAW pictures of this multi-talented Taiwanese scooter, I thought: terri昀椀c, you’ll be able to keep going when the tar ends, and explore gravel roads.
How wrong I was.
The Kymco DT X360 is quite a bit more competent than that. How did I 昀椀nd out? Well, I know a causeway near Sydney which usually has water 昀氀owing over it, and therefore makes for good water-crossing photos. I thought the DT would look good tearing through that. To get there, you just need to cover a couple of kilometres of good gravel. No, sorry, you “needed” to cover that. Our recent rainfest has meant the track is eroded to the point where much of it is now just a collection of rocky
I have learned during my relatively long life is not to judge books by their covers or motorised conveyances by their appearance
outcrops connected by wide, empty spaces.
Fine for adventure bikes, although Mike suggested that trials bikes would be more suitable. At 昀椀rst sight, impassable on a scooter with a 14” front wheel, limited ground clearance and a wet weight of 194kg.
One of the few useful things I have learned during my relatively long life
is not to judge books by their covers or motorised conveyances by their appearance. So, helped along by the fact I was on an adventure bike while Mike was aboard the scooter, I shouted “onwards” and we tackled the rocks. Made it to the bottom, a very surprised Mike on the scooter and me laughing at the look on his face.
Don’t worry, I got mine when I had to ride the scooter back up after our photo session.
The suspension travel is respectable at 110mm at the front and 108mm at the rear, but the main thing that helps the DT X360 through the rough stuff is its fat tyres. At 120/80/14 and 150/70/13, they provide an effective cushion for scooter and rider. The seat helps, too, since it absorbs quite a bit of the pounding the rocks are handing
out. You can see in the photos that 20cm of water doesn’t faze it either, and it throws a respectable bow wave while keeping your boots fairly dry.
Despite this unexpected competence, I’m sure that DT X360’s owners will stick mostly to tar with some gravel and even dirt excursions, but it’s reassuring to know it will not abandon you when the going gets rougher.
Styling is in line with the currently fashionable spaceship look, while there is a remarkable amount of room under the seat. The scooter –at 2165mm length and a 1545mm wheelbase, it is really a maxi-scooter – but does not suffer on the road in order to provide its off-road competence.
The liquid cooled 320.6cc four-valve OHC single cylinder engine puts out a perfectly acceptable 21.2Kw at 7250rpm with a torque peak of 30Nm at 5750rpm delivered by way of an effective CVT, powering it to acceptable freeway performance. Handling is sweet, and two discs with Bosch ABS provide appropriate braking. Seat height is 800mm, which should be 昀椀ne for just about anyone.
It’s hard to 昀椀nd any serious criticism. I guess I found it surprising the tyres are the only hint of the additional capability it offers over other scooters. Fun to ride in all the conditions I could 昀椀nd for it, including slow commuting, and with a reasonable price of $8790 plus on-roads, the Kymco DT X360 is a winner.
Don’t be surprised if you 昀椀nd its metallic black and orange bulk confronting you on your favourite 昀椀re trail somewhere. D
KYMCO DT X360
MODEL: Kymco DT X360
PRICE: $8790 (plus on-road charges)
WARRANTY:Three years, unlimited distance
SERVICING INTERVALS: Every 3000km or 12 months
ENGINE: 320.6cc liquid-cooled single cylinder, 75.3x72mm bore/ stroke, OHC, 4 valves
POWER: 21.2kW @ 7250rpm
TORQUE: 30Nm @ 5750rpm
TRANSMISSION: CVT automatic
SUSPENSION: Front, 37mm telescopic fork, non-adjustable, travel 110mm. Rear, twin-shock, adjustable preload, travel 108mm.
DIMENSIONS: Seat height 800mm, weight 194kg (wet), fuel capacity 12.5 litres, wheelbase 1545mm
TYRES: Front, 120/80/14. Rear, 150/70/13
BRAKES: Front, 260mm disc with three-piston ABS caliper. Rear, 240mm disc, two-piston ABS caliper.
FUEL CONSUMPTION: 4.26 litres per 100km, premium unleaded
THEORETICAL RANGE: 293km
COLOURS: Black/Orange
VERDICT: Fun package
WORDS/PHOTOS – THE POSSUM
THE LOADED DOG
RALLY NO.32 rocked the Tarago Showgrounds over the weekend of the 13th to the 15th of May.
Jordan, the organiser, and his hardworking family pulled out all the stops to make this rally a top shelf event. No bands, no strippers, and no dramas.
Last year was Jordan’s rst e ort at running the Dog, having taken up the reins from Ash and Jim who stepped back a er many years at the helm. Reports about last year’s e ort and the amount of tucker available, had the e ect of increasing the numbers that attended this year. To pick up extra attendees is one thing, but to do it during crap weather is a testimony to the organisers.
e Cat Herders traveled down to Tarago, and only hit rain on the last leg, out past Wake eld Park. On arrival we found the track in to be a challenge – the recent rain and the tra c had turned it into a very interesting skating rink. e ground around the showgrounds was quite soggy and more than one bike managed a little lay down.
Check in at rally HQ gave the punters a few options, with most signing up for the two course main meal Saturday evening, and the big breaky Sunday morning.
Jordan runs a business called Inland Steel and put his skills on display, the hot plate that was used to cook up a vegetarians nightmare, was manufactured days before they loaded the truck to bring all the equipment down to Tarago. Restaurant quality equipment really works better than a cheapo BBQ from Big W/Kmart/ Bunnings!
Fire drums and plenty of wood were available for the taking, and even a wheelbarrow to carry timber to your camp site – can’t top that for service !
e weather at Tarago in May is usually quite cold (morning frosts), with the strong wind during the day
which lessens during the evening. is year, the temps were relatively mild –didn’t need to zip up the sleeping bag – and there was no real wind. I heard a bloke complaining the res were too hot, which is something that has never happened here before!
Saturday evening, a er a meal of roast pork, roast beef, roast spuds and pumpkin, peas and buckets of gravy, the well-fed crew listened as the awards were presented – see photo.
Next up – the ra e. Well known rallyist, rasher, won the rst draw, and despite there being a large number of prizes, I came away empty handed. Everyone else was pretty happy and I was able to assist one winner with the consumption of his prize.
Sunday dawned overcast but clearing, sort of. e grill was producing bacon
and egg rolls of a size that would choke a horse. Washed down with a mug (or two) of tea and we were starting to feel human again.
Following pack up, the track out to the road was negotiated without mishap and o into the rain we ventured. By Goulburn, we were out of the rain and had clearing skies all the way home.
Jordan said he will be back next year to do it all again, and has given the Showground Committee an assurance that he will be back for many more years. Any pro ts from this year, will be directed towards the RFDS.
is is a good
location, with ushing toilets, re drums, and a top feed, spoiled only by the caliber of the dodgy characters that roll up (humour). Help li the tone by coming along next year and supporting this long running event. And bring a friend. D
MY HUSBAND STEVE WAS facing a landmark birthday in August and wanted to celebrate on a motorcycle. He discovered IMTBike.com while researching tours online. IMTBike is based in Madrid, with additional o ces in Barcelona, Bilbao, Malaga and Lisbon — we gured these guys know Spain (and adjoining Morocco and Portugal.)
IMTbike o ered “ e Perfect Pyrenees Tour,” which perfectly coincided with Steve’s birthday. e Pyrenees border northern Spain and southern France and are known for well-maintained but challenging roads and twisty mountain passes. e tour takes six riding days to travel 900 miles, but the total tour is eight days, including Barcelona and a rest day.
fueling of our bikes. is was followed by an earlier dinner than Spanish standards (typically at 10pm). Our group enjoyed local food and vino tinto, and shared past motorcycle tales and anticipation for the upcoming tour.
e morning of the tour start, everyone familiarized themselves with their bikes. I’d booked the BMW F750GS and had ridden it before, but it felt top-heavy and unwieldy at a red light, moving slowly, or parking. e smaller, lighter BMW G310R was available so I opted for that.
Steve contacted IMTBike owner, Scott Moreno, an American expat, who happily answered questions during several conversations. We wanted to know about weather to determine the appropriate clothing for Barcelona (where the Pyrenees Tour begins and ends) and the mountains, and what motorcycles were available. Since IMTBike is an o cial BMW Motorrad partner, they o er BMW models ranging from the G310R up to the K1600GT.
Steve discussed with Scott my hesitation riding the Pyrenees. I’d gotten my license only two years prior, and I worried the tour would be too advanced. is tour was the rst since Covid-19 shut everything down around the world, and Scott said he was joining the tour to make sure accommodations and everything else was in order a er such a long lapse. He also said he’d look out for me and not to worry. Scott enthusiastically said, “Just come. You’ll love it.”
IMTBike sta picked us up at the airport and delivered us to a central hotel in Barcelona. at evening, everyone met in the lobby for a brie ng. Introductions were made, very thorough handbooks were issued, Spanish driving laws and road signs reviewed. Our fearless guides, David and Mikel, described the quality of the roads, the increased amount of tra c in some areas due to tourism, and daily
Steve and California Joe, a forty-year rider on his third IMTBike tour, rode BMW R1250GS’s; a young Midwest couple Bill and Ruth rode two up on a BMW F800GT. Completing our group were Jerry and her wife Gigi, both very experienced riders from Long Island, New York, and frequent tour participants with IMTBike. At 79 years old, Jerry is an inspiration and continues instructing in motorcycle safety. She rode the other BMW G310R, while Gigi rode an F750GS. Scott had an F750GS, David and Mikel alternated between driving a van and leading our pack on an R1250GS. e van accompanied us the entire trip, providing secure storage for our helmets and jackets during co ee and lunch breaks. e van also carried everyone’s luggage, and a spare BMW F750GS in case of the worst.
Our departure from Barcelona was the only time we rode a major highway; the mountains in the distance were beautiful and inviting.
We shi ed gears to climb those waiting mountain passes, and traveled twisty curves, sweepers and vistas of beautiful landscapes. Steve and I brought our helmets out tted with communicators, enabling us to share road observations, comments, and our excitement about the magni cent scenery, continuously exclaiming, “Spectacular!”
e parador at La Seu d’Urgell was formally an old convent. It even had a small swimming pool, much welcomed a er a 99º F riding day. It was peak summer, a er all.
Before dinner our group met to brief the following day’s ride. Drinks and maps covered the table and David and Mikel explained the co ee breaks, where and how to park for lunch, and stops at scenic points for photo opportunities. is was a ritual that occurred every evening at
each parador: David and Mikel described historic and scenic highlights, and other things particular to each day’s route. Future brie ngs included heads up for the especially long Bielsa Tunnel returning back to Spain from France. And they warned us about portions of the Tour de France route where messages to competing cyclists were painted on the tarmac and could become very slippery if wet. ey told us when to anticipate hairpins or narrowing roads or areas with clusters of cyclists. Whatever it was, they kept us safe, but they kept it fun.
e roads were selected for optimum pleasure and challenging roads, following rivers and through valleys. Twisty mountain passes contrasted sweepers. Steve and I quickly overused, “Spectacular!” and switched to, “Magni cent!” or “Fantastic!”
We discovered a er every co ee break and lunch, our bikes were repositioned for ease of departure. I really liked that and was quickly spoiled. Other times, David or Mikel would stand in the street and direct us safety through particularly tricky tra c. Plus, David and Mikel handled all the navigation, which let us to just joyfully ride.
A er our descent from the ski resort Baquiera-Beret, we encountered horses trotting alongside us, as free and unfettered as we were. Our travels through tunnels and mountain passes brought us into France, back to Spain and eventually we arrived at our Parador. It’s a cool lodge surrounded by mountains, and a lovely view of a waterfall.
During our nightly brie ng, Scott said he needed to reconnect with the Paradores and restaurants that closed because of COVID lockdowns, but then confessed he also yearned to ride. He’s passionate about motorcycles, as are David
who’s also a racer, and Mikel who’s been with Scott for 16 years. eir stoke made all the di erence.
e morning co ee break occurred in France, so naturally, everyone ordered crepes. Oddly enough, Steve and my crepe looked like a slice of pie…?
On steep, narrow roads, we passed cyclists impressive for their strength and endurance; but it didn’t look as much fun as I was having. We reached Col d’Tourmalet, the highest peak on the Tour de France. e altitude at 2115m o ered spectacular views.
By late a ernoon we traveled through the beautiful Pyrenees National Park. Spectacular twisties brought us to Col d’Augbisque (5607 .) another mecca for cyclists. During a brief break, a burst of applause brought our attention to another group of motorcyclists circled around Jerry. Turns out they found out she’s a seventy-nine-year-old rider and displayed their admiration. Made the rest of us smile.
Before arriving in Spain, Steve and I saw a famous photograph of the descent: a narrow road without shoulders or guardrails, and the edge a vertical cli . ere is no margin for error. It was scary. Steve and I kept saying to each other, “Don’t look down.”
We couldn’t look down if we wanted, fog concealed the view and hid the terrifying vertical drop — a blessing. But this was the curse: fog so thick, condensation formed on our face shields and blurred our vision.
Our group formed a slow conga line. e taillight on the bike in front of me my only guide. On the frequent turns the red light disappeared until I completed
the maneuver and resumed following the red dot in front of me.
Finally out of cloud, the cold damp air behind us, we approached a village. Suddenly a herd of sheep crossed our path, forcing us to stop. ey kept coming and coming, making us laugh. My laughter was also from relief. By the time we checked into our lovely Parador tucked into mountains, I was exhausted, yet exhilarated. On day one, our guides said if we needed, for any reason, to put our bike into the van and climb next to the driver, it was always an option. Scared as I was, I trusted Scott, David and Mikel to get us down safely, their pace careful and their line conservative. We all tackled the trying conditions, including me: I did it! And man, I relished a sense of accomplishment.
Everyone decided to explore beautiful Tramacastilla on the rest day. Meanwhile, David and Mikel devised an optional day trip. Steve and I wanted to stroll and relax too, but I wanted to test ride the F750GS. We asked David and Mikel if a shorter jaunt was possible, and without hesitation, they reorganized the route. California Joe joined us.
We circumvented Yesa Reservoir and stopped mid-way on a bridge to enjoy the beauty and take photos.
It was fun to watch these professionals, David and Mikel ride together with the joy of kids. And it was contagious. We had so much fun no one was ready to stop so we extended the route.
When it was time to fuel up, David and Mikel said, “Let’s have lunch.”
Steve, Joe and I were incredulous, “Here?”
ey smiled and said, “ e restaurant is in the back and the food is really good. “Who knew? Well, they did. e tables where lunch was served faced the foothills of a lovely ski area. We enjoyed an excellent lunch and laughed and shared stories about travel and motorcycles, adding another great riding day. And a successful test ride: I enjoyed riding the F750GS so much, I rode it the rest of the tour.
Another day of excellent riding. More twisties, more sweepers, more landscapes and exclamations between Steve and I of, “Bonito!” Eventually, that was overused, too.
e Parador de Cardona is a converted castle. is was fortuitous because it was Steve’s (Leo the Lion) birthday. Before
dinner, I sought David and Mikelto ask them to bring the little birthday candles I’d brought to the kitchen for Steve’s dessert. ey looked at each other, then at me, “Okay, we’ll tell you. A bottle and snacks are being sent to your room, and we already have candles for the cake we arranged.” I was very touched.
Dinner was in a grand, vaulted banquet hall. e food was terri c, dessert even
better. A birthday cake complete with candles was ceremoniously set in front of Steve and luckily our motley chorus singing Happy Birthday was drowned out by Scott’s phone blasting the Beatles Birthday.
Steve was embarrassed but delighted. Everyone, especially David, Mikel and Scott made Steve’s birthday fun, memorable and just so damn cool.
Day 7, Barcelona
e last day brought us more excellent roads, and another, awesome destination! Less than two hours from Barcelona is the Sierra de Montserrat. Recognizable in the distance by distinctive orangey mountains scalloping the sky. As we got closer, each mountain formed into thick, pointy ngers jutting upwards. A windy, climbing road brought us to the Montserrat Monastery, tactically built up on a hill, the impassable Sierra de Montserrat behind it. Wandering through the monastery complex is well worth the visit.
en, reluctantly back to Barcelona
Don’t get me wrong, Barcelona is an intriguing city, but our fantastic trip was over, and it was time to say goodbye to new friends. My initial reluctance to ride the di cult roads the Pyrenees is famous for was replaced with miles of joy, laughs, and con dence. Scott, David and Mikel created an environment emphasizing safety, riding tips and stoke. ey are very skilled and great guys; they’re new friends, too.
Since then, Steve and I have done two selfguided tours with IMTBike and anticipate our next guided tour with them. D
WORDS – STUART • PHOTOS – NICK WOOD PHOTOGRAPHY
IT’S BEEN A WHILE since I’d ridden the Conti GT version of the super popular Royal En eld 650. I personally love the Interceptor version and while Ralph bought the Chrome version, I couldn’t exactly go and copy him and buy the same, now could I! However, the Chrome Interceptor is the 650 I’d have, but enough of me rabbiting on about that, we’re riding the café racer styled Continental GT.
What’s the di erence between the Interceptor and the Conti GT? e wide handlebar is swapped out with a set of clip-ons, the shape of the tank is changed, the ‘bench’ seat sees a singleseat unit tted and nally the footpegs are moved backwards.
More or less, that’s all it took. You’d be mistaken, though, if you thought such simple changes resulted only in visual di erences. e truth is, they are not only di erent to look at, but also very di erent to ride. e Interceptor 650’s a relaxed sit-upand-beg a air, whereas the Continental GT 650 has a much more focused riding position.
Corners on the Conti GT are attacked rather than wa ed through, straight roads are own rather than oated down, and you’ll move around more on the seat when banging into corners to shi your weight. It really
manages to bring out the racer in you. Does it capture the spirit of the café racer scene? It sure does, and not just in the performance stakes, but the looks are simply the epitome of what a café racer looks (should-look) like.
But here’s the thing, while the Conti GT is truly a café racer by looks, it isn’t one by ergonomics. And that’s a very good thing. Royal En eld has been
clever and here’s how - look closely and you’ll notice those clip-on handlebars are actually mounted on risers. Study even more closely and you’ll notice that while those footpegs may have moved rearwards, they’re still mounted fairly low, and the distance from the seat to the bars is not completely raked out. Why? On all fronts, to keep it as comfy as possible. is isn’t a café racer that’ll wreck your wrists, break your back or destroy your knees a er just 20 minutes. Actually, you’ll be able to do 200 kilometres on it without really noticing. It’s as if Royal En eld has taken a leaf out of Ducati’s Scrambler café racer’s book, but done it at a fraction of the price with twice the coolness. Does the comfort kill its ability to be a café racer? Not at all.
And it’s not like the Continental GT is impractical either. It might look fairly barebones, but you can accommodate a passenger on the back – it actually has pillion pegs – and the frame provides plenty of anchorage for strapping on a bag or two for a weekend away or even just a city commute. It’s still got the steering lock of the Interceptor 650, so threading your way through city tra c is a breeze.
Just like the Interceptor 650, there’s 35kW on tap, a linear torque curve,
decent brakes, su cient suspension and decent tyres. Of the ve colour variants available, the only one with silver alloy wheels is this, the Dux Deluxe version. e other four (Green, Blue, Red or Chrome) come with blacked-out wire-spoke rims that really look the business.
Riding the Conti GT, you’ll nd a friendly and approachable motorcycle, with a cool old-school twin sound. e main thing I wish the Conti GT had is a clock, which is pretty much needed in this day and age with school zones and the like. e only thing I’m not too much of a fan of is that the front tyre follows cracks in the road and doesn’t go over them like most other bikes. It’s hard to describe but you do get used to it a er riding the bike for a couple of weeks.
Accessories are nicely thought out and can give a much more personalised look. Check out the Busted Knuckles custom bike buildo s in this issue to see what can be done if you want something further from the showroom oor.
Royal En eld has built a gem in the Continental GT 650. In a world where motorcycles are becoming more complex, it’s good to have an ‘old-fashioned’ motorcycle with simplicity. D
ROYAL ENFIELD CONTINENTAL GT 650
MODEL: Royal En昀椀eld Continental GT 650
PRICE: $11,290 (ride away)
WARRANTY:Three years, unlimited distance
SERVICING INTERVALS: Every 5000km or 12 months
ENGINE: 648cc air/oil-cooled parallel twin cylinder, 78x67.8mm bore/stroke, SOHC, 4 valves per cylinder
POWER: 35kW @ 7150rpm
TORQUE: 52.3Nm @ 5150rpm
TRANSMISSION: 6-speed, wet multi-plate clutch, chain 昀椀nal drive
SUSPENSION: Front, 41mm telescopic fork, non-adjustable, travel 110mm. Rear, twin-shock, adjustable preload, travel 88mm.
DIMENSIONS: Seat height 820mm, weight 212kg (no fuel), fuel capacity 12.5 litres, wheelbase 1398mm
TYRES: Front, 100/90/18. Rear, 130/70/18
BRAKES: Front, 320mm disc with four-piston caliper. Rear, 240mm disc, single-piston caliper.
FUEL CONSUMPTION: 5.49 litres per 100km, premium unleaded
THEORETICAL RANGE: 227km
COLOURS: Rocker Red,Ventura Storm, British Racing Green, Dux Deluxe, Mr Clean
VERDICT: For the rockers and rollers
Aside from a helmet, which is mandatory to be worn while riding a motorcycle the next piece of safety equipment I consider to be top of the list are gloves. Try crashing your motorcycle without them on and grind your meaty palms and spindly fingers along some bitumen and tell me you wish you’d had a pair on. So, with those gruesome grinded palms and mash up worn-down fingers in mind, let’s take a look at the latest gloves on offer from the great folk at the various distributors who kindly sent us their information.
Remember, keep this in mind when purchasing! SW
Era RTX Electric Gloves$369.95
The 昀椀rst we’ve seen of a heated glove with a short cuff. Macna offers you the Era RTX electric heated gloves (just one of many heated gloves Macna offer), which are made from a Softshell, Synthetic nubuck and Goat leather outer, featuring a Bemberg liner, RTX membrane,Thermo lining, dual power electric heating, 4 heat settings, battery level indicator, touch tip and strap wrist closure. Available in sizes S-3XL.
Darko Gloves - $59.95
Lightweight summer glove with a grippy palm and EVA knuckle and palm protection.The Darko is made from Synthetic Nubuck and Spandex and features an Ergo thumb and grip print.Available in sizes S-3XL.
A waterproof winter glove, made of Soft Flex and goat leather and 昀椀tted with Bemberg and Isofur Lining.The Zircon also features a Raintex breathable waterproof membrane with sensigrip,TPR knuckle protection, screen cleaner, 30° buckle and Touch Tip.Available in sizes S-2XL.
Want the best sports glove on the market, well look no further than the Macna Track R.Worn by motorcycle racers around the world at the highest levels. Constructed from the 昀椀nest kangaroo, cow and goat leather available today, with a combined DuPont Kevlar and Bemberg comfort liner. Fingers, knuckles and palms are protected by R.I.S.C. Polyurethane injection moulded external protective parts, with the palm and side areas enjoying the additional protection of double layer leather and a doubleVelcro closure system. Stuart has worn these for the last couple of years and rates them as some of the best he’s ever worn.Available in two colours and sizes S-2XL.
Combining the best of retro styling with the most modern of technology. Heated gloves don’t have to be bulky and bland – and the Merlin Minworth gloves prove that. The heritage styling is backed by the battery-powered heating elements, which run throughout the 昀椀ngers and the back of the hand.Three temperature settings ensure you get the most from the heat, and when it comes to recharging the batteries there’s a dual USB charger included. Protection isn’t compromised as these CE rated gloves also include D3O knuckle armour, while a Hipora waterproof membrane and Thinsulate thermal lining look after weatherproo昀椀ng when the heat isn’t required. Available in Black or Brown and sizes S-3XL.
Stewart Gloves - $99.95
How could I not include a glove in my name – despite being spelt wrong! The Merlin Stewart gloves feature a signature cross quilted rear panel, matching the 昀椀ne quality of their garments such as Yoxall and Stockton. Further, the Merlin branded snap stud is also a quality touch that adds quick and easy fastening of the cuff.With punched leather Stewart has good breathability and is a go-to for warm weather rides.You also get a touchscreen compatible 昀椀nger.Available in Black or Brown and sizes S-3XL.
The perfect accompaniment for any explorer, the Ranger D3O gloves carry all the features required for short and long-haul trips.The Halley Stevensons 12oz waxed cotton upper meets a cowhide leather palm for enhanced abrasion-resistance, which is further increased by reinforcements to key impact areas such as the scaphoid.A Sympatex waterproof and breathable membrane teams with thermal insulation to keep hands warm and dry, while D3O’s 昀氀exible knuckle protection features to add protection. Available in two colours to match with the Explorer jackets – black or olive in sizes S-3XL.
Thirsk is the go-to item for warm weather rides with punched leather panels at the back of the hand and thumb in a short cuff design.Available in two colour options this cowhide leather glove provides a nice, responsive feel on the grips.
These popular winter gloves from Held feature an outer shell made with a Goatskin palm and stretch fabric leather detailed back. Other features include a pique push-pull lining, + Gore Grip technology, Gore Tex membrane (ePTFE), visor wiper, knitted cuff, stretch fabric panels on back, special step seam avoids pressure points on inner hand and enhances feel,Velcro adjustment at wrists. Protection the gloves offer are certi昀椀ed under norm EN 13594:2015 “protective glove for motorcyclists” and feature leather covered hard plastic knuckle protection, reinforced edge of hand and the ball of thumb reinforced with SuperFabric brand material underlaid with Armaprotec.The Held Score KTC gloves come with a 5-year warranty and are available in Black and sizes 8-12.
As the name suggests, these winter gloves are ready for the coldest of rides. Outer shell is made from Taslan leather detailed back and a Goatskin palm.A 3M Thinsulate lining keeps you warm and a Gore Tex membrane keeps you dry. Other features includeVelcro adjustment at wrists and cuffs, elasticated leather panels on back, thumb and 昀椀ngers, special leather at thumb and 昀椀nger which allows smartphone operation, visor wiper, protection certi昀椀ed under norm EN 13594:2015 “protected glove for motorcyclists”, SAS-TEC knuckle protection, SuperFabric reinforcement on edge of hand, reinforced edge of hand and 3M Scotchlite re昀氀ectors. Available in Black and sizes 7-13.
