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Oh…the wise words that spew forth
FINDING A NEW bike can be fun and a real pain in the arse. “I like this, but not that. Oh, that one could be better for what I want, but I don’t like the colour”… and so it goes on. You may have noticed that from time to time I say in a bike review that I’d really like to have this or that parked in my garage, but when it comes to the crunch (money, that is) none have turned up shining like the break of morn in said garage. I have, however just ridden THE bike I am going to try and beg, steal, borrow the money for, and that is the new Kawasaki Z900RS. It looks amazing – tick that box; rides amazing – tick that box; goes well – tick that box; and there is very little I’d do to it to make it, “mine”. I am hopeful a shiny new Jaffa will be parked in my garage but I’d have to sell my CBR900RR roadie as a start, which I’m not so sure I want to do at this stage. I guess that’s a fifty/fifty and I think fifty percent of that is getting the Minister for Finances to give the tick of approval – we’ll see.
A couple of my mates recently started talking (over a couple of bourbons) about how the motorcycle industry has changed over the last
couple of years. They have seen the shift away from average run shops with the large, professional dealerships doing quite well for themselves. One of my mates said that one smaller shop in particular that he knows of has the guys working there wondering if they’ll have a job in the coming months, whereas another shop not so far away is employing more and more people to keep up with the demand! I brought up the debate of whether this is due to people wanting a better buying experience? You want to be fussed over, not just handed the keys and sent out the back door. You want to be shown over the bike and how all the functions work, not just told that the handbook is under the seat and read it at home. I guess what I’m saying is that a higher level of customer service is what consumers now want (expect) and both my mates agreed that I was on the money. I also wonder if it’s like the way the big supermarket chains pushed out the ‘little guys’ many years ago, although many of the ‘little guys’ seem to be making a comeback with better quality and customer service. Does this mean that the motorcycle industry is going through that, “push out the little guy” part of the timeline and that they too will make a comeback in a few years’ time? It will be interesting to see, that’s for sure! In the meantime I reckon the smaller shops should really push the more personal experience to their customers. I’m not trying to kick mud in their faces but when you hear about some of the horror stories out there with buying experiences people have had, it makes you wonder that if one or two are saying it, you can maybe think it’s a fifty/fifty true/false, but when there are many saying it, you start to wonder…
Let me know what you guys think and what could be the answer?
Send me an email at stuart@ausmotorcyclist.com.au
You will have noticed this issue is #1 of Volume 6 and we have a bit of a special gloss highlight on the cover to mark that anniversary; also because it looks pretty cool on the bikes.
Enjoy.
Cheers, Stuart.
HIGH RIDING
PARADISE ALPINE TOUR
Fancy riding a brand new BMW motorcycle around the high passes of the European Alps? Then come and join the Paradise Motorcycle Tours “European Alps High Alpine Passes” rides in June or July this year. You will need to be in Munich on the 20th June or 11th July, you’ll pick up your bike direct from BMW the following day, and then you’re off to see fairy tale castles, stunning views and of course ride all the high and iconic passes you can.
The hotels are great, as is the food with dinner and breakfast included every day. Tolls and vignettes are provided, you only have to pay for fuel and lunch.
You are guided by Mike, a certified BMW International Tour Guide who has been riding in the Alps for over 30 years, ably supported by his partner Jo. She will be driving the support vehicle so you can ride unencumbered. Your luggage is in the van. Talking of the
AMAZING
FILTERING TASSIE
LANE
FILTERING NOW LEGAL
support vehicle, if your partner doesn’t want to ride on the back of your bike, then they can ride in the support vehicle if they wish. Numbers are limited and presently there are just a few spaces left for the June and July tours, so get to it! Contact info@ paradisemotorcycletours.co.nz or call Mike on +64 274 765 035 for more information.
TOBY PRICE 3RD AT DAKAR
Red Bull KTM Factory Racing rider, Toby Price put in a sensational performance to finish on the Dakar 2018 podium. Price’s teammate, Matthias Walkner won the event. Fellow Australian’s Rodney Faggotter and Scott Britnell finished 16th and 61st respectively. Price celebrated in true Australian style by taking a “shoey” straight from his boot!
Given Price was in a race against time to be prepared for this year’s rally, a year on from injuring himself in the previous Dakar Rally, it was a great ride by the Australian. He did everything he possibly could to try and hunt down the leaders, after suffering navigational issues earlier in the rally that cost him just over 50 minutes - but with the cancellation of Stage 12 he ran out of time. An amazing ride and rider, as are both Rodney and Scott with fine finishes for Dakar 2018.
As of January 29 it is now legal to lane filter in Tasmania. The rules that apply are pretty much the same as per any other State that has already legislated lane filtering. Enjoy getting around a little more conveniently and quickly!
NEW ADDRESS
AGV AUSTRALIA
The distributorship of AGV helmets in Australia changed hands to Link
International recently, and they have set up a new websitewww.agvhelmets.com.au . Featuring details of all of the current range of AGV helmets in Australia, as well as some exciting new models coming in 2018, this new website makes it even easier for Australian riders to fi nd and buy their new AGV helmet. Check it out!
TOUGH YEAR SALES DOWN IN 2017
Australia’s motorcycle and ATV/SSV market fell 9.3 per cent in 2017 although total industry sales stayed above 100,000 for the full calendar year.
National sales data released by the Federal Chamber of Automotive Industries showed the 2017 result at 104,111, compared with 114,770 in 2016.
How did the individual brands do?
Across the market Honda came in at number one, Yamaha in second place, Kawasaki in third, followed by Suzuki and Harley-Davidson.
In a worrying trend, road bike sales nationally fell by 15.9 per cent on the 2016 result. Harley-Davidson came in as leader of the pack, ahead of Honda, and with Yamaha in third.
Let’s hope things pickup in 2018!
HEAD TO THE ISLAND
PHILLIP ISLAND WSBK 2018
Make sure you head to Phillip Island for the 2018 Australian round of the World Superbike Championship. It’s running from 23-25 February and you’ll not only get to see the best Supersport and Superbike riders in the world but a bunch of Aussies will also line up on the grid to give it their best shot. In Supersport, Ant West and Tom Toparis will be riding Kawasaki’s,
while in Superbike, Wayne Maxwell and Daniel Falzon will be riding Yamahas and Troy Herfoss a Honda. We wish them the best of luck. To grab your tickets, visit – www. worldsbk.com.au or www.ticketek.com.au
ATTENTON GIRLS! GIRL TORQUE
Recently launched, “Girl Torque.cc” has been created to support women in motorcycling with the core services of tuition for beginners to intermediate riders, learning road craft and skills to help lift confidence and take the rider to a level where they ride safely
CONFUSED
CORRECTION FROM #59
with skills to better enjoy riding in the city and out on the open road; assessing and sourcing suitable bikes for individuals and then assisting in the purchase of that preferred bike. Using a network of manufacturers and motorcycle retail stores to find and then negotiate favourable terms and apparel and accessory shopping. Styling and accessorising women, again using a network of apparel companies, together with a network of supporting stores to find the best fitfor-purpose clothing and accessories for each individual woman. And all at favourable discounted rates for Girl Torque.cc. Ladies, check out the website at - www.girltorque.cc
Ralph must have been drinking too much of the free Chianti at EICMA recently while writing his article. The Yamaha Nixen is not a, “single cylinder”, it uses Yamaha’s excellent triple cylinder engine from the MT09! We have hit him over the head with our resident golf club to bring him back into line. LOL!
THE EXPERIENCE
MV AGUSTA RIDE EXPERIENCE 2018
For 2018, MV Agusta has set itself a goal to inspire MV enthusiasts and new riders of the brand, by helping them to experience their Motorcycle Art in the flesh and on board out on the road.
Many events and shows have been planned, starting with the National Riding Experience in Sydney on the 3rd of February (just past), which will continue through to the rest of States as follows – VIC - Saturday 10 Feb (also just past), SA - Saturday 17 Feb, New Zealand - Saturday 17 Feb, QLD - Saturday 4 Mar, WASaturday 10 Mar with TAS and NT to be announced soon. Visit www.mvagusta.com.au for more. D
LET’S TRACK BACK to 1972 when the Kawasaki Z1 was first introduced. Hidden under the code name “New York Steak”, the Z1 was the most powerful Japanese 4-cylinder 4-stroke ever marketed. Straight-line stability and linear acceleration as well as accurate and good handling were just some of its traits. Roll on 46 years to 2018 and the bike everyone has been waiting for – the ‘new Jaffa’ for its paint scheme - has finally arrived. To replicate the Z1 today is no mean feat with all the rules and regulations to be satisfied, but Kawasaki has had a real go at making the Z900RS as ‘old as a new bike can get’. Styling and performance are in line with what the Z1 had back in the day, and the package is pretty much on the mark.
In keeping with tradition, the RS features an in-line four cylinder, which is taken from the current Z900. It has been retuned for strong low to mid range power and torque. It does have less top end (by a fraction) compared to the Z900, but that extra kick in the low to mid-range will see you sailing off into the distance before the Z900 gets to the top end and potentially begins to pull the RS in. That’s with a big, “IF”!
I love the intoxicating intake roar. Kawasaki paid particular attention to the airbox design with the diameter, length, and bend of the intake funnels made to enhance not only how the bike goes, but how it sounds, and oh what a sweet glorious sound it makes! If you’ve ridden the current Z1000 or heard its induction roar, you’ll know what I’m on about.
The Z900RS is also the first Kawasaki to feature a “Tuned Exhaust Note”. Kawasaki claims this is their first ever bike where they’ve conducted sound research to craft an ideal exhaust note. Over 20 variations were considered before arriving at the final exhaust fitted to the bike for production. Kawasaki mention that the note is “designed to elicit rider response, the sound tuning focused on the engine’s initial roar to life, idling and low-speed riding where the rider is best able to enjoy the exhaust’s deep rumble”. Yeah, it sounds quite nice with its deep rumble but a set of aftermarket four-into-four exhausts would not only look bloody amazing, they would sound sexier than Heidi Klum talking gibberish in Victoria’s Secret undies!
Riding the Z900RS, you’ll find the engine silky smooth throughout the entire rev range. Matched to that is a silky smooth gear change which you just have to experience. It feels like a Honda gear change of a number of years ago – so smooth - and when you tie that all together with the light clutch lever pull and the assist and slipper clutch; wow, what a package!
Comfort on the RS is excellent, the seat feels a lot like the original – big, plush and old school; with the chrome, tapered handlebar set up high, like the original’s – a very relaxed riding position that offers loads of control and leverage once things start to get a little ‘spirited’.
When you walk around and drool all over the RS you can see the meticulous attention to detail Kawasaki has put into this bike. No matter where you look, everything has come under the microscope. As you know, I love show quality paintwork and this is what you get on the RS. Even the colour is just gorgeous in direct sunlight.
Styling, as I mentioned, is as old as a new motorcycle could get. When you think about how stringent emission laws are around the world, and all the other design limitations a manufacturer has to meet, the Z900RS is as retro as you’d be able get while trying to make it live up to the “superbike” hype that the original attracted in its day. Getting performance and the right mix of old versus new while
meeting all those limitations would be damn hard, so if you think that the RS is not as old school as it ought to have been – think about what needs to be done in modern terms when making that comparison.
Take the wheels, for instance. You might think it should have wire wheels. Would you put wire wheels on a performance machine in 2018? I think not. What Kawasaki has done is replicate the wire wheels as best possible in an alloy wheel, which has the lightness, stiffness and performance (including tubeless tyres) you would expect.
Staying with the original design, the RS has a tear drop styled tank, flowing into the side covers and the tail piece. The look really makes you think of the original Z1. The frame had to be completely redesigned to accommodate the tank’s ideal position and shape. Only after the fuel tank position was fixed were the seat length and tail cowl length all balanced for the right proportions –yeah, there has been a lot of thought put into the details on this bike!
The only thing that does look a little weird is the front guard. I’m nit-picking here but the silver brackets would look better being painted satin black, or the whole lot including the guard chromed. But back to the exquisite details!
Old school twin pod analogue gauges again make you think of the Z1. The smart thing Kawasaki has done here is to use the centre section of the pods as a digital LCD display, with all the usual info that a modern bike has available. When the ignition is not switched on you’d think it’s just the bracket for the twin pods. Not far from the gauges are the old school round mirrors which look the goods.
The quality continues with full LED lighting – headlight, indicators and tail light. The headlight is one of the brightest of any bike I’ve ridden and on high beam is simply awesome at night. Most bikes that you grab off the showroom floor have half-decent suspension, which ought really to be changed to suit an individual rider. The RS is an exception. It comes with great, high quality, adjustable suspension. For most riders the standard settings will be fine. I’d consider a little more rear
How about it!
Our good friend, Nigel is offering his concourse Z1 (you see in these photos) for sale. Interested parties with more than $30,000 in their back pocket should contact us here at Australian Motorcyclist. You will not find one better in this country, so be quick and grab it, now!
preload but that’s about it. Handling is effortless with light and neutral turn in, plenty of feedback and grip, and the rear offers the same great levels of grip and feel. The RS also feels light when you’re moving it around at low speed. In keeping with the ‘performance’ aspect of the original Z1, the RS features radial mounted front calipers. There is an abundance of power and feel (in the rear as well) and ABS is standard. The other safety aid fitted to the RS is adjustable (including off) traction control.
From talking to people all around the place, the $17,999 pricing has made the bike seem somewhat expensive. This is the first time Kawasaki Motors Australia has tried using “ride-away” pricing in the advertising for one of its bikes, and I think this has played on people’s minds a bit too much. After all, take the on road costs and you’re looking at something like $16,499 (as a guestimate). I’m sure the perception of the price is higher than the money actually being asked in this case. What do you reckon?
Accessories are limited, which I find a little strange. This bike begs to have a full ensemble of real old school stuff available to allow you to customise your RS. You can get tank badges that look just like the original Z1 badges and a chrome grab rail and the other few bits are really just some bling, 35mm lower seat, a screen, centre stand, heated grips and crash protection. How about two accessories that would really make
SPECS
KAWASAKI Z900RS
PRICE: $17,999 (ride away)
the RS look old school – polished side covers (with a nice clear coat for protection) and “DOHC” badges to match, just like the original Z1?
After our all-too-short, one-week stint riding the new Kawasaki Z900RS there is really nothing negative I can say about it – it looks amazing, rides amazing and brings a smile to your face no matter if you’re sitting there staring at it, or riding it. I know I occasionally say I want a bike in my garage (I am usually dreaming) but I really do want an RS. I haven’t had as big a smile on my face as I had during my time on the Z900RS. I want some of that new New York Steak!
Drool, buy it, ride it and love it! Awesome bike, Kawasaki. D
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 12,000km or 12 months
ENGINE: Liquid-cooled in-line four cylinder, 4-stroke, DOHC, 4 valves per cylinder
Take the ride of your life and experience the stunning Alps on this 11-day European motorcycle tour. Starting and finishing in Munich, the best of Europe’s High Alpine passes are chosen for a journey packed with riding excitement and adventure.
20-30 June and 11-21 July 2018
Full choice of new bikes from the BMW fleet. You must be a competent rider, and not scared of heights.
11-DAY EUROPEAN ALPS GUIDED TOURS 2018
For full details email: INFO@PARADISEMOTORCYCLETOURS.CO.NZ
MR SMITH
A sharp mind in a blunt body
SOME TIME IN September
1982, my then technical editor at BIKE Australia magazine, Grant Roff, came to me with an idea. He had a mate who was pretty funny; perhaps said mate could write a column for the magazine? I didn’t know the mate personally, but I had encountered him in a story by Grant in Two Wheels magazine about the vinous equivalent of a pub crawl. At one point, Peter Smith (for it was he) took a long drag of the metho used by the winery to wipe down its tables. According to Grant, he pronounced it something like “passable if a little sharp”. This sounded like a man after my own heart.
I’ve never liked regular columns for their own sake. In my experience they soon degenerate into stuff written with more and more desperation as inspiration runs out unless they have a clear topic on which they focus.
I thought: I’ve never seen a wine and food column in a motorcycle magazine. And I asked Smith to write precisely that.
His first column, in the October 1982 issue of BIKE, set the stage quite nicely.
“In this space,” Smith wrote, “kindly allowed me by the doyens of motorcycle journalism, I intend over the months that follow to tell you how to provide yourself with some of life’s
THE TWO WHEELS COLUMNS
1985 – 1988
Vivid Publishing, ISBN 978-1-925681-10-9
Paperback, 184 pages plus 4 page colour insert
You can buy it here: http://www. vividpublishing.com.au/mrsmith/
Mr Smith – A Sharp Mind in a Blunt Body
On the steps of the Genoa pub; from left: Thrasher Gunge (partially obscured, as he should be); Smith; Yours Truly; the Gnome (pronounced ge-nome); Wombat; Grant Roff.
little luxuries in the tucker and booze line.
“Like where to go for cheap eats. And how to get cheap booze delivered right to your door (and by cheap I don’t mean bad, I mean real inexpensive – around 70c a litre for good drinkable wine. And how to make your own beer for 20c a bottle. And how to feed a couple of dozen people for less than an Oxford scholar a head with tucker they’ll never forget (at least until the next morning) or maybe never remember. And where to go to get free booze – yes, folks, ‘free’ as in ‘cost nothing’.”
Clearly Smith intended to consider his own version of ‘wine and food’, but that was all right because he was also consistently funny.
We contrived a system of graded ‘Mr Smith Awards’ which he was supposed to hand out to venues which met with his approval. This was not a success because he frequently forgot all about it while he was having a good time. And he surely knew how to have a good time. As is usually the way, not everyone thought Smith was funny. Take Grant’s wife; whenever Smith came to stay at the Roff household, she would move out for the duration.
On the other hand, he was capable of amusing large numbers of people
all at more or less the same time. At one of the legendary BIKE Australia rallies at the tiny Victorian town of Genoa, Smith sat on the pub veranda and wrote out his next column in a notebook. Whenever he finished a page he’d tear it out and pass it to the bloke next to him, who would read it and pass it on. Eventually all the pages came back, and the column was duly published.
This went on for a couple of years, with Smith a benign, helpful and amusing fixture in BIKE Australia every month. Not least due to his unmistakable near-spherical figure he became well known (and much loved, though more for his words and not so much for his figure) in the motorcycle community and beyond it. Policemen were known to slow down when they passed him and, smiling, shake their finger at him.
Then one grey night it happened, Jackie Paper, err Peter Smith, came no more… The mail brought no more ‘Wine & Food’ columns, and my queries went unanswered. I had no idea what had happened until the column, now renamed ‘Mr Smith’, began to appear in Two Wheels magazine instead. I never did get an explanation and, feeling somewhat spurned, eventually didn’t pursue the matter.
