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EDITORSPEAKS
Electric overload
ELECTRONICS ON
motorcycles. Are they all they’re cracked up to be? For me, I’m a bit over the increasing use of electronics; they have dumbed down the feeling to the point where a lot of motorcycles lose their character. Isn’t the rider supposed to be the one in control of the motorcycle? Yes, to me she or he is.
I’m the one who twists the throttle and decides how hard; I’m the one who squeezes the brake lever and how hard; and I’m the one who leans the bike over and how far. If I crash as a result, so be it. And if you disagree with what I’ve said here, maybe you should be driving a car. A motorcycle is about fun, it’s about living a bit dangerously, isn’t it? Remember country music star Kenny Loggins? He wrote/sang the song for the movie, Top Gun. The lyrics describe (or should) the sensation you feel when riding a motorcycle. Remember the song? Here’s most of the lyrics…
“Revvin’ up your engine
Listen to her howlin’ roar
Metal under tension
Beggin’ you to touch and go
Highway to the Danger Zone
Ride into the Danger Zone…
You’ll never say hello to you
Until you get it on the red line overload
You’ll never know what you can do
Until you get it up as high as you can go
Out along the edges
Always where I burn to be
The further on the edge
The hotter the intensity
Highway to the Danger Zone
Gonna take it right into the Danger Zone…”
Electronics which dumb down the exhilaration of motorcycling could be just what’s hurting the industry. Bike sales are down and I reckon one reason is because electronics has taken away a lot of the fun, the enjoyment, the danger!
Some of you might be saying, “Oh, that’s so irresponsible of you, Stuart.” Well, take a good hard look in the mirror and ask yourself why you first rode a motorcycle and why you love them now? It wasn’t just because it is a mode of transport, is it. No, you’d be driving a Toyota Prius or riding a lame horse, because getting on a lively horse would be too, you know, “dangerous”.
A bit like riding motorcycles.
So, what I’m saying is take back the control in your life, don’t let the ‘world’ dictate what you should and shouldn’t be doing. If you want to ride full throttle, let it be, if you flip off the bike as a result, so be it. If you smash the brakes on and you slide down the road, so be it. Don’t let it be the electronics dictate what is safe for you, where’s the fun in that?
Or, let me put it this way… Ask Mick Doohan (or any of the 500cc GP riders) how violent a 190hp twostroke was with no electronics to save his arse if it spun up too quick coming out of a corner. Excitement? That was excitement!
Enjoy!
Cheers, Stuart.
www.ausmotorcyclist.com.au 6
THE MAN!
Toby Price has recently been crowned 2018 FIM Cross-Country Rallies World Champion. Toby’s journey to the 2018 FIM Cross-Country Rallies World Championship title has not been an easy one. His crash at the 2017 Dakar Rally forced him to spend much of the year recovering. Returning to competition at the 2018 Dakar last January, Price impressed with his outright speed, ultimately taking two stage wins and finishing in third position overall and that was not being 100% fit!
Riding with great consistency throughout the 2018 season has paid off for Price. Multiple stage wins as well as podiums at the Atacama Rally and Desafio Ruta 40, added to his win in the final round in Morocco, have resulted in the 31-year-old becoming a worthy first time world champ.
DGR GOES
LARGE
The Distinguished Gentlemen’s Ride this year has raised over $6 million US! Mark Hawwa and Stephen Broholm
have outdone themselves with loads of hard work in the background to make this possible. Over 112,000 classic and vintage style motorcycles (and their dapper riders) rallied together in aid of raising awareness and support of prostate cancer and men’s mental health on behalf of the Movember Foundation. If you’ve not been a part of DGR, make sure you get on board next year. See www. gentlemansride.com for more.
HEAD TO PI
Get set for a triple-treat with world superbike’s new three-race format debuting at Australia’s 2019 Yamaha Finance season opener at the thrilling Phillip Island Grand Prix circuit, with tickets for the February 22-24 event on sale now via Ticketek.
jam-packed agenda of three world superbike races, one world supersport race, plenty of action from the premier Australian classes plus full paddock access. Kids 15 and under are free and camping on-circuit makes a long weekend away on the island totally affordable. Be there or be square!
BIG BOYS TOYS
Triumph released the new Street Scrambler at INTERMOT (full report in this issue) and just before the EICMA show in Milan,
Triumph released the 1200 Scrambler. Both models are sure to be big sellers we reckon.
Remember, Melbourne Moto Expo is on November 23-25 (Friday to Sunday). The expo will again be held at the Melbourne Showgrounds in Ascot Vale. To keep up to date with the 2018 Melbourne Motorcycle Expo, visit www.troybaylissevents.com and hopefully you’ll be able to see the new Street and 1200 Scrambler’s (and plenty more new releases) in the flesh.
THREE YEARS
Action happens from Friday to Sunday. As an extra bonus at world superbikes, all threeday ticket holders are gifted free Paddock Access. For all ticket and racing information go to www.worldsbk.com.au or visit Ticketek.
three-day
A three-day adult pass is just $120 and delivers a
BMW Motorrad has joined MV Agusta (who was the first in Australia) in offering customers a three year warranty. The warranty period also includes comprehensive roadside assistance, available 24/7 every day of the year. The new warranty is for BMW motorcycles purchased after October 1, 2018. D
Tracer
Take one Yamaha MT09, convert it into a tourer then update it after a couple of years, producing one of the best touring motorcycles in the world.
That’s the new Yamaha Tracer 900 GT in a nutshell and to find out just how good it is, I headed over to NZ to have a bit of a punt on one. What better place in the world than Queenstown, NZ and the simply stunning roads and scenery to showcase the Tracer GT? Then add a huge dump of snow the day before my arrival to make the scenery even more outstanding.
The new Tracer 900 GT was the focus of the launch but Yamaha Australia will also be bringing the ‘standard’ Tracer 900 (improvements in styling, wind protection, rider/ passenger comfort, chassis geometry and standard features - ABS, traction control, centrestand and a 12V outlet) into the country for $15,499 plus on-roads. I have no idea why because all the extra fruit you get on the GT is only $1500 more.
The GT isn’t simply an MT-09 or previous model Tracer slapped with some panniers. There are a lot of changes, but fortunately the most obvious one that has stayed the same is the sweet as pie triple cylinder engine. The YCC-T throttle-bywire electronics have been revised with mode (A, STD or B) being less abrupt than before, making on/off adjustments smoother and more seamless. I actually found STD to be the best all-rounder setting. A was a little too harsh for touring and B lacked the feel I was after.
Making touring even more comfortable, the GT has an up quickshifter which is smooth at low speeds as well as high. This is one feature that some quickshifters seem to struggle with.
Handling has undergone a huge change. The swingarm is now 60mm longer, the forks are fully adjustable, the shock is adjustable for preload and rebound with a remote preload hand adjuster. Both the forks and shock have revised internals and springs; the previous Tracer was
rather soft. I found the front to be on the money but for my size I still wound in a bit of additional rear preload. Comfort was a major complaint with the previous Tracer. Yamaha redesigned the bodywork with new fairings that are more aerodynamic but the big ticket item that caused the majority of complaints previously was the seat. New shape,
thicker foam, grippier material and height adjustment (850-865mm) have transformed the Tracer. Where your lower back would burn your eyeballs after a couple of hundred kays, you can happily ride all-day long, only stopping for fuel. During the launch we had a good 400-odd kilometre ride and I wasn’t sore at all. If you remember a couple of years ago, we had a Tracer as a long termer. It had the Yamaha accessory gel comfort seat and the new seat is way better even than that – in another postcode better. Add in a slightly narrower handlebar with reversible brackets for 10mm of adjustability.
The pillion seat has undergone the same process, and one added revision is the footpeg location. The pegs have been lengthened and brought forward, which will no doubt keep the pillion in a million very comfortable. Sadly I have size 13 hooves and the pillion peg location restricted my comfort; my heels would be banging on the bracket when up on the balls of my feet. Cut my feet? Yes, my parents tried that when I was young so they’d have to stop buying me bigger and bigger shoes, but alas it didn’t work. I didn’t get to ride two-up but I can only imagine the GT will be
quite nice as the rider has a lot of room to move around.
around.
SPECS
YAMAHA TRACER 900 & TRACER 900 GT
which are now
control and a larger, 50mm hand
The GT also comes with a heap of other standard equipment – the obvious one is the 22-litre panniers, which are now integrated into the bike, cruise control, centre stand, heated grips, 12V outlet next to the dash, 3-mode traction control and a larger, 50mm hand adjustable screen.
The other great standard piece of kit is a full-colour TFT dash. Looking very similar to that on the R1 and MT-10, the dash is easy to read in all lighting conditions and when it senses the light is getting darker the background changes to keep it easy on the eye. As you can imagine, bucketloads of info is at your fi ngertip.
Slight alterations have been made to the headlight assembly and there are slimmer hand guards. Some will like these, some won’t – it’s a personal preference item.
Accessories are well thought out – a wide range of seats, including heated is available. An even larger screen is on offer, as is a tank bag and rear rack, although Yamaha suggests not using panniers and topbox together. LED indicators (which should be standard to my mind) and LED PIAA fog lights are other touring accessories worth considering.
If you’re after an exhilarating allpurpose, high-performance tourer that fi ts nearly any budget, that is easy to handle and will bring a smile to your chops every time you get on board, the Yamaha Tracer 900 GT is one of the best available. D
PRICE: $15,499 / $16,999
(plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Liquid-cooled in-line three cylinder, 4-stroke, DOHC, 4 valves per cylinder
BRAKES: Front, twin 298mm discs with radial mount four-piston ABS calipers. Rear, 245mm disc, single-piston ABS caliper.
FUEL CONSUMPTION: N/A
THEORETICAL RANGE: N/A
COLOURS: Nimbus Grey (Tracer), Midnight Black (Tracer GT)
VERDICT: GO FOR THE GT, IT’S WORTH IT!
OKTOBER FEAST
Cologne dishes up new bikes and new ideas
WORDS the bear ph O t OS
F r OM a LL OV er the PL a C e
IT’S a RIDeR’S PaRaDISe.
New motorcycles from the world’s great bike factories (and from some remarkable small ones); amazing (in the real sense of the word) custom bikes; gadgets that you never realised you had to have; new and both practical and good-looking luggage; motorcycle tours to all the great roads of the world. They’re all together here in the one place on the banks of the Rhine within easy reach of bottomless supplies of the local and soothing,
easy-to-drink pale ale, Kölsch.
At the beginning of October in even-numbered years, the gates of the Cologne Trade Fair swing open for motorcycle show INTERMOT. I’ve been attending this show since 1990, under various names (the show, not me) and originally in Cologne, then in Munich and then back in Cologne again. There have been many memorable moments over the years, although the most significant probably happened at the first show I attended – the launch of the John BloorHinckley Triumphs.
The most significant this year was another launch, with another famous
Just to show that I’m not all that mad at Suzuki, here’s the new ‘Katana’ out on the open road.
name on the tank, but more of that later. There’s quite a bit of other news (although I’ve gone easy on electric bikes because they’re not a big deal for Australia – yet); and keep in mind that I was actually there, so I got (I hope, anyway) an indication of how the bikes were presented and received. The amazing INTERMOT Customized will get a separate story later.
This is not a technical report; if you want valve angles and transmission ratios, I refer you to the manufacturers’ websites. Let’s instead take a look at what was new and interesting; in alphabetical order in a vain attempt to be fair.
Aprili A
More power, less weight
A new colour scheme for the RSV4 RR and some of the other bikes was the big news on the Aprilia strand, as well as a reduced-power Shiver for staged licence riders. But oh my, aren’t the bikes beautiful. As far as I’m concerned, they’re so good to look at that the factory never needs to upgrade them at all. Mind you, I might feel that way because there is no way I could ever do justice to them even as they are… Aprilia Racing introduced a new kit for the ’17 and ’18 RSV4 which increases power to 215 horses, drops 10kg and includes aerodynamic winglets. Details in the special web area www. serviceaprilia.com/public/racing, where riders and teams can access the
exclusive world of the Aprilia “Factory Works” racing bikes and receive further information and more technical details on the RSV4 machines prepared by Aprilia Racing.
Benelli
Who wouldn’t have one?
This is really more an honorary mention than anything else; the only new Benelli was a 125cc bike specifically for the European market which we will almost certainly not see here. But I did notice that one of the bikes on the stand attracted a lot of attention, and that was the 300cc, 28kW BN 302 R twin in race clothes. With a design harking back to the great Benellis of the track, it might be made in China but it clearly appealed
to European (and, I suspect, Australian) enthusiasts – especially in historic green and silver. These will probably be highly (or maybe rather ‘lowly’) affordable. Is there room in my garage? Maybe…
BMW
Big bikes get bigger
“The new BMW R 1250 GS and R 1250 RT both offer ShiftCam Technology, variable valve timing and valve stroke on the intake side for increased power across the entire engine speed range, reduced emission and fuel consumption levels, optimised running smoothness and refinement.” That’s what BMW Motorrad says about the two new bikes introduced at Cologne, and they should know. But there’s far more to the bikes than that. Forgive me if I do delve into the engineering a little.
The bikes offer increased output and torque with a capacity increased to 1254 cc (previously 1170 cc) 100 kW at 7750 rpm and 143 Nm at 6250 rpm. ShiftCam also increases running smoothness and refinement. Asynchronous valve opening on the intake side gives optimised swirl and
Aprilia RSV4 RR
Benelli BN 302 R
Here it is, the new Panigale V4 with MotoGP-derived technology applied to engine, frame and electronics. The most powerful V4 delivering 214 hp, brand new “Front Frame” and total control offered by state-of-the-art electronics. All this in a stunning, muscular, athletic body. The new Panigale V4 was born to deliver a riding experience closer than ever to that of a race bike.
special feature Intermot 2018
therefore more effective combustion.
The latest generation of BMS-O engine control and use of twin-jet injection valves means even more effective carburetion.
Two riding modes, ASC and Hill Start Control are standard, as is electronic suspension Dynamic ESA “Next Generation” with fully automatic load compensation. In addition to standard adjustability of seat height, except for the HP style on the R 1250 GS, there is wide range of seat height variants ex works. LED headlamp for the R 1250 GS is standard and LED daytime riding light for both models as optional equipment items ex works. Connectivity is provided by multifunctional instrument cluster with 6.5-inch full-colour TFT screen and numerous features as standard in the R 1250 GS.
Brixton
Not quite a riot
Unknown so far in Australia but quite successful with a range of 125cc machines in Europe and some Asian
the press release. I kind of liked these things; I presume they’re cheap. Is anyone out there interested in importing them? Take a look at www.brixtonmotorcycles.com for more information.
There is much more, of course, especially in optional equipment and I strongly suggest a visit to the factory website.
and South American countries, Brixton launched two 250cc models at Cologne, the Japanese-engined Saxby and Glanville (gee it’s hard to avoid the obvious joke about the spelling) with retro-British styling. Brixton’s motto is “Any direction. As long as it’s your own,” and they’re not kidding: customising accessories include wooden inserts on the tank. The bikes are pretty up-to-date; they feature LED lighting, ABS and adjustable rear suspension.
“Brixton Motorcycles plans to rapidly expand its model range with more powerful engines and more cylinder capacity over the next few years,” says
Doohan
Taking the Mick?
Does Mick know about this? A pair of truly weird electric three-wheelers, these ‘bikes’ only made it into my listing here because of their name. But who knows; the motors come from Bosch and the batteries are made by
New BMW dash
Brixton Glanville
Doohan itank
Doohan itango
BMW R 1250 GS
BMW R 1250 RT
$6,490 RIDEAWAY
LG and Panasonic, which augurs well for their quality. Check www.doohan-ev.com for more information.
DUCATI
Scramblers are go
There was no sign of the usual lengthy market analysis (and quiet boasting) when Claudio Domenicali took the stage to introduce three new models for 2019. But then it wasn’t really a Ducati launch, it was a Scrambler launch. And while the bikes were not precisely ‘new’, being upgrades of existing models, they were new enough to deserve the term.
The new Full Throttle takes its cue from the flat track Scrambler ridden by Californian racer Frankie Garcia in the 2018 American Super Hooligan Championship. With its two-tone blackyellow white-striped tank, all-new rear end with dedicated seat and white-rimmed yellow number holders, this bike shoots for a real dirt track competition feel. With its renewed livery, the Café Racer draws its inspiration - and Silver Ice Matt graphics with blue frame - from the legendary Ducati 125GP Desmo. The new 17” spoked wheels and aluminium bar-end mirrors give the bike a cool ‘60s race look, while a modern radial front brake pump provides what Ducati says is braking performance on a par with that of a sport bike.
The Ducati Scrambler Desert Sled gets a bit more real than the existing model. It features an Off Road Riding Mode that allows ABS disengagement for down-inthe-dirt fun. Adjustable Kayaba suspension plus the type-approved headlight mesh guard, high mudguards (specially designed for this version) and engine skid pan add to the dirt cred. All three bikes offer cornering ABS, a first for the type from any brand. The bikes will be joined by the new Scrambler Icon, from which they inherit new aesthetics and technical features, which got its world-first public preview at INTERMOT 2018.
Scrambler Full Throttle
Scrambler Café Racer
Scrambler Desert Sled
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What’s your Spirit of ’59? Take a Modern Classic for a test ride during October to December and be in the draw to win some amazing Triumph prizes.
Contact your Triumph Dealer for more details today. T&C’s apply.
SPECIAL FEATURE Intermot 2018
HARLEY-DAVIDSON
Count on Milwaukee
All quiet on the western front, but H-D was good enough to offer us a few beers on its classic stand, which was truly appreciated. Note to other manufacturers: yes, we can be bribed. Well, not bribed exactly…
HONDA
It’s a super… ah, cub…
Quiet days at Honda. They displayed a concept bike at the Paris show, where manufacturers mainly show cars, but Cologne had to be satisfied with the return of the 125cc Super Cub, which now offers fuel injection and ABS. Top technology, but at a top price. Oh, and a couple of new paint jobs. Do I understand these people? No. To be fair, the stand was popular on the public days.
