“I wear my Viking helmet because the horns define how sharp my brains are. If you try to rub me the wrong way, I will stick you with both of my horns. ”
Editor Stuart Woodbury
Contributing Editor J Peter Thoeming
Sales Manager Ralph Leavsey-Moase ralph@ausmotorcyclist.com.au
Photo Editor Nick Wood
Designer Amy Hale
Photographers Nick Wood Photography, Half-Light Photography
Contributors Robert Crick, Robert Lovas, Boris Mihailovic, The Possum, Colin Whelan
Australian Motorcyclist Magazine is published by Australian Motorcyclist Magazine Pty Ltd. Suite 4b, Level 1, 11-13 Orion Rd, Lane Cove West NSW 2066 contactus@ausmotorcyclist.com.au
This publication is copyright. Other than for the purposes of research, study, criticism, review, parody or satire and subject to the conditions prescribed under the Copyright Act 1968, no part of this publication may be reproduced, stored in a retrieval system or transmitted without the prior written permission of Australian Motorcyclist Magazine Pty Ltd. Opinions expressed within this publication do not necessarily represent those of Australian Motorcyclist Magazine Pty Ltd. No responsibility is accepted by Australian Motorcyclist Magazine Pty Ltd or the editor for the accuracy of any statement, opinion or advice contained in the text or advertisements. Readers should rely on their own enquiries in making decisions tailored to their own interest.
WE DO HAVE A little piece on Dakar 2019 in this issue but I wanted to talk about Aussies in sport. It seems when the tough gets going, the tough (Aussies) get going. Toby Price and other motorcycle racers always seem to go above and beyond the pain threshold of most mere mortals. Toby rode with a broken wrist, the X-ray he just had a few days after getting home showed his wrist had suffered a lack of bone and was starting to disintegrate. I guess pounding the crap out of it for 5000km off-road and at high speeds will do that – what a tough bastard! Remember 500cc Grand Prix Legend, Mick Doohan, his right leg was to be amputated if not for the wonderful Dr Costa. Mick’s leg was sewn and plastered to his left leg so the right could feed off the left, then put into a ‘Halo’ cage. It really wasn’t long before Mick was back on the bike racing and I remember watching him race with the leg that weak it was bending out like a banana. The sheer pain and determination to push yourself is what Aussies are known for.
I’m sure there’s other Aussies that have shown extreme determination and pushed beyond what many think possible. Let me know who else you think deserves a gong –stuart@ausmotorcyclist. com.au .
Motorcyclist? Sure, the latest bikes but what else or maybe something we’re not doing that you really want to see? We’ve got lots of travel coming up, regular features, how to’s, a little bit of classic racing and so on, but what else do you want to see? Email me at the above.
What do you like to see in Australian
We encourage you to keep or recycle this magazine. – a naked V4 with be
If you don’t know I do a little bit of side work at D Moto Engineering when I can. Shaun, George and Mark are top shelf blokes and really know their stuff when it comes to all forms of motorcycles. Shaun especially: he has worked on a number of winning race teams in the past, and also being a machinist, as well his knowledge of engines and everything to do with a motorcycle provides a pool of knowledge that’s a rarity these days. This is one reason I love going there to do some work for them. I learn from the best but I also get to work on some amazing motorcycles. The Ex-WSBK Bimota I’ve mentioned before is one highlight – from a bike in a box that had never seen the light of day for near 30 years to being back up and running and sold to a gent in Italy was rather satisfying, as was working on my mate Chris’s 851 racebike – an engine refresh and getting it back running in tip top shape. The other big project lately is making a late model 1000cc Ducati engine fit into a Mike Hailwood frame – modifying the frame and working out the jigsaw puzzle of an old frame/new engine that’s not really ideal for the old frame has been great. The next project I want to do with Shaun is fit a Desmosedici RR V4 engine into something like a Ducati Monster frame – a naked V4 with the shriek that only a Desmosedici RR makes will be a bike to fall in love with! Line up if you want to buy it when it’s done. Cheers, Stuart.
GOING TTS UP
This year’s International Festival of Speed (14-17 March) at Sydney Motorsport Park is running a ‘TT’ theme, featuring 24 times TT winner John McGuinness along with Michael Rutter as well as British Supersport/Superstock champion Glen Richards and MotoGP star Jeremy McWilliams, all riding Harris F1 1297cc Yamaha engined machines for the Roger Winfi eld Team to take on the Aussies in the new 5 round “QBE TT Cup” races (for P4/P5/ P6 unlimited 4 strokes air-cooled only and 350-750 2 strokes air and water-cooled up to 1984), with round 5 on Sunday afternoon being a 10 lap feature race – this is sure to be an amazing series of races! Also from the UK will be Alex Sinclair (Yamaha TZ 350 and Egli Vincent 500), Steve Linsdell (Royal Enfi eld 500, to be ridden by Chris Swallow) and Tony Hart (Egli Vincent 500 and Suzuki XR 69). Aussie TT racer, Alex Pickett will be riding Stuart and his mate, Chris’s FZR1000 and GSX1100 in three classes – Period 6 1300, QBE Top 25 and QBE TT Cup.
All the overseas riders will be at the “TT” Legends dinner hosted by Steve Parrish (an amazingly funny
evening when he gets the two MCs up on stage). Held at Club Marconi on Thursday night (14th March).
All spectator entry and dinner tickets are available online through Sticky Tickets – www.stickytickets.com.au or via the offi cial website – www. internationalfestivalofspeed.com
This will be an amazing weekend of racing, which also includes all the other classes of racing like the QBE Top 25 Period 5 and Top 25 Period 6 machines battling it out, come out and enjoy the atmosphere, get an autograph, see the displays and so much more - it cannot be missed!
DEAL AND A HALF
Schuberth Australia is keen to get more heads into their superb range of German-made helmets. To this end, it is offering a huge 25 per cent discount on selected models. This is your chance to see what all the fuss is about and score an amazing new helmet at a price that will only last until the models are sold out.
The discounted models are the C4, R2, M1and SR2.
All Schuberth helmets come with a fi ve-year guarantee, have inbuilt-
speakers and microphones, and are comms-ready. They are supremely comfortable, quiet, and come with fi rst-grade optical scratch-free visors for excellent, long-lasting vision. For more information, contact Schuberth Australia at: info@helmethaus.com.au
THE NEW BLOKE
Made In Germany Group (MIG) is proud to announce it has been appointed the offi cial Australian importer for Daytona boots. Made entirely in Germany, Daytona
boots are regarded as some of the very fi nest motorcycle riding boots in the world. Daytona is owned and run by the Frey family, which has been making boots since 1963.
The Daytona range of riding boots is characterised by superb quality, excellent fi t and comfort, and great continuity as new models are only added at longer intervals due to the demand by satisfi ed customers. Check out the range of Daytona boots at: www.daytona.de Any enquiries may be sent to cs@miggroup.bike
SUBSCRIBE
It seems some of you have a little bit of trouble when subscribing or re-subscribing via the website. If
you’re trying to create an account or enter a login you might have had in the past – don’t. We have had this disabled as the web host said we have no way of retrieving your details if you lose them! So, just enter your name, address, email, phone number and so as per any normal purchase you might make, then when you get to paying login into PayPal or enter your credit card details and all will be done. Do not worry about us not fi nding you at our end if you’re already a subscriber –we always look for you fi rst before entering your details into the mailing list and add any additional issues. Thanks!
THE JOURNEY CONTINUES
Since their inception in 2003 Andy Strapz panniers have evolved in line with the demands of modern Adventure riders. The
name itself nods its lid to a mix of Enduro and Adventure.
Made in Melbourne from tried and crashed, 17oz Aussie, Dynaproofed canvas, they are packed (pun intended, sorry) with new approaches to the existing features. The basics of the bags remain unchanged from those Andy made for himself all that time ago. If it ain’t broke…
Although those ‘basics’ stood the test of time and Aussie riders, it doesn’t mean the nice little extras can’t be tweaked and improved. The side pockets are bigger with the rear closed via roll top. Front is the same mesh style of old but uses a special shock cord loop to prevent water bottles bouncing out under the most severe conditions. Crashability, one of the key design briefs set by Andy, has also been improved by changing the side buckles to a low profi le ‘ladder loc’ buckle.
Still dust proof, highly water resistant (add Linerz to make a 100% waterproof system) and most importantly 100% tough. Priced at $468 a set plus freight, add $50 for a pair of Linerz and let the adventures commence! Call Andy on 03 9786 3445, email info@andystrapz.com or visit the website www.andystrapz.com D
Triumph in the mid-60s was all about the scrambler concept, long before Ducati, BMW and others got involved with the scene, with the Bonneville T120C and T120TT. Evel Knievel and Steve McQueen flying around made everything look awesome, too. So, when Triumph released the ‘McQueen-inspired’ 865cc Bonneville Scrambler in 2006 and its subsequent variations, its cool value offered the right kind of edginess for many riders. For me, it lacked the thrill and excitement I expected – it was just a little bland.
The 900cc Street Scrambler came our way in 2017 and despite offering a terrific base from which to customise there was both a lack of engine power and front brake performance, but overall it had the basis of being something with excitement. You could genuinely take it off into some ‘within reason’ gnarly trails but the engine and brakes did need looking at. Fortunately, Triumph’s engineers did some fiddling to release more fun and came up with this, the 2019 Street Scrambler…
Give it to me
One of the most significant updates for this 2019 model is the extra 7.5kW from the same 900cc ‘High Torque’ motor, and the 500rpm higher rev limit at 7500rpm. The result is a peak power figure of 47.8kW at 7500rpm, an 18% increase. Peak torque stays low in the rev range for a grunty pull; 80Nm at 3200rpm. It also stays toward that peak number for longer. Not only has the change brought an increase in performance, it hasn’t compromised the smooth throttle control and or personality of the motor. I still think another 10kW on top wouldn’t have gone amiss but with the imminent release of the Scrambler 1200 I guess that’s where I’d be looking.
v room, vroom!
The power of the Street Scrambler is delivered sweetly from the liquid-
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
cooled 8-valve parallel twin nestled into the tubular steel frame, which, when coupled with a super light clutch action, offers a super user friendly ride quality. Whether you’re new to (full licence) motorcycling, stepping down from a bigger machine, or just plain lazy, the Triumph is just right.
Enhancements for the new machine come in the shape of a new magnesium cam cover and a new lighter weight crankshaft and balance shaft all of which contribute to a 3kg weight saving over the old machine - that’s more power and less weight; the
holy grail of motorcycle development.
Feeling unrushed, the Triumph offers a pleasant ride, a bit of punch down low in the revs with well over 75Nm (or 93% of maximum) torque available from as little as 2500rpm so to get away from stationary is simple while riding in the real world range of 3500 – 5500rpm. It offers a linear torque feel with power picking up unobtrusively even with an invigorated twist of the right-hand grip. The engine is given its voice care of the eye-catching over-and-under high
level, single sided exhaust layout. Your inner right thigh is protected from second-degree burns by the heat shields over the brushed stainless steel silencers but it still lets out a bit of heat.
A five-speed gearbox with a nice spread of ratios means top gear is hardly required away from more open roads because second, third and fourth allow you to use that lovely spread of torque across the rev range, even though on more than one occasion I found myself having to drop a gear to reward my right
THE ULTIMATE
FOR THE ROAD. FOR GENUINE ADVENTURE. FOR FULL-ON SCRAMBLING.
The all-new Scrambler 1200 XE sets the benchmark with the ultimate in capability, style and performance.
Powered by Triumph’s thumping high-power 1200cc twin, with a dedicated scrambler tune and incredible low down torque (110Nm peak), this is a motorcycle with unparalleled road and off-roading ability, and a category-destroying level of technology and specification. Key features include next generation full-colour TFT instruments, six riding modes, optimised cornering ABS and traction control, long travel Öhlins rear shocks, fully adjustable long travel Showa forks and twin Brembo M50 radial monobloc front calipers.
Redefining 21st century scrambling in stunning style, the Scrambler 1200 XE handles every bit as beautifully on the tarmac as it does doing what the most focused adventure bike can do, and of course, full-on scrambling. Find out more at triumphmotorcycles.com.au
*Max List Price including registration, CTP, Stamp Duty and pre-delivery costs. Premium paint extra.
wrist rotation with the desired acceleration. There is a solid and supportive clunk when each gear is engaged which belies the airy clutch touch, the smallest index finger twitch is all it takes to aid the change.
HITTING THE CORNERS
While the 19” front wheel and Metzeler Tourance ‘dual purpose’ tyres hint at off-road ability, this isn’t a serious off-road machine. Leave that stuff to the Tiger range or the new Scrambler 1200 and concentrate on looking boss on the streets.
New KYB 41mm telescopic forks assist with a comfortable ride but offer no adjustable features. The only suspension adjustment comes at the rear on the KYB twin shocks and that would be for preload. Steering is light and composed enough for a bike with a 19” front wheel allowing for an equally sturdy feel when dicing through town traffic or carving along your favourite bit of twisties.
STOP IT
With more power comes greater responsibility and it’s a good job Triumph stepped up and improved the front brake. The extra power lead the Hinckley blokes to upgrade the front caliper from Nissin to Brembo and thankfully it makes the required difference. There’s better initial bite but not enough to make me think, wow these brakes are sensational – it probably needs twin discs for that, but in the real-world the Street Scrambler has more than enough stopping power for anybody not using it as a racebike!
COMFORT
The seat is low at 790mm, and I like the textile material used. The seat height being nice and low, it’s stress-free to swing a leg over and to stand with feet flat when stationary. It’s also comfortable
enough with a wide supportive lip at the rear of the seat for riding between fuel stops and the back of the tank is rather slim which makes it a versatile bike for all sized riders.
NEW MODE
Build quality and design are typically new-age Triumph and little touches like the Bonneville hidden cat in the exhaust makes the model all the more appealing – it’s all about the detail, which can be seen over the entre bike.
The single instrument clock has had a brush-up and contains an analogue speedo with digital tacho. Road and Rain riding modes offer the same amount of power but deliver it differently. Traction control settings are also affected. Then there’s a new Off-Road mode, which can only be activated when stationary but removes ABS and traction control – and is perfect for those gravel escapades – the only thing I didn’t like about it is you can’t scroll through the features of the dash as the “Off Road” stays on the screen. There’s also an under-seat USB charging socket which is very handy.
MAKE IT YOURS
More than 120 genuine accessories are available and range from sump guards, mud guards and slip on Vance & Hines silencers to heated grips, a centre stand and a host of luggage options – make it yours would be the theme.
900 OR 1200?
There are three colours in the Street Scrambler range – the Fusion White which we tested, Cranberry Red, or a Matt Khaki and Aluminium Silver iteration. The 2019 version is certainly a step forward over the previous model but is it worth sticking it out for the new 1200? If you’re not looking at outright power and off-road capability, rather looking for the Scrambler style in an easy to ride package – the Street Scrambler is for you. D
FUEL CONSUMPTION: 4.8 litres per 100km, premium unleaded
THEORETICAL RANGE: 249km
COLOURS: Fusion White, Cranberry Red, Matt Khaki/Aluminium Silver
VERDICT: EASY STYLE
TRIUMPH STREET SCRAMBLER
This one, that one, buy one!
www.mcleodaccessories.com.au
RPHA 11 – Mike
WA zo W ski - $899.90
HJC unleashed a superb Disney Pixar Mike Wazowski design for a stunning visual effect without any compromise on comfort or security. Featuring an advanced P.I.M. Plus (Premium Integrated Matrix Plus) fibreglass aerodynamic shell, ACS (Advanced Channeling Ventilation System) full front-to-back airflow, RapidFire shield replacement system, emergency kit cheek pads, wider eye port, enhanced shield dual lock, Multicool interior, removable and washable crown and cheek pads, glasses friendly, breath guard and chin curtain included, comes standard with a 2D dark smoke
shield and anti-fog insert lens and additional stickers. Available sizes S – XL.
RPHA 70 b A li U s MC-10 s F - $649.90
Features an extremely lightweight and compact shell construction, premium integrated Matrix / P.I.M. Plus shell including carbon and carbon-glass hybrid fabric, dualpurposed top vent intake and exhaust operate simultaneously for maximum air circulation, integrated sunshield, RapidFire shield replacement system, emergency kit cheek pads, Multicool interior with removable and washable crown and cheek pads, rear vent switch for easy control of airflow, anti-fog lens prepared shield and includes anti-fog insert lens and the helmet is glasses friendly. Available Sizes S – XL.
i70 – s olid – $329.90, G RAPH i C – $369.90
HJC’s brand new model – the i70, is a sport touring, full face helmet which features an advanced polycarbonate shell, aerodynamic with large eye port for greater visibility, Vision Plus (+10mm) wide shield, internal sun visor, powerful airflow ventilation and exhaust, micro buckle, ultra-quick, simple and secure shield ratchet system, anti-fog lens prepared shield, antifog lens included, removable and washable crown and cheek pads,
glasses friendly and a breath guard and chin curtain are included. Available Sizes XS – XXL and 14 colours.
s CHU be RTH
for information contact via Facebook - www.facebook. com/ s chuberth a ustralia or email info@helmethaus.com.au
R2 – $699-$799
If you’re after a great all-round fullface, super-quiet lid, this German masterwork could be for you. It comes fully-loaded out of the box with a host of features, including inbuilt speakers and microphone, an integrated antenna designed to offer reception for the Schuberth SC-1 communication system (developed in conjunction with Sena and sold separately). It’s also relatively light (1350grams), and boasts outstanding force absorption. Direct Fibre
Processing is a manufacturing process unique to Schuberth. It’s a procedure that generates endless fibreglass which is precision cut into pieces then blown into the mould, then baked under very high pressure and injected with resin. The result is a light, but super-strong and solid outer shell.