And so to the press release I’ve
just received. “Peter Smith was a motorcyclist extraordinaire,” it begins, “a towering intellect, a bluesman of note, a lover of the grape and a wonderful raconteur, whose Mr Smith column, published in Two Wheels magazine from 1985 until his death in 2009, made him a much-loved and admired writer in the Australian motorcycling community.”
Hmm. Yes, right, although ‘towering intellect’ might be gilding the lily – I suppose it’s all relative, but to me he seemed more of an eclectic reader with a good memory – and I think you could argue that BIKE Australia had given him the opportunity to become that ‘much-loved and admired writer in the Australian motorcycling community’ long before he decamped to Two Wheels.
I don’t mean to detract from Smith’s work with this, and I’m happy to commend the book to you. I have recently received a copy, and am working my way through it. It’s terrific reading, and at nearly 200 pages with some colour pics and priced at a mere $24.95 (and with profits going to the Black Dog Institute) it is wonderful value. My congratulations to Bill McKinnon for producing it. PT D
Smith with his Dad at Genoa. Smith is the one with the beanie.
WHILE THE GOING IS GOOD
Come travel home & the world COMPILED BY THE BEAR
WELCOME TO OUR new JOURNEYS pages. We know how keen you are to get on your bike (or someone else’s) and enjoy the countryside both here and overseas, so we thought we’d combine a couple of services into one. First, we will answer any questions you might have about motorcycle travel, anywhere in the world. Um, at least I hope we will! Don’t ask for the best Chinese restaurant in Burkina Faso, okay?
We’re pulling together the services of David Reeves from Ride the World (Australia), the many tour operators who send us information, and my humble self. So if you have a question about bike travel, or if you want to find out what the latest tour offerings are, JOURNEYS is for you. Drop us a line at contactus@ ausmotorcyclist.com.au and ask questions or tell us what you’d like to see in these pages.
ONLY FUELING
Here’s a question that a lot of people have asked over the years; I thought we’d answer it for all of those among you who might be wondering – what’s the longest distance without fuel along a main highway in Australia?
The answer is Sandfire Roadhouse to Roebuck Plains Roadhouse, along Highway 1 in northern WA. Strictly speaking, Roebuck is not on the highway but on Broome Road, so if you’re coming from the south, make sure you turn left at the T intersection! If you don’t, you have another 110km to Willare. Oh, and for our American friends, Sandfire to Roebuck is nearly 180 miles. That’s almost exactly the same as the longest distance between highway fuel stops in the lower 48 (the US without Alaska), namely between Winnemucca in Nevada and Lakeview in Oregon.
H-D 115TH, BUT DIFFERENT
Want to celebrate Harley-Davidson’s 115th birthday, but don’t feel like fronting the Trump-ised US? Or just looking for a change? Edelweiss Bike Travel has an alternative for you… namely, Prague, in the Czech Republic. Huh?
“The Harley-Davidson 115th anniversary event will be a four day long party full of bikes, music, fun and all kinds of things to do. Plus, you will meet great people from all over the world which all share your passion: the love for riding and travelling on a motorcycle,” Edelweiss writes. And yes, it’s in Prague. They’ve put together “a fantastic tour through six different eastern European countries that will lead us to the big anniversary event in Prague.” And you can, but don’t have to, ride a Harley. “It doesn't matter which motorcycle you like
“Come
to ride, or if you have been riding your bike for long time or not. Everybody who loves the freedom of motorcycling is welcome to join our tour and the event.”
It’s a 15 day tour (13 days riding) from then 4th to the 18th of July, starting and finishing in Vienna. Check details at www.edelweissbike. com or drop a line to worldtours@ edelweissbike.com.
REST IN PROVENCE
Adriatic Moto Tours is introducing a new concept in motorcycle touring – less riding! Does that sound wrong somehow?
Well, it could be just perfect, because it means that there are more ‘rest days’ along the way. That doesn’t mean you have to rest! But on these Motorcycle Vacation tours you always have the choice of relaxing, exploring on foot - or
MAN, OH MAN
Here’s Phil Freeman on the subject of MotoQuest’s Isle of Man and Wales Adventure. “On the surface, a trip through England, Wales and the Isle of Man looks like it should come with a long list of stops at historical points of interest. And indeed there are some -- it would be a disservice not to pay visits to a few significant locations. But once the group rides off the ferry onto the Isle of Man, the real magic begins.
“You see, over the years we have developed a special relationship with a local Isle of Man resident. Each year this local invites us to sit on his porch at Ballaugh Bridge, an icon of the Isle of Man TT race because this is where racers carry enough speed over a crest to get both tires off the ground.
It's an exclusive deal, and puts our group right in the midst of the action and sharing it with colorful locals. Simply put, we do as the locals do: have a pint and watch motorcycles whiz by at incredible speeds!
“
“This trip sells out every year. And because the Isle of Man race is such a popular event on a global scale, we make all of our lodging and travel arrangements a full year in advance. This ensures that we can give our group the best possible experience, one they will never forget. so head over to our website and reserve your spot!”
That’s www.motoquest.com in case you don’t know.
ITALIAN PASSION
After its successful first year, Hear the Road Motorcycle Tours is again offering its “Best of Italy” tours. Founder and tour guide Enrico Grassi says he is “preparing 2018 with more determination and passion” than ever.
“Tours for 2018 range from 8-12 riding days in an effort to suit everyone’s wish to ride the best scenic Italian roads,” Enrico says, “visiting destinations like Amalfi Coast, Alps, Dolomites, Tuscany, Chianti, Sardinia, Corsica, or watching the Moto GP Race at Mugello and Misano circuits.
“So, whether you crave twisting country roads, historical destinations, spectacular views of the mountains and the Mediterranean or 4 Star Hospitality, there is a Tour for you. Hear The Road Motorcycle Tours Italy provides motorcycle rental, accommodations and itineraries of about 250 km/160 miles of riding each day. Tours run from April to October, so book soon if you plan on making this riding season the most memorable yet.”
You can contact Enrico at enrico@motorcycletoursitaly.com, Tel. +39 393 04 03 260.
RIDE WITH TWO EAGLES
EagleRider has announced nine new rental locations in the USA, and will be rolling out more over the year. Established in association with Harley-Davidson, the new rental offices are in Florida, Texas and California. See www.eaglerider.com for more information, or drop in at any of the five Australian EagleRider locations. D
APRILIA DORSODURO 900
Where the wild things were
WORDS STUART PHOTOS BEN GALLI
ONCE UPON A TIME, the Dorsoduro was a wild thing. A mega supermotard with insane 1200cc V-twin power, it made its riders into crazed, wild-eyes lunatics who treated every gap in the traffi c as an excuse to play Mad Day. But no longer.
Aprilia has (for some reason I don’t understand) put the smaller 900 motor in the new Dorsoduro – a bike that leaves me a little confused. Who might be the target market for this rare, almost one of a kind machine. I say ‘one of a kind’ because there is only one other bike available along with the Dorsoduro 900 which is essentially a big supermotard. That other bike is the Ducati Hypermotard 939. The scarcity of competition could be a good thing for Aprilia – it will be interesting to see.
For the Dorsoduro launch, Aprilia asked us to roar around MacNamara Park (Mac Park) near Mount Gambier in SA. Some call it, “the Piranha” as it will eat you alive if you come off – not something I was overly keen to try! We didn’t get to ride the Dorsoduro 900 on the road but Mac Park is rough enough in places so that it still was like riding on any number of roads we’d normally ride.
The V-twin engine fi tted to the Dorsoduro (same as the Shiver) is what Aprilia calls its “high torque” engine, and as the moniker suggests it is nice and torquey in use. It is especially good getting just off a corner where the torque curve really starts to kick. Higher
LAUNCH
build quality and a lot of serious thinking have gone into the new Dorsoduro. New exhaust valve decompressors lift one valve per cylinder for easier starting; there’s a new crankcase breather system for better effi ciency and a new oil scavenge system, also for increased effi ciency. This all relates to better emissions for Euro 4 compliance, but also makes for a smoother operating engine and better fuel consumption.
Where the previous Dorsoduro models were miles apart from the rest of the Aprilia range, the new 900 model features the same ECU as the Tuono and RSV4, along with the ride-by-wire system, 4.3in TFT dash and the lightweight Tuono and RSV4 cast alloy wheels.
The frame of the Dorsoduro is a little different to that of the Shiver. The main frames look the same, but between the two of them there are some (minor) geometry changes, and the rear subframes are quite different to allow for the different styled seats.
The new longer travel suspension on the Dorsoduro would be great on the road, but when pushed hard makes the bike a little vague in the front. Mac Park has a number of hard braking corners and I just couldn’t get the feel for what the front end wanted to do on the day. I did get the rear preload wound right up which helped a little. Was it just me having an off day, maybe? But I put it down to jumping off the Shiver the day before which was so nice and predictable to ride that the alien-like motard seating position of a bike like the Dorsoduro might well have put me off.
Speaking of the seating position, the ergonomics would be great for commuting/city riding as you sit upright and high to see all around you. The handlebar is wide enough for excellent leverage at slow speeds and the standard handguards are just the thing to have when commuting/city riding as they will help protect your hands during crappy weather or if you unfortunately get too close while lane fi ltering.
If you’re a techy kind of person you’ll love the 4.3 inch colour TFT dash. Not only does it have all the normal features you might find on a similar equipped bike (which are extensive) but the AMP / V4MP Bluetooth Multimedia Interface is where the tech heads will really get their rocks off. Nine different features can be delved into, which includes a “Dashboard” on which you can view things like what gear you’re in, the torque of the engine, revs and engine temp. The Map feature is very handy and will even find your nearest service station – very handy if you’re in unfamiliar territory and need fuel! And for those who will be taking their Dorsoduro on the racetrack there is a “Track” feature that has most popular tracks around the country (and the world) programmed into it so that you
can get lap times, top speed, throttle position at particular points of the track, roll angles and so much more to be analysed.
Once you’ve seen the quality built into the Dorsoduro you’ll be mighty impressed, especially if you’ve seen how they were built previously – the step up in quality is excellent. Pricing is probably where you’d expect it for the quality, but I do wonder if it’s a little too steep in this current market.
Accessories are surprisingly quite touring orientated with a range of bags, gel seat, rubber pegs and some bling to make you feel good.
If you’d like to be unique out on the road then the Aprilia Dorsoduro 900 is a bike that will fit the bill for you. As a commuter/city bike it would be a lot of fun. D
SPECS
APRILIA
DORSODURO 900
PRICE: $15,790 (plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Liquid-cooled V-twin cylinder, 4-stroke, DOHC, 4 valves per cylinder
BRAKES: Front, twin 320mm discs with radial mount four-piston ABS calipers. Rear, 240mm disc, single-piston ABS caliper.
FUEL CONSUMPTION: N/A
THEORETICAL RANGE: N/A
COLOURS: Adrenalinic Silver
VERDICT: BE UNIQUE
MORE WHERE RIDE THOUSANDS MORE KMS
Tcompiled by STUART
here are more of them than ever, so this month we check out all the latest and greatest the world of helmets has to offer. If you ride a motorcycle, you’ve got to have one, so you might as well get a good one – and one you like! There are lots of new models, so let’s check ‘em out!
SHOEI
www.mcleod accessories.com.au
NEOTEC II - From $999
The Shoei Neotec2 modular helmet is the follow-up to Shoei’s hugely popular Neotec helmet. Sena Bluetooth communication ready (available separately) and with all the touring features you’ve come to expect from Shoei including the infinitely adjustable ‘one-touch’ sun visor, flip-up chin bar, optimised ventilation and superb comfort, this could just be the premium leader of touring helmets on the market! Available in solid colours and graphics.
race weapon for those who aren’t willing to compromise when it comes to high end performance. With its ‘world first’ rotating liner, it can be perfectly tailored in seconds for the track or the street. Superior aerodynamics, comfort, ventilation and adjustability means the new X-Spirit III is as at home on the street as it is on the track. Designed and honed to perfection in conjunction with current World Moto GP Champion Marc Marquez. I have an X-Spirit III for racing and swear by it; it’s the best I’ve ever worn. Available in solids colours and numerous graphic designs.
X-SPIRIT III – From $999
The Shoei X-Spirit III is a proven
NXR – From $799
The Shoei NXR helmet is a perfect blend of comfort and performance created for the road. Designed as a sport touring helmet, it comes with Shoei’s premium comfort and features. I also have an NXR for the road and combined with my Shoei RYD helmet, that’s all I wear. So to speak.
BMW MOTORRAD
www.bmwmotorrad.com.au or your local dealer
AIRFLOW – From $750
You’ll always keep a cool head, both when cruising around the streets and riding along at high speeds.
The helmet has been tested at different speeds in a wind tunnel, and the results show that it offers ultimate aerodynamics, particularly
when paired with a windshield. The slipstream is able to flow freely, so there is no air turbulence and therefore no vibrations are produced. The two large ventilation zones can be closed via slide control to keep out rain, ensuring that the AirFlow helmet offers the ultimate in aeroacoustics and comfort. Available in solids and graphics.
STREET X – From $650
The new BMW every day helmet is the Street X. It comes with premium features expected of a BMW helmet including an integrated drop down sunvisor, claimed outstanding aerodynamics, removable and
SPECIAL FEATURE Helmets
washable inner lining, low weight, various sized head and neck pads and a range of visor tints. Available in solids and graphics.
GS CARBON – From $900
This helmet fulfils all the requirements of a BMW Motorrad enduro sports helmet: perfect fit, outstanding aerodynamics and of course maximum safety for the rider. Whatever sort of riding you’re planning, you can adapt it to suit your current requirements in a matter of seconds. The enduro goggles are a perfect match for the GS Carbon helmet, offer excellent ventilation for off-road use, and comply with the EN 1938:1998 safety standard. Available in a range of colours/graphics.
AGV
www.linkint.com.au
VELOCE S - $799 - $899
The AGV Veloce S helmet is a premium sport helmet with many of the high-performance features typically found in a racing helmet, now available in a streetfriendly version. The helmet shell construction is a mix of carbon, aramid and fiberglass, providing superior protection while keeping total weight to a minimum. The new interior is designed to provide
a stable, embracing, pressure-free fit while the anti-scratch visor incorporates Pinlock anti-fog technology and is designed to maximize the rider’s field of vision. Available in a range of colours/graphics.
K3-SV - $329 - $399
The K-3 SV is an affordable, adaptable helmet with a surprising array of features, including an internal drop-down sun visor, impressive aerodynamic performance, efficient ventilation and an expansive field of vision. The shell is of thermoplastic construction, and the inner liner is of Dry-Comfort fabric. Available in a wide range of colours/graphics.
AX-8 DUAL EVO - $599-$699
Ready for the most gruelling adventure rides (but also just poking around the bush), the AX-8 Dual Evo has both a sun peak and
a face shield, and its lightweight carbon-aramid-fibreglass shell was
designed for maximum aerodynamic performance. Available in a range of colours/graphics.
HARLEY-DAVIDSON
– www.harley-davidson.com/au/ en/ or your local dealer
VINTAGE STRIPE - $539
The perfect helmet for riders wanting for a vintage look with a low profile and full-face protection. Fibreglass composite shell. Double D-ring chin strap. Five metal mesh intake vents and one rear vent. Face shield with anti-scratch coating, UV protection, and magnetic closure system. Removable, washable liner is antibacterial. Perforated micro-suede
SPECIAL FEATURE Helmets
interior fabric with leather trim. 3D cut cheek pads with speaker pockets. Retro graphics and stripes. Helmet bag included. 1475 gramsmanufactured by Bell.
MAYWOOD - $199
Polycarbonate shell with double D-ring chin strap and channel vents. One-Touch Integrated sun shield deploys quickly and easily. Face shield features 95% UV protection and anti-scratch coating. Removable, washable moisture-wicking liner. Helmet can be worn 3 ways when worn with optional visor and side plates (sold separately). Custom graphics on front and sides of helmet with moulded Bar & Shield logo on visor. Helmet bag included. Weight 1446 grams - manufactured by HJC.
LINCOLN - $249
This modular polycarbonate shell helmet comes with a double D-ring
chin strap and channel vents. Onetouch integrated tinted sun shield deploys quickly and easily. Face shield features 95% UV protection and anti-scratch coating. Washable, removable moisture-wicking liner. Fits P&A helmet headset. Bar & Shield logo on front. Helmet bag included. Weight: 1758 gramsmanufactured by MHR.
STAR – From $679.95
The new feature of this Bell Star helmet is its MIPS (MultiDirectional Impact Protection System) equipped with slip-plane technology inside the helmet to reduce rotational forces that can result from certain impacts. Other features include a TriMatrix composite shell, available in 5 shell sizes, contour removable cheek pads for superior fit and comfort, eyewear compatible, integrated speaker pockets, Panovision visor with Class 1 optics, X-Static and XT-2 padding and a five year warranty. Available in a range of colours/graphics.
RS2 – From $399.95
Made from a lightweight fibreglass shell with 3-shell, 3 EPS sizes, dropdown sunshield, eyewear compatible, X-Static and XT-2 padding and a
five year warranty. Available in a range of colours/graphics.
MX-9 ADVENTURE –
From $299.95
MIPS-equipped (see above), with a lightweight polycarbonate/ABS shell construction with 3 shell and EPS sizes for a personalised fit, integrated/removable shield with NutraFog II anti-fog, anti-scratch and UV protection, two point adjustable visor with air intake vents, padded chin-strap with D-ring closure, removable/washable antibacterial interior, velocity flow ventilation system for maximum cooling and a five year warranty. Available in a range of colours/graphics.
LS2
www.monzaimports.com.au
ROOKIE – From $109.95
Reasonably priced helmet made with a high pressure thermoplastic
special feature Helmets
shell, drop down internal visor, quick release shield and chin strap, emergency release cheek pad system,
Pinlock ready, 3 shell sizes and a variety of colours/graphics.
METRO – $299.95
Featuring a drop down internal visor, removable and washable liner, quick release shield and chin strap, emergency release cheek pad system, Pinlock ready, 3 shell sizes, multi density EPS construction, ready for Linkin Ride Pal communication, neck roll and various vents. Available in a range of colours/ graphics.
BREAKER – From $199.95
Comes with a Magna-tech liner, ready for Linkin Ride Pal communication, drop down internal
release cheek pad system, Pinlock ready and with many other great features for a well-priced helmet. Available in a range of colours/ graphics.
KLIM
www.adventuremoto.com.au
KRIOS – From $845
Klim’s Krios is a new beginning for ADV helmets - revitalising standards in strength, performance and functionality while leaving traditional compromises behind. Krios provides a premium experience through a high performance carbonfibre construction, four ride mode
versatility, aerodynamic superiority and unrivalled acoustical and contact comfort. This is claimed to be the lightest adventure helmet ever created. Available with transition lens and two new colour-ways for 2018 (Valiance White and Valiance Dune). Available from Adventure Moto and authorised dealers.