HOREX
Mixed technology?
Reborn German brand Horex (with new owner after the 2014 bankruptcy) offered a slightly more basic and cheaper version of its super-
gloss or matte, the bike still fits what Horex calls ‘the brand’s premium aspirations’. From what I could work out you need around 45,000 euros before you can play. The styling is quirky, with a dash that looks as if someone has glued an iPad to the top of the forks.
HUSQVARNA
Hit the road with a 401
expensive, W6 cylinderengined bikes with the VR6 RAW.
All blacked
Probably the biggest thing for Husqvarna at show time (but not at the show) was the news that Steve McQueen’s Husqvarna 400 Cross, which he rode in the film On Any Sunday, had just sold for US$230,500. Husky is making its way in the world in style now, with a variety of models using more or less KTM technology but highly individual styling. The
Honda Neo Sports Café custom
Horex RAW
Husqvarna Svartpilen 401
Er, no, this is not a 2019 H-D model…see our coverage of INTERMOT Customizing soon
Vitpilen and Swartpilen 401s, powered by a version of the KTM 390 engine, are real standouts. I didn’t like the original designs for the Vit- and Swartpilen bikes, but in a nice turnaround the production bikes, for once, look better than the prototypes. I expect great things from Husqvarna as KTM’s somewhat nutty little brother. Or sister. Sibling! That’s it! Sibling!
Ind I an The show ponies
Eschewing the company habit of using names from the history of the marque, Indian has called its latest model just ‘FTR’ for, presumably, Flat
Track Racing. To my mind that’s a shame, but it takes away nothing from the fact that this was the big hit of the show, and possibly the bike that will lead Indian to well-deserved success. Why is this so? Because, while using design and styling cues from the championship-winning FTR750 race bike that has dominated American Flat Track since it was introduced, it is
more than that and more than a cruiser. It is an outstanding… well, motorcycle design; a naked bike to most eyes. And it’s managed to retain the Indian ‘house’ look at the same time. That gives the FTR and FTR S a huge market, potentially reaching far beyond the cruiser buyer.
Don’t imagine for a moment that basing a bike on a flat tracker is a guarantee of success – remember Honda’s FT500? Not ugly, but pretty bland. Designer Rich Christoph has managed to blend all the ingredients into an outstandingly good-looking motorcycle. Sharp, just a little old-timey and simultaneously right up to date.
“The FTR platform proudly breaks new ground and answers the call of enthusiasts around the world anxiously awaiting its debut,” says Indian’s press release, and if the reception the bike got at the pre-launch party was anything to go by, they’re so right.
Husqvarna Vitpilen 401
Indian FTR 1200
special feature Intermot 2018
“The platform (industry-speak for ‘motorcycle’) delivers an American motorcycle with true flat tracker style and the performance to back it up.” Indian has not done this the cheap and easy way. Apart from the all-new running gear, the new 1203cc V-Twin engine with roughly 120 horsepower and 115 Nm of torque apparently provides an impressively flat torque curve for flexibility and strong acceleration in any gear. The S is a premium version of the plain FTR.
“Our vision from the beginning was to be more than a traditional American V-twin brand. We continually seek to broaden Indian Motorcycle’s reach to a wider range of riders, and FTR 1200 represents a significant step forward in that strategy,” said Steve Menneto, President, Indian Motorcycle.
Both models will hit the shops in the first half of 2019, and I can’t wait to get my backside on one.
KaWaSa K i
Tidddlers to thunder
I’ve been a fan of Kawasaki’s range policies for a long time. The Greenies have had a good eye for the popular and therefore profitable areas of the market. They proved that once more with their release of two 125cc tiddlers at Cologne, one a
Ninja and the other a Z. This capacity is enormously popular in Europe, for licensing and insurance reasons. But it would not have been Kawasaki if all the action had been at the lower end of the scale. Firstly, the Ninja H2 and H2 Carbon got a lift in power output to 231 horses, even without Ram-Air. They also got the latest Brembo Stylema brake calipers with outstanding braking as well as superior cooling characteristics to slow all those horses down. And hey, they even got “highly durable paint on certain panel areas susceptible to abrasion”. Smartphone connectivity via the Kawasaki Rideology app allows direct communication between rider and machine with logs
and updates displayed on the smartphone screen. And that wasn’t all. There is a power increase for the ZX-10R and ZX10R SE, rated at 203PS for the coming season, and the race-focused Ninja ZX-10RR making 204PS thanks to internal engine changes. All Ninja ZX-10Rs now come fitted with Kawasaki’s up and down KQS quick shifter for these machines which are “as close to a World Championship winning KRT Superbike as it is possible within the production arena”. Only 500 of the new ZX-10RR will be built, with each machine bearing a unique, numbered top yoke identification plate.
Kawasaki Ninja H2 Carbon
Kawasaki Ninja ZX-10RR
The Indian launch party. If you look closely you can see me, just there, no, up a little…
KTM
Them that’s got shall get
Now here’s a conundrum for you. Austria is regarded with puzzlement and some condescension by most of the other nations of Europe, and by the rest of the world as a quintessentially bourgeois place where kangaroos use their long legs to ski down pointy mountains. One of its most popular sayings is ‘First bake the strudel then sit down and ponder.’
Mattighofen which are, frankly, so exotically predatory as to actually make them sexually arousing. Or is that just me? Surely not.
And yet Austria is a country which designs and builds motorcycles in
What we have here is a family of Praying Mantises (I think that’s the plural) just begging to bite your head off. No, wait. A family of motorcycles which look just as fast and competent
as they are, which is very. The KTM 1290 Super Duke GT will put to rest the commonly held opinion that Austrians have no detectable sense of humour; KTM has taken a sharp, focused and staggeringly powerful motorcycle (imagine Arnold Schwarzenegger as a ballet dancer) and put panniers on it to turn it into a ‘GT’. Oh ho ho.
But why not, you ask. Why not indeed.
The ‘most radical long-distance sports tourer on the market’ offers 175 horsepower and 141Nm and electronics which would make a Eurofighter proud. It will take you from A to Z so fast that you will never notice passing the rest of the alphabet. Now admittedly this is not what I would be looking for in a touring motorcycle, but it might be if I was 50 years younger. Scenery? Oh, yeah. Right.
The bike also offers every electronic system that KTM has. “The latest generation WP semi-active chassis is the most sophisticated setup offered on a KTM so far, with deeper analyzing sensors automatically adapting to surface conditions so that the new KTM 1290 SUPER DUKE GT always delivers precise handling –no matter the load or road. Rider, passenger, luggage or all three, the GT’s preload can be adjusted for the bike’s ‘cargo’ at the push of a button – no need for tools. Also transformed
KTM Super Duke R
KTM Super Duke GT
Summa cum laude
In case you’re in a real hurry and don’t have time to read my deathless prose, here’s a quick summary of the top news.
The Indian FTR 1200s were, without a doubt, the top new models at the show. KTM’s 1290 Super Duke GT stirred the juices too, as did both the Triumph Street Scrambler and Street Twin. The new BMW R 1250 GS looks like carrying on the type’s domination. There was far too much there to cover it all, but I hope I’ve given you an impression of the show. And I really liked Benelli’s BN 302 R! with just fingertip control is the choice of damping to suit the mood and road: Comfort, Street and Sport.”
I don’t even understand that, never mind being able to take advantage of it on the road.
The 1290 Super Duke R gets new paint, and KTM also has an optional “Track Pack” which includes launch control, spin adjuster, three throttle response settings and anti-wheelie off function. Then there is the optional “Performance Pack” to include motor slip regulation (MSR) and the Quickshifter. It is equipped with the RACE ON transponder key and the KTM MY RIDE smartphone and audio player integration. Them that’s got shall get…
LAMBRETTA
Full range scooting
If you’ve been reading my stuff as religiously as it deserves to be perused, you will have come across my friend
Robin Hartfiel’s description of certain motorcycle marques as “a T-shirt company with a motorcycle”. Until this show, I might have described Lambretta as a jeans company with a scooter. No more. The lineup presented at INTERMOT was impressive, ranging from an electric scoot to the Pirelli Edition in the photo. Fuel injection, LCD panel, LED technology and USB charging socket are all included.
Austrian design studio KISKA, best known for their work with KTM, has had a hand in the creation of the new scoots and I wonder how the Aussie distributor will go. Discover more at www.lambretta.com.au
MOTO GUZZI
Bob, bob, bobbin’ along
Moto Guzzi’s copywriters appear to be under the impression that bobber styling is derived from flat track racers. Now look, maybe they’re right and I’ve been wrong all along – as a friend of mine wrote to me recently, that’s the default position when you’re married – so I am not going to argue. What the Mandello Magicians have done, anyway, is to give the V9 Bobber a lowered single seat, Ohlins shocks, a drag handlebar and a few other cosmetic changes to make the look more aggressive and to reveal “the sportiest side of its character”.
The V9 Bobber Sport looks more individual and attractive in this new iteration and the lower seat (I don’t quite know how much lower because MG wasn’t saying) might well make it more accessible to shorter riders, which has to be a good thing. Just think twice before going fl at track racing.
Top marks, too, to Moto Guzzi for persisting with bringing an adventure bike to market. Past attempts have varied from okay (the Quota) to you-gotta-be-kidding (the NTX 650), so it’s refreshing to see that the V85 TT looks pretty much spot on in most
Lambretta Pirelli Edition
special feature Intermot 2018
ways. A new 80 horsepower engine and an all-new tubular steel frame will be the basis for an entire new family of bikes, and I think they’ve hit the spot this time – I am certainly looking forward to sampling the V85 TT in the real world.
I don’t want to keep going on about the writers of Moto Guzzi’s copy, but when they say that “the V85TT is an adventure every day” I can only agree that this used to be a common MG characteristic. I can remember a couple of Guzzis which were an adventure every day. Every day… I’ve always liked Moto Guzzis, often against all experience. I’ve never forgotten that I am faster on a V65 than on any other bike I’ve ever ridden. Moto Guzzi has come a very long way since gaining the benefit of Aprilia electrics/electronics, and I sincerely hope that this bike will add to the increasingly high build standard of the bikes from Mandello. Come on, amici, make me proud.
Royal Enfi E ld
Twice the fun
Our review of the new twin-cylinder Royal Enfields will be coming just as soon as they arrive on our shores, giving you more detail than I have room for. There is, however, one thing I can tell you about them: they drew the older (and not only male) show-goers like hundred-Euro notes draw strippers. I swear I saw the beginnings of drool in the corners of many a moustached mouth. If there is such a thing as retro porn these are that very thing (as WC Fields might say). Siddhartha Lal, you have hit the spot with the Continental GT and the Interceptor 650s. A little red-whiteand-blue birdie did tell me that there was vocal disagreement between the British designers and the Indian production engineers (which was what delayed the launch) but the Brits won, and the bikes are a credit to their skill (and perhaps to Triumph, from whom most of them were apparently sourced). You will now be able to buy a Royal Enfield
Moto Guzzi V85 TT with touring gear
Moto Guzzi V85 TT
V9 Bobber Sport
and ride it without the slightly eccentric Wodehousian air that wafts after the occupants of the Singles. Gotta love these things!
SUZUKI
Give it the sword
The new Katana, on the other hand… Let me diverge for a moment here. As editor of a series of books called SUPERBRANDS, I learned a lot about brands. One of those things was the concept of the ‘brand guardian’; once a brand attains a certain market
recognition and status, the owner has a responsibility to guard and, if possible, enhance it.
In my not-at-all humble opinion, nobody could improve on Hans Muth’s original Katana. It is one of the very few bikes ever designed that cannot be made better. Suzuki’s various attempts, led by the 750cc ‘Cuckoo Clock’ model, all fell short. Would that they had stopped at that point, or possibly just gone back to the old tooling and fired it up again. But they had to fiddle with it.
“The KATANA was developed to be a sporty-looking standard street
motorcycle that takes lean, mean retro flair and evolves it to offer thoroughly modern styling and performance,” says Suzuki’s press release. “Built to deliver the exciting ride one would desire in a current 1000cm3 class motorcycle, the KATANA is also designed to provide easy control over that power and a comfortable riding position.”
All true. But those things, except maybe the “exciting ride”, have nothing to do with the real Katana. The original bike was anything but retro, anything but easy to ride and anything but comfortable. What it was, was a revelation; a totally new look at
Royal Enfield Interceptor twin
Royal Enfield Continental GT twin
Suzuki Katana
what a motorcycle could be. As such, it deserves to be guarded. Instead it’s been trivialised.
Had this bike been released under any other name, perhaps Shōtō, I would have agreed that it was a good and worthwhile model. It is, in fact, just that. I like it, already, I like it. But it’s not a Katana.
TRIUMPH
Topping off the twins
Both the Street Scrambler and the Street Twin, which were relaunched at INTERMOT, offer significant power increase, up by 10 horses to 65 horsepower, 18 per cent more peak power than before, and high 80Nm torque output. They have a higher revving engine, with a red line now 500rpm higher than the previous generation plus a new magnesium cam cover and new lightweight crankshaft, dead shafts and balance shafts.
The new Brembo 4-piston front brake caliper improves braking performance, new higher-specification cartridge front forks give a more comfortable ride and the bikes have new Road and Rain riding modes, switchable ABS and traction control, a torque-assist clutch with a new mass optimised clutch cover, LED rear light plus an immobiliser and a USB power socket. The Scrambler has “dynamic scrambler ergonomics” with wide bars, forward set pegs and a 19” front wheel as well as dual purpose tyres, an accessible low seat and a much better-looking twin exhaust. Both bikes even have a “new contemporary
logo”. Triumph also promises improved finish and detailing across both bikes, and they did both look terrific. “Built to personalise”, as Triumph says, both bikes have a substantial range of accessories which will make it possible – and a lot of fun – to personalise them. If you’d like some help with that, Triumph provides inspirational customising kits for both bikes. If Triumph keeps upgrading its model range like this I may have to sell one of my bikes and add one of these to my garage…
There was a (quietly) amusing aspect to Triumph’s launches. Both bikes were introduced in videos, with amplified exhaust noises – and they sounded good! Then they were actually ridden onto the stage, and you couldn’t hear them… I know it’s nothing to do with Triumph as such, it’s the dopey noise laws. But it was funny.
WUNDERLICH
Bob’s your package
It’s not a motorcycle manufacturer, but BMW accessory maker Wunderlich regularly builds concept motorcycles which I inevitably wish BMW would take on as series bikes. This year it was WunderBob, created from the evermalleable R nineT. It’s a neat package, equipped with the best of Wunderlich’s own products – yes, you can build this bike yourself with bits ordered over the web. I use Wunderlich products all the time on my R 90 S (the bike the R nineT was built to commemorate) and I’m happy to recommend them. See https:// www.wunderlich.de for more on this and the other concept bikes, as well as their catalogue.
YAMAHA Running on MT
The Yamaha stand was a timely reminder of the enormous success of the MT series bikes, which are now moving into the adventure bike arena
Triumph Street Twin
Triumph Street Scrambler
as well, with their engine at least. The Ténéré 700 will be powered by the engine of the MT-07. Full marks to Yamaha for a large and comprehensive stand, even if they didn’t have much that was new.
THE INDUSTRY-OUS SIDE
Aussies hit the show
And so to INTERMOT in general, and its business side in particular. If you’re not interested in the motorcycle industry, you can stop reading now. This is my favourite show these days, not because it is the biggest but because it is the most accessible. I still walk 10km a day when I’m there, but that distance does let me cover everything. There is also an impressive range of outdoor activities – this year the rain let up just in time! I have to admit I didn’t have time to take those is, so here’s what the press crew itself reckons about them.
“Yet again, INTERMOT’s extraordinary programme of events was packed with variety and excitement. INTERMOT’s numerous driving circuits again attracted large crowds on all days of the fair – from the kids’ track to the courses for new or “rusty” riders, for experienced motorcyclists or trial bikers through to the test track for e-scooters and e-bikes.
“Visitors were enthralled by the spectacular performances in the acrobatics shows and motorcycle action by the professionals competing in the finale of the first European
Stunt Championship at INTERMOT in Cologne.”
There you go – can’t argue with that. Well I’m not going to, anyway. Whenever I walked past one of the outside tracks on my 10km hike around the halls, they were packed so I’m sure it’s all true.
Bester, Vice President/General Manager EMEA at Polaris Industries EMEA, in his analysis of INTERMOT: “For the first time in the history of Indian Motorcycle, we have presented a world premiere outside the United States ... We made a very conscious decision to stage this launch at INTERMOT in Cologne –the event is very international, and Germany is an extremely important market for Indian. The response that we received to our new models from international purchasing officers and journalists is overwhelming.”
spoke to Matt Philpott and Rob
reckoned that the exercise
INTERMOT is extremely important to many companies in the industry. Although it looks like a consumerfocused event, its business-tobusiness side is even more important. If you want to sell something to the vast European market, you have to be there. Australian exhibitors included Rideworx with Barkbuster handguards, Black Arrow Moto Gear, and Motoz dirt bike tyres plus Vozz helmets. I spoke to Matt Philpott and Rob Veljanoski of Rideworx on their substantial stand, and they reckoned that the exercise had been more than worth it with some 90 per cent of the invited dealers and agents showing up for a consultation.
On the consumer side, I think it’s been years since I’ve seen as much wide-eyes amazement as on the Vozz helmets stand as people checked out the unique fitment. Here’s a representative comment from Grant
I’ll leave you with a summary from Gerald Böse, CEO of Koelnmesse. “A thousand and forty-one companies from 40 countries exhibited at INTERMOT 2018, 66 per cent of which came from outside Germany. [The show] was attended by approximately 220,000 purchasing offi cers and visitors from almost 100 countries. The proportion of trade visitors was around 24 per cent, 35 per cent of whom travelled from outside Germany.”