The visor opening is oversize, it comes with its own anti-fog system (not Pinlock, but the same principle), and can be easily replaced without tools, air is channelled into the lid through the big vent crown (easy one-handed click operation) and through the chin-piece and the lining is removable, washable and fast-drying.
C4 – $999 - $1100
This is the next-gen in modular helmets. Brilliant aerodynamics, superb comfort, and it comes with a mic, Bluetooth antenna, and speakers pre-installed for the optional Sena SC1 It’s probably the least quiet of all the Schuberth lids, but that still means its’s quieter than most other helmets. It comes with a Pinlock microratchet, and has an internal drop-down sun-visor. The anti-scratch visor is Optical Class 1 and has tabs on both sides, so either hand can operate it. No tools are required to change the visor.
The inner lining is seamless for comfort, removable and washable, and the one-click-open-close air intakes funnel vast amounts of air through a complex system of channels to make sure your head stays cool on even the hottest rides. It’s been claimed to be the best modular helmet in the world.
M1 – $600-$700
face with a fl ick of the wrist, look no further. The brilliance of the aerodynamics is never more evident than on the M1. You can ride at high speed with the huge visor up and be amazed at how there’s no buffeting –even when you turn your head. This is because Schuberth has turbulators fi tted along the top edge of the visor. Both the visor and the internal sun-visor are of the same top-notch optical material – no distortion, no scratches – and they come in Clear, Light Smoke, Dark Smoke, Silver Mirrored and Blue Mirrored versions. And it seals tightly along the top edge, so no water can get in. From open-face to full-face as you ride.
The M1 comes with built-in dual speakers and a microphone. It also has a built-in connector in the rear that is ready for the M1 SRC Bluetooth intercom system, made by Cardo.
Even the chin strap padding got a re-design this year, with thick padding and a rubberised backing to hold the chin strap open-face, but with to hold the chin strap
If you want the feel of an open-face, but with
E1 – $999 - $1100
Superb visibility with almost unlimited horizontal sightlines and great vertical sightlines via a huge visor, makes this a dual-sport helmet worthy of your consideration. The optics on the super-thick 2.5mm visor are first-rate and you can get it in a variety of tints.
The E1 comes with the usual inbuilt hardware, so it’s com-ready in seconds with the addition of the unit Cardo makes for Schuberth. It has the same removable, washable and seamless lining as all the Schuberth range, so its comfort and fit is second to none.
It features a three-way adjustable peak, which can be easily removed with a quarterturn of the attachment discs. There are two separate discs in the box which click into place if you take the peak off. The peak can be locked into one of three positions. The internal sun-visor can also be locked halfway, which is an added bonus. Schuberth now uses its own Pinlock-type system, which works just as well as the original. The Bear has one and loves it.
ARAI
www.cassons.com.au
RENEGADE-V$699.95 - $829.95
One of the distinctive features of the Renegade-V is the characteristic frontal view of the helmet. The chin area is
claimed to be designed and shaped to resemble the look of a rugby player or a martial artist. But the chin bar’s aggressive design is not
only for looks, it also increases the shell strength. There are four
all contributing to highly effective ventilation. The side ducts remove hot air from the interior, through integrated air channels behind the cheek pads. For added comfort the four ventilation slots in the front may be opened or closed with a slide shutter on the inside. The surface of the EPS cheek pad material is treated with noise reducing foam. The chin curtain reduces the amount of air entering the helmet. If a rider wants an even quieter ride, the optional replaceable chin cover can be mounted. The top ducts have been designed for an upright riding position, as is usual for cruiser and naked style bikes. A super fibre belt is integrated into the shell, for increased strength in the area above the eye port. An important feature for riders who demand increased protection. The Renegade-V was
Tea cosy, anyone?
SPECIAL FEATURE Helmets
designed and made for riders who insist on Arai protection while enjoying their cruiser or naked motorcycle.
RX-7V - $1099.95 - $1299.95
The RX-7V represents the summit of Arai’s knowledge, experience and know-how in helmet technology. With a completely new PB-SNC outer shell, the revolutionary VAS (Variable Axis System) visor system
and a significantly smoother area around the temples, the RX-7V offers the new benchmark in the premium helmet segment. From the also new Eco Pure liner with an even slimmer frame, to the new ducts, improved diffuser and the integrated Air Channels, every part shows the attention to detail that is so typical of Arai. Arai has continually improved the ‘glancing off’ performance by learning from real scenarios. Thanks to the new stronger and smoother shell and VAS, the RX-7V is closer to the ideal helmet shape than ever. Available in a wide range of colours and graphics.
BELL
www.cassons.com.au
ELIMINATOR$549.95 - $699.95
Aggressive style featuring a fibreglass composite shell or also
available in 6K Carbon, recessed EPS speaker pockets, eyewear compatible, antibacterial liner, provision anti-fog shield with Class 1 optics, extra dark smoke shield included (Carbon only), Magnefusion strap keeper and contoured cheek pads. Available in sizes XS – 3XL and a range of colours.
SCOUT AIR - $199.95
Open face helmet which features 5 shell sizes made from a Trimatrix composite
Attacked by a cat!
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 Helmets
for a low-profile look and personalised fit, accessory shield available, includes 2 snap-in visors, lightweight in-molded design. Available in sizes XS – 2XL.
RJAYS
www.rjays.com.au
DAKAR II$199.95 - $219.95
Adventure helmet featuring an ABS construction, multi air vents including top stabiliser exhaust fins, adjustable peak, removable and washable interior lining, twin shield system (TSS), clear anti-scratch visor, tool-less visor removal and replacement visors available in clear, light smoke, dark smoke and coated iridium silver. Sizes range from XS – XL.
HARLEY-DAVIDSON
see your local dealer or www.h-d.com.au
PILOT II 2-IN-1 - $355
A unique helmet that can be worn two ways for added comfort. For full comfort, add the optional face mask, or to wear as a 5/8 helmet, remove the face mask. Features include a Thermoplastic shell, double D-ring chin strap, front vent on top of helmet and breathing perforations on face
mask, retractable sun shield, moisture-wicking, antimicrobial liner is removable and washable, custom graphics, helmet bag included and 1418 grams weight. Manufactured by Scorpion.
SKULL LIGHTNING
2-IN-1
- $379
As per the above Pilot helmet, the Skull version has the same features, just with wilder graphics.
RENEGADE-V FXRG - $849
This Arai helmet features HarleyDavidson graphics, 1650 grams weight, outer shell sizes expanded for a tailored fit and less bulky appearance, fibreglass shell, onepiece multi-density EPS liner, double D-ring chin strap, vents at chin, top of helmet, and back, side mesh exhaust vents, removable,
washable liner, water repellent chin curtain, VAS-V Max face shield and it comes with a helmet bag.
K-1 PITLANE - $279 - $349
K-1 is the AGV sport helmet for everyday riding challenges. Born from AGV racing technology, ready for every road experience. The aerodynamic shape, racingdeveloped front air vents and wind-tunnel-tested spoiler maximise performance and give stability at higher speed. An amazingly well priced helmet considering the jampacked features.
K-5 S HURRICANE 2.0$529 - $629
AGV’s latest version of this premium sport helmet now features a new construction for the inner liner, designed with high-performance fabrics and with no stitching in sensitive areas, making an extremely comfortable fit. The lightweight shell is made from a carbon-fiberglass mix and is available in a range of colours/graphics.
X3000 SUPER - $599- $899
Historic shapes and colours meet modern design. The Legends helmets immortalise riders and achievements that will never be forgotten. Comfort, protection and ventilation are key elements of these helmets that meet today’s highest standards. They
look awesome for anyone riding a retro, classic or scrambler styled machine.
NITRO
www.nitrorider.com.au
MX670 UNO DVS - $199
The MX670 adventure helmet has the latest ECE 22.05 standards compliant with multi-polytech constructed MX shell. The MX670 comes with a fully adjustable Dual Visor System (DVS), fully adjustable chin-bar and top ventilation with open and close positioning.
N2300 RIFT DVS$179 - $199
The Nitro N2300 comes with an internal drop-down sun visor and with multiple ventilation
ports. It also has a quick release micrometric buckle fastening system. A great price point for the features.
X-LITE www.ronangel.com.au
X-903
ULTRA CARBON$699 - $849
X-Lite’s new X-903 has a carbon shell with multi-density EPS damping system for low weight and high safety. It is compatible with their N-Com multimedia systems, and features a 5 year warranty, VPS tinted internal visor with an ultra-wide eye port and Pinlock anti-fog insert. It also has LPC: liner positioning control so you can customise the height of the helmet liner in a matter of seconds, NERS cheek pads for emergency removal, and eyewear adaptive padding. NOLAN
www.ronangel.com.au
N702-X
- $449 - $499
Nolan’s new N702-X is a premium adventure helmet with a difference. Its multiconfiguration design means that it can be configured 8 different ways – from the complete safety
of a full face, to the freedom of an open face. It has a VPS tinted internal visor, N-Com multimedia capabilities, a premium Lexan visor with an ultra-wide eye port for unhindered vision and easy goggle fitment, Pinlock anti-fog insert and an air booster vent system.
X HELMETS
www.ctaaustralia.com.au
X.VILITUR –
$649.95 - $799.95
Enjoy the tour of your dreams! Dynamic, elegant, robust style, comfort and performance unite with the essence of Gran Turismo, in a unique Modular, full of technology and solutions that bring you closer to the world that surrounds you. Enter the ultimate
comfort zone – where safety meets peace of mind, the journey becomes unique and the pleasure of riding, pure emotion. Check out this new range from Carlisle.
ELDORADO
www.bce.net.au
E10 - $89.95
Open face helmet that comes with a clear tinted visor, featuring an ABS shell, two front vents, removable and washable quick absorb plush liner, D-ring buckle, dark and light tint visors available and colours: Matt Black or Gloss White in sizes XS – XL.
E20 - $139.95
Full face made with an ABS shell, featuring two front vents, rear exit vents, removable and washable quick absorb plush liner, D-ring buckle, dark and light tint visors available
and colours: Matt Black or Black/Red in sizes XS – XL.
SHOEI
www.mcleodaccessories.com.au
GT-AIR II – $949.90 - $1099.90
The all new GT-AIR II sees the evolution of Shoei’s premiere full-face helmet line into the most versatile helmet ever made. The GT-AIR II provides advancements in design, functionality and performance that ensure it is capable of adapting perfectly to all of our everchanging Australian conditions. Featuring a lengthened internal sun shield for optimal sun-glare protection, an all-new “first position” shield opening for advanced ventilation and defogging, enhanced aerodynamics and noisereduction technology, and the ability to seamlessly integrate with the all-new Sena SRL2 Communication System, the GT-Air II is equipped to accommodate your every need. Available in a variety of colours/graphics and sizes XS – 2XL. D
DAKAR RALLY 2019
The Beast with the broken wrist words Stuart Photos red Bull
DAKAr rALLY 2019 was classed as one of the most difficult in recent history. Held in Peru again, the majority of the ten stage routes were deep, soft sand that claimed many riders (and cars, trucks and quads). Four Aussies contested this year’s event. Rodney Faggotter, Ben Young, James Ferguson and a previous winner and current FIM Cross Country Rallies Champion, Toby Price. Rodney went out with mechanical failure early on, while Ben and James rode extremely good stages to finish up 51st and 67th respectively. But all eyes were on ‘The Beast with the broken wrist’, Toby Price. Having broken his wrist only a couple of weeks before Dakar he was in doubt that he might even get on a bike, but he did; then even Toby wasn’t sure he’d last all that long, thinking he’d retire before the halfway stage. However, ‘Aussie Grit’ and determination took over and Toby rode three-quarters of the race cautiously, always there or thereabouts. Coming into the 8th stage he sat just over eight minutes off the lead (having been around the three minute mark previously). Toby then put in an all or nothing stage to make up the time and lead by just over a minute. Some luck went his way with Ricky Brabec, who had led most of the race, going out with a blown engine.
Two stages left, stage nine was a mass start and unless something went wrong it was near impossible to lose time. Toby lost one second to Pablo Quintanilla, sitting 1.02min ahead going into the final stage. 112km left and it was all or nothing for the podium. Pablo pushed hard and ultimately crashed hard, breaking his ankle over a sand dune. Toby had to start last and had no idea of how fast or slow his closest rivals were,
1. Now, that’s steep! 2. You try riding with a broken wrist!
Laia and Toby discussing ‘The Bet’
until he came across Pablo receiving help from spectators. Toby made sure he was okay before pushing on to win the final stage by over two minutes and winning Dakar 2019 by 9.13min overall. A superhuman effort considering he rode with (what I reckon is) a re-broken wrist. At the end of each stage he was in unbearable pain and in one video I watched from the FIM, Toby was heard to say, “The knives are really sticking in right now and the wrist is on fire”: wow what a Beast! You need
to remember here, us mere mortals would struggle just to ride a few hundred metres in this deep sand, let alone race a few thousand kilometres with a broken throttle wrist.
After the race, Toby said, “It feels amazing to stand here knowing I have won the Dakar, I don’t think it has really sunk in yet. I thought at the beginning of the event I would be lucky to even make the rest day. My Red Bull KTM bike has been amazing, I want to say a big thank you to my mechanic for that. The whole crew
here do an amazing job – without them I would be no one. The team put in so much work on the lead up to the event and when we get here it’s down to me out there on the track so it feels amazing to be able to reward them all with this result and keep KTM’s winning streak going.
“It was so tight going into the stage this morning, both Pablo and I knew we would have to push right from the start. Unfortunately for him, he went too hard off a dune but he really deserves a win too – everyone that
starts this race deserves a win. The plan now is to go home and relax for a little while, I know I need to have my wrist seen to, so I’ll get that sorted and then it won’t be long before we start it all over again.”
Racing in the Factory KTM team with Toby is female, Laia Sanz. She is mega fast and part way through Dakar they made a bet. If Laia got top 15, she gets to shave off Toby’s mullet and if Toby got top five, he gets to kiss Laia for five seconds. Well, wouldn’t you know it, Laia got 11th
and of course, Toby won. Laia shaved off the top part of Toby’s hair and being a true gentleman, Toby kissed Laia’s hand.
This kind of team spirit is what makes Dakar an amazing event. The camaradery seen right throughout parc ferme (also known as the bivouac) is simply amazing. While the competition is fierce they’re willing to help each other when things go wrong and have a bit of fun together after each day’s racing.
If you want to see each top ten
report from each stage of Dakar 2019 check out our Facebook or Instagram page – each year we follow it closely and report the top ten each day. And well done all four Aussies that took on this gruelling event. D
1. Rodney Faggotter #25
2. All KTM podium
3. Ben Young #72
4. James Ferguson #121
5. The evidence!
It’s easy to get stuck without a roof over your head. In this case, I had booked ahead but the pub was closed when I arrived. This was ages ago, but I’m still annoyed…
TOP TIPS FOR
MOTORCYCLE TRAVEL
Usually, I concentrate on news and views about organised and unorganised motorcycle tours in this column. I’m having a break from that, and from my around-the-world review of riding. This month I’ve put together some advice for riders travelling under their own steam.
ONE OF THE MOST
popular advice articles I have ever written is the one about packing for motorcycle travel. I do have the experience to back that advice up – I’ve packed for everything from a day out for a picnic to more than two years for a ride around the world. My advice has changed over the years as the stuff available to the travelling rider has changed (maybe I should look at producing another updated version of the story now). The basics generally remain the same, although a new product can make a major difference to a particular kind of travel.
Case in point: I’m heading for western Canada later this year, and I’ll be staying in ‘mom and pop’ motels or cheap hotels. That’s where Bears feel comfortable. So I’ll assemble my usual stayingin-motels package. But there is a potential problem. I will be there during the summer school holidays, so unfortunately there is a chance that I will find myself somewhere where there’s no in at the rooms. What will I do?
Usually I’d just carry on to the next town, but let’s face it, if one town is full the chances are the next one will be too. I try to avoid this conundrum by travelling outside holiday times, but this trip has to be done when ‘tis done. So let’s consider emergency accommodation. Let’s not consider carrying full camping gear. My usual camping package is by no means bulky, but it’s bulkier and heavier (remember that I need to take all this aboard a couple of
A well-made sleeping bag liner has lots of uses. This polyester version costs all of US$11.95. Beware of mylar and similar bags; condensation is a real problem with these.
Coleman even has a fleece version, which costs a little more and doesn’t pack down quite so small, but would be really comfortable.
flights) than I want.
After a little bit of cogitation, the answer I came up with was emergency gear for hikers. Amazon is your friend here. You can get a tube tent, one step up from a tarpaulin because it has a floor, for less than $20 Australian. Add a sleeping bag liner for whatever you want to pay – more money, more comfort - and that’s it. The sleeping bag liner doubles for a hotel where the bedding looks like it’s had a hard life. The tube tent doubles as a bike cover if you have to park under a shedding tree. And the whole thing weighs next to nothing, costs less than $40 unless you go mad with the sleeping bag liner and rolls up to not much more than the bulk of a folded newspaper.