The Rukka ThermoG Plus are a short glove built to keep your hands safe from the weather and the road. Rukka have gone all out on this glove making sure you’re getting highest quality materials with Gore-Tex laminates, 3M thinsulate to make sure you keep warm and dry.The outer shell of the ThermoG+ is composed of an abrasion resistant material with additional leather at the palm for abrasion resistance and durability.To make the gloves more comfortable for touring riders, they also include a visor wiper in the index 昀椀nger as well as touchscreen 昀椀ngertips in both the index 昀椀nger and thumb, so you don’t have to take your gloves off to adjust your GPS. For safety, the glove is coming with a strong level of coverage across the hand. In the knuckle, you have a hard protector that will still give you a bit of 昀氀ex while you then have a further set of hard knuckle inserts further along the 昀椀ngers.At the tips of the index, middle, ring, thumb, and little 昀椀nger, you also have extra impact absorbing foam inserts for safety. On the 昀氀ip side in the palm, you also have a 昀氀exible synthetic palm protector to give your hands some added coverage. Not only do Rukka ThermoG+ Gloves feature premium comfort, but they also haven’t skimped out on safety with their hard knuckle protector and additional reinforcements.
Touring gloves are a category of motorcycle gloves where waterproofness and long-distance comfort are critical to making a good product. If that wasn’t enough, making a waterproof and comfortable touring glove that’s also highly protective and durable is something that not all companies are capable of making. If there’s one thing that Finland-based Rukka knows a lot about, then that’d be making high-quality waterproof touring gear.The Argosaurus 2.0 Gore-Tex gloves’ unrivalled waterproofness and outstanding tactility as well as dexterity allow these Rukka gloves to stand head and shoulders above the vast majority of premium competitors.
The Rukka GTX 3 Fingers Glove are made of a fully water and windproof textile material with Gore-Tex technology.The gloves feature a leather reinforced palm, a 昀氀eece lining for extra warmth when riding in colder conditions and protection for the heel of the hand thanks to a moulded PVC/ carbon mix layer.There is also a handy visor wiper on the left hand.These gloves are very warm, so much so that you can use them for skiing/snowboarding also.
The Rukka Ceres 2.0 GTX gloves feel like a single layer glove, but they are actually 3 layers bonded together.The leather exterior, Gore-Tex waterproo昀椀ng and liner are all securely attached together so you have direct control for a fully waterproof, windproof and breathable glove.The Rukka Ceres 2.0 GTX gloves perform even in poor conditions and also feature knuckle and palm protection, long visor wiper on left index 昀椀nger, touchscreen 昀椀ngertips and the Rukka 2-year warranty.
These new inner gloves from Rukka look like silk gloves but operate in a totally different way.They are made from ‘In昀椀nium’, which is Gore’s new name for Windstopper. What this means is that the gloves, which are made from a combination of Polyester and Elastane, are bonded to a windproof membrane.And so, when worn inside an outer glove, the effects of wind chill will be reduced.Will that make them more effective than silk liners? Well, that depends on the conditions and the gloves in which they are being worn, whatever outer glove you are wearing, this inner glove will serve to keep your hands warmer.
Rukka Fernie Gloves - $120
Lightweight Rukka perforated leather glove with polyester lining. Short cuff with accordion stretch panels andVelcro closure. Excellent breathability Knuckle, scaphoid and 昀椀nger protection. Pre-curved shape.
Pro Field Gloves - $109.95
Pro Field will keep your hands at exactly the right temperature thanks to softshell, while not forgetting the great riding pleasure due to all-leather palms; the gloves are ideal for long-distance rides, but the simple style is also adapted to use in the city. For colder months, the Pro Field features a waterproof and breathable membrane, Fibre昀椀ll on backhand, Thinsulate on palm and Polar 昀氀eece lining on backhand, micro昀氀eece on palm.Available in a variety of colours and sizes S-3XL.
A game changer when it comes to heated gloves. Rather than just having heat settings, the IT-Yate EVO gloves are a ‘smart’ heated glove that knows when and how to keep your hands warm. Set them up to your personalised input through the Clim8 app and ride away. Each time you put your hand in the glove they automatically turn on and maintain your settings. Along with this unique technology, IT-Yate EVO also features a waterproof and breathable insert, thick insulation by Primaloft, famous for its effectiveness and very light weight; for more comfort, the gloves have ultrasoft 昀氀eece inside and a rainproof inner cuff. CE certi昀椀ed and features a protective shell for the knuckles and a 昀氀exible palm slider, while the palm and the edges are lined with leather. Most of the insulation is on the back of the hand so as not to hamper dexterity and the 昀氀ex on the 昀椀ngers follows your movements. Can you get a better winter glove on the market, Ixon think not.Available in sizes S-3XL.
It’s hard to believe, but this iconic image is now more than 20 years old. It’s a bit grainy; we took it on our rst Andes tour, waaay back in the late 90’s.
The advanced evolution of a Dainese Road Touring classic, featuring Techno inserts on the knuckles and 昀椀ngers, polyurethane palm inserts, a breathable waterproof Gore Tex membrane and Primaloft insulation. Enhanced by practical touches like a visor wiper and touch screen capability, the Scout 2 is Certi昀椀ed to CE - Cat. II and EN 13594 level 1. So that wherever the road takes you, you can ride in comfort with total control.Available in sizes S-3XL.
A waterproof and breathable short glove with Gore Tex membrane.The short cut and soft leather palm make it comfortable and practical in every situation, from touring to urban use.The padding and insulation offered by the Gore Tex membrane make it a perfect glove for colder climates. Protection is guaranteed by the rigid knuckles with Techno technology, seamlessly integrated on the back of the glove.Available in sizes S-3XL.
motonational.com.au
WFX Skin GTX Gloves$159.95
This winter glove is made from a full-grain goatskin and weatherproof nylon fabric construction, featuring a weatherproof internal Gore Tex membrane,Thinsulate 180g thermal insulation, PU metacarpal-knuckle and knuckle protective shells underneath the leather,TPR protective palm slider shell, perforated Clarino palm reinforcement and a closure system with elastic cuff and leather +Velcro tab.Available in sizes S-3XL.
$329.95
Racing glove designed for the racetrack and sports.The RFX1 includes ventilated PU knuckle shells and a large carbon shell to protect the forearm. It offers all the features of a top-of-the-line glove geared towards performance. Kevlar lining, carbon reinforcements and full grain leather for protection, stretch Kevlar for comfort, a protective barrier for both the palm and the top of the hand, while providing an exceptionally lightweight 昀椀t. It also features new stretch Kevlar and leather construction (instead of all-leather) on the thumb, for improved comfort.The palm features reinforcement in digital pittards leather for optimal grip in wet conditions.TheVelcro adjusting strap is concealed beneath a protective leather 昀氀ap to reduce the risk of the glove being torn off in the event of a fall.This top-of-the-range Racing glove will delight demanding riders of sports bikes or any rider for that matter, who favour control sensitivity and 昀椀t, without overlooking safety.Available in standard and replica versions.Available in a variety of colours and sizes S-3XL.
ficeda.com.au
$149.95
A sporty glove made from a Goat leather, Spandex and Amara outer shell. Features include knuckle protectors, palm reinforcement, articulation reinforcement and auricular retention link.You also get double cuff fastening and a long cuff to cover your jacket or leathers.Available in sizes S-3XL.
A long cuff waterproof winter glove which features an Amara, Nubuck and Goat leather outer, waterproof Gore Tex membrane, Thermoregulation - 120g thermal lining, knuckle protection, palm reinforcement, Sensor system and double cuff fastening.Available in sizes S-3XL.
Spidi Carbo 4 Coupè is a summer motorcycle glove, made of goat leather and certi昀椀ed EN13594: 2015.Among the technical features, the carbon 昀椀bre knuckle shield, the Warrior Tech protection on the palm and the possibility of use with touchscreen devices makes it stand out.Available in a variety of colours and sizes S-3XL.
dririder.com.au
That new we’ve struggled to even get a picture of them. Featuring lasting heat up to 8 hours, made from Goat leather with Superfabric protection on the 昀椀ngers and key impact points, Dri-Tex waterproof liner, Cordura fabric in the 昀椀nger and wrist stretch areas, three temperature settings, 昀氀exible heating element, rechargeable lithium battery and wrist and cuff adjustments.Available in sizes S-3XL.
Garage is the ideal glove for riders looking in a product designed for the custom and cafè racers’ world. Made of 昀椀ne goat leather, has a stretch joint on the knuckles, featuring a thermoformed shield. Available in brown or black and sizes S-3XL.
A warm winter glove featuring a Thinsulate thermal liner and made with pre-curved 昀椀ngers, dual adjustable Velcro closures, nylon stretch fabric and cowhide construction, Hipora waterproof and breathable membrane, Superfabric protection on palm, PU knuckle protectors and a reinforced silicone printed Clarino palm.Available in a variety of colours and sizes S-3XL.
WORDS – BORIS • PHOTOS - METZELER
THERE ARE THREE THINGS CRUCIAL TO a motorcyclist’s ongoing happiness – lawyers, oil, and tyres. A man should never skimp on any of them. Always hire the best lawyer, always use the best oil, and always buy the best tyres – and price should never be a consideration.
Especially with tyres. ose two palm-sized patches of uber-rubber are all that stand between you and… well, an unpleasant outcome. Do not compromise on tyres, because you’ll end up paying for it in other ways.
It was with this hard-wired programming I presented myself at the press launch for Metzeler’s new Karoo 4 and Tourance Next2 tyres.
Just between you and me, I’m a bit of a Metzeler fan, and have been for a while. No amount of free food and nice hotel rooms was going to in uence my position there. And the moment the industry works out I’d sleep under a tree wrapped in newspapers to sample its wares, the worse o I’ll be in terms of comfort. But I’d still go to the launch, for I am an accursed creature. Anyway, I had ridden Karoo 3s a fair bit, and while my dirt-riding abilities pose no threat to Toby Price, I struggled to fault them.
A harsh critic might say they don’t last as long as they should, to which I reply: “Shut up, Scrooge McPovo! ey last as long as they last. en you buy another set.”
A still harsher critic might opine the Karoo 3s o er a nervy transition from dirt to tar, to which I would reply: “Maybe put some more air in them, you putz.”
e Karoo 4 was meant to address several so-called issues, which then meant I was to put it through its paces on 250km of dirt roads – which had been helpfully lashed by 200 days of rain.
On the other hand, the Tourances and I have had a “thing” for a few years. It’s a hell of a tyre. It’s road-biased but quite good on easy dirt; think re trails not hard enduro. And when you t it to a BMW GS, a Multistrada, or a KTM 1290 Super Adventure, you’ll nd yourself giggling at the insane amount of grip it o ers.
I struggled to see how the new Tourance Next 2 was not going to be as good if not certainly better than
its predecessor. Up and down the Mother Putty for a total of 350-odd kays would undoubtedly put it to the question.
Metzeler was certainly up to answering lots of questions with these two new hoops. And I was amazed at how much sorcery – Metzeler calls it science, but I know better – goes into the development of its tyres.
And it has to, because the bike market is changing.
For example, the Adventure bike segment is booming, increasing 13 per cent worldwide in the last year. Adventure bikes make up 50 per cent of the whole bike market in Europe. Also, the bikes are getting heavier, they are producing more torque and power, and are on an electronic Rider Aid evolutionary trajectory which can only end in the bike saying to you one day: “Just stop, stupid. Let go of the ’bars. I got this.”
With that level of electronic sophistication in mind, it’s not easy to
make huge leaps forward in terms of tyre technology. So while there’s some revolution, much of it is evolution.
Metzeler has paid lot of attention to slowing the drop-o in tyre performance as the hoop ages and wears. is was once a huge issue, but the sorcery has advanced and such drop-o s are less noticeable on the latest tyres. e aim is to have the tyre behave the same way at the end of its life as it does at the start.
Sti er carcasses, multi-radius pro les, new knob-layout, self-cleaning treads, dual compound construction, shorter braking distances (wet and dry), higher corner speeds – all of these qualities are manifest in the new Karoos and Tourances.
All that remained was an objective con rmation. Or not.
So how does this whole new tyre evaluation thing work?
ere are a bunch of di erent bikes.
A few iconic BMW GSs, a few of KTM’s Orange Ogres, a Pan America,
a pair of Husky Norden’s, and a brace of insane Ducati Multistradas (because hell to the yes the world needs dirttyred Panigales).
On Day One, they are all tted with brand new Karoo 4s. A bunch of us ride them for a few hundred kays (mainly on dirt, but some tar as well), swap bikes now and then, and try very hard not to ride o a cli …no, wait, that’s just me.
On Day Two, spanking new Tourance Next 2s are tted, and we spend the day praying the Highway Patrol is elsewhere, while we examine the bitumen-biased credentials of these tyres.
Our dirt riding was in and around St Albans, Wisemans Ferry, and the Wheelbarrow Ridge Road. Our bitumen bash was up and down the Putty Road, because that one road will test all your tyres, all your suspension, and all your manhood, quite well. e weather was cool. e roads were mainly damp – most of the dirt was very wet, but we did get lovely dry tarmac for the Putty, which enabled pushing like a bastard.
It’s hard to think of a nicer way to spend two days…
What
e Karoo 4 is the radial tyre you’d t if you were planning far more dirt than road, but still needed something that would let you ride the 200km of tar you’d need to ride to get to your dirt. It’s certainly a dirt-biased tyre, with great tear and abrasion resistance, and it’s meant to o er the same level of performance when worn as it does when new. I can’t speak to that aspect, but it clearly looks and feels the full Adventure business.
How has it been improved?
e knobs have been redesigned. ey’re more aggressive and have been engineered to self-clean. Yeah, I know. I wondered how that happens. Seems it’s in the way the knobs are designed, and they have a steeper forward face, and a gentler-sloped back face – and will eject mud and clay like a stoker shovelling coal.
ey are also much quieter on the tar, and the transition from o -road to on-road is seamless. I was amazed. And I did not touch the tyre pressure. If you’ve ridden on knobbies, you
know they can be quite…um, exciting on wet bitumen. Much of that excitement is gone from the Karoo 4. In its place is a con dence I did not expect to have. e new dualcompound rears are very impressive. ey also seemed more amenable to tipping into corners. And some of the corners I tipped into were greasy with rain, but the ship sailed on without a murmur.
On the dirt and on the gas, there was noticeably more drive rather than wheelspin – though I kept that crazy Dakar shit to a minimum because I ride dirt lled with equal amounts of both terror and joy. But the new knobpro le does seem to work.
How’d it go?
For me, an occasional dirt rider, it was all about con dence. ere were a few sections I encountered on the dirt where I prepared to meet my new surgeon, then when I was through it with a minimum of fuss, I was telling myself I could have gone in much faster than I did. ere was a certainty there, especially on the front, and avowedly on the back.
Any tyre that gives a numpty like me slightly bigger balls, and a more steely glint with which to assail terrifying dirt-based challenges, is a winner.
What it’s supposed to do?
is is the snake-squasher you stick on your Adventure bike if you’re doing lots of bitumen, with lots of twisties, and might occasionally hurl yourself down the nearest re trail because your girlfriend feels romantic.
e Tourance has always been one of the best road-tyres you can t – and not just to an adventure bike. Our roads are diabolical goat-tracks in too many places NOT to t such a robust, long-lasting, and very grippy tyre.
I just thought it was brilliant. I le Windsor on brand new rubber, and was cags-deep in mischief when the rst bends arrived 25km later. I have always trusted Tourances, and that faith has only increased.
How has it been improved?
e new Tourance Next 2, is just that little bit better than its predecessor, with solid improvements in wet-weather scenarios and the resultant stopping distances. Metzeler’s testing showed the Next 2 will pull up one-point- ve-metres better than the Next. I had no way of testing this without scaring people I barely knew, but I’m pretty sure Metzeler is not making things up. It does a lot of testing, and it does
provide evidence of its claims. How’d it go?
It banged. What can I tell you? It held the lines I chose, it let me change them without an issue when I realised I was being silly, and it felt planted the length of the Putty – which is no small thing, if you know the road. Superb is a good word, which applies perfectly here.
Metzeler likes to use sassy techspeak for the tech-sorcery it puts into its tyres. Here’s a quick breakdown of what’s in these two hoops, and what it means…
INTERACT – this is multizone tensioning of the steel strings that sti en the compound and allow it to do its thing.
CAP&BASE – this is a threedimensional multi-compound tread layout, a base if you will, that starts in the centre of the tyre and extends out to the sides, and sits underneath the actual side-tread compound. It o ers optimal rigidity for the length of the tyre’s life, while also o ering a quick warm-up and thermal stability. So it’s like great underpants.
DYMATEC – this is a tread design
which is meant to maintain performance for the whole life of the tyre. So variable wall angles on the grooves at di erent lean angles.
CMT – It’s short for Contour Modelling Technology. e matching of the front and rear tyre pro les, which is meant to optimise whatever lean angle you’re brave enough to attempt.
HYPERBASE – is is another version of the underwear analogy. It’s a base of rubber matched to the actual tread layers. It’s all about stability.
MRC – Short for Multiple Radius Contour. e contour between the crown of the tyre and its shoulder o ers a di erentiation, that’s meant to provide more e ective handling and grip characteristics. Both areas feature a sharper radius, so you’ll feel where the limit of the tyre shoulder is when you get there, while still giving you the maximum possible contact patch.
How much?
Pricing for the Tourance Next 2 front starts at $209.95 and the rears start at $309.95. For the Karoo 4, fronts start at $179.95 and the rears start at $239.95. See your local Metzeler dealer, now! D
N ASSOCIATION WITH IMTBIKE this is our only readers tour for 2022! IMTBike celebrates its 25th anniversary of running fabulous tours this year. is tour will be part of that 25-year celebration, so let’s show IMTBike how Aussies like to party! e 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!
Tour Facts
Start / End – Madrid
Total Distance - 1,770 miles / 2,850 km
TotalTime - 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 declaredWorld 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.
Included in Tour:
• Airport pickup on the 昀椀rst 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.
First-class historical Pousadas and Paradors plus a few specially selected boutique hotels with local 昀氀air. Pousadas and Paradors are Castles,Palaces & Fortresses converted into motorcyclefriendly hotels.
*All IMTBIKE lodgings are hand-picked for their quality of service,local charm and strategic locations.
• 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
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!
IMTBike says…
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 magni昀椀cent
motorcycle route will wind you over mountains and through in昀椀nite 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 昀椀rst 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 昀氀ights taking this into account.
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
€ 5645 -The base price of every tour is calculated for a single rider on a BMW G310R and sharing a double room
ICAN’T REMEMBER WHAT
THE TV show was – it was one of those near-identical British comedies that the ABC loves so much, but there was an old bat who would say, whenever she was invited to take a drink, “Just the one!” and would then polish off the bottle. I know it’s bit odd, but I kept thinking of her when I was trying to put the 2022 KLR650 into context.
It is a motorcycle that perhaps does not do everything superbly but which effectively did everything I asked of it, from splashing through the mud on the St Albans Common to playing with the traf昀椀c on the Newcastle expressway; from doing the shopping with a milk crate on the back to rocking up at the pub on Friday night. The motorcycle that I would have if I were only allowed to have one. What’s
more, the motorcycle that I suggest you should consider if you can only have one in the garage.
Now that’s a big call. Let’s see if I can justify it.
You might well wonder if I have taken leave of the few brain cells I have left. “A single cylinder 650, Bear?” I hear you say. “Surely you jest.” But I am perfectly serious, and don’t call me Shirley. I have been riding a KLR for a few days now, on dirt, gravel and tar and even on the superslab, and I am convinced.
It is easy to make the case for a 650 Single, by the way. Look around you at the absurdly punitive laws, the 昀椀xed and mobile speed cameras, the salivating Highway Patrol of昀椀cers and all the other tools of suppression available to those who hold power over us. Doesn’t it look as if they want to slow us down?
In fact, the answer is only a quali昀椀ed “yes”. What they really want to do is wipe us out. Motorcycling annoys them, and they have found justi昀椀cation for driving us off the roads in the ridiculous but easily espoused Vision Zero which is gaining traction in Australia. But slowing us down will do for a start. So it makes sense to have a bike that will at least be a bit of fun below supersonic speeds. And given the KLR’s other virtues, it is easy to ignore the mild power output.
Landslips leave deep sand and dirt on the hard hotmix, which can be quite tricky. Broken roads provide another challenge with sharp edges and abrupt drops into sometimes huge potholes
Let’s start with a walk around Kawasaki’s refurbished jack of all trades. You can’t immediately see one of the major changes, the fuel injection, but much else is obvious. The tool box is cleverly located where you do not have to pull the seat off to reach it. It is unlocked by the one key which also works all of the luggage, even the top box if you add one, the seat and the ignition. Crash protection for the upper part of the bike and the rider’s hands is standard, as is a plastic but reasonably strong bash plate. Electrical goodies are all there: spots, heated grips, a cigar lighter socket and a USB outlet protected by an oddly clunky cover. Best of all, the KLR has a 23 litre tank with a repositioned fuel pump which accesses
almost all of the fuel. Given Australian distances, this is certainly one of the best points of the bike.
The seat is comfortable, helped by its shape, the foam and the seat cover material. The pillion has grips to hang onto – some riders may prefer a more intimate solution to pillion nervousness, it’s true -- and there is a strong rear rack.
Sydney had seen some serious weather in the weeks before I got my hands on the KLR, and the heavy rains had done what they always do: they had washed out roads all over the place and caused major landslips. That gave me a wonderful excuse to sample the bike’s capabilities, held back only by the OEM tyres. While I would normally take a bike like this bush, I found plenty of challenges on what passes for our roads. Landslips, even when they have supposedly been cleared, leave deep sand and dirt on the hard hotmix, which can be quite tricky. Broken roads provide another challenge with sharp edges and abrupt drops into sometimes huge potholes.
The bike did well. One reason for that is simply that it is light; I admit that I did not have much in the panniers or the top box, but it is light even when loaded. The 21” front wheel did its work quite enthusiastically, and the weight of the nearly-full tank seemed to plant the front end.
A few years ago I had the opportunity to put some miles on an Africa Twin in the Canary Islands, and much as I liked the bike, the 21” front wheel made the many hairpins hard work. I am still not sure why the KLR handles signi昀椀cantly better in tight corners on the road. There is a fair bit of weight on the front, and that may help. Presumably so does the geometry.
While I am prepared to anoint the KLR as the one bike to have if you can only have one bike, I must admit that it does have a drawback for someone like me. It’s not so much my height, which is passable at 5’11” or 183cm. It is my age. Arthritis has made me less able to swing a leg over. This is a complaint I have only ever made about KTMs before: the KLR’s seat is too tall for me at 889mm. The lower seat available for it did help, but the panniers on the Adventure still felt the side of my boot whenever I mounted.
I’m not restricted to just one bike, and I’m grateful for that. But if I were, I’d be grateful for Kawasaki’s KLR650. D
FIFTEEN YEARS INTO LAST century, Husqvarna introduced their 昀椀rst sidecar models. They manufactured these hacks for over two decades before discontinuing the three-wheelers. Here is the exceptional story of the Weapons factory in Huskvarna making units for customers, government use and racing purposes. Several historic documents reveal that Husqvarna made their 昀椀rst sidecar vehicles as early as in 1914. The factory engineers used two models for the inauguration of the concept. As options, both the 70A- as well as the 75A-models were 昀椀tted with the “Standard” and “London” versions of the newly developed rigg, costing respectively 300 and 400 Swedish kronor.
The 496cc 70A was produced in approx. 40 units during two years,
but it is unknown how many of these units were 昀椀tted with a sidecar. The 75A was sold for three years and here were certainly many more sidecar vehicles made.
Sometime after New Year in 1917,
engineer and constructor Gustav Göthe was hired by Husqvarna. In a virgin magazine interview, Göthe stated: My 昀椀rst task was to develop solo- and sidecar units, he said, we were now ready to give up our dependency from abroad and produce an all-Swedish product. Due to new circumstances, we were forced changing our concept by only manufacturing solo machines that instead could be 昀椀tted with sidecars - easier and cost-effective. When the 160-model was 昀椀tted with a sidecar, the out昀椀t turned into the designation 500. The sidecar was a sturdy construction, developed for transportation, commuting & racing. In 1922, the 6-Days event was held in Switzerland and Pelle Svanbeck rode with Husqvarna’s chief engineer Gyllenram
43 units of their sidecar model went to the Swedish
in the rigg. Unfortunately, they broke down after gearbox troubles. However, in the following year the Husqvarna team won on home grounds. In 1923, the 昀椀rst Novemberkåsan had a separate sidecar class, won by the Husky-equipped rider J A Byland!
In a full-page advertisement in the renowned motoring magazine “Svensk Motorsport,” it was announced that the Husqvarna Weapons Factory had delivered 43 units of their sidecar model 600 to the Swedish army. It happened in May 1926 and all the produced vehicles were effectively lined up in front of the Huskvarna factory, which made an impressive photography. They also produced a street version of the 600-model. Overall, it is estimated that some 200 machines were manufactured with sidecars – about a third of the entire model-production. Next up, the Swedes manufactured a street
version of its original 600, now naming it model 610, of which a total of 200 sidecar motorcycles were made.
Karl-Axel Hjelm in Västerås, west of Stockholm in the province of Södermanland, ordered his Husqvarna sidecar machine in the beginning of 1928. His particular vehicle went through the factory in the spring of 1927 before it was delivered on the 14th of May to the “Husqvarna Generaldepot” in Stockholm. At this storage, it stayed for a year before the exclusive model 610 was picked up for registration on the 24th of April. KarlAxel Hjelm did not have to go to the capital in order to receive his new machinery
but bought it at the local bike shop in “the Västerås Cykelaffär.” The price for the brand-new Husqvarna was set at 200 Swedish kronor (approx. 450 US dollars). The factory number of this vehicle was 10 x 267 and included an effective Bosch light-equipment. Karl-Axel paid 1 625 kronor in cash and the rest was settled as he traded in his used “Excelsior”, also equipped with a sidecar, and valued at 575
kronor.
In the following twelve years, Karl-Axel used his motorcycle for transportation to friends and relatives. It was never ridden for commuting to work, though. He went to towns and places as Mora, Uppsala, Gävle and Enköping. In the beginning of the 30s, the owner suffered from a loose muf昀氀er as it had rattled apart on the uneven roads that he travelled.