See you in Cologne in 2020. I’ll buy you a Kölsch. And I found a terrific small hotel right on the Rhine and around the corner from several breweries. Details on application. D
INTERMOT chose a Yamaha, customised by Markuis Walz, as its signature bike.
INTERMOT is all about excitement.
It’s summer and tIme for wanderIng
Keeping cool is what it’s about compiled by stuart
SUMMER IS FAST approaching, we’ve had a few hot days already but the heat is yet to set in. This means it’s time for you to think about some summer gear for your motorcycling. We’ve approached the distributors, and the gear from those who want you to know about their products is featured below. Consider that when making your purchase!
HELD BIKER FASHION
www.heldaustralia.com.au
fi ngers in lightweight mesh fabric, elasticated leather panels on back, thumb and fi ngers, hard plastic knuckle protection covered with SuperFabric-brand material and SuperFabric reinforcement on edge of hand. Available in Black and men’s sizes 6-12 and ladiesD-6, D-7, D-8.
cuffs, perforated fi nger side walls, perforated hand for maximum ventilation, feel and comfort, elasticated leather panels on back, thumb and fi ngers, visor wiper, Suprotect shock-absorbing special foam on back of hand and ball of thumb, Titanium knuckle protectors and SuperFabric reinforcement on fi ngers and edge of hand. Available in Black, White-black and Whiteorange, and sizes 7-12.
LIGHTWEIGHT VENTILATED SPORTS JACKET - $250
Made from a Heros-Tec 600D (Denier) outer shell with a mesh liner, 2 external pockets, 2 internal pockets, cool mesh material in front, back and arms, arm adjustment, soft touch collar, CE approved soft protectors at shoulders and elbows, full connection zip and reflective detailing. Available in a couple of colours and sizes 4862 = XS-4XL.
DESERT SUMMER GLOVES - $130
Made with a mesh fabric leather detailed back, highly abrasionresistant kangaroo leather palm, colourfast and sweat-proof, Velcro adjustment at cuffs, perforated fi nger panels and sidewalls of
Made from highly abrasionresistant kangaroo leather that is colourfast and sweat-proof, also featuring special step seams which avoid pressure points on inner hand and enhance feel, pre-formed, crease-free palm, Velcro adjustment at wrists and
CHICANE GLOVES - $149.95
Premium quality, superb comfort, fi t and protection. Made from premium cow and goat leather with a double layer palm and little fi nger, carbon knuckle and fi nger impact protection, R.I.S.C. Polyurethane wrist slider and “Touch Tip” in fi nger tips enabling smart screen operation. Available in Black and sizes S–3XL.
DRY COOLING VEST
EVO - $249.95
Up to 15 degrees C cooling effect with 3 days’ ride time! This popular cooling vest has been updated for 2019. Simply load 500ml of tap water into the vest for up to 3 days of cooling. The
heat from body and surrounding air make the water inside the vest vaporise, that causes the vest surface and your skin to cool down yet stay totally dry. Make summer riding enjoyable!
EVENT JACKET - $199.95
A thoroughbred summer jacket: loads of mesh, lightweight and easy going. A sports fi t, safe and cool from every angle. 4 colour options – Black, Black/grey/ fl uoro, Ivory/grey/red or Black/ ivory/orange and available in sizes S–3XL.
RUSH JACKET - $229.95
The Rush is a short classic style jacket ready for your summer rides
in and around town with a great custom/urban style. 2 colour options – Black or Black/grey and mens sizes S–4XL and ladies XS–2XL.
MOTO
www.adventuremoto.com.au
KLIM MARRAKESH JACKET - $545
The Klim Marrakesh jacket is engineered to excel in a wide temperature range while providing the highest degree of comfort and durability. With a perfect combination of ventilation and abrasion resistant materials, the Marrakesh is Klim’s most comfortable motorcycle jacket.
KLIM BADLANDS AERO PRO SHORT GLOVE - $220
Built to meet the demands of the intercontinental adventurer, the Badlands Aero Pro glove is specifi cally designed to be your go-to glove for the majority of riding conditions.
KLIM MARRAKESH GLOVE - $150
The Marrakesh is engineered to excel in warmer temperatures while providing the highest degree of comfort and durability. With a perfect combination of ventilation and abrasion resistant materials, the Marrakesh is Klim’s most comfortable motorcycle glove.
COOCASE TOP BOXES ARE AVAILABLE IN FIVE MODELS. CHOOSE THE FEATURES THAT MATCH YOUR NEEDS.
LUXURY MODEL FEATURES ...
v Keyless entry via remote control
v LED brakelights
v Integrated security alarm
v Auto-lock feature
v Includes quick-release mount for existing luggage racks COOCASE top boxes are
Klim Women’s Avalon Jacket is engineered to keep women comfortable in the warmest riding environments while providing class-leading protection with proprietary Klim Karbonite mesh technology which yields a final highly-flexible mesh material that is up to 750% stronger than polyesters used by other brands.
Force F ield Body
Armour t echnic A l
B A se lAyer shirt - $75
The Forcefield Base Layer range has been created using BeCool. the first polyamide fibre with integrated airflow control, a function that maintains body temperature during sports and
leisure activities. Also in long sleeve, pants and for women (price varies).
dririder
www.dririder.com.au
Air- r ide 4 JA c K et$199.95
Made from a Maxtex 600D polyester and abrasion resistant mesh featuring a Reissa waterproof and breathable removable liner, CE armour with hi-density back protector, mesh comfort liner, power stretch in shoulders, chest and elbows, pre-curved arms, Neoprene stretch comfort collar, reflective print, arm and waist adjusters, 2 outer and 2 inner pockets and a connection zip for pants. Available in 10 colours and men’s sizes from XS–8XL and available in 4 colours and ladies sizes 6–22.
Atomic h oody - $249.95
Combines urban looks with protection and functionality. The Atomic Hoody is perfect for city riding and consists of softshell material with mesh panels for cooling, internal CE impact protection in shoulders and elbows, protector pockets lined with DuPont Kevlar fibre based fabric, hi-density foam back pad (D30 CE Level 2 protector
available as an accessory), poly mesh internal comfort liner, soft collar lining, detachable hood, internal waist adjustment, Velcro cuff closure, 2 outer pockets and one inner pocket and a waist connection zip for pants. Available in Black or Grey and sizes S–4XL.
s treet glove - $69.95
Made from goatskin, two-way stretch fabric and 3D mesh, synthetic suede reinforced palm, ergonomic knuckle protector, shock absorbing pads on palm and fingers, ergonomic Carbon palm slider, outer edge of pinkie finger reinforced, accordion stretch inserts on fingers, Neoprene wrist cuff with shock absorbing padding and a Velcro wrist closure. Available in colours – Black/ White/Red, Black/Black and sizes S–4XL.
Tropic II | Art. 6533 Summerjacket
Sambia | Art. 2163 Summerglove
Air Stream II | Art. 2350 Touringglove
Rodney | Art. 2353 Summerglove
Desert | Art. 2151 Summerglove
URBAN
BOOT - $149.95
Made from a heavy duty canvas and leather upper, comfort mesh breathable liner, double stitched in high stress areas, nylon inner ankle protector, cushioning insole with high-level breathability, fastener laces with zipper for easy fi tting and a stitched natural rubber sole that offers excellent comfort and grip. Available in Black, Charcoal, Red, Navy, Wine, Khaki, Teal and White, and sizes 36-46.
SIDI
www.mcleodaccess.com.au
REX BOOTS - $649.95
A modern and futuristic look that utilises the highest quality materials in its structure to create a boot at the forefront of technology, functionality and production quality. The Rex was developed through research, laboratory tests and ‘on the
track’ testing thanks to Sidi’s Moto-GP riders’ input, all to offer you a brilliant performance during your rides.
An excellent choice for every rider who is looking for a protective yet breathable boot, with a versatile and extremely comfortable fi t not to mention an easy entry. Available in Black/Black, Grey/Black, Red Fluoro/Black and sizes 42-47.
www.rjays.com.au
JET STREAM III GLOVES - $59.95
Made with 100% leather palms, nylon air mesh construction, thermo polycarbonate resin reinforced weave hard knuckle protection, long black rubber vented protection strips over two fi ngers, dual layered leather palms, dual stitched in palms and a new rubber logo with Velcro wrist closure. Available in Black and men’s sizes XS-3XL and ladies’ sizes XS-XL.
ALL SEASONS III PANTS$169.95 - $189.95
CE approved body armour at knees, super hi-fl ow air mesh ventilation panels, removable waterproof and breathable liner, stretch panels over knees for freedom of movement, refl ective material, adjustable Velcro waist and cuff adjusters, rubber covered studs and a zip to jacket
feature. Available in Black and sizes XS-4XL and Stout L-4XL. Match the pants to the All Season III jacket.
STRIKE BOOTS - $139.95
Lace up boots with leather/canvas upper construction which are also 100% waterproof and breathable, featuring reinforced heel and toe protection, low cut heel for style and comfort, double stitched with heel loop for easy use, slip/oil resistance rubber sole and dual ankle cup protection. Available in Black and sizes 41-48.
SCORPION
www.cassons.com.au
SAVANNAH JACKET - $149.95
Textile jacket with CE approved body armour and back protector, removable waterproof liner, 4
SPECIAL FEATURE Summer Gear
external and 2 internal pockets, adjustable waist, wrist cuffs with Velcro tabs and refl ective material.
Available in Black, men’s sizes XS4XL and ladies XS-XL.
DAKOTA AIR
GLOVES - $49.95
100% leather construction fully perforated for maximum ventilation and are lightweight for supreme comfort and feel. Available in Black, men’s sizes XS3XL and ladies sizes 2XS-XL.
OUTLAW GLOVES - $49.95
An extremely comfortable plain black summer glove designed
for the rider who wants feel and protection in a lightweight glove. Available in Black and sizes XS-3XL.
DAINESE
www.cassons.com.au
AIR FLUX TEX D1
JACKET - $249.95
Made from Dainese’s D-Stone fabric, featuring removable composite protectors, pocket backspace for G1 or G2 back protector, neck adjustment, wrist adjustment strap and waist adjustment. Available in Black and sizes 44-60.
AIR-FRAME D1 TEX
JACKET - $299.95
When the weather heats up, there’s no better jacket than the Air-Frame D1, they tell us. It features a Quick Dry fabric chassis with ample use of mesh
panels to really let the air fl ow. Thermal adaptability is provided via a removable windproof liner, while comfort is ensured by an anti-fl oating sleeve system and soft inserts at the neck and wrists. Available in Black/Yellow-Fluoro, Black/Red, Black and Black/White, and sizes 46-60.
AIR HERO GLOVES - $139.95
The Dainese Air Hero gloves combine cowhide leather, a reinforced goatskin palm and polyurethane knuckle protection in a lightweight and fully ventilated summer glove that achieves a CE rating. For those riding in hot weather that need air fl ow without having to compromise on safety, the Air Hero Gloves have come to the rescue. Available in Black and sizes XS-2XL.
AIR MASTER
GLOVES - $109.95
A light, ventilated summer touring
special feature Summer Gear
glove with knuckle protection that’s touchscreen enabled. A snug cuff closure ensures safety and comfort, while the soft ventilated fabric provides a cool snug fit that holds the rigid protective knuckle guards in place. To slip on, cinch up and forget they’re there. Available in Black, Black/Red and sizes XS-2XL.
Drake Super a ir Tex pan TS - $299.95
The Drake Super Air Tex Pants from Dainese are the perfect complement to any of Dainese’s mesh warm weather jackets. Fully ventilated with large boomerang mesh panels on the thighs, shins and calves, the Super Air Tex Pants eliminate steamy moisture build up yet keep your legs protected with composite CE certified knee armour and the light yet durable Dainese Quick-dry fabric. Great for warm weather commuting or weekend rides, the Drake Super Air Tex Pants are ideal for any rider looking to keep cool. Available in Black and sizes 48-58. a L pine STar S
A multi-material construction featuring stretch panels on the shoulders and a removable Drystar membrane for fit and comfort, the T-Core Air incorporates extensive mesh panels for optimized levels of internal airflow. Multifabric shell construction with mesh panels on chest, back and sleeves for cooling performance. Chest pad and back compartments with PE padding (Alpinestars Level 1 CE certified Nucleon chest and Level 2 CE certified Nucleon back inserts available as accessory upgrade). Available in Black and Black/ Fluoro Yellow, and sizes 56-66.
a growing number of Tech-Air compatible leather and textile products meaning its considerable protective features can be further boosted with the addition of Alpinestars’ Tech-Air airbag system. Available in Black/White and Black/White/Fluoro, and sizes 56-66.
The T-Missile Air Jacket TechAir compatible jacket is a fully featured all weather sport riding jacket with a range of class-leading fit and comfort features, such as stretch zones for improved mobility, zippered air intakes and extensive mesh panels for guaranteed internal air cooling. This jacket is one in
Full-grain goat leather and air mesh construction featuring a synthetic suede palm, reinforced edge of hand, touch screen compatible, carbon knuckle and carbon finger protectors, TPR protectors back with EVA foam, finger bridge, silicone printing on fingers for increased grip and Velcro closure. Available in Black, Black/White and sizes S-3XL. D
BURN SOME TYRES
Omeo – Bright, VIC
AWORD S STUART
S THE WARMER weather approaches it’s time to burn some tyres through the mega twisties on roads that are usually closed during the winter months. We’ve covered just about every other road in this area, but in a way you might say we’ve left the best till last. One word of warning though, be wary of the mighty Bogong Yeti who preys on motorcyclists, we’d hate to hear of him/her/it getting a fresh meat intake to grow even larger! Oh? You’ve not heard of the Bogong Yeti? Being a High Country dweller he/she/it only comes out of hibernation when the
temperature starts to warm up and is usually very hungry for some fresh motorcyclist flesh. If you’ve been lucky enough to spot the Bogong Yeti (and survived), and have a photo, we’d love to see it!
OMEO
The small town of Omeo is located in an attractive open and undulating plain, surrounded by high mountain ranges. Originally a pastoral area, the discovery of gold in 1851 saw the town boom, but as usual things ultimately declined as the gold ran out, and cattle and sheep grazing
took over as the town’s major industry. Remnants of the town’s gold-mining history can be found at the Oriental Claims Historic Area, located a few kilometres west of Omeo. Fishing is a popular activity in the many creeks and other waterways in the area, while there are picturesque small communities and scenic lookouts on a number of the roads around Omeo. The town centre of Omeo is on the slope of a hill along Day Avenue, offering scenic views over the many historical buildings in town. The A.M. Pearson Historical Park features the town’s court house and the original log
www.hemamaps.com.au
Head north out of Omeo on the Omeo Highway where you’ll quickly be ripping up the tread on your tyres through the start of the twisties. Anglers Rest is not far away and the Blue Duck Inn (if it’s open) is worth grabbing a bite to eat, coffee or whatever depending on the time of day.
About 11km out of Anglers Rest you need to turn left onto Bogong High
Plains Road. Follow this past Rocky Valley Reservoir and into Falls Creek. Once you’re finished checking out Falls Creek, continue on to Mount Beauty. About three kilometres past Mount Beauty, turn left onto the Tawonga Gap road and follow it all the way to the end (maybe even turn around and do it a few times), then turn right onto Great Alpine Way and into Bright for a nice cold beer.
TEAR-OUT MAP #70
Distance – 135km
Fuel – Omeo, Mount Beauty, Bright Road Conditions – Remember that some of this route may be closed during the winter months, so check the road conditions before setting out - www.alpineshire.vic.gov.au/ Page/Page.aspx?Page_Id=1655 or www.vic.gov.au/emergenciessafety/alerts-warnings-hotlines/ traffic-road-alerts.html
COLLECT THEM ALL
police lock-up. An extensive recreation park stretches from the commercial centre at Day Avenue right down to Livingstone Creek and features walking tracks, a rotunda, and a swimming area in a wide section of the creek. Omeo’s regional information centre is located at the German Cuckoo Clock Shop which displays a wide range of hand-crafted cuckoo clocks.
FALLS CREEK
Victoria’s largest alpine resort, Falls Creek is a treasure fountain for skiers, however, the resort area is still open during the summer months with
sweeping views of the Alpine area and if you feel the need, accommodation is also available at various locations - www.fallscreek. com.au/accommodation-search/
MOUNT BEAUTY
Mount Beauty and surrounds offer something for the extreme and for those that prefer the serene. The valley is a mountain bike hub, with rides for all abilities. If you’d rather walk, take a stroll along the river or hike Victoria’s highest mountain, Mount Bogong. Or just relax and enjoy local
wineries or a cool beer at the local boutique brewery.
BRIGHT
“Beautiful Bright” is how Vic Tourism promote the town of Bright and they’re bang on the money – a stunning town that you’ll fall in love with. There’s loads to see and do – wineries, walks, antique bazaar, brewery, lavender, deer and emu farms, day tours and countryside cafes. Then there’s the stunning restaurants and accommodation to suit all budgets. If you don’t plan to spend a couple of days in Bright, you’re simply missing out. D
Simply the Best...
BMW HP4 RACE
…better than all the rest? No. There aren’t any others in this class
WORDS STUART PHOTOS DEAN WALTERS
WE GET TO RIDE SOME pretty cool motorcycles here at Australian Motorcyclist. But when I was recently offered the chance to ride the $114,500 BMW HP4 Race around Sydney Motorsport Park (SMSP), that was something special. This is the highest spec motorcycle you can buy from a dealer in this country. Think carbon fibre, lightweight, big horsepower, World Superbike level electronics and suspension and you’re getting the idea of what this bike is about. I headed out to a wet and foggy SMSP to give it a whirl.