Find a space to set up ‘camp’, preferably on some soft grass. Allow about two and a half metres between your bike and some fixed point like a tree or a fence. ‘Erect’ your shelter by feeding its cord through the tent and stringing it between the bike and the tree. Tube tents are made from strong but non-breathing plastic, so you can sling any of your gear that’s handy into the corners to give it a tent-like shape. Because the tent is made of plastic, it doesn’t matter if your gear touches the walls even during rainthey won’t leak. There are no ends, so you don’t have to worry about ventilation to avoid condensation. Spread out your sleeping bag inner, roll up some clothes for a pillow and you’re done. This is as basic as it gets, but basic is what we want in this case.
Coghlan’s, the people who make a lot of emergency gear, advertise their tent as having “room for 2 people; cord included; fire retardant; rugged 2.5 mil polyethylene; Length: 8 ft [2.5 meters]. Instructions included.” It costs US$7.99 and can be delivered to Australia.
If rain seems likely when you’re using the tent, dig a bit of a trench at the higher end. If the ground is too hard for you to do that with your hands, use a tyre iron. You can also fold up the floor of the tent at that end for two or three inches and clip it to the walls. Bring a couple of strong clothes pegs for that. They’ll come in
A tube tent isn’t much of a tent, but it’s a lot better than nothing and it’s both cheap and easy to carry.
Rocky Creek’s 200Amp jump starter kit. You can charge your phone, too, and there’s a light built in.
New Zealand’s only BMW Motorrad approved Travel Partner
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handy for other stuff too.
The thing is: you don’t need cooking gear, air mattresses or camping chairs if all you’re doing is getting through the night as a once-off. Travelling on a motorcycle – and remember that this idea is for a road trip, not for bush bashing – you will almost certainly be near enough to a shop or a café, and you can drink your coffee and eat there, as you would anyway.
You won’t be as comfortable as someone who’s sleeping in a motel room, but chances are you’ll be more comfortable than someone sleeping in their car and being dripped on by condensation.
Now that we’ve got you socked away for a good night’s sleep, let’s take a look at your motorcycle. What is one of the main things that’s changed here over the years? The use of electricity. Chances are that your bike does not have a kickstarter. You are relying on a reasonably well loaded battery just to get the beast going, and that load is not always
socket
The Merit or Bosch socket is the one used by BMW, and takes a lot of motorcycle-specific accessories.
NEXT TOUR DATE May 22 - June 5
adventure
OTHER TOUR DATES aug 22 - Sept 5 l Sept 6 - 20
Discover the Balkans, a region rich in culture, diversity and history.
Our first and favorite tour, the Beautiful Balkans Adventure is also one of our customer’s favorites. It includes riding inland into the mountains and deep canyons of Bosnia and Montenegro, and then winding up the azure-blue Adriatic Coast of Croatia.
Highlights include a walk through lush Plitvice National Park, spending a day in oriental Sarajevo, and viewing the world-famous Ottomaninspired Mostar Bridge. Then we ride the Tara River Canyon, drop down a switchbackladen cliff side to the coast, and stop in picturesque Dubrovnik and the resort island of Hvar and Porec.
DURATION 15 days / 13 Riding Days
HigHligHtS
Sarajevo, Mostar, Adriatic coastal road, Hvar Island, 5 UNESCO World Heritage Sights: Plitvice National Park, Durmitor National Park, Kotor, Dubrovnik, Split.
COUNTRIES Slovenia, Croatia, Bosnia & Herzegovina, Montenegro
JOURNEYS
Motorcycles don’t have voltmeters any more, generally speaking. With this twin-USB plug you can remedy that.
guaranteed. The best of bikes can flatten their batteries.
I have skin in this game, because my H-D Sportster sheds its volts like a stripper sheds her clothes except there’s no music. To avoid the inevitable annoyance of trying to bump start the bike, I carry a MotoPressor mini jump starter from Rocky Creek Designs. Instead of working up a sweat, I plug this priceless gadget into the bike’s power socket (actually a chromed cigar lighter from our friends at Kuryakyn) and fire ‘er up. It’s not just handy in case of trouble; it also makes me feel much more relaxed when I park the bike somewhere.
Take a look at Rocky Creek’s website https://rockycreekdesigns.com.au for pricing and ordering details. And don’t be confused because only the 200Amp battery kit shows the full range of connectors; the 300 and 400Amp kits come with the full set as well. One other thing to keep in mind is that while Rocky Creek’s jump starters are compatible with lithium batteries, that’s only if they are 12volt. While we’re on the subject of
electricity, you will find one or more power sockets useful on any touring bike. When Mrs Bear and I were riding through the snow in the Atlas mountains in Morocco, she wore heated gloves which plugged into a socket I’d fitted under the seat of our XS1100. She still says that these made the difference between being uncomfortably cold and enjoying the ride. Rocky Creek offers a range of sockets, including standard lighter and Bosch (or, as the website calls them, merit) sockets and USB sockets –some of them with voltmeters. Considering that the former will let you run all sorts of things beside heated clothing, including camping lights and the latter let you charge phone, GPS and other gadgets these are a vital investment. Even simpler is the Phone Mount they sell, which
not only holds your phone so you can use it for communication and navigation, it also charges it.
The USB port on the phone mount can also be used for other accessories. The one limitation here is that the phone is not enclosed, so it’s not a good idea to keep it in the holder when it rains.
Okay, there you go. You’re much better equipped without spending large amounts of money.
(More around-the-world tips next issue.) D
The phone mounting kit from Rocky Creek is available in blue or black, clamps onto the handlebar and can be used to power other gadgets as well.
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:
- Spain, Portugal, Morocco, Europe and Thailand www.imtbike.com tours@imtbike.com
MOTOLOMBIA TOURS & RENTALS - Colombia, Ecuador,
PARADISE MOTORCYCLE TOURS – New Zealand & European Alps www.paradisemotorcycletours.co.nz
RIDE THE WORLD - Australia, India, South Africa, Vietnam, USA Adventure rides out of Las Vegas www.ridetheworld.com.au david@ridetheworld.com.au
SERENDIB MOTORCYCLING ADVENTURES – Sri Lanka www.SerendibMotorcycling Adventures.com info@SerendibMotorcycling Adventures.com
SOUTH PACIFIC MOTORCYCLE 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
LAUNCH TEAROUTMAP#73
GOIN’ DIRECT
Kempsey – Armidale, NSW
KEMPSEY
Kempsey is a significant rural centre named in 1836 by Enoch William Rudder after the small town of Kempsey which lies south of Worcester in the Severn Valley, England. Being nearly halfway between Sydney and the Queensland border, it is a popular stopping point for people making the journey north along the Pacific Highway. Lying on the Macleay River, it is surrounded by rich agricultural land which was primarily used for dairy cattle for over a century. Currently the town has a population around 10,000. It is a large thriving place servicing the surrounding region and being fuelled by the importance of the Pacific Highway which is the main coastal artery.
THINGS TO SEE AND DO
Slim Dusty Centre
Located at 490 MacLeay Valley Way, South Kempsey, the Slim Dusty Centre is open daily from 10am - 4pm, and celebrates the town’s most famous son, David Gordon Kirkpatrick, known around the world as Slim Dusty. He was largely responsible for creating a unique Australian style of country music which, while nodding towards the US and Nashville, found its roots deep in the Australian bush ballad tradition. For more, visit http://slimdusty centre.com.au
Macleay River Historical SocietyKempsey Museum
Located in the famous Glenn Murcuttdesigned building which also houses the
WORDS STUART PHOTOS VARIOUS
Visitor Information Centre, at 62-118 Lachlan Street, this award-winning museum focuses on the history of the local area. It has an important and interesting collection of Aboriginal artefacts and is actively involved in recording the pre-European history of the district. It also has a collection of over 40,000 photographs which includes images from the 1830s through to the present day. The museum is open seven days a week from 10am - 4pm, ph: 02 6562 7572.
Rudder Park Historical Lookout, East Kempsey
Developed by the local Apex Club, the Rudder Park Historical Lookout is up on the hill overlooking the Macleay River just south of the Lord Street Bridge. It is on the left as you travel north and offers excellent views of the town across the bridge and is the site where Enoch Rudder, the founder of Kempsey, built his original homestead.
Historic Kempsey
The local Historical Society has produced a brochure Walks in History: Central Kempsey (download at http:// macleayvalleycoast.com.au/wp-content/ uploads/2013/10/centralkempseywalk1. pdf) which is a pleasant, 30-40 minute walk past the main buildings of interest in the town. It points out the places where the floods of 1949-1950 reached; the location of Enoch Rudder’s first house in the district; and the Post Office (in Belgrave Street) which is a fine example of High Victorian architecture.
There is another brochure, Walks in History: East Kempsey (download at http://macleayvalleycoast.com. au/wp-content/uploads/2013/10/ eastkempseywalk.pdf) which includes the historic houses and places of interest - Rudder Park Lookout; Arakoon House; Shaweetah; Wahroonga; and Chaddies Store (home of Thomas Keneally’s grandfather). Check out www.kempsey.nsw.gov.au/heritage/ kempsey for more.
OTHER ATTRACTIONS IN THE AREA
Gladstone
Some 15km to the north east of Kempsey on the South West Rocks Roads is the tiny settlement of Gladstone, which is an essentially intact river town with close links to the formative European years of the Macleay Valley. The local Historical Society has produced a brochure Walks in History: Gladstone (download at http://macleayvalleycoast.com.au/wpcontent/uploads/2013/10/gladstonewalk.pdf) which offers another pleasant, 30-40 minute walk past the main buildings of interest in the town.
ARMIDALE
Armidale was named by G.J. Macdonald, the Commissioner of Crown Lands, who named the area around the town after the Macdonald family estate of ‘Armadale’ on the Isle of Skye. It is an attractive and graceful city of tree-lined streets where the academic world of the
www.hemamaps.com.au
Arather simple route this month, but one that includes a bit of well-maintained dirt. Head west on North Street in Kempsey, turning right onto River Street. This soon turns into Armidale Road which you need to follow all the way through Deep Creek, Hickeys Creek, Bellbrook to Blackbird Flat Reserve Campsite. If you wanted to spend the night under the stars and split this ride into two, this is a good place to stop.
Continue on the same road, which is now called Kempsey Road. Follow it all the way as it winds its way along the Macleay River, then across Styx River, Oaky River, Honeysuckle Creek, Macphersons Gully and up to Waterfall Way to turn left. Follow Waterfall Way all the way into Armidale, grab a cold beer and relax.
Distance – 183km
Fuel – Kempsey and Armidale Road Conditions - www.livetraffi c. com or search Armidale Regional Council on Facebook
University of New England mingles with a major rural service centre at the heart of rich, old world pastoralism. It is the major centre of the Northern Tablelands and the major city in the New England area of northern New South Wales. The city has four distinct seasons and it becomes like New England in the USA when, in autumn, the introduced birch, ash and poplar set the district ablaze with reds, golds and browns.
1887-1889. It is a classic piece of High Victorian architecture with elegant columns and tower-like structures on the front corners. It is currently occupied by First National Real Estate.
Central Park
with Grecian urns and pediments on arches. The interior retains an air of Victorian opulence.
Court House
Although the university now dominates the city’s economy it is still in a rich and fertile area where grazing and the production of high-grade fine wool are the major source of local income. Equally timber processing and the production of potatoes and stone fruits are important. The historic agricultural wealth of the district is apparent in some of the city’s fine heritage buildings. The scenery around Armidale includes forests, mountain gorges, waterfalls (Wollomombi Falls is one of the highest in Australia) and four national parks. Armidale is also known for its gracious city parklands; its schools and its impressive Anglican and Catholic cathedrals.
THINGS TO SEE AND DO
Heritage Walk
There is a detailed Self-Guided Heritage Walk which can be downloaded off the internet (www.armidaleregional. nsw.gov.au/.../632/Self-guided%20 Heritage%20Walk.pdf.aspx) and which lists 34 places of interest - nearly all of them within a few blocks of The Mall which lies between Dangar Street and Faulkner Street. To cover all the buildings and places will take around 2.5 hours. Of particular interest are:
Sheriff’s Cottage
On the corner of Moore Street to Faulkner Street, the Sheriff’s Cottage is a simple, vernacular single-storey brick magistrate’s residence with a timber veranda. The cottage lies behind the simple brick courthouse (1859-60).
State Bank
At 208 Beardy Street, this elegant building was constructed as the Australian Joint Stock Bank between
Central Park is bounded by Faulkner, Barney and Dangar Streets and Tingcombe Lane. It is an attractive small reserve which was dedicated in 1874 as a recreational area as the result of work by Brother Francis Gatti. The well-established trees are particularly beautiful in autumn.
Town Hall
In Rusden Street, and wonderfully ostentatious, is the two-storey High Victorian town hall which was completed in 1883. The decorative stuccoed brick facade includes pilasters (rectangular columns), scrolls, frieze work and a central pediment. The interior was redecorated in an Art Deco style in 1990.
Folk Museum
Located on the corner of Faulkner Street and Rusden Street, is the old School of Arts and Mechanics/ Literary Institute. The original corner section was built in 1863 with an office, library and billiards room added in 1897. Now a folk museum with local artefacts including the White family’s large English coach, used by the State Governor during his tour of Armidale more than a century ago, a humble child’s doll carved in wood by her settler father and the grand Buchanan Silver Tea service presented by grateful citizens in 1879, open seven days from 1pm - 4pm, ph: 02 6770 3536. Admission is free.
Imperial Hotel
On the corner of Beardy and Faulkner Streets, and dominating the East Mall, is the two-storey brick and stucco Imperial Hotel (1889). Armidale’s oldest surviving hotel, this highly ornamented building features extensive and elaborate cast-iron friezework on the verandas, bull nosed awnings, and extravagant parapets decorated
The town’s original brick court house (1859-60) was located on the north-western corner of Beardy and Faulkner Streets. It replaced an earlier building erected on a different site in 1844. Designed by Alexander Dawson, later alterations were made by James Barnet in 1870 and W.L. Vernon in 1900. In 1971, during renovations, a message was found in a cognac bottle placed under the fl oorboards during the renovations which had occurred in 1870. Written by the Clerk of Petty Sessions you’ll need to go there to see what it says. For more details check out www. environment.nsw.gov.au/heritageapp/ ViewHeritageItemDetails. aspx?ID=3080003. New England
Regional Art Museum
Located at 106-114 Kentucky Street is the New England Regional Art Museum (NERAM). Its collection is second largest and most valuable of any country gallery in New South Wales, with a particularly impressive collection of Australian paintings from the late 19th and early 20th centuries, including Tom Roberts, Norman Lindsay, Brett Whiteley and Arthur Streeton. There are also pieces by Kandinsky and Rodin. It is open Tuesday to Sunday from 10am to 4pm, ph: 02 6772 5255 or check out www.neram.com.au/about-us.
Armidale Bicentennial Railway Museum
Located at 247 Brown Street are the railway station and station master’s residence, the Bicentennial Railway Museum, which is adjacent the station, has railway equipment, vehicles and other related items. The Museum gives a real insight into the skills required to operate the Main Northern Line in the heyday of railways. Viewings of the interior are possible between 11am and 12.30pm daily. Admission is free, ph: 02 6771 4398 or see https:// mgnsw.org.au/organisations/armidalebicentennial-railway-museum. D
So anyway I’m sIttIng at the bar at the Meningie Hotel listening to Ben, the manager talk about business when I look at my left arm, elbow on the bar, bent at 45 degrees as I slide down another slurp of Iron Jack.
And I realise, not for the first time that so much of this biking life is about enjoying the bend: the bends in the road, bending the bike over through the curves and then bending the elbow to lubricate the story as we bend the truth a bit at the bar.
But Ben’s not bending the truth and it’s another bend he’s on about. In April just gone, The Bend Motorsport Park at Tailem Bend, just on 50kms north of where we’re jawing, opened for business.
For a petrol head, MV Augusta owner and ex-racer like Ben, this would be good news in itself but for someone so totally devoted to the well-being of his adopted town, it’s also a great opportunity to get more people into the place.
“We want,” he tells me as my elbow bends again, “to make this the preferred base for riders when they visit The Bend. Tailem’s a good place but it gets pretty hectic when the races are on. If we can supply everything riders want in hospitality and accommodation without the crush, then I reckon they’ll come here. And if we do it right, they’ll come back.”
When Ben Reusch arrived in Meningie in 2015 on his fourth hotel resuscitation mission the town’s pub was on life support.
“This was my biggest challenge. There were pigeons living on the verandah and in some of the upstairs rooms, the bottle shop wasn’t working because the roller shutter door was jammed and there were nine full-to-the-brim 30 cubic metre skip bins out the back including one
1. The ‘Courtesy Bus’ (from 1930 that is)
2. Mowing the lawn – fast!
3. Port Malcolm lighthouse
4. Old Stables at Meningie Hotel
One of the best
This was my final watering hole on an extended pub crawl down the entire length of the Murray River from the Tin Pot at Tintaldra. It might just be that the best was kept for last!
It’s run by a bloke who’s passionate about riding, about riders, about giving service and having fun.
Upstairs there’re 8 rooms – 2 family rooms and the rest have a double bed. The quoted rate is 60 bucks for the first guest and $15 for subsequents in the same room. But the final rate is determined by the amount you put across the bar. Spend more on food and refreshment, maybe some on the TAB or the dozen pokies and your bed’ll be even cheaper. Getting a feel for the type of place this is?