NOLAN
www.ronangel.com.au
X661 - $499 - $599
The X661 sports/touring helmet uses a premium hand laid composite fibre shell and a multi-density EPS damping system to provide high safety levels and low helmet weight. It has the convenience of a tinted internal VPS visor, and is ready for Nolan’s integrated N-Com multimedia system. It also features 100% Italian made quality, a 5 year warranty, Pinlock antifog insert, Clima comfort antibacterial liner, dual action visor mechanism, and air booster vent system.
N1005 - $499 - $549
The completely new N1005 is the successor to the class leading N104. The N1005 still has 100% Italian made quality and the most secure jaw latch on the market. The revised shell and multi-density EPS damping system ensure high safety levels, and it features a massive 5 year warranty, N-Com multimedia capability, a
X-Lite’s X551 premium adventure helmet is made with a hand laid composite fibre shell and multidensity EPS damping system for outstanding safety and low weight. It is 100% Italian made and has a 5 year warranty, N-Com multimedia capability, a dark tint and a high definition yellow internal VPS visor. It also features a Clima comfort anti-bacterial liner, high quality Lexan visor, Pinlock anti-fog visor and air booster vent system.
INDIAN MOTORCYLE
www.indianmotorcycle.com.au or your local dealer
BUBBLE VISOR - $200
A sharp, retro styled fiberglass shell helmet with tri-coloured racing stripes and contrast tan lining. Made from a 100% fibreglass outer shell; EPS inner shell, detachable sunpeak and cheek pads, D-ring closure, goggle fastener at back, Bluetooth compatible and an overall weight of only 1150 grams.
TOURATECH
www.touratech.com.au
AVENTURO CARBON
- $699 - $749
Feel and see the difference with features such as light weight, additional padding for you to personally customise, ventilation that works, skin-friendly, anti-sweat, anti-allergic lining; it’s intercom ready with a camera/accessories holder and an integrated goggle strap holder. This is a multi-purpose 3-in-1 helmet: Adventure, Road,
Trail; converts quickly without tools, ultra-hard carbon shell, wide field of vision and a Pinlock visor. Available in a range of colours/graphics.
AVENTURO MOD
– $1100 - $1230
With the Aventuro Mod, discover a win-win helmet! It combines the great ventilation, the large field of view and the securing shield of an adventure helmet with the qualities of a flip-up helmet. The face is an important means of communication, particularly during a trip. Flip the front up and easily talk to people and even grab that amazing shot on your camera without needing to take the helmet off. Available in a range of colours and graphics.
X HELMETS
www.ctaaustralia.com.au
X.T1 CARBON ZERO$699.95
Wow, a one piece visible 100% carbon shell, that’s the new X.T1
SPECIAL FEATURE Helmets
Carbon Zero. Being a carbon shell, it’s super light, at 1300g (+/- 50g) and includes a retractable sun visor, plus a Pinlock anti-fog visor insert. The production quality of the X.T1 Carbon Zero is quite stunning. The carbon shell is completed by hand to achieve outstanding contours and aerodynamics. This new sports touring helmet from X is packed with lots of features to make your ride more comfortable. Among them are a removable breath guard, micro-metric securing buckle, chin wind stopper, anti-noise cheek pads, and a soft, anti-sweat and antiallergenic Coolmax fabric inner lining, which is removable and washable.
ELDORADO
available from all good motorcycle retailers
SCHUBERTH
www.schuberth.com.au
E1 - $999 - $1100
E20 - $139.95
The E20 is Eldorado’s newest addition designed for road use and ideal for all conditions from touring the countryside to the city. An ABS thermoplastic shell is characterised by an aggressive, sporty design. The E20 is a real value for money full face helmet. It features: a retractable sun visor, an excellent ventilation system, and comfortable and washable inner lining.
The E1 Adventure is a flip-up helmet with premium look, feel, design and a high ventilation system. It features: peak with memory function and 3 adjustable positions, pre-installed anti-fog, easy removable, washable lining and ShinyTex head and cheek pads, multi-channel ventilation with additional chin vent, and it’s ready for the SRC-system pro communication system and integrated antennas. Available in a range of colours and graphics.
C4 - $999 - $1100
The C4 redefines the flip-up helmet with a new design and innovative
features such as a fully integrated speaker and microphone, preinstalled anti-fog lens with extended viewing angle, it’s also ready for the new plug and play SC1 communication system and integrated antenna. Available in a range of colours and graphics.
R2 - $699 - $799
The R2 is a versatile, classic fullface helmet with modern features to suit nearly every rider. Fully integrated speaker and microphone pockets, ready for the new SC1 communication system, integrated antenna, double D lock, quick release, washable head and cheek pads and high ventilation. Available in a range of colours and graphics.
SHARK
www.ficeda.com.au
SKWAL 2 - $399.95
The Skwal 2 improves further upon the years of research and development of the popular Skwal. With the innovative lighting system, it shines even more brightly above the competition! This second version includes even larger, updated LEDs to ensure maximum visibility and a new aerodynamic profile to help you cut through
the air. Skwal 2 features a new visor mechanism and includes a Pinlock visor to prevent fogging. It is available in a range of graphics and its LEDs are available in either white or green.
ARAI
www.cassons.com.au
RX-7V
- $1099.95 - $1299.95
The RX-7V represents the summit of Arai’s knowledge, experience and know-how in helmet technology. With a completely new PB-SNC outer shell, the revolutionary VAS (Variable Axis System) visor system and a significantly increased smoother area around the temples, the RX-
7V offers a new benchmark in the premium helmet segment. From the also new Eco Pure liner with an even slimmer frame, to the new ducts, improved diffuser and the integrated Air Channels, every part shows the attention to detail that is so typical for Arai. Arai has continually improved the ‘glancing off’ performance by learning from real scenarios. Thanks to the new stronger and smoother shell and VAS, the RX-7V is closer to the ideal helmet shape than ever. Available in a range of colours and a wide range of graphics.
CHASER X - $650 - $750
Two main features of the new Chaser X are a facial contour system (FCS) to offer an even better snug fit and enhancing the comfort to the lower jaw which works with a foam spring support in the cheek pad that compresses and rebounds, providing the necessary support without excessive pressure, along with a variable axis system (VAS) - the visor mounting system is lowered, yielding an average of 24mm across both temple areas, in pursuit of the ideal smoother shape that increases its glancing off capability. That has made it possible for more of the shell
to be smoother along and above the test line of the shell standard. Available in a range of colours and a wide range of graphics for what is a very reasonably priced Arai helmet.
www.cassons.com.au
TOURMAX$379.95 - $419.95
The new Tourmax (100% Made in Italy) is equipped with a peak that automatically moves close to the visor when operating the chin guard in order to minimise air resistance. Tourmax comes with dual homologation which allows you to ride with the chin guard opened, thanks to the lever on the left hand side of the helmet. This lever, when in the “J” position, blocks the chin guard in the fully opened position preventing accidental closing.
Equipped with an inner sunvisor and outer clear visor which is not only antiscratch but also antifog thanks to the double lens Pinlock. Ventilation is by two wide vents placed on the chin guard and on the shell that are easy to open/close with gloves. The lining is completely removable and washable, breathable and hypoallergenic and there’s reflective inserts at the back of the neck. Available in a range of colours and graphics.
SPECIAL FEATURE Helmets
DRIFT - $399.95 - $549.95
Drift is the new carbon composite (Carbon, Kevlar, and Fibreglass) helmet from Caberg, Developed for the most demanding touring riders, it is equipped with an integrated sunshade visor DVT (Double Visor Tech) that allows riders to adjust for available light conditions.
Drift is also available in a full carbon version with reduced weight, compared to the carbon composite version, of around 100grams. Other features include a Pinlock visor, 3 air vents and a removable and washable liner. Available in a range of colours and graphics.
SCORPION
www.cassons.com.au
VINTAGE
-
$299.95 - $399.95
A unique minimalist retro designed helmet, this is offered in 2 shell options - carbon fibre or fibreglass. Featuring premium aluminium fittings, small understated logos on the rim of the helmet and Soft Feel comfort liner trimmed with PU leather in brown it looks great on any motorcycle.
GP4 - $279.95 - $399.95
100% carbon fibre or fibreglass/ aramide weave construction makes this super lightweight, with features including a new aerodynamic shell shape, breath guard as standard fitment, individually adjustable chin vents and large top vent with two exhaust vents, clear anti-scratch visor, tool-less visor removal, TSS twin shield system, removable and washable interior lining and replaceable head liner and cheek pads. Available in a range of colours and graphics.
TOUR
TECH III –
$199.95 - $219.95
Constructed from ABS with features including 6 air vents,
removable and washable interior lining, space for intercom headset speakers, single action chin bar with dual locking system, twin shield system (TSS)
and a clear anti scratch visor. Available in a range of colours and graphics.
DAKAR II - $199.95$219.95
Constructed from ABS with features including multi air vents including top stabiliser exhaust fins, adjustable peak, removable and washable interior lining, twin shield system (TSS), clear anti scratch visor and tool-less visor removal Available in a range of colours and graphics. D
LAUNCH TEAROUTMAP#61
ARTHURS SEAT, VIC
MELBOURNE
Fly in, fly out, ride in, ride out, or set off from home; whatever takes your fancy can be done in Melbourne and if you’re coming from interstate there is a lot of fun to be had in Melbourne itself. I recommend visiting www.visitvictoria.com or www.visitmelbourne.com/in for all there is to see and do.
FRANKSTON
Frankston is often referred to as “the gateway to the Mornington Peninsula”. If you’re heading past Frankston, you’re heading the right way!
MORNINGTON
Mornington is known for its “village” atmosphere and beautiful beaches. Mornington is a popular tourist destination with Melburnians who
often make day trips to visit the area’s bay beaches and wineries. The town centre runs into the foreshore area and local beach. It is the start of the stunning scenery you’ll check out during this ride.
SAFETY BEACH
I never know which way to look while riding through Safety Beach. Do I look at the beachfront homes, thinking I’d love to live there; or do I look at the stunning calm water of Port Phillip Bay and the lovely beach? Either way, it’s not so safe riding through Safety Beach because I’m never watching where I’m going.
DROMANA
Dromana is situated at the foot of the towering peak of Arthurs Seat. Dromana’s centre is concentrated along the coastal boulevard of Point
Nepean Road, with Arthurs Seat and its surrounding bushland providing a scenic backdrop to the shops and cafes along this route. The foreshore consists of grassy picnic areas, shelters, walking tracks and designated camping areas. The calm, sandy beaches provide safe swimming and boating opportunities. Points of interest along the coast include the Dromana Pier and the rocky cutting at Anthonys Nose where you’ll find a boat ramp.
ARTHURS SEAT
Arthurs Seat Road begins at the Mornington Peninsula Freeway overpass, quickly transforming itself into a scenic and winding mountain road as it ascends to the Arthurs Seat peak. Along the way are several spectacular lookouts where you can stop and admire
Cooling down, checking out the view WORD S STUART PHOTOS JEFF CROW
www.hemamaps.com.au
ARTHURS SEAT, VICTORIA
BLUE ROUTE
160km return. Fuel available at Melbourne, Dromana and Red Hill.
If you want a truly scenic route out of Melbourne for a lunch ride then whipping down to Arthurs Seat and up to Red Hill to Red Gum BBQ along the Mornington Peninsula hits the nail on the head.
The first and last part of this ride is a little boring but the easiest and fastest way to get you down to the Peninsula. Make sure you fill up in Melbourne. There are a number of service stations along the route but just filling up once will make this ride more enjoyable.
Head down the Nepean Highway following the water to Mornington and turn right onto Beleura Hill Road and follow it just over a kilometre, then follow the road around to the left. This is the Esplanade.
Follow this all the way with the water on your right hand side as your marker. As you approach Safety Beach you’ll pass under an open bridge (the easiest way to describe it) and up and along through Safety Beach – this is now Marine Drive. A kilometre or so further you’re in Dromana where you need to either stop for a coffee or turn left onto McCulloch Street and keep riding. Head under the freeway and around to the right; this is Arthurs Seat Road.
Head up the hill, down the hill and back up the hill a few times for the most fun part of this ride, then once you’re feeling peckish head for Red Gum BBQ!
Red Gum BBQ is located behind the United service station at 87 Arthurs Seat Road. Unless you’re vegetarian, Red Gum BBQ will make your insides smile with happiness and when you’re refreshed it’s time to head back down the hill for some more of those awesome corners and the absolutely stunning view of Port Phillip Bay.
PINK ROUTE
82km. Fuel available at Balnarring. The return route of this ride is the
exact same way you came, although if you’ve got some time up your sleeve, turn left when you get down the bottom of the hill onto Point Nepean Drive (Marine Drive). Turn left onto Boneo Road which is a few kays down the road and follow it over to Flinders with Bass Strait on your right hand side.
Head up through Balnarring, Hastings and Somerville to get back onto the Nepean Highway and cruise along back into Melbourne.
COLLECT THEM ALL
the stunning scenery of the Mornington Peninsula, Port Phillip and Bass Strait from different angles and elevations. At the peak of Arthurs Seat are several more scenic viewing areas, a lookout, BBQ and picnic facilities, and the Arthurs Hotel which overlooks a vineyard and provides breathtaking views from both its indoor and outdoor dining areas. If you want the thrill of riding the gondola – you will have ducked for as you rode up (or is that just because I’m tall?) – just fi nd the Arthurs Seat Eagle. It operates up and down the mountain, offering
superb coastal and bush viewshttps://aseagle.com.au/ .
If you want to explore some more, there are several scenic walking tracks and picnic areas, and worth visiting is Kings Waterfall which is accessed via Waterfall Gully Road.
RED HILL
Now famous for Red Gum BBQ, eat to your stomachs content and talk plenty of BS with your mates over who, what and why made it up Arthurs Seat the fastest.
ROSEBUD
Rosebud is one of the larger beachside centres in this area and was named after the English schooner that was blown ashore in 1855, a short distance to the west of where the Rosebud Pier now stands. The Pier is the focal point of the area and extends about 300 metres into the water.
FLINDERS
Mostly a waypoint for this ride, but if you’ve got the time, Flinders has a
number of historical buildings within the town, complemented by several antique shops, the Flinders Fine Art Gallery and the popular Flinders Bakehouse Cafe.
Attractions along the coast include Bass Park, which provides spectacular views down to the Flinders Jetty and across Western Port, as well as being home to a monument dedicated to George Bass and Matthew Flinders who were the first non-Aboriginal explorers in the area.
BALNARRING
A waypoint for this ride and if you need fuel there’s a Caltex on the northern side of town.
SOMERVILLE
Again, another waypoint, if you’re riding through Somerville, you’re heading the right way back to Melbourne, although it’s pretty hard to get lost from this point. If you do head directly north you’ll end up in Dandenong and can follow the signs back to Melbourne from there. D
Black Stump Hotel
BLACK STUMP HOTEL, MERRIWAGGA
This story does not contain adult themes (are you kidding?) but it does include a story told by a shearer, repeated as it was delivered. You have been warned.
I’D BEEN TRACKING the route of Major Thomas Mitchell’s first expedition down the Lachlan in
1831 and turned up at Hillston thirsty for a good pub, a good story and a cold drink.
But I figured, Hillston could wait a bit. Just down the Kidman was a place, and a pub and both had good stories. And a weird connection to the Major himself.
Damn this place is good
See, one of my favourite purely Australian sayings is, ‘beyond the black stump’, meaning, well, meaning ‘a long way from home’. It’s as uniquely Australian as, ‘rooted’, and Merriwagga, a half hour’s ping down from Hillston is one town with claims to having the actual black stump.
Apart from Merriwagga, Coolah and Blackall also claim ownership over the stump. Oh and there’s also posh Double Bay in Sydney’s eastern suburbs. (Didn't see that coming did you?)
Turns out that just 8 days before he headed out on his first expedition,
Mitchell, the Surveyor General of the colony was called as a prosecution witness in the trial of The King v West. It centred on a land claim by Mr West who had been given rights by Lachlan Macquarie to land bounded in the south by South Head Road and straddling the stream that still runs
from Cooper Park at Bellevue Hill to the Harbour, emptying near the Double Bay Marina.
The government and Mitchell argued that West had expanded his fence lines way past the allotted area and in his testimony Mitchell, describing a site visit with West, became the first man
to go on the record in the colony as using the term: “I asked him if that cross line was his boundary ….. he said the line was to run somewhere thereabouts ; the utmost extent claimed by defendant was to the black stump”
The next Thursday, having lost the case, Thomas Mitchell, put the black stump behind him and headed west.
Anyway 30 minutes later, I’m pulling up at the parking meter out front of the Black Stump Hotel at Merriwagga to be welcomed by Sharon’s head popping over the bar and by locals Kel and John on my side.
Now before I try working out the black stump claims, there’s another issue that needs sorting.
This pub has the highest bar in Australia. The bar top is 4ft 9 inches (145cm) from the floor. The bar stools look like some weird props from the Flintstones. That’s if Fred ‘n’ Barney had run a pub in Brobdingnag! I climb up one and join Kel and John. Sharon, who can just about see over the bar and who’s owned the pub for
13 years, tells me there’s three theories about why the bar’s so high and I tell her to give ‘em to me in order of credibility. Everyone laughs.
“Well the first is that when the pub was being constructed the railway was also getting built and there was a depot in town. The fettlers were a real rugged bunch so the publican told the bloke building it to make the bar this high to stop the workers jumping the bar to fight him or steal the booze.”
I tell ‘em the plausibility rating would be about 6 for that, so what’s the next theory? John, who owned the pub from 1996 to 2004 hits me with number two:
“Originally the pub didn't have that extension on the side, it was all open there and on that side-road was where they’d hitch their horses. It was us who closed it in. Well the original publican thought it’d be an idea to build the bar high so the locals could ride their horses up to the taps and get served without getting off.”
That to me sounds like horseshit. If the bloke had been that smart he would’ve patented the ride thru
concept and sold it to MacDonald’s!!
Anyway I’m ready for the third. Kel shares this one:
“Well the first owner was really short and he said to the builder that he wanted the bar about chest height. Problem was the builder was not only very tall but he was also very thick. They reckon he was about six six. So he built it at his own bloody chest height, not the boss’s and that’s why it’s how it is.”
Hmm, I give that about a five, but in the end, who cares?
We’re all laughing about these theories and some others when a gang of shearers arrives. They’re all staying at the pub and are halfway through one of two local sheds they’re working.
One of them, Fox, joins us and it’s pretty obvious the evening’s about to go downhill on skates. Fox’s been shearing for the best part of 50 years and I’m guessing he has a funny story from each and every day.
His eyes glint with the strength of Alpha Crucis and when he’s laughing, which is most of the time, it’s his
lower eyelids which close up not the uppers.
His brother’s the boss but is away in Sydney picking up his kids or it might be grandkids from boarding school so Fox is in charge.