The HP4 Race is a track-only motorcycle and a proper race bike, even though there’s really no high level world race series it fits into. I guess you could club race it, (or take it to the Irish Road Racing Series, which includes the Isle of Man TT), but would you want to risk being taken out on such an expensive machine by some loose punter who thinks he’s going to win the MotoGP championship at club level? I think not. So, to whom does this bike appeal? It’s for the cashed up track day man (or woman) who wants the best that money can buy in a motorcycle that is like nothing else out there. Unless you’re racing World Superbike or MotoGP. Yes, it’s that good.
Essentially, BMW wanted to show the world just what can be done with the technology available at Munich’s disposal. The use of carbon fibre for the frame, fairing, wheels and subframe is one thing you get. ‘Strong and extremely light’ is something you just cannot imagine until you ride a bike like this. The effortless handling and ballistic acceleration takes some computing in your brain. It wasn’t until I rode the 2018 S1000RR straight after hopping off the HP4 Race that it showed just how much of a difference there is.
Of all the bikes I’ve ridden the lightness of the HP4 Race can only be compared (for me) to an exWSBK Ducati 851 I’ve raced. The Duc weighs in the vicinity of 140kg, with the HP4 Race coming in at 171kg fully fuelled and ready to ride. Take this into consideration for a minute. A current World Superbike weighs more, a MotoGP bike weighs about the same and the lightest litre sportsbike is around the 195kg mark! Those lacking kilos mean faster lap times and masses of fun.
The in-line four cylinder powerplant is BMW’s ‘Endurance Spec’ race engine, which needs to be rebuilt every 5000km at no doubt a high price tag. The Endurance Spec engine has 158kW of power and 120Nm of torque. Combine this with the featherweight lightness and the racespec close-ratio gearbox and you’re on an extremely potent machine.
You might ask why BMW didn’t fit a WSBK spec engine with 240 odd horsepower? Well, would you want to get a $20,000 plus rebuild every couple of times you take it out? I think not. So, the world endurance spec engine is the smart choice and it is more engine than most people could ever use anyway.
Thankfully the electronics are simply from another planet and help you drive this bike. They are nothing like you will have ever seen or experienced and I reckon that unless you’re a techno wiz you’ll need to employ an electronics technician to make the right steps with the setup. Although, having said that, unless you’re at a riding level of at least an Australian Superbike Championship
rider then the traction and engine braking you can change while riding will be more than enough – leave all the other settings as they are.
But imagine being able to change settings for every centimetre, every engine revolution, every lean angle, every corner, and every part of the race track. This is the staggering electronics package fitted to the HP4 Race.
Let me run you through what there is in basic form –
• 2D dashboard and 2D data recording including logger – this is directly from World Superbike.
• Dynamic Traction Control DTC (programmable for selected gears at 15 levels). Yes, as it mentions, you can set the traction control for every gear and every engine revolution – mind boggling stuff.
• Engine Brake EBR (programmable for selected gears at 15 levels). Again, we’re talking about staggering amounts of adjustment.
• Wheelie Control (programmable for selected gears). You can set the wheelie control for certain engine rpm and throttle openings.
• Launch Control –hit space even quicker.
• Pit Lane Limiter –because it sounds cool.
Before I jump on the HP4 Race, Shane Kinderis who runs the Next Gen Motorsport team sets up the bike with race shift and checks that I’m happy with the footpeg position and lever position. He runs me through how to start the bike, how to change traction and engine braking while I’m riding and to make sure I know to turn the bike off coming down pit lane as it has no cooling fans.
To start the HP4 Race there’s a toggle switch to the left side of the dash, flick it down, press the red ‘Kill’ button on the right bar switch block, then press the black button to fire it into life. A beautiful lumpy idle pumps out of the Akrapovic race system. The sound is like a magnet as people stop what they’re doing and gather round. Mark
Willis (ex-500GP) and I are the two riders and gently roll out of pitlane. The track is still wet in parts and being on slicks makes us relatively cautious. We both still roll in some respectable lap times with me being slightly faster than Mark (Yes!). I take the opportunity to rub it in knowing full well it would be like waving a red rag to a bull and the next session, which was completely dry, Mark showed me who’s boss. But not my much – about half a second was all that was in it, which I’m pretty happy with. We did have some good dicing in this session but it was always in the back of my mind that I’m riding a one hundred and fifteen thousand dollar bike and crashing it wouldn’t be seen favourably.
After the session, Shane downloaded the data from my bike and brought it up onto a large screen to run Mark and me through everything the HP4 Race is about. I can honestly say I’ve never seen anything like it – ever! The level of detail is simply…mind blowing. Shane could show me every part of the track as well as what my right wrist was doing, what the throttle bodies were doing, the traction, the anti-wheelie, engine braking, wheel speed, lean angle and I reckon this bike could pretty much tell whether you’ve left a brown stain in your undies. I was surprised to see that I would be winding the throttle on faster than what the throttle bodies and traction control wanted me to, with the wheelspin being controlled by the electronics and only letting me know it was working with an amazing sounding flutter from the Akrapovic carbon muffler. The traction control is nothing like what you get on any road bike, rather than being totally electronically controlled by cutting spark, the HP4 Race traction is controlled via the cylinders – reducing power when required.
Suspension is directly from World Superbike. The Ohlins FGR 300 forks are worth a ‘billion dollars’ as is the Ohlins TTX 36 GP shock. As you can imagine they are set up firm – this is a racebike after all, but as I was riding it as part of BMW’s ‘RR Experience’ ride day the HP4 Race had been softened off quite a bit to allow customers who
may not be riding at a high level to have more feel.
I bottomed out the forks and the rear squatted too much in the first session but a quick adjustment fixed all that up and I could push much harder into and out of turns. It showed me just how well this bike handles. It could effortlessly hold the apex of any corner and be pointed wherever I liked, and it would go there. Front and rear are widely adjustable and you can even change the rear ride height. Anyone who buys this bike should first explore the limits of what is available for spring preload, compression and rebound as standard before thinking about changing springs and the like. You can even change the swingarm height in the frame and the offset and steering head angle in the front, but that’s another level of adjustment again.
BMW Motorrad’s technical level means that this is the first ever motorcycle with a carbon fibre main frame produced industrially in a small series using the RTM (Resin Transfer
2018 BMW S1000RR
I also had the opportunity to ride the latest road going version – the S1000RR. This is a very potent machine but jumping straight on it after riding the HP4 Race showed the massive difference between the two. The extra weight meant that for the first couple of laps I was understeering wide into turns and the softer suspension meant the bike was moving around a lot more under power. Thankfully the bike was fitted with Metzeler Racetec K3 tyres which gave me the confidence to push the RR around and have some fun.
But, the big thing was the huge difference between a high level sportsbike and a bike that is at and above World Superbike standard – it simply leaves you speechless.
Moulding) process. It is a method of frame construction which only BMW Motorrad offers in this form.
Carbon fi bre technology has a number of variants which differ in terms of purpose and production technique. For example, the term “Carbonview” refers to components such as trim parts or prominently showcased design components that primarily draw on the aesthetic visual quality of carbon fi bre. The materials used are generally carbon fi bre fabric and epoxy resin, processed using the so-called hand lay-up method (hand lay-up laminate) or compression moulds. By contrast, the term “Carboncore” refers to components where carbon fibre is used as a functional material to reduce weight and/or increase the strength of a part as compared to alternatives such as steel, aluminium or magnesium. The starting materials here are woven or nonwoven bonded fabrics. They are inserted in the manufacturing mould and then injected with a reactive dual-component resin (RTM process: Resin Transfer Moulding).
The category “Carbondrive” includes non-woven bonded fabrics with continuous fibres produced using the RTM process. The aim here is to achieve an optimum balance between stiffness and qualities such as bending, transverse rigidity and weight for highly stressed components that are crucial to riding dynamics, like the frame and wheels.
The HP4 Race carbon fibre main frame has the engine integrated as a load-bearing element and tilted forwards by 32 degrees. The subframe is also made of carbon fibre and bolted on at four mounting points. In order to achieve the best possible response and feel for the rider, the frame has been designed in structure and shape to exhibit various stiffness qualities such as a defined bending and torsional response as well as transverse rigidity. In the past this was one of the main weak points in the design of carbon fibre frames – especially in racing, where the so-called flex of the chassis impacts on mechanical grip.
While torsion in the chassis around
the vertical axis is generally not desirable, a certain elasticity of the frame in a transverse direction ensures smoother cornering –factors which were central to the development of this carbon fibre frame. Here the overall main and rear frame structure and the swingarm were designed to strike an optimum balance between stiffness and flexibility for optimum traction, riding precision and feedback.
And the frame is extremely light, weighing just 7.8 kilograms which is 4 kilograms less than its aluminium counterpart in the S1000RR. It is produced in monocoque construction and therefore made from a solid piece of material. This means there are no weak points such as individually bonded or bolt-on components. All-in-all a very technically advanced piece of the motorcycle.
Bolted to the back of the frame is another World Superbike item. Suter, of whom you may have heard of from the Moto2 world championship, has supplied the swingarm. It is an exquisite looking item and works extremely well at providing traction and feedback while riding.
Braking is at another level as well. Again, World Superbike Brembo ‘droolery’ is fitted and combined with how light this bike is I don’t think I hit my braking markers once. I would always brake too early, such is the power available. Plus, I didn’t want to be ‘that guy’ that bins this expensive machine. Even ASBK rider Glenn Allerton said to me he had trouble adjusting to how late you could brake on the HP4 Race.
The technology built into this motorcycle means I could fill half of the magazine with all of its aspects but to keep things as simple as possible, all I can say is: if you’ve got the disposable cash to be able to afford the BMW HP4 Race, buy one. There are only 750 being built worldwide and nothing else compares to it, and even with some more claimed ‘specials’ possibly coming onto the market in the near future, they still won’t be as good as the HP4 Race. Simply the best. D
SPECS
BMW HP4 RACE
PRICE: $114,500
ENGINE: Liquid-cooled in-line four cylinder, 4-stroke, DOHC, 4 valves per cylinder
Two thousand kilometres of hot bitumen in the Northern Territory, a borrowed Indian Chieftain and Roadmaster, and being paid to do it by the NT Government. It doesn’t get much better than that for motorcycle enthusiasts Brad Foster and Nigel Collin.
Nigel and i went to the same school in Sydney. He was three years older than I so of course he never spoke to me unless I was doing something to annoy him. Fast-forward 30 plus years and we’re now good mates. We met again
probably 10 or 15 years back at a conference that he was emceeing and I was attending and have stayed in touch ever since.
When he decided to write a book on business five years ago, Nigel took off around Australia on a motorcycle with
an idea to interview business owners on the secrets to their success, penning it the Ingenious Oz Project.
He held the belief that “remoteness leads to innovation” simply because people had to come up with ingenious ways of doing things because they had no choice.
The tour went well and he’s been delivering keynotes to conference audiences ever since.
When I saw Nigel at a conference in May this year he told me that he was thinking of doing another trip. We were at the after party venue – a pub in Adelaide – and I told him, maybe with a slight slur, that I wouldn’t mind joining him.
He wanted to ride from Alice Springs to Darwin, almost 2000km, interview business people and community-based organisations and gather some new material for his presentations.
So we hatched a plan. We wrote a prospectus to a guy we knew who worked for the NT Department of Trade, Business and Innovation, outlining our trip. We’d interview between six to 10 people and provide the department with videos of the interviews that they could use any way they wanted.
I suggested to Nigel that we might be able to get a few additional sponsors for flights and accommodation and so I set about doing that. I even, maybe a little
arrogantly, thought we should try to get a motorcycle company on board.
The aim wasn’t to make a squillion dollars. All we wanted to do was cover the cost of the trip and hire a super star editor who could make our footage look better than we could ever do on our own.
As it happened, the NT government guy we knew said yes, Virgin Australia said they’d give us flights, AccorHotels said they would provide us a couple of rooms in both Alice Springs and Darwin for a few nights each, and the crème de la crème as far as I was concerned was that Tom Mendey from Indian Motorcycle Australia said he would lend us two bikes to ride.
We approached Indian Motorcycle because as I figured there were plenty of synergies with our trip. Indian is, after all, the world’s oldest motorcycle company, and we would be travelling through the oldest landscape in the world.
Oh, and they were way cool bikes too!
From Nigel’s and my initial discussion it was almost six months when we took off; 10 days’ riding from Alice Springs to Darwin in early October on the Stuart Highway, affectionately known as “the track”. By the time we hit Alice on October 5 we had lined up a dozen interviews with people working for businesses and charity organisations. These included
the amazing CEO at Purple House, Sarah Brown, and the curator of the Parrtjima Light Festival that was on in Alice at the time, Rhoda Roberts. Purple House, which provides mobile dialysis to Indigenous people living in remote areas, particularly proved to have an incredibly “ingenious” backstory. The charity-based organisation first raised money to get started by selling Indigenous artworks.
We also interviewed Ananda Taylor who is a field officer at Tjampi Desert Weavers, a social enterprise of the Ngaanyatjarra Pitjantjatjara Yankunytjatjara (NYP) Women’s Council, created to enable women in remote central deserts to earn their own income from fibre art. Tjanpi represents more than 400 Aboriginal women artists from 26 remote communities.
Further north we had the pleasure of meeting two-time Golden Guitar winner Tom Curtain and his wife Annabel McLarty who run the Katherine Outback Experience, a show that gives visitors a sneak peek into horse breaking (now called horse training) and dog training, with the odd song thrown in for good measure. Tom started the show when his horse whispering work fell over, courtesy of the government’s decision to ban live
Katherine Gorge – stunning!
exports. The local cattle farmers are apparently still recovering.
In-between the interviews we stayed at roadhouses and pubs like Barrow Creek, 280km north of Alice, and the iconic Daly Waters, another 630km north along “the track”.
You’d think that with a population of just 11 people, Barrow Creek would’ve been a quiet little place but I can assure you it wasn’t. With an adjacent caravan and camping ground and about a dozen motel-style rooms, the place was jumping when we got there around 5pm. It was a Monday night and there was a fair amount of drinking going on until everyone disappeared at 10, including the owner, Les Pilton, who
had been making the most of his newfangled karaoke machine.
Nigel and I were left wondering what the atmosphere would be like on a Saturday or Sunday. It was no wonder one visitor wasn’t worried about waiting four days for his new trailer wheel to show up from Adelaide.
Wherever we stopped off at, and whoever we met, there were always questions about our bikes. Did Indian really deliver them to Alice Springs for you? Do you have to give them back? What’s in it for them?
Yes they did. Sadly, we do have to give them back. Well, we’re hopeful that we can put together a kick-ass
film of our little trip that they can use to promote how great these bikes are on the open road. Maybe it will even convince a few people to buy one.
We had three GoPros, a fancy digital camera, and another piece of equipment that we could attach to our smartphones which made what we filmed look pretty damn great. We even bought a drone and shot some footage with that until the thing spat the dummy at Litchfield National Park. Then Nigel spat the dummy after it spat the dummy which I got on film too. Besides the stunning scenery at Litchfield and Katherine Gorge and the Devil’s Marbles this was my funniest moment of the trip.
Picture if you can, Nigel trying in 40 degree heat to get his drone talking to his smartphone and not much happening. I was laughing so hard I was struggling to keep the camera steady.
Nigel’s Roadmaster had the majority of storage including a great luggage rack that we tied the camera tripod to. With my two lockable saddlebags and a backpack I was easily able to transport the rest of our gear.
Nigel was a particular fan of the adjustable front windshield and the cruise control, and grew to love the speakers that blared out the never-ending music playlist from his smartphone. Halfway through the
trip I wondered whether the wildlife was keeping scarce because of his musical selections.
It took me a couple of days to get used to riding at 130km/h with massive road trains barrelling towards us from the opposite direction, but by day three I had the music pumping too and was revelling in the spectacular scenery we were passing.
We’re already talking about doing another trip, this time to Tasmania. Now all we need is a few sponsors and the okay from the bosses. The ones who matter that is – the ones who sit opposite us at the dinner table at home most nights.
And hey, take an Indian Motorcycle
for a test ride. In the Northern Territory if you can. I’m pretty sure you won’t be disappointed. D
1. Shoe collection at Daly Waters Pub
2. Devil’s Marbles
3. Entrance to Barrow Creek Hotel
4. Hot and sweaty after 2000km to Darwin. Careful of the croc behind you, fellas!
5. Brad and Nigel meet the ‘locals’ in Wycliffe Well
6. Daly Waters airstrip – used in WWII and today
Grab a beer and a story at Fairy’s
Wahgunyah, ViC WORDS/phOtOS CoLIn WHeLan
“I
t’s a pity Mick’s not here,” laments Kristy as she pours me a beer in the bar of Wahgunyah’s Old Empire Hotel, “he’s the bloke with all the stories about this place.”
Kristy’s one of those welcoming country publicans who, when
a stranger walks in, asks them what they’d like, how they are, how’s the day been and what brings them to town.
I told her I was after a drink and some stories about the place, oh, and a feed which had been dialled up on the run into this place.
For most of the final half hour of the late arvo ride up the Federation Way I’d been smelling breakfast. Then I crossed the Murray Valley Highway and hung a left and understood. That stack that’d been blowing smoke south belongs to Uncle Toby’s and
it’s their centre of muesli bar and breakfast cereal production.
In 100 metres I’m up-wind, in clear air and coasting into town; past the exquisite art deco fisho and then the hotel’s on the right, just at the start of the bank up of cars waiting to cross the single lane bridge over the Murray.
But I know the pub doesn't do accommodation, so I hang a left and then weave down past the sad for-sale motel and I’m at the free camp beside the river, switch off Super Ten, slip off the hat and IT’S FREAKIN’ CHAOS!!!!