All the rooms are screened and for some reason I never get, there’ll soon be TV’s in all of ‘em. All the windows are fully screened and have air-con. There’s ample storage space and hangers for your gear.
There’s good food (yes the Coorong Mullet was tops!) every night and lunch except Mondays and Tuesdays. You can lock your ride up in the old stables out the back next to the racing mowers and Ben’s MV.
This is South Oz so they haven’t worked out the real names for beer glasses but a Sydney schooner of full strength is $7.60, lite is an even 7 bucks. This place ranks up with the Stockman at Texas Qld as one of the best motorcycle friendly pubs I’ve ever stayed at and it’s truly a five helmet place.
For character I gave it 4.5/5 and for value 155 where 100 is the benchmark. Full disclosure: Ben refused to accept any payment for my room but this article wouldn’t have been any different if he’d charged me double that!
with 28 broken televisions.”
He attacked on two levels: Upstairs he replaced all the broken windows, turfed out the pigeons upstairs and made the eight guest rooms liveable. They’re now all air-conditioned, with fully screened windows and the common room has a fridge, microwave, toaster and makings for your morning brew.
Downstairs he fixed the roller door, replaced the beer pipes and the carpet, fixed the plumbing throughout and gave it all a fresh coat of paint. There’re now eight beers on tap and the refurbed dining room serves dinner every night and lunch Wed to Sun. A very decent bar menu is available every day. The house special is local Coorong Mullet (have it grilled!)
“We wanted to get the pub back to being the heart of the town, the hub of the community, for friends to meet and families to enjoy and I we’ve made progress but we’re not close to finishing.”
They’re queuing at the bar so Ben ducks out to help serve the Saturday arvo locals and a sudden surge of visitors and Marianne Cunneen slides into his pew. Marianne’s one of those treasures that only the fortunate small places have: a long term resident who’s vitally interested in the stories and histories of the town, its people and its places.
A few years back she wrote the history of the Meningie Pub and produced a sweet postcard with four images of it. Both are for sale at the post office just down from the hotel but she’s not here to push sales, just to share some stories.
A bit of an arm twist and she agrees to have a beer and as she bends her arm tells me about the pub first opening back in 1867 then the second storey being added in 1925 from bricks hand-made by the builder.
But she has stuff to do and after being heckled by an increasingly rowdy mob of seniors at the next table, she’s off and the boss is back.
Once the pub began to hum, Ben looked for magnets to bring more people to the town. The hotel repurchased a big block of adjoining land out the back - land which had been part of the original lease in 1867 - and then Ben let his petrol-head imagination crank up.
He shared his idea with some of the locals.
When they called him crazy, Ben showed them some YouTube videos of what he had planned and this convinced them. In June 2018 the Meningie Hotel hosted its first annual ride-on mower racing championships.
“I wasn’t at all sure how it’d all go
– whether people would show up or whether it’d be a disaster”.
He needn’t have worried. Over 600 people crammed in to watch over
Let’s Race
The 2019 Meningie Ride-on Mower races are on Monday June 10th and if this special form of crazy appeals, you’d best book early. (There’s a very good van park in town as well.)
The Bend’s International Motofest incorporating a round of the Australian Superbike Champs and the Asia Road Racing Championships is scheduled for April 25th to 28th.
It’s only 50kms direct from the Meningie Pub to the Bend circuit but the route via the Narrung Ferry and Raukkan where the $50 church is, is much more enjoyable. Just after the ferry you’ll pass the only inland lighthouse in Australia.
The Bend was created and mostly funded by the Peregrine Corp, SA’s largest private company so it’s only fitting that you give yourself time and peregrinate a little to get there!
The $50 church
65 mowers race around the track marked out on the new block out the back. The caterers, who’d been more confident, had still underestimated demand and sold out in 90 minutes.
Hay bales were brought in as safety barriers and at day’s end were distributed to the area’s farmers. Over $6000 was raised and given straight to local charities.
“It was just mind blowing. Race day was Sunday of the long weekend. On the Saturday the Caravan Park has a Rock and Roll day so people came from all over for the two days and then recovered or headed home on Monday.”
A very serious team of mower racers from WA took out the top prize in the Open Division where mowers are highly modified with 450cc motorcycle (mostly Yamaha) engines and special tyres and have top speeds of around 150km/h.
Out in the old stables behind the pub, next to his under-ridden MV, Ben’s working on this year’s mower using a 400cc Yamaha race bike engine. It’s one of half a dozen local special builds for the 2019 races, an event which has won designation as the SA State Championships. (Yes there’s a ride-on mower racing association!)
“The great thing about this is not just the success of the day and the money it brings the town. It’s the way
organising it and hosting it draws the community together. The people on the committee can’t wait to begin the next year’s planning and the town can’t wait to watch it again.”
As Ben speaks he’s suddenly grabbed in a headlock and kissed on the cheek by a pretty feral local in bright yellow cap.
“What this bloke has done for this town can’t be described. He’s a magic person whose set the town alight, made the pub a breathing centre for the town,” he gushes as an opener.
Steve ‘Sticky’ Ayres, whose 78 year old father, “Ronnie the Legend”, still plays in the pub’s darts team, is a fourth generation Meningie native and he’s been known to ride a motorbike himself.
“I’ve been drinking here in this pub all my life. I used to come through the bar door here and used to park my 1950 BSA Bantam here in the bar every Xmas but the local copper objected for some reason. Might’ve been because the bike wasn’t registered and I didn’t have a licence. Anyway one day I was doing doughnuts and burnouts in the dining room out there and I leant the bike over too much and the pegs ripped all the carpet up. They told me to park outside after that.”
Sticky’s longevity and family connection are impressive but they don’t stack up against the lineage of
the town’s most popular resident. These are the traditional lands of the Ngarrindjeri people and Derrick Gollan, known to everyone as “Uncle D” is the community’s unofficial leader and Meningie’s most beloved citizen. He was born 30 minutes away on the shore of Lake Alexandrina at Raukkan, home of the church which features on the $50 note and a lifetime mostly spent here and 17 years as a ranger on the Coorong has left this gentle 74 year old with a complete love and understanding of the land and the respect of everyone who meets him.
Uncle D explains his history and his connection with the Coorong and the lower lakes and their meaning for his people. If you get to Meningie, search this fella out. He drinks port. He calls them ‘boggedies’ and goodness and good humour flows out of him like a river to the sea.
He’s been through, he reckons over half a dozen publicans and has seen this pub almost die. I ask him what he thinks of Ben and he just looks at me and his eyes slightly moisten. Simply he says, “Respect”.
By reviving the Meningie Hotel, by turning it around the bend, Ben Reusch hasn’t just restored the pub’s heartbeat, he’s defibrillated the entire community. D
HARLEY-DAVIDSON FORTY-EIGHT SPECIAL
WoRdS/pHoToS the bear
It’s not oFtEn yoU find a motorcycle that’s named after its petrol tank, but if anyone was going to do it, it was going to be HarleyDavidson. The iconic peanut tank which gives the Forty-Eight its name first saw the light in 1948, on a bike that could hardly have been more different from a Sportster. It was the H-D Model S, with an engine
copied from the German DKW two stroke RT-125 which H-D received as part of the WW2 war reparations from Germany.
That little DKW is one of the most copied industrial designs of all time, right up there with the flush toilet. Not only did DKW continue to produce it both in Zschopau, in East Germany, and in Ingolstadt in the West, but the
USSR, Poland, Japan and the UK (where it became the BSA Bantam) knocked it off. But enough of the origin of the engine, and the tank.
The Sportster name was introduced in 1957 with the Ironhead XL featuring OHV 883 and 1000cc engines and many parts from the preceding K Series including the frame. Older versions of the
Sportster didn’t have peanut tanks, but by the ‘70s the style had been adopted by custom bike builders in California as an essential part of their builds and it had made it into the factory range. It’s worth mentioning that the 1971 XLCH featured one of Willie G. Davidson’s few design disasters, the fiberglass ‘Boattail’, along with a peanut tank. The tail died a deserved death, the tank goes on today.
And so to the Forty-Eight Special I rode recently. It was in Billiard White, which brought back memories of another bike that originally came with one of Willie G.’s boattails – the original Super Glide. That was painted in much the same basic colour. But where the 1971 Super Glide was an incongruous combination of design styles – check the front guard and the weird angle of the battery box, as well as that tail – the 2018 Forty-Eight Special is beautifully integrated.
When I came to ride the first of the 2010 model year Forty-Eights, I was apprehensive about that fat front tyre. It was a rainy day and we were out towards Picton, south of Sydney, on pretty ordinary country blacktop but the bike amazed me with its handling. H-D Australia had brought out one of the development engineers for the model, and he grinned when I mentioned my surprise.
“We spent a lot of time on the front end geometry,” he said. “A lot of time.”
The geometry is only one of the things that haven’t changed on the Forty-Eight since its introduction. The bike has been well received, not least because of its timely but pleasantly
understated ‘bobber’ styling, and continues to sell well.
Handling is compliant and accurate and turn-in is light. The ergonomics favour somewhat larger folk; I’m 5’11” and the forward controls and medium-height handlebar suit me perfectly. The single seat is good but not as comfortable as the seats on larger Harleys. My Seventy-Two had a similar seat, which I’ve replaced with a Mustang aftermarket item for extra comfort. The bike has ABS and its 1202cc Evolution engine moves its not inconsiderable 248kg nicely enough. There is a trade-off for the peanut tank’s looks and that is of course capacity – it only holds 8 litres.
All things considered, though, the Forty-Eight Special is a cracker. The paint is what makes it ‘special’, by the way, and the design looks to me as if it came from Harley’s Aermacchi 1976 Model SX-175. Yep, another
become more popular, and this one checks out at A$18,995. That ain’t hay, but it is the ride-away price so you won’t be stung for anything more.
Sportsters are a bit of a favourite toy of mine – all the fun of a Harley without the weight - so perhaps it’s not surprising that I like this one. But like it I do, and if you can scrape up the cash you might well fi nd that you do too. D
1. The Forty-Eight’s design is well integrated.
2. Simple but perfectly adequate instruments and elegant handlebar.
3. Believe it or not, this is where the tank design came from.
4. Peanut tanks continue to exert their siren call to customisers.
THIRD TIME LUCKY travel
Here’s where the real fun starts.
Short but sweet - that’s a good description of Mitchells Pass and Lennox Bridge words & photos THE BEaR
LennOX BriDGe, the oldest still existing on the Australian mainland (or possibly only the oldest stone bridge) was actually part of the third attempt at scaling the face of the Blue Mountains, west of Sydney. It followed William Cox’s road, built in 1814, and the Lapstone Zig Zag Road of in 1826. The latter, now called Old Bathurst Road, was built because Cox’s Road was hard to maintain. Not that the new road would prove to be much better. Even this improved version was certainly not good enough for Major Thomas Mitchell when he became Surveyor General in 1928. He described the Lapstone Zig Zag as going “by traverses” to the highest part of the scarp and then descending to the Pilgrim Inn in what is now Blaxland. He was not the only one who was unhappy. In the 1833 and 1834 issues of the New South Wales Calendar and Directory, the ascent of Lapstone Hill using the 1826 road was described as 'a day's work for a loaded dray with sixteen bullocks'.
Major Mitchell surveyed and recommended the construction of a road along a route lying between the two previous efforts, in preference to the governor's suggestion of stationing a permanent repair gang on the Zig Zag. We have him to thank for Lennox Bridge. Mitchell believed in building things to last and was determined to have a stone bridge, rather than the basic timber variety so far built in the colony. To Mitchell, well designed bridges were one sign of a civilised society. They were "...the most indispensable of public works. Such works constitute the capital of a nation - no country is thought anything of that does not possess them".
That was fine, of course, but sadly there was nobody in Australia at the
1. These serpentine stairs lead down to the base of the bridge, where you can admire the stonework.
2. Leaf litter does constitute a potential threat on the one-way section of
Mitchells Pass.
time who was capable of designing and building such a bridge – or was there? Quite fortuitously, Mitchell came across David Lennox building a stone wall outside the Legislative Council
Chambers in Sydney. A master stone mason of twenty years experience, including several bridge projects in England, had decided to emigrate after the death of his wife.
Both men knew an opportunity when they saw it, and Lennox "...left his stone wall & with his shirt sleeves still tucked up - trowel in handundertook to plan stone bridges for
this colony", according to a newspaper report.
Lennox's job, the report goes on, required him to "furnish the designs, construct the centering, & direct the application of convict labour to stone cutting & setting, & to all the branches of carpentry & masonry necessary for the construction of a bridge". He was assigned a team of convict workmen, with whom he is said to have established a good relationship.
Governor Bourke rode up the new pass to the Pilgrim Inn in July 1833. The bridge continued to be part of the main route to the west for nearly a century, until 1926 when the highway was re-routed to the south again, across Knapsack Viaduct. Even on a back road, though, the bridge was overstressed by heavy trucks taking a short-cut down the mountain and slewing around the curve of the bridge. By the 1950s, structural damage had become so serious that the bridge was closed for restoration. That involved the bridge being dismantled and rebuilt. It was re-opened to light traffic in 1982, and the road below the bridge became one-way traffic down to the old highway at Emu Plains. In 2016, the stonework was cleaned and restored once again and the bridge is now in excellent shape and well worth seeing. It’s well worth riding, too. Signposting is a bit patchy, but Mitchells Pass, the road that crosses Lennox Bridge, is not at all difficult to find. Just keep in mind that it’s one way down the hill after the bridge. If you’re coming south down the Great Western Highway, turn left at Maccas in Blaxland into Layton Avenue. This becomes Mitchells Pass. Going north, turn right into Hare Street just past the tourist information office in Glenbrook, left into Levy Street at the T intersection and then right into Glenbrook Road. At the T intersection turn right into Mitchells Pass. This way has the advantage of taking you past the rather pretty Glenbrook Lagoon. Mitchells Pass above the bridge is a little patchy, in more ways than one, so be careful. That narrow road is two-way. The one-way stretch from the bridge down to the Great Western Highway is in good shape and a lot of fun, especially because you know there’s no traffic coming the other way. It’s not surprising that the road was popular for hillclimb events. When you get to the traffic lights at Russell Street, turn left and ride up to the intersection with Old Bathurst Road. This is one of the original routes up into the mountains, and you can ride back up to Blaxland. Take it easy along here, there can be a lot of traffic.
Quite a contrast to Mitchells Pass! D
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1. Mitchells Pass from Blaxland is shown in yellow; the Glenbrook connection is red; and Old Bathurst Road is Green.
2. The bridge is a beautiful example of early Australian stonework.
3. Plenty of parking at the bridge.
IT ONLY LASTED FOR TWO MODEL YEARS, AND EVEN THAT WAS LONGER THAN THE LIFE OF TWO OF THE OTHER THREE JAPANESE TURBOCHARGED MOTORCYCLES. SO WHAT’S THE STORY?
PIG IRON BOB (also known as Sir Robert Gordon Menzies) drooled Thomas Ford’s ungrammatical “I did but see her passing by, and yet I love her till I die” during Her Majesty the Queen’s visit to Australia in 1963 and made those words forever a part of Australia’s history. Good thing, too, because it provides me with the perfect description of what happened to me when I first saw a Kawasaki Turbo.
but I was in love and my Turbo never let me down. I sold the bike in what I can only describe as a moment of madness. That is not far from the truth; I was affected by depression at the time and did a number of things I subsequently had cause to regret. But at least I managed to replace the bike, with an E1 just like the original one. The E1 and E2 are 1984 and 1985 models respectively, with a move to a twin cable throttle assembly and different brake caliper stickers the only noticeable differences.
SOMETHING FOR NOTHING
I rarely give my bikes names, at least printable ones, but that first Turbo soon became Gracie, from Hemingway’s definition of courage as “grace under pressure”. But what’s the pressure in turbocharging all about, and where does it come from? Is it really something for nothing?
I didn’t even see the real thing, just a photo in a press release, but it’s hard to find a rhyme for ‘press release’, so forgive me for flogging Ford’s words just like Ming did.
The black and white image originally released by Kawasaki was of an unpainted bike, but even that immediately caught my eye. When I later saw a photo the painted version I was completely sold. I rang Roger Young, the head honcho at Kawasaki Motors Australia and told him I wanted the first one to hit Australian shores. Roger, a tall and somewhat self-effacing Kiwi, was evasive but promised me the first bike he could get down to Melbourne from Kawasaki’s Sydney warehouse.
I suspected that one or more dealers had already muscled in ahead of me, but it didn’t really matter because the bike I got had the VIN ‘000…17’. That was the lowest VIN I had – and have to this day - ever seen. Usually I’d be wary of bikes from the first year’s production, never mind the very first lot off the assembly line,
I won’t keep you in suspense, always assuming that that is, in fact, where you are. Unlike supercharging, turbocharging does, indeed, give you something for nothing. Superchargers are driven mechanically by the engine, and therefore rob some power. Turbochargers get their energy
6. Surely one of the best-looking motorcycles ever built in Japan or anywhere else.
7. I will surely go to hell, or at least to heck, for fi tting a rack. It works well.
8. Instruments are of their time – a little clunky and lacking present-day technology.
1. Honda CX500T
2. Yamaha XJ650 Turbo
3. BMW Futuro
4. Suzuki XN85
5. Honda CX650T
from exhaust gases instead; that’s power that otherwise just goes to waste straight out of the exhaust pipe.