Around the corner of the bar I see a bloke I recognise. His face’s got more folds than a poker tournament. It’s bloody Barnsey from Fords Bridge who’s having his usual dinner of a few drinks and a packet of fags.
One of the other shearers later tells me, “He like a bloody python. He eats a big dinner every four days or so and then he just lives on liquid and smoke!”
I leave Fox entertaining Kel and head around but Barnsey’s pissed at me.
“You took a million photos of me and never used a single one in your book! What, was I too good looking for ya?”
I don't have a copy with me but I’m 95% sure a shot of him did make the cut but that 5% niggles so I tell
him I’m saving him for when I do a book on Australia’s most ineligible batchelors and he heads outside.
Now, it takes a very special skill set to open a pull door whilst coughing your guts up and not spilling a drop from your full schooner glass but Barnsey’s got it nailed!
I head back to Kel and Fox who asks me how I know the python and I tell him about the Warrego Hotel at Fords Bridge where he’s one third of the town’s population.
Fox fires up.
“Worst fucking meal I ever had was in that fucking pub! We were shearing at a place just to the west of there in the late 70s it must’ve been and I fronted up to the pub at the end of the first day. The dinner special was fish and chips for four
bucks. I thought that was a good deal so I ordered some. Two minutes later the bloke’s back with my meal. ‘Here’s your dinner mate” and plonks it down. I look at it. It’s a fucking can of sardines and a packet of fucking Smiths Crisps.
I say to him, ‘are you fucking kidding? This isn’t fish and chips’. And he looks me in the eye and says, ‘Sardines is fish and it says chips on that packet so eat the fucking stuff. It’s what’s fish and chips is out here!
We had ten more days there so I knew he had me. That bastard knew he had me, too! Sardines and Crisps. If that’s fish and chips I’ll be fucked!”
Fox continues to light up the room with his stories and for a bit of sanity I pull Sharon aside and ask her about the black stump. It’s a whole load better story than the other towns’
claims which are all about logs. This stump was a person!
In 1886 Barbara Blain was with her bullocky husband, camped to the west of the pub when, whilst preparing dinner her dress caught fire and she was burnt to death. Apparently at the inquest, her husband described finding her and saying she looked “just like a black stump”. She was the first person to be buried in Gunbar cemetery but don't go looking for her, the grave’s not marked. What is marked is the spot this all supposedly happened on the dirt road from Merriwagga to Gunbar.
The Bear (look closely) – always hungry and looking to pinch a meal when a man’s not looking!
The small plaque’s on the west of the track about mid-way and you’ll need to enjoy riding the red sand if you plan finding it.
Burnt woman as the black stump makes more sense than a marker in Sydney’s eastern suburbs and it’s a whole lot more interesting than bland old dead logs!
Fox and friends are heading off to their rooms, Kel and John are cutting out and so I take my leave of Sharon and head down the hallway. Mission accomplished: I’m in a good pub, have slaked on cold drinks and damn, have filled up on good stories. D
The reason
When you find yourself in a pub which a gang of shearers has been returning to for over 20 years; where the ceiling lighting feature is a re-wired but totally rideable motorbike; where you can throw your swag in the covered beer garden around a raging fire for 5 bucks including shower; where a clean room is just 30 bucks a head; where you can park your bike under cover; where the locals love having you; where the kitchen is open whenever a hungry traveller turns up; where a schooner of lite is $5.50; where the night traffic noise is non-existent - at some stage you are going to kick back and say to your ride buddy, or to yourself. “This is why I do this!”
And it’s the hope of finding pubs like the Black Stump at Merriwagga that I do what I do!
A perfect score of 5 Helmets, and 10/10 for unique character.
Take in autumn in the iconic Alpine region!
➜ Manufacturer displays
➜ Test rides
➜ Accessories
➜ Adventure Challenge
➜ Presentations
➜ Show & Shine
➜ Food & Entertainment
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Mingle
WANNA TAKE YOU HIGHER
It’s heartbreak time WORDS & PHOTOS THE BEAR (WITH HELP FROM DHEERAJ SHARMA)
The height of The Bear’s career: this is as high as he got, though he claims that he and a couple of mates climbed up the nearby mountainside until they reckoned they’d reached 5000 metres. Well, maybe…
V V V
THE HIGHEST
ACCESSIBLE, motorable road (it is not a pass) in the world is in the Andes, marked on the map as Quebrada Ojos del Salado (Ravine of Salty Tears).
Presumably the road follows the ravine and its narrow waterway. It is in Chile, near the border with Argentina, and no – it’s not in Google’s Streetview. But sources generally agree that it reaches to 6646 metres high. The mountain’s peak is at 6893m, still a bit higher than the road, and it is the world’s highest active volcano; the nearest accommodation appears to be Refugio Tejos, a “mountain hut” at more than 5800m along the way. The
base camp for climbers attempting the mountain is somewhat lower again at Refugio Atacama. Highway 31, a wellmaintained gravel main road, is not terribly far away.
It seems that there are no other accessible, motorable roads in the world above 6000 metres. And I have a feeling that the Ojos del Salado road, whatever it consists of, may not be accessible any more either. Just a feeling – but then what does ‘accessible’ mean? Maybe you just need to be a competent trials rider…
Should you ever visit the area and attempt Ojos del Salado, please drop me a line. A postcard with “I did it!” scribbled on it before you succumb to altitude sickness will be just fine.
“Yes, but” I can hear you say, especially if you’ve ridden to the top of a well-known and carefully signposted pass some 40km from Leh in Ladakh and are under the impression that you had reached the highest motorable pass in the world, “what about Khardung La?”
Sadly, just because a sign says
Here’s a Compass expedition filling up from a 44 gallon drum high up in the Andes.
something doesn’t mean it’s so. Dheeraj Sharma, from whose writings I have extracted most of the information in this story and to whom I am enormously grateful, was under the same impression once. He recalls “posing with the sign board of Khardung La Pass in Ladakh and
Apart from all the other problems caused by height, the top passes are often in remote areas and you have fuel to worry about, too.
having a great sense of achievement of our lifetime being on the so called ‘The Highest Motorable Pass in the world’… Well, frankly speaking, it ain’t a child’s play to travel approximately 18000 feet from sea level and feel the top of the world as the thin air gives nightmarish situations if things get stuck at that altitude.
“However,” he goes on, “for those of us who have scaled over Khardung La Pass and felt that we were on top of the world then I would like to pause here and break your heart…”
What a bastard. But he makes up for the breakage by pointing out that the actual highest accessible and motorable pass in the world is not terribly far away if you’re hanging around Khardung La anyway.
“It’s about 105km from Hanle Village and about 235km from Leh,” he writes, “and it is called Umling La.” It reaches 5883 metres, and the Indian DoW (Department of Works) has done a wonderful job on it – it is even tarred! It’s true, I’ve seen the DoW photos – they apparently had to send their workers to a lower altitude after a short while because they became disoriented and incapable of working at that altitude.
“The route you can take,” Dheeraj writes, “is Hanle to Photi La Pass to Photile Village (57km) and then follow the route from Photile Village to Umlinga La pass for about 50km… You will come across two bridges/ water crossings while going to Umlingla Pass from Photile Village. There is another route from Ukdungle village as well but it is more of a dirt track only all the way except few kilometres.”
We leave India again for the third highest road, and head for Bolivia. The road to Uturuncu is in Potosi and until recently was often considered to be the world’s highest motorable road. It reaches 5,777 metres and, believe it or not, is popular with cyclists from all over the world. It was built to service a sulphur mine. There have been reports that a landslide blocked the road for motor vehicles at 5550m a few years back. But apparently it was motorable from Quetena to the col between
Uturuncu’s two summits at 5,760m in 2013. Get on your pushbike and have a look, why don’t you.
Number four is the road on the uphill side of Mana Pass or Dungri La, at 5610m. The pass marks the border between Tibet and India in the state of Uttarakhand. You need a pass (no pun intended) from the Indian Army, but it’s no problem to get that apparently. “The well-graded gravel-dirt road is higher on the Indian side than the new road on the Tibetan side,” so just make sure you get your sides right.
Marsimek La or Marsimik La is number four and is in Ladakh, India “where civilians, though native to India, with prior permits from the army can travel and scale this daunting pass at an altitude of 5582m,” writes Dheeraj. “Getting a permit to Marsimik La is a little easier in comparison to getting a permit to that highest road to Mana Pass or Dungri La road. The road to Marsimik La bifurcates through Pobrang on the way to Pangong Tso Lake and is about 20 odd kilometres from there at a steep climb.”
The fifth highest is Semo La, in Tibet, at 5565m. It is in central Tibet and it seems that “Travellers use this route as an alternative access route to western Tibet and Mount Kailash, especially when mud makes access by the more southern route difficult.“ It sounds reasonably accessible, especially if you’re in Tibet anyway.
Photi La, which got a mention above, is number six. At 5524m high it is “about 30 odd kilometres from an amazingly beautiful place on this earth called Hanle,“ writes Dheeraj. That takes us to number seven, Dongkha La or Donkia La Pass at an altitude of 5486m. It connects Sikkim in India with Tibet. This pass is in North Sikkim with Tso Lhamo Lake or Cholamu Lake, the 14th highest lake in the world, close by. The pass is controlled by Indian Army and you need to get special permits to visit, and the permits are mostly hard to get. Kaksang La, once again in Ladakh, is seventh at 5438m “Nearby there are two amazingly beautiful lakes by the names of Yaye Tso and Mirpal Tso which will take your soul away by
their first sight,” it seems. You need an Inner Line Permit in Ladakh to visit the region. “Please note at times, even after having permits, the army does not allow you to travel on this route and can send you back from the checkpoint in case they deem unsafe to travel further for civilians,” according to Dheeraj.
At number eight is another Tibetan pass, about 110km northwest of Lhasa. It is Suge La at 5,430m
The road to the top is in decent condition and after reaching the top, you get an amazing view of Chomo Gangtse mountain which boasts an altitude of 7,048 Mtrs.
It took modern SRTM (Shuttle Radar Topography Mission) and GPS data to establish that number nine, Chang La, at 5360m is actually higher than Khardung La as well. “Chang La is quite a beautifully located pass on the way to majestic Pangong Tso Lake in Ladakh, India which is visited by thousands of tourist every year as soon as the season in May – June starts after the opening of Manali – Leh Highway or Srinagar – Leh Highway,” writes Dheeraj.
And here, finally, is Khardung La at 5,359m. Yes, just a metre lower than Chang La, but that’s the way the GPS bounces. “Thousands of tourists travel every year to this mountain pass,” according to Dheeraj, “and I assume that it may be one of the most clicked passes in the world for sure with maybe thousands of photographs produced every year by tourists over the Internet who visit Ladakh. D
Getting high
There are many definitions of what constitutes a “motorable pass” or “motorable road”. For the purposes of this article, I’ve chosen places which are, or probably are, accessible by an adventure bike and for which it is possible to get official permission. I am open to correction. PT
INTERVIEW
AMM: Hi Troy, great to hear you’ll be riding at the International Festival of Speed, or what was, the Barry Sheene.
TC: Yeah, Stu it will be great to get back on a bike at Eastern Creek (SMSP). I haven’t ridden round there since a private test I did on the BMW S 1000 RR World Superbike back in 2010. It will take a few laps to get back into it but I’m really looking forward to mixing it up in the QBE Top 50 races.
AMM: What bike will you be riding?
TC: In the races I’ll most likely be racing a Yamaha TZ750. I haven’t ridden one of those before but it should be a lot of fun. I could also be racing the T-Rex Harris Honda I recently rode at the Island. And I’ll also be riding my ex-world superbike
Troy Corser talks to us about the 2018
International Festival of Speed
TROY CORSER (two times world superbike champion) will be riding and racing at the upcoming International Festival of Speed being held at Sydney Motorsport Park on the 22-25 March. Troy will join a number of world superbike and GP legends from across the globe to help celebrate the 30th anniversary of the World Superbike Championship. As this is Troy’s first time at IFOS, he took some time to answer a couple of questions for us…
Corona Suzuki GSX-R750 (K5 model) for the parade laps, which will be awesome to get back on.
AMM: The interest shown by racers across the world to ride/compete at the International Festival of Speed has been on the increase over the last couple of years, what has been your motivation to fi nally get into historic racing?
TC: Mate, essentially I’ve always had a great interest in riding or racing some of these old girls but my commitments in Europe have stopped me from actually being able to ride at the events, but now I am really excited to ride and race at the International Festival of Speed and also meet all the fans that come out to the event. I can’t wait!
AMM: That’s awesome, Troy. I’m looking forward to seeing you out
there. I could be riding my FZR1000 which will be in the QBE Top 50, but much further back than what you’ll be.
TC: (Laughing) You’ll be right, but just being at the International Festival of Speed will be something special.
AMM: You’re not wrong, just be prepared for the many thousands of fans that will want to meet you!
TC: I’m ready, mate!
Make sure you’re at SMSP in March to not only see Troy in action but all the other legends of the racing world and the red hot action of the historic racing over the four days. There’s over 50 races which will include over 400 classic race bikes! For tickets and more information remember to jump onto www.internationalfestival ofspeed.com . SW
CALLING ALL FOUR-EYES
Since I had eye surgery to remove my cataracts, I no longer need to wear glasses all the time. My distance vision was fixed along with the cataracts. But of course I still need specs to read, which means I need to carry glasses, which is annoying, and I frequently forget them. But… I usually have my phone or my keys with me, and Rocky Creek’s Readers can be fitted to either. The small, flat case is hardly noticeable and when you need to read something, just reach for your phone or keys, slide the Readers out of the case (shown) or pod and pop them on your nose. The POD Readers stick to the back of a phone, or inside a wallet/purse/pocket and the KEYCHAIN Readers slide inside the case, keeping them safe. Cost is $32 each and the value I get out of
but the Reader specs will sit comfortably on smaller noses, too.
2.The Readers fold up and slip comfortably into the keychain case and also into the stick-on pod.
them is huge. For one thing, I no longer have to hold documents at arm’s length to read them… See www. rockycreekdesigns. com.au for more.
DOUBLE VISION ON THE ROAD
We suffer. Not only because others, with 6/6 vision (whatever happened to 20/20?), snigger at us but also because we leave our glasses at home or elsewhere, or we sit on them, or – and this one is my main complaint – we spend heaps of money to get bifocal or multifocal sunglasses to ride our bikes while protecting our eyes.
So how does less than 40 bucks sound for bifocal sunnies or clear safety glasses? If you’re like me and have good long-distance vision but struggle to see up close, you will be delighted by the IC Nearview Safety Glasses from Rocky Creek Designs at a mere $38.95.
“As we get older most of us experience some deterioration in our eyesight,” says Janice from Rocky Creek. “These glasses are a great solution for those of you who can see clearly out front, but struggle to read your instrument panel, speedo or GPS. Given the proliferation of ever fluctuating speed zones, this is a pain.
“The IC Nearviews are riding glasses with bifocal lenses. The bifocals are available in
+1.0, +1.5, +2.0, +2.5 and +3.0. Whilst riding you look along the road through the non-magnified lenses and when you want to check your instruments, speedo or GPS you simply look down through the bifocals. How simple is that!”
I’ve been using a pair of these sunnies for a while and I can vouch for the fact that the frames are lightweight and super flexible. The arms are flat so they fit comfortably between my head and the helmet. They have an Anti Fog Coating, too. Available as an optional extra is the Positive Dust Seal. This clips into the frames and protects your eyes from fine dust, pollen, other irritants as well as peripheral light. And I can see my instruments clearly. See www. rockycreekdesigns.com.au for more information, or to buy a pair. I’m not giving mine back! PT D
1.This is what it looks like when you’re long-sighted and try to read your instruments…
2 …and this is the much-improved view with the bifocal Nearviews.
1. Not everyone has a honker the size of The Bear’s,
The IC Nearview Safety Glasses come in Smoke (shown) and Clear.
ALL YOU NEED IS LOVE…
We asked you to tell us why you love motorcycling, with the best letter scoring our copy of the wonderful BIKE EXIF motorcycle calendar for 2018. Here are some of the more intriguing entries.
Raymond Jones reckons that “The thrum of the motor and burbling exhaust calm my spirit, while conjuring a feeling of power and freedom. Body and machine combine to take charge of my surroundings and meld destination with this moment. Riding is life! Maybe I’m mad but I love motorcycling.” No, you’re not mad, mate.
One of our regulars, David Reeves from Ride The World (Australia), reckons he loves motorcycling because “It's how strangers become friends.”
To win our 13 month calendar
Wonderful reason, but it’s not all from David; he also says that “It's life outside the boxes.” And “Every journey is a new journey as you never know what you will encounter.” And finally, on a slightly different tack, “You can be one with the world around but comfortable in the right apparel.”
Another regular is Jeff Cole from Alice Springs, who reckons that “If you have to ask why I love motorcycling then I will never be able to explain it to you.” Good point there, Jeff.
Paul Whelan wasted little time on his heart-felt response: “BECAUSE!!??” he wrote.
“I ride so I can live my life as much as possible!” wrote Lou Cugola. “I must come clean, I heard this from someone else but it describes exactly why I ride.”
Hobart rider Steve Percival is pleased that he lives in Tassie. “Hi Bear - reasons why I DON'T love motorcycling would be a much shorter list... scroll down,” and then there is nothing in the list. “That just about sums it up!” he says.
All terrific reasons, you’ll agree. But we thought we’d send the calendar to Aaron Hayes. He really ransacked his feelings to send us this set of reasons: “My love extends far beyond motorcycles and motorcycling…” he writes.
“For me the love is speed, and/or being on the edge – taking a risk that could end in disaster. I am not by any means suicidal, I love the fact that I am the one in control of the situation, not being dictated to by the national safety squad. I can get this feeling in a car, a plane, abseiling, I used to get this feeling when competing in Judo, or working in security when I had to deal with an aggressive person or persons.
“Motorcycling has boundaries and it is very unforgiving if you push those boundaries too far. I find the feelings on a Motorcycle are rawer than anything else I do. It is not always a love, it has on many occasions been the need to
get uncomfortable, to take the next step, lean further, brake later, catch my heart in my throat and jumping back on, even though I have just witnessed a mate lose the battle with a car. for that reason, I have been able to jump into life situations that to most people are beyond their abilities. I have failed many times, but I have never regretted jumping in.
“Motorcycling highlights for me when I don’t have the knowledge or ability to do something, it gives me all the cues to go and get more training, I am a believer that I can never have enough training. It humbles me – I might not like my shortcomings, but I do know I need to be aware of them and work on them and not make excuses or blame others for them.
“Motorcycles are Art, I can look at Motorcycles all day. They elicit very strong emotions. I choose my bikes on how they make me feel. I used to build cars, so they would make me feel passion. I have found many Motorcycles that need no alteration on my part, I have never found a car that has not needed a personal touch and a lot more power under the bonnet.