The wheel tracks were more than 30 centimetres deep when it happened a few miles from Karl-Axel’s home. Consequently, he lost the silencer along the western highway leading towards Gothenburg. The silencers should have been replaced but weren’t and instead they were provisionally repaired and lasted until the war broke out. After 1939, the Husqvarna was taken off the active register leaving it to rest due to lack of petrol and tires during the war period. But in 1945, the 610 model was again active on Swedish
Some 200 machines were manufactured with sidecars
roads. Unfortunately, the original tyres were discontinued, and the bike was equipped with 19-inch wheels. Eventually, the son of Karl-Axel, Olle Hjelm, overtook the responsibility of the “klenod.” He not only 昀椀xed the silencers, but also invested in a thorough renovation of the 610 Husqvarna machine. It took Olle 20 years to dismantle bits and pieces before the bike was up to date in an original state of mind. In the 30s, the sidecar concept became popular among customers and fans. Husqvarna developed their concept further with new vehicles and out昀椀ts for racing purposes. But that is another story. D
HAVE BEEN having conversations about when the classic bike market will hit the top and start to dive. It’s a scene I’ve been following closely for a number of years and I have spoken with the experts at a number of auction houses. The general consensus is classic bikes will continue to rise as the bikes become rarer and rarer. Certain ‘special’ bikes will continue to rise even further to money only the super-rich could afford. Just take a look at some of the Brough Superior motorcycles that have fetched insane money, with a handful hovering around the one-milliondollar mark!
So, with the Australian economy looking to be in a strong position at the moment and the Government just changing hands to Labor, the timing of Shannons Auctions latest Autumn Online Auction being right at election time (which seems to slow the economy for some reason), it was interesting to see how the
bidding ended up at the fall of the hammer, and I can tell you the market hasn’t slowed – prices are getting higher and higher.
Here are just a select few that caught my eye… (all prices are excluding buyers’ premium)
1982 Honda Motocompo - $7100
1990 Honda NSR 250 MC21 - $18,500
1989 Suzuki GSX-R1100 –passed in at $21,500
1972 Honda CB750-Four K2 - $42,500
1981 Honda CBX1000 - $25,500
1960 Triumph Thunderbird 650cc$23,000
Steib Model S 500 Sidecar – Black$12,000 (just for the chair!)
1949Vincent H.R.D Rapide C-Series$124,000
1983 Ducati 900S2 - $38,000
Another site I sort of stumbled across is Collecting Cars (collectingcars.com). This site auctions vehicles from across the world and
two recent Australian sales included the following… (prices exclude buyers’ premium)
1995 Ducati 916 Senna - $45,500
2002 Ducati MH900E - $76,400
So, after skimming through these prices I wonder if the cautious Charlies who think prices are plummeting will have their tails between their legs as this small sample I picked, certainly shows prices are not slowing down! The GSX-R1100 is at least $5000 above and the CB750 is at least $5-10,000 above the prices of three months ago.
The 916 Senna is also about $5000 more than what they were three months ago and the MH900E is huge money, albeit this example is a zero-kilometre bike. (You mean Steve McQueen didn’t own it? – the sub).
Sure, the change of Government could be an interesting one, but I don’t think it will change the classic
bike market prices from continuing to rise. You’ll also see the ‘next generation’ of bikes – 1990 to 2000 -- start to rise quite swiftly. Take for example a mint condition ’92-’93 Honda CBR900RR – they’re already fetching $15,000 plus and the 昀椀rstyear model 1998 Yamaha YZF-R1 is fetching the same! Soon they’ll be $25,000, so if you want one, you better get in quick!
Any ideas on what the next collector bike will be from the years 2000 to 2010? If you haven’t thought about it, maybe you should. A friend of mine has a rather healthy selection of bikes he’s collected as part of his retirement fund. The amount he’s made on some he already sold is far better than any super fund interest I’ve seen.
Remember all those bikes on which we used to chuck out the exhausts and airboxes, paint with a rattle can, cut up the plastics? Well, without all of that on an ‘unmolested’ bike is where the money is.
WE KNOW THIS IS an overseas event but if you had the chance to zip o over to London and sample some of the nest motorcycles (and cars) running around, we bet you wouldn’t hesitate to dust o your Sunday best. So, while just about most of us will be only viewing this online, how about we dream of being there anyway… e London Concours, presented
by Montres Breguet, has announced that this June’s event will feature a selection of two wheeled stars from the most iconic and evocative motorcycle brand of all, with its ‘Ode to Ducati’ Ducati. Spanning close to 50 years of the Italian marque’s illustrious history, the remarkable collection of bikes will wow alongside the Concours’ breath-taking array of four wheeled machinery – from spectacular
supercars to the nest classics - on the immaculate lawns of the Honourable Artillery Company in the heart of the city.
e wonderful selection of motorcycles from the Bolognese manufacturer will include an example of the rare 750 GT ‘Sandcast’ from late 1971. e bike, Ducati’s rst v-twin cylinder machine, was born when Fabio Taglione, or “Dr. T” –
Ducati’s longstanding chief designer and technical director - was tasked with building a 750-class bike to compete with the likes of Moto Guzzi, Laverda and of course the Japanese giants. e move into the 750 class was viewed as crucial to the success of the marque; a gateway to signi cant sales volumes in the USA. Taglione’s proposed low-cost solution was to blend two of Ducati’s well proven small capacity ‘singles’ onto a common crank case, creating a 90-degree V, or “L Twin” as he termed it. e 750 GT, widely praised by journalists in period for its smooth power and sharp handling, represents the genesis of Ducati’s illustrious lineage of V-Twin machines. In order to get production going as quickly as possible, the very
early bikes had engines with sandcast cases and many other detail features not seen on the series production machines, which featured die-cast motors. Just 400 out of a total production of some 4,000 GT’s were built this way before the revised “square cased” engine was introduced in 1975. Relatively few of these early bikes have survived, with a small handful at most to be found in the UK. One not to miss. is summer’s show will feature another ‘70s 750 – the Super Sport, or “Imola Replica” dating from 1974. is, the very rst Ducati SS was conceived as a road going version of the race bike that made a stunning debut with the late, great Paul Smart on board, winning the famed 1972
Imola 200 on its rst outing. With Smart’s teammate Bruno Spaggiari taking a close second place, Ducati found themselves catapulted from an unknown producer of lightweight single cylinder motorcycles to a major name on the world map of exotic sports machinery. Unsurprisingly, Ducati management, not least ‘Dr T’ were keen to build on this seismic victory with a road-going replica of the winning bike. A limited run of Imola replicas were sanctioned, the rst prototypes emerging in late 1973. Following on from the prototypes, just 401 examples of the ‘Replica’ were ‘batch built’ in the spring of 1974 - all under the direct supervision of Taglione in Ducati’s race shop. At a heady £1650, the SS came in at 50%
Now that’s riding hard!
more than Kawasaki’s mighty Z1.
e 750 SS on display this June was one of perhaps 25 bikes at most delivered new to the UK - shipped to its rst owner by air freight – and has been cherished ever since by a total of just four owners in 48 years. Often referred to as the “green frame” these 401 bikes were the only round case Ducatis to leave the factory with the iconic “Desmodromic” cylinder heads.
e Honourable Artillery Company will play host to another ‘racing replica’: a 1980 Ducati 900 MHR. e bike is closely a liated to one of, if not the, greatest racers of all – “Mike the bike” Hailwood. At the age of 38, 11 years after retiring, Hailwood made a comeback appearance at the Isle of Man TT in the Formula 1 class. Riding a modi ed and specially prepared 900 SS Ducati, he won the 1978 race. is burnished his already God-like reputation among fans and prompted Ducati to introduce what would become their best-selling bike of the late 70s and early 80s: the 900 “Replica” or MHR. e MHR that will be on display at the HAC this June recently made a pilgrimage to the Isle of Man for the Classic TT, following in Hailwood’s tyre tracks 40 years on from his stunning victory. Much of the credit for the race preparation for the 1978 race goes to Steve Wynne of Sports Motorcycles in Manchester. It’s a source of great satisfaction to the owner of all the bikes on show that it was none other than Steve Wynne who rebuilt the engine and cosmetically refreshed the 1974 750 SS “green frame” also on display.
engineering rm Cosworth. e resulting power plant laid the foundations for 30 years or more of Ducati Superbikes. e road going variant, the “Strada” was initially criticised for its unusual steering characteristics – on account of its 16” wheels - and lack of repower when compared with Honda’s RC30. e ‘Kit’ recti ed things, with power boosted to 120bhp, larger 17-inch magnesium wheels, a braced swinging arm and a close ratio gearbox, amongst other race shop only features. Only 207 examples were built, and the Kit Racer is viewed by some as the most thrilling and visceral of all Ducati’s sports bikes.
These dramatic Ducatis, and more, will be on show at the Concours this June
A Ducati from the late 1980s will also be amongst the bikes on display, an 851 Kit Racer from 1988 – a fuel injected, water-cooled four-valve machine that moved the game on signi cantly for Ducati sports bikes. e 851 featured an evolved version of Ducati’s two valve, aircooled ‘Pantah’ engine, revised by its original designer, Massimo Bordi, with a little help from a famed British
is June’s event will also host more modern machinery, including the Ducati D-16 RR of 2008. e 1000cc, four-cylinder D-16 RR - modelled on Ducati’s GP6 Moto GP racer – was a real weapon, o ered only to select customers, promising nighon Moto GP performance for the road. In the view of the late, highly respected journalist Kevin Ash, Ducati delivered on this promise. Packing a 200bhp V4 (with four valves per cylinder and four cylinders, hence ‘Desmo- 16’) and revving to 14,000 rpm, the D-16 Race Replica o ered a
lucky few a glimpse of what it was like to pilot a Gibernau or Capirossi factory race Ducati of the period.
e collection of superb Ducatis will also include the 1199 Superleggera of 2014 – the bike that heralded the end of the road for Ducati’s extensive line of twin cylinder superbikes. Whilst the v-twin is still found today in Ducati’s middleweight and sports touring models, Ducati waved goodbye to the v-twin Superbike with these exclusive limited-edition models. e Borgo Panigale factory pulled out all the stops, producing two batches of super exclusive “Superlight” ‘twins’ – the 1199 of 2014, and the 1299 of the following year. Just 500 numbered examples of each were delivered worldwide.
e 1199 SL that will star at this June’s event retailed at £60,000, produced an eye watering 205bhp, and weighed just 155kg dry – a weight more typical for a 500 or 600cc middleweight sports bike. Packed with the latest in technology and rare materials such as magnesium, carbon bre and even tungsten – the latter used for components within the engine - the SL was a furious performer. Autocar underscored just how furious by substituting an 1199 SL for a Ferrari La Ferrari
when carrying out a supercar test with the McLaren P1 and Porsche 918. e Superleggera matched the 903bhp McLaren P1 and Porsche’s 918 right up to 180mph, even pulling ahead after a standing start, before the cars’ slippery aerodynamics and longer gearing gave them an edge. A rare opportunity to witness this remarkable machine in the metal.
ese dramatic Ducatis, and more, will be on show at the Honourable Artillery Company this June, at the capital’s ultimate automotive extravaganza. Carl Fogarty, the 4x World Superbike Champion and Ducati Brand Ambassador, will also make an appearance, on behalf of Bikesure, the ‘Ode to Ducati’ class co-sponsor. Fogarty will be chatting with Dave Vitty and Jason Plato, from the Fuelling Around podcast on Wednesday 29th June.
Further class announcements will follow in the coming weeks, as we build towards the 6th edition of our unmissable event.
Guests will be treated to an array of cars, decadent food, drink options, and luxury brands
Andrew Evans, London Concours Director, said:
“It gives us great pleasure to reveal this latest exciting class, which will bring the most spectacular bikes from the most evocative motorcycle manufacturer of all to the heart of London. Ducati is a magnetic brand that holds great allure for anyone with a drop of petrol in their veins. e superb selection, along with the fantastic array of supercars and iconic classics, is set to make this June’s show the most special yet.
“Guests to the Honourable Artillery Company will be treated to a truly special array of cars, along with a decadent range of food and drink options, and a carefully curated line-up of luxury brands and boutiques. London Concours 2022 is set to be another occasion of total automotive indulgence.”
To check out the event online, jump onto either concoursofelegance.co.uk and/or londonconcours.co.uk
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.
TONY HAS WRITTEN
IN with some good views on the new CFMoto 800MT. For his efforts he wins the Motul Chain Pack. Send me your mailing address, mate. Check out the entire Motul range at linkint. com.au/motul-oils
SW
Hi Stuart,
Firstly, keep up the great work with Australian Motorcyclist, it really is the best mag in Australia. I’m a 昀椀rst timer of writing into a magazine, but after reading your review of the new CFMoto 800MT I had to let you know my thoughts.
After reading your review I headed to my local dealer and took the Touring version for a ride. You were spot on with every aspect you wrote about, so well done there. The screen needs some work to let the air 昀氀ow nicely, but apart from that I loved the power and torque of the engine, and it handles superbly. You’re also right about
the amount of standard features that come on the Touring model for the purchase price. It had surprised me as I wasn’t expecting the bike to be as good as what I found it to be, so much so I’ve ordered one. When it’s ten grand cheaper than the opposition I was looking at, how can you go wrong.
Thanks, Tony
Mount Colah, NSW
Oh how I laughed! The ‘See us wallowing’ article was one of his best. Thank you for continuing to publish these truth laden and humorous articles.
Onya. Rick Largs Bay. SA
Stuart,
We were set to go to Europe this northern summer.
Motorcycle hire for a circuit of Scotland’s North Coast 500.
Followed by London for some culture, shopping, and visits to Urban Rider and the Bike Shed.
To top it off, a wedding in Prague. Then a bloke named Putin stuffed it all up.
I won’t be going until we get to the part where Putin is sitting alone in a bunker, nursing a pistol, and staring into the abyss.
Andrew Percy
Hi Andrew,
I think you’d be more than safe in Scotland and England. Prague is a little bit closer to the ‘action,’ but probably still pretty safe. It will be interesting to see how it plays out for Putin, I don’t think it’s going to plan for him just now.
Cheers, Stuart.
Stuart,
You may be right about Prague and the whole trip. Putin didn’t go berserk on 9 May as many feared. Me too.
But I had to make a decision by April in order not to lose deposits. The
continued on page 106..
Safe, very reliable and on time
Track your pride and joy from door to door
Fully insured for peace of mind
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.
continued from page 104 ... deposits are there for later use. Perhaps this northern autumn rather than early summer. Who knows? These are strange times that’s for sure. What is that Chinese curse? May you live in interesting times.
Andrew
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.
Hi Stuart
essential trips within the confines of the
After about 2 years I decided to 昀椀t
昀椀nd that it did catch the attention
as possible for their better half. Remember Stuart look after your own 昀椀rst, I would also mention that you also get to do all this on your own motorcycle you know, the one you love and cherish, the bike that you understand, know all of its characteristics and idiosyncrasies, you feel the pain with every missed gear change, pothole hit and fall from the side stand giving way to the weight on a shitty side road. To me hiring a bike is like going to a brothel you don’t love what you are riding, you have very little feel, before, during and after and you can never admire it after a ride it is just something you have to get out of your system to keep you on the straight and narrow.
essential trips within the confines of the figures of the people that die daily from reasons for the daily figures of these bushfires you
of a CF Moto) in a fully restored mode maybe there’s one somewhere. Please don’t tell BMW riders of the 800 versions that their motors are assembled in China the hurt could be terminal.
Yours in motorcycling
Ian Gregory
Regents Park
Hi Ian,
Good to hear from you.
I noticed in the latest edition of your mag you asked why the Aussie motorcyclists are not jumping on the great offers for overseas motorcycle tours happening at the moment, speaking from my and others I know within the motorcycle fraternity it is important that we get out into this great country and spend the cash within our borders to help the country people to not only survive but to prosper, this is very important for the future of long distance travel in Australia and in particular the motorcycle traveller who spends up big on food and accommodation as most are making it as comfortable
figures of the people that die daily from
essential trips within the confines of the figures of the people that die daily from
than surrounding traf昀椀c and being who does traf昀椀c riding every day through the traf昀椀c you tend to not
Stuart you also state that you do not know why motorcycles like CF Moto and there like are being shunned by most Australian motorcyclists well remember our earlier discussion on CF Moto possibly being a collector item in 40 years just as the Honda 4 and Kawasaki 900’s are now well I got to thinking about the bikes that were around 50 years ago and I have not yet seen a Cossack (yesterday’s version
reasons for the daily figures of these bushfires you do not get a break from it.
Yes, getting out for a ride in Aus is always a great thing, but I’m not sure this is the thing stopping people from getting overseas on a tour?
Interesting to see what people think of your view on CFMoto - Cossack, I’m sure there’d be restored Cossacks around. I wouldn’t say CFMoto’s are being shunned, the 800MT adventure bike is selling each shipment out quickly - great problem for them to have.
Cheers, Stuart.
he has a 昀椀rm grip on his nether
Hi Bear and Stuart, I thought I would pass this on. Just in case this reference escaped your notice –
reasons for the daily figures of these bushfires you do not get a break from it. register your
Complete Illustrated Encyclopedia of the World’s Motorcycles, Edited by Erwin Tragatsch. Best Regards, Caleb Forrestville
Hi Caleb,
Cairns, QLD
Hi Simon, LOL! You certainly looked for the 昀椀ne details, didn’t you! Yes, I whipped them off after the 昀椀rst session when the opening photo was taken. The last thing I wanted was to have the peg dig in and send me to oblivion.
Cheers, Stuart.
have always 昀椀tted tank bags (using
Michael H. Goulburn NSW
ownership – what modi昀椀cations to
The Bear has this book and is quite interesting to read. Cheers, Stuart.
Hi Stu,
Loved the last issue (#112). You blokes produce the best mag in the country. I saw in your review of the ZX-10RR the 昀椀rst picture and the hero knobs grinding into the pavement. I see in another picture later in the review you’d taken them off. I bet you’re glad you did that! Great work. Regards, Simon
Stuart,
Glad to read you’re getting your Honda race bike back on the track.
I’ve seen that bike race at Wake昀椀eld Park many a moon ago when I think Alex Pickett was on it. He went around the outside of the guy that was leading into the 昀椀nal turn. I wish I had the money and the talent to ride that bike, but I’ll just sit here and dream for the time being.
plan to 昀椀t rear bags for touring and am impressed with the quality and 昀椀tment
Kind regards,
ADRIATIC MOTOTOURS
ñ Europe
www.adriaticmototours.com info@adriaticmototours.com
CENTRAL OTAGO
MOTORCYCLE HIRE
That race was the PCRA One Hour Endurance race, I think back in 2013, or ’14? You have a good memory! Alex actually ran out of brakes on the front and just let it sail into the corner and tip it in. Easy for him to say stuff like that, but for us more easy-going blokes it would have meant a trip to the hospital! LOL! The bike he was racing at the time was an FZR1000 with another loose unit on board, Dan Harrison. Dan and I raced the CBR together the next year and won the One Hour races two years in a row. That is after I’d won the two years previous with Alex as well.
Cheers, Stuart.
MAGIC MOTORCYCLING
ANDTOURS ñ New Zealand
www.comotorcyclehire.co.nz info@comotorcyclehire.co.nz
EDELWEISS BIKETRAVEL
ñ Worldwide tours*
*Guided, Self-Guided + Rental www.edelweissbike.com
IMTBIKETOURS & RENTALS
– Spain, Portugal, Morocco, Europe and Thailand www.imtbike.com tours@imtbike.com
ñ Thailand and Croatia
The guide to the stars - The whoís who in the zoo of motorcycle travel worldwide is what you’ll 昀椀nd here. Weíve travelled with many of them and know them all, so they come highly recommended. In alphabetical order, they are:
www.magicmotorcycling.com tour@magicmotorcycling.com
MOTORRADTOURS
ñ Worldwide
of昀椀ce@motorrad-tours.com www.motorrad-tours.com
PARADISE MOTORCYCLE
TOURS ñ New Zealand & European Alps
www.paradisemotorcycletours.co.nz
RIDETHE WORLD
MOTORCYCLETOURS
www.ridetheworldmotorcycletours.com david@rtwmotorcycletours.com
ROMANIA MOTORCYCLE
TOURS – Europe
www.romaniamotorcycletours.com of昀椀ce@romaniamotorcycletours.com
SOUTH PACIFIC MOTORCYCLE TOURS ñ New Zealand www.motorbiketours.co.nz of昀椀ce@motorbiketours.co.nz
TEWAIPOUNAMU MOTORCYCLETOURS ñ 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
So, 昀椀nally I look forward to following your modi昀椀cations to your www. .com.au
AS I WRITE THIS I AM preparing to head off to hospital tomorrow. Nothing serious, in one way. Incredibly serious in another.
It’s not serious because all I’m going in for is a sleep test, and then an alertness test. These will check if I am sleeping well (although I’m not sure how well I’ll sleep, all wired up) and then if I can stay awake, should I not be sleeping well – enough to be rested suf昀椀ciently so I can be trusted to ride a bike or drive a car. The reason I am up for this is that I have sleep apnoea and the kind folks at Transport for NSW want to make sure that I don’t drop off (in more than one way) on the road.
I mentioned to my specialist that I had recently ridden my bike for a couple of eight-hour stints, more or less straight, through the Outback. I had not gone to sleep. In fact, I had not even felt sleepy. He smiled and said that well, he trusted me but the bureaucrats would want some hard evidence. Alternatively, I could go back to a sleep apnoea machine. These things are well up there with the things I hate most, so I’m trying to avoid that. If it’s a machine or my licence I suppose it will have to be the machine, but I hope not.
Even though I reckon nobody needs to worry about me going to sleep, I do see the point of the tests. It might be all right for me, but what if some bloke in a Landcruiser has similar problems and suddenly nods off on a long straight somewhere? It doesn’t take much for a vehicle to ease over into your lane and wipe you out. I have been doing some Outback k’s recently and intend to do a lot more and I am
just as happy that oncoming vehicles are not being driven by sleepers.
So here I am, getting ready for not only a hospital bed and hospital food but also for the web of sensors that they will stick to my head and body. By the time they’re 昀椀nished I look like something out of a science 昀椀ction
If I were to take enough medicine for a month, it would 昀椀ll my carry-on luggage completely and spill over into my pockets.
I’m going to take the foil strips out of the boxes and carry them that way, hoping that the foil will be enough ‘original packaging’. If not, well, you
Ah, let’s see! Booze keeps me awake, right! Maybe I can get a dispensation to have a few extra drinks before I head out onto the road? Yeah, fat chance and just as well.
horror movie. I like the way they think, though. The instruction sheet says that apart from the usual medications, you can bring “Alcohol, if you normally drink prior to bedtime (LIMIT TO 2 DRINKS)” – their emphasis. I don’t drink at bedtime any more since I discovered that late boozing keeps me awake, but I’m pleased to see that the medicos live in the real world.
Ah, let’s see! Booze keeps me awake, right! Maybe I can get a dispensation to have a few extra drinks before I head out onto the road? Yeah, fat chance and just as well. Have you seen what a decent Irish whiskey costs these days?
As you get older, medical concerns become more important all round. And it’s not just the immediate stuff. I take 昀椀fteen pills a day. When you go overseas, they tell you to not only carry a detailed letter from your GP but also to take your medications in their original packaging. Now my pills almost all come in foil strips which are packed into large cardboard boxes.
can go to my Amnesty International group and write some letters asking whatever country has me in durance vile, to let me go.
Sleep test tomorrow then, and I’ll have to go now for my second Covid booster. D
ost prices exclude dealer and on road costs, however some are ride away – ask your local dealer for the best possible price!
APRILIA
aprilia.com.au
* All prices are ride away ROAD
G310GS
F750GS
F750GSTour
$8090
$13,590
$17,305
F750GSLowSusp $13,840
F750GSTourLS
F850GS
F850GSRallye
F850GSRallyeX
F850GSTour
F850GSLowSusp
F850GSRallyeLowSusp
$17,005
$17,990
$18,390
$22,305
$21,805
$18,240
$18,640
F850GSTourLowSusp $21,505
F850GSA
R1250GS
R1250GSRallye
BENELLI
benelli.com.au
*All Benelli prices are ride away ROAD
bmwmotorrad.com.au
ROAD G310R
$TBA
$23,490
$24,940
R1250GSRallyeX $29,890
R1250GSExclusive $28,140
R1250GSSpezial $31,390
R1250GSA $25,490
R1250GSARallye $26,390
R1250GSARallyeX $31,590
R1250GSAExclusive $30,790
R1250GSASpezial $30,540
SCOOTER
C650Sport
C650GT
CE04
broughsuperioraustralia.com.au
SS100(Euro3)
SS100(Euro4)
PendineSandRacer
$14,150
$14,990
$TBA
$105,000
$110,000
$105,000
Lawrence $119,000
Anniversary
AMB001
CAN-AM (BRP)
can-am.brp.com
Ryker
SpyderF3
SpyderRT
CF MOTO
cf-moto.com.au
ROAD
$168,000
$185,000
HARLEY-DAVIDSON
$13,799
$29,299
$39,299
CVO
honda.com.au
ROAD CB125e
AfricaTwinAdventureSportDCT$29,076
AfricaTwinAdventureSportsDCTES $31,445
SCOOTER
HUSQVARNA
husqvarna-motorcycles.com/au
*All Husqvarna prices are ride away ROAD
Vitpilen401 $7875
Svartpilen401 $7875
701Supermoto $18,795
ADV TOURING
701Enduro $18,795
901Norden $TBA
INDIAN
indianmotorcycles.com.au
*All Indian Motorcycle prices are ride away CRUISER
Spring昀椀eldDarkHorse $35,495
Spring昀椀eld $35,995
ChieftainDarkHorse $38,495
ChieftainLimited $38,995
ChieftainElite
$49,995
ChallengerDarkHorse $39,495
ChallengerLimited
RoadmasterLimited
$39,995
$41,995
Roadmaster $42,995
kawasaki.com.au
ROAD
Z125ProKRT
Z400
Ninja400
$4099
$6899
$6999
Ninja400SE $7299
Z650L
Ninja650/L
MOTO GUZZI
$10,599
$10,999
Z650RS $11,599
NinjaZX-6R636KRT $15,199
W800Café $13,999
W800Street $13,499
Z900 $12,949
Z900RS $16,599
Z1000 $16,299
Ninja1000SX $17,299
ZX-10R $26,000
ZX-10RR $42,000
ZX-14R $22,399
ZH2 $23,000
H2SXSE $29,300
CRUISER
VulcanS
$10,099
VulcanSSE $10,299
VulcanSCafé $10,699
Vulcan900Classic $12,699
Vulcan900Custom $12,799
ADV TOURING
VersysX300SE
$6999
Versys650/L $10,799
KLR650 $8999
KLR650Adventure $9999
Versys1000S $19,999
ktm.com.au
*All KTM prices are ride away
ROAD
200Duke $5470
390Duke $7885 RC390 $7515
890Duke $16,185
890DukeR $19,090
1290SuperDukeR $28,395 1290SuperDukeGT
piaggio.com.au
KYMCO kymco.com.au
royalen昀椀eldaustralia.com
*All Royal En昀椀eld prices are ride away
ROAD
Interceptor650Classic
Interceptor650Custom
Interceptor650ChromeMk2
ADV TOURING
Himalayan410E4 $7690
Himalayan410Base $8190
Himalayan410Mid $8390
Himalayan410Premium $8590
supersoco.com.au
*All Super Soco prices are ride away ROAD TCCafé
SUZUKI
suzukimotorcycles.com.au
ROAD
GSX-S125
GSX-R125
ADV TOURING Superdual $9990
triumphmotorcycles.com.au
*AllTriumph prices are ride away ROAD
Trident660
StreetTripleS660
StreetTripleR
StreetTripleRS
StreetTwin
StreetScrambler
BonnevilleT100
Bobber
BonnevilleT120
$12,840
$14,990
$18,140
$19,950
$16,190
$18,590
$18,290
$22,490
$20,890
Speedmaster $22,490
ThruxtonRS $25,990
SpeedTwin
TigerSport850
$21,090
$17,990
SpeedTriple1200RS $28,490
SpeedTriple1200RR $32,490
SPECIAL EDITION
StreetTwinEC1
T100Goldline
T120Goldline
StreetScramblerGoldline
BobberGoldline
SpeedmasterGoldline
Scrambler1200XCGoldline
Scrambler1200XEGoldline
T100BudEkins
T120BudEkins
ThruxtonRSTonUpEdition
Tiger1200Alpine
Tiger1200Desert
Rocket3R221Edition
Rocket3GT221Edition
LIMITED EDITION
StreetTwinGoldline
StreetScramblerSandstorm
T120Diamond
T120Ace
GSX-R1000R
$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
Scrambler1200SteveMcQueen$26,100
DaytonaMoto2765
CRUISER
Rocket3R
Rocket3GT
ADV TOURING
Scrambler1200XC
Scrambler1200XE
$28,990
$34,450
$35,490
$23,450
$24,890
Tiger900GT>Low $21,150
Tiger900Rally
$22,390
Tiger900GTPro $24,190
Tiger900RallyPro $24,790
triumphmotorcycles.com.au
*AllTFC prices are ride away ROAD ThruxtonTFC
VESPA
vespa.com.au
*All prices are ride away SCOOTER
IT’S DOUBTFUL I’LL EVER mount a challenge for the Dakar.