“At the most basic level,” writes Justin Cesler of Super Chevy Magazine in one of the best descriptions of turbocharging I’ve read, “a turbocharger consists of just three major components: the turbine, the compressor, and the bearing system that supports the turbine shaft, connecting the turbine and compressor wheels together.”
The turbine wheel is driven by those exhaust gases mentioned above and passes the rotation on to the compressor wheel, which uses it to push more air into the combustion chambers. Blow for blow. More air means more fuel can be burned, producing more power. It helps if everything in this assembly is as close together as possible, to work as efficiently as it can.
Right here we have the major reason for Kawasaki’s superiority over the other three manufacturers. Instead of tucking the turbocharger away behind the engine and fitting it with long tubing, the way Honda, Yamaha and Suzuki did, Kawasaki slotted it in at the front of the engine, much closer to the exhaust ports. As a result the turbine spins up faster and in turn spins up the compressor, turbo lag is reduced and the bike is quicker to respond. Turbo lag? The time it takes between opening the throttle and getting boost, or acceleration. Excessive turbo lag makes the bike feel like a lazy mule that suddenly kicks on, and it is annoyingly difficult to factor into your riding. Imagine getting that kick in the middle of a corner. Lag is minimal on the ZX750.
SPINNING UP
So far so good. Money for nothin’, kicks for free (sorry, Mr K). But you could be forgiven for wondering where this sudden interest in turbocharging came from. My friend Clement Salvadori, writing in Rider Magazine, reckons that it “could be blamed on Kawasaki, which had sold a KZ1000 [in the US] with an aftermarket turbo kit back in 1978 and ’79 with moderate
success”. And without a factory guarantee, you might note. He’s probably right, but it’s worth remembering that even BMW was touting turbos, specifying one on its, er, futuristic Futuro concept study which it showed at IFMA in 1980. Bad luck there, by the way; it was obviously intended to generate interest in BMW, but the same show saw the introduction of the Suzuki Katana, which blew away much of the Futuro’s ‘boost’. What was left was absorbed by Honda’s CX500T which also saw the light of day at IFMA.
Impressive as Honda’s ‘OBRUT’ (the mirror writing on the front of the fairing) was at the show, it did present a conundrum. Why choose the ultimate cardigan motorcycle for turbocharging? I asked at the launch, where we were allowed to fang around the speed bowl at Tochigi, but got only evasion. The bike did set the tone for the turbos that followed from Japan: both Yamaha’s Seca and Suzuki’s XN85 were 650s. All three, and even the later CX650T from Honda which acknowledged that the original choice had been less than ideal, were simply underpowered. Even with the turbo they could not match litre bikes from the same manufacturers. They also had substantial turbo lag.
UNDer PreSSUre
Meanwhile, at Kawasaki Heavy Industries Consumer Products & Machinery (as it was then) in Kobe, the development engineers were working on the successor to the somewhat venerable Z650. They bored the 652cc DOHC inline four out another 4mm to 66mm, kept the 54mm stroke and created the 738cc GPz750. That was the bike that was to become the ZX750-E Turbo, with the addition of the 47mm Hitachi HT10B turbocharger, milder camshafts, a lower compression ratio – 7.8:1 as
1. The anti-dive was ahead of its time and still raises eyebrows today.
2. My first love
against the donor bike’s 9-5:1 – and pistons designed to take the extra heat. The power train was strengthened, suspension fitted with adjustable antidive and otherwise improved and the bike got the front brakes from the GPz1100 as well as digital fuel injection.
“The Kawi engineers did not like the idea of the engine exploding, as was popular with the previous turbo kit model,” writes Clement Salvadori, “so cutouts were engineered if the boost pressure exceeded its prescribed limits, or if the engine revved to more than 11,500 rpm. After all, this Turbo was under warranty, which the earlier unofficial one had not been. However, talented mechanics could figure out how to get more power— which may be one reason why only some 10 percent of the 3,500 Turbos sold in the U.S. still exist.”
Was that due to the infamous ‘brown wire’? The story goes that you can simply disconnect that wire at the air temperature sensor to put the bike into ‘Race Mode’. It’s true. Sadly, though, that doesn’t make a noticeable difference to the bike’s performance. Race mode is intended as the starting point for performance tuning, but it’s only a starting point. So would that Have been the first thing Clem’s “talented mechanics” did? Well, no. The US-spec models didn’t have the brown wire.
Turbos for the American market were assembled at Kawasaki’s factory in Nebraska to sidestep the import duty protecting Harley-Davidson. Yeah, protecting the Motor Company from turbocharged sports bikes doesn’t make any sense to me, either.
Hey, good-lookin’
I am often accused of concentrating too much on the aesthetics of motorcycles, so I’d better get stuck into that. The CX500T and CX650T’s cream colour gave them an unfortunate resemblance to a bathroom fixture, something that was increased by the organic shape of the fairing. I do have to say at this point that both bikes were among the most comfortable longdistance bikes I have ever ridden. Pity the fuel range was rather limited.
Both the XJ and XN turbos were painted a more conservative silver. The Yamaha was clearly intended to look futuristic, and two of them were used as flying bikes in an episode of Battlestar Galactica. The all-up effect was just kind of tall and awkward. Suzuki’s XN85 was most notable for the streaks of fluorescent paint on its minimal bodywork.
If we go back to 1980 and BMW’s Turbo, the Futuro, we can see that it is not so much ugly as really odd-looking. It brings to mind a personal watercraft (you’re not allowed to say jet ski). One contemporary writer described it as a two-wheeled car. This is possibly because it was designed by the BMW car division and outside contractors who had no motorcycle experience; BMW’s motorcycle people were busy building on Hans Muth’s innovations to make a range of highly attractive – but normally aspirated – motorcycles.
And as for the Kawasaki Turbo… you already know my reaction to it; I wanted one the moment I saw one, and ordered it. It was the first new bike I had ever bought.
To be honest, the bike is a little clunky in the style of the day. That’s most obvious in details like the instruments, blinkers and taillight as well as the weight: a not inconsiderable 241kg wet. The 18 litre fuel tank does not help there, welcome as it is for reasons of range. The bike’s weight and the 18” front tyre make it somewhat ponderous as well, although that goes away at speed. Likewise, the claimed 84kW maximum power output might be a bit optimistic although 99.1Nm seem pretty right for maximum torque.
The bike lives in an odd betweenworlds style. There are few liquid crystal instrument displays, and those that do feature are quite simple. Admittedly it is fun seeing the segments of the turbo gauge flitter upwards. The blinker button does not have push-to-cancel; you need to slide it back and forth. Speedo, rev counter and odometer are analogue, although it does have electronic fuel injection as well as the turbo.
But the bike’s styling, based on a simple but elegant silhouette and
backed up by one of the most outstanding paint jobs I have ever seen makes the Turbo a truly beautiful bike. Kept to a simple black and red colour scheme, except for the elegant metallic turbo guard, the paint emphasizes the bike’s shape in places and disguises it in others. The two-tone front mudguard is a good example, made both dynamic and kept looking smaller than it is. You only need to look at the Turbo’s sister bike, the GPz750, to see how the more elaborate paint job makes the bike look fussy and overdone. Sorry, GPz750 riders…
gotta go
So how’s she go, mate? Kawasaki ran some ads claiming that it was ‘The Fastest Production Motorcycle in the World’ and drag racer Pee Wee Gleason pulled a standing quarter in 10.71 seconds, but generally the Turbo’s performance was shown to be more in line with the GPz1100’s at 11.2 seconds at 201 km/h for the quarter and a top speed of 238 km/h. No, I haven’t tried to establish my own top speed on the bike; I’ve gone faster than on my Turbo on the CX500T in Toshigi’s speed bowl and on a Hayabusa at Avalon Airfield.
But it’s fun showing up sports bike riders who have never even heard of turbos at the lights.
I did a lot of touring on my original Turbo, and even fitted it with a squaretube JAB luggage rack. In retrospect that was sacrilege, although Jack Burger’s racks were both clever and revolutionary. I covered most of the roads between Melbourne, where I was then based, and Sydney - both tar and gravel – and never felt out of place. The relatively narrow tyres, 110/90 and 130/90 front and back, helped with gravel and leaf litter and the 18 litre tank meant a decent range.
But… if you’re so good, why ain’t you rich? Why did the Kawasaki Turbo only last two model years? I’ll leave the final and damning words to Clem Salvadori again. The end was inevitable when “Kawasaki introduced the Ninja 900, with liquid cooling, four valves per cylinder, slightly more power…and less expensive.
“Sayonara, Turbo.” D
The lakes ouT aT Menindee. We haven’T been There laTely buT froM WhaT We hear, There’s noT Much WaTer lefT. crazy hoW our rivers and lakes ThaT have floWed freely Many hundreds of years can be diverTed by GovernMenT!
photo CaIN MaItlaNd PHOtOGra P HY
TRANSFORMERS
GET READY FOR WAR!
WORDS STUART PHOTOS MANUFACTURERS
THERE IS A GROUP of bikes that would be right at home in a Transformers movie. The style seems to be the way to go these days for big bore naked bikes with weird and wonderful designs being released. We’re even starting to see this ‘transformerish’ look filter down into smaller capacity bikes. We picked four of the more spectacular looking big ‘Transformers’ and decided to have a look at the what’s, what - and which one we’d pick for the garage.
Our four samples are the Kawasaki Z1000, BMW S 1000 R Sport, Yamaha MT-10 and KTM 1290 Superduke R –all have crazy looking ‘eyes’ and lines that are sharp enough to cut you like a sword – just like a Transformer that’s ready for war!
GIVE ME THE POWER
Power is the name of the game whenever any of these four bikes are spoken of. The KTM with its 1301cc, 132kW V-twin comes out on top on paper but the MT-10 with its crossplane
crank in-line four is the all-rounder that is the easiest to ride fast anywhere in the rev range. Being a little tamer in the mid-range is what makes the MT-10 a more manageable bike for the masses. Both the Kawasaki and BMW are traditional in-line fours and while they have been tuned for low-mid range power as against a pure sports bike engine, they still need to be taken high up in the revs to get the full enjoyment. Don’t discount the in-line fours as they have more than enough power to get you on the front page of the newspaper faster than you can squeeze tomato sauce down the front of your shirt, eating that Aussie meat pie.
GIVE ME THE ROAR!
Even standard, this quartet sound amazing. The aural delights snap necks as you ride by and the buzz inside your helmet is of death-defying ecstasy. The KTM has a thump that sends waves of heart pounding V-twin pulses right through your body, as does the similar sounding MT-10. The BMW and
especially the Kawasaki have bansheelike shrieks of bliss that make you giggle every time you twist the throttle. How you like to get off will determine which bike you’ll love most. For me, the Z1000 with its intoxicating induction roar is unsurpassable.
Turn and sTop on a ‘dime’
Why an American dime? Because it’s even smaller than our ten cent piece. Top level fully adjustable suspension used to be fitted only to big bore sports bikes but lately that has filtered down to the big bore nakeds (and a number of other bikes). The sweetest peach in this bunch of warriors is the BMW. It’s fitted with ESA (electronic suspension adjustment) so you can dial in exactly what you want for whatever riding mood you’re in.
Being relatively upright bikes with plenty of bar width, all of these bikes turn in fast and for the road handle pretty much better than anything else that might take your fancy. Being all adjustable, if the suspension is a little too hard – soften it off, and if it’s too soft – harden it up. You can also play with getting the bike to handle how you like it – you might like an even faster turn in, or a little less – all adds to the fun that can be had thanks to full adjustability. But, again, the ESA fitted to the BMW makes all of this even more fun and adaptable to whatever road condition you face.
i’m preTTier Than you
These four bikes are all a little exotic to look at; they all have individual design aspects that will appeal to different kinds of people. For me, the Z1000 is the best looker. It has the right amount of weirdness, aggressiveness and sharpness a big bore naked should have. The others all have little aspects that don’t do it for me, but you might then say to me, that the Z1000 isn’t your cup of tea and you prefer the BMW for its very distinct asymmetrical headlight.
hook me up, bro!
Accessories are wide and varied for all of these bikes but the two that can be changed the most are the BMW and the KTM. A mass of genuine parts and
SPECS
PRICE: $21,690 (plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 15,000km or 12 months
ENGINE: Liquid-cooled in-line four cylinder, 4-stroke, DOHC, 4 valves per cylinder
BRAKES: Front, twin 320mm discs with radial mount four-piston ABS calipers. Rear, 220mm disc, single-piston ABS caliper.
COLOURS:Yamaha Blue, Ice
Fluo, Tech Black
VERDICT: ALL-ROUND BLASTER
accessories can be used to alter them, you can even fi t a world superstock spec engine to the BMW if you’ve got the cash! Talking of cash the prices for three of this quartet are very reasonable for what you get, in the area around 20k. The KTM is mid 20k, and that would be a factor in many people’s minds at purchase time – are you getting so much more for the money over the
BMW, Kawasaki or Yamaha? Well, except for the ballistic power, that is.
HORSES FOR COURSES…
Picking the Transformer that wins the war for you is like drawing a mystery prize out of a bucket; you’re going to win, but the prizes differ. For me it’s the Kawasaki Z1000 that would take the money.It has the right amount of everything I’d like in a big bore naked
– looks and that intoxicating induction roar are the standouts (albeit I’d love a little more power). The BMW will suit those who love an extra bit of spice in their Bratwurst, the KTM is for the mental hoon who doesn’t want to keep their licence for long and the Yamaha is for someone who wants a bike that’s pretty much an all-rounder with a ballistic heart. Which Transformer clicks your buttons? D
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DOWN BUT NOT OUT
2018 End of Year Sales
2018 WAS ANOTHER tough year for the motorcycle industry, but cheer up: the downward trend of new bike sales is not entirely as bad as many might think. Sure, the trend is still towards the negative but a few players have dragged the overall figure down to achieve the 8.7% less than 2017 sales figures.
LET’S HAVE A LOOK AT WHAT AND WHERE…
Total sales of motorcycles and ATVs for 2018 was 95,080, down from just over 103,000 in 2017. Road bikes remain the most popular category comprising 38.2 per cent of the market. Off-road bikes took a 36.6 per cent share, ATV/SSVs accounted for 20.6 per cent of total sales, with scooters taking an increased share of the total sales with 4.6 per cent (thanks Uber Eats and co.).
Honda came in at number one with 22,735 sales (23.9% market share) overall, Yamaha in second place with 21,145 sales (22.2% share), Kawasaki in third with 9376 sales (9.9% share), followed by Suzuki 7557 sales (7.9% share), and KTM 7497 sales (7.9% share).
Road bike sales nationally shrank by 9.6 per cent from the 2017 result. Harley-Davidson and Honda tied in the leaders’ position, ahead of Yamaha, with Kawasaki in fourth. Husqvarna, Indian, Suzuki and Yamaha all saw increased sales in 2018 compared with 2017, so things aren’t as bad as they might seem - to a point.
In the good news story for the year, the previously shrinking scooter sales were the only segment to show increases. The 2018 result was up by a significant 12.4 per cent. Honda was the leader, followed by Vespa, with Piaggio in third. Four brands (Yamaha, Honda, Suzuki and Vespa) saw increased sales in this segment. Again, Uber Eats, Deliveroo and the like are to thank for this increase. In seems we/us/you/them/everyone like to have meals delivered to their door.
naked bike is where everyone is heading? Adventure bike sales stayed reasonable and in a way you might say they’re fairly similar to sportsbike sales overall – how about that!
The big trend from all categories (from what I see) is that buyers are purchasing more bikes in the $515,000 mark, not $20k plus like a few years ago.
is allegedly in the interest of
Of the top ten road bike sales for 2018 the trend is towards LAMS bikes with the Harley Davidson FXBRS and Yamaha MT-09 being the only non-LAMS machines. Postie bikes saw a 52.5% drop – Australia Post is supposedly phasing out motorcycles and buying more push bikes. This is allegedly in the interest of safety – go figure. The so-called “dead sportsbike market” isn’t as dead as you might think. More sportsbikes were sold than sports tourers, so those out there saying no one buys sportsbikes might like to readjust their words. The category that really is small is touring bikes! Maybe big dollar tourers aren’t what people want anymore and the more economical and practical
It would be interesting to know the second-hand bikes sales numbers, wouldn’t it, then we could see if buyers are heading down that route. It does look like it.
What will you be buying in 2019, or would like to buy/spend? Let us know –contactus@ausmotorcyclist.com.au D
Agricultural centres grew on the backs of squatters and selectors, people came to the towns on the dreams of making a comfortable living for themselves and their families. Some towns flourished and remain today as thriving settlements along highways and rail lines, some faded away with only remnants of shops or chimney stacks on the side of the road.
Other centres had their genesis as Company towns that sprang up around an industry, whether it was timber or steel mills, coal, shale, gold and silver mines or even limestone quarries for cement. With the prospect
of escaping the unemployment and poverty of the cities, people flocked to these Company towns. They thrived, creating their own demand for carpenters, plumbers, brick makers and brick layers and boilermakers just to name a few. Sometimes the towns became sustainable enough to cope with downturns, sometimes the towns folded when resources ran out. Charles Darwin’s theory of evolution held true for both the life of species as well as the life of towns.