“I love that Motorcycles are not for everyone. It is an acquired taste, like a fine wine. Some people smell and swill and spit, the true lover of motorcycles gets totally shitfaced on the sights, smells, tastes and sensations that can and do leave me feeling mighty dusty if I enjoy them too much. The 2-day body hangover is often cured by a Barocca and Neurofen. I vow not to run quite so ferociously - and with conviction tell myself that next time I will ride and check out the scenery, only to get the taste of a few corners that turns into a 2-hour switch back and sweeper binge that is bound to have me calling in sick on Monday morning.”
Congratulations, Aaron. Not for the length of your reply, but for the burning emotions it gets across, and inspires in others who read your words. PT D
SHEDX
An angry white sea of infi nite spaces
WORDS BRETT SPINUCCI
PHOTOS RALPH
IF ANYONE EVER tells you that putting their project bike together was straightforward and easy, they’re lying.
This whole project started because I’d fallen in lust with the lines of a Ducati Sport Classic 1000 S. It’s one of those motorcycles that pays respectful homage to the timeless looks of the Ducati 900SS of the ‘70s - but with brakes, suspension and electrics that work – oh, and it doesn’t cost $60,000 to buy!
I’d owned a Ducati Sport Classic GT 1000 with a set of Termignonis and really enjoyed it but wanted the sleeker look of its faired cousin. So after a fair bit of looking I found one up in (of all places) Darwin that had really low kilometres and was seemingly owned by someone who (I had come to discover over the course of several emails and discussions) was as anal and obsessive as me – to the point where I actually felt comfortable buying the bike sight unseen.
The transport to Sydney wasn’t too hard to arrange and not really that expensive – as long as you’re happy to wait 3 weeks as the freight company only picks up from Darwin once a month. It arrived perfectly intact and was exactly what I was looking for...or was it?
I loved the engine, but this 900SS “reproduction” instead of being lean and lithe was really wide and long. Like REALLY wide. Like I said, I loved the engine, but the handling could do with a bit of sorting and I could see a few bodywork modifications I’d like to make. Nothing we couldn’t work through.
While trawling the endless corners of the internet I had seen mentions of a
workshop mysteriously called “Shed X” in a Ducati owners’ forum. They were rumoured to be churning out some very tasty modified Ducatis and through asking around I learned they were somewhere in Sydney near me.
God bless Facebook because there they were and after a bit of to-ing and fro-ing on email I was eventually able to speak with Neil and briefly explain what I was after, so he suggested I stop by the workshop and meet him and Jim and run a few ideas around.
I met the boys and explained what I wanted done to the 1000 S. A cut here and some off the back there and a narrower fairing and they both looked sort of...geez I dunno, pained I guess.
After listening to all of my waffle, Neil pulled out his phone and got an image up on screen, showed it to me and said “so you want it to look like... this?” It was a Walt Siegl (US frame builder) Leggero and it was beautiful.
“Yes!! Thank God you guys actually get it! How much is it to get this (pointing to my bike) to look like that?”
I eventually came to with Jim offering me a cup of strong tea.
Neil told me that the last guy had walked out of the Shed uttering indignantly “you could buy a brand new Panigale for the same money,” and if I dared say that he’d never talk to me again.
I went home and curled up in a foetal position for days.
The boys had meanwhile arranged for
another customer to have his mid-‘90s 900ss frame modified by Walt Siegl and also ordered the full Kevlar bodywork kit to suit the modified frame and they called me up to come take a look. It was gorgeous. By the time I got there a week later they had partially assembled the bike to an almost rolling frame. We tentatively balanced the tank and bodywork in place and it just looked “right”. Bodywork that was
made perfectly proportioned, no frame tags in sight. Everything seemed to be made to 9/10ths scale of my Sport Classic, but better in every way.
After lots of deep breathing meditation and some soul-searching I had come to the decision that there was no way that I was going to be happy unless I gave this project a real go.
I sold that Sport Classic the very next month to a delightful guy who I sincerely hope is reading this article and is still loving it.
No sooner was I cashed up, but bugger me if divine providence didn’t intervene in the shape of a Ducati Monster 1000cc “twin spark” that had been badly neglected. It was all there –and did I say cheap? Man it was going cheap cheap cheap like a bloody canary. So I bought the bastard! Although I now had the perfect
“donor” bike, there’s so much that needs to be organised and as the boys mentioned, they could adapt any suspension and brakes to work – did I want to try “something hotter”?
Once you open up the Pandora’s Box of possible modifications, there are literally hundreds of decisions that need to be made and if I’m honest, even with 40 years of motorcycling experience I felt I was getting in way over my head. We knew the motor was going to need a full rebuild – but what spec did I want? Does sir wish to have lumpy cams and flat-top pistons? How much weight should we shave off the flywheel?
The boys at D Moto Motorcycle Engineering at Clyde did the engine rebuild and the brief was to keep it as stock as possible. Everything was carefully weighed and balanced and they actually wrote the map for the ECU on their dyno.
There simply is no better way to bring out the best in an engine build than to run it on the dyno.
Then I spot a 999 front end propped up against the wall of “The Shed”. By now you’ve got the idea that I didn’t arrive at Shed X with pages of specifications and drawings and a firm idea of the specifications of a finished product in my head. Subsequently this motorcycle was built via a sort of process of distillation that I can only describe as “organic”.
We found a guy called Darren Millichamp from DNA Custom Cycles who could adapt the 999 forks to our earlier frame by machining up a custom
set of triple clamps that just look fantastic. The guy is a genius.
No sooner was one aspect sorted than another series of decisions were made while standing around in The Shed with more mugs of strong tea and much tugging of chins.
One of the by-product of many conversations and innumerable mugs of tea was that the boys became quite adept at reading my thoughts. While others would have wanted to throw the entire catalogue of Rizoma parts and the entire known world’s quantity of carbon fibre at this, the boys soon learned that I wanted something that could almost look like it had been produced by the factory.
Details such as re-using the foot-pegs and kick plates from the donor bike captured some of that “factory” look, as did the use of mid ‘90s Ducati 3-spoke cast wheels.
I guess ever since the project began I had agonised, no, let me write that in capitals, AGONISED over the paint scheme. The internet is full of beautiful examples of what NOT to do and I was truly terrified of becoming another one of those.
I think I drove Jim quietly nuts as I changed the paint scheme at least once a fortnight - and in fact the final scheme you see here was decided very late in the piece and somewhat under pressure as my project build was drawing to a close and Jim was moving house (and Shed) to Kiama on the south coast of NSW.
I had originally proposed a Pantah
scheme of the early 1980s. Jim really dug the idea and had pretty much nutted out the difficult bit - which was how to adapt the graphics to the curved bodywork we were using. Jim is a painter of artisan quality and paints all graphics, there’s no cut vinyl decals here kids.
About two weeks out I showed a photo to Neil of a blue and silver 900SS – which was perhaps the 44th such change. “I’m too scared to tell Jimmy, mate. He’s going to hate me.”
Neil said (in his Scottish brogue), “Nonsense, he hates everyone. Why should you be any different?”
Luckily Jim loved this idea even more than the Pantah scheme and said something like “How much do you trust me”? What he meant was, instead of me specifying the precise design, just let him sort the graphics and use of colours. “I merely ask that you make the purist Ducatisti slightly angry – oh and I want a racing numberplate on the tailpiece”. Boom!
Once the bike was complete there were some final titbits that needed tidying up and I picked up my new bike from the boys at D Moto and rode it home.
Being so light and with plenty of Ducati V-twin power this Shed X bike is quite a swift machine. The styling and paint design you see in the pictures gets so much attention from wherever I ride it, and I’m really happy with the final product… and I can recommend the boys at Shed X highly. D
RULING THE ROAD – AND RALPH
Harley-Davidson Road King
WORDS/ph O t OS Ralph
More HarleyDaviDson miles have rolled under my butt in the last year than during all my other 45 years of riding. Does that mean that I’m qualified to make sense of the unique riding experience I had over the recent summer holidays? I managed to get hold of the right bike: the highly aspirational Road King, one of H-D’s most sought after models was available for loan. The weather was near perfect and the kids and partner were all keen, so who was I to argue?
So here I am, pulling the handlebar into the straight-ahead position and giving the rocker gearchange a deliberate prod into first… and it’s time to admit that the depth of my knowledge about this King is what you might call severely limited.
A couple of weeks and a few thousand kilometres later, the Road King made perfect sense, having revealed its true character and nature.
Did you know that there is almost no vibration from all that mass of rotating, thrashing metal? Certainly none that is intrusive or annoying. The 1745cc big mutha barely throbs away and the unique
Harley sound means that its soul has to show itself from somewhere other than the exhausts. You won’t find the magic between your knees, but oddly enough in your feet. The gentle throb, the amalgamation of the engine, mass of the wheels and the central point of the axis between the crankshaft and primary drive linked to the gearbox means that my size 43 boots enjoyed finding out that this machine does indeed have a personality.
A modern V twin, in order to meet the statutory requirements world, has to be a quiet beast. I don’t subscribe to the
‘noisier the better’ theory, although hey, if you want to blow $1800 or more and have your ears bleeding go right ahead. On this bike and for summer riding I’ll happily take feel over noise. And I’m not the only one. Did you know that a ten-year-old can operate a Road King? This is an example of Harley-Davidson’s quality throttle connection – a secret that I don’t understand but that I enjoyed enormously. Not every manufacturer can soften out the initial outpouring of 145Nm of torque not far off idle, and on the Road King, especially during a two-up take-off, there is predictable push as massive amounts of torque push you forward.
This can be a really good teacher when you want to train someone that twisting the throttle-drum this way means go and the reverse means slow. The fuelling is so sorted that I felt comfortable with putting it to the test. My son, my 12-year-old daughter and even my 52-year-old female friend who has never ridden a motorcycle had near perfect roll
on, roll off and a steady cruising throttle nailed within a few kilometres of a long and straight (and deserted) road just by leaning around me as I steadied the ship with my left arm. That is the quality of the connection.
Still, it isn’t every day I would say that a cruiser sometimes has a little too much grunt. The Road King like all the enormous H-D range can give the pillion a bit of a frightening shove if the rider is a bit too throttle-happy or the passenger is not attentive. I would want a power switch for those times and especially as the pillion seat without a sissy bar or real grab rails slopes away too much. But of course if you know how to ride a big Harley you also know how to control the throttle...
I bet you didn’t know a Road King is great on the dirt! Over the break we ventured in and out of a mate’s rural property, testing the suspension and stability over the gravel and dirt. While the suspension is short on travel, the bumps are soaked up well and the long wheelbase irons out the rocky bits. I
would have thought the front-end might have washed out and tucked the tyre into the soft gravel build up in the middle and edges of the road, but it doesn’t. After the first day of going in and out to Mystery Bay (there I go again, giving away the secret best spots on the South Coast) I learned to trust my ride. Now you wouldn’t want to go giving your State Government any more than they extract from you, since they will only spend it on themselves and not pensioners or hospitals or gaols. I indeed to avoid contributing to them or the other three, and this is how.
Did you know the Road King has a speed control device? Cruise control can be next to useless on a large capacity, high-speed motorcycle that is far happier lapping the Nürburgring Ring in under 17 minutes than settling on the 40, 50, 60, 70, 80 or 100km/h limits our wonderful State provides for our amusement. The King’s system, on the other hand, is a good one and saved me a number of times. The big twin lopes along happy in its own world and
“ t H e 1745cc B i G
MU t HA BA re LY
t H r OB s AWAY AN d
t H e UN i QU e HA r L e Y
s OUN d M e AN s t HAt
its s OUL HA s t O
s HOW itse LF F r OM
s OM e WH ere O t H er
t HAN t H e e XHAU sts ”
cheerfully complies with speed limits. It’s true that my average build means that the handlebar requires hanging onto once the needle nudges 110. Given the Zen-like relaxed feel of the bike, why bother! There can only be a handful of bikes that chill a rider down to the point of making an Anger Management course a waste of money. Would you eventually find yourself heading for the scented candles shelf in the gift shop? No, the bike makes too much of a powerful impression for that. And if you were to add a set of Screaming’ Eagle exhausts you’d find your inner hoon before long, too.
Did you know that I can strip the family holiday house bare, make all four beds, clean the bathroom and knock over the floor-cleaning in an hour and half? And that this is shorter time than it takes to pressure-wash off the bugs and dirt and dust, then hand-wash with lots of suds after removing the quickly detachable panniers to get started on all the hard to get to places? This is a big bike, with lots of surface area. Admittedly, it also has an unbelievable finish which takes the task from painful to engaging! Two hours and a couple of nice Green Pale Ales later I’m into the chrome fest with Brasso. The shine becomes almost majestic and the paint is deep after the polishing treatment with wax.
About now I have finally bonded with the Road King and regret the 90-minute ride back to the office, licence intact and knowing some Bear Paws will undo all my loving treatment. But hey! No complaints, because waiting in our parking space is something white with a big fairing and a stereo, and with ‘Road Glide’ on the tank. Keep that summer rolling. D
How have we been abusing our long-term bikes this month?
nEw bagS, tyRES SuSpEnSion &
Royal EnfiEld Himalayan, ducati ScRamblER & KawaSaKi Z650l
STRAP ‘EM, DANNO
DrySpec D20 Dry Saddle Bag Set $279.95, 3 colours
Why, you may a S k with a lightly elevated upper lip, was I looking for soft luggage for our RE Himalayan? The bike came with a pair of perfectly good aluminium pannier boxes, fitted to a light but strong-looking rack from the factory. Isn’t going to soft bags a step back?
Well, not necessarily, smarty. My ideal luggage selection for relatively serious Outback work (or as serious as I get, which is like
maybe traversing the Flinders Ranges or dropping by the Tibooburra pub) has always been: soft panniers, a solid top box and a strongly-made tank bag. Experience has taught me this, so pay attention for once. The strong tank bag is there in case you endo the bike. Yes, I have done this and I destroyed a lot of valuable camera equipment that I thought was safe there. The top box, preferably as close to dust-proof as possible, is for breakables and stuff you would prefer to keep dust-free, such as food. And the panniers are soft because, should they be ripped off when you slide the bike – and yes, I have done this too – you can
usually strap them back on. If their contents are soft, such as clothing and a sleeping bag, they also act as a kind of buffer even if they are not torn off. Damage, obviously, is minimal. In the interest of kitting the Himalayan out as a proper desert tripper, I therefore wanted to sample some soft bags for it. I tried a couple of different brands, and much as I liked them they suffered from a common problem: the right-hand bag was too close to the bike’s exhaust. Ever since I saw
DrySpec bag sits comfortably above the Himalayan’s muffler.
a bike at the side of the M1 with one of its textile panniers on fi re I have been mindful of the danger this poses.
But of course in this day and age there is an answer to every dilemma. Steve from Adventure Moto had mine, in this case. It was a pair of D20 DrySpec bags, which mount high enough to be well clear of the pipe on the right. They also come with an interesting variety of mounting straps, which provided me with a happy half hour of fi ddling. These bags are seriously well thought-out. They have a simple but effective roll top and a rigid core, which means they don’t fl op or fl ap around, and they are guaranteed to be 100% waterproof, with radiofrequency welded seams. I love that idea – you kind of hold them up to the trannie and tune in to Elvis’ Greatest Hits, and then… no, no. The seams are neat and the 22 ounce Vinyl and coated Cordura that the bags are made from looks indestructible.
If you have other DrySpec bags you’ll fi nd that these bags can be fi tted to several other types in various ways, which makes a tidy package. I like them a lot, and when they’re not going out into the desert on the Himalayan, they will feature on my Ducati Scrambler, where they also fi t well even without a frame. And of course they also look cool, as anything on the Scrambler (except possibly the rider) must do!
The DrySpec bags are available from Adventure Moto, 915 Old Northern Road Dural NSW, 02 9561 3355 and www.adventuremoto.com.au . PT
Both of the spots are still working in this photo; one let go soon afterwards.
WHILE WE’RE HIGH
The Himalayan has been handed over to regular contributor David Reeves to have some miles put on it and to have our various additions evaluated. Sadly, David came straight back with one failure on the first day he took the bike out. One of the Chinese-sourced spotlights failed because the neutral wire broke at its soldered connection. This sort of thing is worth finding out; as the old saying goes, if it seems too cheap to be true, it usually is… David will be trying another set of spots, and we’ll let you know just how well those work. I’m not sure where he’s going to source them… PT
ROAD ROLLING
Avon Spirit ST
RRP $194.95 front, $284.95 rear
more than one opinion on the matter. Opinions sometimes diverge on the meaning of the word ‘appropriate’. The Ducati Scrambler comes with mild block-pattern OEM tyres, so the good folks in Borgo Panigale clearly think that ‘appropriate’ in this case means appropriate-looking. They
It is a truth universally acknowledged, that a motorcycle in possession of sharp handling must be in want of appropriate tyres, to paraphrase Jane Austen. Most OEM (Original Equipment Manufacturer) tyres abide by this truth, but it is universally acknowledged in different ways, and there can be
FOR A COMPLETE RANGE OF TINTED & LARGER SCREENS
are quite right, too. My bike looked every bit the goods while wearing the originals. It handled well, too, but in the back of my mind I had the
idea that it could, perhaps, handle better – at least on tar, which is where I use it. So the word went out, and Avon distributor Pro Accessories
07 3277 0675, www. proaccessories.com. au came up with a pair of Avon Spirits. I’ve always been partial to spirits (one day I’ll tell you about the New Years’ Eve punch back in 1955) so I jumped at the chance. Ralph did an ace job fitting the tyres in the well-equipped workshop at Scooteria, 150 Parramatta Road Stanmore, who are allround good guys. The result was interesting, to say the least. The Avons turned the Scrambler from an admittedly soft dual-purpose bike to a really sweet road bike. It handles more securely, turns in nicely and overall feels more integrated. So if road handling is what you’re after, you will find the Avons considerably more ‘appropriate’ than the specially developed OEM Pirellis. However, should the look and the dual-purpose capability of the bike be your ‘appropriate’ view, stick to the Pirellis. PT
SUSPEND ME
D Moto Motorcycle Engineering
Price – from $350
Making the suspension better on a tight budget is what I wanted to show with what we’ve done to the Z650L. My aim was to show you what can be done without going out and spending thousands on gold valves, springs and a new shock.
For very little money, these improvements have made the Z650L not only ride better, but turn in faster and have better feel and grip when punting it through a corner.
Avon’s
lONG terMers
I got the fine gents at D Moto Motorcycle Engineering to do the work for me which consisted of a heavier fork oil and revised fork oil height and checking the rear spring rate and then turning up a collar on the lathe for more preload than what is available, standard. The fork oil we put in was a 10 weight with a 115mm air bleed height. The oil we drained out was already black and
quite low at 130mm. We also pushed the forks through the triple clamps by 5mm for faster turn in. What the heavier and higher oil height does is essentially give the front more preload/compression as the oil is slower to go through the valves. On the rear, the Z650L has quite a heavy spring already so Shaun machined up a 15mm collar out of aluminium and placed that in between the
spring and top collar.