I’m far too old, and to be perfectly honest, far too scared to 昀椀re a giant dirt bike along moonscapes at 180km/h. I am very much in awe of people who do. I look at them like I look at the MotoGP racers – gods to be admired and venerated, and if necessary, sacri昀椀ced to.
That said, I have ridden a fair amount of dirt in my time. I did Sydney to Phillip Island on the dirt some years back. I’ve done dirt courses and pitched myself off the bike with all the dignity of an anvil thrown from a plane.
I remain no threat to anyone astride a dirt bike. Unless you’re standing where I’m crashing. But that’s on you. These days, I don’t do much dirt stuff. But I should do more, and so should you, and there are lots of reasons for that.
I was reminded of them all just the other day while attending a Metzeler tyre launch for the new Karoo 4 and the Tourance Next2. The 昀椀rst is a superb, dual-purpose (but very dirt-oriented) hoop for the big adventure bikes, and the second is the
Compared to what good hot mix offers? I don’t think so.
Dirt, and all its permutations – mud, clay, gravel, sand, rocks – moves constantly under your tyres. And everything is different. Where you put your body, how you weight the ’bars and pegs, throttle and brake application, the chances of getting a tree through your face – all of it different to carving bitumen bends on a bike.
But it is a magni昀椀cent learning experience – especially for people who don’t ride dirt. Because one day, and that day may never come, you will lose traction on the road, and in that brief period of time before you hit the road, and then a tree or a car, you’ll pour so much shit out of your arse, the paramedics will need to hose you down before they can stop the bleeding.
Dirt-riding teaches you how to deal with loss of traction. Pretty much because it’s happening constantly. Have you understood now why MotoGP racers all train on the dirt?
So, my question to you, is this: When was the last time you went for a ride
on the dirt? And if you never have, then stop buggering about, put on your big-boy pants, and go do it.
Oh…you’re too old, huh? No, you’re not. You’re just lazy and blaming your failing body because it doesn’t talk back to you. I’m not saying you should enter a hard enduro race. I’m encouraging you to get on your bike, whatever it is, and go and 昀椀nd a nice smooth 昀椀re trail, and go for a bit of a squirt.
If you have one of those giant adventure bikes – and I know many of you do because it’s still a booming segment of the bike market – then you have no excuse. Take that big-arse, nuclear-powered dirt bike, and go off-road. Stop pretending like you’re Adventure Incarnate, and actually have some.
There are lots and lots of excellent dirt-riding courses on offer which will teach you the basics you need to know to enjoy yourself. Or, if your skills, like mine, could always do with a refresh. Trust me when I tell you that shit comes rushing back when you’re trundling down a wet, skatey, access road for tanks, and are confronted with a stinking cattle grid that’s book-
GO ON, GIVE IT A TRY.
NOW IS THE TIME TO TRAVEL, MIGHT AS WELL TRY TAKING THE BIKE TOO!
INDIAN CHALLENGER / ROYAL ENFIELD CONTI GT 650 / KY MCO DT X360 / GLOVES / MAP: CORRYONG-OMEO / POTM: H ILLSTON ISSUE #5, VOL 10
* INTERESTRATEOF2.73%P.A.ISBASEDON A SECUREDLOANFOR A 36MONTHTERM.OFFERAVAILABLEONALLNEWMY21PANAMERICASPECIALMODELSOVER 36MONTHSATRECOMMENDEDRETAILPRICETHATAREPURCHASEDBETWEEN1STMAY2022AND31STJULY2022ANDSETTLEDBY31STAUGUST2022.CREDIT PROVIDEDBYBOQCREDITPTYLIMITEDABN92080151266(BOQC)(AUSTRALIANCREDITLICENSENUMBER393331)TRADINGASHARLEY-DAVIDSONFINANCE. BOQCIS A WHOLLYOWNEDSUBSIDIARYOFBANKOFQUEENSLANDLIMITEDABN32009656740(BOQ).BOQDOESNOTGUARANTEEOROTHERWISESUPPORT
GLOVES
The selection is vast, here’s some beauties
INDIAN CHALLENGER
It’s a winner
KYMCO DT X360 Off-road scooting
ROYAL ENFIELD CONTINENTAL GT 650
Where shall we go for coffee
METZELER TYRE LAUNCH
Karoo 4 and Tourance Next 2
KAWASAKI KLR650
The Bear’s choice
EVERYBODY POINTS THEIR FINGER AT ME AND SAYS THAT I’M THE CRAZY GUY…AT LEAST I WEAR GLOVES! Stuart
EDITORIAL Long
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D I T O R S P E A K S
IRECENTLY HAD THE joyous pleasure to get away on a holiday with my better half. It is a rare delight for me to actually have the time to properly get away from the monthly routine of putting together this wonderful publication, but a holiday is exactly what we had. Time away at the beach, then over to the vineyards was super relaxing and long overdue.
What constitutes having a good holiday? I always 昀椀nd that if you struggle to get back into the work routine after time away it has been successful, if you slide right back into pre-holiday work life, you obviously haven’t spent enough time away. As you might gather, I’m struggling to get back into it, so my holiday was a success!
The weather gods shone for a number of days in the last month, sure, I was away for part of it, but my Suzuki Bandit 1250 has been covered up in the garage due to all the rain, so I purposely got it out and went for a short blast while the sun was shining. It’s such a good bike to ride, I really don’t know why I didn’t buy one earlier!
It’s 11 years old now so there are a couple of small stone chips and a wear mark from no doubt a seat bag, from the original owner. The colour is called Metallic Gleam Grey, which in most light looks more like a light bronze colour. Trying to 昀椀nd someone who would 昀椀rstly make up a small touch pot of colour has been a mission and a half, and then trying to 昀椀nd someone that would actually mix it the right colour was another ‘fun’ exercise. However, I did 昀椀nd cartouchuppaint.com. au was the one that had the colour code, even though Suzuki colour codes are almost a non-existent thing, and made it up no problems. I even sent a couple of photos of the bike via text and the colour
match is perfect. And just in case you’re wondering, I’m very fussy when it comes to colour and the like as I used to be a panelbeater many moons ago and colour-matching is one of my pet hates if it’s wrong. A little update on the GPz750R restoration Shaun (D Moto) and I are doing. It is a roller, engine in, handlebars on, brakes sorted and I’m currently considering which way to
go with the bodywork. Some of the plastics are cracked, so do we plastic weld them, or source second hand items…or go down the 昀椀breglass route.
I’ve also picked up another project from my mate, Chris. It’s the Period 5 1300 GSX1100 racebike you might have seen within these pages before? Alex Pickett is the rider and has been quite successful on it, but it’s time we gave it a birthday to bring it up to show quality. A full strip to the bare frame, engine strip, new wiring and whatever else I 昀椀nd will be in order. I will have to take photos as we go along and show you how it progresses.
Enjoy!
Cheers, Stuart.
E W S
If you notice a spike in CFMOTO 800MT Touring motorcycles doing the rounds in Far North Queensland, the answer lies with Cape York Motorcycle Adventures.
The legendary motorcycle adventure tour company has recently purchased 15 of the all-new 800MT Touring, which it will use on its eight-day Cairns to Darwin and seven-day Cairns to Cape York tours.The maiden voyage, a luxury Cape York trip, is now a work in progress.
Cape York Motorcycle Adventures is owned by Roy and Renae Kunda, with the business now in its 33rd year of operation. Roy, who did his 昀椀rst ride through to the Cape in 1986, leads most of the guided tours while Renae keeps the business churning along back at headquarters in Cairns.
As well as the new 昀氀eet of 800MT Tourings, Cape York Motorcycle Adventures also runs more hardcore tours on enduro machines.
“On 昀椀rst sight, I was really impressed with the look of the 800MT Touring; it’s a lot of bike for the money,” said Roy.
“My guides and I rode the 昀氀eet of 15 from the dealer, Northern Performance Motorcycles, to our workshop in Cairns and we were all surprised at how well balanced and comfortable they are on the road. I can’t wait to put them through their paces up the Cape.”
The Cape York Motorcycle Adventures 800MT Tourings are 昀椀tted with added protection in the form of crash bars and a headlight guard –minimum requirements in the hurlyburly of off-road tours – as well as ‘soft’ panniers.
The two-model 800MT range – the $12,990 ride away Sport and $14,490 ride way Touring – went on sale in January 2022, utilising a KTM-sourced parallel-twin engine and with a level of speci昀椀cation that is quintessential
CFMOTO: above and beyond.
For more information on the 800MTs, including accessories, visit cfmoto800mt. com.au .
“When Roy and Renae approached us about the 800MT joining their line-up, we were 昀氀attered as they are veterans in the motorcycle adventure space and don’t make decisions on a whim,” said Michael Poynton, the director of CFMOTO Australia.
“We’re con昀椀dent the 800MT Touring will be a hit with the customers at Cape York Motorcycle Adventures, in a package brimming with technical 昀氀air and impressive styling.”
As well as the standard three-, six-, seven- and eight-day tours, Cape York Motorcycle Adventures can also arrange private charters.
For more information, visit capeyorkmotorcycles.com.au, email adventures@capeyorkmotorcycles.com. au or call 0427 590 221.
Responding to customer requests for more distinctive and sophisticatedTiger colour options, Triumph introduces, for model year 2023, a new and exciting range of colours for theTiger 900 line-up and theTiger 850 Sport. Check them out, along with all the other new exciting colours ofTriumph models at triumphmotorcycles.com.au .
The most focused and sophisticated Speed Triple ever. Beautifully designed, fully engaged, totally committed, and loaded with performance. It has the highest track focused specification ever, including Öhlins smart EC2.0 electronically adjustable semi-active suspension and Pirelli Diablo Super Corsa SPV3 tyres, plus all of the latest generation triple powered 1200 engine revolution, with 180 PS
power and 125Nm peak torque. Own the new pinnacle in beauty, performance and sophistication today. Discover more at triumphmotorcycles.com.au
To mark the 50th anniversary of BMW M GmbH, founded in 1972 as BMW Motorsport GmbH, BMW Motorrad presents the M 1000 RR 50Years M anniversary model in Sao PauloYellow 昀椀nish and with an historic 50Years BMW M emblem.With its striking M colours, this anniversary model lives up to the M philosophy and the racing spirit from almost
CFMoto continues with the punches, the latest model information to be released is about the 450SR, which will go on sale in Australia in Q4 2022. Pricing will be announced closer to an arrival date, but here is what we do know about this learner legal ripper.
• Engine: 450cc liquid-cooled parallel twin
• Power: 37kW (49.6hp) at 9500rpm
• Torque: 39Nm at 7600rpm
• Five-inch TFT screen
• Winglets for increased downforce
• Fuel capacity: 14 litres
• Seat height: 795mm (785mm and 815mm options)
• Quick-release air 昀椀lter
• Brembo brakes
• Bosch ABS
• Slipper clutch
• Wet weight: 168kg
The power and torque both pip the currently most powerful little sportsbike, the all-conquering Kawasaki Ninja 400, while also just coming in below the allowed LAMS power to weight regulations.We can’t wait to ride it later in the year.
100 years of motorcycle construction by BMW Motorrad and 50 years of BMW M vehicles.The M RR 50Years M is therefore 昀椀tted with the M Competition Package as standard. In addition to the extensive M milled parts package and the exclusive M carbon package, both a lighter swingarm in silver anodised aluminium, the unlock code for the M
GPS lap trigger as well as the M Endurance chain, pillion package and pillion seat cover are part of the standard equipment. Like no other BMW motorcycle to date, the M RR 50Years M model carries historic motorsport DNA within it. This exceptional motorcycle can only be ordered between 21 May and 30 November 2022. Get to it!
The new SYM SymphonyST200i is nearly here and will no doubt follow in its success overseas as the leader in this class of scooters.
Meeting EURO5 emission standards is just the start.With 16” front and 14” rear tyres, matched with ABS including a huge 260mm disc on the front, you have all the stability, as well as all the stopping power, you could hope for.
Perfect for city riding with bursts of freeway use, at only 128kg, the SymphonyST200i can nimbly handle all traf昀椀c conditions.The 169cc engine is more than capable of doing the distance and the rear dual shocks are adjustable for you to manage your own comfort levels.
All lights are LED, the dash has an LCD digital display and the easily
accessible USB port is fast charging.The new model comes in four colourways, two with a beautiful red seat care of the Italian model line-up.
A 7L fuel tank sits neatly under the 昀氀at footwell giving a lovely balance of weight distribution.This also allows space
for some very generous under seat storage which is only added to by the key matched 33L top box included as standard.
As with all SYM scootas, the SymphonyST200i includes a four-year warranty, the only scooter brand to do so.When you are talking comfortable big wheel commuter scooters, the SymphonyST200i is claimed to be incomparable.
At only $5390 plus dealer delivery and on roads, this scooter demonstrates great value-for-money for the everyday commuter. For more information, please visit scoota.com.au .
Zippylok is a fully adjustable ratcheting lock system, with a 3-digit, programmable locking mechanism, designed to lock “things” to your bike. It’s basically a lockable zip tie with an adjustable locking circumference of 450mm.Weighing just 85g, the Zippylok is super portable and light, easily 昀椀tting into a jacket pocket or tank bag. To lock your helmet to your bike, slip the strap through the chin piece of your helmet and around a solid part of your bike. Slide the end of the strap into the lock, cinch it up, scramble the dial and that’s it. Use the Zippylok to lock your luggage or jacket to your bike as well! A very handy piece of kit.The steel core strap is encased in an anti-scratch plastic sheath to protect your bike and the locking mechanism is made from weather resistant zinc alloy. Grab one from Rocky Creek Designs for only $39.95 –rockycreekdesigns.com.au .
EVER SINCE I SAW the product information about the release of the Indian Challenger some time ago, I’ve been hanging out to get on one and really see what it’s like. On paper it certainly sounds like a great bagger/tourer, so thanks to the good folk at MCAS Auburn (one of the Indian dealers) I took o for a day’s ride up to the Blue Mountains.
I would have loved to keep the Challenger for a few days and go touring in the countryside, but you deal with what you can in this current moment of limited bike availability. e panniers aren’t overly large so packing for a few nights getaway could be a challenge (pun intended). Easy way round this is to strap one of the
accessory seat bags on.
Jumping on the Challenger, it feels big, but once on the move from walking pace on it doesn’t, it’s quite easy to balance despite its size.
Fire the 1768cc PowerPlus V-twin into life and it sounds di erent to most other V-twin engines. Is it due to the liquid cooling? Who knows, either way it sounds great in my mind – it oozes thumping, creamy torque even at idle and once riding it lives up to this vivacious idle with a big bassy note.
Rather than implement partial liquid cooling like Harley-Davidson did with its Twin-Cooled Milwaukee-Eight V-twin and BMW did with its R-series boxer twin, Indian decided to go all-in with liquid cooling for the PowerPlus.
It didn’t have to go far for inspiration. Indian’s middleweight Scouts are powered by a liquid-cooled, 60-degree V-twin with DOHC and 4 valves per cylinder, and the PowerPlus has the same engine con guration and number of valves but uses a SOHC head.
Indian says the PowerPlus “was developed with a big-piston, big-torque mindset with an end game of maximum power delivery across the entire curve.”
With a claimed class leading 178Nm of torque at 3800rpm you’ll be surprised to know the Challenger is still very punchy in the mid to high range. is is a fast roads bagger if you want it to be. e traction control system has been updated, promising smoother operation when the going gets slippery, but there
is so much torque I could get the rear kicking out with the traction o , so it is a healthy reminder to leave it switched on and let it work its magic – this bike is too big to let it hang the rear out too much.
Its handling makes it probably one of the best baggers I’ve ridden. Heaps of ground clearance and a relatively light and neutral turn in with good stability. With the better half on the back, I didn’t even know she was there. Oh? Maybe she fell o and I didn’t notice? LOL! Braking is what you might expect on a sportsbike – Brembo
Jumping on the Challenger, it feels big, but once on the move from walking pace on it doesn’t, it’s quite easy to balance despite its size
radial mounted calipers help stop the Challenger real quick!
e Challenger features a modular aluminium backbone frame similar to the one on the Chie ain (they share the same wheelbase and rake/trail gures), but rather than straight downtubes the Challenger’s are out and are sculpted to wrap around the radiator like they are on the Scout’s frame. Indian’s stout aluminium chassis shares a signi cant amount of DNA with the frames that contributed to the impressive handling of Victory’s big touring models (shame they stopped production), and feel rock solid.
It’s amazingly comfy too! anks to a lounge-like seat, spacious oorboards, and handlebars that reach out to you, they keep the rider triangle surprisingly compact despite the bike’s big footprint. I rode about 3-350km during my time on the Challenger and I would have no trouble riding all day long – it’s that good.
e Challenger’s liquid-cooled design also means much less heat radiates into the ‘cockpit’, and the PowerPlus engine o ers rear cylinder deactivation at stops, to further reduce heat from the exhaust
header beneath your right thigh. ere is a commanding view from the seat, with switch gear buttons o ering control over the multimedia touch screen, cruise control, and the power windscreen. e 7-inch (178mm) Ride Command screen is sizable, and the interface certainly has a classic American feel to it, not a modern European feel. Speed limit overlays have been added for ‘22 models (and can be retro tted via so ware updates on ‘20 and ‘21 model bikes), and Apple CarPlay remains available, but only if
you’re hooked up via a Bluetooth-paired headset.
As with most big baggers the Challenger comes with a big 100watt fairing mounted speaker sound system. e speakers are loud and clear, probably the clearest sound system I’ve had on a motorcycle, up to 110km/h on the large analogue speedo.
e electrically adjustable windscreen does a solid job of shielding you from air ow in any position. In keeping with the old school Indian Motorcycle theme, the Challenger has an
illuminated Indian in a headdress on the front fender, which contrasts with the modernity of the LED headlamps.
Other electronics that come standard on the Challenger include Smart Lean Technology, which works via a Bosch IMU controlling cornering ABS and traction control. ere’s also tyre pressure monitoring.
To complete the premium look of the Challenger the chrome nishes, engine badging and highways bars, coupled with custom looking paint and 19-inch sport contrast cut front wheel, combine beautifully.
Accessories are well thought out for the touring rider. I think the Headdress oorboards and pillion backrest would be high on most owners list, but you can also bang in some performance cams, performance exhausts and much more.
Indian Motorcycle’s Challenger is a muscular, modern styled, excellent handling, and long-haul comfortable bagger. It o ers the full range of available technology and generous wind protection. It calls you to go and ride one… just make sure you’ve already got space in the garage for it, because you’ll take it home.. D
INDIAN CHALLENGER LIMITED
MODEL: Indian Challenger Limited
PRICE: $41,995 (ride away)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 8000km or 12 months
ENGINE: 1768cc liquid-cooled V-twin cylinder, 108x96.5mm bore/stroke, SOHC
POWER: 91kW
TORQUE: 178Nm @ 3800rpm
TRANSMISSION: 6-speed, wet multi-plate clutch, belt 昀椀nal drive
SUSPENSION: Front, 43mm telescopic fork, non-adjustable, travel 130mm. Rear, monoshock, adjustable preload, travel 114mm.
DIMENSIONS: Seat height 672mm, weight 381kg (wet), fuel capacity 22.7 litres, wheelbase 1668mm
TYRES: Front, 130/60/B19. Rear, 180/60/R16
BRAKES: Front, twin 320mm discs with radial four-piston calipers. Rear, 298mm disc, two-piston caliper.
FUEL CONSUMPTION: 6.33 litres per 100km, premium unleaded
THEORETICAL RANGE: 358km
COLOURS: Black Metallic, Maroon Metallic, Spirit Blue Metallic/ Black Metallic
VERDICT: Comfortable muscle
C U S O T M
WORDS – THE BEAR
PHOTOS – ROYAL ENFIELD
ROYAL ENFIELD HAS CONCLUDED season two of its Busted Knuckles Build Off - one of the most celebrated custom competitions. Royal En昀椀eld dealerships across Australia & New Zealand were asked to transform a custom motorcycle of their choosing, from any of the current models in the range. This resulted in an amazing slew of custom Royal En昀椀eld motorcycles.
Anuj Dua, Head - International Business - APAC, Royal En昀椀eld said, “The custom builds presented in the Asia Paci昀椀c markets reinforce that Royal En昀椀eld motorcycles are the perfect canvas for customisation. Australia and New Zealand have some of the best custom building talent that we have seen anywhere in the world. What makes the second season of Busted Knuckles special is our dealers being an integral part of it. Due to passionate riders across ANZ, we have a very strong community which loves to customise their motorcycles as an extension of their personalities. With pure and simple construction, our motorcycles are perfectly suited for expressing creativity through the unique expression of the best custom builders across the globe. Apart from uniquely interpreting the design language to make beautiful builds, Royal En昀椀eld has been pushing the envelope with its custom builds in terms of capabilities as well.” Each custom Royal En昀椀eld was assessed in 昀椀ve different categories each worth 20 points, meaning a total possible score of up to 100 points for each judge, and 500 points across the board. The judging panel of 昀椀ve was made up of custom bike and café racer publications, Royal En昀椀eld a昀椀cionados, and Royal En昀椀eld UK’s very own Adrian Sellers (Group ManagerIndustrial Design).
Royale Motorcycles, Hamilton, NZ. No. 55 GT Production Café Racer
It was a close race to crown the winner of Busted Knuckles Build Off Season 2 ‘Experts Choice’ award this year. But alas, there can only be one winner. New Zealand has done it again, taking out the coveted Busted Knuckles Build Off trophy for 2022! Coming in at numero uno was Royale Motorcycles’ No. 55 GT Production Café Racer from Hamilton, NZ. We heard the talented team across the ditch put in over 350 hours into this custom build, and if you look closer at the minute details, you can certainly see why.
Taking inspiration from India’s domestic Royal En昀椀eld ‘GT Cup’ Production Racing series, they decided they’d try something similar, if not a little more like a sports bike. And while you may think that a sport bike is just about as far away from Royal En昀椀eld’s GT as you can get, it’d pay to remember that the original café racers that inspired the GTs were themselves an homage to the Isle of Man TT racers of the ‘50s and ‘60s. These were the sports-bikes of their time, so making a modern racer out of the 650 twin was inevitable.
The 17-inch wheels have been 昀椀tted with Pirelli Diablo racing rubber, including a beefy 160mm boot on the rear. Continuing with the racing theme, the team also constructed a bespoke exhaust system. A super-
Here they are, in no particular order: MotoMax Perth ‘Regency’ Interceptor 650 Twin Scrambler
slick, hydroformed HP Corse end-can for some added racing vibes and no doubt a better engine note as well. This ease of use extends to the bike’s chassis as well; made from steel and not aluminium, it’s much easier for the average custom shop or home builder to modify the GT’s bones.
The runners-up, according to the judges, were impossible to separate.
A Royal En昀椀eld dealer since 2015, business owner Ric Steele says making a scrambler out of the new Interceptor was an obvious choice thanks to the bike’s factory riding position and handlebars; it’s also a motorcycle whose heritage can be traced all the way back to the California surf and sand culture of the late 1960s thanks to its popularity with the west-coast surfers of the time. A road-based scrambler -Regency’ Interceptor 650 Twin Scrambler has a bash plate to protect the sump, new indicators, a handmade
‘Regency’ Interceptor 650 Twin
seat and a super cool bates-style headlight. A very clean design which can get dirty and is built aptly for all roads and no roads.
Revelry Cycles Sydney
‘RevElation’ 650 Twin Salt Racer
The decade-old dealership’s owners, veterans of the motorcycle industry in their home country of America began selling Royal En昀椀elds in 2014. The custom build’s frame was built from scratch and once the frame was built, the even tougher job of 昀椀lling it full of go-fast goodies commenced. At the heart of the beast would be a Royal En昀椀eld 650 Twin engine, but the engine’s capacity has been increased to 960cc with an S&S big bore
kit and a stroker crank. There’s also a throttle body set-up made by Revelry themselves and a pneumatic shifter. And note the free-昀氀owing heads and the very loud custom pipes.
Fast Fuel Albury
‘Dr. No’ GT 650 Twin Cafe Racer
Meet Lincoln Smart, owner of both
Albury’s Fast Fuel Motorcycles and its best ever café racer, this custom and clearly stunning Royal En昀椀eld GT 650 Twin. The body kit is from C-Racer in Greece and before it even went on the bike, Linc was at it to make it more closely 昀椀t the image of the build he had in his head. “It had a brake light incorporated into the tail piece, but we really wanted that to be sleek, so we modded the plastic to get that minimal look we were going for.” The exhaust was obtained locally but in an interesting twist for the bike’s overall look, the supplier heard Linc’s drag pipe idea and then turned it on its head by insisting that the racer have something more unique and higher up. Needless to say, it sounds fantastic too.