A million at least corellas are
RATED 5 OUT OF 5 HELMETS
Old Empire Hotel
Foord St,Wahgunyah,Victoria
T: 02 6033 1094
fighting for tree space while a family of kookaburras laugh and take the piss. But there’s only one other camper in an area that’d take 30 so I pick a water frontage spot, throw up the tent and say g’day to my neighbour. He’s going nowhere fast. The diff’s
buggered on his van and it’ll be two lots of Centrelink before he’s got the dosh to cover it. Meanwhile I’ve been on the road for just under a week and it’s washing day so I grab some rocks, load ‘em into my riding pants and socks and chuck ‘em into the river where the river’s pretty much tuned to gentle rinse cycle. Ask my neighbour to keep an eye and what sorta beers he likes and walk back up to the pub where a few utes and cars have filled the side car park.
Then it’s back up to the pub, known by all locals as Fairy’s, where Kristy gives me the news about missing Mick and my beer between serving the first trickle of the ‘afternooners’. There’s four at the bar, all pretty involved and Robert’s chiming in from a nearby table.
I take in the flying pig adorned with a pair of “Where the F#$* is Wahgunyah?” caps that’s suspended from the ceiling. I settle for pulling up a pew beside Robert.
He’s in his early seventies and was born in the town, went to the local public school. He can remember the old newsagent and the hairdresser and the place where old George Tobias had his barber shop. That was all before he left in 1960 for a life as a regional bank manager.
When he retired in 2008 and bought a block just on the edge of town, and had his home built, the town wasn't doing too flash. Woolies had opened across the river and that put the kybosh on the local shops, but the place is climbing off its knees and is in revival mode.
Across the road the fish shop café’s
opened and selling ‘the best hamburgers anywhere’ and there’s a barber as well. “We might even be getting a little newsagent sort of general store. But this pub’s the social centre of the town, now.
These owners, Kristy and her man Brett are a vast improvement over the previous ones. The ones who had it when I came back in 2008 sold it and a single lady took it over and it was too much for her and this couple have really rehabilitated it. A lot of people are coming back. The food is brilliant. There’s a lot of people coming over here from Corowa. The beer’s good and the people, well a lot of the old timers have passed away but the ones left, and the new ones are great.”
Then he adds, “Pity Mick’s not here, he’s the one stories of the old days!”
Robert and I start a round and my shout keeps coming around pretty damn quick. The laughter and the
She’s a ripper
This place is a jewel. If you’re into evenings spent in friendly pubs and nights spent idyllic camping you won’t find better. You might have to pick your time as I reckon the riverside would get packed in school hols and the summer but the rest is more predictable: A very decent menu of honestly cooked food, a wide range of beers and wines in a pub run by people with a love of the place, a connection to its past and an involvement in its present. Chuck in the locals who’ll welcome you and entertain and you’ll be using it as a yardstick for years after your visit. For what it is, it can hardly be faulted so it got into our 5 helmet category. Lacking accommodation I’ve not rated its value but on the unique character scale I give it 4.5 out of 5. A ripper place.
stories of the town and the pub continue and other locals chuck in their two bob’s worth. Pretty much every contribution ends the same way: “ Geez…Pity Mick’s not here.”
I read Kristy a clipping of a review I’d come across of this place: “I put up at the Empire Hotel… and found as landlord there M. Camile Reau….” She stops me. That name rings a
bell, She’s pretty sure has a picture of him and pulls down a framed photo from the wall. Sure enough, Kristy knows her pub. It’s a formal shot of Mr Reau “publican’, taken in 1861, just four years before the review was written. Shirl and a mate turn up in their fluros. He tells a story about knocking a bloke through a window at a pub in Albury after being hit with a pool cue. There’s no reason for any disbelief – it’s obvious he’s the sort of bloke you’d like in your corner – squat and solid, a keg with a head and a permanent smile on his mug.
We get talking about life choices and he pauses when I ask him a question. "The best decision I ever made? Had to be when I was with the lady who became my wife and the mother of my wonderful kids and I made the decision
not to be a gangster. I could've joined a gang and probably would've been dead by now but I chose to get a trade, get married and have kids. Yeah, that was the smartest thing I ever did. Well that and coming to this here. The people here are just amazing. But I haven’t been here all that long to tell you any scandal about this place.
Then he adds, ”what a pity old Mick’s not here."
I chow down on a very decent parmie, grab a couple of beers for my neighbor down by the river and walk to my digs. It’s a clear night and again I marvel at how a million-star campsite leaves any five-star hotel in the moonshade.
When I get back my riding pants and socks have been hung to drip dry on a stump and my Neighbour says I needn’t have bothered with the tinnies but he’s glad I did, every man needs his dinner!
Next morning my prayers for the death of a million corellas haven’t been answered so I have my brew on a river log as the mists lift off the river. There’s no reason to hurry and it’s just on ten by the time Super Ten is loaded up and we’re ready to move. At the top of the road I pause to let an old codger on a mobility scooter cross
and then watch him as he heads for the just opening Old Empire.
I head over the bridge to get some shots of Corowa and its hosting of the Federation Conferences then cross back and, following a hunch, pull up outside the pub.
As I walk in Kristy looks at me and points to the only bloke this side of the bar, the fella who was on the mobility scooter: “Colin,” she laughs, “this is Mick.”
Ah Mick! Lived here all his life has Mick, and drunk here most of it.
Mick’s hair used to be brown, and his twin brother’s was blonde. “He was known as ‘Snow’ and I was known as Dark. I was in here having about my first drink when the local copper came. He asked me how old I was and I told him 18. He looks at me and says, “Well I was just talking to Snow and he told me he was 16 so finish that drink and piss off.”
Like the pub itself, the bistro is known as Fairy’s in honour of Phyllis, who, with husband Jack, ran
the place back in those times when Mick was learning drinking. Pubs weren’t allowed to trade on Sundays but around the back, under the massive vine was a door which led to the fabled room 13.
“Room 13 was where we used to drink on Sundays. Old Jack would be the cockatoo out in the carpark but most of the time the coppers would turn up at midday or half-past, check the books and sign them and then leave us alone. If they ever did turn up, it was Jack who had to go to court and pay the fines and we’d all pass the hat around to make sure he wasn't out of pocket.
“Fairy would drink with us and sometimes she’d pass out or just head upstairs to bed and leave us on our own. We’d serve ourselves and put the money in the till, all honour system and the last blokes out would just make sure the doors were locked.”
I ask about the pig behind the bar and Mick looks at me. “Pity Fordie’s not here.”
Here we go again! If I don't leave
now, I’ll be here for a week so, as the first of the lunch crowd wander in, I buy a round and head out smiling.
Last night, after Kristy had taken down the old publican’s photo from the wall, I’d continued reading from the article in the 1865 Ovens and Murray Advertiser: “The (hotel) … is handsome, neat, and commodious. What is still better, the landlord and landlady are evidently anxious to oblige, and… I cannot help saying that I was received with the greatest cordiality and made as comfortable as heart could desire.”
Over a century and a half later, there couldn't be a more accurate summation of this place.
There’s a big bunch of good hotels along the Murray River but if you pass up an opportunity to spend an evening at Wahgunyah’s Old Empire followed by a night down beside the river it would be, as Kristy, Shirl, Robert, Mick and no doubt Fordie would say, ‘a pity.’ D
HARLEYDAVIDSON FXDR 114
A Harley in drag (as in “racing”)
WoRdS RALPH pHoToS stuARt And RALPH
THe TRiangle of bad-arse aesthetics / rumbling big cubes / drag-race contender makes for perfect symmetry in the latest HarleyDavidson to arrive on our shores. With only ‘FXDR’ on its badge and ‘114 cubic inches’ on the rather loud and proud air filter (and side cover), there is little that gives a hint of the bike’s real purpose. The fat 240 rear tyre gives somewhat more of a clue to its role, although for me it’s the long, low and lean silhouette that indicates that the ground may be about to shake and the earth might move. Before we get onto the seismic shaking, however, I need to convey my feelings about the riding position,
the cost of entry and the unHarleylike and not entirely comfortable ride. The bad news is the low, far forward ‘bars coupled with the feet also placed too far forward, at least for my build. (Although anyone who is not a Hobbit will have less of a problem.). Other bad news is that you may not be able to afford the $35,495, also like me. But Milwaukee has engineered the mighty V-twin to go around corners (and racetracks if you want to invest in their marketing, as evident by the promotional video of the FXDR running a racetrack really hard). They obviously wanted it to handle at speed and I’m a bit in awe of the bike; this is the best H-D model I’ve ridden when it
comes to going around curves. Sure, the fat rear tyre means you have to muscle the big round corners, but so what? Press the starter button and you can say goodbye to any notion that Harley has done ‘nice’ in their brief. ‘Nice’ it isn’t. Alive it is. If you have experienced (why haven’t you?) the 114ci twin cam, big torque engine, you will remember that there is absolutely no sensation of missing any grunt off the line. With a substantial 160Nm of tug-boat pull the FXDR could pluck the Queen Mary away from its moorings. It also has the acceleration of a speed boat, and even with maximum grunt all over by 3500rpm, there is plenty of sting if you want to wind out the long stroke twin through the gears to redline. The less than subtle rev-limiter kicks in at 5600 and what is surprising is how much more available power there is over peak torque revs. The open air-intake and the well-developed two-into-one slashed exhausts system offer enough aural pleasure to wish you hadn’t lost most of your hearing at those rock concerts in the ‘70s.
Don’t expect Japanese style gearshifts; the well forward foot controls won’t have you dancing like Priscilla. Take deliberate action just as you need to do with the more than remarkable braking package. Low-speed steering is light, courtesy of a 19 inch front wheel which is slightly out of tune with the rear. It takes more initiative than a teenager on work experience to roll over the rear to its limit. The 240/40 rear
is about drag-racing and not track riding. The physicality chimes in when you need to push the pace a bit and then muscle the fat rear over to the more extreme angles.
The stiff suspension and higher than ever pegs convert to plenty of ground clearance (claimed 32.6 degrees to the left and 32.8 degrees to the right), and the thing I really like was the fore and aft control, which helps keep the bike settled after braking and turning in. Most cruiser’s won’t hold their line or let you relax after the front brake has been let off and the lean started. The FXDR relishes lean once it’s over and then it becomes a game of how much torture you are prepared to punch into that rear Michelin. Some dodgy roads and some heavy spring showers told me the tyres coupled with the dynamics were better than the state of my credit rating.
If value-for-money is measured by how many people (mainly men under 30) gave me the extended thumb and little digit cupping the three middle fingers hand-sign, then the FXDR is a bargain. More than a few people asked if the FXDR was the replacement for the V-Rod (it certainly looks like it). If you need to carry a designated rider it is possible with the accessory passenger pegs and rear seat. Why would you? If you feel that life is a drag, the cure might be found in that perfect match between your right wrist, your right knee brushing against the plastic (soon to be changed, I’d imagine) air filter and the widest tyre on a Harley. D
SPECS
HARLEY-DAVIDSON FXDR 114
PRICE: $35,495 (ride away)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 8000km or 12 months
ENGINE: Air/oil-cooled V-twin cylinder, 4-stroke, twin-cam, 4 valves per cylinder
BORE x STROKE: 102 x 114mm
DISPLACEMENT: 1868cc
COMPRESSION: 10.5:1
POWER: N/A
TORQUE: 160Nm @ 3500rpm
TRANSMISSION: 6-speed, wet multi-plate clutch, belt final drive
FUEL CONSUMPTION: 7.46 litres per 100km, premium unleaded
THEORETICAL RANGE: 223km
COLOURS:Vivid Black, Denim Black, Industrial Gray Denim, Wicked Red Denim, Bonneville Salt Denim, Rawhide Denim
VERDICT: IS THE V-ROD BACK?
On the Peruvian coast road, heading for Nazca and the famous Lines on excellent tar.
COMPILED BY THE BEAR
“ISAY, I SAY, DO YOU like Kipling?” – “I don’t know; I’ve never kippled.” All right, that’s enough of that. It occurred to me that I’ve pretty much always taken the tours operated by various tour companies as my inspiration for these pages, and that makes sense. But it’s time to offer you something a little different, I think. Why don’t we start with the places you’d like to go… if? If… you actually knew where you wanted to go and what was there, and if… you could find a way to get there. So what I’ve done is scoured the Earth for the kinds of places that I think you might like to go – and for once I’ve left finding an operator to take you there, to you. It’s easy; just take a look at our Tour Directory at the end of this article. Failing that, put the name of the place and “motorcycle tours” into Google and you’ll find many suggestions –they’ll just be more of an unknown quantity than the ones in the directory. If you’d like to find out what I think of any one operator, just drop me a line. But let’s get started. We might as well fire up with the International Date Line, and head east.
IF…
IF YOU CAN FILL THE UNFORGIVING MINUTE WITH SIXTY SECONDS’ WORTH OF DISTANCE RUN, YOURS IS THE EARTH AND EVERYTHING THAT’S IN IT…
RUDYARD KIPLING
HAWAII
There’s a lot of fun to be had in Hawaii, although the islands are relatively small for motorcycle touring. Renting a bike is probably a better option here, and there are plenty of opportunities. In my experience, Maui is the best motorcycling island.
ALASKA
Wonderful scenery, the opportunity to be eaten by a bear and many miles of tarred or gravel roads for almost endless riding fun. One of the planet’s great motorcycle destinations with mountains, plains and rugged locals to encounter.
Heading for Hana in Hawaii. The roadside stalls are almost as much fun as the road itself.
CONTINENTAL
UNITED STATES OF AMERICA
CANADA
There are two principal touring regions in Canada: the Rockies and associated mountains in the west, and the Maritimes in the east. Parts of western Canada are very much like Alaska, while others are somewhat less remote. The east is also quite rugged but at lower elevations, and there’s a lot of history to enjoy.
The west has a spectacular coastline, the south-west has deserts and mountains, the north-west has mountains and more mountains. Most of the middle of the US is pretty flat and corny (sorry) but if you like corn fields you’ll enjoy it. The east has mountains that are a bit more like hills, but that doesn’t make the riding any less exciting. There is also lots of history, wonderful motorcycle museums and classic roads like Highway 1 down over the keys.
MEXICO
There’s Baja California for a start, then there’s the Copper Canyon and so much more. Mexico does have its dangers but many people including
me will tell you that as long as you’re careful (which means choosing the right operator, I guess!) you should not encounter any trouble. It’s also good value and the food is great. Don’t be fooled by the fact that the TV will tell you everyone is trying to get out – that’s just the locals who don’t own a motorcycle.
Photo credits to: Andre Phillipe De-Brissac Bernard
CENTRAL AMERICA
This is more of an individual kind of area, where most motorcycling visitors seem to be on their way either up or down the Transamerica Highway alone or in pairs. Nevertheless, I believe the scenery is lovely and so are the people, unless they’re currently revolting. Cuba is a fascinating place, not so much for the riding, which is okay but not special, as for the people. Go while it’s still reasonably unspoilt.
SOUTH AMERICA
It might seem a bit condescending to lump an entire continent together when there are so many different countries and landforms to experience, but conditions in all these places are pretty similar. What I’d suggest you do is either put the name of the entire continent or the specifi c country you want into Google; in the fi rst case you’re likely to get tours which visit more than one country, in the other you’ll get specifi c tours such as the ones to Tierra del Fuego. Generally speaking, South America is a wonderful place to visit but care is recommended.
1. Northern North America gets plenty of rain, which means lakes and rivers and twisty roads.
2. They know how to have a good time down in Louisiana. Why not join them?
3. If you think you know what Mexican cacti look like, think again. The tall ones are called ‘candles’.
Greece Tour
May 23 - June 5 September 28 - October 11
www.adriaticmototours.com
New Zealand’s only BMW Motorrad approved Travel Partner
Guided and self-guided tours and rentals RIDE WITH THE BEST.
GREENLAND
Not many roads and no motorcycle tours here as far as I know. If you find one (a tour, not a road), let me know and I’ll join you!
ICELAND
Got to love Iceland. It’s small, expensive, cold, rugged and windy but it’s one of the most wonderful places in the world to ride a bike. Scenery is unrivalled, roads are amazing and with a bit of luck you’ll see the national bird, the puffin. Puffins are actually all plastic models with clockwork innards; nothing so cute could possibly be real. Local bike rental and tours are eye-wateringly expensive –go with an international operator.
IRELAND
Even without the national drinks, Guinness and whiskey, Ireland would be worth visiting. Lovely sweeping green hills and cliff-lined shores, good tarred roads and cheerful hospitality are all on offer. The locals speak a kind of English; the ones who speak Irish may be easier to understand. It rains a lot.
1. Offi cers of the law in Havana. It’s a paradise for old vehicles of all kinds, not just cars.
2. This bike is delivering gas in Chile; I’ve seen similar arrangements but with three or four cylinders.
3. If you don’t like waterfalls, stay away from Iceland. The same goes for excellent craft beers.
4. Peruvian markets are a lot of fun to explore. Handicrafts are beautiful.
TOUR OPERATOR DIRECTORY
The
guide to the stars - The who’s who in the zoo of motorcycle travel worldwide is what you’ll fi nd here. These companies want to make your motorcycle travel the best it can be. We’ve travelled with many of them and know them all, so they come highly recommended. In alphabetical order, they are:
TOURS – New Zealand www.motorbiketours.co.nz offi ce@motorbiketours.co.nz
VIETLONG TRAVEL - Asia www.vietlongtravel.com sales@vietlongtravel.com
WORLD ON WHEELS - Europe, Iceland, South America, India, Asia, Mexico, Africa & Himalaya www.worldonwheels.tours Adventure@WorldOnWheels.Tours
Scotland
Much like Ireland, really, except it’s ruggeder and rains even more. Oh, and it’s whisky not whiskey, I believe. I could be wrong; I had been sampling the product when I discussed this with one of the locals. Ride anywhere in Scotland and you’ll be blown away by the scenery, although I particularly favour the islands. And eat some haggis, you damned Sassenach you.