After getting the forks and shock back in the big test was to get the Z650L back on its wheels and do the old “press on the tank” test. If you don’t know what this is, it is standing, balancing the bike as little as possible between your legs and pressing down sharply on the tank. If the front and rear compress smoothly and together you’re at a great starting
point and as the Z650L has no adjustment on the front and is already on full preload on the shock, when both front and rear compressed together nicely I knew it was as good as you’ll get for as little money possible.
The cost of doing these small improvements can be as little as $350, but this all depends on how difficult the forks and shock are to get out. I recommend talking to Shaun, George or Mark at D Moto to discuss, firstly what you’re looking to get out of any improvements and then deciding on what you do. SW D
Mini Pump
» Select pressure, switch ON and the pump automatically switches OFF when the pressure is reached.
» Displays in PSI, BAR or KPA
» Pumps to 50 PSI
» Actual Pump size: 10.5 x 12.9 x 5.3cm
» Light weight and portable - weighs only 497g
The Kit includes the MotoPressor Mini Pump with Digital Pressure Gauge and all the power leads and connectors to run from your motorcycle battery or a mini jump starter, packed neatly into a sturdy carry case.
TRAVEL SIMPLY ’ ONO,
THE BEST
The Bear’s favourite roads
AND PICS THE BEAR
BRADDAH!
THE ROAD TO HANA
YOU’RE IN PARADISE already when you’re in Hawaii, so obviously there has to be a wonderful motorcycle road here. And there is, even if it gets more than its share of Mustangrenting tourists as well. It’s the Hana Highway, which begins in the middle of Kahului and takes you to the eastern extreme of the island at –wait for it – Hana. Along the way it takes you through banana plantations and cattle ranches and, eventually, through some exotic rainforest.
Fill up before you leave; there is fuel at Hana, but I’m told it is not entirely reliable. From Kahului you swing around to the south of the airport and head for Paia on Highway 36. The coast here is considered exceptionally good for windsurfing, and you should be able to see some (and maybe try it) at Ho’okipa Beach Park. Paia likes to think of itself as the last of civilization along here, and the gateway to the Hana road, so there are extra tourist tchotchke shops and t-shirt vendors. It’s still quite picturesque and friendly, but the road is quite narrow and busy in town. Stop for a look at the Coral Miracle Church at Wailua. The coral it’s made of was washed up miraculously on the beach. True. The road surface is excellent as you continue on a twisting road through the hills. For no immediately obvious reason, the highway changes its number from 36 to 360 at the Kaupakalua Road turnoff.
From here on it gets wilder, and there are some interesting roadside stops. The first is Twin Falls Maui waterfall, marked by the big Twin Falls Maui Farm Stand. You can buy some fruit and wander down to the waterfall for a dip – it is quite a way, though. Theft is a problem here, so make sure you lock everything into or onto the bike. Na’ili’ili-haele stream and waterfall is a little further along.
Just after the Garden of Eden Arboretum the road tackles some terrific tight corners as it follows the cliffsides around. A quick note here – beware of all the narrow little bridges. Some of those touristdriven Mustangs will not have any idea of precedence for bikes!
The corners continue as you roll on through the forest and grassy patches. There are two opportunities to check out some lava tubes; I haven’t looked at them
1. When they say that the road ‘hugs’ the coastline in places, they’re not kidding.
2, The road surface is generally excellent, just watch out for some of the bridge approaches.
3. Barbecue chicken ‘plate lunch’ Hawaiian style at the open-air Braddah’s in Hana.
4. Take a break and go for a swim at any of the waterfalls along the way.
5. Someone has counted the corners, but I can’t remember how many there are.
but they come recommended by friends. There’s another waterfall at Makapipi, where one of the few side roads turns off to Nahiku. If you’ve got time it’s worth checking out;
The Hawaiian flag looks a bit familiar, doesn’t it? That Union Jack in the corner is a bow to Captain Cook.
there is a roadside stop at the coast. A turnoff well worth taking is just before Hana to the Waianapanapa black sand beach.
Hana itself is a super-relaxed place, where the best things to do are looking over the Hana Cultural Centre – where you can also buy some relatively interesting souvenirs (generally, Hawaii is not a great place for interesting souvenirs) – and the roadside food. I particularly like Braddah’s, which offers excellent barbecue and cold drinks. There’s a shop, Hasegawa General Store, and a small service station out this way.
The Hana Highway continues to Kalepa Point, a little further south, where it becomes the Pillani Highway but keeps its number, 360. You can continue along here and get back to Kahului this way, and the road is not too bad – but it is narrow and the scenery can’t match the Hana Highway’s. I suggest turning around and doing the Hana Highway again, and maybe stopping at a few more of the roadside stalls and waterfalls and streams.
Background
WHERE?
Maui, Hawaii (https://www.gohawaii. com/islands/maui).
KEEP IN MIND
Hawaii is part of the United States, so if you’re Australian or a Kiwi (we both qualify for the Visa Waiver Program) you will need to lodge an ESTA (Electronic System for Travel Authorization). You also need an e-Passport. Take a look at https:// www.cbp.gov/travel/international-visitors/ esta to apply, or if you come from another country to see if you qualify for the ESTA.
GET THERE
Both Hawaiian Airlines (www. hawaiianairlines.com.au/Sydney/Maui) and Jetstar (www.jetstar.com) regularly have cheap flights to Honolulu, and the short flight across to Maui is cheap and frequent. Fiji Airways (https://www. fijiairways.com/) also has low prices, but the flights are not direct.
STAY THERE
There is a huge selection of hotels and resorts on Maui. I like Lahaina (https://visitlahaina.com/); it’s not expensive and has some interesting shops and restaurants.
GET A BIKE
There are several rental choices, but I recommend Eaglerider (www.eaglerider. com/maui), at Kaanapali. Service is good, standard Eaglerider. They will come and collect you from your hotel (and return you) if you’re not too far away. A Harley is just right for this ride.
LENGTH
From Maui Mall, where the Hana Highway starts, to Hana is 82 kilometres – so there and back is 164km.
TIMING
This is a good day ride with plenty of time to stop, take photos and just enjoy. Try to visit in shoulder season, April-May and September-November. Good weather and fewer tourists than in summer or winter.
FUN FACT
Hawaii has Interstate Highways (although the Hana Highway is not one of them) despite the fact that there are no other States to which they can connect. But the name of the road system is actually the ‘Dwight D. Eisenhower National System of Interstate and Defense Highways’, and Hawaii is full of military bases. The Interstates are also funded by Washington. D
Greece Tour
www.adriaticmototours.com
BSA
IThe original in all its spare, beautiful glory. Yes, they were certainly pretty.
OR SFA?
Mahindra is resurrecting a classic name. Should it?
KNOW I SHOULDN’T laugh. No, seriously. When someone else has a shot at the English language, most of the time I would bet that their attempt would be more comprehensible than any of mine in their language. But when the attempt covers a subject that is potentially even more dicey than the way it’s expressed, well then…
What am I gibbering about?
Well, you know how it’s become fashionable to resurrect old, famous motorcycle marques and produce new bikes under the old name? It can work, I know; it has with Triumph (although Triumph was never actually allowed to entirely die) and Indian (which died a thousand deaths). But
the idea has produced little else, except some Chinese bikes badged with once venerable names – and of course Norton. The less said there, the better.
By now you probably know that Indian vehicle manufacturer Mahindra has bought the BSA brand. The Indian carandbike website has the following take on that, sent to me by a friend from India. He is not in the motorcycle industry:
“The notorious British bike producer, BSA, was at one time the biggest offering bike maker on the planet.
With Japanese creators offering less expensive items and the absence of prescience at BSA, the organization met its end. This year Mahindra reported arrangements to resuscitate
BSA… Their first item has been affirmed to hit the lanes in 2019 and originator Oberdan Bezzi has discharged renderings that will draw Mahindras attention.
“Based on the BSA Victor, a 441 cc, 30 PS machine which was at a bargain somewhere around 1968 and 1970, the rendering is well-suited for a current BSA. With a Scrambler styled outline, the portray gets rough terrain tires. The fumes has been raised and kept parallel to the seat. Outfitted with Brembo brakes, topsy turvy front suspension, gas charged back stuns and ABS, the bicycle overflows modernity and has a particular premium feel.
“BSA models are relied upon to be planned in Europe with information
sources being acquired from Mahindra Racing, the Indian makers Moto3 division situated in Italy. Mahindra additionally has a larger part stake in Peugeot bikes, so some French impact can likewise be relied upon to stream down in cutting edge BSAs...”
Okay, I apologise for printing that; but it’s like this: Once upon a time we could rely on Ducati to give us a good laugh with its English-mangling press releases, but they’ve found someone who actually speaks English to write their more recent efforts. So we need someone…
Anyway, carandbike has the facts right. But I do wonder how well Mahindra’s move is going to play out in the real world. They have also bought the rights to Jawa, and they will certainly do well with that in India where Jawas were a huge success for many years under the name Yezdi. In fact, before the Japanese were allowed into the Indian market (eventually to be followed by the Europeans and Americans), two-stroke Yezdis were the choice of all the young guns. So Jawa/Yezdi, yes dear.
But putting the BSA badge up against Royal Enfield, as Mahindra looks like doing, is not a lay down misère. Number one, Royal Enfield has the advantage of continuous production and therefore an extremely well-established name which it is now using to broaden its offering, with bikes like the Himalayan and the new twins. Number two, and it hurts me to say this, but does the current motorcycle-buying public (in India and elsewhere) really remember BSA?
In a way you’d have to hope they don’t. My few attempts to start a 441 Victor, which is the bike Mahindra is copying for its first new model, were
A mockup of Mahindra’s proposed 441 Victor copy, or perhaps resurrection.
agonizing. The bastard did not like to start; you must remember that electric legs were a way off yet for the Poms. So it was: fi rst kick the bike over a few times with the clutch in to free the clutch plates; turn on the ignition; get the piston to TDC; pull in the decompression lever; move the piston just a little bit past TDC; release the lever… and KICK. Until you get used to doing this, your knee may attempt to break a few of your ribs as the bike backfi res.
I checked the interwebs to make sure I had this right (protective amnesia) and one comment from an American Victor rider reminded me of something that happened to a mate, fortunately not to me: the kickstarter “gear was just pressed onto the shaft. After a few years of jumping on em’ they will ramdomly and compleatly let go (spin around the shaft) and hyper extend your knee and have you crying like a little girl.” The same commentator noted that “they’re fun as hell when you get ’em started, then you notice how bad the brakes are!”
That blog was a lot of fun, and reminded me of far too many things that I’d forgotten. Here’s how to set the timing: “The spark plug fires when the points open, which should be maybe 35 deg BTDC on
compression. So, push the K/S lever and find the compression stroke as described above, pull the plug and stick something in the hole as vertical as possible. (Important: make sure it is too big at the top end to fit through the hole and fall in and do not ask why I say this) With the back wheel off the ground and the bike in 4th gear, slowly bump the motor until the stick is at the highest point and mark that on the stick. Mark the stick 1/2” lower down and put it back in the hole and rotate the motor backwards.
“This is approximately where the points should open. Install the points plate to match this. You need to find out the timing specs for your engine and learn how to use a timing disc to do this accurately because the stick method is not super close, but could get you home and can be good enough after you have set the points the right way several times and see how it matches your stick.
“A BSA Victim is a very good learning bike.” Learning that you should have bought a Japanese bike, I guess.
But never mind. Let’s wish Mahindra all the best – presumably their bike will have an electric leg, anyway. And it will be nice to have BSA back, in my opinion. But I am 70 years old… PT D
readersride
BACK IN THE SADDLE
THe RoyaL enFIeLd factory motto is: “Built like a gun.” [Actually, Pete, it’s ‘Made like a Gun’] Hmm, what exactly does that actually mean in real-world terms? Perhaps that it’s able to kill you, or others? Or maybe that it can’t sustain much damage without adversely affecting the performance or accuracy? Well, that doesn’t bode well for a motorcycle at all, now does it?
this story, because much like The Old Road of my older stomping grounds, or the Gillies Hwy in my current area, there’s a few twists.
WORDS/ph O t OS PETE TAYLOR
And yet, these antiquated machines traverse tough terrain the world over. They’re unpretentious. They ooze character. They are simple to work on. And I wanted one, bad. So let’s unpack
Returning to motorcycling after 10 or more years, I had the modern research tool that is the internet at my fingertips. I looked at endless reviews, statistics, and blogs. I had decided that the Royal Enfield Classic 500 was the bike for me. I’m late forties, so the style really appealed me, and the performance was unlikely to get me into too much strife with the law, or, hopefully, too much strife medically.
But a funny thing happened during
this ‘bike porn’ phase… Clicking from one review to another, night after night until my eyes were sore, I would inevitably click on a side-link to another completely different bike that caught my attention. This would spark a week or more of reviews of it, and then the next bike, and the next… How had I become so indecisive? I had chosen. Or had I?
Looking back, the choices seemed infinite. The ‘net is flooded with reports, reviews and YouTube videos of anything and everything. And so it
came to pass, that the Honda CB500X caught my eye, and it wasn’t long before I had decided that this was a more appropriate machine for my purposes. After all, I wanted to ride the back roads on a machine capable of taking me around Australia (should I ever have the luxury of such free time).
There wasn’t a bad review. None that I could find. This was the machine that would do what my trusty old 1980 XT500 would do, and look so much better doing it! Or so I hoped. Looking back, I didn’t think of the old XT as beautiful at the time, most bikes looked like that. But somewhere along the line, my values, or my ideals had morphed from simplicity to high-tech. The CB500X had a water cooled parallel twin, ABS, trip & fuel computerswindshield andeverythingbutthekitchensink! Are my eyes starting to blur again or did that just begin to blend together?
And so, I bought one. And I saw that it was good. Gently, I ran it in according to another week of blurry eyes from reading running in reviews, blogs and forum reports. (remember there’s a lot of rubbish on the internet, Pete!) I loved it. It was smooth. It felt solid, and reliable. It cornered unbelievably, and yep, the ergonomics and seat were super comfy.
I took it to our local track, and had a safety training session with an instructor and came away a better rider. After the run-in period and first service I found out just how exciting this bike could be when it was opened up and allowed to breathe! Holy moly, my XT500 wasn’t this quick! I took it on twisty black tops, dirt roads, and even some tighter trails. And it was here that I found its limit. Luckily, before any spills were had. Stock tyres and 190kg took me out of my comfort zone for safety. I’m 170cm and 70kg, so I’m sure bigger riders would have no problem.
In all fairness, this particular bike isn’t designed for Enduro or technical trail riding. It’s intended for touring, commuting, and the occasional dirt road. And all these it excels at. In stock form, though, the 17” wheels are essentially road bike wheels with road tyres. Somehow amidst the reviews and hype I had overlooked this, but they sure do make for great power slides on smooth dirt roads! You can upgrade them with aftermarket wheels, suspension etc, for a price. But I was just getting back into motorcycles, and that’s a plural term… Enter a second-hand XT250. The difference on the dirt was like night and day. The little XT was chuck-able
Getting away from the world on the back roads. The CB500X can get you there.
Soft sandy creek bed – no go! Here, the bike sits bogged, and the side stand is up! It wasn’t easy to turn it around either.
around-able and a lot of bang for the buck. A third of the power of the CB, and yet on a local twisty road it actually felt faster. Maybe it was just the excessive wind noise… My regular riding buddy assured me that we weren’t riding any faster than usual, in fact we were slower, but the laughs from throwing out my leg motard style sure made it seem like a spirited little beast! Unfortunately, to get to the dirt roads that I love so much requires up to an hour of highway riding. Ouch. And there’s the catch with the little bike: it’s a pig on the open road! Okay, no biggie –swap out the front sprocket for gearing comfort, sit on a couch cushion for the highway leg, pop in the ear-plugs for the incessant wind noise, I can do that. What’s needed is one of those magic toggle switches on the ‘bars that flicks from CB to XT. Now that’d be nice. I’m sure someone will be quick to point out here that there’s heaps of other bikes out there touted to be the ideal dual-sport, but for me, they’re all huge! Confidence on the loose stuff, for me at least, really requires a manageable seat height. The XT fits the bill admirably there.
So, my return to motorcycling has been a huge re-learning curve, and it is continuing. Am I happy to be blundering along, learning what works and where? Hell yes, I am! I’ve met some great people and learned things that I didn’t know in my early riding years. I’m dreaming of that big ride and maybe a restoration project. I’m absolutely loving it, and the value of the experiences far outweighs the monetary costs. And who wants one bike that can do everything anyway, when you can have a couple! D
1. The XT 250 mini-adventure machine. Just bring a cushion for the longer rides.
2. Pete ‘Two Bikes’ Taylor faces the camera.
3. Impressionist painting? No, it’s the little Yamaha that could!
What?! An MV Agusta California a dud? Fear not; just read on – right to the end.
DISSING
A DOZEN
“All
motorcycles
DUDS
are good, but some
motorcycles
are not as
good
as others”
(From the secret manuscript of George Orwell’s ‘Animal Bike Shop’.) WORDS/PHOTOS THE BEAR
Ilove MoTorCyCles , (almost) all motorcycles. I started on a CB72 Honda, which is still one of the best all-round motorcycles that Soichiro’ boys and gals have ever produced. I did most of my really long-distance riding on a Honda XL250, a motorcycle that was so good that it should have its own statue at Tochigi. Much of my early two- and three-wheeled riding was done on a series of HarleyDavidson WLAs, and they were marvels of their time and later. Seriously. Among other things, that sidevalve pushrod 750cc engine was capable of pulling more than a tonne by way of a sidecar (or box, really); I did it, and I can prove it. Well, I can’t; but I could once. The dozen bikes that follow below are not necessarily bad motorcycles, but they disappointed me for one reason or another when I rode them; the list is entirely personal. See what you think, and let me have your comments – and perhaps your own list!
BMW R 850 C
Not being one of the reptiles of the press who hated the C series BMWs on sight, I liked the 1200s (except for the weird Cthulhu squid look of the C 1200 CL tourer). So many small touches were really beautiful, for one thing. But the 850 was a perfect example of a design that should have been strangled at birth and then dropped from the top of the Cloverleaf Building after being set alight. With plenty of accelerant. I am not entirely sure – in fact I have no idea – why this bike was so bad. As far as I can work out, it used the frame and running gear from the 1100 with the smaller
engine inserted into it. Should have been okay, really. A bit gutless but that wasn’t a problem with any number of other bikes where BMW downsized the engine, like the K75. All right, you may not have liked that triple but quite a few people swore by it and still do.
But the R 850 C simply didn’t work, in my not-so-humble opinion. It ran rough, seemed more underpowered than the drop in capacity would justify and even the handling seemed to be compromised. It’s possible that the problems might have been exclusive to the one I rode, but… when I called BMW to ask about all this, they gave me the immortal reply of mechanics who don’t know how to fix something. “They all do that, mate.”