SurfSide Motorcycle Garage, Sydney ‘No. 40’ Himalayan 650 Twin Surfside’s team put their heads together for Royal En昀椀eld’s 2022 Busted Knuckles Bike Build-off to create a legendary beast; the much speculated on but never seen 650 Twin Himalayan that fans have been excitedly craving since the twin engine hit the market in 2018.
“The custom build has a S&S 856cc kit in it and we had Hallam Engineering down in Melbourne work the head for us. Now there’s bigger valves, performance springs and a Hallam camshaft,” commented Surfside’s Tommy.
To this they added oversized throttle bodies and a beefy Tassie-made Verex end that can be 昀椀tted onto customwelded two-into-one pipes. The motorcycle weighs 182 kilos on a full tank and a bit over 70 hp. To 昀椀nish the build, Tommy’s new aluminium bodywork was complemented with Mitas off-road tyres, an extended swingarm and monoshock conversion, and YSS shocks. And note the very cool Garmin Montana 700i dash with SOS button. D
AN AGED ENGINEER
PASSED on the basic elements
of this story. He was grizzled and sunburnt and old when he told me, half a century ago, so it would not be unreasonable to assume that he has ridden that great slide rule to the sky. at’s a shame, because I suspect he would have had a lot more stories. But we were going around the table with our tales, and the next one was from
a younger bloke who knew a bit more about the “gross maladministration, negligence and unlawful actions in relation to the (Darling) river’s management” by Commonwealth o cials than the Royal Commission let on, and that was interesting too.
We were a group of Sydney and local motorcyclists sitting in the courtyard of Maiden’s Hotel in Menindee in Outback NSW, telling tales of the Darling River
both recent and long gone by. Jim Maiden was the publican back then, and even though he was a reticent sort of bloke he could sometimes be encouraged to chip in with tales of his own. By the time I’m on about, back in the 1970s, it was already a backwater out here. With a bit of luck and the e orts of the locals, that will change a little, at least for Menindee, if they nally get the Pooncarie road sealed to create a circuit that the tourists can drive rather than leaving the town at the dead end of the tar. I wish them the best, although it won’t be as much fun on a bike as it is now.
But I’ve managed to dri o the topic. Kinchega Station – now Kinchega National Park preserves a wonderful bit of history. It is a protected national park that adjoins Menindee. e eastern edge of Kinchega National Park is formed by the Darling River. e 44,259-hectare (109,370-acre) national park lies approximately 840 kilometres west of Sydney and 111 kilometres south-east of Broken Hill. Apart from its European history, the park is noted for its Aboriginal artefacts, le behind by the Paarkantji people, who travelled up and down the Darling River. is country once created a staggering amount of wealth. Back in 1883 when
Kinchega Station was at its peak, the property was running 160,000 sheep and employed 73 men. Even today, its 1875 woolshed is still a prominent feature in the arid surroundings and perhaps the largest woolshed of its type remaining in the Western District. Kinchega Woolshed was restored in 1993 and contains the shearing machinery, wool press, wool cranes, a cart and buggy, a
When Kinchega Station was at its peak, the property was running 160,000 sheep and employed 73 men
contained shearer’s quarters, a cookhouse and buildings for storing supplies. ese days they’re available for overnight accommodation, though you have to bring all of your supplies.
Sheep shearing is done much the same way in Australia, New Zealand and the United States, although Australian shearing sheds tend to be larger due to the huge numbers of sheep run by any
between the history of Australia and the United States of America is more a matter of scale than anything else. Australia has some 105 million sheep while the US has 5 million. Consider also that the longest cattle drive in the US would have been what… the 620 miles of the Great Texas Trail? Australia’s longest cattle drive was 3000 miles.
e sheer size of the industry called for mechanization even back in the mid-19th Century. Steamboats on the
Darling and Murray rivers competed with bullock teams to transport the wool clip, and in 1882, a bloke called Jack Gray was the rst to completely shear a sheep with machine rather than handoperated blade shears.
e example of early mechanization that sits in the Outback sun next to the Kinchega woolshed is worth seeing.
is English-made Fowler engine was a type developed by John Fowler of Leeds, England in 1863. It was part of
the mechanisation and industrialisation of agriculture during the nineteenth century. Its rusted hulk belies its wonderful story. As a plaque explains, ‘ is old “steam traction Engine” was originally one of three ‘walked’ up from Melbourne to dig earth tanks to provide stock with water. However, it proved to be as costly and slow to cart water for the boilers with bullock teams as it was to use the teams themselves to dig the tanks. e steam engine was [instead] used to
provide power for machine shearing in the Kinchega Woolshed until the 1920’s (sic) when combustion engines took over.’
e process of “walking” involved taking a compass reading on Menindee from Melbourne, and then driving the engines the 500 miles through the bush on that reading. e crews would chop wood for fuel along the way, and when they reached a major river – there were at least three on this route – a carefully planned process would swing into action.
One of the crew would swim across the river with a light lead line. He would then pull a more substantial cable across along with a block and tackle, which would be fastened to a riverside tree. Fortunately, Australian inland rivers tend to have huge River Red Gums growing next to them. Meanwhile, one of the engines would have its re put out and allowed to cool before being attached to the cable and pulled across the river, underwater on the riverbed. With its re relit it would then pull the others across, also suitably cold.
Many of these engines, like the one at Kinchega, were imported into Australia for the construction of large earth tanks or dams for storing water on outback
sheep stations. During the 1880s some travelling stock routes were improved by government-owned Fowler ploughing engines with excavating scoops. Steam ploughing engines were also used during the development of the irrigation areas along the Murray and Murrumbidgee Rivers. As late as the 1920s they were used by the Water Conservation and Irrigation Commission to clear and plough land for soldier settlers around Gri th in NSW.
ere is a lot more history to discover around Kinchega, like the fate of the steamer Providence which blew up a er its crew had spent an evening at Maiden’s Hotel. Go and have a look. D
Themostuniversal andintuitivethrottle lockevermade!
Madefrom hardened stainlesssteel thatwilllast thelifeof yourmotorcycle
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.
P U B O F T H E M O N T H
“Oh, we started down from Roto when the sheds had all cut out. We’d whips and whips of Rhino as we meant to push about,”
THIS FIRST APPEARED IN print in Paterson’s collection, “Old Bush Songs” in 1905 and it’s gotta be one of Anon’s best works. But not everyone who cut out from Roto Station headed across to the Murrumbidgee and thence to the smoke to drink until their money ran out.
In 1863 William Hill, a Roto stockman, only made it 50 miles south through Wiradjuri lands to a small township on the banks of the Lachlan. The traditional owners knew the area as ‘Melnunni’, meaning ‘red soil’, and to the whites it became known as ‘Redbank’.
in 1867 his death certi昀椀cate put the cause of death as, ‘exhaustion due to intemperance’.
Hill died, there was a kid born on Roto who very soon learned how to seriously ‘push about’. And who became one of the nicest, most successful athletes in the twowheeled world.
First time I head to Hillston –one scorching February day - I’m charging north up the Kidman Way after a night to remember and a morning to forget at the Black Stump pub at Merriwagga.
About 5 kms outta town there’s this homemade banner that’d obviously been put up just recently. It reads: “GO TOBY PRICE”.
Rather than hand over his cheque to a publican to be lambed down, William Hill set up his own establishment and called it simply the ‘Redbank Inn’.
He proved to be an extraordinary host, exemplary town 昀椀gure, and prodigious drinker. When he died
Two years after he passed away, the post of昀椀ce arrived in town with the news there were three ‘Redbank’s in NSW and this one had to change its name. The locals decided only one person deserved the honour - the genial but intemperate William and the place became Hillston.
A hundred and twenty years after
To which a fresh bit’s been added on: “CONGRATS DAKAR WINNER 2016’.
Toby’s parents (and grand-parents, oh and an aunt and uncle) moved from the Southern Highlands to the 42,000 acres of Roto in the 1980’s and he was born there in 1987.
There was no power and no
Anyway, it was hot as hell when I rolled on into town and I could’ve done with being shot out of an irrigation pipe into a channel
plumbing when they arrived. Life was raw. But fun. In his newly released book, “Endurance”* Toby tells of being around four years old, his father tying a life jacket on him and being shoved inside a main irrigation pipe. His dad’d 昀椀re up the pump and Toby’d get spat out by the gush into the irrigation channel.
He also tells of riding goats on Roto and the 17km ride to the school busstop then the 50km ride to Hillston in a non-air-conned bus each school day. And how all the town kids couldn’t wait for the weekend or the holidays to get out to Roto and go wild.
Anyway, it was hot as hell (or Booligal) when I rolled on into town and I could’ve done with being shot out of an irrigation pipe into a channel but instead I followed the main drag through the place and out past the silos at the northern end, turn left and into the parking area beside a large cool reservoir. And jump in beside a couple of young ladies who’ve brought their horses in for a frolic too.
Hint: if the water’s got a current, always bathe upstream from horses.
I wasn’t staying that 昀椀rst time so a quick slaker in the Club House and under faultless blue I headed southwest on a dry-weather rattler
of a road to Booligal - about which Paterson did write. And none too complimentarily either.
Seventy kms of corrugations later, I pull up on the edge of town and the GoPro that I’d 昀椀xed on the crash bars is missing. Bugger. I’m not going back. Put it down to experience.
Two months later I get a call from Of昀椀cer Something from Hillston Police. He has a GoPro camera that might be mine. I’m stunned.
Turns out this bloke Dick grades the dirt roads for the Council and he was grading the ruts on the Booligal road and saw this thing shining on the side so he stopped and picked it up. His wife, Charlene, likes photography and she worked out how to open the case, take out the data card and check out the images. And one of them was a shot of the rear of a Super Tenere and it showed the numberplate. So, he ran the plate, got the phone number and rang it.
Bugger me! The cop offers to parcel it all up and send it to me courtesy of the NSW Police which is great and I ask how I can get in contact with Charlene and Dick.
He gives me the number and as soon as I’ve thanked him and we hang up I ring the number. Charlene answers and I thank her profusely but Dick’s out on the tractor and she’ll pass on my appreciation.
Now at this stage I had the resources to get ‘guests’ into NRL matches. State of Origin was coming up. Does Dick follow league. He sure does, loves the Blues. Well if he can get to Sydney for game 1, I can get him into the ground to watch from the sidelines.
There’s a pause. Can she get back to me in the morning? Of course.
So next morning Charlene rings me back. She’s spoken with Dick. Dick’s never been out of Hillston. Where he takes the grader to the Shire boundary is as far as he’s ever been. And he says thanks but he doesn’t really feel like he’d enjoy Sydney.
So I didn’t get to meet Dick or Charlene but this time in Hillston I’m determined and when I rock up from the north, after passing the huge silo on the left across from lagoon which for some reason is dry despite the Lachlan being in 昀氀ood and lapping at the beer garden of the pub, it’s a busy Saturday arvo in the Club House.
Apart from being the person who provided Toby Price with his first riding kit and spare parts, Sue’s the grandmother of Nick the publican
The date on the front says it’s 1929 but don’t let that fool you into thinking it’s so young. First built in the early 1880’s, partly burnt down in 1924, it was then seriously rebuilt with bricks from Grif昀椀th and included a front bar, lounges, dining room and 17 upstairs bedrooms. Plus of course a stunning front veranda.
I get a cold beer and notice a woman looking full-on-country in jeans and pink work shirt who’s entertaining a mob of mates with yet another story, so I sidle over and ingratiate myself.
Now in his book, Toby Price writes that by the time he was, “three years old the only place I wanted to go when we went to Hillston was the bike shop.” Well that shop was run by this same woman in pink, Sue, who’d taken it over in 1972 and kept it until 2006.
Apart from being the person who provided Toby Price with his 昀椀rst riding kit and spare parts, Sue’s the grandmother of Nick the publican here at the Club House and after a bit
with Sue, I head over to chat with her grandson.
“I left tractor driving in 2018 and some people had bought the pub and they were doing it up but they didn’t know a lot about running a pub and they asked me if I wanted to come and run it for them and for 6 months and it was running good but it was on the market.”
He then had a stint at the local club but then one day:
“Mark, one of the couple who owned it rang me and said we reckon you should buy the pub and I said I’d
love to but can’t do it.
He said, look it’s on the market and I said, I’m pretty sure someone who’ll love it’ll buy it and he said, no, someone’ll buy it, take the pokies and shut it down… And we don’t want that.
So we mulled this and three schooners later, three weeks before Covid hit, I said give me the keys and I’ll have a crack.”
He spent Covid shutdowns renovating and updating the pub but by the end he’d sold the courtesy bus to pay the power bill and there wasn’t much money around so a couple of mates decided to take his mind off the problems and take him 昀椀shing on the Murray around Tocumwal.
“We stayed at the Palms Hotel and Geoff who runs the pub heard about me and said, ‘well what do you need to get going?’ and I told him, ‘a couple of kegs’ and he asks me, ‘what 昀氀avour?’ So next day he buys me a couple of Great Northern kegs. That
afternoon we load the kegs into the boat on the trailer and head back to Hillston.
Then the IGA across the road asked me what grog did I need and I said, ‘look I can’t really afford to pay for it,’ and they said, ‘don’t worry about that, you can 昀椀x us once you’ve sold it,’ so they used their account to buy the stock I needed to get back on my feet.”
You getting an idea yet of what sort of town this is?
Now, amongst the many tales Toby Price tells in his 300-page book, is one of how “NRL player-turned-TV star Paul ‘Fatty’ Vautin” once promised him two motorbikes on the Footy Show.
Well Fatty, and Nine, reneged on the deal and there was not going to be one, let alone two motorbikes. The community of Hillston was enraged. Through a concerted deluge of letters the community basically shamed the
Now, amongst the many tales Toby Price tells in his 300-page book, is one of how “NRL player-turned-TV star Paul ‘Fatty’ Vautin” once promised him two motorbikes on the Footy Show.
Channel into providing one.
Later, when Toby’s dad’s health declined, they decided it was their time to come ‘down from Roto’. They moved to Hillston and a house with no back yard for Toby to ride around. No problem. The local Council allowed them to build a MX track out near the local tip.
Yep, it’s that sort of town.
As the afternoon blends into the evening and into the night, I spend time with people showing me their tattoos which say ‘ouch’; others offering to take me out to William Hill’s grave once the waters have gone down; who offer a bed next time out on their property; who have tales of Toby Price as a wild child. And 昀椀nally Charlene – complete with moonboot – and Dick.
It becomes a memorable time. No better place, no better town to drink your cheque surrounded by honest good people – each one with stories and memories.
“So hump your blues serenely and make for Hillston town, And sort the cheque between you, and look to knock it down.” D
There’s eight beers on tap in the bar which also has TAB and Keno without it taking over the place, and there’re meals seven days.The rear beer-garden backs onto the river and the day before I got there water was high enough to cast for cod from the pub.
I stayed in one of the Queen doubles with ensuites @ $70 pn. In a total of 15 rooms there’s a mix of singles ($45), twins ($50) and Queens ($65) all with shared amenities.The room was very comfortable, with air con and screened windows.
The parking at the back of the pub is locked at night and there’s limited under cover spots.
For breakfast there’s a great little café just north of the pub around the bend and the IGA – the one that supported the pub when it really was in need – is right across the road. Good place to stock up.
4/5 for unique character, but 5/5 for characters. Do not waste your time here talking with the people you arrived with.
Value for money is excellent, 170 on my scale where 100 is average.
With room rates that allow for single riders, its lockup off-street parking and the attitude of the entire place it rates a solid 4 helmets for Motorcycle Friendly.
The southern section Kidman Way has a wealth of good pubs – Goolgowi, Merriwagga, Mt Hope are all good, but this place is right up there.All that’s missing from the town is a Toby Price museum, but with this place’s attitude, I reckon that might be in the pipeline.
• Toby Price’s so-far biography,“Endurance” is published by Penguin and available at bookstores and online for around $30.Take it from me, you don’t need a mullet to enjoy it.
HIGHLIGHTS
Sarajevo, Mostar, Adriatic coastal road, Zadar, Hvar Island, 5 UNESCO World Heritage Sights: Plitvice National Park, Durmitor National Park, Kornati Archipelago, Kotor, Dubrovnik, Split.
TRAVEL TO NEW ZEALAND
is well and truly back, so now is the time to start planning your motorcycle holiday to the land of the long white cloud and who better to plan that with than, Paradise Motorcycle Tours. You may remember we ran a couple of readers’ tours with Paradise and their professionalism and the enjoyment you get from one of their tours cannot come more highly recommended.
Choose from 11, 16, 18 or 21 day guided tours that cover all the best bits of the North and South islands. Of course, the more days of a tour means you see more of one of the most feature packed locations in the world.
If you want to jam pack as much amazement as you can into a short period of time their 11-day guided South Island tour is a must do.
Fancy doing it by yourself but have all the nitty gritty sorted for you? How
about a self-guided tour. is time, choose from 7, 11, 14, 16, 18 or 21 days of delights! eir 7-day self-guided tours of either the North or South island are great for a quicky. Take only one week of holidays o work and feel like you’ve been away for a month! at’s just how good one of Paradise tours will make you feel.
Want to just hire a motorcycle and do
your own thing – Paradise o ers this for you too. I have done this very thing a couple of times.
All accommodation, no matter what level you choose, is hand-picked, you’ll enjoy top quality ensuite rooms in beautiful locations. Hotels are chosen for their high standards, stunning locations and superb service.
ere’s also no cutting corners and no hidden expenses. All bikes come with top boxes and panniers/side bags, so li -out bags, puncture repair kits, maps
and ferry tie downs at no extra charge. ere’s unlimited kilometres on all motorcycle rentals and tours, and they’ll even courier your luggage between their bases (Auckland and Christchurch) free of charge if you have a one way rental.
Paradise Motorcycle Tours is an o cial partner of BMW Motorrad, that means you get to ride the latest BMW motorcycles and your guides are BMW Motorrad trained. To become certi ed the course is quite intensive and as you can imagine, not just anyone can gain this type of high level approval. at’s just one reason why Paradise o ers such a great experience. Paradise is also certi ed by Qualmark, New Zealand Tourism’s o cial Quality Standards Agency, and is a winner of TripAdvisor’s ‘Certi cate of Excellence’.
I’ve got you interested now, haven’t I – so get in touch with the great team at Paradise and discuss or book your next motorcycle holiday. Email - info@ paradisemotorcycletours.co.nz, Phone +64 274 765 035 or check out the website - paradisemotorcycletours.co.nz And tell ‘em we sent you! D
Hotels are chosen for their high standards, stunning locations and superb service
WORDS / PHOTOS THE BEAR
THE FIRST TIME I rode this road was before it was a road, really. Back in the early ‘80s it was a wheel track on the mountain in places where the locals were the only users with their utes. It got better wherever it served log trucks, admittedly. I was living in Melbourne and had a BMW R 80 G/S, which needed a run. I had an appointment for some reason or other in Sydney, so I thought I’d check out the capabilities of the bike. Not that I knew what this road was like then; if I had I might well have taken the Omeo Highway instead, rough as even that was. But the Blue Duck had closed some time before, removing one licensed reason for taking the highway, so I shifted my attention one road east.
At the time and for a long time afterwards I called this The Brothers Road, little realising that while it could be said to have been named
that at its southern end, the actual Brothers Road soon turned off to the east. It still is not entirely clear what name to use when trying to identify it for others. Some people call it the Benambra Road after the hamlet near its southern end. Others, and I think these are only locals, call it the Morass Creek Road for the nearby waterway. Northerners have been known to call it the Nariel Valley Road after a hamlet near the northern end, but I suspect the best-known name these days is the Sassafras Gap Road.
Coming from the west along the Murray Valley Highway, your last fuel stop is Tallangatta which also has a motorcycle-
friendly pub. Just sayin’. Tallangatta was built to replace a town by the same name that was covered by the waters of Lake Hume, so it is sort of modern in a ‘50s kind of way, but it is a handy stop, just off the highway. While we’re on the subject of pubs, you will pass the Koetong Hotel between Tallangatta and the turnoff into our chosen road. I see from Google Maps that this is
The Route Corryong to Omeo is about 145km, which according to Uncle Google should take about two hours. It took me longer because I stopped quite a few times for photos, as well as spending half an hour or so chewing the fat with an American bicyclist who was equipped with a fat-tyred bike and who appeared to be enjoying the gravel surface.
This gravel is a vast improvement on the more or less privately imprinted road that I remember from 40 years ago. A sign at the northern end advises that the surface was of昀椀cially improved over the course of a year or two, ending in early 2021. My assumption, going by the signposting and the way the improvement has been done, is that the work was intended to bene昀椀t the log trucks which are fairly common along here.There are even signs with blinking yellow lights to advise you of their presence. Since the northern part of the road, anyway, is fairly open the trucks are not a problem for motorcycles.
South of Sassafras Gap, a different local authority takes over and the surface, which is light, small gravel on a hard clay base in the north, becomes a bit more aggressive. Mid-sized blue metal fragments have been used to stabilise the surface, which is clearly softer and occasionally even muddy.That makes for a less pleasant and smooth ride, but it’s still easy enough for road bikes. My BenelliTRK loved it, partly because it is a solid and relatively heavy bike that just soldiered
through.The north is more pleasant than the south, nevertheless.
From the Murray Valley Highway to Nariel is tarred surface, then there are those two kinds of gravel roughly as far as Benambra Creek before you’re back on tar again to Omeo When I rode it, in late April, the entire route was still suffering from the effects of the heavy rains during the previous months.
From Omeo, you have the option of returning north via the tarred Omeo Highway – the Blue Duck is serving brews and food again – and the turnoff to Falls Creek and Mount Beauty; the Great Alpine Road due west; or the southern stretch of the Omeo Highway to Bruthen and Bairnsdale on the Princes Highway.Any one of these roads will repay a ride, although I really enjoyed the road to the south.
The only other thing I can really say is, try this route when you’re next commuting between Melbourne and Sydney.
now referred to as a 4 Star hotel; in my memory it was a typical and friendly enough country boozer with a tractor outside that was painted in different colours whenever anyone felt like it.
Corryong
Coming from the opposite direction down the Alpine Way or on the Cabramurra/Khancoban Road, along the River Road or from Tumba-昀氀amin’-rumba, Corryong is the last opportunity to 昀椀ll up. It is a reasonably well-equipped country town with several cafés including the one on the northern side of the road just at the roundabout which has good 昀椀sh and chips. There is also a versatile hotel which doubles as a café and a motel I have not stayed in for 30 years when it was pleasant.
Nariel
Set, appropriately enough, in Nariel Valley this is more of a locality than a town. It does not appear to have a shop or a servo (I may not have looked hard enough) but does feature an impressively space-age public toilet. One would
not be surprised to 昀椀nd 昀氀ying saucers stopping off here for a tinkle. Nariel’s other claim to fame is that this is where the tar stops.
Benambra
Move right along, nothing to see here.
Hinomunjie
Keep moving, even less to see here.
Once a gold mining town with diggings nearby and able to be fossicked, Omeo now derives its gold from tourists who are riding or driving the Great Alpine Road. It is a nice enough little place with a chummy oldfashioned service station in the middle of town and two big pubs. I seem to recall that there was a coffee and donut stand or van next to the servo, but that might be wishful thinking. D
WHEN I FIRST SAW pictures of this multi-talented Taiwanese scooter, I thought: terri昀椀c, you’ll be able to keep going when the tar ends, and explore gravel roads.
How wrong I was.
The Kymco DT X360 is quite a bit more competent than that. How did I 昀椀nd out? Well, I know a causeway near Sydney which usually has water 昀氀owing over it, and therefore makes for good water-crossing photos. I thought the DT would look good tearing through that. To get there, you just need to cover a couple of kilometres of good gravel. No, sorry, you “needed” to cover that. Our recent rainfest has meant the track is eroded to the point where much of it is now just a collection of rocky
I have learned during my relatively long life is not to judge books by their covers or motorised conveyances by their appearance
outcrops connected by wide, empty spaces.
Fine for adventure bikes, although Mike suggested that trials bikes would be more suitable. At 昀椀rst sight, impassable on a scooter with a 14” front wheel, limited ground clearance and a wet weight of 194kg.
One of the few useful things I have learned during my relatively long life
is not to judge books by their covers or motorised conveyances by their appearance. So, helped along by the fact I was on an adventure bike while Mike was aboard the scooter, I shouted “onwards” and we tackled the rocks. Made it to the bottom, a very surprised Mike on the scooter and me laughing at the look on his face.
Don’t worry, I got mine when I had to ride the scooter back up after our photo session.
The suspension travel is respectable at 110mm at the front and 108mm at the rear, but the main thing that helps the DT X360 through the rough stuff is its fat tyres. At 120/80/14 and 150/70/13, they provide an effective cushion for scooter and rider. The seat helps, too, since it absorbs quite a bit of the pounding the rocks are handing
out. You can see in the photos that 20cm of water doesn’t faze it either, and it throws a respectable bow wave while keeping your boots fairly dry.
Despite this unexpected competence, I’m sure that DT X360’s owners will stick mostly to tar with some gravel and even dirt excursions, but it’s reassuring to know it will not abandon you when the going gets rougher.
Styling is in line with the currently fashionable spaceship look, while there is a remarkable amount of room under the seat. The scooter –at 2165mm length and a 1545mm wheelbase, it is really a maxi-scooter – but does not suffer on the road in order to provide its off-road competence.
The liquid cooled 320.6cc four-valve OHC single cylinder engine puts out a perfectly acceptable 21.2Kw at 7250rpm with a torque peak of 30Nm at 5750rpm delivered by way of an effective CVT, powering it to acceptable freeway performance. Handling is sweet, and two discs with Bosch ABS provide appropriate braking. Seat height is 800mm, which should be 昀椀ne for just about anyone.
It’s hard to 昀椀nd any serious criticism. I guess I found it surprising the tyres are the only hint of the additional capability it offers over other scooters. Fun to ride in all the conditions I could 昀椀nd for it, including slow commuting, and with a reasonable price of $8790 plus on-roads, the Kymco DT X360 is a winner.
Don’t be surprised if you 昀椀nd its metallic black and orange bulk confronting you on your favourite 昀椀re trail somewhere. D
KYMCO DT X360
MODEL: Kymco DT X360
PRICE: $8790 (plus on-road charges)
WARRANTY:Three years, unlimited distance
SERVICING INTERVALS: Every 3000km or 12 months
ENGINE: 320.6cc liquid-cooled single cylinder, 75.3x72mm bore/ stroke, OHC, 4 valves
POWER: 21.2kW @ 7250rpm
TORQUE: 30Nm @ 5750rpm
TRANSMISSION: CVT automatic
SUSPENSION: Front, 37mm telescopic fork, non-adjustable, travel 110mm. Rear, twin-shock, adjustable preload, travel 108mm.