With the discovery of shale in the Wolgan valley in the early 1900s, a town was set up by the Commonwealth Oil Corporation and
named after its chairman – Sir George Newnes. Construction of the shale works began in 1906 and the retorts were used for the first time in 1911 producing kerosene and oil. Petroleum was a byproduct and discarded. For its time, the town had a reasonable population of 800 and the company invested funds to build a 50km rail line to link Newnes to the main railway line near Bell. The mine ceased major operations in 1912 and came back to life for a short span during the depression and finally had all its major works relocated to Glen Davis in 1938. The rail line has long been abandoned and the surviving rail
tunnel is now a glow worm tunnel renowned for its… glow worms. Riding west from Lithgow and taking the Mudgee turnoff, the bike rolls into Lidsdale. A petrol station and group of factory units sit on a corner overlooking the now closed Wallerawang Power Station, a road sign clearly directs you in the direction of Newnes and Wollemi National Park, 36km further along Wolgan Road. Interestingly, Charles Darwin stayed at Wallerowang House in 1836 when he visited and described the countryside and wildlife. Riding through the community, I can see that the houses are well maintained with an
air of optimism as I roll through. The town’s not ready to give up yet. In my rear vision mirror smokeless chimney stacks rise out of the ground from the defunct power station. My tyres grip the road while gum trees paint shadows on the bitumen in the morning sun and flocks of birds rise from grassy fields as the single cylinder thunders past. The road is in good condition and will get better in the near future, a road signs advertises works Funded jointly by Emirates and the NSW Government of a $4.2 million project providing bitumen pavement from the foot of the Wolgan Gap to the low level causeway near the
entrance to the Emirates Spa Resort. A few kilometres in, a barrage of road signs hit me warning of windy road, slow speed, Do Not Stop falling rocks, 50km/h, truck use slow speed, just before I get to a bend with a vista looking down into the valley. Bad idea for a person that likes taking photos. Walled in by sandstone cliffs and hidden from the main highway, it is reminiscent of riding into the Capertee Valley. The road is newly surfaced, narrow in most parts for its 3km, you still need to keep an eye out for fallen rocks on the road, cars coming in the opposite direction and for the idiots who stop in the middle of the road to
take selfies. Mind you, once down the bottom, you will want to race back up, just to ride down again. Much of the road is now sealed, only the last 9km into Newnes are dirt road. It’s only a short run on dirt but well worth it.
Blue skies, the sound of cicadas and a high fire danger sign welcomes me to Newnes. Old rail carriages on the side of the road remain as a reminder of the past settlement. It has two good camping grounds with basic facilities and spacious enough for people not to camp on top of each other. One camp site is located just past the pub, the second is over a river crossing that leads you to ruins of the factory site and a track leading to the glow worm tunnel. The clear mountain water of the river crossing makes the depth deceiving and soft sand can catch you out. The water is refreshing even in the middle of summer. Remnants of the rail line can be seen through the undergrowth as I ride along the track, hand laid boulders have been positioned to cater for the rails but are now covered in ferns. A short stroll from the parking bay leads to the factory ruins. Ghosts walk amongst the ruins and the wind whispers through the trees. Littered amongst fallen branches and dried leaves, rusted boilers, steps leading to nowhere, fragments of buildings now taken over by eucalypt trees and shrubs give an air
of a dystopian world. As I walk back to my bike, I turn to the sound of rustling in the undergrowth. A goanna climbs on a brick wall, its tongue flickers and head turns surveying the town it has inherited.
For all their dreams and labours, promises made and lost, evolution rears its head and the town slowly died.
Sixty kilometres away, through Wallerawang, is Portland. Famous for its cement works, Portland was declared a town in 1902, the year the first cement works in Australia opened. As legend has it, “it is the town that built Sydney”. The Commonwealth Portland Cement Company Ltd was registered in 1900 and closed in 1991.
Not letting the closure of the cement works demoralise the town, a Sydney sign writer Ron Bidwell and locals had the brilliant idea to spruce up the town and bring in visitors by recreating vintage signs on the walls of buildings, Arnott’s Biscuits and His Masters Voice next to the ANZAC Memorial. Flag Ale on the wall of a pub, adverts for famous black and white movies on the walls of the Crystal Theatre. Murals of Simpson and his Donkey, a Spitfire, a Fuzzy Wuzzy Angel with Digger from Kokoda and John B Mackey VC painted on the wall of the RSL. More can be found walking around the
town. All this while Elvis watches the street from someone’s window.
The highlight is the silo paintings by Guido Van Helten at the old cement works. I can’t draw a stick person properly, and these paintings of an old man covering the height of the silos are really something to see; photos don’t do them justice. Sitting on a curbside bench, a local takes a rest from his walk into town and watches the cars go by. Asked about the murals he says “It has helped the morale of the town, a recent gallery opening brought in 70 odd people which isn’t bad for a town that few people have heard of. People like living here and don’t want to see the town wither away”. The main employers are Mt Piper Power Station and local coal mines. With forethought and an act of defiance to Darwin’s laws of evolution, the town is reinventing itself to give it it’s best chance of survival.
Newnes is an intriguing place to visit, you need at least two days to enjoy and explore the surrounds and the ride in there is laid back and worth it even if it is just to kick back by the river and take in the serenity. Places like Portland are all around us, not all adventures are on dirt roads, and there is still lots to see and learn by traveling through unheard-of towns on lost roads. D
COOL IT!
ALBERT EINSTEIN thought that “technological progress is like an axe in the hands of a pathological criminal”. But what did he know? Technological progress, and the French motorcycle manufacturer Ixon, have given us stuff like the Ixon Helios jacket. The French motorcycle cops wear Ixon, which I see as a sign that the government actually cares about its police officers.
I remember talking to a NSW cop who was involved in trying to get proper protective gear for bike cops here. For example, their leather jackets were made
of 1mm fashion leather. He was having little luck; likewise with the plain fabric jodhpurs the cops were wearing. If you think civilian motorcyclists are the only people our State government doesn’t care about, think again.
Where was I before I decided to stick it to the State government again? Oh yes, the Ixon Helios.
With the staggeringly hot weather we were having around the New Year I decided that my old summer jacket, once excellent but now (stop reading for the next few words if you’re squeamish) rotted by sweat needed replacing. Just in time, Ixon distributor Ficeda announced the launch of the new Helios jacket.
The Helios is what’s known as a 2 in 1 product. Not only does the jacket itself breathe with ventilated panels on the front, back and sleeves which allow plenty of cooling airflow in the warm weather, but the included rain jacket makes the Helios waterproof and windproof as well.
Usually, rain jackets can only be worn inside the jacket itself, which means that this gets wet. With the Helios, the rain jacket can be worn inside or over the top,
Easily thE bEst books about riding bikEs EvEr writtEn
Go to www.bikeme.tv/index.php/shop/ Or email Borrie directly on Boris@bikeme.tv
keeping the main jacket dry. That added versatility makes it the obvious choice in changeable weather; and when isn’t the weather changeable these days?
The breathable rain jacket comes in its own dedicated bag; the main jacket has a classic collar; cuffs and bottom can be tightened (useful for the sleeves, which are otherwise a bit long) and there are two external zipped pockets, two internal pockets and a waterproof wallet pocket.
Protection comes from CE approved elbow and shoulder protectors, and the back pocket will take a CE certified back protector. Jacket sizes are XS-4XL, with colour options of Black with Grey (mine), Black with Yellow & White, or Black with Red & White. It will set you back $199.95.
So how’s it go? No chance to test it in the rain yet, but I’ve been riding in 40 degree plus weather and I’m still alive. I won’t say that my rides didn’t raise a sweat; they did. But boy, I was a lot more comfortable in the Ixion Helios than I would have been in an ordinary jacket. Relatively speaking, of course, Albert. PT D
REAL AUSTRALIA USED&ABUSED
RIDIN’ AT XMAS TRAVEL
Scrambler style WORDS STUART
AS I MENTIONED in my last editorial, Ducati kindly lent me a Scrambler 1100 over the Xmas break. I decided to ride it further than anticipated heading up the Old Pacific Highway to Jerry’s Café at Kulnurra for a coffee with a mate, then over to Wisemans Ferry and home from there. Being 42 degrees and more humid than I dare to remember, the world had tyres squirming and bitumen melting.
The bike I was riding was the Ducati Scrambler 1100 Black, fitted with accessory Termignoni slip-on mufflers. I’m kind of fond of the Scrambler 1100, so much so I’ve asked Ducati for a long termer so we can get to know it even better. I like the smooth and punchy V-twin and the carefree nature of just how easy the bike as a whole is to ride.
The Scrambler 1100 has traction control and cornering ABS but although I feel none of this is necessary, I guess is nice to have if it all goes pear-shaped. Riding modes are one thing worth noting, Ducati has gone away from their traditional ‘Sport, Race, Track’ kind of wording to a more ‘urban’ wording of ‘Active, Journey and City’ – Active being full power, Journey slightly softer and City similar to a rain mode of other bikes. Of course I had it in Active with traction off! Only because I’m a hoon. LOL!
Travelling anywhere over the Xmas break in NSW means you need to be extra careful of the Police who are out in force. I’d love to say I abide by the speed limits and road rules all the time, but I don’t – where’s the fun in that?
Either way I didn’t have any unwanted tickets in my pocket. Phew!
The route I chose for my little ride features city traffic, loads of corners but also loads of crappy roads. It seems the Old Pacific Highway is getting worse every time I go up there and the road from Kulnurra through Spencer to Wisemans Ferry is especially bad. I think my back is still trying to fix itself from the pounding it got. I do find this rather dangerous as you regularly have oncoming traffic on your side of the road as they try and dodge potholes and large rises in the bitumen, so be careful (or mindful) of this if riding this route.
Heading up Old Pacific Highway, I made my way via Galston Gorge. This used to be a scratcher’s road but sadly there’s too much traffic on it now to do anything but flow along with whatever is in front of you.
Once on the Old Pacifi c Highway the fi rst part (Sydney side of Brooklyn Bridge) is in fairly good condition for the most part, it’s only when you get over the other side of the Hawkesbury River that it turns to crap. There are two cafes along Old Pacifi c Highway to break up the back pounding. From the Sydney side the fi rst is Pie in the Sky and the second is Road Warriors Café. Both have reasonable coffee and food to eat.
I continued on up to Jerry’s Café via George Downes Drive. If you get there anywhere near lunch time you have to have one of Jerry’s giant hamburgers! Bring a towel, is all I’ll say. After a coffee with my mate I headed back towards Wisemans Ferry. Take Bloodtree Road as a shortcut to get onto Wisemans Ferry Road to head for the ferry. This part of the route is especially rough and the heat in summer gets trapped along the road. In the winter be careful of slippery green moss! Once across the ferry, I jump onto Old Northern road, head down to the right turn onto Wisemans Ferry Road and wind my way back to Windsor Road and the boring bit back home.
Despite the extreme heat and humidity I really enjoyed riding the Scrambler 1100. I’m thankful it’s such an easy bike to ride as something a little harder to ride would have been too exhausting. D
BIGFOOT LIVED HERE
"Patagonia!' he cried. 'She is a hard mistress. She casts her spell. An enchantress! She folds you in her arms and never lets go."
Bruce chAtwin
Words THE BEAR / CRAIG JACKSON photos COMPASS EXPEDITIONS
PatagOnia, tHe southernmost part of South America, is a breathtaking landscape of ancient forests, tree-lined fjords, lakes, glaciers and towering volcanoes. A bit like New Zealand, only the food is more interesting. No, that’s not fair. Prices are lower, too. Just kidding. Seriously now. Patagonia and New Zealand do have their similarities. Just as the former is the southern tip of one continent, so the latter is the southern tip of another – but a continent that is more water than land, the ‘continent’ of Oceania. They also each have one of the pair of only 16 ‘antipodes’ cities, which are places directly opposite
one another on a line drawn through the centre of the Earth. In Patagonia’s case it is Puerto Natales, in Chile, which is opposite Ulan-Ude in Russia; for NZ it’s Christchurch which is opposite A Coruna in Spain*.
And of course both Patagonia and New Zealand offer wonderful scenery and extremes of weather, and both of them are superb motorcycle destinations. But if NZ is the mythical home of Middle Earth, Patagonia is the genuine home of Bigfoot. The first known inhabitants of Patagonia were known as the Tehuelche. These nomadic peoples used stone bolos to hunt llama-like animals called guanacos and enormous flightless birds called ñandú. They gave Patagonia
its name from the Spanish patagones (big feet) because explorer Ferdinand Magellan and his crew reported finding “well formed” giants there in 1519 with, you guessed it, proportionately big feet.
I’ll let Craig Jackson from Compass Expeditions, who has actually been there, take over the narration. Beware! He has a secret mission – it’s to get you to go and ride down there.
“After being closed to the outside world until the early ‘80s, the 1240km Carratera Austral, or Ruta 40, is fast becoming renowned as one of, if not the best road trips in the world, a huge claim indeed.
“Compass Expeditions’ immense
COMPASS EXPEDITIONS
Wild Patagonia
17th November 2019 to 3rd December 2019
Tour Code: WP/171119
Rider / F700 GS A$9709
Rider / F800 GS A$10542
Rider / R1200 GS A$11084
Pillion / Support Vehicle A$7639
www.compassexpeditions.com
Tel: 1300 887 327 (Australia)
Tel: +61 3 9747 2379 (International)
‘Wild Patagonia’ ride will take in the very best of the Carratera Austral, deep within Patagonia, and also the legendary Chilean Lakes District, Ruta 40 and the vastness of Argentina’s pampas. If your thing is towering snow-capped peaks, perfect conical volcanoes, hanging glaciers, rare pristine forests, legendary roads, mighty fjords and a vastness virtually unmatched anywhere else on earth then "Wild Patagonia" is your trip.”
The region might be empty of people, with only two million of them living in its 675,000 square kilometres (giving a population density similar to Australia’s) but it has nearly twice as many penguins. Twice as many as people, not twice as many as Australia.
I haven’t done this trip, though it is on my Bucket List, but I have travelled through other parts of South America with Compass and I can happily recommend them to you. They know their stuff, and they know how to cope when things go wrong. Not that I’m suggesting that’s likely; but they did on my tour, and the guides sorted things very satisfactorily.
But in the meantime, and whether you ever ride through Wild Patagonia or not, enjoy the photos!
*Don’t say we never tell you anything fascinating, or as in this case fascinatingly boring. D
longtermers
Xtra good
Benelli TRK502X
We have been coming to grips with the TRK502X the last few weeks and three things have stood out. The first is the bike is rather wide – the crash bars stick out a long way making lane filtering something you really need to concentrate on, rather than just worrying about the
mirrors. Second is the easy going nature of the bike – it’s so simply to ride, the engine is smooth and it handles effortlessly. Lastly is the awesome fuel consumption – even flogging it you still get a minimum 300km from the maximum I’ve filled it with - 14.91 litres (total capacity is 20 litres). That equates to 4.97L/100km – pretty good I reckon. On the highway this should come down even further. SW
Simply Stunning
SuzuKi GSX1100S KaTana
Yep, my big Kat is finally finished and is looking out of this world. The limited times I’ve ridden it since getting historic registration I’ve had people honking their horn, giving me thumbs up, smiles, shouts of, “awesome bike!” and loads more. It is nice as I put a lot of time and
effort into getting the big Kat looking so good, but I have decided to sell it. I want to buy a 2-stroke so the big Kat is up for sale. Check out BikeSales for the ad and if you want a Katana that will knock your socks off –this is the one. SW
KNOBBY
THINGS
KAWASAKI Z900RS
To complete the package of Oggy Knobbs on our stunning Kawasaki Z900RS
FOR A COMPLETE RANGE OF TINTED & LARGER SCREENS
I’ll bet. That’s certainly one of the reasons I bought mine. They are beautiful motorcycles, which creates a problem: any accessories you fi t should also be, if not beautiful then suitable to ‘the look’. There is also another problem, this time not aesthetic but practical (depending on the model of Scrambler you’ve chosen).
the lovely folk at Kenma (www. kenma.com.au) wanted us to fit up Axle Oggys. Of course we obliged and fitment took all of a couple of minutes. Priced at $99 each end they’re well-worth the investment –better to protect it before than cry about it after! Of course, my father hopes this never happens! SW
BAGS IT!
KRIEGA SADDLEBAGS DUCATI SCRAMBLER
One of the reasons you bought your Scrambler is the way it looks,
On my Icon, the muffl er points upwards and I would prefer not to put a saddlebag too closely in its way. An answer on both grounds turned out to be Kriega’s waterproof saddlebags. Not only do they look just right on the Scrambler and turn it into a usable tourer. They can also be fitted to suit exhaust levels. You can buy them in pairs, but I chose to get one of the larger 18 bags for the left of the bike and a smaller 14 for the right which is higher above the muffler. Because the bags not only connect across the top of the seat but also to the plates on the sides of the bike, the different sizes don’t matter. The plates look a little funny at first, but they are actually quite elegant and look more like race number plates than anything else. I’m tempted to paint numbers on them – different is
ones on opposite sides, of course… Whatever you do, and whether you ride with the bags on or off, the look is just right. You can also remove the plates quite easily, leaving only the small and unobtrusive brackets. The bags themselves are the usual Kriega high quality with their roll tops and built-in stiffening so they keep their shape. The Solo 18 costs $275 while the Solo 14 costs $255. Buying an identical pair is cheaper; the Duo 28 (two 14s) costs $379. The Duo fitting kit costs $139, the Solo only $79. More at www.kriega.com.au . PT D
“The imagination serves us only when the mind is absolutely free of any prejudice. A single prejudice suffices to cool off the imagination. This whimsical part of the mind is so unbridled as to be uncontrollable. Its greatest triumphs, its most eminent delights consist in smashing all the restraints that oppose it.”