England & Wal ES
Apart from the antheap that is Heathrow (try to fly into Gatwick or Manchester instead) and the outrageous cost of London, England is a thoroughly pleasant place on a motorcycle. Pretty country lanes, overcrowded motorways… no, seriously, it’s nice. There is history to satisfy the most demanding historian and local delicacies such as Yorkshire Pudding and Toad in the Hole. England specializes in picturesque, small country pubs which serve the flat local beers. Stay out of the cities and you’ll love it.
Okay, I’m going to leave it at that for this issue. Next month we’ll start on continental Europe. Hoo-wee. D
1. Ireland and the UK seem to consist mainly of coastline, which is fine if you’re on a bike.
2. There’s nothing quite like an English pub after a long day’s ride.
3. Talk about an appropriate name…
4. Who said trolls are imaginary? This bloke in the main street of Rejkjavik is real enough.
SUSPENSION
Let’s do the twist WORDS STUART
SETTING UP YOUR suspension can make the world of difference to any type of riding you do. You don’t necessarily need to put twenty thousand dollars’ worth of MotoGP spec hardware into your bike, but knowing how and what to do to your standard suspension or
getting a suspension guru to set up your forks and shock provides knowledge well worth having. I have put together a bit a basic guide to help you understand what you should be looking at doing, or partly doing depending on the adjustment available.
WRITE IT DOWN!
Before we go anywhere, grab some paper, a pen (make sure it’s working) and a tape measure. Write down every measurement you take, one at a time. Thinking you’ll remember each of them will result in having to do it all again – trust me!
TECHNICAL
Yep, this is what is inside most forks
clickers are all the way in and then counted as five clicks out, or whatever it is for your specific bike.
SAG
Also grab the standard manufacturer’s settings for your bike. Now adjust everything to standard and go from there. Most manufacturers will have their measurements as, “five clicks from full”. What this means is the
X-ray eyes let you see inside
You hear talk about sag all the time with suspension (and not only with suspension when you get to my age) and it is the first step in adjusting any suspension. Getting this right will make everything else ‘flow’ if you like. Setting sag can be hard to do on bikes with limited adjustment, but even if you just have adjustable preload front and rear, you can set the sag. As a rough guide for most road motorcycles, 30-35mm front, 2530mm rear is what you want to aim for. Grab a friend as setting sag will
require two people –you on the bike and your friend to do the measuring.
STEP 1: Lift the front of your motorcycle so the suspension is fully extended with virtually no weight on the tyre. Measure from the centre of the axle to, say, one of the bolts on the lower triple clamps. Write this measurement down.
STEP 2: Get on your motorcycle with your feet on the pegs, ensuring none of your weight is on the ground. Give the front a couple of pushes down and let it settle with you now sitting on the seat. Get your mate who will be helping you balance the bike to also take the same measurement from the centre of the axle to your upper point and write down the measurement.
STEP 3: Subtract one from the other and this is your rider’s sag. Hopefully it is in the correct range, otherwise
adjust the preload, winding/clicking clockwise for more stiffness and out to soften it off. Then measure again until you’re there.
STEP 4: Now do the same for the rear – lift it up with no weight, measure, sit on it, move it up and down, sit down, balance and measure. Subtract the two and this is your rear rider’s sag measurement.
Once you’ve got your bike within the correct range, take it for a ride and see how it feels. You can then do more refined adjustments with the compression and rebound to get the feel you’re after. You can also readjust the preload to achieve what you want from your bike.
PRELOAD
A lot of bikes will come standard with only rear adjustable preload. You can tighten it up or loosen it off, which in most cases will affect how the bike handles. More rear preload will help keep weight over the front, giving faster turn in. If you have front adjustable preload, taking preload out will also help shift the weight for a faster turn in. It can get messy if you take too much out in the front, or add too much in the rear. It’s best to start with one turn or click at a time and progress from there. Make sure you write down what you changed with how many turns or clicks so that if you really stuff it up you can return it to normal.
COMPRESSION
Once you’ve sorted your sag with the preload you should use the
compression to fine tune from there. Compression damping attempts to keep the wheel from leaving the road when going over a bump. Too soft and the wheel moves too quickly and travels further up in the stroke causing it to leave the road surface. Too hard and the energy doesn’t dissipate in the springs and instead travels to the steering head and frame causing the bike to “pop” up. Again the wheel leaves the ground. If you don’t have enough preload adjustment available when setting your sag you can use some compression to help as a secondary measure. It’s not ideal, but if you don’t want to go down the route of changing springs and so on, this is the most basic way to help get you in the ‘zone’.
REBOUND
FOR A COMPLETE RANGE OF TINTED & LARGER SCREENS
When your rebound is set properly the bike will settle quickly after a bump, it won’t continue to bounce, and although you will feel the bump it will be smoother. You want to return the wheel to the road as quickly as possible without causing the bike to feel unsettled. Remember the goal is comfort and control. If you adjust the rebound and it doesn’t improve you are going in the wrong direction.
The most common mistake made by owners is to use too much rebound. “Less is more” is a great rule for setting rebound damping. Too little will result in soft “chatters” of the wheel when it is fully loaded in a turn, too much and it will chatter too, but the suspension will be too hard over bumps.
SPRING RATE
The variables to consider are firstly your weight – single rider, two-up riding - and secondly, what type of riding you’re doing – touring,
Shaun at D Moto measuring the fork oil
commuting, sports and so on. There are a number of spring calculators available on the internet to help you get the right spring. I like to use the Race Tech spring rate search calculator (www.racetech.com) as this will put you in the ballpark. All you need to do is choose your bike, pick the type of riding, add your weight and hit the search button. Forget putting in the fork/shock lowered measurements as they won’t change the recommended spring/s.
GOLD VALVES AND VALVING
Getting gold valves fitted to your forks helps flow the oil around for smoother and better damping and allows the clickers and so on to actually do their job, not leaving you to turn and turn and turn with no real difference. Consider getting them done, but keep in mind that fitting gold valves will no doubt be done at the same time you’re fitting new springs, new oil and so on. You’re looking about $1000 for the forks and around $600 for the shock as a start. If you’ve already got the correct springs, the price will come down three or four hundred overall.
OIL
Oil type and level can be varied depending on the type of riding. Keep it simple, use what the manufacturer recommends, including the level. But moving beyond this, if you need the forks to be a little harder you can put a little more oil in – usually up to 10ml more or thereabouts. Any more and you may start restricting the internal operation. Consult a suspension expert if you’re unsure, the last thing you want is the suspension hydraulic locking!
CUSTOM
If you’ve got the bucks and want amazing handling and ride, fork inserts and a custom shock are the way to go. It will totally transform your ride, but expect to pay upwards of three grand for the forks and one thousand plus for the shock, depending on brand and variant within the chosen brand.
UP, DOWN, TURN IT AROUND?
If you want to get a little more technical with your suspension, or don’t really have enough adjustment, you can move the forks up or down through the triple clamps. Most bikes will have up to 20mm of adjustability. Pushing the forks through (essentially lowering the front) will give you faster turn in; raising the front will slow down the steering. On the rear you can get a top quality bike shop like D Moto Motorcycle Engineering in Sydney to make up a spacer for the shock to give you more preload and help shift the weight more towards the front for faster turn in and to assist in not making the rear sag so much. If you really wanted to get serious you can go even further and get custom triple clamps made to alter the steering head angle, offset and trail, or have a longer or shorter shock made for the rear. But let’s not worry about any of that at the moment.
you get lost and totally stuff it up, you can always take it back to standard and start again. So long as you’ve either written down the measurements and turns, or have the standard settings in a manual! D
DON’T FRET, MAN!
A lot of people think suspension is some kind of black art – it isn’t and if
A custom shock can be well worth the cost
High tech, billion dollar shock, spring removal jig!
GET AWAY
Summer escapes
WORDS/PHOTOS THE BEAR
HOW LONG HAVE YOU got? Here’s a selection of summer breaks from half a day to a fortnight. Do you reckon one of them might suit you?
EUNGELLA, A DAY OUT OF MACKAY
The only difficult thing about Eungella is the pronunciation. ‘Yunjeller’ is close. A ride up there from the coastal heat of Mackay (even if you’re just passing through) is just the thing. It’s a pleasant and wellmaintained road through the cane fields from the Bruce Highway up to the scarp that marks the Great Divide, and then an exhilarating series of corners to get you to the top. Apart from being cooler, Eungella is also pretty and well supplied with ice cream. Have a look out of the Sky Window at the edge of the range before stopping in the little shopping centre, and head south for the short but enjoyable run down Bee Creek Road. It’s a terrific day ride, especially if you decide on a picnic at one of
1. The climb to the top of the Divide comprises a series of varying curves, and cuts though rock.
2. Does ice cream get any better than the home-made kind? I don’t think so.
3. If anything, the flora up here is even more beautiful than down on the coast.
the many beauty spots. Nothing like a leisurely meal under the shade of the rainforest’s many trees and bushes.
NEWNES, A WEEKEND OUT OF SYDNEY
Once upon a time, Newnes in the Blue Mountains was a preferred weekend destination for many riders, 4 wheel drivers, rock climbers and others. But that was when it had a pub, with genial Jim Gale behind the bar and a
What do you think? Is it time to get away from the daily grind for a while?
1. The sandy rider crossing presents little difficulty – unless you attempt it when the water is considerably higher than this.
2. This was once a bumpy, potholed gravel and dirt track. The resort needed a sealed and somewhat boring road.
3. This is the end of the tar on the way in. Don’t worry about the gravel stretch; even a dedicated road bike will handle it easily.
4. A beautiful open camping area sits below the vertical cliffs – which used to have movies projected on them on busy weekends!
highly flexible policy on closing times. These days it’s easier to get to, courtesy of the sealed road that‘s been put in to service the hyper-expensive Emirates
resort. There’s only 9 kilometres of gravel left to get to Newnes, and that is in good condition.
Fret not, however. It’s true that you
can camp in the well-maintained open grassy paddock, just past the building that was once the pub, on a good track. But you can also tackle the sandy river crossing to find yourself on the less civilized paths that lead to the old industrial heart of Newnes, now swallowed by the bush. They used to extract oil from shale here; who knows if the operation might be re-opened one day!
The closing of the pub might have meant a reduction in the popularity of Newnes, but it’s still a great spot in summer (or winter, for that matter). The ride up there takes you over the Blue Mountains, through Lithgow and
OR MORE A FLAT $50
then down a cliffside to the valley; worth doing for a camping weekend any time of the year, but especially in summer when it’s noticeably cooler than Sydney. Make sure you bring everything you need; it’s best to shop in Lithgow at the latest.
THE
SOUTH-EAST FOREST – A WEEK AWAY FROM CANBERRA
The idea here is to find somewhere to stay that will keep you out of the overcrowded coastal strip that tries to absorb the ACT’s population every summer. Instead of heading east on the Kings Highway to Batemans Bay, Looking for the
1. A lot of the forest on the range is being cut for timber, although wood chipping seems to have been phased out. It’s still beautiful.
2. It can get foggy up there around Bombala and Cathcart, but that’s all right. It means that it gets considerably cooler than on the coast.
go south. You have the choice of setting up your tent or finding other accommodation in the still somewhat crowded Bermagui or Tathra, or looking for a place to rest your head a bit more inland. There are plenty of places between the coast and Bombala on the Monaro Highway.
Once you’re settled, you have a smorgasbord of little back roads to sample. Between the Mt Imlay Road in the south and Brown Mountain in the north, you can enjoy sealed, tar and dirt roads as well as fire trails – to your heart’s content. This is the edge of the Great Dividing Range again, so there is no shortage of corners and hills.
NEW ZEALAND – A FORTNIGHT OF RIDING
Most people – including me – will think of the South Island when they think of New Zealand and motorcycling. But what about the other bit of Aotearoa? The North Island is perhaps not as obviously the place to ride, but that doesn’t mean that it can’t provide you with a couple of weeks of wonderful riding. Always remember my theory that Australia and New Zealand are actually the same size, except that Oz is all stretched out while Unzud is crumpled up.
Auckland must be one of the few places in the world where it doesn’t matter which direction you take when you ride out of town, you’ll find yourself
in brilliant motorcycle country. Yes, even to the west; it might only be a short ride but the road out to Piha is a knockout. Base yourself somewhere near Hamilton, say, and the entire North Island is within your reach. North to Cape Reinga, east to Coromandel and even out to Hicks Bay, and south to the volcanoes and Lake Taupo and over to Napier – it’s all there for you.
If you pick your time and airline, you can fly over to Auckland and back for little more than the cost of a good meal for four in Sydney. Motorcycle rental is affordable as well. D
1. You can become so accustomed to New Zealand’s scenery that you forget to look. Don’t let that happen; you’ll see little like this anywhere else.
2. Roads are typically in very good repair. The main thing that the ubiquitous road gangs have to do is to remove rocks that have fallen from cliffsides.
3. I’d be the last person to suggest that beer might have anything to do with a decision on a holiday destination, but New Zealand brews are excellent.
4. Like Australia’s, Unzud’s signposting is quite pessimistic but it does pay to keep an eye out for advisory signs. Some of the corners really are tight.
Suzuki GSX-S125 & GSX-R125
Having fun - legally WORDS Stuart ph O t OS Nick Wood Photogra P hy
HOW MUCH FUN can be had with a couple of baby 125s? Well, Ralph and I grabbed Suzuki’s GSX-S125 and GSX-R125 and headed off up to the Blue Mountains to find out.
Aimed at two different types of riders, the baby GSXs share just about every part other than the fairing, tank and handlebars. Being the bigger fella between the two of us I chose the more upright and roomy GSX-S, so that left Ralph to don his racing kit and look like a boy racer on the GSX-R.
The banter in the office in the days leading up to our ride was of who reckoned who could beat whom, who could get a higher top speed and who reckoned they would get a better draft from whom. To and fro we went, sticking the hot knife into each other whenever the opportunity arose. Finally the day came and away we went up the Bells Line of Road towards our photographer’s abode at Bilpin.
Now, you might be thinking we broke every road rule under the sun, but remember these are 125cc machines and all of the fun could be had at or under the speed limit (cough, cough). Surprisingly we both thought the GSXs were quite torquey for 125s. With other bikes of similar size you’d have to rev the living you know what out of them, but we didn’t have to do that on either of these bikes.
Heading up Kurrajong hill, Ralph with his more svelte figure, or should I say lesser height and consequently lower weight got the better of me after a good draft past, making a small gap which I couldn’t roll back. Anyone who knows me knows that I’m rather competitive, so you can imagine how I rode the wheels off the GSX-S to try and make the gap back, but alas it was to no avail, Ralph was cheering and fist pumping the sky that he’d finally beaten the ‘Big Man’.
Once we got a bit further up and
into some corners (and more level ground) I got the tick on the board, so we were one apiece, the final round and the winner’s trophy of who would shout whom with apple pie and coffee at Pie in the Sky Café was on for young and old. Drafting, passing, wiggling, wriggling and farting to try and get that extra couple of kilometres an hour for the win would have been a sight, but ultimately it was Ralph who came out on top. I think his ‘wind’ knocked me out and I couldn’t regain composure. LOL! Ralph did enjoy his apple pie, with a bit of cream on top and coffee.
This ride to grab some photos was a lot of fun that didn’t result in us ending up in gaol or the front page of the newspaper. Hard to believe you can have so much fun at ‘lower’ speeds!
Apart from our ‘fun’, Ralph and I both commuted for a couple of weeks on each bike. Both of us giggled in amazement that we would be quite happy to live with either bike, especially for commuting through up to 80km/h stretches. Both GSXs could pull away from the tin tops at the lights and could more than hold their own in the mad rush that is peak hour traffic.
So the choice of which of these you choose depends on what you’re looking forthere’s only a hundred bucks difference in the price. The GSX-R is very much the boy racer machine, while the GSX-S is still a very pretty looking bike but the more upright handlebar is much more suited for commuting. Go and try either one on for size and enjoy a well-built small capacity ripper. D
SPECS
SUZUKI GSX-S125 & GSX-R125
PRICE: $3890 &$3990 (plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 6000km or 12 months
ENGINE: Liquid-cooled single cylinder, 4-stroke, DOHC, 4 valves
THE LAST TIME THE Bear and Stu trusted me to review anything it was a 1700cc bike with a 15 litre tank and I was riding out of Perth. I wrote that it was a tool without a purpose unless you happen to be a rider with a fetish for service station attendants. It didn’t get published. So I imagine Stu had a bit
of trepidation securing this AGV Sportmodular carbon flip-top helmet for me to try. He needn’t have worried. I really like this thing. It’s not perfect but it’s the best helmet I’ve used in the last lustrum at least.
I wore it on a single stop 7-hour A-B ride from Hay to Sydney and I’ve used it for a month commuting around town. Thanks to the weather in Sydney this week, I’ve been able to test it in the rain.
The outstanding plus it offers is the ear comfort and noise reduction. With or without my Earmold plugs, the interior design, combined with the 1.3kg weight made this effective in combating (especially) engine noise with zero fatigue induction. Your head doesn’t feel like it’s in a vice.
In the rain, there was no leakage through the front visor when fully closed and the rear lip stopped the dripping down the back of my neck. Out west the day-time tops reached 32 but the chin vent coupled with the rear
than my regular hat.
I ride behind a high screen but when I stood on the pegs at max outback legal speed, there was no whipback - the thing is highly aerodynamic.
CRASH’s six criteria for rating the safety of helmets includes 4 crash related points which obviously (and luckily) I couldn’t test. Two I could: Once on and fully strapped, there was zero movement when I violently shook or nodded my head. BIG TICK. The AGV fully covered the base of my skull and extended well below my jaw so the coverage was excellent.
ANOTHER BIG TICK.