I still occasionally think about buying a second-hand R 1100 C; they all seem to be really well cared for. But I’d run a mile before accepting even a free 850, if it meant I had to ride it.
T R iu M ph TT600
Another bike where I got the “They all do that, mate” response was Triumph’s first fuel-injected 600cc sports bike, the TT600. Rather kindly, one review noted that the “initial 2000 model had choppy throttle response and bad fuel mapping, leading to harsh on/off throttle transitions.” Did it what! It was like riding a horizontal pogo stick. Triumph got some help from one or another of the small firms in the vicinity of its Hinkley factory which specialised in GP technology. They fixed these issues with the
2001 model by re-mapping, but lost some power at high revs – and 600cc sports bikes do kind of rely on their higher revs to provide the fun that people buy them for.
The 2002 model added back that small amount of power with still more ECU reprogramming, but it was too late. As tends to happen even after initial problems are fixed, as with the Yamaha XS750’s oilways and the Kawasaki GT750’s frame, the model’s reputation was shot. Mind you, its successor – the magic Daytona – more than made up for its predecessor’s faults and beat the Japanese at their own game.
Suzuki VX800
What can I say about the VX800? With its engine based on the successful 750cc Intruder’s and a star lineup of designers, it should have been a hit. The US design team included Don Presnell for styling and Aki Goto and Sam Yamazaki for frame and engine engineering. Perhaps the original brief – Suzuki Japan wanted its own Universal Japanese Motorcycle or UJM – was the problem. The bike turned out as a particularly “vanilla” model which simply wasn’t inspiring. It actually sold better and was sold for longer in Europe than in its destination market, the US.
Don Presnell wasn’t especially happy with the changes made to the concept in Japan. “The original fullscale clay model that I accompanied over to Japan had a [different] rear fender/seat… It’s true that Japanese management did want to play it safe, so they went with the more traditional styling on the rear fender. Many times a transportation designer’s sketches/models get
compromised when it [sic] gets to the Marketing Department stage!” Worst of all on a motorcycle that wasn’t particularly interesting anyway was the (to my eyes) lacklustre build quality. As with the TT600, I only rode one VX800 and came away uninspired and unimpressed by the irregular shut lines, poor paint quality and general – well, lack of lustre! Fortunately this has not ever been repeated on any other Suzuki I’ve ridden or even seen. Maybe I got a Friday bike –but the Japanese don’t really build Friday bikes.
Royal Enfi E ld C R usad ER s up ER s po Rts Clubman
Sadly, there was a time – before John Bloor’s Hinckley Triumphswhen the British built little else but Friday bikes, even on other days of the week. This was partly due to the worn dies they were using to make parts. A friend who worked at Meriden (the old Triumph factory) told me that they knew perfectly well that the parts they were sending out to replace the ones that didn’t work were also not going to work, but they simply saw no alternative. No investment meant no quality, and eventually the British motorcycle industry met its deserved fate. My Crusader dated a little earlier than the wholesale collapse in quality, and it was one of the prettiest motorcycles I’ve ever seen, let alone owned. I’ve only just discovered that its fairing, which I have always referred to as a Rickman fairing, was actually an original Royal Enfield design subsequently adopted by Rickman. But all the looks in the world could not compensate for its constant-loss electrical system, oil
leaks, dicky gearbox and general unreliability. When it worked, it worked very well; it was an exhilarating motorcycle to ride. But it didn’t work often enough.
s ilk 700 s
Nobody knows how many of these motorcycles with their two-stroke 653cc twin-cylinder Scott-inspired engine and Spondon frame George Silk built. The consensus seems to be fewer than a hundred. And yes, I once owned one; one of probably only two in Australia. Should I never have sold it? Perhaps, considering the way its value has increased, not. But my interest in motorcycles has never been a matter of dollars. I can honestly say that I’ve owned the bikes I have, because I wanted to ride them.
Like the Crusader (above) the Silk was an absolute pleasure to ride. Pin-sharp handling and the lively performance as well as the enjoyable howl from the twin-cylinder twostroke engine made it a fun bike indeed. Never for very long, though. Unlike the Royal Enfield, the Silk’s build quality was pretty good, especially where the mechanicals were concerned. The problem lay with the ill-considered decision to use an (as far as I know) unique cooling system.
“No water pump was required as the thermo-syphon cooling system circulated water using engine heat. The heated water rose from the engine into the radiator then flowed down through the radiator as it cooled and returned via a hose to the engine cases, completing the circulation loop,” read one review, conveniently omitting the fact that it didn’t work.
Oh, maybe it did in cold, rainy England. But in Australia the cooling was simply inadequate, and I learned to pull the clutch in after a few kilometres as the deflector pistons neared the point of seizing. A lengthy wait by the side of the road ensued as the bike cooled down, before I could turn around and ride home. A love/hate relationship? You don’t know the half of it…
Honda CX500 t u R bo Don’t ever believe anything I write about the sales potential of different motorcycle models. If I think they’ll do well, and even buy one, they soon disappear from the manufacturer’s lineup. Examples? The BMW XCountry 650 or the Harley-Davidson 1200 Sportster 72, among others. If, on the other hand, I think they’ll die a graceless death, they prosper. Example? The Honda CX500, aka The Plastic Maggot (in the UK) and the Sewage Pump (in Germany). I disliked it at first sight, and it went on to sell and sell and sell. It was sort of the foundation bike of the Ulysses Club. Nobody I’ve ever spoken to knows why Honda reached for the CX500 when it came time to select a base bike for its first forced-air production machine and its first road bike with fuel injection. Surely, you would think, there were more promising machines in the 1982 Honda model range. Imagine what a CB750 fitted with one of the IHI turbos would have done. But even though I badgered designer Shoichiro Irimajiri at the launch at Honda’s Toshigi proving ground, I could, never get a straight answer. Irimajiri-San was a master of
deflection who just occasionally let slip a priceless nugget of information. When I asked him why the GoldWing (he led the design team for that, too) had lost two cylinders before it made it into production he smiled and spread his hands. “Too much power!” he said. But he remained inscrutably silent on the details of the CX’s elevation to extra power.
It wasn’t breaking down in the middle of the Nullarbor on the first CX500 Turbo in Australia that disappointed me about the bike. My then-technical editor Grant Roff was aboard the Honda while I was on a Yamaha Turbo – we were running a long-distance comparo –when the bike ground to a halt. But these things happen. It wasn’t even the obvious turbo lag. What got me, was riding the thing on boost and still being passed by normallyaspirated bikes. Admittedly they tended to have more than twice the engine capacity, but still – you felt a bit silly with that big turbo badge.
The Yamaha and Suzuki offerings were much the same, and not as good as the follow-up CX650 turbo which wasn’t imported into Australia. It wasn’t until the Kawasaki turbo hit Australia’s roads that turbocharging seemed to acquire some point. And yes, I bought the first one into the country.
1971 Harley-Davi D son s uper Gli D e
Does my arse look big like this? In the case of the original boattailed Super Glide, the answer was definitely ‘yes’. It came about when Harley-Davidson’s styling director Willie G. Davidson decided to design a motorcycle for production
that would offer the look of the various custom bikes being built in (mainly) California.
Willie G’s talents are unquestionable, and he created some stunning H-D design. Just look at the Sturgis. But he blew it with the FX Super Glide. Not only did the colour scheme make it look like a yachting accessory, but the unfortunate boat tail rear was just wrong. The progenitor of so many exceptional Harley designs was so sorely struck with the ugly stick that it sold poorly. With a new paint scheme and redesigned tail its future models did well, but its lukewarm reception did little to enamour Harley’s board to radical design.
Boss Hoss v 8
They’re ugly, they constantly feel as if they’re going to fall over if you ride them relatively slowly, and they’re ugly. Or did I say that already? Boss Hoss motorcycles work well as trikes, or so I’m told, but as two-wheelers these “big scooters”, as some dealers call them for their semi-automatic transmission, are simply… too far over the top. Their huge engine capacity, at 5.7 to 8.2 litres, gives them no advantage over a litre bike. As far as I can see, anyway. Boss Hoss has sold over 4000 of the things (although many would have been trikes), so obviously owners disagree and claim “outstanding ride comfort and driving dynamics”.
One review damned the Boss Hoss with faint praise: “The build quality is comparable to some other major manufacturers’ products, and the bike functions far better than we ever expected, and reasonably well
by any criteria… The automatic transmission may actually make it easier to ride for some people than other big bikes.”
I’ve got to say that I didn’t find that, being mainly consumed by terror at the terrifying thought of dropping the beast. So from me it’s cusses for Hosses out there.
KMZ Cossa CK 650
Back in the early 1970s, the Ukrainian Dnepr was imported into Australia and sold as the Cossack. I can’t work out why North Korea’s rockets keep working, considering that their engines are reportedly also made in Ukraine. The Cossack had a… few inherent problems. As you may recall from one of my previous stories, men tend to buy what’s in front of them, while women are more discerning. I certainly did not use much discernment when I ponied up $800 for my Cossack, having just missed out on the dollarper-cc price of $650.
Helpful friends, including the bloke who had been importing the occasional Dnepr before the licence went to a major motor group, made me aware of changes that would have to be made immediately. Firstly, the brake drums had to be re-ground because they weren’t circular. Then, VW Beetle brake shoes had to be fitted because the originals were a bit like concrete, except not as useful. I did both of those things – there was a shop in Kingsford, from memory, which was all set up to do this. Unfortunately I did not follow the remaining advice which included replacing tyres and tubes. This was to have severe
consequences on the following Christmas Eve when the front tyre blew on the busy highway just outside Ballina on the NSW North Coast. The resulting crash put me in hospital over the festive season with concussion and partial amnesia.
No matter what I did, I could never make the bike reliable and even the included massive tool kit didn’t allow me to do things like replace the 6-volt electrical system. I sold it to a friend for bugger all, and still feel guilty about that transaction.
Shed Special S
Do not buy other people’s failed projects. They may look wonderful, but all it takes is a small error in the wiring to leave you out on the road somewhere, contemplating the burned-out hulk that was your impulse purchase. And yes, that has happened to me, except that I managed to put out the fire with the use of my bare hands. I still have a scar on my right hand where I pulled the negative wire off the battery as the wiring loom blazed cheerfully away.
Just don’t do it. Make your own mistakes. They can lead to burnout as well – I recall sitting by the side of the road in Kempsey, I think, with smoke pouring out of the headlight shell of my somewhat modified BMW R 90 S. But at least you’ll know what caused the flickering flames or other major fault, and learn from it. I have. Well, a bit anyway…
l averda 1200 Mirage
The Laverda RGS1000 was a popular motorcycle, although turning it into the Executive model
with (admittedly stylish) panniers was not a success. In the early 1980s, when Laverda’s MD was showing off features such as unbreakable Bayflex plastic mouldings, the fuel filler in the fairing and the adjustable footpeg position to a friend of mine, he came to the integrated but removable luggage. He pulled out the empty inner bag on one side, but was then unable to fit it back into the pannier. Eventually he flipped up his hands in the usual Italian manner and moved on to something else, leaving the pannier open with the inner bag halfway out.
Now check me on this – the MD of the company that built the bike was unable to re-insert the factory supplied inner bag… which did not augur well for someone trying to do the same thing with something actually in the bag.
But the Executive’s problems (and yes, there were others) pale into insignificance compared to big brother Mirage.
Allegedly a poor cousin to the Jota in some ways, the Mirage still had 90 horses and a spectacular power
delivery. Unfortunately it also had brutal vibration. I recall writing at the time I rode it that unlike other bikes which had vibration bands, the Mirage had an entire orchestra. Bob Rosenthal, then the road tester
for BIKE Australia magazine, tried to ride through the vibration zone and returned from the attempt white faced and shaking. There was, apparently, no top to it and he’d been worried that the bike would take the handlebar out of his grip. I wanted to like this bike, but that wasn’t on the cards. And consider that the one we had was fitted with the “mild touring” cams…
h e S keth
Might as well end this list with another dig at the British motorcycle industry, in this case the modern variety. By the way, please note that appearance in this story does not mean that the countries or marques I mention necessarily make a lot of bad motorcycles. Some of them make laudably ambitious bikes, and ambition can always go over the top!
Lord Hesketh’s attempt to revive the British motorcycle industry, pre-Bloor Triumph, was certainly ambitious. Had he not employed ex-racers as road testers, he might have succeeded: the almost unusable gearbox would have been detected and presumably fixed. I rode one bike which had had all the available fixes fitted to it but which still had a remarkably rough gear change; I would certainly never have bought one even if the price had been affordable.
a nd on the po S itive S ide… I don’t just criticise, you know. As I mentioned in the introduction I love most motorcycles. So which bike that I’ve ridden would I really love to own the most?
An MV Agusta Californian. My one ride on one of these, around the backblocks near Goulburn, was a near-mystical experience. If I win the lottery… D
NEWINTHESHOPS
ADVENTURE STREET
METZELER KAROO STREET
BOOk YOUR
Metzeler now extends its highly successful Karoo range towards increased road use with the new Karoo Street. Delivering excellent road performance, even in wet conditions, the new enduro tyre remains aggressively styled, with its knobby tread pattern continuing to provide off-road capability. Many owners of adventure, ‘enduro street’ and dual purpose motorcycles are increasingly looking for sport touring performance when riding on asphalt, but without sacrificing off-road capabilities. While responding to this market request, the Karoo Street maintains an off-road look, in character with these type o f motorcycles, while delivering excellent road performance on both dry and wet asphalt. Check them out at your local dealer or www.cassons.com.au
NOSE IN FRONT
DUCATI SCRAMBLER
NOSE FAIRING
Price – From £115 UK bodywork specialist
Pyramid Plastics has just released their brand new retro-style Nose Fairing for the Ducati Scrambler. Designed to fit the Scrambler’s headlight and clock arrangement perfectly, the Nose Fairing offers the rider added protection while enhancing the retro styling of the bike, really making it stand out from the crowd. Available in a number of colour matches for the Icon, Classic, Café Racer, Full Throttle and Sixty2, Pyramid’s Nose Fairing is also available in Camo, Brushed Aluminium and Sticker Bomb finishes. Very easy to install and starting from £115, contact sales@pyramid-plastics. co.uk or for more informationwww.pyramid-plastics.co.uk
RELEASE ME!
OXFORD QR TANKBAGS
Price – From $179.95
Those clever folk at Oxford have released a line of quick release tank bags which attach and release by way of a tank ring bolted to the top of your
fuel filler. Available in sizes 4L, 5L, 20L Adventure and a 30L there’s something for everyone and they come with great features as expected from Oxford. See your local bike shop or www.ficeda.com.au
HEY SHORTY!
O’NEAL SHORT STREET BOOTS
Price - $159.95
Perfect for street riding, the new Shorty Street boot from O’Neal features a boot upper with inner suede leather reinforcement; TPU gear change protector; bonded outsole; injection moulded plastic plates to protect
to reinforce the shape of the boot and add support; an easy to operate, Snap-Lock adjustable four buckle closure system; extra comfort with air mesh interior; generous heel support and cushioned insole; and a rear pull tab for extra leverage. Replacement straps and buckles are available, with sizes ranging from 7 – 13. See your local bike shop or www. cassons.com.au
TREAT YOURSELF
ADVENTURE MOTO
Sign up to the Adventure Moto newsletter and get great bargains and deals on a wide range of products, not to mention $20 off your first purchase. And there’s no shortage of stuff you’re going to want! Visit www. adventuremoto.com.au
BRAKE ME
BRENTA BRAKE PADS
You may not have heard of the name, but you’ve obviously heard of another famous Italian brand of braking products’, right? Well, you might like to know that Brenta is an Italian brake pad manufacturer making high quality pads.
The factory is Frenotecnica s.r.l. in Rovereto, not too far from Lake Garda. The Brenta company was established in 1982 and is still family owned; they specialise in friction materials so also make drum brake linings and scooter clutches.
The Brenta brand is new to Australia but is currently distributed to over 40 countries around the world. The products have international certification including ECE R90 which is required to be sold here. Currently, Aussie distributor, Woody’s Bike Bits has three compounds in stockorganic, road sintered and off-road sintered, with a ceramic compound to be introduced shortly for track use only. The pads tend to run quietly on the bike as the company believe that
it is better for the pads to wear than for them to cause premature wear to the vehicle brake rotors. Check out the extensive model range at www.woodysbikebits.com.au or call, Paul (Woody) on 0426 539 529.
MAKE IT AGRO
MT-10 SPORT FAIRINGS
Price – From £136
Pyramid, mentioned above for its Scrambler fairings, also offers a range of Sport Fairing panels for the Yamaha MT-10 (including the SP). With unique styling as well as covering up the unsightly exposed area
BREATHE CLEAN
TWIN AIR FILTERS –AFRICA TWIN
Price - $129.95
To protect your engine from dust, consider using a pre-oiled foam dual stage air filter. Twin Air has developed a new air filter solution for the Honda CRF1000L Africa Twin adventure bike. They are field and dyno tested by three-time Motocross World Champion David Thorpe and claimed to give your Africa Twin almost two more horsepower at peak performance. This new Twin Air solution offers two filter frames including pre-oiled air filters and is easy to replace by opening the filter frames. It can be cleaned and reused many times or replaced without buying another complete kit. Kits are available for a wide range of bike. See your local bike shop or www.cassons.com.au
around the bikes often complained about, like radiator ends, the panels are available in colour match finishes including Night Fluro Grey, Tech Black and Race Blu (£240), as well as Gloss Black (£182) and Unpainted for those who want to go with their own paint scheme (£136). Pyramid also offers a range of MT-10 stickers in different colours so that you can mix and match to create your own unique look. Very simple to fit, Pyramid’s Sport Fairing Panels will arrive with all of the relevant fittings, as well as a set of comprehensive fitting instructions. Contact sales@ pyramid-plastics. co.uk for further information.
PACK UP
VENTURA BIKE PACKS AND LUGGAGE – BMW G 310 GS
Price – From $349
Pack up the new little BMW G 310 GS with the wide range of panniers and bags from Ventura. Complete kits come with all hardware to simply
fit and ride off into the sunset with a smile on your face. See your local bike shop or www.kenma.com.au
AUSSIE, AUSSIE, AUSSIE!
DAINESE THONGS
Price - $39.95
Aussies need thongs and how good would a pair of motorcycle thongs look on your planks! Grab these stylish red thongs from Dainese which are available in three sizes – 39/40, 41/42 and 43/44 from your local bike shop or www.cassons.com.au .
SMARTY
ANDY STRAPZ SMART NET
Price - $50 + postage
Seeing as Andy Strapz is turning 21 this year (He looks so much older! Ed) he thought it about bloody time he presented a new strap system to Aussie motorcyclists.