MARQUIS DE SADE, PHILOSOPHY IN THE BOUDOIR
CUSTOM BIKES ARE interesting, even if that’s only in an aesthetic kind of way. Here’s a little guide to the history and terminology.
In line with the commonly accepted theory that everything worthwhile, especially where motorcycles are concerned, was done first by an Englishman, a bloke called Matt Ware reckons that Harold ‘Oily’ Karslake built the first custom bike, back in 1902. Well, actually he admits that “whether or not it was the first custom bike built is impossible to say for sure, but it’s the first one we know about.” The bike was called the Dreadnought and was assembled from various bits and pieces of other bikes. It was a race bike, so perhaps our contemporary definition of ‘custom’ doesn’t really apply. Nevertheless, well done that man. Spirit of the Empire, dontcha know. As you can see from the above date, motorcycle customizing is necessarily a recent activity. You do wonder what Praxiteles or (especially) Leonardo da Vinci would have done with a knucklehead, but sadly we’ll never know. A knucklehead? A kind of Harley-Davidson engine and, by extension, bike.
But if Oily’s Dreadnought isn’t a custom bike, what is? American blog Mardistas puts it well, if slightly ungrammatically: “Custom motorcycles are distinct motorcycles which are sculpted and molded from the original mass produced
machines. Often motorcycles have been associated with style and glamour; it is a symbol of rebellion, freedom and protest.”
What we consider to be custom bikes began to emerge after WW2 in California. The original style, long ignored but now making a comeback, was the bobber. Creating one of these involved removing stuff, initially the front and part of the rear guard; hence ‘bobbing’. As the style evolved, a lot of other things were removed as well, but there were minimal if any changes to the frames or the suspension, if there was any to start with.
Bobbers were cheap to build –though they are no longer today – and didn’t take any mechanical knowledge. If you took something off and the bike wouldn’t run anymore, you’d just put it back on. The essential purpose of bobbing was to make the bike lighter, although aesthetic considerations did come into it, especially with paint schemes. But probably the main aim was to make the bikes look tough and mean.
Much the same desire drives modern bobber design, although ‘tough and mean’ doesn’t really mean the same thing now as it did in the ‘50s.
When riders began to realise that you could do more with a bike than just pull bits off it, the stage was set for the rise of the chopper. Building one of these was a much more complicated matter and nothing was fixed: frames were customised just as much as colour schemes were, and in many cases they were built from scratch. Suspension was removed from the rear and forks were extended; seats shrank to strips of leather; handlebars got higher and foot pegs headed
forwards. Nothing was holy in the search for that ‘look’ that builders had in mind, especially not practicality.
Peter Fonda reckoned that the extended forks made riding the Captain America chopper, surely the most famous of its kind, an agony. At the end of a day of filming his shoulders and arms were on fire.
This can be seen as the fi rst inkling of what would become modern custom bikes. At the time, most of the choppers built in California and not much later all over the world were still bikes to be ridden every day. There was no big money in customizing; the Captain America bike had a second-hand engine from a Mexican police bike.
But as customizing became ever more popular, the big end of town began to notice. There was money to be made here. Willie G Davidson was first to pay attention and extract customisers’ designs for HarleyDavidson production models. Unfortunately he chose to copy the irredeemably ugly boat tail for the Motor Company’s first essay into what came later to be known as ‘factory customs’, but he learned quickly and adopted more attractive looks.
The British, Japanese (opening photo) and even the Germans eventually followed in Willie G’s footsteps, but meanwhile the custom scene had taken another turn, one that would prove to be more diffi cult for the big manufacturers to follow and present-day customising was born. We’ve covered that elsewhere in our story about the AMD World Championship of Custom Bike Building. The story of the custom bike goes on! D
MOST MOTORCYCLES
have a wet clutch arrangement, which means the clutch is bathed in engine oil as part of its operation, although there are some motorcycles with a dry clutch (mostly Ducatis) but changing the clutch plates is virtually the same operation except there’s no oil involved.
If your clutch has given up the ghost or is nearing the end of its tenure you can either take it to a mechanic or do it yourself if you’re half handy on the tools.
The tools/items you’ll need for the job are –
Sockets, Allen keys, spanners, magnetic stick, thin flat blade screwdriver, oil tray, some rags, a plastic bag (or two), some clean fresh oil, a new clutch cover gasket (and possibly some ThreeBond or gasket goo), new drive plates, new friction plates and new clutch springs specific for your motorcycle. Depending on your clutch type you may also need a brake bleeder and some brake fluid.
Start by taking some fresh oil and your one or two plastic bags that are big enough to fit the clutch plates in, cover them with oil and allow to soak for at least a few hours, if not overnight. DO NOT soak them in oil if you have a dry clutch!
CHANGING CLUTCH PLATES
Now you need to take the clutch cable or clutch slave cylinder off. Remove the clutch cover and make sure you’ve got an oil tray underneath as some oil will come out. Clean up the engine face and clutch cover case for the new gasket that will need to be installed upon reassembly.
Now grab either a 10mm socket or a 5mm allen key (depending on your motorcycle) and evenly undo the clutch spring bolts. Once all undone, remove them and the pressure plate. Now you can start removing the drive and friction plates – use the thin blade screwdriver
and magnetic stick to assist in this procedure. One word of warning here –as you take them out, stack them up as they came out – first one on the bottom and work your way up so the reverse procedure starts at the top down to the bottom. Make note as you’re removing the plates for any special sized friction plates or spring washers that will be in the clutch pack. These must go back in the same order/position they came out. Once everything is out you can now start reassembly.
Get your oil soaked clutch pack and making note of the size of the clutch plates that came out – reassemble in the same order. As a general rule you’ll have a small friction plate first, then a drive plate, friction plate, drive plate and so on. Remember any
spring washers or different thickness/ sized plates as you go along, placing them in the pack as per the order you removed them.
Once you’re happy you’ve got the pack in the right order and all in, place the pressure plate back on, fit your new clutch springs and screw in the bolts. Evenly tighten them up and finish off tightening them to the required torque setting.
Put your new clutch cover gasket on (use a very thin smear of ThreeBond if needed), bolt on the cover, stand the bike upright/level, check the oil level and add if needed.
Now reinstall the clutch cable or the clutch slave cylinder. Adjust the cable so that there’s free play in the lever (usually
Now see where the clutch takes up as you slowly release it, if all is good, now go for a ride to make sure the adjustment is correct and readjust if need be.
For hydraulic setups there’s really no adjustment required unless you haven’t got all the air bled out of the system. Clean up your tools and any mess you might have made, recheck the oil level once the engine is cool and you’re done!
5-10mm).
Bleed the clutch if you’ve got a hydraulic setup.
pull the clutch in
You’re almost done! Start the bike, make sure there’s no weird noises (fingers crossed, touch wood, LOL!) and holding the front brake on pull the clutch in and select first gear.
Dry clutches
Dry clutches are easier than wet clutches. All you normally need to do is remove the cover, remove the springs, pressure plate, friction and drive plates and so on (as per above), install the new ones (as per above, but without soaking in oil and in the correct order as per removal), reinstall the pressure plate, install the new springs (as per above) and replace the cover (as per above and check if it needs a new gasket). Adjust the cable or bleed the hydraulics, test (as per above) and you’re done! D
NEWINTHESHOPS
DEAL IT
Kawasaki Four of a Kind T-shirt - $45
WorldSBK Kawasaki Racing Team, with Jonathan Rea on board the Ninja ZX-10RR, has achieved a world first - 4 World Superbike Championship wins in a ROW! Now you can buy the same (limited edition) four in a row playing card aces tee Jonny Rea wore. Kawasaki Racing Team fans in Australia can buy the limited edition t-shirt at Kawasaki Dealerships and from the Kawasaki expo stand at Round 1 of WSBK on Phillip Island (22-24 February 2019). 100% cotton and available in sizes S – 5XL. www.kawasaki.com.au
COOL DOWN
Macna “Dry Evo” Cool Vest - $249.95
Upgraded from last year’s version with the filler cap changed and relocated to reduce interference with wearing a backpack - the Macna Dry
Evo cooling vest works on a simple evaporative system. Pour 600ml of water into the two layer vest. The water is absorbed into the special internal weave and as air passes over the vest the evaporative effect creates significant cooling. As the water evaporates the cooling effect gives up to 15c degrees temperature reduction, minimizes perspiration loss and keeps the rider dry. 600ml of water can last up to three days of riding before needing to be refilled. The vest is made of nylon with an anti-bacterial treatment, so no problems to wash it. It includes holes for extra ventilation and weighs about 1kg with 600ml of water. Available in sizes S to 5XL at $249.95 from all Macna stockists –www.linkint.com.au
COMFY STYLE
Bagster ‘Ready’ Seat –Kawasaki Z900RS - $899.95
‘Ready’ seats are a complete replacement seat made by Bagster,
France and all fittings are supplied. The ‘Ready’ seat is of a much higher quality and comfort than the stock seat, and offers a better, more comfortable seat position and ride quality. The material used on the covering is non-slip and finished off with beautiful silver stitching, piping and embroidered bike model logo/ word. See your local bike shop or visit www.bagster.com.au
ROADIE
Michelin Anakee Adventure
Given that adventure bike owners tend to use their motorcycle more frequently on sealed surfaces than off-road, Michelin has extended its range of Trail tyres with the addition of the Anakee Adventure. Designed for 80% road use and 20% track/trail, the Anakee Adventure stands out as an ideal solution for most dual-sport bikes thanks to features that address the full spectrum of requirements expressed by
by customers in this increasingly dynamic, competitive and innovative market. Available for purchase since January, Anakee Adventure will appeal to exacting bikers who take pride in their bike’s look. At the same time, it ticks all the performance-related boxes requested by bikers who use their motorcycle principally on ordinary roads, with occasional forays off-road, including in challenging conditions. Available in most common adventure bike sizes, see your local Michelin dealer or www.michelin.com.au
BE HAPPY
Ixon Crank Jacket – $449.95
A classic leather jacket, on that every rider will want. From Brando to Cruise, they have been the fi rst accessory riders have turned to. The leather jacket is a statement, almost mythic in its importance to riders. The Ixon Crank is everything those older jackets were, only better. Better materials, better stitching, better features, better protection and better comfort!
Soft, supple leather for men and women. Now also ventilated with
the Crank Air. Available in Black or Brown and men’s sizes S – 3XL and ladies’ sizes XS - 3XL. See your local bike shop or www.fi ceda. com.au
EXTEND IT
Fender and Hugger Extendas
– Pyramid Plastics
British Bodywork specialist, Pyramid Plastics is adding all of the latest models to the renowned range of Extenda Fendas and Hugger Extensions. New models for 2019 include Yamaha Tracer 900, BMW F750/850GS, Benelli Leoncino and TRK, Husqvarna Svartpilen and Vitpilen 401, KTM 790 Duke, Honda CB 1000 R, Kawasaki Z900RS, plus many more. Designed specifi cally for each model, Pyramid’s guard extensions offer the rider and bike superior protection from the elements at both wheels, dramatically reducing maintenance time and repair costs. All Pyramid extensions now come with both ‘Rivet Fit’ and ‘Stick Fit’ options as well, giving the rider the option not to drill their front guard for fi tment. Retail prices start from £19.50 directly from Pyramid at www.pyramid-plastics.co.uk. For more information you can contact Pyramid via email on sales@pyramid-plastics.co.uk.
IN THE MIDDLE
Kuryakyn Mid Controls - Indian Scout - $299.99US
The new Kuryakyn Mid Controls kit allows Indian Scout riders to put their feet where they belong and maximise the full potential of the agile and powerful middleweight cruiser. Kuryakyn Mid Controls for Scouts reposition stock foot placement 15” back and 1” higher for overall improved handling and comfort. The kit features steel mounting brackets that bolt directly to the frame and engine for reinforced strength and durability. The brackets relocate the factory peg mounts, shift lever, rear brake master cylinder and rear brake lever beneath the rider to provide an improved and more assertive riding position. Visit www.kuryakyn.com to purchase.
FULL FACTORY
Triumph Factory Custom
With the all-new exclusive Triumph Factory Custom (TFC) offer for 2019, Triumph delivers a landmark moment for British custom design with an exclusive limited edition line-up of ultrapremium motorcycles. Every TFC motorcycle will be built to embody the absolute pinnacle in custom Triumph design, with a unique level of enhanced performance, technology, engineering, specification and exquisite finish.
The new line-up starts with the beautiful, more powerful, lighter and even
higher specification Thruxton TFC, and a hint of what’s to come next with the stunning concept Rocket TFC. Rush into your local Triumph dealer to secure yours. www.triumphmotorcycles.com.au
GET LIVELY
Harley-Davidson Livewire into production
The LiveWire motorcycle represents the future of Harley-Davidson, bringing high-performance electric propulsion, evocative design, and cellular connectivity to today’s rider. The first of a new portfolio of motorcycles that provides an all new two-wheel
experience, the LiveWire motorcycle delivers thrilling acceleration, agile handling, premium materials and finishes, and a full suite of electronic rider aids and interfaces for a completely connected experience. The performance of the LiveWire motorcycle will deliver an exhilarating ride for seasoned motorcyclists, while its clutch-free design also makes the experience for new riders easier than ever. But you’d better start saving; price will be around $44,000 with Aussie and NZ delivery starting in the second half of next year. See www.h-d.com.au for more information. D
GRIZZLING
CONTRACT NEGOTIATIONS
There is a contract to which you are subject even though you’ve never signed it. It doesn’t even exist in a form in which you could sign it. The social contract is a moral theory that originated during the Age of Enlightenment and concerns the legitimacy of the authority of the state over the individual. It argues that individuals have consented, either explicitly or tacitly, to surrender some of their freedoms and submit to the authority of the state (or to the decision of a majority) in exchange for
protection of their remaining rights.
The term takes its name from The Social Contract, a 1762 book by JeanJacques Rousseau that discusses this concept, which in various forms is much older. Rousseau argued that we gain civil rights in return for accepting the obligation to respect and defend the rights of others, giving up some freedoms to do so.
According to this view, law and political order are not natural, but human creations. The social contract and the political order it creates are simply the means towards an end—the benefit of the individuals involved—and legitimate only to the extent that they fulfill their part of the agreement. Thomas Hobbes argued that government is not a party to the original contract and citizens are not obligated to submit to the government when it is too weak or overweening to act on their behalf. Citizens can withdraw their obligation to obey, or change the leadership.
So next time you’re pulled up for speeding, can you simply tell the police person that you are withdrawing from the social contract? Why not give it a try…
MORE DISTRACTIONS
According to our friends at AMD News, Cardo Systems and Bosch SoftTec have come together to integrate the Cardo Connect iOS and Android smartphone application
into Bosch SoftTec mySPIN for two wheelers. Whassat mean?
“The award-winning technology will enable convenient use of Cardo Connect on motorcycles and other two-wheelers for a whole new
connected riding experience without compromising safety.” Really?
“Once the rider’s smartphone has been connected to the motorcycle, the bike’s display, as well as the control knobs and buttons on the handlebars, can be used to access data on the phone and control the rider’s favorite apps and have a seamless interface to manage and control Cardo PACKTALK and FREECOM communication systems.”
Could be useful to find the nearest hospital after you’ve crashed because you weren’t looking at the road…
Peter ‘The Bear’ Thoeming
It’s not often you find somewhere that offers morality for sale – especially in a bar!
Enough distraction is enough!
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.
LETTER OF THE MONTH
CALCULATING THE infotainment of Australian Motorcyclist is something we’ve never researched, but thanks to Warren we now have that info! We do know a lot of you take longer than four hours to read the mag so your value for money is even better again. For Warren’s trouble he wins the Nelson-Rigg shirt and backpack thanks to Nelson-Rigg Australia. Check out the entire range at www.nelsonrigg. com.au – send me T-shirt size and mailing address, mate. SW
CALCULATIONS
Gentlefolk
My 2018 subscription was a Christmas gift, but the renewal (just
IT’S LOVE
Colin,
‘Harold and Maude’, the greatest love story ever told plus motorcycles and Cat Stephens to boot. Since seeing this movie I have never looked at E Type Jaguars without thinking of Harold’s. Not only that but I named a Budgie and a Royal Enfield Bullet
submitted) is from me to me. At $2 per hour (approx. 4 hours to make it from cover to cover, including most of the ads!) the infotainment value is good.
The articles on travel are read first, and I have begun planning my first O/S trip based on stories in the mag, probably Portugal or Italy. For accommodation on an upcoming ride to visit a mate in Tasmania I will seek out some of the pubs you’ve featured. A request if possible. Although I enjoy reading stories of eating, drinking and sight-seeing, my main interest is the bikes and how they perform. Fuel consumption and typical fuel prices, rider comfort after a few hours, handling on ‘local’ roads and any maintenance issues would also assist in choosing a bike to hire. Also help to narrow down the choices on the next bike!
I ride with a group of ‘youngat-heart’ motorcycle enthusiasts mostly from around Samford, mainly retired blokes. We meet at the local plant nursery every second
‘Maude’. I must get the DVD out and watch it instead of turning off the TV because all I can get is cricket or tennis. Then I’ll wander down memory lane and watch Clockwork Orange and...