As I said, it’s not perfect: The
mechanism
counter winds created Road Trains coming the other direction and each time I encountered
And the release button for the visor is finicky wearing winter gloves at first but can be mastered
My nose ain’t exactly a proboscis (so I’m told) but still the internal sun visor rested on the end of it when fully down. But there was room to slide in the feeder tube from my Camelbak for hydration whilst riding. But those three things were minor compared to the comfort and amenity of this baby, so it comes highly recommended and Stu can rest peacefully at night that I like it! Available in a range of colours and sizes XS-2XL, see your local bike shop or www.agvhelmets.com.au CW
NIKWAX GLOVE
PROOF - $16.50
Thankfully we’ve been having a bit of rain lately, which has also allowed
me to finally test the Nikwax Glove Proof, an easy to use sponge-on waterproofing solution. I used it on my Dririder summer gloves so 100% waterproofing wasn’t going to happen but to thoroughly test how good this product is I thought it the best way to try. The Dririders are mainly constructed from leather, but also have mesh panels and breathable textile.
I followed the instructions on the bottle: shake before use, ensure gloves are clean and dry, and evenly sponge solution onto the gloves. After a couple of minutes, remove excess with a damp cloth and allow the gloves to dry. The next day it just so happened to rain (properly) and the Glove Proof works a treat! The only water that got in was through the mesh panels (as expected) but even then Glove Proof helped hold out some water for a little while. Where my hands (and gloves) would normally be soaking, they were dry. My only gripe with Glove Proof is that it made the leather slippery. Nikwax claims that it won’t, but I found otherwise. A small inconvenience in the scheme of things. I will be using Nikwax Glove Proof on all my non-waterproof gloves (except my racing gloves), I reckon it is an essential product to
have for your motorcycle gear as it’s so cheap. Glove Proof can also be used on any other leather and textile products you have – boots, jackets and so on.
Nikwax Glove Proof is palm oil free, non-hazardous, water-based, biodegradable and contains zero fl uorocarbons. Available through leading outdoor and snow retailers,
for more information visit www.nikwax.com SW
FLYING SOLO GEAR: Ashvault Backpack$165
I have a list of stories I intend to write when I get time, and one of them is, or rather was, entitled “Why you should probably not wear a backpack”. Then Amanda from Flying Solo Gear sent me one of her brand-new Ashvault backpacks to try out.
After I had a play with it, I change the title of my story to “Why you should probably not wear a backpack unless it’s an Ashvault”.
Why the change? Let’s just take a quick look at my original reasoning. Backpacks can unbalance you; cause fatigue; make shoulder checks difficult; and be restrictive, which can in turn cause your rain gear to be compromised. If it’s large, the packs’ contents can shift or
cause pressure points on your back. Heavy or hard contents can, let’s not beat about the bush, break your back. I’ve known this to happen, though not to anyone close to me.
Those things don’t apply to all backpacks, which is why my title says “probably”. I have nothing against Camelbak or similar packs, for instance, because they generally fit closely and are relatively small. They
can still be dangerous if you carry a serious toolkit or something like that, but there is after all no cure for stupidity. Well, except death.
The obvious advantages of the Ashvault over many other backpacks begin with the CE Level 2 back protector that’s available for it for $30. This is a serious bit of kit which should protect your spine from most of the potential contents of the pack and the road. The backpack is also a good size – in this case that means not too large and therefore not uncomfortable – at 47cm x 32 cm x 15 cm. There’s an extendable bag to hold a helmet, but that’s not for use on the bike. The pack is double layered with water-resistant twill and ripstop nylon for durability and water resistance and has several small pockets including a totally waterproof one for small electronic items.
The pack is shaped to make shoulder checks easy and has double curved shoulder straps so it doesn’t restrict your arms. if you don’t want to wear a pack, you can use the Ashvault as a tank- or seat-bag. Many packs simply have pockets where it looked like a pocket might fi t. Amanda has thought about where the Ashvault might provide important storage, and has equipped it with pockets in those places. A real advantage.
Designed by a rider who also has an eye for good design, the Ashvault backpack is a stylish alternative to the many bulky and utilitarian-looking packs on the market. Take a look at https://flyingsologear.com/ for more info about it and ordering details. Alternatively, just look for me out on the road. I may well be using one. I’ll be happy to show it to you. PT D
JUMP STARTERS
A jump starter pack will give you power anywhere, anytime. It is one of the most important pieces of emergency kit you can carry with you. Whether you’re on an outback track or heading home late at night, a jumper starter will protect you if you’re stranded with a flat battery.
Our jump starters will start motorcycles, watercraft, ATV/ UTV, snowmobiles and petrol car engines up to 4.0L (300A Jump Starter) and up to a 6.0L AND 3.0L Diesel automotive engines (400A Jump Starter)
They will also charge your phone or tablet through the USB outlets and all have a built in LED light.
The jump starter pack comes in a carry case with a 220v wall charger, a 12v accessory plug for on bike charging, battery leads and a combination micro USB/lightening charging cable.
For further information on these and all our products, please check our website for details.
QUARTERS OF…
What’s happening with bike sales?
WORDS STUART/FCAI
THE LATEST motorcycle and ATV sales fi gures have been released. The overall fi gure shows the market to be down 6.2 per cent (7.5% for road bikes), so where are the main players in the
industry sitting and who’s responsible for the falls?
Here’s what the Federal Chamber of Automotive Industries has to say: “National sales data released by the Federal Chamber of Automotive Industries showed the third quarter 2018 year-to-date result at 68,494 compared with 73,058 during the
of total sales, and scooters recorded a slight increase to 4.5 per cent of the overall market.
composition
“The 2018 market remained relatively steady in terms of its composition with road bikes remaining the most popular category and comprising 40 per cent of the market. Off-road bikes took a 34 per cent share, ATV/SSVs accounted for 21.5 per cent
“Among the individual brands, across the market Honda came in at number one with 16,051 sales (23.4 per cent market share), Yamaha in second place with 14,393 sales (21 per cent share), Kawasaki in third with 6857 sales (10 per cent share), followed by KTM with 5792 sales (8.5 per cent share) and Suzuki with 5278 sales (7.7 per cent share).
“Road bike sales nationally reduced by 7.5 per cent on the 2017 result. Honda came in as segment leader, ahead of Harley-Davidson, and with Yamaha in third. Yamaha, Suzuki, Husqvarna, and Indian all saw increased sales to the end of the 3rd quarter in 2018 compared with 2017.
“In the off-road bike segment, Yamaha again came in on top, followed by Honda and KTM. Overall, the off-road bike segment suffered a 3.3 per cent fall on its 2017 result with KTM and Honda as the only volume brands to record an increase in sales to the end of the third quarter.
“The ATV/SSV segment has suffered the biggest reduction in sales (compared to 2017) with overall numbers being down by 11.2 per cent.” This obviously drags the overall figure down as a result. “Polaris was the overall leader with Honda in second place and Yamaha third. Disappointingly, all brands have suffered a reduction in sales for the year so far.
“In the smallest segment (scooters) which only accounts for 4.5 per cent of total sales, Honda was the leader, followed by Piaggio, and Vespa in third. With most brands seeing an increase in sales in this segment there was a pleasing 11.8 per cent increase in overall sales compared to the same period last year.” Uber Eats and the like has no doubt kicked this market along.
So, there’s some interesting figures to absorb. If we break down the overall market further, those on the up were KTM (+3.3%), Indian
(+18.5%), and Vespa (+2.7%) – well done to them, it’s a tough market out there and to see sales increase they must be doing something right. Moto Guzzi (0.0%) was steady.
Three of the big Japanese (Kawasaki, Yamaha & Honda) stayed pretty even with only a slight 1.1-3.6% drop. The players that had big falls were Aprilia, Ducati and Harley-Davidson with 15.6-20.4% drops. This must be rather worrying for the brands as these continued falls can’t be sustainable long term. But, The Bear and I were talking about Harley just the other day about whenever you go out riding on a weekend, all you see is Harleys. Is it that the second hand market is flourishing, or are owners riding their bikes more? Whatever it is, you’re bound to come across a heap of Harleys on any weekend ride.
From the rest of the motley crew, BMW, Triumph and Suzuki had slight to modest falls, ranging from 1.88.4% down.
What does all this mean? Overall, the reduced numbers for those with slight falls are minuscule, especially as we come into the period of 2019 models starting to appear but it also means that manufacturers and dealerships must come up with other ways to attract buyers to their brands.
A big idea I think would go well is a ‘Click & Collect’ style program similar to what Woolworths offers – you buy the bike online and it can either be delivered to you, or you go to a dealer to pick up your new ride. Sure, a lot of dealers wouldn’t like this idea but there’d be a kickback for them. They’d still get pre-delivery and having someone come into their shop would mean the potential to sell apparel, servicing, accessories and so on. So, when this idea kicks off you know you read about it here first! Blame me, or thank me, it’s the way the world’s heading, people are becoming more and more autonomous and don’t want a salesman breathing down their throat (most of the time). Buyers are savvier these days, they know what they want and having the option to buy online can only drive sales up. And, of course, advertise it! How are people supposed to know about your product unless you tell them about it? Oh? And why am I the one thinking up the ideas? Isn’t that what the marketing people at manufacturers should be doing?
We can only hope the end of year results see a recovery for those with big falls and those with smaller drops stay pretty much even or turn into the plus category. D
LONGTERMERS
TIME (and a long time)
APRILIA SHIVER 900
ALL IN
OUR APRILIA SHIVER 900 has enjoyed the fitment of two awesome accessories from the genuine Aprilia range. Firstly a set of Akrapovic slip-on mufflers and to finish off the look, a set of smaller LED indicators.
Akrapovic mufflers - $2913.05
A rather expensive item but the result is more torque, smoother running and a great v-twin sound. Aprilia dealer, Bikebiz at Parramatta fitted up the Akrapovic slip-ons for me and they mentioned it took a couple of hours to fit. Having now ridden the bike for a few weeks with these slip-ons, I’ve found the extra punch they have given the Shiver is very nice indeed. See your local Aprilia dealer or a www.aprilia.com.au SW
KAWASAKI Z900RS LOOKIN’ THE GOODS
After fi bought the
- $83.50 x 2
Smaller, LED indicators should be standard fare on all bikes nowadays as they not only look better, they flash brighter to warn other road users you’re turning. Last thing you want is someone smashing into the back of you because they didn’t see your turn flashers! Fitment was very simple and took around an hour for all four. See your local Aprilia dealer or www.aprilia.com.au SW
After fi nally getting my hands on the key to the Z900RS, possession lasted all of one day - my father bought the bike. The temptation was too great and it’s now his. This doesn’t mean we’ll stop reporting on things we’ve done; actually, we now have the freedom to do things that Kawasaki might not have wanted us to do. The fi rst of those is…
Powder coating - $55
Two eyesores (in my mind) on the RS are the silver front guard brackets and the alloy silver radiator side guards, so I took them off, whipped over to Comp Coat Race Coatings at South Granville (Ph: 02 9892 2218) and got them to powder coat these in Satin Black.
A couple of days later they were ready. I headed over to the old man’s, bolted them on and sat back and enjoyed the change. It has transformed the look of the RS and is something that should have been done from the factory. The Z900RS Café has black front guard brackets and black radiator side guards standard, but buying these items from Kawasaki would be a lot more than the $55 Comp Coat charged me to powder coat them. The other items we’ll look at powder coating down the track are the air
intake cowls, which are also black on the Café version, but we’ll absorb the new look of what the RS is like for now and decide later. My father will be racking up more kays and enjoying his new purchase. If anyone would like to buy his ‘old’ bike, it’s a 2012 Honda VFR800 Crossrunner in excellent condition with a few accessories, luggage and so on. $6000 negotiable, send me an email at stuart@ ausmotorcyclist.com.au SW
SUZUKI GSX1100S KATANA FINALLY!
As we went to the printer I fi nally got the phone call I’d been waiting for, the bodywork is all painted and looking mickey mouse. Now all I have to do is fi t it up, register the bike and enjoy! Hopefully I’ll have some photos for the next issue. SW D
Technical Skill - Personal Service
Although our background is Ducati we will happily service any motorcycle brand!
EXPERT TYRE SPECIALISTS
WEAR THE CAP TECHNICAL
Clothing rating system
THE AUSTRALIAN
Motorcycle Council recently announced the launch of a world first rating system for motorcycle clothing – MotoCAP. We’re not sure what this is going to do for the cost of motorcycle gear in this country but it will probably push prices up. It may also mean that if you’re not wearing the highest level of gear should you be injured, your insurance company won’t pay as much, so is this a good idea or not? Let us know your thoughts –contactus@ausmotorcyclist.com.au
The press release is as follows… “The Motorcycle Clothing Assessment Program (MotoCAP) is the fi rst of its kind, and will give the motorcycle community more information when they are making choices about the clothing they wear when riding,” Brian Wood, Chair of the AMC Protective Clothing subcommittee said.
Key Points:
• MotoCAP will give clothing two separate star ratings – one for protection and one for comfort.
• MotoCAP has involved stakeholders from NSW, Australia and New Zealand working together to develop
this world first initiative.
• Motorcyclists are vulnerable road users – improving the effectiveness of protective clothing will help reduce the risk of serious injury or even death.
“Motorcycle and scooter riders have very little protection other than their helmet and their clothing when involved in a crash,” Brian Wood said.
“This is why the Australian Motorcycle Council has joined together with Transport for NSW’s Centre for Road Safety, State Insurance Regulatory Authority (SIRA) and Insurance Australia Group (IAG) as well as other agencies and motoring organisations around Australia and New Zealand, to develop the system and test the gear.”
Brian Wood said the protection star rating considers performance in abrasion resistance, seam strength and impact protection, while the comfort rating is based on how comfortable the clothing is when it is worn in the Australian climate.
“MotoCAP makes it easier for riders to balance the sometimes conflicting needs of personal protection and comfort,” Brian Wood said.
For more information on MotoCAP ratings and the scheme visit www. motocap.com.au . SW
THE BEAR’S BIT
Stuart has correctly identified a couple of potential problems with this idea, but there is another one: authorities being what they are, they’re likely to make some (probably arbitrarily chosen) level of MotoCAP compulsory. That means you won’t be able to ride down to the shops to get a carton of milk without donning all the gear. Leaving aside the advisability of tooling up every time you get on the bike (there are arguments both ways) that seems like excessive control to me.
As well, while Brian is correct insofar as other clothing standards do not consider comfort, the European EN (was CE) standard, which has been accepted de facto in the US, does a good job in identifying safety with its one or two star rating. Since comfort is very much a subjective thing, might we not be better off adopting EN as well? We’ve done much the same thing with helmets, and it would mean that extra testing just for the Australian market would not be necessary – which in turn would make clothing cheaper and a wider range available. Likewise, it would make it possible to buy complying clothes from overseas on the web.
Australia is just crawling out of its insular hole for standards. Why go backwards? PT D
Buyer’s Paradise
Thisis a new section to Australian Motorcyclist. It is for those of you wishing to sell your motorcycle - nothing better than selling your pride and joy to another likeminded motorcyclist. We’ll also be advertising some classic motorcycles for you to peruse over and possible buy. So, sound like a great way to get your bike sold? Send us a hi-resolution pic, the price and some words (up to 100) including your name and contact number to contactus@ausmotorcyclist.com.au Ads must be sent to us by the last week of every month. Now for the important stuff, your ad will reach a great market for only $150 inc GST.
1988 BIMOTA YB4 EX-WSBK
$35,000 neg
Up for grabs is Andrew Stroud’s ex-World Superbike Bimota raced back in 1988. Bimota factory race chassis #00035, fitted with factory race kitted FZR750R engine. Extremely rare and ready for historic parades, shows and/or racing. Contact, Marty on Ph: 0431 691 200.
DESMO DUCATI SINGLES
$25,000 each or $45,000 for the pairConcourse inside and out. Matching 250 and 450. Both bikes have done less than 100km since being fully rebuilt. Contact Wensley - 0437 837 725
BMW R100RS 1977
$14,000 ono
Originally built for the Federal Police and never delivered. Comes with original Krauser panniers. Just had full service and new battery. Call Dave on 0412 689 849
SAMPLE BIKE FOR SALE
$#$,%&*@
Want to sell your bike to likeminded motorcyclists, well here is what your ad could look like. Bikes can be new, used, classic, vintage and everything in between. Send in your info, now!
GRIZZLING
RAINDROP? WATROPROP!
Okay, settle down in the back seats there. You will no doubt remember the Watroprop I introduced you to some time ago. No? Drawing a blank? It was the clear plastic disc stuck to the front of the helmet visor with a suction cup and spun by a propeller to shed raindrops. A cord looped around your neck kept you from losing it if it fl ew off, though mine never did. Ah! There you go, you do remember it.
Fluorescent light photo gives you a good idea how the Watroprop operates.
I have used this gadget on and off, and have made new friends just about every time I did. They would come to jeer and stay to be amazed by the effectiveness of this thing. But there was a certain amount of buyer reluctance, mainly due to the fact that the propeller made a helmet fi tted with the Watroprop look like a device designed by Heath Robinson to lift riders off their bikes in case of emergency. Or like propellerheads.
would come to jeer and stay to be of buyer reluctance, mainly due to look like a device designed by Heath a potential buyer for designs of
many current helmets will draw more attention than Watroprop #2.
Well, Watroprop’s inventor Albert Keller also noticed that the propeller was not only a bit over the top but indeed unnecessary. He redesigned it and incorporated vanes into the structure of the clear disc itself to make it spin. This looks far neater and is, indeed, so unobtrusive
Of course I now have one of the new gadgets, and I fi nd it even more effective, though far less attentiongrabbing, than version #1. Make no mistake about it, these things work. When I showed this latest one to Lester Morris, he recalled selling a similar thing at Omodei’s many years ago.
