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EDITORSPEAKS
Pure Harassment
IHAVE just come back from the first round of the World Superbike Championship, held at Phillip Island. This has to be one of the best racetracks in the world and with Mother Nature turning on a glorious patch of blue with a light cool breeze off the ocean to keep you lightly cool in the blazing sun was something that topped off a great weekend of racing. And that racing was surprising and action packed through all classes.
But not all was well. One thing that caught my eye was the blatant harassment of motorcyclists by the Victorian Police. I picked up Ralph on my way down to the Island in a lovely BMW X4 M Sport car as BMW was the reason I was headed to WSBK –for their team launch.
About 30 kilometres from Phillip Island the main road was blocked with Police. The line of traffic was around one kilometre. They occasionally pulled over a car but were waiting for three motorcycles. As soon as they got to the Policeman with the wand, he waved furiously at the three bikes to pull into the marked lane. The cars were let through. I was disgusted with this treatment. Are we big bad bikies? Or, a bunch of every day blokes and women going for a ride to watch a world class event.
But, this was not the end of the craziness. As we reached Surf Beach
there were four motorcycle Policeman pulling over every motorcyclist and checking their bikes for defects. One such motorcyclist was trying to explain to the Policeman that his sportbike tyre had little tread because that’s how it came from the manufacturer. The Policeman didn’t understand and this is a big part of the problem i my mind. If you want to check and possibly defect something – know what you’re talking about! Don’t just assume, have half an idea or you really will look like a fool. Is there any wonder the crowds have diminished over the years with this blatant harassment? But you know what, Victoria Police – I didn’t see any big bad bikies the entire event. All you’re picking on are everyday people that just happen to ride a motorcycle – you might like to say you’re ‘everyday people’ too, so how would you like being harassed like this?
Victoria Tourism, Phillip Island Circuit and Phillip Island Tourism must pull their hair out with this absurd treatment of people bringing and spending tens of thousands of dollars at an international event like this.
I really hope the above three bodies can drum some sense into Victoria Police as this continued harassment (which has been going on for years) will only continue to reduce crowds, which could even result in the event being taken away from Australia. Is that what the so-called ‘place to be for sporting events’ – Victoria and the politicians really want?
Well done to those motorcyclists who braved the harassment, I wouldn’t have been as calm as you all were. Victoria Police – WAKE UP!
Cheers, Stuart.
www.ausmotorcyclist.com.au
DESTINATION UNZUD
“Destination Paradise” could easily be the motto of the seventh edition of the BMW Motorrad International GS Trophy which will hit the ground in early 2020. BMW Motorrad revealed that it will take place in New Zealand – just another dream destination for most adventure riders worldwide. The participating nations now face a busy time, hosting their qualifiers and selecting their teams for this exciting and unique global adventure competition. Eighteen international teams, plus, as in the 2016 and 2018 editions, an international female contingent will be selected during the next months. Reckon you’ve got what it takes? Visit www.bmwmotorrad.com.au for more.
ANY ROAD, ANY TIME
The 2019 Kawasaki Versys 1000 SE is a versatile motorcycle built for sport riding and touring. Featuring a premium package of technology and equipment, standard fitment includes cruise control, hand guards, TFT LCD screen,
on two wheels. Its silky-smooth power delivery, easy-riding nature and low seat make it perfect for beginners just mastering motorcycle controls. See your local Yamaha dealer or www.yamaha-motor.com.au for more.
dual-direction quick-shifter, LED cornering lights, electronic suspension, traction control, assist/slipper clutch, Rideology app, DC outlet, centre stand, adjustable windscreen - and it’s finished with highly durable paint, on which it is claimed light scuffs and scratches will self-repair (with time and warmth). Priced at $22,499 plus onroads, see your local Kawasaki dealer or www.kawasaki.com.au for more.
RIDE ON
The legendary Yamaha XV250 continues to power on, and a sizzling new Metallic Silver 2019 model is now available with an attractive RRP of just $6799.
The XV250 is regarded as a LAMS legend, responsible for introducing countless new riders to the joys of life
CLASSICALLY HISTORIC
Shannons is offering motoring enthusiasts the chance to win a trip for two to the 2020 Monaco Historics Race, one of the world’s premier historic racing events.
The 16-day trip exploring iconic Italy, starts in the shopping haven of Milan. Then it’s on to Bologna, the heart of Italy’s ‘Motor Valley’ for a tour of the Ferrari and Lamborghini museums.
Drive through the spectacular Tuscan countryside, staying in Florence and Greve in Chianti.
From Tuscany, travel along the Italian Riviera to Genoa. Then make your way to Monaco for the Historics Race, before concluding the trip in beautiful Nice.
Plus, the big bonus is you’re in the
draw to win a 2019 Indian Chief Vintage!
To enter go to shannons.com.au/ monaco or call 13 46 46 before 5 April 2019. Every eligible quote gives you an extra chance in the draw.
A GOLDEN ERA
Honda Australia celebrates its 50th birthday this year, marking half a century since the company was established locally on February 4, 1969.
Although Honda products had been imported and distributed around Australia by a variety of private companies since the 1950s, the brand’s official local presence began when Honda Motor Company in Japan sent Mr. Hidehiko Shiomi to Melbourne to set up a unified, national representation for Honda in Australia.
To mark such a significant milestone, Honda Australia has created a one-off collection of some its current iconic performance products, resplendent in striking gold bodywork as the traditional symbol of a 50th Anniversary.
Well done, Honda Australia and for more information visit: www.honda.com.au .
F.A.R.T.
No, not that kind! Fly And Ride Thailand is who we’re talking about!
F.A.R.T. offers organised tours, self-designed tours and motorcycle rental so you can see sights that only Thailand can offer. Get in touch at info@flyandridethailand.com or visit https://flyandridethailand.com/
OLD FELLA’S STILL GOT IT
The 2019 International Island Classic saw a lot of new faces from Australia, the US, England and NZ race the feature races that make up the International Challenge. There were two standouts – one was Aaron Morris who was racing a Katana. He put it on pole and won the first two races, then struck mechanical problems sending
him out near 8th position in one race to get second overall just two points down on Mr Consistent and winner of race three - ex-WSBK racer and ex-world endurance champion (2008), Steve Martin. The old bloke won overall taking home the Ken Wootton trophy. Steve was seen to have a few ‘nanna’ naps between races which must have helped him get the energy to take the win. Good on ya, old fella! Third overall was four-time AMA champion, Josh Hayes. The talent level was high and the racing was great to watch.
BAZZA!
If you loved the AGV X3000 Ago helmet, you’re certainly going to love the Barry Sheene replica! All the details are there sans cigarette hole in the chin piece. The X3000 is a helmet that offers modern-day technology, fit, comfort and safety. See your local bike shop or https:// agvhelmets.com. au/x3000-barrysheene/ . D
WORDS stuart phOtOS Ben Galli
PhotoGraPhy
Creating hype and then maintaining the momentum until the bike in question is finally released seems to becoming the norm. Royal Enfield has produced many teasers along the way for the release of the new 650 twin cylinder range comprising the Interceptor and Continental GT.
Behind the scenes, Royal Enfield has been growing quickly of late. In 2018 it produced near 850,000 motorcycles, that’s about 80,000 per month. The plan for 2019 is to roll out just over one million!
To achieve those numbers, Royal Enfield clearly needed bikes like the 650 range. The company was obviously aware of the need to get the Twins right, too, because they hired several development riders who have worked for more well-known brands to help hone the design of the 650. One of them is an ex-500GP rider and if you have been following the delayed release of the 650s, he is the one to blame. Perhaps that’s not the right word, because the change to steering geometry he called for is spot on. The Indians listened, delaying the release so the bike could be changed. I’ll get to how it handles further down, but let’s just say I’m glad the change was made.
As I mentioned there are two models – the Interceptor, being the sit-up bike, and the Continental GT, the café racer styled machine. The differences
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between the two bikes comes down to the handlebars, tank, seat, pegs and a slight weight difference; they share the frame, geometry and engine.
The philosophy behind the 650 twins was to produce a motorcycle that’s very simple to ride and has the looks to create conversation. Royal Enfield is big on creating a “community” around the bikes to help get even more riders on their motorcycles. For our market, being LAMS approved is a big step in the right direction, as is the bikes’ character. It’s exactly as Royal Enfield planned – very simple, easy and fun to ride.
Giddy up
A new design from the ground up with a bore and stroke of 78 x 67.8mm for 648cc the engine sports an attractive,
IT’S EXACTLY AS ROYAL ENFIELD PLANNED – VERY SIMPLE, EASY AND FUN TO RIDE
well-braced crankcase that’s horizontally split, allowing use of a forged, onepiece 270-degree crossplane crankshaft, all of whose journals turn on longlasting plain bearings. The new crank has three main bearings for smoothness and rigidity.
That 270-degree crank places the left piston at 90 degrees BTDC when the right piston is at TDC, giving a similar musical exhaust note to a Moto Guzzi with a bit of Ducati V-twin thrown in. This was a surprise as I was very much expecting the engine to sound just like the new 270-degree Triumph twin. An up-to-date gear-driven balance shaft ahead of the crank also makes the Royal Enfield twin pleasantly smooth in operation.