Over the years Andy often had requests for a type of cargo net. The “Eureka Moment” came when he decided to mix the popular Smart
Strapz with a stretch net.
Essentially there are two loops of 4mm shock cord (bungee cord) that interlace with one another connected to 4 acetyl nylon side release clips with loops to wrap around frame parts. Simply attach the female part to the frame via the loop systems, click to the male part and pull firm. They are a universal fit so grab one (or more) for your bike now!
To purchase, contact Andy on info@andystrapz.com, www. andystrapz.com or drop in at 1/95 Brunel Rd, Seaford, Vic. 3198.
HARD AND SOFT
GAERNE SG-12 BOOTS
Price - $799.95
If you do a lot of off-road or
adventure riding then you will know the benefits of having a proper off-road boot. The latest from Gaerne, the SG-12, features interior memory foam around the ankle that’s snug and streamlined, no outward
bunching when flexed, massive rubber panels on the inside of both boots for extra grip on your motorcycle, dual Durometer sole that features softer compounds in the shifter and brake pedal contact points, new dual pivot system, with a built in stop like the ones you get in a knee brace, to help reduce pressure on your ankles from hard landings, a new gaiter that’s designed to help keep dirt out from the top of the boot and a new slimmer toe box. Available in a range of colours and sizes 42-49. See your local bike shop or www.cassons.com.au
NEVER ENOUGH
WUNDERLICH TANK SIDEBAGS
Price - $119.90EU
This basically applies to every motorcyclist: You can never have too much luggage room. Therefore Wunderlich has come up with an idea. The specialists for motorcycle accessories treat the liquid-cooled R 1200 GS to two tank-sidebags, which can be attached in a few simple steps with Loxx quick-fasteners. The original cover-screws are simply exchanged for the supplied screws with Loxx-System. The robust and dimensionally stable bags can then be securely fastened within seconds. They are made of waterresistant, flurocarbon-impregnated Cordura fabric with a dust- and water-resistant zipper.
The tank-sidebags can be mounted with and without a tank protector and align themselves perfectly to the line of the crashbar. They are completely made in Europe and are delivered as a set for both sides including a 5-year warranty. See your local Wunderlich dealer or www.wunderlich.de D
WHATSAYYOU
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. Then you can read many, not just a couple. We do reserve the right to cut them and, unless you identify yourself and at least your town or suburb and state, we will print your email address instead. Please address letters to contactus@ausmotorcyclist.com.au or Australian Motorcyclist Magazine, Suite 4b, Level 1, 11-13 Orion Rd, Lane Cove West NSW 2066. All opinions published here are those of the writers and we do not vouch for their accuracy or even their sanity.
ROSS GETS PLUGGED
this issue as he tried to win Where’s The Bear but wrote so much we felt he needed to be “plugged”. Well done, Ross!
WILD, CRAZY, ADVENTUROUS LOT
Gentlemen, others, good morning. Our Bear is at Rick’s Garage, Palmwoods, Sunshine Coast. Probably the 900th reader so to advise you. Never mind. Curiously, I’ve only ever known the place as a proper garage, going back to 1949. I used to walk past it on my way to school. And Rick’s must be fairly recent because it didn’t exist when we lived there to mid ‘06 Some observations on that region as a riding destination: Here’s the route I used to take to show visiting riders around. Combines scenery with swervery and takes nearly all day, depending on stops. Ref. your map for part of it. From Palmwoods, up to Montville, left. Just as leaving town go right out to Lake Baroon, have a look and back to town. Continue towards Maleny, pick up your yellow line to Bald Knob and Peachester. To Cedarton then Woodford and D’Aguilar, over Mt Mee to Dayboro then right/ left on to Samford. Right at the round-about, over Mt Glorious,
right onto Northbrook Parkway thence to Somerset Dam and back, via Kilcoy to the turnoff just west of Woodford. Care ought be taken because all that area is heavily policed. After the left at the top of the Cedarton range you go through Nonmus State Forest, named after the bloke who wrote all that otherwise-unattributable literature, my Grandfather said. Follow the green , past Mary Cairncross Park, to Maleny. At a cross-roads a few km west of town the main drag turns right. Go straight across, trundle for a k or two and there is a turnoff to a lookout. Great views but getting a bit inland so binoculars are recommended. As is getting there early in the morning before the coastal smog gets going. Back to the x-roads, left towards Kenilworth.1/2 way up “ Concrete Hill “ (can’t miss it) is a sign to Witta. Originally Wittaberg but Anglicised during the War. Takes one into what was once a German farming community and while the place-name was changed, the street names weren’t. Redolent of lederhosen and oompah bands. Back to the main drag, down the brilliant Connondale Range and along the river. thence your Walli Esses to Kenilworth. Leaving there, don’t be tempted to take the inviting road bridge across the Mary River but continue leftish, over the Brooloo Range and out through some magnifi cent sweepers, especially if the Council has slashed the verges. Word of caution: Not far past the bottom of the Range, and the pace is quickening, the road leads up a bit of a rise. Unfortunately, it turns sharp left just after the crest. A mate on a Kwaka Vulcan missed it. Claimed he had time for quite a good look ‘round before gravity regained possession. He was ok; the fence suffered for the cause, though.
Into Imbil, through town and out to Boorumba Dam and back; go left over the bridge in the middle of town and on to Kandanga. Through Kandanga, out to the main road. Choices here Hook back right and use the main Mary Valley H/way, whence you came, to Kenilworth or continue to Gympie. Let’s go back to K/ worth. This time yes, cross the bridge but just off it turn right on the Obi-Obi valley road to Mapleton. Your map doesn’t show it but its tarred all the way, being split where it goes up the ObiObi range. The down section is still a dirt track; has been all my life. So Mapleton, along the top to Montville then home. If one continued to Gympie I would cross the highway overpass, go right - south- onto the Bruce H/way for a couple of k then left on the Tin Can Bay road. There’s a Mining Museum and big park just down that road a bit; used to do very good fi sh ‘n’ chips. While munching away, wander out to the carpark where there’s the frame of a mullock-tipping tramway. Its quite high and various fl ood heights have been marked on it. Check the 1893 mark and extrapolate to the surrounding countryside. Crikey! Follow this road towards the coast, take the right turn to Kin Kin (just a trundle through nice country) then over the Pinbaren Range to Pomona, then Cooroy then head toward the H/way but peel off left ( just at the slaughter yards ) on the old road and come to Eumundi down a very nice little range. Find the overpass - go right as you enter town - towards Kenilworth, travel about 20km and pick up (go left onto) the Obi-Obi road. And Robert is then
your father’s brother.
A couple of other little bits; not quick and fairly technical: Eudlo out to the H/way at Forest Glen. Eudlo to Mooloolah, and the Tunnel Ridge road; shown on your map just left of the capitals of Ewen Maddock Dam. Not at all technical; from Noosa, south along David Low Way past Peregian in the late afternoon shows some nice sea-scapes. That loop; Bald Knob, Peachester, Cedarton, Boorobin, Wootha, past Mary C/Cross Park was to be the track for the never-had-a-snowball’s Sunshine Coast TT. We’re a wild, crazy adventurous lot, aren’t we? Much more I could write.
I’d better go. Cheers and best wishes, Ross Halpin
Mitchell.QLD
Thank you for all that, Ross. It looks as if I need to spend a lot more time around the Sunshine Coast, doesn’t it? – The Bear
IT’S JUST NORT ON
Hey Bear,
Want to settle a pub bet? My mate Al the Absorber reckons that bikes are getting worse because of all the anti-pollution gear and stuff. I reckon they’re still getting better. What do you say?
Cheers, Mal Teaser
There’s no point in hiding behind the cute name, I know who you are. And I suspect that I also know who this ‘Al’ is. If I’m right he’s the bloke with the much-butchered Norton ES2. Quite apart from the fact that he wouldn’t know if his oil-soaked arse was on fire, I suspect he’s never ridden a bike made later than 1970 – so how would he be able to judge? Bikes are getting better at astronomic rates. Although now that I think of it, I probably agree with him if he’s on about Nortons – Cheers, The Bear
THAT TIME OF THE MONTH
Stuart,
I subscribe to Australian Motorcyclist as well as The Australian Road rider and they have decided to mail out bi-monthly, is the Australian Motorcyclist magazine considering doing the same at any time in the future?
Regards,
Phillip Reading
Hi Phillip, No, we are going well and have no thoughts of going bi-monthly. I can only assume they may not be going much longer by the sounds of their press release advising consumers about changing their frequency?
Cheers, Stuart.
BIKES GALORE!
Gents,
Did any of you see the recent Mecum auction over in the US that had something like 1750 classic bikes for sale – most of them in amazing condition with low miles? I watched some of the auction live via their YouTube channel and was surprised that some bikes went for very little money when they would probably fetch huge money over here! I guess they got a bargain and that is the joys of having “No reserve” on your bike at auction!
Regards, George Tannous
Hi George, Yes, I did get to watch about ten minutes of the recent Las Vegas Mecum bike auction. I had my eye on a 1994 CBR900RR with only 419 original miles! Sadly, I didn’t actually get to see it go under the hammer and we’ve got a little wrap up of that auction earlier on in this issue. Cheers, Stuart
TRAGIC
Hi Stu, Ralph, Merry new year gents! We are roaring up on another dose of Tenere goodness with our fast
approaching 2018 Tenere Tragics Bay to Bush Run, which kicks off from Hervey Bay Qld on March 4 and finishes in Dubbo NSW on March 9. We have a full field of 65 Tragics plus
crew onboard for the Safaristyle five-day Run, and they will be riding the full range of Tenere hardware, from original old banger
600s and 750s, through to current 660s and 1200s. I’ll get you guys a wrap up of the event!
Thanks guys and best regards, Clubby aka Captain Tragic
Brother Clubb! Happy new year to you, brother! Hope you had a great one.Get it on the go, man! Cheers, Stuart.
LOVING THE PUB
Hi Colin, Thought I’d share a little story with you…
My dad bought one of your books at the motorcycle show as a present
for his sister and her partner who are essentially grey nomads. They mostly do house/pet sitting around the country and travel just about the rest of the time. They both love your book and are now going to go around and do all the good pubs you wrote about. Cheers, Jim.
Hi Jim,
The feedback on the book is great. I wanted it to inspire people to get out there and visit our country and am already getting feedback from publicans saying people are coming in with it and wanting ‘their’ page signed. Colin
Remember, to grab a copy of Colin’s Pub Yarns book just go to Facebook and search for ‘Nothing but the Pub’ and then just hit the ‘shop now’ button or visithttps://nothing-but-the-pub.my shopify.com/
A VERY NAUGHTY BEAR!
I checked out the link that Robert Crick supplied in the last issue, yes, The Bear has been a very naughty Bear indeed! Shame on him. Haha! Cheers, Jack
Shut up – The Bear
IT’S NEVER TOO LATE Gents,
Am I too late to also wish you a merry Christmas and a happy new year? Yeah, probably. Regards, Baz
Thanks anyway, Baz. And the same to you and yours – The Bear
YOU LIKE TO BE IN AMERICA?
Bear,
For a few years now, as I’ve been reading your stories about travelling in the United States, I’ve been madly jealous. Now my wife has won a competition and we have the opportunity to travel over there for three weeks. We will be going to Los Angeles, and I think I have convinced my wife to head out for a ride for two of them following some of your tracks. But she is wondering whether having Donald Trump as president has changed things in America. What do you think?
Greetings from Maarten de Vries
Maarten, I think it will take more than one orange-haired amateur to change the United States. I’m heading off there myself later this year; I don’t anticipate any major changes for international visitors, except perhaps Muslims –The Bear D
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BEARFACED
TRUM DO
HE FIRST SATURDAY in February was officially National Pisco Sour Day. That’s in Peru, but who said we can’t adopt celebrations from our friends across the Pacific? We’ve missed the date this year, but there’s always another February – and I am reliably informed by one of my reliable informers that it is always the first Saturday in February - somewhere. Made from limes, ice, egg white, sugar syrup and Pisco, the Pisco Sour is considered to be Peru’s national drink. And for good reason. This refreshing cocktail is ‘both quite unique and very sophisticated’: the sour tang of fresh lime is complemented wonderfully by the sweetness of the syrup and strength of the rum, all blended together in a smooth and frothy texture which goes down a treat before lingering ‘on the palette’, as my Peruvian reference book says. It’s actually better if it lingers on the palate, but there you go – those crazy Peruvians.
I mention the celebration and the drink not only because I like Peru, its people and its drinks (not so much the barbecued guinea pigs) but because Pisco Sours once saved, if not my life then something close to it.
I was in Agua Caliente, in Peru, and I was not well. A combination of food poisoning and altitude sickness – I couldn’t keep down the altitude sickness medication – had reduced me to a shambling wreck.
Agua Caliente is the town below Machu Picchu, and we were spending the night there before our visit to the ancient city. I intended to
spend the time lying on top of my bed, feverish and throwing up occasionally, but one of the other tour members had my number.
“They’re offering four for one Pisco Sours downstairs,” she said.
Four? I would never be able to forgive myself if I didn’t take advantage of that at least once – or rather four times. Obviously these were not going to be full strength cocktails, but still – four? I dragged myself downstairs and into the bar. The bartender was theatrically insulted when I ventured that he was perhaps not making full strength drinks, and allowed me to watch him prepare a pitcher. Unless the Pisco had been adulterated in the bottle (and he made a show of opening a new one) those four were, in fact, four Pisco Sours. Full on, no punches pulled.
The bartender said to me as he slid the pitcher across the bar, “You are not looking good. But this will repair you.”
around. Of course this was too good to be true for any serious duration, and by the time I was back on the train to return to whatever the name of the town is that’s at the end of the railway I was reduced to a shuffling zombie again. My pleas for more Pisco Sours went unheard, and we watched guinea pigs being scalded instead. It’s not the same. I finally made the trip back to Cusco in the van rather than on my bike. I am assured that I was delirious part of the time, and attempted to climb out of the van whenever it stopped to buy more Pisco Sours.
But enough of my troubles. This is how you make a Pisco Sour, according to a Peruvian source; and I am informed that some liquor shops in Australia now stock the vital ingredient.
Pisco Sour Yanuq
“Not looking well,” I said. “Well, not good.”
“That’s right. You are not looking good. Drink. You will be good again.”
He was right, too. I have no idea what time it was when I finally realised my ambition to lie down, but from memory I didn’t throw up even once. In the morning I was still repaired, and managed to keep the wellness all the way up to Machu Picchu in the bus and even on my walk
Ingredients:
2 cups of pisco
1 cup sugar
1 cup of lemon juice
2 egg whites
12 ice cubes
Angostura Bitters to taste
Preparation:
Beat in shaker, or liquefy the pisco with the sugar, then add the lemon juice. Add the crushed ice and at the end the egg whites.
Blend until the clear is frothy. Serve in small glasses, add a few drops of Angostura Bitters. Serves 8 people.
If you want to serve these eight people four times, just multiply the ingredients by four. Or, or eight. No, four. I feel better already. D
BORIS
FREEDOM? SHUT-UP!
IACTUALLY
THROW up a little in my own mouth whenever someone wedges the word ‘freedom’ into a sentence that deals with motorcycles. Freedom.
Really?
Let me take that little pink bubble of sparkly unicorn parp and burst it for you. Let it splash you in the face some. Pretend you’re in one of them German sex films. You shouldn’t have any trouble pretending about that since you’re already pretending you have freedom on a bike.
You are no more ‘free’, in real terms or by any definition of the word, on a motorcycle, than the basest branded slave in Yemen.
How can you be? You are constrained by the same laws that govern every other road user in this country.
Like that speed limit thingy. If you are caught not doing the speed limit, you will be fined.
And if you are caught really not doing the speed limit, you will go to gaol and your tight little bottom will be explored by men with swastikas tattooed on their necks. You can talk to them about your freedom, if you like, in between the tongue-kissing and hugging.
Sure, there are places and times when you are able to smash your throttle to the stop and scream “You’re not the boss of me, Highway Patrol!” as you plough through the wind at incredible velocities. But even on the most deserted of outback roads, there’s always a chance your little suck of the Freedom Teat will result in being arraigned before a magistrate to beg for a noncustodial sentence.
Freedom?
You cannot ride your trail bike on publicly-owned land unless the bike complies with various bureaucratic demands. And forget about taking your
knobby-tyred monster anywhere where there are endangered ferns, lichens or nocturnal shit-birds.
Are you free to ride where you want? No.
Are you free to ride as fast as you want? Not remotely.
Are you free to ride what you want? Nope.
Are you free to ride in whatever attire you please? Not at all.
What kind of freedom is there to be felt when you’ve wedged your entire head, and every sensual delight it’s designed to provide you with, into a padded fibreglass bucket?
What freedom is there to be had in not being able to drink, take drugs, and ride cackling like a thousand crazed demons along moonlit country roads firing a 12-gauge shotgun at road-signs? Where is this freedom?
Point to it.
Stand up, clank over to the window in your chains and manacles and show it the fuck to me.
You have no freedom on a motorcycle. No more than you have in a car.
It’s an illusion. A mirage promoted by advertising companies and swallowed by wide-eyed youths who are not free to choose what motorcycle they are permitted to ride lest they be overwhelmed and become feverish.
But I’ll tell you what you do have, and what you’re mistaking for freedom. You have empowerment. On a motorcycle you are empowered like you could never be on any other motorised vehicle. The feeling
do have, and what you’re on any other of
acceleration? That’s not freedom. That’s you being empowered.
The thrill of stringing together a hundred mad bends? That’s also not freedom. That’s empowerment too.
Do not confuse it with freedom.
There is only one kind of freedom in human society.
It is not speech or action. It is thought. And even that is being relentlessly squeezed out of us by government propaganda.
Hands up if you actually believe that speed kills?
Keep them hands up if you agree with the government that there is carnage on our roads, and teenagers who are allowed to fly fighter jets into battle and have the reflexes of cats, must not be allowed to ride 1000cc missiles with immaculate precision?
Leave those bastards in the air if you agree that the government knows what is best for us and that individual freedoms must be sacrificed for the myth of ‘public interest’?
See how effective propaganda is?
We instantly condemn riders who aren’t wearing what we’ve been convinced they should wear.
We wholeheartedly vilify riders who ride their bikes in ways we’ve been brainwashed to censure.
We endlessly wish “safety” upon our fellow riders instead of “fun” and “thrills” and “empowerment”.
Many of us have become that which we deep down inside have always hated.
We do the government’s work. And we do it willingly and with fervour.
The perfect slave is the slave who has convinced himself that his slavery is good for him and that he is really better off living in bondage.
He believes in the illusion of freedom he is permitted, and indeed encouraged, to believe in.
Once upon a time, motorcyclists were the very avatars of individuality and anti-authoritarianism. They at least knew what freedom was, even while they knew they could not really have it.
Not so much anymore, huh? D
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