DIMENSIONS: Seat height 800mm, weight 194kg (wet), fuel capacity 12.5 litres, wheelbase 1545mm
TYRES: Front, 120/80/14. Rear, 150/70/13
BRAKES: Front, 260mm disc with three-piston ABS caliper. Rear, 240mm disc, two-piston ABS caliper.
FUEL CONSUMPTION: 4.26 litres per 100km, premium unleaded
THEORETICAL RANGE: 293km
COLOURS: Black/Orange
VERDICT: Fun package
WORDS/PHOTOS – THE POSSUM
THE LOADED DOG
RALLY NO.32 rocked the Tarago Showgrounds over the weekend of the 13th to the 15th of May.
Jordan, the organiser, and his hardworking family pulled out all the stops to make this rally a top shelf event. No bands, no strippers, and no dramas.
Last year was Jordan’s rst e ort at running the Dog, having taken up the reins from Ash and Jim who stepped back a er many years at the helm. Reports about last year’s e ort and the amount of tucker available, had the e ect of increasing the numbers that attended this year. To pick up extra attendees is one thing, but to do it during crap weather is a testimony to the organisers.
e Cat Herders traveled down to Tarago, and only hit rain on the last leg, out past Wake eld Park. On arrival we found the track in to be a challenge – the recent rain and the tra c had turned it into a very interesting skating rink. e ground around the showgrounds was quite soggy and more than one bike managed a little lay down.
Check in at rally HQ gave the punters a few options, with most signing up for the two course main meal Saturday evening, and the big breaky Sunday morning.
Jordan runs a business called Inland Steel and put his skills on display, the hot plate that was used to cook up a vegetarians nightmare, was manufactured days before they loaded the truck to bring all the equipment down to Tarago. Restaurant quality equipment really works better than a cheapo BBQ from Big W/Kmart/ Bunnings!
Fire drums and plenty of wood were available for the taking, and even a wheelbarrow to carry timber to your camp site – can’t top that for service !
e weather at Tarago in May is usually quite cold (morning frosts), with the strong wind during the day
which lessens during the evening. is year, the temps were relatively mild –didn’t need to zip up the sleeping bag – and there was no real wind. I heard a bloke complaining the res were too hot, which is something that has never happened here before!
Saturday evening, a er a meal of roast pork, roast beef, roast spuds and pumpkin, peas and buckets of gravy, the well-fed crew listened as the awards were presented – see photo.
Next up – the ra e. Well known rallyist, rasher, won the rst draw, and despite there being a large number of prizes, I came away empty handed. Everyone else was pretty happy and I was able to assist one winner with the consumption of his prize.
Sunday dawned overcast but clearing, sort of. e grill was producing bacon
and egg rolls of a size that would choke a horse. Washed down with a mug (or two) of tea and we were starting to feel human again.
Following pack up, the track out to the road was negotiated without mishap and o into the rain we ventured. By Goulburn, we were out of the rain and had clearing skies all the way home.
Jordan said he will be back next year to do it all again, and has given the Showground Committee an assurance that he will be back for many more years. Any pro ts from this year, will be directed towards the RFDS. is is a good
location, with ushing toilets, re drums, and a top feed, spoiled only by the caliber of the dodgy characters that roll up (humour). Help li the tone by coming along next year and supporting this long running event. And bring a friend. D
MY HUSBAND STEVE WAS facing a landmark birthday in August and wanted to celebrate on a motorcycle. He discovered IMTBike.com while researching tours online. IMTBike is based in Madrid, with additional o ces in Barcelona, Bilbao, Malaga and Lisbon — we gured these guys know Spain (and adjoining Morocco and Portugal.)
IMTbike o ered “ e Perfect Pyrenees Tour,” which perfectly coincided with Steve’s birthday. e Pyrenees border northern Spain and southern France and are known for well-maintained but challenging roads and twisty mountain passes. e tour takes six riding days to travel 900 miles, but the total tour is eight days, including Barcelona and a rest day.
fueling of our bikes. is was followed by an earlier dinner than Spanish standards (typically at 10pm). Our group enjoyed local food and vino tinto, and shared past motorcycle tales and anticipation for the upcoming tour.
e morning of the tour start, everyone familiarized themselves with their bikes. I’d booked the BMW F750GS and had ridden it before, but it felt top-heavy and unwieldy at a red light, moving slowly, or parking. e smaller, lighter BMW G310R was available so I opted for that.
Steve contacted IMTBike owner, Scott Moreno, an American expat, who happily answered questions during several conversations. We wanted to know about weather to determine the appropriate clothing for Barcelona (where the Pyrenees Tour begins and ends) and the mountains, and what motorcycles were available. Since IMTBike is an o cial BMW Motorrad partner, they o er BMW models ranging from the G310R up to the K1600GT. Steve discussed with Scott my hesitation riding the Pyrenees. I’d gotten my license only two years prior, and I worried the tour would be too advanced. is tour was the rst since Covid-19 shut everything down around the world, and Scott said he was joining the tour to make sure accommodations and everything else was in order a er such a long lapse. He also said he’d look out for me and not to worry. Scott enthusiastically said, “Just come. You’ll love it.”
IMTBike sta picked us up at the airport and delivered us to a central hotel in Barcelona. at evening, everyone met in the lobby for a brie ng. Introductions were made, very thorough handbooks were issued, Spanish driving laws and road signs reviewed. Our fearless guides, David and Mikel, described the quality of the roads, the increased amount of tra c in some areas due to tourism, and daily
Steve and California Joe, a forty-year rider on his third IMTBike tour, rode BMW R1250GS’s; a young Midwest couple Bill and Ruth rode two up on a BMW F800GT. Completing our group were Jerry and her wife Gigi, both very experienced riders from Long Island, New York, and frequent tour participants with IMTBike. At 79 years old, Jerry is an inspiration and continues instructing in motorcycle safety. She rode the other BMW G310R, while Gigi rode an F750GS. Scott had an F750GS, David and Mikel alternated between driving a van and leading our pack on an R1250GS. e van accompanied us the entire trip, providing secure storage for our helmets and jackets during co ee and lunch breaks. e van also carried everyone’s luggage, and a spare BMW F750GS in case of the worst.
Our departure from Barcelona was the only time we rode a major highway; the mountains in the distance were beautiful and inviting.
We shi ed gears to climb those waiting mountain passes, and traveled twisty curves, sweepers and vistas of beautiful landscapes. Steve and I brought our helmets out tted with communicators, enabling us to share road observations, comments, and our excitement about the magni cent scenery, continuously exclaiming, “Spectacular!”
e parador at La Seu d’Urgell was formally an old convent. It even had a small swimming pool, much welcomed a er a 99º F riding day. It was peak summer, a er all.
Before dinner our group met to brief the following day’s ride. Drinks and maps covered the table and David and Mikel explained the co ee breaks, where and how to park for lunch, and stops at scenic points for photo opportunities. is was a ritual that occurred every evening at
each parador: David and Mikel described historic and scenic highlights, and other things particular to each day’s route. Future brie ngs included heads up for the especially long Bielsa Tunnel returning back to Spain from France. And they warned us about portions of the Tour de France route where messages to competing cyclists were painted on the tarmac and could become very slippery if wet. ey told us when to anticipate hairpins or narrowing roads or areas with clusters of cyclists. Whatever it was, they kept us safe, but they kept it fun.
e roads were selected for optimum pleasure and challenging roads, following rivers and through valleys. Twisty mountain passes contrasted sweepers. Steve and I quickly overused, “Spectacular!” and switched to, “Magni cent!” or “Fantastic!”
We discovered a er every co ee break and lunch, our bikes were repositioned for ease of departure. I really liked that and was quickly spoiled. Other times, David or Mikel would stand in the street and direct us safety through particularly tricky tra c. Plus, David and Mikel handled all the navigation, which let us to just joyfully ride.
A er our descent from the ski resort Baquiera-Beret, we encountered horses trotting alongside us, as free and unfettered as we were. Our travels through tunnels and mountain passes brought us into France, back to Spain and eventually we arrived at our Parador. It’s a cool lodge surrounded by mountains, and a lovely view of a waterfall.
During our nightly brie ng, Scott said he needed to reconnect with the Paradores and restaurants that closed because of COVID lockdowns, but then confessed he also yearned to ride. He’s passionate about motorcycles, as are David
who’s also a racer, and Mikel who’s been with Scott for 16 years. eir stoke made all the di erence.
e morning co ee break occurred in France, so naturally, everyone ordered crepes. Oddly enough, Steve and my crepe looked like a slice of pie…?
On steep, narrow roads, we passed cyclists impressive for their strength and endurance; but it didn’t look as much fun as I was having. We reached Col d’Tourmalet, the highest peak on the Tour de France. e altitude at 2115m o ered spectacular views.
By late a ernoon we traveled through the beautiful Pyrenees National Park. Spectacular twisties brought us to Col d’Augbisque (5607 .) another mecca for cyclists. During a brief break, a burst of applause brought our attention to another group of motorcyclists circled around Jerry. Turns out they found out she’s a seventy-nine-year-old rider and displayed their admiration. Made the rest of us smile.
Before arriving in Spain, Steve and I saw a famous photograph of the descent: a narrow road without shoulders or guardrails, and the edge a vertical cli . ere is no margin for error. It was scary. Steve and I kept saying to each other, “Don’t look down.”
We couldn’t look down if we wanted, fog concealed the view and hid the terrifying vertical drop — a blessing. But this was the curse: fog so thick, condensation formed on our face shields and blurred our vision.
Our group formed a slow conga line. e taillight on the bike in front of me my only guide. On the frequent turns the red light disappeared until I completed
the maneuver and resumed following the red dot in front of me.
Finally out of cloud, the cold damp air behind us, we approached a village. Suddenly a herd of sheep crossed our path, forcing us to stop. ey kept coming and coming, making us laugh. My laughter was also from relief. By the time we checked into our lovely Parador tucked into mountains, I was exhausted, yet exhilarated. On day one, our guides said if we needed, for any reason, to put our bike into the van and climb next to the driver, it was always an option. Scared as I was, I trusted Scott, David and Mikel to get us down safely, their pace careful and their line conservative. We all tackled the trying conditions, including me: I did it! And man, I relished a sense of accomplishment.
Everyone decided to explore beautiful Tramacastilla on the rest day. Meanwhile, David and Mikel devised an optional day trip. Steve and I wanted to stroll and relax too, but I wanted to test ride the F750GS. We asked David and Mikel if a shorter jaunt was possible, and without hesitation, they reorganized the route. California Joe joined us.
We circumvented Yesa Reservoir and stopped mid-way on a bridge to enjoy the beauty and take photos.
It was fun to watch these professionals, David and Mikel ride together with the joy of kids. And it was contagious. We had so much fun no one was ready to stop so we extended the route.
When it was time to fuel up, David and Mikel said, “Let’s have lunch.”
Steve, Joe and I were incredulous, “Here?”
ey smiled and said, “ e restaurant is in the back and the food is really good. “Who knew? Well, they did. e tables where lunch was served faced the foothills of a lovely ski area. We enjoyed an excellent lunch and laughed and shared stories about travel and motorcycles, adding another great riding day. And a successful test ride: I enjoyed riding the F750GS so much, I rode it the rest of the tour.
Another day of excellent riding. More twisties, more sweepers, more landscapes and exclamations between Steve and I of, “Bonito!” Eventually, that was overused, too.
e Parador de Cardona is a converted castle. is was fortuitous because it was Steve’s (Leo the Lion) birthday. Before
dinner, I sought David and Mikelto ask them to bring the little birthday candles I’d brought to the kitchen for Steve’s dessert. ey looked at each other, then at me, “Okay, we’ll tell you. A bottle and snacks are being sent to your room, and we already have candles for the cake we arranged.” I was very touched. Dinner was in a grand, vaulted banquet hall. e food was terri c, dessert even
better. A birthday cake complete with candles was ceremoniously set in front of Steve and luckily our motley chorus singing Happy Birthday was drowned out by Scott’s phone blasting the Beatles Birthday.
Steve was embarrassed but delighted. Everyone, especially David, Mikel and Scott made Steve’s birthday fun, memorable and just so damn cool.
Day 7, Barcelona
e last day brought us more excellent roads, and another, awesome destination! Less than two hours from Barcelona is the Sierra de Montserrat. Recognizable in the distance by distinctive orangey mountains scalloping the sky. As we got closer, each mountain formed into thick, pointy ngers jutting upwards. A windy, climbing road brought us to the Montserrat Monastery, tactically built up on a hill, the impassable Sierra de Montserrat behind it. Wandering through the monastery complex is well worth the visit.
en, reluctantly back to Barcelona
Don’t get me wrong, Barcelona is an intriguing city, but our fantastic trip was over, and it was time to say goodbye to new friends. My initial reluctance to ride the di cult roads the Pyrenees is famous for was replaced with miles of joy, laughs, and con dence. Scott, David and Mikel created an environment emphasizing safety, riding tips and stoke. ey are very skilled and great guys; they’re new friends, too. Since then, Steve and I have done two selfguided tours with IMTBike and anticipate our next guided tour with them. D
IT’S BEEN A WHILE since I’d ridden the Conti GT version of the super popular Royal En eld 650. I personally love the Interceptor version and while Ralph bought the Chrome version, I couldn’t exactly go and copy him and buy the same, now could I! However, the Chrome Interceptor is the 650 I’d have, but enough of me rabbiting on about that, we’re riding the café racer styled Continental GT.
What’s the di erence between the Interceptor and the Conti GT? e wide handlebar is swapped out with a set of clip-ons, the shape of the tank is changed, the ‘bench’ seat sees a singleseat unit tted and nally the footpegs are moved backwards.
More or less, that’s all it took. You’d be mistaken, though, if you thought such simple changes resulted only in visual di erences. e truth is, they are not only di erent to look at, but also very di erent to ride. e Interceptor 650’s a relaxed sit-upand-beg a air, whereas the Continental GT 650 has a much more focused riding position.
Corners on the Conti GT are attacked rather than wa ed through, straight roads are own rather than oated down, and you’ll move around more on the seat when banging into corners to shi your weight. It really
manages to bring out the racer in you. Does it capture the spirit of the café racer scene? It sure does, and not just in the performance stakes, but the looks are simply the epitome of what a café racer looks (should-look) like.
But here’s the thing, while the Conti GT is truly a café racer by looks, it isn’t one by ergonomics. And that’s a very good thing. Royal En eld has been
clever and here’s how - look closely and you’ll notice those clip-on handlebars are actually mounted on risers. Study even more closely and you’ll notice that while those footpegs may have moved rearwards, they’re still mounted fairly low, and the distance from the seat to the bars is not completely raked out. Why? On all fronts, to keep it as comfy as possible. is isn’t a café racer that’ll wreck your wrists, break your back or destroy your knees a er just 20 minutes.
Actually, you’ll be able to do 200 kilometres on it without really noticing. It’s as if Royal En eld has taken a leaf out of Ducati’s Scrambler café racer’s book, but done it at a fraction of the price with twice the coolness. Does the comfort kill its ability to be a café racer? Not at all.
And it’s not like the Continental GT is impractical either. It might look fairly barebones, but you can accommodate a passenger on the back – it actually has pillion pegs – and the frame provides plenty of anchorage for strapping on a bag or two for a weekend away or even just a city commute. It’s still got the steering lock of the Interceptor 650, so threading your way through city tra c is a breeze.
Just like the Interceptor 650, there’s 35kW on tap, a linear torque curve,
decent brakes, su cient suspension and decent tyres. Of the ve colour variants available, the only one with silver alloy wheels is this, the Dux Deluxe version. e other four (Green, Blue, Red or Chrome) come with blacked-out wire-spoke rims that really look the business.
Riding the Conti GT, you’ll nd a friendly and approachable motorcycle, with a cool old-school twin sound. e main thing I wish the Conti GT had is a clock, which is pretty much needed in this day and age with school zones and the like. e only thing I’m not too much of a fan of is that the front tyre follows cracks in the road and doesn’t go over them like most other bikes. It’s hard to describe but you do get used to it a er riding the bike for a couple of weeks.
Accessories are nicely thought out and can give a much more personalised look. Check out the Busted Knuckles custom bike buildo s in this issue to see what can be done if you want something further from the showroom oor.
Royal En eld has built a gem in the Continental GT 650. In a world where motorcycles are becoming more complex, it’s good to have an ‘old-fashioned’ motorcycle with simplicity. D
ROYAL ENFIELD CONTINENTAL GT 650
MODEL: Royal En昀椀eld Continental GT 650
PRICE: $11,290 (ride away)
WARRANTY:Three years, unlimited distance
SERVICING INTERVALS: Every 5000km or 12 months
ENGINE: 648cc air/oil-cooled parallel twin cylinder, 78x67.8mm bore/stroke, SOHC, 4 valves per cylinder
POWER: 35kW @ 7150rpm
TORQUE: 52.3Nm @ 5150rpm
TRANSMISSION: 6-speed, wet multi-plate clutch, chain 昀椀nal drive
SUSPENSION: Front, 41mm telescopic fork, non-adjustable, travel 110mm. Rear, twin-shock, adjustable preload, travel 88mm.
DIMENSIONS: Seat height 820mm, weight 212kg (no fuel), fuel capacity 12.5 litres, wheelbase 1398mm
TYRES: Front, 100/90/18. Rear, 130/70/18
BRAKES: Front, 320mm disc with four-piston caliper. Rear, 240mm disc, single-piston caliper.
FUEL CONSUMPTION: 5.49 litres per 100km, premium unleaded
THEORETICAL RANGE: 227km
COLOURS: Rocker Red,Ventura Storm, British Racing Green, Dux Deluxe, Mr Clean
VERDICT: For the rockers and rollers
Aside from a helmet, which is mandatory to be worn while riding a motorcycle the next piece of safety equipment I consider to be top of the list are gloves. Try crashing your motorcycle without them on and grind your meaty palms and spindly fingers along some bitumen and tell me you wish you’d had a pair on. So, with those gruesome grinded palms and mash up worn-down fingers in mind, let’s take a look at the latest gloves on offer from the great folk at the various distributors who kindly sent us their information.
Remember, keep this in mind when purchasing! SW
www.ausmotorcyclist.com.au
Era RTX Electric Gloves$369.95
The 昀椀rst we’ve seen of a heated glove with a short cuff. Macna offers you the Era RTX electric heated gloves (just one of many heated gloves
Macna offer), which are made from a Softshell, Synthetic nubuck and Goat leather outer, featuring a Bemberg liner, RTX membrane,Thermo lining, dual power electric heating, 4 heat settings, battery level indicator, touch tip and strap wrist closure. Available in sizes S-3XL.
Darko Gloves - $59.95
Lightweight summer glove with a grippy palm and EVA knuckle and palm protection.The Darko is made from Synthetic Nubuck and Spandex and features an Ergo thumb and grip print.Available in sizes S-3XL.
Gloves$149.95
A waterproof winter glove, made of Soft Flex and goat leather and 昀椀tted with Bemberg and Isofur Lining.The Zircon also features a Raintex breathable waterproof membrane with sensigrip,TPR knuckle protection, screen cleaner, 30° buckle and Touch Tip.Available in sizes S-2XL.
Want the best sports glove on the market, well look no further than the Macna Track R.Worn by motorcycle racers around the world at the highest levels. Constructed from the 昀椀nest kangaroo, cow and goat leather available today, with a combined DuPont Kevlar and Bemberg comfort liner. Fingers, knuckles and palms are protected by R.I.S.C. Polyurethane injection moulded external protective parts, with the palm and side areas enjoying the additional protection of double layer leather and a doubleVelcro closure system. Stuart has worn these for the last couple of years and rates them as some of the best he’s ever worn.Available in two colours and sizes S-2XL.
Combining the best of retro styling with the most modern of technology. Heated gloves don’t have to be bulky and bland – and the Merlin Minworth gloves prove that. The heritage styling is backed by the battery-powered heating elements, which run throughout the 昀椀ngers and the back of the hand.Three temperature settings ensure you get the most from the heat, and when it comes to recharging the batteries there’s a dual USB charger included. Protection isn’t compromised as these CE rated gloves also include D3O knuckle armour, while a Hipora waterproof membrane and Thinsulate thermal lining look after weatherproo昀椀ng when the heat isn’t required. Available in Black or Brown and sizes S-3XL.
Stewart Gloves - $99.95
How could I not include a glove in my name – despite being spelt wrong! The Merlin Stewart gloves feature a signature cross quilted rear panel, matching the 昀椀ne quality of their garments such as Yoxall and Stockton. Further, the Merlin branded snap stud is also a quality touch that adds quick and easy fastening of the cuff.With punched leather Stewart has good breathability and is a go-to for warm weather rides.You also get a touchscreen compatible 昀椀nger.Available in Black or Brown and sizes S-3XL.
The perfect accompaniment for any explorer, the Ranger D3O gloves carry all the features required for short and long-haul trips.The Halley Stevensons 12oz waxed cotton upper meets a cowhide leather palm for enhanced abrasion-resistance, which is further increased by reinforcements to key impact areas such as the scaphoid.A Sympatex waterproof and breathable membrane teams with thermal insulation to keep hands warm and dry, while D3O’s 昀氀exible knuckle protection features to add protection. Available in two colours to match with the Explorer jackets – black or olive in sizes S-3XL.
Thirsk is the go-to item for warm weather rides with punched leather panels at the back of the hand and thumb in a short cuff design.Available in two colour options this cowhide leather glove provides a nice, responsive feel on the grips.
These popular winter gloves from Held feature an outer shell made with a Goatskin palm and stretch fabric leather detailed back. Other features include a pique push-pull lining, + Gore Grip technology, Gore Tex membrane (ePTFE), visor wiper, knitted cuff, stretch fabric panels on back, special step seam avoids pressure points on inner hand and enhances feel,Velcro adjustment at wrists. Protection the gloves offer are certi昀椀ed under norm EN 13594:2015 “protective glove for motorcyclists” and feature leather covered hard plastic knuckle protection, reinforced edge of hand and the ball of thumb reinforced with SuperFabric brand material underlaid with Armaprotec.The Held Score KTC gloves come with a 5-year warranty and are available in Black and sizes 8-12.
As the name suggests, these winter gloves are ready for the coldest of rides. Outer shell is made from Taslan leather detailed back and a Goatskin palm.A 3M Thinsulate lining keeps you warm and a Gore Tex membrane keeps you dry. Other features includeVelcro adjustment at wrists and cuffs, elasticated leather panels on back, thumb and 昀椀ngers, special leather at thumb and 昀椀nger which allows smartphone operation, visor wiper, protection certi昀椀ed under norm EN 13594:2015 “protected glove for motorcyclists”, SAS-TEC knuckle protection, SuperFabric reinforcement on edge of hand, reinforced edge of hand and 3M Scotchlite re昀氀ectors. Available in Black and sizes 7-13.
-INNOTESCO
innotesco.com.au
The Rukka ThermoG Plus are a short glove built to keep your hands safe from the weather and the road. Rukka have gone all out on this glove making sure you’re getting highest quality materials with Gore-Tex laminates, 3M thinsulate to make sure you keep warm and dry.The outer shell of the ThermoG+ is composed of an abrasion resistant material with additional leather at the palm for abrasion resistance and durability.To make the gloves more comfortable for touring riders, they also include a visor wiper in the index 昀椀nger as well as touchscreen 昀椀ngertips in both the index 昀椀nger and thumb, so you don’t have to take your gloves off to adjust your GPS. For safety, the glove is coming with a strong level of coverage across the hand. In the knuckle, you have a hard protector that will still give you a bit of 昀氀ex while you then have a further set of hard knuckle inserts further along the 昀椀ngers.At the tips of the index, middle, ring, thumb, and little 昀椀nger, you also have extra impact absorbing foam inserts for safety. On the 昀氀ip side in the palm, you also have a 昀氀exible synthetic palm protector to give your hands some added coverage. Not only do Rukka ThermoG+ Gloves feature premium comfort, but they also haven’t skimped out on safety with their hard knuckle protector and additional reinforcements.
Touring gloves are a category of motorcycle gloves where waterproofness and long-distance comfort are critical to making a good product. If that wasn’t enough, making a waterproof and comfortable touring glove that’s also highly protective and durable is something that not all companies are capable of making. If there’s one thing that Finland-based Rukka knows a lot about, then that’d be making high-quality waterproof touring gear.The Argosaurus 2.0 Gore-Tex gloves’ unrivalled waterproofness and outstanding tactility as well as dexterity allow these Rukka gloves to stand head and shoulders above the vast majority of premium competitors.
The Rukka GTX 3 Fingers Glove are made of a fully water and windproof textile material with Gore-Tex technology.The gloves feature a leather reinforced palm, a 昀氀eece lining for extra warmth when riding in colder conditions and protection for the heel of the hand thanks to a moulded PVC/ carbon mix layer.There is also a handy visor wiper on the left hand.These gloves are very warm, so much so that you can use them for skiing/snowboarding also.
The Rukka Ceres 2.0 GTX gloves feel like a single layer glove, but they are actually 3 layers bonded together.The leather exterior, Gore-Tex waterproo昀椀ng and liner are all securely attached together so you have direct control for a fully waterproof, windproof and breathable glove.The Rukka Ceres 2.0 GTX gloves perform even in poor conditions and also feature knuckle and palm protection, long visor wiper on left index 昀椀nger, touchscreen 昀椀ngertips and the Rukka 2-year warranty.
These new inner gloves from Rukka look like silk gloves but operate in a totally different way.They are made from ‘In昀椀nium’, which is Gore’s new name for Windstopper. What this means is that the gloves, which are made from a combination of Polyester and Elastane, are bonded to a windproof membrane.And so, when worn inside an outer glove, the effects of wind chill will be reduced.Will that make them more effective than silk liners? Well, that depends on the conditions and the gloves in which they are being worn, whatever outer glove you are wearing, this inner glove will serve to keep your hands warmer.
Rukka Fernie
Gloves - $120
Lightweight Rukka perforated leather glove with polyester lining. Short cuff with accordion stretch panels andVelcro closure. Excellent breathability Knuckle, scaphoid and 昀椀nger protection. Pre-curved shape. IXON
mcas.com.au
Pro Field Gloves - $109.95
Pro Field will keep your hands at exactly the right temperature thanks to softshell, while not forgetting the great riding pleasure due to all-leather palms; the gloves are ideal for long-distance rides, but the simple style is also adapted to use in the city. For colder months, the Pro Field features a waterproof and breathable membrane, Fibre昀椀ll on backhand, Thinsulate on palm and Polar 昀氀eece lining on backhand, micro昀氀eece on palm.Available in a variety of colours and sizes S-3XL.