The cylinder head is a modern four-valves-per-cylinder design with a chain-driven SOHC acting through roller rocker arms with service made easy by screw-and-nut clearance adjusters. But this modern mechanism does not interfere with the appearance of this clearly air-cooled engine (yes, there is an oil cooler) – something Royal Enfield set out to do with no ugly radiator hanging off the front. Claimed power is 35kW at 7250 rpm. Peak torque is 52Nm at 5250 rpm but is said to achieve no less than 80 percent of that figure from 2500 up, making this a relatively torque-rich engine, although I think it could do with even a little more torque to really give it some punch. It does pull nicely for city riding and will cruise nicely at up to 120-130km/h, but it’s not an engine that will pull at the shoulder muscles. LAMS regulations
have no limit on torque, only power, so it would still be LAMS approved with even 10Nm more. Although I reckon that it could have a little more punch, this engine makes power that is appropriate for air-cooling (that’s why the compression ratio is a moderate 9.5:1) and you could be forgiven for thinking that it feels very similar to Triumph’s first Bonnie from the late 2000s, yet with smother operation. This is a unit-construction engine, meaning the six-speed gearbox shares the one case with the engine. The clutch is multi-plate and a modern slipper-plus-assist style; gearbox operation and gear changing are very smooth, which to be honest I wasn’t expecting. Well done there, Royal Enfield.
To The corners!
Remember Harris Performance? They built special frames back in the day and funnily enough the test rider I
speak of above used to race 500GP for Padgetts Racing with a Harris frame, so with the Harris-made tubular steel chassis, Royal Enfield has gone the extra mile to make the Twins handle beautifully. The differences in design between the two bikes means they do handle slightly differently. The Interceptor is the sweeter of the pair; the additional bias on front weight created by the riding position of the GT takes away some of the agility. But if you hadn’t ridden both backto-back you wouldn’t know. The big thing to note here is the philosophy of being easy and simple to ride is what both bikes offer.
sTop ThaT
Braking hasn’t been forgotten. Brembo’s cheaper brand, Brybe has been chosen for the Twins. Power and performance is all you’ll want – another big fat tick in the box for Royal Enfield. Then you match the Brybe brakes to
the latest Bosch ABS and you’ve got a great all-day braking package.
splash of colour
Rather than just offer one or maybe two colours for each bike (Interceptor and GT), Royal Enfield has a nice range of a couple of choices per model – Classic and Custom up to the stunning Chrome version. Pricing varies with the Interceptor starting at $8440 up to $8940 and the GT starting at $8640 up to $9140. The 650 Twins come with three years’ factory warranty, three years’ roadside assistance and 10,000km (or 12 months) servicing – a lot of value for money.
Bling iT
A range of accessories is on its way to Australia as I type this and will hopefully be in dealerships as you read this. They are also well thought out and include a range of apparel from shirts, riding jackets to helmets. You can even
get a set of slip-on S&S mufflers which I had the opportunity to listen to at the launch – think thumping tunes.
GET IT!
350 pre-orders were taken in Australia for the Interceptor and GT between them. As you read this, most will have been filled with both bikes available now at your local Royal Enfield dealer. I highly recommend checking one out, get either
out for a test ride and consider the bargain you’ll be buying. I would never have bought a Royal Enfield before now, but I certainly would buy the Interceptor, which is my choice but I think sales will be split down the middle as many riders will want the café racer look of the GT. D
COLOURS: Interceptor: Orange Crush, Silver Spectre, Ravishing Red, Mark Three, Baker Express, Glitter & Dust. GT: Ice Queen, Black Magic,Ventura Blue, Dr. Mayhem, Mister Clean.
VERDICT: BLOODY BEAUTIES, SAHIB!
TASSIE’S HOT!
In the nicest possible way WORDS/PHOTOS THE BEAR
A BUSHFIRE, LOOKING WEST FROM THE GED. TASMANIA SUFFERS BUSHFIRES JUST LIKE THE MAINLAND, BUT FORTUNATELY THEY SEEM TO BE RARE ON THE EAST COAST. OVER HERE, TASSIE IS HOT IN MUCH NICER WAYS.
YOU WOULDn’t thinK that at less than 70,000km² Tasmania could be home to several different climatic zones, but there you go; you probably wouldn’t think that it holds one of Australia’s ‘Greats’, either. In history, the word ‘great is handed out sparingly. People like Alexander or Friedrich received the soubriquet and deserved it, whereas today in Australia it can be applied to a hamburger or a TV commercial. Happily, it has been saved for some of the best of our roads.
You would know two of them, both in Victoria: the Great Ocean Road and the Great Alpine Road. But do you know Tasmania’s Great Eastern Drive?
Not only is it a deserving member of the ‘great’ club, it also traverses the best climate Tasmania offers – and that can compete with the very best of the mainland. As well as that, it has some, er, ‘great’ beaches. The east coast, in fact, offers pretty much the best of
everything. Tassie, over this way, is truly hot… in the nicest possible way.
To encompass everything that’s available on the east coast, the local tourism bodies have put their heads together to establish the Great Eastern Drive. No road construction required – the sealed surface of the Tasman Highway was already there; it was just a matter of putting together the attractions. The booklet they’ve produced lists these from the south, on the assumption that you’ll be starting in Hobart. Since we’re more likely to be coming from the north, either the ferry or on a rental from Launceston (lonsesten), I’ve turned that around to start in St Helens.
Anywhere else in the world, you’d pay money just to be allowed to ride the stretch of the Tasman Highway from Launceston to the beginning of the Great Eastern Drive (GED) at St Helens. You pass two of the island’s iconic pubs (cries of “why?” from
the cheap seats) at Weldborough and Pyengana before you even get to St Helens.
From there, a couple of other roads which are not strictly speaking part of the GED will take you up to the Bay of Fires. Ansons Bay Road is gravel, but well maintained. Gardens Road is shorter but sealed. Both take you to beaches so clean. Beautiful and deserted that you will think you’ve time-travelled to an earlier Australia. They have pretty photogenic rocks, too, overgrown with red lichen and bookending the beaches.
The first time I visited St Helens was in 1969 on my trusty Harley-Davidson WLA. In those days it was a fishing village pure and simple. It was easier to get a fight than a beer in the pub, but the seafood was already outstanding. These days it’s a major tourist as well as a fishing town, and the two mix very nicely. The Great Eastern Drive
The fishing harbor at St Helens.
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Holiday Guide booklet, which you should be carrying on this ride, has a long list of places to stay and eat, while camping would certainly be my preferred option – either in one of the town campsites or up on the Bay of Fires. And the seafood is still the major attraction. The road south is in good nick and takes you past Henderson Lagoon to Four Mile Creek and then past Ironhouse Point. Don’t pass that, though, because there is a neat little brewery and distillery there which is well worth a stop.
You could take the twisty mountain road up to St Marys instead and have a look around this pretty little place before returning to the coast via Elephant Pass, but you’d miss Ironhouse Point. If you’re a tree person (and Japanese research suggests that even looking at trees is good for you) you might like to head inland another 20k to Fingal. Here you can see the world’s tallest white gums. Fingal also hosts the World Coal Shovelling Championships… The once duly famous Elephant Pass pancake house seems to have lost some of its shine, according to friends; I haven’t stopped there for a few years but found it overpriced even then.
From St Helens to Bicheno you’ll be riding along Tasmania’s Surf Coast on a well surfaced and maintained road. I’m going to stop writing that – all of the GED is in pretty good condition. The surf is reliable all year round, they tell me (my surfing experience doesn’t stretch beyond a bit of body surfing, though I love that) and the weather is mild even in winter. There are lots of camping opportunities along here, too. Bicheno is next, Australia’s first official Motorcycle Friendly town. That was the work of the mayor, Bertrand ‘The Frog’ Cadart who played ‘Clunk’ in the first Mad Max movie and did a lot of work on the bikes for the film. Sadly, Bretrand is not well these days and has moved to the Sunshine Coast to be
One of the Spirit of Tasmania ferries will get you and your bike to Devonport, not far from Launceston.
closer to his family. But Bicheno offers other attractions. The venerable caravan selling half crayfish in a roll for $10 no longer seems to grace the harbour as it once
1. An old photo – The Frog welcomes you to Bicheno.
2. No complaints about the roads.
3 The locals are friendly in Freycinet
National park.
4. Bike shop and museum on the main road in Bicheno.
did, but seafood is still ample and easily available. To top it off, there’s a motorcycle museum and bike shop which is well worth a visit. Bicheno has a wildlife park and a sea life centre as well. I stayed at Bicheno by the Bay recently, in one of their two storey cottages, and loved it. You’re close to town and still get views of the sea. Just 11km south of Bicheno is the turnoff to Coles Bay. The C302 which runs along Moulting Lagoon with its seabirds is a wonderful ride, one of the best little motorcycle rides in an island full of them. Coles Bay is a good place to stay, and my favourite thing here is the Wineglass Bay lookout, a very short walk up the hill. This is another place that offers justly famous seafood, and you can take a day off for a fishing charter if you like.
It's interesting how tourist attractions have a way of sanitizing themselves unless their unsavory origins are kept alive deliberately. Maria Island, just down the road, Port Arthur further south again and Sarah Island over on the west coast all trade heavily on their often stunningly brutal convict history. It’s rare, though, to read how Wineglass Bay got its name. Yes, it’s partly the shape. But it’s also partly because the whalers would drive their prey into it and then slaughter the animals, staining the water of the bay so it looked like a glass of (red) wine.
From the turnoff (you need to take the same road back out, which is no hardship) the GED turns inland and runs south to Swansea past the Grange Hills. The Devils Corner cellar door with its viewing tower and interesting food makes a good stop. Lying on the justly-named Great Oyster Bay, Swansea is one of Tasmania’s oldest towns with wonderful beaches as well as wineries and berry farms. It’s a good place for a stop so you can sample the
2. There are plenty of opportunities to stop for coffee and meet other riders.
3. Quiet, clean and above all accessible beaches. 1 2 3
1. Beautiful views down Coles Bay.
Fly ‘n’ rent
With the ridiculously low fares that airlines, especially Jetstar, charge these days to fly to Tasmania while the fares on the ferries remain high, you could do worse than renting. Give Bruce Smith at Tasmanian Motorcycle Tours a call on 0421 099 857 or 0408 809 856 or drop him a line at info@ tasmotorcycletours.com.au. I’ve dealt with Bruce and found him knowledgeable and helpful. He rents out a range of BMWs as well as Royal Enfield Bullets.
local produce at your own pace. The East Coast Heritage Museum is more interesting than most local museums; if you’re lucky, The Frog’s official mayoral scooter will be on display along with some of his Mad Max memorabilia.