Jeff Cole
Alice Springs
Hi Jeff,
Thursday morning, ride for a couple hours, have a cuppa and yarn that sometimes stretches to lunchtime then ride home again. Typically 8 riders but up to 17 depending on commitments. The bikes are as diverse as their owners - sports, cruisers, tourers and a Can-Am. We recently rode out to Texas and stayed at the Stockman, a pub featured in the mag previously. 38 degrees and dust storm on the way out, 9 degrees and drizzle on the way home! Despite the climate, all agreed it was a terrific outing and so planning for the next overnighter is under way. Pub recommendations for the South Burnett area?
Looking forward to the next edition. Regards
Warren Samford,
Queensland
Hi Warren,
Thank you for your email. We try to cover as much of the requests as possible at times, but things like maintenance issues don’t usually happen when a bike is brand new, it takes some time for these sorts of things to be known. If you need help in narrowing down which bike/s to look at, let me know, I can help you.
Enjoy your travels!
Cheers, Stuart.
Colin says, “Hahahaha!”. Cheers, Stuart.
GREAT MAG!
Hi there I’ve just bought my second copy of your mag. I like the larger size and paper quality. The articles and product tests are no bullshit and a good range of bikes tested.
I’ll be buying more for sure. Stuart from Adelaide.
BOOTS, SMOOTS
Dear Sir/Madam,
In the October 2018 edition of used & abused you are doing a report on Falco ranger boots but with a photo of Falco Shiro boots, is the report on the Ranger or the Shiro boots ? Hoping to hear back soon. Regards David.
Nothing like getting it wrong to stir up interest! - The Bear
HITS IT ON THE HEAD
Hi Stuart,
Once again Boris has hit it on the head regarding his “Tyranny of the signs”. There are just too many signs on our roads to read and especially when one of the signs I see here in Victoria is very confusing. It says “Police enforcing speed”, it is an oxymoron, the police are having it both ways because if you obey their sign and speed, they book you. I wonder what the penalty is for not obeying the sign? I have just returned from a 9 week ride around the Rocky Mountains (some of us have all the luck) in the USofA and Boris they have more road signs than here, can you believe it. The best part about signs in the USA is that the locals ignore them. Speed limit signs are just a guide and this must include the Police as I was zapped but never stopped. I was not doing stupid speeds, might have helped. Mind you when you see an 80mph (129km/h) sign that is fast in anyone’s language but most of the locals travel along way above that one as well. I even had a 5th wheeler pass me and it was towing a trailer (B-double?) with a jeep on it, I was doing over 70 at the time. The USA is also infested with stop signs, this means stop only if a car is approaching or a policeman is watching, they should just change them to “Yield” and be done with it. One other thing I did like
This is the right picture, just the name of the boots was wrong! It was the Shiro boots!
about the USA was the turn right at a red light is legal if you stop and give way, I seem to remember that we had it in Australia many years ago when petrol (gas) was only $3.50 a gallon as it is in the USA today.
Regards
Anthony Morrison Cavendish VIC
Anthony, rules change in different States so beware. The Stop sign in California refers to a “California Halt”… - The Bear
GIMME BITCHI
Stuart,
I’m pleased to see you plan on doing more travel stories this year, I hope you don’t mean just more adventure stories, I know you love off road travel but I like to read about sealed road adventures both hear and overseas. That’s what I used to look forward to when Peter was editor.
Steve Dixon
Hi Steve,
That is the plan, mate - probably 95% bitumen ;) Cheers, Stuart.
GREAT TO SEE
G’day Stuart,
It was great to see you guys doing an issue featuring women. Has it ever been done before in an Australian motorcycle magazine? I don’t think so, so well done on being the first and recognising us ladies that love two wheels as well as all the smelly blokes!
Hugs and kisses, Jemma
I can see you’re a youngster, Jemma. I ran women’s features in both Bike Australia and Road Rider – a while back – The Bear
KING TOBY
Stuart,
Mate, how bloody good did Toby Price do at the Dakar Rally! Fuc*ing broken wrist and everything. I loved that you covered it via your Facebook page, every morning I looked forward to seeing the results. One thing that does piss me off though is the mainstream media who would rather concentrate on whinging and whining tennis players and imbecile cricket players yet only give Toby a small piece at the end of the event. This is the world’s biggest and toughest rally and with Toby being World Champion surely the dumb pricks
in the major media can give Toby more than what they did. It really is a disgrace. He’s more well known overseas than in his own country! Please explain!!!
Regards, Tony Marsden
Hi Tony, I found this one hundred dollar note someone photoshopped. How good is it! LOL! Cheers, Stuart.
That’s friggin awesome, mate. I saw it on your FB page too. It should be real!
Cheers, Tony
HELP!
Guys,
I am in need of some serious help. I am in the market for a new bike but don’t know what to buy. Are there any bikes to look out for, any problems I should know about and so on?
Thanks, Aaron.
Hi Aaron, I can help you, but there’s a few things I need to know first. What’s your budget, what type of riding do you do and is there a type of bike you
particularly like? When you reply we can start to narrow it down for you.
Cheers, Stuart.
Thanks, Stuart.
My budget is up to $17,000 and the majority of my riding is touring on bitumen roads. I do want a bike with a bit of get up and go, so I guess that rules out anything under a 700 or so.
Thanks, Aaron.
Aaron,
Do you like a fairing or no fairing?
Stuart,
No fussed to be honest but a small screen even if as an accessory would be nice.
Thanks, Aaron.
Hi Aaron,
Okay, how about I give you four different types of bike and you can firstly see if you like them and then you can go into a dealership, take them for a ride and we can then narrow the focus somewhat. The bikes you should look at to start off with are –BMW F 750GS, Kawasaki Versys 1000, Suzuki GSX-S1000 and the Yamaha MT09 Tracer GT. Let me know how you go.
Cheers, Stuart.
Stuart!
You are the man, seriously. I loved the Kawasaki so much you don’t need to do anymore – I bought it!
Thank you for your help. I really appreciate it and for any other readers I highly recommend asking Stuart for his advice. Maybe you should start offering this as a service to readers?
Thanks, Aaron. D
F 750 GS
F
F 750 GS Low Susp
F
F
$13,590
$17,305
$13,840
R 1250 GS Rallye $24,940
R 1250 GS Rallye X $29,890
R 1250 GS Exclusive $28,140
R 1250 GS Spezial
R 1250 GSA
R 1250 GSA Rallye
$31,390
$25,490
$26,390
R 1250 GSA Rallye X $31,590
R 1250 GSA Exclusive $30,790
R 1250 GSA Spezial $30,540
ScooteR
CAN-AM (BRP) www.brp.com
Spyder F3
Spyder F3-S
Spyder F3-T
Spyder F3 Limited
Spyder RT
Spyder RT Limited
CF MOTO www.cf-moto.com.au
$TBA
$TBA
$TBA
DUCATI www.ducati.com.au
Road
Scrambler Sixty2 $11,990
Scrambler Icon Red
Scrambler Icon Yel/Silv
new bike prices
HONDA www.honda.com.au
KAWASAKI
www.kawasaki.com.au
Road
Z125 Pro KRT
Z300
Ninja 400
Ninja 400 KRT
Ninja 400 SE
Versys 650/L ABS
Ninja 650/L ABS
Ninja 650/L KRT
Z650L ABS
Ninja ZX-6R
Ninja ZX-6R 636 KRT
www.husqvarna-motorcycles.com/au
Ninja ZX-10R ABS
Ninja ZX-10R KRT
Ninja ZX-10RR
Ninja ZX-10R SE
Ninja ZX-14R Ohlins
$4249
GSX-S125
V-Strom 1000 XT
sCooTeR
Address
$16,490
$2490
Burgman 200 $5490
Burgman 400 $10,490
Burgman 650 $13,590
SWM
www.swmmotorcycles.com.au
Road
Gran Turismo
Silver Vase 440
Gran Milano 440
SM 500 R
SM 650 R
adv TouRing Superdual
TRIUMPH
www.triumphmotorcycles.com.au
*Some Triumph prices are ride away
Road
$7490
$7490
$7990
$8990
$9490
$9990
Street Triple S 660 $12,800
Street Triple S
Street Triple R
Street Triple RS
Bonneville Street Twin
Bonne Street Cup
Street Scrambler
$15,600
$15,900
Bonne T100 $15,300
Bonne T100 Black $15,300
Bobber $18,000
Bonne Bobber Black $19,500
Bonneville T120
Bonneville T120 Black
$17,200
$17,200
Speedmaster $19,500
Thruxton 1200
Thruxton R 1200
Tiger Sport $17,550
Speed Triple RS
CRuiseR
Thunderbird Storm $22,800
Thunderbird Commander $23,800
Thunderbird LT $25,000
Rocket Roadster $23,990
Rocket Touring $26,490 adv TouRing
Tiger 800 XRx/L $18,550
Tiger 800 XRt
Tiger 800 XCx/L
Tiger 800 XCa $21,350
Tiger 1200 XRx $24,200
BEARFACED
…ODIDN’T I…
WN AN
Indian Chief
once? Yes, I did!
Let’s see how far we can pursue this sudden onset of memories. The bikes I have owned most recently, that is after moving back to Sydney in 1988, included…
Not so fast. I’ve just made a list, but I’m not sure that it really includes all of them – and I defi nitely can’t remember the order in which I owned them. So here they are, with associated memories, but unfortunately not in order.
I know why I bought the 1946 (I think) BSA Gold Star. It was a beautiful motorcycle, and when it ran it made me feel like some kind of English gentleman out for a spin in the sun while the lesser classes toiled in the shadowed factories to make such wondrous machines. Sadly it required constant and skilled attention which I was not capable of providing.
My luck with ‘40s motorcycles didn’t improve when I bought a 1947 Indian Chief in bits at an auction. It went together all right and looked pretty smart in a bright yellow which was apparently an optional colour when it was new, but I struck an unexpected problem. I have a way of striking unexpected problems, see the X75 Triumph Hurricane below. In this case it was the
length of warmup time it required. My garage is under the house, and –one, the driveway is so steep you can’t push a bike out; two, the ceiling lets fumes spread throughout the house.
Mrs Bear put her highly attractive foot down, and the Chief went – fi rst to a museum and then to auction.
I couldn’t get Indian Chiefs out of my head, though, so I bought a Kawasaki Vulcan and converted it with the faired-in wheels, hand gear change and all. I couldn’t think what to do with it when it was fi nished, although it looked terrifi c and worked well, so I sold it as well. Two scooters made their home in my garage for a while. The Cezeta was a restoration job, but when it was fi nished and I wrote about it I got a note from a bloke in Mount Isa who recognized it as the scooter on which he and his wife had done their honeymoon trip. He wanted to buy it back – what could I do? The other one was a Vespa 946, which was fun while I had it but had to make way for new adventures in motorcycling.
A Sachs MadAss 125 provided some of those adventures and I enjoyed the
experience of riding around on practically nothing. Pedestrians would actually smile when I went past, but I never bothered to fi nd out just why… Someone whose name shall not leave my lips, or fi ngers on the keyboard, then fi xed it and it stopped working. I gave it to a friend who had it operating in minutes and still rides it.
Just in case you think I just bought weird and vintage bikes, I also owned a Triumph Tiger, Kawasaki W800, Triumph Bonneville (turned into a scrambler before Triumph built one), Suzuki V-Strom 650 and Hyosung 650 which I converted into a streetfi ghter. Come to think of it, I had two Triumph Tigers, different models. A bystander at the Australian Hotel admired the W800, but seemed surprised when he came around to the rear of the bike. He pointed at the back of the seat with its Kawasaki logo and said, “Why have you put a Japanese seat on your BSA?”
And then there was the X75 Triumph Hurricane. You’ve probably read its story in these pages, so here’s a quick summary: it was Craig Vetter’s own bike and I bought it from the States, but found that I couldn’t start it with my dud knee – smashed in a crash. It went to Tasmania, hopefully to a museum there.
Apart from that there were two outfi ts, one powered by a BMW R 90 S / BMW R 69 – not an ‘S’ – and the other a Yamaha Bolt. We won the Yamaha Motors competition for best customized Bolt with that one. I won’t go into the bikes I currently own; you read enough about those all the time. Oh, if anyone remembers any other bikes I’ve owned, please let me know… D
ADVERTISERS LISTING
BORIS WORDS BORIS MIHAILOVIC
IRRESPONSIBLE BASTARDS
IT’S REALLY HARD not to hold a solid section of motorcyclists in utter contempt. Seriously. What a pack of whining, virtue-signalling, lawabiding grovelers so many of you are. You hold yourselves up as beacons of social correctness, yet you lack the one thing that would make you actual people instead of the mewling swamp-toads you proudly display yourselves as.
Personal responsibility, earthworms. You have none of it and you need to get all of it.
I’m pretty sure the advent of Social Media has helped you flourish like so much odious shit-fungus clinging to the bottom of a rock, but that’s OK. It’s made you all the easier to identify.
There are very few Social Media feeds that are not echo chambers. Like-minded imbeciles tend to flock together and echo their mutual idiocy back at each other. Much like an overstimulated monkey-cage.
A shining example of this total lack of acceptance of personal responsibility is the re-emergence of the clown car that was the Victorian MRA. It has been hilariously resurrected from the grave I helped bury it in by none other than Damien Whatisface himself.
You remember him? No? Can’t say as I blame you. Eminently forgettable. Apparently, he once caught a tram to a motorcycle protest.
He was also once the Imperial Poobah of the MRA in Victoria – there’s even a beaut video of him having some kind of comedic slap-fest at an MRA meeting years ago. Anyway, he was heaved out on his ear, only to be followed by a plethora of Grand Poobah muppets equally as odious and ineffectual. And then they were all buried in their own effluent and replaced by the slightly more professional Victorian Motorcycle Council.
But that is neither here nor there. I only
put that in for context. The infantile machinations of these ridiculous, self-aggrandising motorcycle “lobby” groups are so far beneath my towering contempt as to be subterranean.
The point is their encouragement of this whole “It’s someone else’s fault when I crash” and “The government must stop putting up hard, cutty things on the side of the road because they are ouchy” is like some kind of Jonestown Kool-Aid to motorcyclists already halfconvinced it’s not really their fault when they run off the road. It’s the road’s fault. The bike’s fault. The sun’s fault. Any old fault, just as long as it’s not their fault.
People who have been riding for long enough and hard enough know this is bullshit. But they are getting fewer and fewer with each passing year. Hobby riders, weekend cruisers/scratchers, and social cripples who took up riding bikes to make friends are the ones making all this noise – and that is what we get for making motorcycling more accessible back in the ‘90s; but that is a whole other column. This one is about personal responsibility.
Take this Wire Rope Barrier (WRB) cock-blanketing Damien and a few other ancient and irrelevant droolers have decided is a fight that needs to be fought. In their dim brains, the immediate removal of these “cheesecutters” will be the salvation of motorcyclists stupid enough to ride into them. Like the WRBs are somehow more dangerous than an on-coming Kenworth, a tree, a section of Armco, or a cliff.
They make puerile demands for the state governments to immediately remove these horrors and replace them with…well, something not made out of wire and steel. Like maybe bog-rolls or Sealy Posturepedics.
Why? Well, so that idiots on bikes hit
something kind and gentle when they fall off, presumably.
Here’s a clue, you shameful cavalcade of gibbering shit-mice.
Howzabout you stop falling off?
Then it won’t matter what kind of rubbish the governments put up on the sides of the road to stop the idiots in cars killing each other, will it?
How about you take responsibility for the shit way in which you ride?
How about you do something about upskilling yourself as a rider?
How about you pay attention when you’re out on the bike?
How about reconcile yourself with the fact that riding bikes is dangerous and sometimes bad things happen to good people, and in 99 per cent of cases, these bad things are the sole responsibility of the rider?
How about you stop turning your helmet into an entertainment centre and pay attention to the road?
How about you stop worrying about what others are doing and what they’re wearing, and focus on negotiating corners like you had a clue?
How about you shove that disgusting personal-responsibility-avoiding SMIDSY (Sorry Mate I Didn’t See You) parp back into the lawyer rectums from whence it sprang?
You and you alone are the arbiter of what happens to you on the bitumen. We all make mistakes on the road. Sometimes we pay the ultimate price for that error. Oh well. That’s how it goes. Grow up, realise this, and stop your cur-like whining about how it’s someone or something else’s fault you can’t walk anymore, or that your arm is in a waste bin outside the hospital. D
INTERNATIONAL
The 2019 QBE International Festival of Speed at Sydney Motor Sport Park from 14-17 March will see some of the best national and international classic motorcycle riders compete for the inaugural QBE TT Cup.
The new event will be held over five rounds and will be for P4/P5/P6 air-cooled bikes only, using the Moto GP points system to decide an individual winner. Featuring international stars John McGuinness, Michael Rutter, Glen Richards and Jeremy McWilliams, Round One will be held on Friday, with two more on Saturday and two on Sunday. This will be classic racing at its best!
The 4-day QBE International Festival of Speed also includes a 50+ event race program featuring over 400 classic race bikes, trade stands, club stands and general public access to pit garages and the main grandstand.
EXPLORE YOUR LIMITS.
Your adventure. Our policy.
As a motorcyclist, you know that bike riders are different. It’s the open road, how it feels to be at one with your machine and the freedom to go your own way.
QBE shares your love of motorcycles. It’s why riders across Australia have trusted us for over 35 years to look after themselves and their bikes.
QBE Motorcycle Insurance policies aren’t just packed with benefits, they are highly competitive. Call our specialist team on 1800 24 34 64 and ask for a ‘Price Beat Guarantee’ quote today, or visit qbe.com/au