IT-Yate EVO Gloves - $399.95
A game changer when it comes to heated gloves. Rather than just having heat settings, the IT-Yate EVO gloves are a ‘smart’ heated glove that knows when and how to keep your hands warm. Set them up to your personalised input through the Clim8 app and ride away. Each time you put your hand in the glove they automatically turn on and maintain your settings.
Along with this unique technology, IT-Yate EVO also features a waterproof and breathable insert, thick insulation by Primaloft, famous for its effectiveness and very light weight; for more comfort, the gloves have ultrasoft 昀氀eece inside and a rainproof inner cuff. CE certi昀椀ed and features a protective shell for the knuckles and a 昀氀exible palm slider, while the palm and the edges are lined with leather. Most of the insulation is on the back of the hand so as not to hamper dexterity and the 昀氀ex on the 昀椀ngers follows your movements. Can you get a better winter glove on the market, Ixon think not.Available in sizes S-3XL.
Moroccan Magic
It’s hard to believe, but this iconic image is now more than 20 years old. It’s a bit grainy; we took it on our rst Andes tour, waaay back in the late 90’s.
World On Wheels, Leading the way for 27 years
Ph: 0408 770 480 E: Adventure@WorldOnWheels.Tours
The advanced evolution of a Dainese Road Touring classic, featuring Techno inserts on the knuckles and 昀椀ngers, polyurethane palm inserts, a breathable waterproof Gore Tex membrane and Primaloft insulation. Enhanced by practical touches like a visor wiper and touch screen capability, the Scout 2 is Certi昀椀ed to CE - Cat. II and EN 13594 level 1. So that wherever the road takes you, you can ride in comfort with total control.Available in sizes S-3XL.
A waterproof and breathable short glove with Gore Tex membrane.The short cut and soft leather palm make it comfortable and practical in every situation, from touring to urban use.The padding and insulation offered by the Gore Tex membrane make it a perfect glove for colder climates. Protection is guaranteed by the rigid knuckles with Techno technology, seamlessly integrated on the back of the glove.Available in sizes S-3XL.
-FIVE GLOVES motonational.com.au
WFX Skin GTX Gloves$159.95
This winter glove is made from a full-grain goatskin and weatherproof nylon fabric construction, featuring a weatherproof internal Gore Tex membrane,Thinsulate 180g thermal insulation, PU metacarpal-knuckle and knuckle protective shells underneath the leather,TPR protective palm slider shell, perforated Clarino palm reinforcement and a closure system with elastic cuff and leather +Velcro tab.Available in sizes S-3XL.
$329.95
Racing glove designed for the racetrack and sports.The RFX1 includes ventilated PU knuckle shells and a large carbon shell to protect the forearm. It offers all the features of a top-of-the-line glove geared towards performance. Kevlar lining, carbon reinforcements and full grain leather for protection, stretch Kevlar for comfort, a protective barrier for both the palm and the top of the hand, while providing an exceptionally lightweight 昀椀t. It also features new stretch Kevlar and leather construction (instead of all-leather) on the thumb, for improved comfort.The palm features reinforcement in digital pittards leather for optimal grip in wet conditions.TheVelcro adjusting strap is concealed beneath a protective leather 昀氀ap to reduce the risk of the glove being torn off in the event of a fall.This top-of-the-range Racing glove will delight demanding riders of sports bikes or any rider for that matter, who favour control sensitivity and 昀椀t, without overlooking safety.Available in standard and replica versions.Available in a variety of colours and sizes S-3XL.
ficeda.com.au
$149.95
A sporty glove made from a Goat leather, Spandex and Amara outer shell. Features include knuckle protectors, palm reinforcement, articulation reinforcement and auricular retention link.You also get double cuff fastening and a long cuff to cover your jacket or leathers.Available in sizes S-3XL.
$229.95
A long cuff waterproof winter glove which features an Amara, Nubuck and Goat leather outer, waterproof Gore Tex membrane, Thermoregulation - 120g thermal lining, knuckle protection, palm reinforcement, Sensor system and double cuff fastening.Available in sizes S-3XL.
$129.95
Garage is the ideal glove for riders looking in a product designed for the custom and cafè racers’ world. Made of 昀椀ne goat leather, has a stretch joint on the knuckles, featuring a thermoformed shield. Available in brown or black and sizes S-3XL.
Gloves - $199.95
Spidi Carbo 4 Coupè is a summer motorcycle glove, made of goat leather and certi昀椀ed EN13594: 2015.Among the technical features, the carbon 昀椀bre knuckle shield, the Warrior Tech protection on the palm and the possibility of use with touchscreen devices makes it stand out.Available in a variety of colours and sizes S-3XL.
dririder.com.au
Gloves$349.95
That new we’ve struggled to even get a picture of them. Featuring lasting heat up to 8 hours, made from Goat leather with Superfabric protection on the 昀椀ngers and key impact points, Dri-Tex waterproof liner, Cordura fabric in the 昀椀nger and wrist stretch areas, three temperature settings, 昀氀exible heating element, rechargeable lithium battery and wrist and cuff adjustments.Available in sizes S-3XL.
A warm winter glove featuring a Thinsulate thermal liner and made with pre-curved 昀椀ngers, dual adjustable Velcro closures, nylon stretch fabric and cowhide construction, Hipora waterproof and breathable membrane, Superfabric protection on palm, PU knuckle protectors and a reinforced silicone printed Clarino palm.Available in a variety of colours and sizes S-3XL.
WORDS – BORIS • PHOTOS - METZELER
THERE ARE THREE THINGS CRUCIAL TO a motorcyclist’s ongoing happiness – lawyers, oil, and tyres. A man should never skimp on any of them. Always hire the best lawyer, always use the best oil, and always buy the best tyres – and price should never be a consideration.
Especially with tyres. ose two palm-sized patches of uber-rubber are all that stand between you and… well, an unpleasant outcome. Do not compromise on tyres, because you’ll end up paying for it in other ways.
It was with this hard-wired programming I presented myself at the press launch for Metzeler’s new Karoo 4 and Tourance Next2 tyres.
Just between you and me, I’m a bit of a Metzeler fan, and have been for a while. No amount of free food and nice hotel rooms was going to in uence my position there. And the moment the industry works out I’d sleep under a tree wrapped in newspapers to sample its wares, the worse o I’ll be in terms of comfort. But I’d still go to the launch, for I am an accursed creature. Anyway, I had ridden Karoo 3s a fair bit, and while my dirt-riding abilities pose no threat to Toby Price, I struggled to fault them.
A harsh critic might say they don’t last as long as they should, to which I reply: “Shut up, Scrooge McPovo! ey last as long as they last. en you buy another set.”
A still harsher critic might opine the Karoo 3s o er a nervy transition from dirt to tar, to which I would reply: “Maybe put some more air in them, you putz.”
e Karoo 4 was meant to address several so-called issues, which then meant I was to put it through its paces on 250km of dirt roads – which had been helpfully lashed by 200 days of rain.
On the other hand, the Tourances and I have had a “thing” for a few years. It’s a hell of a tyre. It’s road-biased but quite good on easy dirt; think re trails not hard enduro. And when you t it to a BMW GS, a Multistrada, or a KTM 1290 Super Adventure, you’ll nd yourself giggling at the insane amount of grip it o ers.
I struggled to see how the new Tourance Next 2 was not going to be as good if not certainly better than
its predecessor. Up and down the Mother Putty for a total of 350-odd kays would undoubtedly put it to the question.
Metzeler was certainly up to answering lots of questions with these two new hoops. And I was amazed at how much sorcery – Metzeler calls it science, but I know better – goes into the development of its tyres.
And it has to, because the bike market is changing.
For example, the Adventure bike segment is booming, increasing 13 per cent worldwide in the last year. Adventure bikes make up 50 per cent of the whole bike market in Europe.
Also, the bikes are getting heavier, they are producing more torque and power, and are on an electronic Rider Aid evolutionary trajectory which can only end in the bike saying to you one day: “Just stop, stupid. Let go of the ’bars. I got this.”
With that level of electronic sophistication in mind, it’s not easy to
make huge leaps forward in terms of tyre technology. So while there’s some revolution, much of it is evolution.
Metzeler has paid lot of attention to slowing the drop-o in tyre performance as the hoop ages and wears. is was once a huge issue, but the sorcery has advanced and such drop-o s are less noticeable on the latest tyres. e aim is to have the tyre behave the same way at the end of its life as it does at the start.
Sti er carcasses, multi-radius pro les, new knob-layout, self-cleaning treads, dual compound construction, shorter braking distances (wet and dry), higher corner speeds – all of these qualities are manifest in the new Karoos and Tourances.
All that remained was an objective con rmation. Or not.
So how does this whole new tyre evaluation thing work? ere are a bunch of di erent bikes.
A few iconic BMW GSs, a few of KTM’s Orange Ogres, a Pan America,
a pair of Husky Norden’s, and a brace of insane Ducati Multistradas (because hell to the yes the world needs dirttyred Panigales).
On Day One, they are all tted with brand new Karoo 4s. A bunch of us ride them for a few hundred kays (mainly on dirt, but some tar as well), swap bikes now and then, and try very hard not to ride o a cli …no, wait, that’s just me.
On Day Two, spanking new Tourance Next 2s are tted, and we spend the day praying the Highway Patrol is elsewhere, while we examine the bitumen-biased credentials of these tyres.
Our dirt riding was in and around St Albans, Wisemans Ferry, and the Wheelbarrow Ridge Road. Our bitumen bash was up and down the Putty Road, because that one road will test all your tyres, all your suspension, and all your manhood, quite well.
e weather was cool. e roads were mainly damp – most of the dirt was very wet, but we did get lovely dry tarmac for the Putty, which enabled pushing like a bastard.
It’s hard to think of a nicer way to spend two days…
What it’s supposed to do?
e Karoo 4 is the radial tyre you’d t if you were planning far more dirt than road, but still needed something that would let you ride the 200km of tar you’d need to ride to get to your dirt. It’s certainly a dirt-biased tyre, with great tear and abrasion resistance, and it’s meant to o er the same level of performance when worn as it does when new. I can’t speak to that aspect, but it clearly looks and feels the full Adventure business.
How has it been improved?
e knobs have been redesigned. ey’re more aggressive and have been engineered to self-clean. Yeah, I know. I wondered how that happens. Seems it’s in the way the knobs are designed, and they have a steeper forward face, and a gentler-sloped back face – and will eject mud and clay like a stoker shovelling coal.
ey are also much quieter on the tar, and the transition from o -road to on-road is seamless. I was amazed. And I did not touch the tyre pressure.
If you’ve ridden on knobbies, you
know they can be quite…um, exciting on wet bitumen. Much of that excitement is gone from the Karoo 4. In its place is a con dence I did not expect to have. e new dualcompound rears are very impressive. ey also seemed more amenable to tipping into corners. And some of the corners I tipped into were greasy with rain, but the ship sailed on without a murmur.
On the dirt and on the gas, there was noticeably more drive rather than wheelspin – though I kept that crazy Dakar shit to a minimum because I ride dirt lled with equal amounts of both terror and joy. But the new knobpro le does seem to work.
How’d it go?
For me, an occasional dirt rider, it was all about con dence. ere were a few sections I encountered on the dirt where I prepared to meet my new surgeon, then when I was through it with a minimum of fuss, I was telling myself I could have gone in much faster than I did. ere was a certainty there, especially on the front, and avowedly on the back.
Any tyre that gives a numpty like me slightly bigger balls, and a more steely glint with which to assail terrifying dirt-based challenges, is a winner.
What it’s supposed to do?
is is the snake-squasher you stick on your Adventure bike if you’re doing lots of bitumen, with lots of twisties, and might occasionally hurl yourself down the nearest re trail because your girlfriend feels romantic.
e Tourance has always been one of the best road-tyres you can t – and not just to an adventure bike. Our roads are diabolical goat-tracks in too many places NOT to t such a robust, long-lasting, and very grippy tyre.
I just thought it was brilliant. I le Windsor on brand new rubber, and was cags-deep in mischief when the rst bends arrived 25km later. I have always trusted Tourances, and that faith has only increased.
How has it been improved?
e new Tourance Next 2, is just that little bit better than its predecessor, with solid improvements in wet-weather scenarios and the resultant stopping distances. Metzeler’s testing showed the Next 2 will pull up one-point- ve-metres better than the Next. I had no way of testing this without scaring people I barely knew, but I’m pretty sure Metzeler is not making things up. It does a lot of testing, and it does
provide evidence of its claims. How’d it go?
It banged. What can I tell you? It held the lines I chose, it let me change them without an issue when I realised I was being silly, and it felt planted the length of the Putty – which is no small thing, if you know the road. Superb is a good word, which applies perfectly here.
Metzeler likes to use sassy techspeak for the tech-sorcery it puts into its tyres. Here’s a quick breakdown of what’s in these two hoops, and what it means…
INTERACT – this is multizone tensioning of the steel strings that sti en the compound and allow it to do its thing.
CAP&BASE – this is a threedimensional multi-compound tread layout, a base if you will, that starts in the centre of the tyre and extends out to the sides, and sits underneath the actual side-tread compound. It o ers optimal rigidity for the length of the tyre’s life, while also o ering a quick warm-up and thermal stability. So it’s like great underpants.
DYMATEC – this is a tread design
which is meant to maintain performance for the whole life of the tyre. So variable wall angles on the grooves at di erent lean angles.
CMT – It’s short for Contour Modelling Technology. e matching of the front and rear tyre pro les, which is meant to optimise whatever lean angle you’re brave enough to attempt.
HYPERBASE – is is another version of the underwear analogy. It’s a base of rubber matched to the actual tread layers. It’s all about stability.
MRC – Short for Multiple Radius Contour. e contour between the crown of the tyre and its shoulder o ers a di erentiation, that’s meant to provide more e ective handling and grip characteristics. Both areas feature a sharper radius, so you’ll feel where the limit of the tyre shoulder is when you get there, while still giving you the maximum possible contact patch.
How much?
Pricing for the Tourance Next 2 front starts at $209.95 and the rears start at $309.95. For the Karoo 4, fronts start at $179.95 and the rears start at $239.95. See your local Metzeler dealer, now! D
N ASSOCIATION WITH IMTBIKE this is our only readers tour for 2022! IMTBike celebrates its 25th anniversary of running fabulous tours this year. is tour will be part of that 25-year celebration, so let’s show IMTBike how Aussies like to party! e 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!
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.
Included in Tour:
• Airport pickup on the 昀椀rst 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.
First-class historical Pousadas and Paradors plus a few specially selected boutique hotels with local 昀氀air. Pousadas and Paradors are Castles, Palaces & Fortresses converted into motorcyclefriendly hotels.
*All IMTBIKE lodgings are hand-picked for their quality of service, local charm and strategic locations.
• 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
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!
IMTBike says…
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 magni昀椀cent
motorcycle route will wind you over mountains and through in昀椀nite 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 昀椀rst 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 昀氀ights taking this into account.
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
The price €5645-Thebasepriceofeverytouris calculatedforasinglerideronaBMW G310Randsharingadoubleroom
Addpassenger +€4030
AddSingleRoomSupplement+€1260
BMWG310R +€0
BMWF750GS +€220
BMWF800GT +€400
BMWF850GS +€400
BMWR1250RS +€625
BMWR1250GS +€625
BMWR1250GSADV +€780
BMWS1000XR +€780
BMWR1250RT +€780
BMWK1600GT +€1185
WORDS & PHOTOS THE BEAR
ICAN’T REMEMBER WHAT
THE TV show was – it was one of those near-identical British comedies that the ABC loves so much, but there was an old bat who would say, whenever she was invited to take a drink, “Just the one!” and would then polish off the bottle. I know it’s bit odd, but I kept thinking of her when I was trying to put the 2022 KLR650 into context.
It is a motorcycle that perhaps does not do everything superbly but which effectively did everything I asked of it, from splashing through the mud on the St Albans Common to playing with the traf昀椀c on the Newcastle expressway; from doing the shopping with a milk crate on the back to rocking up at the pub on Friday night. The motorcycle that I would have if I were only allowed to have one. What’s
more, the motorcycle that I suggest you should consider if you can only have one in the garage.
Now that’s a big call. Let’s see if I can justify it.
You might well wonder if I have taken leave of the few brain cells I have left. “A single cylinder 650, Bear?” I hear you say. “Surely you jest.” But I am perfectly serious, and don’t call me Shirley. I have been riding a KLR for a few days now, on dirt, gravel and tar and even on the superslab, and I am convinced.
It is easy to make the case for a 650 Single, by the way. Look around you at the absurdly punitive laws, the 昀椀xed and mobile speed cameras, the salivating Highway Patrol of昀椀cers and all the other tools of suppression available to those who hold power over us. Doesn’t it look as if they want to slow us down?
In fact, the answer is only a quali昀椀ed “yes”. What they really want to do is wipe us out.
Motorcycling annoys them, and they have found justi昀椀cation for driving us off the roads in the ridiculous but easily espoused Vision Zero which is gaining traction in Australia. But slowing us down will do for a start. So it makes sense to have a bike that will at least be a bit of fun below supersonic speeds. And given the KLR’s other virtues, it is easy to ignore the mild power output.
Landslips leave deep sand and dirt on the hard hotmix, which can be quite tricky. Broken roads provide another challenge with sharp edges and abrupt drops into sometimes huge potholes
Let’s start with a walk around Kawasaki’s refurbished jack of all trades. You can’t immediately see one of the major changes, the fuel injection, but much else is obvious. The tool box is cleverly located where you do not have to pull the seat off to reach it. It is unlocked by the one key which also works all of the luggage, even the top box if you add one, the seat and the ignition. Crash protection for the upper part of the bike and the rider’s hands is standard, as is a plastic but reasonably strong bash plate. Electrical goodies are all there: spots, heated grips, a cigar lighter socket and a USB outlet protected by an oddly clunky cover. Best of all, the KLR has a 23 litre tank with a repositioned fuel pump which accesses
almost all of the fuel. Given Australian distances, this is certainly one of the best points of the bike.
The seat is comfortable, helped by its shape, the foam and the seat cover material. The pillion has grips to hang onto – some riders may prefer a more intimate solution to pillion nervousness, it’s true -- and there is a strong rear rack.
Sydney had seen some serious weather in the weeks before I got my hands on the KLR, and the heavy rains had done what they always do: they had washed out roads all over the place and caused major landslips. That gave me a wonderful excuse to sample the bike’s capabilities, held back only by the OEM tyres. While I would normally take a bike like this bush, I found plenty of challenges on what passes for our roads. Landslips, even when they have supposedly been cleared, leave deep sand and dirt on the hard hotmix, which can be quite tricky. Broken roads provide another challenge with sharp edges and abrupt drops into sometimes huge potholes.
The bike did well. One reason for that is simply that it is light; I admit that I did not have much in the panniers or the top box, but it is light even when loaded. The 21” front wheel did its work quite enthusiastically, and the weight of the nearly-full tank seemed to plant the front end.
A few years ago I had the opportunity to put some miles on an Africa Twin in the Canary Islands, and much as I liked the bike, the 21” front wheel made the many hairpins hard work. I am still not sure why the KLR handles signi昀椀cantly better in tight corners on the road. There is a fair bit of weight on the front, and that may help. Presumably so does the geometry.
While I am prepared to anoint the KLR as the one bike to have if you can only have one bike, I must admit that it does have a drawback for someone like me. It’s not so much my height, which is passable at 5’11” or 183cm. It is my age. Arthritis has made me less able to swing a leg over. This is a complaint I have only ever made about KTMs before: the KLR’s seat is too tall for me at 889mm. The lower seat available for it did help, but the panniers on the Adventure still felt the side of my boot whenever I mounted.
I’m not restricted to just one bike, and I’m grateful for that. But if I were, I’d be grateful for Kawasaki’s KLR650. D
FIFTEEN YEARS INTO LAST century, Husqvarna introduced their 昀椀rst sidecar models. They manufactured these hacks for over two decades before discontinuing the three-wheelers. Here is the exceptional story of the Weapons factory in Huskvarna making units for customers, government use and racing purposes.
Several historic documents reveal that Husqvarna made their 昀椀rst sidecar vehicles as early as in 1914. The factory engineers used two models for the inauguration of the concept. As options, both the 70A- as well as the 75A-models were 昀椀tted with the “Standard” and “London” versions of the newly developed rigg, costing respectively 300 and 400 Swedish kronor.
The 496cc 70A was produced in approx. 40 units during two years,
but it is unknown how many of these units were 昀椀tted with a sidecar. The 75A was sold for three years and here were certainly many more sidecar vehicles made.
Sometime after New Year in 1917,
engineer and constructor Gustav Göthe was hired by Husqvarna. In a virgin magazine interview, Göthe stated: My 昀椀rst task was to develop solo- and sidecar units, he said, we were now ready to give up our dependency from abroad and produce an all-Swedish product. Due to new circumstances, we were forced changing our concept by only manufacturing solo machines that instead could be 昀椀tted with sidecars - easier and cost-effective. When the 160-model was 昀椀tted with a sidecar, the out昀椀t turned into the designation 500. The sidecar was a sturdy construction, developed for transportation, commuting & racing. In 1922, the 6-Days event was held in Switzerland and Pelle Svanbeck rode with Husqvarna’s chief engineer Gyllenram
43 units of their sidecar model went to the Swedish
in the rigg. Unfortunately, they broke down after gearbox troubles. However, in the following year the Husqvarna team won on home grounds. In 1923, the 昀椀rst Novemberkåsan had a separate sidecar class, won by the Husky-equipped rider J A Byland!
In a full-page advertisement in the renowned motoring magazine “Svensk Motorsport,” it was announced that the Husqvarna Weapons Factory had delivered 43 units of their sidecar model 600 to the Swedish army. It happened in May 1926 and all the produced vehicles were effectively lined up in front of the Huskvarna factory, which made an impressive photography. They also produced a street version of the 600-model. Overall, it is estimated that some 200 machines were manufactured with sidecars – about a third of the entire model-production. Next up, the Swedes manufactured a street
version of its original 600, now naming it model 610, of which a total of 200 sidecar motorcycles were made.
Karl-Axel Hjelm in Västerås, west of Stockholm in the province of Södermanland, ordered his Husqvarna sidecar machine in the beginning of 1928. His particular vehicle went through the factory in the spring of 1927 before it was delivered on the 14th of May to the “Husqvarna Generaldepot” in Stockholm. At this storage, it stayed for a year before the exclusive model 610 was picked up for registration on the 24th of April. KarlAxel Hjelm did not have to go to the capital in order to receive his new machinery
but bought it at the local bike shop in “the Västerås Cykelaffär.” The price for the brand-new Husqvarna was set at 200 Swedish kronor (approx. 450 US dollars). The factory number of this vehicle was 10 x 267 and included an effective Bosch light-equipment. Karl-Axel paid 1 625 kronor in cash and the rest was settled as he traded in his used “Excelsior”, also equipped with a sidecar, and valued at 575
kronor.
In the following twelve years, Karl-Axel used his motorcycle for transportation to friends and relatives. It was never ridden for commuting to work, though. He went to towns and places as Mora, Uppsala, Gävle and Enköping. In the beginning of the 30s, the owner suffered from a loose muf昀氀er as it had rattled apart on the uneven roads that he travelled.
The wheel tracks were more than 30 centimetres deep when it happened a few miles from Karl-Axel’s home. Consequently, he lost the silencer along the western highway leading towards Gothenburg. The silencers should have been replaced but weren’t and instead they were provisionally repaired and lasted until the war broke out. After 1939, the Husqvarna was taken off the active register leaving it to rest due to lack of petrol and tires during the war period. But in 1945, the 610 model was again active on Swedish
roads. Unfortunately, the original tyres were discontinued, and the bike was equipped with 19-inch wheels. Eventually, the son of Karl-Axel, Olle Hjelm, overtook the responsibility of the “klenod.” He not only 昀椀xed the silencers, but also invested in a thorough renovation of the 610 Husqvarna machine. It took Olle 20 years to dismantle bits and pieces before the bike was up to date in an original state of mind. In the 30s, the sidecar concept became popular among customers and fans. Husqvarna developed their concept further with new vehicles and out昀椀ts for racing purposes. But that is another story. D
HAVE BEEN having conversations about when the classic bike market will hit the top and start to dive. It’s a scene I’ve been following closely for a number of years and I have spoken with the experts at a number of auction houses. The general consensus is classic bikes will continue to rise as the bikes become rarer and rarer. Certain ‘special’ bikes will continue to rise even further to money only the super-rich could afford. Just take a look at some of the Brough Superior motorcycles that have fetched insane money, with a handful hovering around the one-milliondollar mark!
So, with the Australian economy looking to be in a strong position at the moment and the Government just changing hands to Labor, the timing of Shannons Auctions latest Autumn Online Auction being right at election time (which seems to slow the economy for some reason), it was interesting to see how the
bidding ended up at the fall of the hammer, and I can tell you the market hasn’t slowed – prices are getting higher and higher.
Here are just a select few that caught my eye… (all prices are excluding buyers’ premium)
1982 Honda Motocompo - $7100
1990 Honda NSR 250 MC21 - $18,500
1989 Suzuki GSX-R1100 –passed in at $21,500
1972 Honda CB750-Four K2 - $42,500
1981 Honda CBX1000 - $25,500
1960 Triumph Thunderbird 650cc$23,000
Steib Model S 500 Sidecar – Black$12,000 (just for the chair!)
1949Vincent H.R.D Rapide C-Series$124,000
1983 Ducati 900S2 - $38,000
Another site I sort of stumbled across is Collecting Cars (collectingcars.com). This site auctions vehicles from across the world and
two recent Australian sales included the following… (prices exclude buyers’ premium)
1995 Ducati 916 Senna - $45,500
2002 Ducati MH900E - $76,400
So, after skimming through these prices I wonder if the cautious Charlies who think prices are plummeting will have their tails between their legs as this small sample I picked, certainly shows prices are not slowing down! The GSX-R1100 is at least $5000 above and the CB750 is at least $5-10,000 above the prices of three months ago.
The 916 Senna is also about $5000 more than what they were three months ago and the MH900E is huge money, albeit this example is a zero-kilometre bike. (You mean Steve McQueen didn’t own it? – the sub).
Sure, the change of Government could be an interesting one, but I don’t think it will change the classic
bike market prices from continuing to rise. You’ll also see the ‘next generation’ of bikes – 1990 to 2000 -- start to rise quite swiftly. Take for example a mint condition ’92-’93 Honda CBR900RR – they’re already fetching $15,000 plus and the 昀椀rstyear model 1998 Yamaha YZF-R1 is fetching the same! Soon they’ll be $25,000, so if you want one, you better get in quick!