Just down the road from Swansea is the Spiky Bridge, a convict-built tourist attraction that seems to be dedicated to preventing people from sitting on its balustrades. Popular for selfies with campervan and caravan travelers; beware of them as they pull in off the road or back out. That should be a general warning, actually. The locals here on the East Coast seem to be rather better drivers than their kinfolk in much of the rest of the island, but that doesn’t mean that tourists will remember to drive on the left and obey other road rules.
From here to Triabunna offers possibly the GED’s best riding, with few distractions except for the scenery. Come to think of it, you should probably factor in two rides of the GED; once for the riding and once for the scenery.
While it is a kind of Swansea Lite, Triabunna offers boat rides to Maria Island, which holds some of Tasmania’s best-known convict era remains as well as abundant wildlife. A day trip is probably the way to go here, and I’m sorry to have to admit that I’ve never taken the time to visit the island myself. I do have good reports of it, though. You might want to consider spending the night here after your Maria Island escapade; Triabunna has a hotel, a motel and a caravan park right in town. The next town, and properly speaking
the end of the Great Eastern Drive, is Orford. Just before you get there, there is a turn off to the left into Louisville Road which takes you out to the Eastcoaster holiday resort. I’ve stayed there recently, too, and enjoyed the peace and quiet as well as the food at the Springbay Restaurant down on the water. Across Prosser Bay you can see the old woodchip loader with its supporting buildings, which is currently being turned into a tourist complex. Orford itself is another really pleasant little town; sadly, this is where we kiss the sea goodbye and continue inland for a bit over an hour to Hobart. One more attraction is worth a stop, and that’s the Tasmanian Bushland Garden. Another initiative by Bertrand ‘The Frog’ Cadart when he was mayor of the area, it holds hundreds of
native plants, most of them indigenous to eastern Tasmania, in a beautiful landscaped setting. Some impressive rusty iron animal sculptures set the plants off really well! With that, I’ll leave you. There is of course much more to see and do in Tasmania, but I really would do the GED again if I were you… D
1. Looking down into the cold, clean waters of the Tasman Sea.
2. Beware of tourists, but otherwise just enjoy the roads.
3. Bertrand ‘The Frog’ Cadart tries to fly like the eagle behind him.
4. Eastcoaster’s wharf – the boats to Maria Island pass by here.
SUPER
SPECIALS
WHO DOESN’T LOVE A discount? We put the call out to the manufacturers and distributors for their upcoming specials and here is where you can save some hard earned for the next month or so…
MERLIN
www.merlinbikegear.com.au
PILSBURY JACKET - $299.95
As part of the expansive heritage range, the Merlin Pilsbury jacket offers classic styling whilst retaining all the features of a modern motorcycling jacket. A classic mid length men’s jacket with adjustment belt at the waist, the Pilsbury is made from premium 1.2mm cow hide leather and features CE Level 1 Safetech Italian elbow and shoulder armour, with the option of using back armour courtesy of the inbuilt pocket. Internally the Pilsbury features a mesh lining for improved air circulation along with a removable full length thermal liner, allowing for comfort and year round use. Finishing the classic ‘Brando’ look is the use of Merlin snap studs across the jacket and multiple internal and external zip pockets which use premium YKK zippers. These are used throughout the jacket. Comfort meets classic styling with the Merlin Pilsbury. Available in sizes Small – 3XL.
COMPASS EXPEDITIONS
www.compassexpeditions.com
WE HAVE A “SUPER SAVINGS” OFFER FOR YOU:
This is a rare opportunity to ride remote and awe inspiring Kyrgyzstan with Compass Expeditions at a discount rate!
We are offering a 10% discount off the tour price on one departure only for the following dates of our Kyrgyzstan Explorer tour.
11th June 2019 to 26th June 2019(Tour Code: KE/120619) Kyrgyzstan is a forgotten corner of Central Asia and an absolute undiscovered adventure riding paradise. The spectacular mountainous landscape, unique, friendly local culture and incredible riding make for an adventure like no other.
Visit the tour webpage: http://www. compassexpeditions.com/tours/ kyrgyzstan-explorer/?currency=AUD Here is a ride story from last year’s tour: http://www. compassexpeditions.com/blogupdates/kyrgyzstan-explorers/ and here is a video shot on the 2018 tour: https://youtu.be/zqL7afQMyko
KAWASAKI
see your local dealer or www.kawasaki.com.au
VERSATILE VALUE
Until March 31, save big on four Versys models – 300, 650L, 650 and 1000, Applies to 2018 model year (or earlier) models only, cash amount is
used to reduce the purchase price of the new motorcycle; no cash is handed to the purchaser in the cashback promotion. Motorcycle is to be purchased and collected from the dealership prior to the end of the promotion.
SUPERSPORT SAVINGS
Until March 31 save $1000 on the Ninja ZX-6R 636. The $1000 cash back applies to 2018 model year (or earlier) Ninja ZX-6R (636) only. The cash back amount is used as a reduction in the purchase price of the new motorcycle; no cash is handed to the purchaser on the promotion. Motorcycle is to be purchased, and collected from the dealership, prior to the end on the promotion period.
FREE LUGGAGE!
Until March 31 grab a free set of saddle bags, tail bag and tank bag for the amazing KLR650. The Kawasaki KLR650 Free Luggage Kit promotion applies to new KLR650 models only. Available from participating Kawasaki dealerships only. The Free Luggage Kit pack has a retail value of over $800 incl. freight. The Kawasaki Genuine Accessory items; Saddle
Bags, Tank Bag and Tail Bag. The Luggage Kit will be sent to the dealership after the motorcycle purchase (within 28 days). The bike must be collected from the dealership prior to the end of the promotion.
RIDE THE WORLD (AUSTRALIA)
www.ridetheworld.com.au
JUST FOR AUSTRALIAN MOTORCYCLIST READERS!
Ride the World, an Indian based motorcycle tour company partner has generously made the following offer only for the Australian Motorcyclist readers for 2019.
This is to encourage the riders not to leave their travelling companion behind on their trip to India - we are offering 10% off the combined Rider and Pillion price for the following tours:
TOUR NAME: RAJASTHANTHE LAND OF REGAL WARRIOR
Rajasthan is known as the Land of Kings and it is famous for legends of chivalry, heroism and the story of royalty in Rajput.
Here you can explore the Magnificent Forts, Opulent Palaces, delicious cuisine, Elephant Rides and Camel Rides in Soft Sand Dunes, Puppet Shows, Fairs and Festivals and Wildlife sanctuaries. It’s also known as the living museum of the Indian sub-continent.
Prices AUD 3750.00 Per Rider
AUD 6500.00 for Rider + Pillion,
the Australian Motorcyclist readers’ price AUD 5850.00
AUD 3000.00 for Car Passenger
AUD 685.00 for Single Room Supplement
TOUR NAME: SOUTH -THE SPICE ROUTE
South India is blessed with various beautiful landscapes of nature, diverse culture, rich history, wonderful tropical flora and fauna, twisting country roads & breathtaking trails. Motorcycle trip to South India is the best way to explore the hidden beauty of Kerala & Tamil Nadu.
Prices AUD 3500.00 Per Rider
AUD 6150.00 for Rider + Pillion,
the Australian Motorcyclist readers’ price AUD 5535.00
AUD 2900.00 for Car Passenger
AUD 645.00 for Single Room Supplement
TOUR NAME: HIMACHAL PRADESH -THE HEAVENLY ROUTE
Himachal Pradesh is a mountainous state and situated in the Himalaya. Himachal is full of unending natural beauty, pleasing climate and friendly people. It is a true traveller paradise on earth because it is endowed with superb nature beauty features like majestic snow-capped mountain peaks, thick forests, lovely lakes,
chatty mountain streams, beautiful meadows with blooming flowers, gorgeous gorges, scenic slopes, lively valleys and magnificent landscapes.
Prices AUD 3750.00 Per Rider
AUD 6500.00 for Rider + Pillion,
the Australian Motorcyclist readers’ price AUD 5850.00
AUD 3100.00 for Car Passenger
AUD 585.00 for Single Room Supplement
TOUR NAME: UTTARAKHAND - BEGINNING OF HOLY RIVERS
Uttarakhand - the land of gods, the home of Himalaya and truly a paradise on earth, lures everyone from everywhere. The fresh air, the pure water, the chilling snow, the ever-rising mountains, the scenic beauty, green hills, fertile valleys, flowing rivers, the small villages, the simpler people and a tougher lifestyle is what that distinguishes Uttarakhand from the rest of the world.
Price in AUD 2750.00 Per Rider
AUD 4500.00 for Rider + Pillion, the Australian Motorcyclist readers’ price AUD 4050.00
AUD 2300.00 for Car Passenger
AUD 700.00 for Single Room Supplement
For enquiries and bookings you must contact David Reeves and must advise him at the time that you are an Australian Motorcyclist reader.
David Reeves
Mobile: +61 404 878 958
Phone: +61 2 9501 1939
Email: david@ridetheworld.com.au
Website: www.ridetheworld.com.au
Facebook: www.facebook.com/ Ausmotorcyclerides
Blog: http://ridewithdbr. blogspot.com.au
Instagram: @ridetheworldaus
INDIAN MOTORCYCLE
see your local dealer or www.indianmotorcycle.com.au
SHIFT JACKET - WAS $425NOW $213 – 50% OFF
A modern, utility look waxed cotton jacket with military inspired details around the shoulders, collar and underarms. Secure pocket details on the front add style and practicality. All sizes available.