“I must have sold thousands of those,” he said.
I had a chat to Albert at INTERMOT, the recent Cologne bike show, and he told me about the conundrum in which he has found himself. It
50,000 of the Watroprop #2, but it’s a careful buyer who wants to see that he actually has the capacity to produce the things in such numbers. Since his is a small (read practically garage) operation, he can’t do that –unless he can raise some capital or fi nd distributors to sell a lot more of his product and give him the growth he needs to… well, to grow. So there you are. If you’re interested in becoming the Australian, New Zealand or whatever distributor of Albert Keller’s Watroprop #2, of if you’re interested in investing a few bucks in a venture that seems to me to be a pretty good bet (Albert was mobbed at INTERMOT) then take a look at http://www. regenschutzscheibe.de/ or drop him a line at info@regenschutzscheibe.de . Tell him the Bear sent you. Am I investing? I’d be severely tempted if I had some money. As it is, Mrs Bear has just reminded me that we really need to do something about the rear veranda…
Peter ‘The Bear’ Thoeming
This is what it looks like in normal light.
WHATSAYYOU
WELOVE 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.
LAUGHING OUT LOUD
Hi Stuart,
NEW, NEW, NEW!
LINK INTERNATIONAL
has come on board and will be supplying the lucky winner of our monthly letter competition with some lovely kit from the NelsonRigg range. Nelson-Rigg offers high quality luggage, apparel and bike covers for all motorcyclists, check them out at www.nelsonrigg.com.au
This month the lucky winner, Mark has won a Nelson-Rigg T-shirt and backpack valued at $59.90! Want to be a winner like Mark? Get writing and you could be smiling too.
PASS THE KLEENEX
Hi Boris,
I just read your heart warming and incredibly touching ode to Dani Pedrosa, and mate you brought a tear to this mongrel biker’s eye. I have read some (alright, a lot) of your diatribe and spiel before and enjoyed the patina of angst, the satirical tarnish and the blind stump ugly normalcy that you exude onto the page. You Sir, have out done yourself!
Loved your last issue on adventure touring. It was good to see you included some of the smaller capacity adventure bikes and not just the big bikes like everyone else does. Anyway, my reason for writing is your editorial in number 69. I laughed my heart out (sorry) but it reminded me of a time (many years ago) of when I went touring with my mates. The story goes…I was on GPZ1100, George was on some piece of crap, Harley and Captain Sensible, John was on his Beemer. We set off for a loop up to Glen Innes, Moree, Narrabri and back home to Sydney. We didn’t even get to Singleton when John realised he’d forgotten his sleeping bag – too bad, we rode on. We got to Scone and I wish a café or bakery was nearby with some hot scones as George’s bike had a meltdown, which took some “fun” to fix with the help of local farmer. We eventually got to
Never have I thought that the warmth of a tear could be generated by so few words on such an albeit emotional subject, that my own deeply disguised and well-hidden feelings could be touched so easily. The strength of your feelings about Dani are well evident and I must say never let me stand between you and Rossi if as you say you are indeed a fanatical supporter of this man! I am a perennial follower of the MotoGP and before that the Grand
Tamworth and I was ready to turn back. The Harley again crapped itself and luckily some parts were available. The time was by now, about 3pm and getting to Glen Innes for our overnight stay wasn’t looking too good. We thought we’d make one last attempt and it was my turn for the bad luck. A puncture and of course, as we all did back in the day, no one had a puncture repair kit. We were only about 20 kays out of Tamworth and decided to limp back and get drunk. I don’t want to bore you with all the rest of the trip but a two day trip turned to three and a half. I reckon that bloody Harley had more shit fall off it than a cargo ship in five thousand foot seas! I’m sure you’re now laughing at me, Stuart, but it’s an adventure I’ll never forget. The laughs and great times had on that failed trip will last with me to the end.
Regards, Mark Concord NSW
Hi Mark, Hahahahahahahaha! Yes, I’m laughing but you know what, it’s trips like this that make motorcycling so much fun. Just imagine how much fun it would have been if it pelted down rain! LOL! Send me your T-shirt size and postal address, mate. Cheers, Stuart.
Prix circuit and enjoyed the theatre and spectacle all this time, so to fi nd that powerful combination of a man with a mind that can express so eloquently the feelings of many and also provide the harder facts of life at times, also in the crowd supporting the competitors as we all do in our chosen sport makes me just a little happier than before. Enough of the feelings now, but tell me Boris, are you of latino background? Ah, but of course there
have been some great Russian writers also!
Keep up now won’t you!
Cheers Coxy
Hi Coxy,
Boris appreciates your tears for his writing, but he said to me on the phone, “harden the fuck up, mate”! LOL!
Boris is Serbian and said if you dare call him ‘Latino’ or ‘Russian’ again, he’ll put you in an early grave. Seems you caught him on a good day. Hahaha!
Cheers, Stuart.
GRAVITY SUCKS
Stuart,
Tut tut, a man of your years and experience falls for the old COG chestnut again. Standing up on the pegs DOES NOT lower your centre of gravity (AM69, p100, Up You Get!).
Yes it’s all about the physics as you say, and any Physics lecturer will tell you that standing up patently RAISES your centre of gravity, whether you are sitting on the floor, or a chair, or a motorcycle.
It is precisely the raising of your centre of gravity which gives increased control and balance. Moving your body weight away from the fulcrum increases manoeuvrability. Try balancing a baseball bat vertically on your fingertip; you have much greater control when the heavier end is up high rather than down low.
Nice article though. Love your work.
Mike Ferris
Hi Mike, Hope all is well.
Yes, you are correct. Who knows what I was thinking there!
Uppercut for me…again!
Thanks for picking me up on it. Cheers, Stuart.
REVOLVING DOOR
Boris,
Seriously, how many times do you want to harp on about the fact that you rode a GSX1100 on a dirt road? We’ve heard it before, if not a thousand times. Time for some new stories, old fella. Will we soon be hearing about your adventures with your mobility scooter over and over again.
Thanks, Rob.
QUOTING MR WHELAN
Hello there.
I have been a reader of the mag. For some time, and have appreciated our co-operative support to past Bombala bike shows. But what floats my boat are the yarns of, C.Whelan! Our young fellas behind the counter would try to run when I would trap them to quote some priceless words of Colin’s. I’ve just finished ‘PubYarns’, and have posted it to a mate, to go to the next, etc. Three of us are heading off up there to some of the pubs on our chook chasers shortly. Please pass on my thanks to Mr Whelan. It’s a bloody good read and old Aussie dryness. Many thanks, Mick Cole. (recently on the scrap heap)
Hi Mick,
Yes, Colin’s book is a great one. He is also still in every issue of Australian Motorcyclist ;) I have passed on your thanks. Anyone that wants to purchase Colin’s excellent Pub Yarns book, check out the ad on page 108 of this issue. Cheers, Stuart.
WHAT A JOKE
Gents,
Did you hear about that ride to work week bullshit recently? How unpromoted can something be. Just about everyone I spoke to had no idea it was “on”. I did a bit of digging and it was supposed to be about people taking their bikes into a dealership to spend money servicing and so on and riding their bike to work. I ride every day and didn’t see any more bikes than normal. Actually, I probably saw less! If the people that are behind this
are serious about motorcycling they should promote it properly, not do it half baked.
Cheers, Cranky
St Kilda VIC
A BIT OF ME
G’day crew, I liked the review on the Ducati Scrambler 1100, I reckon that could be a bit of me so please pass on to the Ducati people that I’m going to check one out. And you never know I’ll probably buy one. Keep up the great work and the laughter.
Best, Mike
Hi Mike,
That’s good to hear. You will enjoy the bike,
it really is nice to ride.
Cheers, Stuart.
DIRTY RIDING
Stuart,
Thanks for a great article on tips on riding in the dirt. I’ll be out practicing this weekend and feel more confident with your knowledge in the old brain bucket.
Regards, Brad.
VERY TIMELY
Hi Bear and Stuart, Guys, I found your map in issue 68 very timely as I was just heading to Tassie for a few days on the bikes with friends. Even though the ride was relatively short it was a great start to our four days blasting around the great roads over there. What was the best piece of road we did? It would have to be the Lyell Highway to Queenstown, then over to Strahan. Thanks once again for all the great work and rides you guys come up with.
Cheers, Jack D
REAL AUSTRALIA
R 1200 R
$40,490 adv SpoRt
S 1000 XR
$22,190 adv touRing
F 700 GS
F 800 GS
F 800 GSA
R 1200 GS
R 1200 GS Rallye
R 1200 GS Rallye X
R 1200 GS Tour
$12,890
$16,940
$18,650
$21,850
$23,050
$27,250
$27,250
R 1200 GSA $24,890
R 1200 GSA Triple Black
C 650 Sport
$14,150
C 650 GT $14,990
CAN-AM (BRP) www.brp.com
*All prices are ride away
Road
Spyder F3
Spyder F3-S
Spyder F3-T
Spyder F3 Limited
Spyder RT
Spyder RT Limited $TBA
CF MOTO
www.cf-moto.com.au Road
Benly
NSS300A Forza
HUSQVARNA
www.husqvarna-motorcycles.com/au
ROad
701 Supermoto $TBA INDIAN
www.indianmotorcycles.com.au
Chieftain Limited
Roadmaster
Roadmaster Elite
KAWASAKI
www.kawasaki.com.au
ROad
Z125 Pro KRT
Z300 ABS
Z300 Special Edition
Ninja 300
$36,995
$40,995
$49,995
Ninja 1000 ABS
Ninja ZX-10R KRT
Ninja ZX-10R ABS
Ninja ZX-10R ABS KRT
Ninja ZX-10RR
$4249
$5999
$6099
V-Strom 1000 XT $16,490
V-Strom 1000 GT
sCooTeR
SWM
www.swmmotorcycles.com.au
Road
Gran Turismo
Silver Vase 440
Gran Milano 440
$7490
$7490
$7990
SM 500 R $8990
SM 650 R $9490
adv TouRing
Superdual
TRIUMPH
www.triumphmotorcycles.com.au
*Some Triumph prices are ride away
Road
$9990
Street Triple S 660 $12,800
Street Triple S
Street Triple R
Street Triple RS
Bonneville Street Twin
Bonne Street Cup
Street Scrambler
Bonne T100 $15,300
Bonne T100 Black
Bonneville T120
Bonneville T120 Black
Thruxton R 1200
WHAT BIKE WAS THAT?
IWAS GOING TO continue my reminiscences about tools in this issue, but the subject of selling bikes came up recently. Specifically, regretting that you’d sold a particular bike. I gave this some thought and to my horror, realized that I could not remember which bikes I regretted selling, not to mention what bikes I had owned.
One reason why this is difficult is that I’ve had a lot of long-term loan bikes over the forty years I’ve been writing about motorcycles for various magazines. Did I actually own that VFR750, or had Honda lent it to me for the long ride through Victoria, NSW and Queensland that I did on it? What about the… well, what about I try to recall what I owned –chronologically? I’ll get back to tools later.
My first bike was a Honda
CB72. Still regarded as one of the most outstanding bikes Honda ever built, and still in demand for Classic racing, the CB72 was a bit of a wake-up call for my mates. It was only a 250, and while it lacked the top speed of the BSW Spitfires and various other British bikes they were riding, it was nimble enough to stay with them. The bike was stolen, recovered half wrecked and replaced by a Harley-Davidson WLA.
Finding the WLA a bit pedestrian, I made the mistake (one of many) of swapping it for a BSA plunger framed homebuilt special with a 10/12 Harley engine shoehorned into it. It was worse than shoehorned, to be honest. When he found that the bigger engine would not fit, the builder had simply chopped off the downtubes of the BSA frame and had bolted the engine in as a stressed member. The bike did not work by any measure, and I wasn’t all that put out when it caught fire one day. I did do some damage to my hand when I ripped a hot wire off the battery, but this served to let me know that the ‘Harbsa’ or ‘Barley’ had to go.
I swapped it for another WLA, with the loss of a considerable amount of cash. This process –dumping considerable amounts of cash whenever I changed bikes – was to go on for quite a while before I woke up to myself. The new bike was fine, except for the unfortunate episode of the exploding spark plug. It didn’t really explode; my so-called mate who had serviced the bike had simply forgotten to tighten it. A short way from the workshop it had unwound itself sufficiently to be fired out of the
plughole with the approximate velocity of a shotgun blast.
Now I don’t know how familiar you are with WLAs, but the rear spark plug point straight at the rider’s right testicle. It was only for the fact that the tank overhangs the trajectory by an eighth of an inch or so that the plug was diverted enough so it didn’t take a vital part of my anatomy with it when it flew across the road and smashed the side window of an inopportunelyparked car.
Subsequently I moved to Tasmania, with all my worldly goods loaded onto the bike. As you can imagine, there wasn’t very much of them. I rode onto the Empress of Australia at Birchgrove in Sydney, spent an interesting couple of days sailing down the coast and then promptly fell over when departing; the Hobart ramp was slippery. I got a terrific hand of applause from all present. Riding up the east coast I made the mistake of letting a service station attendant fill up the bike. Soon afterwards, the bike stopped. I took off the petrol cap, saw that there was plenty of fuel and put it back. The bike started fine. This went on maybe four times before I realized that the bloke at the servo had (inadvertently, I hope) swapped the caps of the oil and fuel tanks. Unlike the fuel cap, the oil tank cap is not vented, with obvious result.
I decided that Tasmania was not for me and moved to Melbourne, crossing Bass Strait on the Princess of Tasmania, a tiny ferry that fortunately had a non-slippery ramp.
The bike and I had interesting adventures in Melbourne, some of which I prefer not to dwell on because there may not be a Statute of Limitations on our activities. But there was that one morning…
(Continued in the next issue) D
AT ZINIO FOR YOUR APPLE OR ANDROID TABLET. SEARCH FOR US ON THE ZINIO WEBSITE OR VIA THE LINK ON OUR WEBSITE.
ADVERTISERS LISTING
BORIS WORDS BORIS
MIHAILOVIC
IS IT WORTH IT?
IWAS ASKED AN interesting question on my Facebook feed the other day. I was expressing love and admiration for Harley’s brutal-looking new FXDR 114.
I had just finished lashing it up the Putty Road in the fading light and seeing kangaroos where there were no kangaroos (I have been a touch gunshy of our native shit-rats since I hit that bastard at 190 just north of Port Augusta two years back), and I had pulled over to shoot a romantic sunset image of the FXDR being all black and evil and grim and wonderful.
I posted up the pics and then a bloke asked me if it was worth the asking price, which is some 35K if I am not mistaken.
There are, of course, no dumb questions. And this was not a dumb question.
But it was an entirely superfl uous one.
A bike is only ever worth what a buyer is prepared to pay for it. And experience has shown me that if you want something bad enough, then price is not an issue.
This is especially applicable when it comes to motorcyclists – a goodly majority of whom are deranged zealots and gibbering fanatics. If we were a religious group we would make those ISIS idiots look like a Boy Scout troupe.
Of course there are motorcyclists (and I use the term loosely for they do not ride upon the True Path of Righteousness) for whom inane rubbish such as fuel economy, purchase price, and resale value have some meaning and thus dictate their purchase decision. They shame us all. Happily, they are usually easy to spot. They love the safety of fl uoro, buy the cheapest tyres they can crash on, and adore shopping at Aldi for their bike gear. They are not of my people.
They do not and cannot and will never understand how a man can
eagerly spend $10,000 on a secondhand purple Shovelhead, which was being sold by a man called Cone from the Gypsy Jokers MC. This was at a time when one could buy two new Japanese bikes for that money.
They cannot comprehend how that same man would then keep shovelling (pardon the pun) dollars at the Shovelhead, overcapitalising his initial investment by some $40,000 over the next three years, before finally surrendering and selling the whole, barely running lot for maybe eight grand…and then deeply regretting it for years.
This was the same man who some years earlier had bought a new GSX1100EX, then proceeded to throw untold amounts of money at it (his own, his girlfriend’s and Bankcard’s), until it too was ultimately sold at a knock-down price because that man had found another bike he had to have.
This was again the same man, who, in-between those two motorcycles, made an agreement with Satan (who was masquerading as the step-father of a really hot girlfriend this man was seeing) for the pay-as-you-ride purchase of a 1979 Triumph Tiger. Satan came calling when the regular payment became highly irregular and had to be exorcised with threats and intimidation, but who ultimately repossessed the Triumph. And I had just got the girlfriend a gig dancing on tables for money, which would have sorted it all out, but…anyway, that is all water under the bridge. You see, the point is that if you want a bike bad
enough, then its purchase price is not going to stop you. How could it?
Which is why that question: “Is it (the bike) worth it?” is irrelevant.
To you, the asking price of a given bike maybe ridiculous. But that is only because you don’t want that Ducati/MV Agusta/Royal Enfield bad enough.
To someone else, who dreams of the bike at night, visits the showroom constantly just to stare open-mouthed at it while visualising himself astride its all-the-buttons-pushed magnificence, then…well, Hell, the swine could charge double what they’re asking and he would still pay it. With a smile on his face and a song in his heart, no less.
To me, and those like me, the buying of a motorcycle has never been a rational brain-in-gear purchase. It has always been a purchase of the passionate, irrational heart. And the heart wants what the heart wants. And if it wants it, and I have to hold up servos to satisfy that want, then so be it.
Happily, I have not yet had to wave a meat-cleaver at some hapless BP attendant.
Those greed-based pigs who rob the dead and simultaneously pretend their banking institutions are my friend, have been my go-to money lenders forever. I am at their mercy because I am not a criminal.
But all that could change if a bike I cannot live without suddenly appears on the Internet. I have a wardrobe full of balaclavas, and a sensible array of weaponry against the coming zombie apocalypse, which I am happy to re-purpose to feed my addiction. And I am a fanatic.
And yes, it is worth it. It is always worth it. D
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