Any ideas on what the next collector bike will be from the years 2000 to 2010? If you haven’t thought about it, maybe you should. A friend of mine has a rather healthy selection of bikes he’s collected as part of his retirement fund. The amount he’s made on some he already sold is far better than any super fund interest I’ve seen.
Remember all those bikes on which we used to chuck out the exhausts and airboxes, paint with a rattle can, cut up the plastics? Well, without all of that on an ‘unmolested’ bike is where the money is.
WE KNOW THIS IS an overseas event but if you had the chance to zip o over to London and sample some of the nest motorcycles (and cars) running around, we bet you wouldn’t hesitate to dust o your Sunday best. So, while just about most of us will be only viewing this online, how about we dream of being there anyway… e London Concours, presented
by Montres Breguet, has announced that this June’s event will feature a selection of two wheeled stars from the most iconic and evocative motorcycle brand of all, with its ‘Ode to Ducati’ Ducati. Spanning close to 50 years of the Italian marque’s illustrious history, the remarkable collection of bikes will wow alongside the Concours’ breath-taking array of four wheeled machinery – from spectacular
supercars to the nest classics - on the immaculate lawns of the Honourable Artillery Company in the heart of the city.
e wonderful selection of motorcycles from the Bolognese manufacturer will include an example of the rare 750 GT ‘Sandcast’ from late 1971. e bike, Ducati’s rst v-twin cylinder machine, was born when Fabio Taglione, or “Dr. T” –
Ducati’s longstanding chief designer and technical director - was tasked with building a 750-class bike to compete with the likes of Moto Guzzi, Laverda and of course the Japanese giants. e move into the 750 class was viewed as crucial to the success of the marque; a gateway to signi cant sales volumes in the USA. Taglione’s proposed low-cost solution was to blend two of Ducati’s well proven small capacity ‘singles’ onto a common crank case, creating a 90-degree V, or “L Twin” as he termed it. e 750 GT, widely praised by journalists in period for its smooth power and sharp handling, represents the genesis of Ducati’s illustrious lineage of V-Twin machines. In order to get production going as quickly as possible, the very
early bikes had engines with sandcast cases and many other detail features not seen on the series production machines, which featured die-cast motors. Just 400 out of a total production of some 4,000 GT’s were built this way before the revised “square cased” engine was introduced in 1975. Relatively few of these early bikes have survived, with a small handful at most to be found in the UK. One not to miss. is summer’s show will feature another ‘70s 750 – the Super Sport, or “Imola Replica” dating from 1974. is, the very rst Ducati SS was conceived as a road going version of the race bike that made a stunning debut with the late, great Paul Smart on board, winning the famed 1972
Imola 200 on its rst outing. With Smart’s teammate Bruno Spaggiari taking a close second place, Ducati found themselves catapulted from an unknown producer of lightweight single cylinder motorcycles to a major name on the world map of exotic sports machinery. Unsurprisingly, Ducati management, not least ‘Dr T’ were keen to build on this seismic victory with a road-going replica of the winning bike. A limited run of Imola replicas were sanctioned, the rst prototypes emerging in late 1973. Following on from the prototypes, just 401 examples of the ‘Replica’ were ‘batch built’ in the spring of 1974 - all under the direct supervision of Taglione in Ducati’s race shop. At a heady £1650, the SS came in at 50%
Now that’s riding hard!
more than Kawasaki’s mighty Z1.
e 750 SS on display this June was one of perhaps 25 bikes at most delivered new to the UK - shipped to its rst owner by air freight – and has been cherished ever since by a total of just four owners in 48 years. Often referred to as the “green frame” these 401 bikes were the only round case Ducatis to leave the factory with the iconic “Desmodromic” cylinder heads.
e Honourable Artillery Company will play host to another ‘racing replica’: a 1980 Ducati 900 MHR. e bike is closely a liated to one of, if not the, greatest racers of all – “Mike the bike” Hailwood. At the age of 38, 11 years after retiring, Hailwood made a comeback appearance at the Isle of Man TT in the Formula 1 class. Riding a modi ed and specially prepared 900 SS Ducati, he won the 1978 race. is burnished his already God-like reputation among fans and prompted Ducati to introduce what would become their best-selling bike of the late 70s and early 80s: the 900 “Replica” or MHR. e MHR that will be on display at the HAC this June recently made a pilgrimage to the Isle of Man for the Classic TT, following in Hailwood’s tyre tracks 40 years on from his stunning victory. Much of the credit for the race preparation for the 1978 race goes to Steve Wynne of Sports Motorcycles in Manchester. It’s a source of great satisfaction to the owner of all the bikes on show that it was none other than Steve Wynne who rebuilt the engine and cosmetically refreshed the 1974 750 SS “green frame” also on display.
engineering rm Cosworth. e resulting power plant laid the foundations for 30 years or more of Ducati Superbikes. e road going variant, the “Strada” was initially criticised for its unusual steering characteristics – on account of its 16” wheels - and lack of repower when compared with Honda’s RC30. e ‘Kit’ recti ed things, with power boosted to 120bhp, larger 17-inch magnesium wheels, a braced swinging arm and a close ratio gearbox, amongst other race shop only features. Only 207 examples were built, and the Kit Racer is viewed by some as the most thrilling and visceral of all Ducati’s sports bikes.
These dramatic Ducatis, and more, will be on show at the Concours this June
A Ducati from the late 1980s will also be amongst the bikes on display, an 851 Kit Racer from 1988 – a fuel injected, water-cooled four-valve machine that moved the game on signi cantly for Ducati sports bikes. e 851 featured an evolved version of Ducati’s two valve, aircooled ‘Pantah’ engine, revised by its original designer, Massimo Bordi, with a little help from a famed British
is June’s event will also host more modern machinery, including the Ducati D-16 RR of 2008. e 1000cc, four-cylinder D-16 RR - modelled on Ducati’s GP6 Moto GP racer – was a real weapon, o ered only to select customers, promising nighon Moto GP performance for the road. In the view of the late, highly respected journalist Kevin Ash, Ducati delivered on this promise. Packing a 200bhp V4 (with four valves per cylinder and four cylinders, hence ‘Desmo- 16’) and revving to 14,000 rpm, the D-16 Race Replica o ered a
lucky few a glimpse of what it was like to pilot a Gibernau or Capirossi factory race Ducati of the period.
e collection of superb Ducatis will also include the 1199 Superleggera of 2014 – the bike that heralded the end of the road for Ducati’s extensive line of twin cylinder superbikes. Whilst the v-twin is still found today in Ducati’s middleweight and sports touring models, Ducati waved goodbye to the v-twin Superbike with these exclusive limited-edition models. e Borgo Panigale factory pulled out all the stops, producing two batches of super exclusive “Superlight” ‘twins’ – the 1199 of 2014, and the 1299 of the following year. Just 500 numbered examples of each were delivered worldwide. e 1199 SL that will star at this June’s event retailed at £60,000, produced an eye watering 205bhp, and weighed just 155kg dry – a weight more typical for a 500 or 600cc middleweight sports bike. Packed with the latest in technology and rare materials such as magnesium, carbon bre and even tungsten – the latter used for components within the engine - the SL was a furious performer. Autocar underscored just how furious by substituting an 1199 SL for a Ferrari La Ferrari
when carrying out a supercar test with the McLaren P1 and Porsche 918. e Superleggera matched the 903bhp McLaren P1 and Porsche’s 918 right up to 180mph, even pulling ahead after a standing start, before the cars’ slippery aerodynamics and longer gearing gave them an edge. A rare opportunity to witness this remarkable machine in the metal.
ese dramatic Ducatis, and more, will be on show at the Honourable Artillery Company this June, at the capital’s ultimate automotive extravaganza. Carl Fogarty, the 4x World Superbike Champion and Ducati Brand Ambassador, will also make an appearance, on behalf of Bikesure, the ‘Ode to Ducati’ class co-sponsor. Fogarty will be chatting with Dave Vitty and Jason Plato, from the Fuelling Around podcast on Wednesday 29th June.
Further class announcements will follow in the coming weeks, as we build towards the 6th edition of our unmissable event.
Guests will be treated to an array of cars, decadent food, drink options, and luxury brands
Andrew Evans, London Concours Director, said:
“It gives us great pleasure to reveal this latest exciting class, which will bring the most spectacular bikes from the most evocative motorcycle manufacturer of all to the heart of London. Ducati is a magnetic brand that holds great allure for anyone with a drop of petrol in their veins. e superb selection, along with the fantastic array of supercars and iconic classics, is set to make this June’s show the most special yet.
“Guests to the Honourable Artillery Company will be treated to a truly special array of cars, along with a decadent range of food and drink options, and a carefully curated line-up of luxury brands and boutiques. London Concours 2022 is set to be another occasion of total automotive indulgence.”
To check out the event online, jump onto either concoursofelegance.co.uk and/or londonconcours.co.uk
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.
TONY HAS WRITTEN
IN with some good views on the new CFMoto 800MT. For his efforts he wins the Motul Chain Pack. Send me your mailing address, mate. Check out the entire Motul range at linkint. com.au/motul-oils
SW
Hi Stuart,
Firstly, keep up the great work with Australian Motorcyclist, it really is the best mag in Australia. I’m a 昀椀rst timer of writing into a magazine, but after reading your review of the new CFMoto 800MT I had to let you know my thoughts.
After reading your review I headed to my local dealer and took the Touring version for a ride. You were spot on with every aspect you wrote about, so well done there. The screen needs some work to let the air 昀氀ow nicely, but apart from that I loved the power and torque of the engine, and it handles superbly. You’re also right about
the amount of standard features that come on the Touring model for the purchase price. It had surprised me as I wasn’t expecting the bike to be as good as what I found it to be, so much so I’ve ordered one. When it’s ten grand cheaper than the opposition I was looking at, how can you go wrong.
Thanks,
Tony Mount Colah,
NSW
Oh how I laughed! The ‘See us wallowing’ article was one of his best. Thank you for continuing to publish these truth laden and humorous articles.
Onya. Rick Largs Bay. SA
Stuart,
We were set to go to Europe this northern summer.
Motorcycle hire for a circuit of Scotland’s North Coast 500.
Followed by London for some culture, shopping, and visits to Urban Rider and the Bike Shed.
To top it off, a wedding in Prague. Then a bloke named Putin stuffed it all up.
I won’t be going until we get to the part where Putin is sitting alone in a bunker, nursing a pistol, and staring into the abyss.
Andrew Percy
Hi Andrew,
I think you’d be more than safe in Scotland and England. Prague is a little bit closer to the ‘action,’ but probably still pretty safe. It will be interesting to see how it plays out for Putin, I don’t think it’s going to plan for him just now.
Cheers, Stuart.
Stuart,
You may be right about Prague and the whole trip. Putin didn’t go berserk on 9 May as many feared. Me too. But I had to make a decision by April in order not to lose deposits. The
continued on page 106..
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*
Complete Illustrated Encyclopedia of the World’s Motorcycles, Edited by Erwin Tragatsch.
Best Regards, Caleb Forrestville
Hi Caleb,
Cairns, QLD
Hi Simon,
LOL! You certainly looked for the 昀椀ne details, didn’t you! Yes, I whipped them off after the 昀椀rst session when the opening photo was taken. The last thing I wanted was to have the peg dig in and send me to oblivion. Cheers, Stuart.
have always fitted tank bags (using
Michael H. Goulburn NSW
So, finally I look forward to following your modifications to your
ownership – what modifications to
The Bear has this book and is quite interesting to read.
Cheers, Stuart.
Hi Stu,
Loved the last issue (#112). You blokes produce the best mag in the country. I saw in your review of the ZX-10RR the 昀椀rst picture and the hero knobs grinding into the pavement. I see in another picture later in the review you’d taken them off. I bet you’re glad you did that! Great work.
Regards, Simon
Stuart,
Glad to read you’re getting your Honda race bike back on the track.
I’ve seen that bike race at Wake昀椀eld Park many a moon ago when I think Alex Pickett was on it. He went around the outside of the guy that was leading into the 昀椀nal turn. I wish I had the money and the talent to ride that bike, but I’ll just sit here and dream for the time being.
plan to fit rear bags for touring and am impressed with the quality and fitment
Kind regards,
ADRIATIC MOTOTOURS
ñ Europe
www.adriaticmototours.com info@adriaticmototours.com
CENTRAL OTAGO
That race was the PCRA One Hour Endurance race, I think back in 2013, or ’14? You have a good memory! Alex actually ran out of brakes on the front and just let it sail into the corner and tip it in. Easy for him to say stuff like that, but for us more easy-going blokes it would have meant a trip to the hospital! LOL! The bike he was racing at the time was an FZR1000 with another loose unit on board, Dan Harrison. Dan and I raced the CBR together the next year and won the One Hour races two years in a row. That is after I’d won the two years previous with Alex as well.
Cheers, Stuart.
The guide to the stars - The whoís who in the zoo of motorcycle travel worldwide is what you’ll find here. Weíve travelled with many of them and know them all, so they come highly recommended. In alphabetical order, they are:
MAGIC MOTORCYCLING
MOTORCYCLE HIRE ANDTOURS ñ New Zealand www.comotorcyclehire.co.nz info@comotorcyclehire.co.nz
EDELWEISS BIKETRAVEL
ñ Worldwide tours*
*Guided, Self-Guided + Rental www.edelweissbike.com
ñ Thailand and Croatia www.magicmotorcycling.com tour@magicmotorcycling.com
MOTORRADTOURS
ñ Worldwide office@motorrad-tours.com www.motorrad-tours.com
PARADISE MOTORCYCLE
IMTBIKETOURS & RENTALS
– Spain, Portugal, Morocco, Europe and Thailand www.imtbike.com tours@imtbike.com
TOURS ñ New Zealand & European Alps www.paradisemotorcycletours.co.nz
RIDETHE WORLD
MOTORCYCLETOURS www.ridetheworldmotorcycletours.com david@rtwmotorcycletours.com
ROMANIA MOTORCYCLE
TOURS – Europe
www.romaniamotorcycletours.com office@romaniamotorcycletours.com
SOUTH PACIFIC MOTORCYCLE
TOURS ñ New Zealand www.motorbiketours.co.nz office@motorbiketours.co.nz
TEWAIPOUNAMU
MOTORCYCLETOURS ñ 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
www. .com.au
AS I WRITE THIS I AM preparing to head off to hospital tomorrow. Nothing serious, in one way. Incredibly serious in another.
It’s not serious because all I’m going in for is a sleep test, and then an alertness test. These will check if I am sleeping well (although I’m not sure how well I’ll sleep, all wired up) and then if I can stay awake, should I not be sleeping well – enough to be rested suf昀椀ciently so I can be trusted to ride a bike or drive a car. The reason I am up for this is that I have sleep apnoea and the kind folks at Transport for NSW want to make sure that I don’t drop off (in more than one way) on the road.
I mentioned to my specialist that I had recently ridden my bike for a couple of eight-hour stints, more or less straight, through the Outback. I had not gone to sleep. In fact, I had not even felt sleepy. He smiled and said that well, he trusted me but the bureaucrats would want some hard evidence. Alternatively, I could go back to a sleep apnoea machine. These things are well up there with the things I hate most, so I’m trying to avoid that. If it’s a machine or my licence I suppose it will have to be the machine, but I hope not.
Even though I reckon nobody needs to worry about me going to sleep, I do see the point of the tests. It might be all right for me, but what if some bloke in a Landcruiser has similar problems and suddenly nods off on a long straight somewhere? It doesn’t take much for a vehicle to ease over into your lane and wipe you out. I have been doing some Outback k’s recently and intend to do a lot more and I am
just as happy that oncoming vehicles are not being driven by sleepers. So here I am, getting ready for not only a hospital bed and hospital food but also for the web of sensors that they will stick to my head and body. By the time they’re 昀椀nished I look like something out of a science 昀椀ction
If I were to take enough medicine for a month, it would 昀椀ll my carry-on luggage completely and spill over into my pockets.
I’m going to take the foil strips out of the boxes and carry them that way, hoping that the foil will be enough ‘original packaging’. If not, well, you
Ah, let’s see! Booze keeps me awake, right! Maybe I can get a dispensation to have a few extra drinks before I head out onto the road? Yeah, fat chance and just as well.
horror movie. I like the way they think, though. The instruction sheet says that apart from the usual medications, you can bring “Alcohol, if you normally drink prior to bedtime (LIMIT TO 2 DRINKS)” – their emphasis. I don’t drink at bedtime any more since I discovered that late boozing keeps me awake, but I’m pleased to see that the medicos live in the real world.
Ah, let’s see! Booze keeps me awake, right! Maybe I can get a dispensation to have a few extra drinks before I head out onto the road? Yeah, fat chance and just as well. Have you seen what a decent Irish whiskey costs these days?
As you get older, medical concerns become more important all round. And it’s not just the immediate stuff. I take 昀椀fteen pills a day. When you go overseas, they tell you to not only carry a detailed letter from your GP but also to take your medications in their original packaging. Now my pills almost all come in foil strips which are packed into large cardboard boxes.
can go to my Amnesty International group and write some letters asking whatever country has me in durance vile, to let me go.
Sleep test tomorrow then, and I’ll have to go now for my second Covid booster. D
N E W B I K E P R I C E S
G310GS
ost prices exclude dealer and on road costs, however some are ride away – ask your local dealer for the best possible price!
APRILIA
aprilia.com.au
* All prices are ride away ROAD
BENELLI
benelli.com.au
F750GS
F750GSTour
$8090
$13,590
$17,305
F750GSLowSusp $13,840
F750GSTourLS
F850GS
F850GSRallye
F850GSRallyeX
F850GSTour
$17,005
$17,990
$18,390
$22,305
$21,805
F850GSLowSusp $18,240
F850GSRallyeLowSusp $18,640
F850GSTourLowSusp $21,505
F850GSA $TBA
R1250GS $23,490
R1250GSRallye $24,940
R1250GSRallyeX $29,890
R1250GSExclusive $28,140
R1250GSSpezial $31,390
R1250GSA $25,490
R1250GSARallye $26,390
R1250GSARallyeX $31,590
R1250GSAExclusive $30,790
R1250GSASpezial $30,540
SCOOTER
C650Sport
C650GT
CE04
BROUGH SUPERIOR
broughsuperioraustralia.com.au
$14,150
$14,990
$TBA
DUCATI
ducati.com.au
*All Ducati prices are ride away ROAD
ScramblerIcon
ScramblerUrbanMotard
ScramblerNightshift
ScramblerDesertSled
BMW
bmwmotorrad.com.au
ROAD G310R
SS100(Euro3)
$105,000
SS100(Euro4) $110,000
PendineSandRacer $105,000
Lawrence $119,000
Anniversary $168,000
AMB001
CAN-AM (BRP)
can-am.brp.com
Ryker
SpyderF3
SpyderRT
CF MOTO
cf-moto.com.au
ROAD
$185,000
harley-davidson.com
$13,799
$29,299
$39,299
Spring昀椀eldDarkHorse $35,495
Spring昀椀eld $35,995
ChieftainDarkHorse $38,495
ChieftainLimited $38,995
ChieftainElite
$49,995
ChallengerDarkHorse $39,495
ChallengerLimited $39,995
RoadmasterLimited $41,995
Roadmaster
kawasaki.com.au ROAD
Z125ProKRT
Z400
Ninja400
$42,995
HUSQVARNA
husqvarna-motorcycles.com/au *All Husqvarna prices are ride away ROAD Vitpilen401
901Norden $TBA INDIAN
indianmotorcycles.com.au
$4099
$6899
$6999
Ninja400SE $7299
Z650L
$10,599
Ninja650/L $10,999
Z650RS $11,599
NinjaZX-6R636KRT $15,199
W800Café $13,999
W800Street $13,499
Z900 $12,949
Z900RS $16,599
Z1000 $16,299
Ninja1000SX $17,299
ZX-10R $26,000
ZX-10RR $42,000
ZX-14R $22,399
ZH2 $23,000
H2SXSE $29,300
CRUISER
VulcanS
$10,099
VulcanSSE $10,299
VulcanSCafé $10,699
Vulcan900Classic $12,699
Vulcan900Custom $12,799
ADV TOURING
VersysX300SE $6999
Versys650/L $10,799
KLR650 $8999
KLR650Adventure $9999
Versys1000S $19,999
ktm.com.au
*All KTM prices are ride away ROAD
200Duke
$5470
390Duke $7885
RC390 $7515
890Duke $16,185
890DukeR $19,090
1290SuperDukeR $28,395
1290SuperDukeGT $32,035
1290SuperDukeRR $TBA ADV TOURING
890Adventure $22,550
890AdventureR $24,470
890AdventureRRally $TBA
1290SuperAdventureS
KYMCO kymco.com.au SCOOTER
MOTO GUZZI
www.motoguzzi.com.au *All
ROAD
MV AGUSTA
mvagusta.com.au
*All
Brutale1000Nurburgring $TBA Brutale1000NurburgringRaceKit$TBA
PIAGGIO
piaggio.com.au
*Prices are ride away
PEUGEOT
peugeotmotorcycles.com.au
*All Peugeot prices are ride away
royalen昀椀eldaustralia.com
*All Royal En昀椀eld prices are ride away
ROAD
Meteor350Fireball
Himalayan410E4
SUPER SOCO
supersoco.com.au
*All Super Soco prices are ride away
ROAD
SUZUKI
suzukimotorcycles.com.au
ROAD
GSX-S125
SM650R
ADV TOURING
$9490
Superdual $9990
TRIUMPH
triumphmotorcycles.com.au
*AllTriumph prices are ride away
ROAD
Trident660
StreetTripleS660
StreetTripleR
StreetTripleRS
StreetTwin
StreetScrambler
BonnevilleT100
Bobber
BonnevilleT120
Speedmaster
ThruxtonRS
SpeedTwin
$12,840
$14,990
$18,140
$19,950
$16,190
$18,590
$18,290
$22,490
$20,890
$22,490
$25,990
$21,090
TigerSport850 $17,990
SpeedTriple1200RS $28,490
SpeedTriple1200RR $32,490
SPECIAL EDITION
StreetTwinEC1
T100Goldline
T120Goldline
StreetScramblerGoldline
BobberGoldline
$17,150
$19,190
$22,090
$19,490
$23,790
SpeedmasterGoldline $23,790
Scrambler1200XCGoldline
$24,690
Scrambler1200XEGoldline $26,090
T100BudEkins
T120BudEkins
ThruxtonRSTonUpEdition
Tiger1200Alpine
Tiger1200Desert
Rocket3R221Edition
Rocket3GT221Edition
LIMITED EDITION
StreetTwinGoldline
StreetScramblerSandstorm
T120Diamond
T120Ace
GSX-R1000R
GSX1300RHayabusa
$18,000
$19,900
$27,150
$27,250
$28,750
$35,850
$36,850
$16,900
$18,990
$20,350
$20,650
Scrambler1200SteveMcQueen$26,100
DaytonaMoto2765 $28,990
CRUISER
Rocket3R
$34,450
Rocket3GT $35,490
ADV TOURING
Scrambler1200XC $23,450
Scrambler1200XE $24,890
Tiger900GT>Low $21,150
Tiger900Rally
$22,390
Tiger900GTPro $24,190
Tiger900RallyPro $24,790
TRIUMPH FACTORY CUSTOM (TFC)
triumphmotorcycles.com.au
*AllTFC prices are ride away ROAD
ThruxtonTFC $33,990
BobberTFC $29,990
Rocket3TFC $38,990
URAL
imz-ural.com.au
VESPA
vespa.com.au
*All prices are ride away SCOOTER
WORDS BORIS MIHAILOVIC
IT’S DOUBTFUL I’LL EVER mount a challenge for the Dakar.
I’m far too old, and to be perfectly honest, far too scared to 昀椀re a giant dirt bike along moonscapes at 180km/h. I am very much in awe of people who do. I look at them like I look at the MotoGP racers – gods to be admired and venerated, and if necessary, sacri昀椀ced to.
That said, I have ridden a fair amount of dirt in my time. I did Sydney to Phillip Island on the dirt some years back. I’ve done dirt courses and pitched myself off the bike with all the dignity of an anvil thrown from a plane.
I remain no threat to anyone astride a dirt bike. Unless you’re standing where I’m crashing. But that’s on you. These days, I don’t do much dirt stuff. But I should do more, and so should you, and there are lots of reasons for that.
I was reminded of them all just the other day while attending a Metzeler tyre launch for the new Karoo 4 and the Tourance Next2. The 昀椀rst is a superb, dual-purpose (but very dirt-oriented) hoop for the big adventure bikes, and the second is the
Compared to what good hot mix offers? I don’t think so.
Dirt, and all its permutations – mud, clay, gravel, sand, rocks – moves constantly under your tyres. And everything is different. Where you put your body, how you weight the ’bars and pegs, throttle and brake application, the chances of getting a tree through your face – all of it different to carving bitumen bends on a bike.
But it is a magni昀椀cent learning experience – especially for people who don’t ride dirt. Because one day, and that day may never come, you will lose traction on the road, and in that brief period of time before you hit the road, and then a tree or a car, you’ll pour so much shit out of your arse, the paramedics will need to hose you down before they can stop the bleeding.
Dirt-riding teaches you how to deal with loss of traction. Pretty much because it’s happening constantly. Have you understood now why MotoGP racers all train on the dirt?
So, my question to you, is this: When was the last time you went for a ride
on the dirt? And if you never have, then stop buggering about, put on your big-boy pants, and go do it.
Oh…you’re too old, huh? No, you’re not. You’re just lazy and blaming your failing body because it doesn’t talk back to you. I’m not saying you should enter a hard enduro race. I’m encouraging you to get on your bike, whatever it is, and go and 昀椀nd a nice smooth 昀椀re trail, and go for a bit of a squirt.
If you have one of those giant adventure bikes – and I know many of you do because it’s still a booming segment of the bike market – then you have no excuse. Take that big-arse, nuclear-powered dirt bike, and go off-road. Stop pretending like you’re Adventure Incarnate, and actually have some.
There are lots and lots of excellent dirt-riding courses on offer which will teach you the basics you need to know to enjoy yourself. Or, if your skills, like mine, could always do with a refresh. Trust me when I tell you that shit comes rushing back when you’re trundling down a wet, skatey, access road for tanks, and are confronted with a stinking cattle grid that’s book-
GO ON, GIVE IT A TRY.
NOW IS THE TIME TO TRAVEL, MIGHT AS WELL TRY TAKING THE BIKE TOO!
The Interceptor reimagines the laid-back and easy-going lifestyle of the sun-drenched California beach. The quintessential roadster from the 1960’s still ts into the contemporary narrative of being young, free and fun. Through twisty back roads, highways or the urban jungle, it rides with equal ease, bringing together timeless style and modern performance.