WAXED JACKET - WAS $425NOW $213 – 50% OFF
A waxed cotton jacket with a rib knit collar for added comfort. This stylish jacket has a fixed lining and riding armour. All sizes available.
WAXED VEST - WAS $175NOW $72 – 50% OFF
A cool waxed cotton vest with a rib knit collar. All sizes available.
FREE POWER!
Buy a new 2018 Indian Motorcycle and receive a 116 cube big bore kit free! Valued at $5250!
SUZUKI
See your local dealer or www.suzuki.com.au
HAYABUSA
RIDE
AWAY - $19,450
Available on MY18 Hayabusa (GSX1300RAL8) models purchased during the promotion period. Recommended ride away price shown includes 12 months registration, 12 months compulsory
third party insurance (CTP), a maximum dealer delivery charge and stamp duty. From participating dealers, for a limited time, while stocks last.
RIDE AWAY ON A GSX-S
Fancy yourself on the GSX-S750, 1000 or 1000F? For a limited time you can ride away on the 750 for
only $11,990, the 1000 for $15,490 and the full-faired 1000F for only $15,990. Inclusive of any applicable factory rebates and include 12 months registration costs and dealer pre-delivery charges. Available from participating Suzuki Motorcycle dealers during the campaign period.
YAMAHA
see your local dealer or www.yamaha-motor.com.au
RETRO SAVINGS
XSR700 matches future tech with retro style for an entertaining ride with attitude to burn. With deep
torque and a super agile chassis, it’s for those who appreciate heritage without the hassle. This 655cc model is unique to Australia with power delivery specially maximised for our LAMs market, and now it's more affordable than ever, with $1500 saving off the RRP. Hurry into your local Yamaha dealer today. Offer ends 29th March 2019, while stocks last.
THREE FOR ALL
The Yamaha YZF-R3 has been dominating the lightweight Supersport category in 2018, claiming the top 3 positions in the Australian Supersport 300 championship. Here is your chance to get on a race winning machine with a saving of $750 on all colours and variants of 2018 and earlier YZF-R3s. Hurry into your local Yamaha dealer today. Offer ends 29th March 2019, while stocks last.
MONSTER TORQUE
The Yamaha MT range has been a huge success since inception and there is no better time than now to get onto a high torque model. For a limited time, Yamaha is offering monster savings on selected models, from the entry level LAMs approved MT-03 to the ultimate torque monster
MT-10SP, with savings ranging from $500 - $1000. Hurry into your local Yamaha dealer today. Offer ends 29th March 2019, while stocks last.
DUCATI
see your local dealer or www.ducati.com.au
FREE ON ROADS
COMPLIMENTARY ON-ROADS ACROSS THE RANGE*
Available for a limited time across the range* you can benefit from complimentary On-Roads (*Available on 2017 and 2018 models,
excluding Monster 659 and Panigale V4 Speciale. Applicable to purchases deposited during the promotion period , motorcycle must be delivered during the promotion period. Not available in conjunction with any other offer)
MONSTER 659
Save $1,500 with our reduced Ride-Away pricing on Monster 659 Now $12,490 (Aust registrations).
TRIUMPH
see your local dealer or www.triumphmotorcycles.com.au
Triumph has a wide range of great offers on a wide range of bikes for a limited time only (while stock lasts or March 31). You can save from $1000 right up to $3000! On Adventure models you even get free panniers! Better rush to your Triumph dealer now! D
So, as an oxymoron, somewhere up there at the top of the tree along with ‘humorous German’ [excuse me? – The Bear], ‘military intelligence’ ‘stable political leadership’, ‘cheap 10,000km service’, ‘pristine motorcycle workshop’, ‘quiet Harley Davidson’ (and ‘quiet Harley Davidson owner’), must be ‘Victorian Outback’.
I mean the state doesn’t even have a quarter million square kilometres. It’s less than a third of NSW, about a quarter of SA, just over an eighth of Qld and less than a tenth of WA. It’s the most densely populated state in the country and you can ride from its north west corner to its south east tip in a comfortable 11 hours.
So when a joint pushes itself as Victoria’s ‘most outback pub’, they’re endowed with either a massive sense of relativity or a huge dose of humour and irony.
And when the hotel’s on a short detour from one of the less interesting stretches of road along the Murray, (one I’ve ridden too many times)
I figure the cost/benefit risk of a diversion on the way to Renmark is heavily in my favour.
So rather than head straight out of Mildura on the A20, I head south west on Mildura’s main drag, left at Seventeenth, right at the roundabout onto Benetook and right at the T when I hit the Millewa Rd some 15kms later.
Forty five kays on, with the silos on my right glowing in afternoon sun, I’m parking Super Ten out front of the Werrimull Hotel, beside a neat looking bike with aftermarket pipes and a helmet sitting on the rider’s seat.
The sign proclaiming this to be “Victoria’s most outback pub’ smiles from the front veranda.
Falstaff behind the bar greets me with a “g’day” which sits on the border of bush and outback and the only other bloke who’s in takes a suck from his beer, nods and simply asks, ‘Yamaha?’ Wayne introduces himself. He’s the local cop and that’s his bike out front. It’s his day off so he can have a beer but like all country cops he’s gotta stay right to drive and ride.
Falstaff turns out to be Trevor who’s owned this place a couple of times, just not now. Currently his daughter Tiffany is the publican but Trevor and his wife Viv take more than occasional breaks from their farm up the road to help out.
And I tell ya, if ever a bloke was in his element behind the bar of a country (even outback) pub, it’s Trevor. The pub might be on the market (again), he might’ve been doing it for a while, he might be restless for a change of scene, but right now pulling beers and telling stories, he’s a perfect pig in the proverbial.
And like any good publican, he knows the story of this pub, knows its past and its legends, knows that this is a living thing he’s looking after for a while.
The Werrimull Pub’s not one of the really old bush pubs, knocked up in the mid-1800’s and then expanded, burnt down, replaced, often torched again and then done in brick and later extended. This one was born later out of desperation and sadness.
The Millewa was settled in the 1920s as ill-fated settlement blocks of around 300 hectares, provided to unskilled, inexperienced ill-equipped soldiers returning from the ‘war to end all wars’ (that went well) and to other dreamers. The hopes and sweat of many, of most, turned to dust and heartbreak and there wasn’t even a pub in the place to quench their thirsts, drown their sadness and seek the solace of mates in similar shackles.
On a wall of the pub is an old map of the original settlement areas. It is really not much more than a guide to a cemetery of dead dreams and broken spirits – a grid of misery.
The Millewa had been declared a dry area and it wasn’t until 1937 that the government accepted a petition signed by 466 residents of the Werrimull region and led by one Mr H Cramp requesting a pub for the township. Even the local churches were behind the campaign, if for no other reason than it would stamp out the local sly grog shops which the Age Newspaper described as, ‘rife’ in the place.
The campaign worked and the next
Is it the outback?
Whether this really is the outback is a fun irrelevance. This is another pub that is ideally situated and perfectly equipped for solo riders or groups. It’s an easy 4 hours from Adelaide and 6 hours from Melbourne making it a great destination for a weekend ride for these capitals or as a stopover on a longer cross-country migration. The availability of both cheap rooms and free camping in a quiet, safe town off the main highway only adds to the attraction.
I didn’t get to meet the publican but she’d only need to be half as good as her father to be quality, and I was told she was way better than that! It lacks some comforts such as air-con but still snuck into our 4 helmet range. For value it rated 128 where 100 is the median and for unique character it’s 8/10.
My experience here reinforced a growing feeling that I have to work out a way to factor in friendly and supportive local cops. Somehow it really does add to the experience when the local plod has empathy and understanding of this life we lead.
year Henry Cramp was granted a license to open his hotel ‘in main road, Werrimull’. Trevor points to his name in gold leaf lettering at the top of the list of publicans on a wooden plaque behind the bar.
A few contractors who’re staying for a few days drop in plus a couple of locals including Rabbit. A ute with three or four sheep in the back cruises down the main street. All the local heads turn.
“Look like ewes, wonder what he’s doing with them at this time of day?”
“Yeah I wonder where he’s going with them.”
“I’ll be seeing him tomorra, I’ll let you know.”
Not much gets missed on main street, Werrimull.
Trevor points to another name on the publicans’ list, a much more recent one.
“He was a pretty serious drinker and when he was pissed, he’d fall asleep. Wasn’t a problem because the locals would all serve themselves and leave the money on the bar. But there was one fella who could hold his grog and who’d drink a few afternoons each
week with the boss and really top him up. As soon as the publican would pass out, this local would walk out the front then head down the side of the pub, come through the back door and meet up with the publican’s wife in one of the rooms. Did it for months, maybe years until the boss twigged. He barred the bloke for life and put the pub on the market the next day!”
The crew at the bar all chuckle.
“Ah yeah, there’s a steamy underbelly in Werrimull, mate,” says one as another looks down into his drink, ‘but there’s no crime, no BS like there is in the bigger places on the river. And that’s because of this bloke.” He points to Wayne.
Ever since the unviable settlement blocks were deserted, resumed and taken over, the smaller farms out here, like in so many places in the bush, have inexorably been aggregated into larger holdings where the scale of operations makes them profitable.
But each small holding that’s bought out means an empty farmhouse and many farmers, pressed for cash, lease them out for peppercorn rentals.
“When I first got stationed here,” explains Wayne, “I went to each of the farmers
and asked them if they had issues with fuel getting stolen. Yes. I asked them if they had issues with iron and copper and stuff disappearing. Yes. So I told them that I’d put a stop to it if they helped.”
Wayne told them to stop renting their farmhouses to anyone except family and employees. In return Wayne would play pedantic cop, writing tickets for unlicensed driving, unregistered vehicles, unroadworthy trailers, unrestrained dogs.
“The first time I’d book a bloke he’d be not too happy. The next time a few weeks later he’d be very unimpressed. But there wasn’t usually a third time. Before that, most of ‘em had left town. Now the farmers don’t get fuel and stuff nicked and…”
Trevor cuts in, “…and I don’t get drink tabs that never get settled.”
The contractors are out front in the beer garden and I leave the group of locals to their stories and head outback to check my digs.
Now that there’s no room reserved for the boss’s wife and her lover, there’s a total of seven rooms available for guests. Five of ‘em have either a queen or standard double, one has two
single beds and the other has a double and a bunk.
On my own, it’s costing me $45 for the night, it’d be an extra $15 for a second person in the room and it’s $90 for four people in the bunk room. There’s accommodation every day, however the bar is closed on Mondays and Tuesdays. But arrange ahead for a group of ten or more, and the place’ll be opened up on either day.
And that includes cranking up the kitchen and serving meals to groups who’re staying on Mondays and Tuesdays.
There’s no air-con in the rooms but there’re pedestal fans and electric blankets and all the windows are screened and can be opened. There’s a common room with the makings for a brew and toast with spreads and cereal.
Bikes can be squeezed into the owners’ garage if you really feel the need (which there isn’t) but there’s no lockup.
If you prefer billion star accommodation, right across from the pub there’s a free camping area that’s slowly grown over the years as more vanners and riders fi nd out about this place. Throw your tent or swag there and a good shower’ll cost you just 5 bucks and the amenities are open 24/7.
In the bar there’s three beers on tap, a schooner of full is $7.50 and Great Northern 50 cents less.
Apparently there’s a pair of poker machines somewhere but I didn’t see them, which can’t be a bad thing.
Back in the bar a few blokes have left and they’re still talking local
infi delity. Biggsie mentions one who’s just gone home for the night.
“He’s always had a fulltime job in town since he got here but he really loves working in the fi elds so he’d time his annual leave to coincide with harvest and he’d drive the header for a farmer up the road. Each morning the cocky would tell him what was needed and he’d piss off and leave him to it. One day the header broke down and the local couldn’t fi x it so he headed home for a break. He soon found out why the farmer was vanishing each morning. When he got home, the farmer’s ute was out front and he was inside doing some share farming with the bloke’s missus! In a small town like this thinking he wouldn’t get caught. What a moron!”
Ah! A tale about an Aussie moron in a pub that itself is an oxymoron. Yeah, I think, that kinda fi ts! D
BATCHIN’ IT AT THE LOST CITY. JUST DON’T ‘FALL’
FOR THIS RIDE WE based ourselves in Darwin, hence it starts from there…
DARWIN
The Darwin region, like much of the Top End, experiences a tropical climate with a wet and dry season. A period known locally as “the build-up” leading up to Darwin’s wet season sees temperature and humidity increase. Darwin’s wet season typically arrives in late November to early December and brings with it heavy monsoonal downpours, spectacular lightning displays, and increased risk of cyclone activity. During the dry season, the city has clear skies and mild sea breezes
from the harbour. Being a major city everything you could imagine is available to get you prepared for your trip and afterwards with loads of places to relax and soak up the atmosphere and humidity (when we were there).
PALMERSTON CITY
A handful of kilometres south of Darwin, this suburb really is just a continuation of Darwin’s outer metro.
NOONAMAH
Noonamah is where you really know you’re starting to get rural. Only 45km from Darwin CBD this rural area has been experiencing strong growth in population and development.
The Elizabeth River flows through Noonamah towards the East Arm of Darwin Harbour.
BATCHELOR
Batchelor is a relatively prosperous town. It survives on the Bachelor Institute, an Aboriginal training college, and its position as the entrance to Litchfield National Park, a major tourist attraction. Historically Batchelor came into existence with the discovery of uranium at Rum Jungle which drew miners to the town and saw the building of houses and facilities for 600 workers. You will more than likely spend most of your time in Litchfield National Park but it is also worthwhile investigating the interesting history of
www.hemamaps.com.au
Head south out of Darwin on the Stuart Highway 75-80km along you need to turn right onto Batchelor Road. Follow this around 18km and turn left (there is a sign) to Litchfi eld Park. This is Litchfi eld Park Road which you need to follow all the way to the end. Remember there are three turn offs along this route for sights to see – Florence Falls (Buley Florence Rd), The Lost City (Lost City Rd, which is dirt) and Wangi Falls (Wangi Falls Rd).
Once you get to the T-intersection turn right and follow Cox Peninsula Road to the end. Turn left and follow Stuart Highway back to Darwin for a nice cold beverage or two.
Batchelor’s role as a major airforce base during World War II and its importance as a uranium mine during the early years of the Cold War.
LITCHFIELD PARK
A remarkable attraction in the area is Litchfield National Park, an area of 143 sq km which was proclaimed as a National Park in 1986. Today more than 250,000 people each year make the journey to the Park where you can visit the sandstone pillars of the Lost City; explore the monsoon rainforest; swim in the spring-fed streams; admire the waterfalls; picnic beside the sublime swimming hole at Wangi Falls; and inspect the unusual magnetic termite mounds which point northsouth to minimise heat retention.
The park was the home of the Wagait people for tens of thousands of years. In 1864 an expedition led by the Government Resident, Boyle Travers Finniss, passed through the area. A member of that expedition was Frederick Henry Litchfield after whom the park is named. In the winter months (May to September) it is an accessible and popular day trip destination from Darwin. During “The Wet” (October to April) it is commonly closed with swimming areas becoming unsafe; gravel/dirt roads becoming impassable; and the Finniss and Reynolds Rivers prone to fl ooding.
FLORENCE FALLS
The spectacular Florence Falls cascade into a plunge pool, set in a pocket of monsoon forest.
Take a refreshing dip in the crystal clear waters of the pool, then enjoy a scenic walk to the viewing platform high above the falls for panoramic views of the open valley and the waterhole below.
Take the easy three minute walk from the carpark to the lookout to survey the gorge and excellent views of Florence Falls. Note the contrast between the wet monsoon forest and the dry sandstone plateau. Or stretch your legs by following the gorge rim walk down the stairs to the valley floor. A seat at the halfway mark gives you a
The Shady Creek walk will loop you back, along a stream and through the rainforest-filled gorge, then through the woodlands back to Florence Creek. Bring a picnic and stop here for a break, complete with the sound of the creek bubbling past. It’s then just a short stroll to the carpark.
THE LOST CITY
Entry is free and it is a spectacular sight, but the track into this section is extremely rocky and rough, so some road (only) bikes might not be suitable. The only facility is a carpark. The Lost City is a collection of rock formations that have been left behind as the softer sandstone cap of the table top range eroded away. The Lost City became famous with the old wagon road used by early pioneers passing through this rock formation. The last couple of kilometres of the current road follow the old wagon road that joined the homestead of Stapleton Station near Adelaide River to the outstation (Blyth Homestead). When is the time to visit?
Spectacular at any time, though most ‘4WD’ tracks are closed during the wet season. Generally open from May to November.
WANGI FALLS
Wangi Falls is the best-known and most popular attraction in Litchfi eld National. Accessible by sealed road, the falls are found near the western boundary of the park.
Sit on the manicured lawns of the picnic area and watch the water of the two falls cascade over the rock escarpments into the large plunge pool below. Take a dip in the pool, which is surrounded by lush monsoon rainforest. There is a kiosk, camping ground with hot showers and barbecues nearby.
There are various walking tracks, including a three kilometre track that takes you up over the falls and back to the carpark. The falls can be closed to swimming periodically, especially during the tropical summer from October to March, as currents in the pool can become strong and dangerous, but the fast-flowing falls make for spectacular photography. At these times the kiosk and picnic facilities remain open.
TUMBLING WATERS
For this route, Tumbling Waters is just a landmark, but they do have a nice holiday park if you wanted to stay here, rather than in the hustle and bustle of the city. D
GREENAGE
FOR THE FIRST TIME, Kawasaki Racing Team (KRT) world superbike team held its team launch in Australia. It makes sense in this day and age of live streaming. The first round is held in Australia at Phillip Island, so with everyone in the team all in the one place anyway, why not reveal the new team colours and riders for the season!
The riders are four times World Superbike Champion, Jonathan Rea and, replacing last year’s other rider Tom Sykes is British Superbike Champion (BSB), Leon Haslam.
Last time I met Leon he was riding for BMW with Troy Corser as team mate and has been riding in the unique regulations of BSB until getting the call to join the factory Kawasaki WSBK squad for 2019.
The launch was at the stunning Silverwater Resort just outside of Phillip Island I and got to shake hands
with all the team members you see on the television and have a chat with Jonathan and Leon. I posted the interviews on our Facebook and Instagram pages but in short I asked Jonathan how he’ll feel winning five world titles in a row this year. It kind of put him on the spot, but he should be used to Aussie humour, being married to an Aussie!
Jonathan was the utmost professional which shows the class act he is.
I asked Leon what the aim was for this year as I expect it might take a few races to get fully accustomed to the Kawasaki. Leon said the aim is to win and I have no doubt he’ll achieve that this year. It was also great to see legend Ron
Kawasaki WSBK Team Launch
WORDS/PHOTOS STUART
Haslam supporting his son on the world stage once again. The smile on his face was a sight to behold. You can stay up to date with all the WSBK races on Fox Sports and via social media or the internet through www.worldsbk.com . For all the KRT news, again, social media or through Kawasaki Motors Australia website –www.kawasaki.com.au .D
BMW MOTORRAD MOTORSPORT
World Superbike Team
BACK DOWN TO PHILLIP
Island I went having just come back from Kawasaki’s team launch. It was now BMW’s turn with their all new world superbike team and bike on the first day/night of the first round.
The riders for this year are the very experienced and 2013 WSBK Champion, Tom Sykes and relative newcomer and last year’s Superstock 1000 champion (on a BMW S 1000 RR), Marcus Reiterberger. The team is run under the Alpha Racing banner with a widely experienced crew, being led by team manager, Shaun Muir. Shaun said, “The progress and development of the new S 1000 RR so far has been very positive.
BMW Motorrad engineers have done a great job in getting the Superbike to a good level”.
Dr Marcus Schramm, head of BMW Motorrad was also on hand and full of praise of what the BMW WSBK team has already achieved from the very limited time the team has had to get the
bike on the grid. The goal from BMW’s side of things is to use this year as a development year and try to achieve a consistent top ten finisher. When Tom Sykes spoke he was a little more optimistic with his goals for this year. He wants to be pressuring the top teams and possibly winning a couple of races. Since he’s ‘Mr Superpole’ I’m sure there’ll be a number of pole positions along the way this year too.
Marcus Reiterberger was quieter in his comments but wants to use this year as an opportunity to learn the new bike and to get consistent results.
Having just watched the first round I think BMW will be rather chuffed with the results – a 4th in Superpole and 7th in race 1 for Tom Sykes, and both riders just outside the ten in the new Superpole race and race 2. BMW will now go back through all
rider comments to bring an even better package to the next round in Thailand.
I sat down with Dr Schramm and asked him about the new S 1000 RR (which I can’t wait to belt around a track) and whether it was a bike built for the new rules of WSBK. Some manufacturers have done that. Or it was focussed on the customer buying one from their local dealer? He mentioned the base model is very much aimed at the road customer, while we will see the “M models” being considerably more track focussed. D
‘BearINGlY’ GOOD eNOUGH
Changing wheel bearings words stuart
HoW oLD Is yoUr motorcycle? Has it done a lot of kilometres, been through heaps of dirt, sat around or been ridden through salty beach areas? Well, the wheel bearings can start to lose their smoothness, which can in some circumstances change the way your bike will ride/handle. Changing the wheel bearings is (most of the time) a fairly simple job, the only time you’ll really struggle is if they’re seriously seized in the wheel. That will require some heat from a gas torch and some muscle! LOL!
Tools required for the job are –
• Spanners/sockets to remove wheel
• WD40 or similar
• A towel or rubber mat to protect your wheel on the ground.
• Block of wood
• Hammer
• Muscle
• Wheel bearing removal tool. If you don’t have one/want one, get a large flat blade screwdriver or long steel flat end punch
• Gas blow torch – for when the
tough stuff is required
• New wheel bearings and dust seals
• Socket large enough for the outside rim of the bearing, or wheel bearing puller tool which will have a piece for knocking them in
• Wheel bearing grease
• Silicone spray (in case)
• Loctite (in case)
• Disposable gloves (if you don’t want dirty hands)
• A couple of rags to wipe up old and new grease
When the going gets tough
• Cold beer in the fridge – cause everyone needs (and deserves) a beer after they’ve finished!
Start by removing the wheel, then remove the dust seals from both sides (some bikes will only have one – confirm with your manual/manufacturer), spray your WD40 or similar around the outside of the bearing and let it soak for twenty minutes or so, making sure you soak both sides.
Lie the wheel down, insert your wheel bearing puller and using the slide hammer part pull the bearing out. If you don’t have a wheel bearing puller, place the wheel on the block of wood, insert your long flat end punch or screwdriver, getting it onto the edge of the bearing through the wheel and knock it out with the hammer.
This can be where it gets interesting, if the bearings are well and truly seized into the wheel, it’s time to get tough and apply the heat, man! Not that sort of heat! Get your gas blow torch and lightly warm up the wheel around the bearing, once it’s got a bit of heat into it, start again with your puller or punch.
If your wheel melts you’ve applied too much heat.
Once you’ve got both side bearings out, clean up the wheel as there can often be old dirty grease in it. Get your new wheel bearings, check they are the correct size and width against the ones you took out. Most wheel bearings nowadays are pre-greased and sealed. If you’re happy with that, move onto the next paragraph, but if you want to check they’ve got enough grease, use a small flat blade screwdriver or small pick to remove the wheel bearing cover. If there’s not enough put some grease on the palm of your hand and rub the bearing over the grease on both sides then reinsert the cover.
You can buy genuine bearings, the ones from a bearing shop or I’ve used ‘All
Really tough stuff
If the wheel bearings are really stuck and you think they might end up cracking the rim when you’re trying to remove them, stop; take the wheel to your mechanic and get him to help you.
Balls’ bearings which I’ve found to be really good.
Fitting the new wheel bearings you can do one of four things – knock them straight in, use some silicone spray to assist in helping them knock in, or if they’re really tight, heat up the wheel again slightly or when you put your beer in the fridge, put the bearings in the fridge to help them shrink slightly. Place one side bearing into its spot and knock it in with either the appropriate sized tool from your wheel bearing removal/insert kit, or the right sized sprocket that fits nicely around the edge of bearing. Turn the wheel over, insert the spacer that would have come out when the bearings came out, then place the other bearing into its position and knock it in. Make sure the bearings are flush and the middle spacer isn’t flopping around all over the place. If it does, you either need to knock both sides in a little more or at worst you’ve got the wrong width bearings and when you checked them against the ones you took out, you’d sneakily had a few too many of those cold beers and got your beer goggles on.
If you’ve got your new bearing in and they’re rather loose (they want to kind of fall out), you can use some Loctite around the outside of the bearing to help them lock in. Just don’t put the Loctite into the bearing part!
Insert the new dust seals, put the wheel back in the bike, give your tools a clean, and the bike and you are done. NOW you can safely drink the beer, not before! LOL! D
1. The tough need to get going here! 2. Bearing puller inserted into bearing
Another good wheel bearing removal tool
WOMEN
THE FUN SIDE OF PHYSICS…
With a Ural Words/photos FaBienne PhilliPS, FoUnDeR oF GiRl ToRQUe.cc -
MoToRBiKe inSTRUcTion anD SUPPoRT FoR woMen
WHEn I THInK oF motorbikes with a sidecar, I automatically think of the fabulous BBC series The Two Fat ladies. Armed with colourful personalities, Dickson-Wright and Patterson bounced through the English countryside with a British GP-700 Watsonian sidecar preparing large meals, often including unusual ingredients. With the series long gone, chances of seeing a sidecar flying past in urban Sydney are remote, so when I was approached by Ural to test ride a sidecar from one of their handsome
fleet, I knew I was going to experience something special. Ural has been the world’s leading manufacturer of sidecar outfits for over 75 years and I was getting the chance to ride one.
Produced by the Irbit Motorcycle Factory in Russia, its production originates from 1940 when the Soviet Union stole [there is some argument about this – ed] the design of the R71 BMW motorcycle – one of the best military motorcycles of that time [ditto], which had been used in the German army since 1938.
Over the years, I’ve ridden loads of bikes, from the Paul Smart Ducati to
the heavy adventure hitter, the BMW 1200 GS. I have never felt timid about jumping on any bike, hopping on them without a care in the world.
The Ural, however, was different. In fact, several people warned me of the Ural and its physics, which lend it quite an unusual ride.
I really wanted to know its personality and performance before I tackled the streets, so I was off to Marc Jacksons Shelby’s Sidecar Tours based in the north west of Sydney for a crash course.
The setup was perfect: 1 Ural, 2 watering can end markers and 1 large paddock with not an obstacle
in sight. Marc simply pointed out to me, “Fabienne, you are riding a triangle with an engine”.
I thought this can’t be hard. I was warned that turning left with too much foot brake could potentially flip the machine if you are on loose enough ground. Turning right, be cautious with the throttle as the bike will want to go straight as the weight is on the back wheel.
Although potentially fraught with danger with the dos and don’ts in mind, before too long Marc had me riding the machine around and around wanting me to encourage the sidecar to lift, to feel the sensation and how to rectify or play it. I chose to play with it, I was loving it, however, one plastic watering can did come out second best several times on the same undercalculated corner. Returning for my second session, with a replacement watering can, I might add, we ventured out to smooth bitumen roads. I could feel that this utilitarian machine was resisting my turns, however, thanks to my weekly workout sessions I could deliver endless amounts of arm work. Riding with an empty sidecar does feel a bit tippy,
as if any moment I would topple this triangle with an engine on it over!
Experiences are meant to be shared and the Ural is set up for just that. Eagerly collecting a Ural 750cc Ranger from Gasoline, Sydney, my plan was to take my 87-year-old mother for the day out. Always up for an adventure, she was tentative at first as the sidecar is an unusual place to sit. Heading to Vaucluse for a beachside coffee, the number of people who turned to look was amazing often with shouted comments; Nice! She’s a beauty! Long way from Russia! And of course, we got plenty of thumbs up.
Making our way to Bondi we both adored the warm purring sound of the engine, but the ride on uneven laid bitumen patches and potholes was unforgiving for my passenger. Thankfully fitted with a foot bar to keep you upright, my mother simply commented “This is fun! Let’s ride to Melbourne! A good cushion and a seat belt is all it needs”. That’s a small price to pay for such a ride.
The outfit was fitted with reverse gear, and this unique feature made parking a breeze in small spaces around the Bondi markets. Filling the generous
rear compartment situated behind the passenger with market goodies, we were heading to a great lunch spot: Three Blue Ducks, Bronte. Claiming a rockstar parking spot, which the Ural deserves, it attracted an inquisitive bunch. The young millennials gestured with a double take and looks of “how cool is this”, however the older sector visually appraises every inch eager to share their history with a story, surprised that the handy shovel is still a standard feature. Speaking of bells and whistles, The Ural is still agricultural enough to allow modification with other accessories such additional lights, pegs and a choice of 3 or 4 different seats depending on what look you want. I personally would swap out for longer pegs; not having an overly large foot I had difficulty fitting my foot between the peg and the protruding boxer engine.
With our adventure drawing to a close, we still had smiles from ear to ear. There is something about this bike that makes you smile. It’s a pleasure to ride, as if beckoning for you to have fun. My final thoughts? Practical, functional for today’s lifestyle and a brilliant way to share a fun experience. D
THE END OF THE WORLD
Yes, this column will conclude my tips for travelling all over the world
Harleys are rare as yet in India, partly because they cost the same as a comfortable house.
Unlike lucky Starr and his many imitators, I haven’t been everywhere, but I have been around. Here are a few tips from those journeys.
AUSTRIA
The great thing about Austria is that it probably has more wonderful motorcycle roads squeezed into such a small area than any other place in the world. That’s what you get when you own a substantial part of the Alps. Of course Austria would own even more of the Alps and have even more great motorcycle roads if its southern population hadn’t voted to become part of Italy, but there you go.
On top of that, it’s one of the countries where hotels have realized that there’s money in motorcyclists, and the alpine part of the country has many places which specialize in looking after riders with garaging, free route maps, organised runs and even workshops. As well, there are far more gravel roads that are accessible to us than there are in, say, Germany. Gravel passes are lots of fun.
Are there downsides to Austria? Well, they do have a tendency there to put tolls on all sorts of roads, especially the kinds of mountain
passes that motorcyclists love especially. The cost of living seems to be a little higher than it is in some of the surrounding countries.
EASTERN EUROPE
It isn’t really possible to sum up Eastern Europe like this. So why am I doing it? Because I don’t want this article to take over the entire magazine. There are some generalisations that
work for all of Hungary, the Czech Republic, Poland, Slovakia, Romania, Bulgaria and any other ex-communist country I’ve forgotten. People tend to be friendly and helpful, the cost of living is relatively low and accommodation is easy to find. There is a downside: theft is more common than you would expect,
Austria is more than the Alps; there are also many forested stretches with good roads.
The best beer in the world comes from Eastern Europe; the Czechs invented lager!
tour
Riding the mountains of Greece, Delphi, Acropolis, Mani region, Epidavros, Athens, Monemvasia, Diros Caves, Vikos gorge,
Experience one of the world’s classic tourist destinations to the fullest.
We start in Athens with its world-famous history, museums and ancient ruins. From there, we ride twisty roads up to mountainous Monodendri and Vikos Gorge. Along the way we visit several of the world’s greatest archeological sites - Delphi, Meteora, Olympia, Monumvasia and Epidaurus - and relax on the beaches of Kefalonia Island. We experience some superb coastal riding - through the fishing villages and olive groves of the Peloponnesus, to the quaint town of Nafpliobefore we end our Greek journey. And food? Wait to try shrimp saganaki and octopus in wine sauce on Elafonisos Island!
HigHligHts
Meteora, Kefalonia Island.
given the general bonhomie. I have regularly been allocated a hotel with a secure garage when I’ve looked for accommodation at tourist information offices in the East, and have been warned not to leave possessions lying around. I have any number of stories backing this up. Normally I trust people and this has worked even in Mexico, but in the old Eastern Bloc and to a lesser extent in the old Jugoslavia I have been more careful.
THE BALKANS
While we’re on the subject of the old Jugoslavia – Slovenia is probably the most rewarding of the states left after Tito’s hurriedly-assembled country broke up. Prosperous and filled with beautiful mountains, beautiful people and excellent beer, wine and food it only lacks a good road network to become motorcycle paradise. I believe that that’s being worked on as I write. If you want a snapshot of the glory of the Austro-Hungarian Empire, visit Bled with its lovely buildings, lake, churches and mountains.
Croatia just about matches Slovenia with its seemingly endless coastline and beautiful islands. Don’t miss Istria with its Roman ruins and cozy fishing villages. Serbia, closest to the old prewar centre of power and culture in Vienna, has a lot to offer as well and
GREECE
I’ve only seen someone do a Zorba dance once in Greece, and he was a visitor from, I think, Sweden, but the party atmosphere is not uncommon in tavernas up and down the coast. The inland is a bit more conservative. Greece is the place to party late into the night with the locals at a beachside bar and go and sleep in the vineyards next to your bike. I’ve camped several times on the beautiful beaches in Halkidiki near Salonika, one of my
Many of the roads are not only centuries but millennia
the other states (whatever they are at the moment) all offer wonderful riding on roads of varying quality. When I was last there, private rooms or ‘sobe’ were the most affordable type of accommodation.
I regret to say that I have never been to ex-Jugoslavia’s neighbor to the south, Albania, but I understand that despite poor roads and iffy security it’s a lovely place.
Eastern Europe may have been communist, but many of the churches retained their beauty.
old!
Many crags bear witness to the military history of the region with castle ruins.
Much of Eastern Europe is seriously rugged, so it’s easy to find empty and beautiful roads.
favourite places, but I’ve only ever spent one night drinking ouzo. The hangover…
Along with the coast there are the amazing landforms in places like Meteora and the reminders of Greece’s illustrious history. Don’t miss the southern peninsulas; they’re relatively free of tourist development and truly scenic wonders.
TURKEY
I love Turkey. From the mind-boggling intensity of Istanbul to the serenity of the pine woods above the Icarian Sea, from the clean majesty of the
white terraces of Pamukkale to the impossible-seeming rock settlements of Goreme and from the admonitory crusader castles of the sunny Mediterranean coast to the cold forest of the Black Sea coastline, Turkey has it all.
It also has petrol shortages, some staggeringly bad roads, and a kind of bland opportunism from some of the people in tourist jobs, but that’s balanced by the open friendliness of most of the other people you’ll encounter. If, and I hope when, you go
make sure you don’t miss Istanbul, the southern coast including the large and relatively thinly-settled peninsula that has Kas at its tip, and the rock houses, but there is so much more.
Don’t expect to be able to get Turkish coffee, though. It’s been replaced by tea because the country can’t afford to import coffee, but has its own tea plantations.
IRAN
It’s difficult to know what to write about Iran. I haven’t been there since it became an Islamic state, so I can’t really tell you much about specifics, but I’ve never let that stop me from generalizing so let’s go.
The ancient places like Bam and Isfahan are spectacular, as is the scenery along the Black Sea coast and the desert of the south. I’d give Teheran a miss; it’s just too big, crowded and polluted. Iranian traffic is, frankly, terrifying but the people are lovely and helpful. Instead of motels, most settlements have a campsite just outside town where travelers set up their carpets and other gear in the evenings, and in my experience foreigners are actively welcomed.
PAKISTAN
In theory, Pakistan can look a little forbidding with lots of regulations and a general impression of rigid control by the government. In fact it’s like any other place in Asia: official rules forbid foreigners staying in cheap hotels in Rawalpindi? It’s not hard to find someone whose brother just happens to own a hotel and who is prepared to bend the rules so you don’t have to pay the outrageous ‘foreigner only’ rates in neighboring Islamabad.
For motorcyclists, in my opinion, Pakistan is not so much a destination as a country to pass through, with some significant dangers from various insurgents. That’s not to say that there is no scenery or culture worth seeing; I loved the Zam Zam Gun in Lahore, for example. The food is good and living is cheap, so maybe I’m biased
because all I’ve ever done was pass through on my way somewhere else. I’ll leave the final decision to you!
AFGHANISTAN
Speaking of dangers… I have been to Afghanistan twice and have loved it both times, even though there was always a worry about safety. But these days, I suspect, it really is a bit too dangerous. It’s your call, once again, and if you go you will find a country of hospitable people, incredible scenery and outstanding history –even if the Taliban has blown up the Bamiyan buddhas. Roads are a mixed bag and petrol is available in places where you’d never think to look for it. I would love to go back and explore gravel roads in the centre of the country, but I can’t see myself being game enough to do it in the foreseeable future. A great shame.
INDIA & SRI LANKA
I’ve written about Sri Lanka recently in these pages so I’ll just say once again that it is a magic place with good
As the western extreme pf the Himalaya, parts of Pakistan get quite a bit of snow.
roads, excellent tea and fascinating wildlife. Go and see it. Rent a bike or go on a tour; my friend Michael Sourjah will look after you as he did me; see http://serendibmotorcycling adventures.com/.
As for India… this is a strange and wonderful place, as any country with 22 major languages written in 13 different alphabets would be. As you’d expect, it also has a variety of cultures that don’t really bear comparison. It also has the one building in the world that lives up to the hype that tourism spruikers tend to shower on whatever they’re promoting. That’s the Taj Mahal.
I have been in northern India a few times, from Calcutta (sorry, Kolkata) to the Pakistani border near Amritsar and north all the way to Srinagar, but I have not seen the south. All I can say to you if you’re contemplating taking your bike or renting one locally, is: be prepared for the utterly unexpected and travel with an open mind. Signposting, for instance, may well be in the local script and only in the local language.
Whenever I’ve been to India I have arrived at the point where all I wanted to do was get out; and yet, as I left the place behind I was always planning to go back. Mystery and magic, public horror and hidden delights… and sadly, often warm beer.
NEPAL
I don’t know how many breweries there are in Nepal, but I gather that the best beer comes from Everest Premium. The brewery was a foreign
1. If you park your bike in India, you may find you have a selfappointed guardian.
2. Many Indian roads are in good shape these days, but don’t count on it.
Sabah has oil, so it also has enough money for a superb road network.
aid donation from Germany, as I understand it, and you can tell. Ah, where was I?
Roads in Nepal vary widely in quality. A local advised me that any road built by the Chinese would be good, whereas an Indian-built road would be poor. I’m not sure about that because the roads are rarely signposted with the builder’s identity, but there are certainly both good and bad roads in Nepal, and not much between. Nepal is pleasant, with the kind of eating and sleeping arrangements available that come from a strong but not overwhelming tourist presence. Help the locals out by riding around in the harvest season and threshing the grain they’ve spread on the road surface for them with your tyres!
THAILAND
Best known as the place where you rent little automatic scooters and jam them under trucks (or is that Bali?)
Thailand is actually a wonderful place to ride a bike. There is no such thing as dull scenery in the entire country, although the far north is probably the best-looking. Ah, except for the cities which are nightmares. Admittedly the roads can be kind of ordinary, but there are good ones too.
Nobody goes to Thailand for the food, because Thai restaurants in Australia are usually better than any you’ll find in the land of origin, but there are other attractions which I will not detail here. Thailand has a large Australian expat community, so you may well encounter a familiar accent.
MALAYSIA
If you’re going to Sepang for the GP, why not add a ride to the trip?
Motorcycle rental is easy in mainland Malaysia and you can get a proper bike, like a Versys 650, instead of a scooter. All in all I am not overly fond of riding here where the choice tends to be between superhighways (admittedly with a free lane for motorcycles) and poorly-maintained
back roads through largely flat country. It’s different in Sabah, on the island of Borneo, where good roads lead into and through the mountains. Even the capital, Kota Kinabalu, is fun on a bike. Visit the fish markets if you can!
VIETNAM
One of the most popular motorcycle tour destinations for Australians, Vietnam is well set up to cater for us. The cities might seem like traffic nightmares at first but they sort themselves out as you learn that no, that truck is not going to kill you. Well, not this time. The traffic might seem magically harmless but Vietnam does have one of the highest death rates for motorcyclists in the world.
I’m tempted to write that the north and north-west of Vietnam are the best areas to ride, but that wouldn’t be fair – they happen to be the only parts of the country that I’ve ridden.
Most people opt for organised tours, which are conducted mainly on automatic or semi-automatic scooters although you can get small capacity trail bikes as well. If you decide to ride on your own you will probably need permits which can be a hassle, but I’ve been told by people who have done it this way that all it takes is a few minutes in a police station. Your call. Bringing your own bike, which is legal and straightforward in all of the other countries I have listed (you may need a Carnet de Passage) is difficult if not near impossible in Vietnam. I have met a Dutch bloke on a BMW
1. Repairs in Vietnamese bike shops are often carried out by cannibalization of old scooters.
2. At the government’s ‘suggestion’, the highland people now grow corn rather than opium poppies.
GS, but even he said that it had been a nightmare getting the bike in (he had apparently found a border post from Laos which was slack) and that he was constantly hassled by police who wanted to know how he came to be on a foreign bike.
CHINA
In the usual Chinese way, riding a motorcycle here is a matter of much speculation and supposition. One way is to organise what amounts to a parade permit, which is what the Hong Kong Harley-Davidson dealer does once a year. You get a permit for a predetermined route along with a police escort which closes
1. Night markets are a brilliant way of eating out in China. For one thing, you can see the ingredients.
2. Taxi, sir? Beijing’s taxi fleet ranges from one-seaters to huge buses.
New Zealand’s only BMW Motorrad approved Travel Partner
Guided and self-guided tours and rentals RIDE WITH THE BEST.
intersections for you. This costs a staggering amount of money even for Harley owners and is too organised and therefore pretty dull, in my opinion.
An alternative is to take an organised motorcycle tour, which I’ve done. These can be a lot of fun, especially if you enjoy teasing your guides. Seriously, tours will take you to many of the places you would want to go anyway, and they simplify the sometimes diffi cult daily tasks like fi nding your accommodation. Keep in mind that you will need a Chinese motorcycle license – there will be a test!
It is possible to take your own bike into China. Although your route will be fairly restricted and you will be watched. It would be fun, though… pity I’ve only ever managed to go on organised tours. Keep in mind that you only need to go a very short way off the beaten path to fi nd that nobody speaks English and people may be more interested in observing this amazing apparition – a foreigner – than in helping you out. Not because they’re rude, just because you’re so weird.
JAPAN
No problem bringing your own bike or renting in Japan, and there are also organised tours. The road network is terrific, although there are some restrictions on freeways and tollways, especially with pillions. Check locally before you decide on a route!
Signposting is generally in both Japanese and English and in the cities you will find a reasonable
number of people who speak Gaijin, but don’t count on it out in the countryside. Food and beer are excellent and affordable, especially if you buy the makings for your meals in supermarkets. There are many hostels throughout Japan, some of them just wonderful. There are even motorcycle hostels which you should be able to find on the web.
Riding in Japan is on my bucket
list but I haven’t done it yet, so there may be better sources of information about the place – but I’d say if you have the chance, don’t miss it! D
1. It may have started life as a standard commuter, but now it’s a thing of beauty.
2. Nothing stands in the way of the customizing bug in Japan!
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
YEP, I’VE DONE IT again…got myself another full restoration to do. This time it’s a 1976 Kawasaki Z900 A4 in Diamond Green.
My friend Nigel had one too many sherbets one Saturday afternoon and was bidding on a number of bikes, winning the Z900 A4 (Caption: “My Bike”) and then deciding he didn’t want to do another full restoration, offering it to me instead.
Long story short, I didn’t want to do another full resto, I wanted to buy a two-stroke and pollute the streets with wonderful two-stroke fumes. Nigel said, “Mate, go home and think about it. Think about the fun you’ll have and the money you could possibly make!”
So, I did go home and think about it, talked about it with the Minster of Finances and decided, yep, I’ll take it. The bike is a ‘matching numbers’ Japanese built bike.
A BIT OF HISTORY
Kawasaki started production of parts for the Z900 A4 in mid-1975 ready for the 1976 model year. The ‘4’ of the A4 signified the fourth production year of the 903cc series.
Kawasaki was the first Japanese motorcycle manufacturer to set up a manufacturing plant in the USA and it split the production run of the Z900 A4 between Japan and the USA. Frame numbers were different - Z1F-85701 through Z1F-138846 for bikes
Z1F-500001 through Z1F-510340 for bikes assembled in the USA. This plant was in Lincoln, Nebraska and the first Kawasaki to be assembled there was the KZ400 twin.
Kawasaki exported parts from Japan to the USA and the assembly of the American model Z900 A4 started at the Lincoln plant in June 1975.
The 1976 model Kawasaki Z900 A4 for the UK and European market was first produced in October 1975. The Z900 A4 and KZ900 A4 were badged as Z900 and KZ900 respectively
– virtually the same bike except the sidecover badges.
With the introduction of the Z900, although the basic shape remained the same as the Z1 models, there were several styling changes along with some important mechanical improvements.
The engine of the Z900 was produced in a bare aluminium finish as with the Z1A and Z1B, however redesigned and smaller 26mm Mikuni carburettors were
1. Different pattern seat on the A4
2. Let the good times roll!
used in an effort to improve mid-range rideability. This did reduce the maximum power to 81hp and the top speed slightly in comparison to the earlier Z1 models.
The electrical system was redesigned and now featured a three way fuse system. The turn signal indicators featured an audible tone, however many owners thought this to be an embarrassment and disconnected it. There was a Hazard Warning Lights feature with the switch fitted to the handlebar below the tachometer.
The frame was now manufactured using thicker walled tubing to reduce flexing in order to improve handling.
The front forks were also redesigned. The reflectors previously fitted to the front fork legs of US variants of the Z1 were now relocated to each side of the frame just below the front of the fuel tank.
The single disc brake on the left hand side with newly designed caliper could be replaced by twin disc brakes as an optional extra, which most owners opted for.
The front wheel hub was redesigned and was no longer painted black. The rear drum brake remained on all models.
The new larger fuel tank featured a locking fuel cap.
The Z900 was produced in two completely new colour schemes: Diamond Dark Green and Diamond Brown.
The Diamond Dark Green version had gold and light green pinstripes on both sides and the top of the fuel tank. The Diamond Brown version had gold and red pinstripes.
Although much thinner than the stripes on the original Z1, the pinstripes on the Z900 tailpiece
followed a similar pattern to the Z1’s in that they ran along the bottom edge of each side of the tailpiece and then curved up and over the top at the rear to meet in the middle.
The tailpiece itself was now a
different shape at the rear as it housed a “squared off” tail light.
The tail light on US models featured a reflector on each side. The reflectors that had previously been featured on the outsides of the rear shock absorbers on all US variants of the Z1 were therefore no longer required.
The passenger grab rail on US models was similar to the ones fitted to earlier Z1 models and the rear turn signals were fitted to the frame, but the UK model had brackets welded to the grab rail to which the indicators were fitted.
The shape of the side panels had now altered to accommodate a larger airbox.
The design of the side panel badges was also changed. The ‘Double Overhead Camshaft’ legend was no longer present. The badge merely stated Z900 or KZ900 in the USA. Each letter and number of the badge was in white with a chrome surround and set on a black backplate, the letters being slightly smaller than the numbers.
The instruments of the Z900 were redesigned with a more modern look to the console between the speedometer and the tachometer. The Stop Lamp feature was relocated from the tachometer to the centre console which featured warning lights from top to bottom for Neutral, High Beam, Oil
and Stop Lamp. Left and right turn signal lamps were positioned either side of the ignition key.
As with the Z1B, the speedometer was calibrated to 240km/h in 20km/h increments.
The Z900 / KZ900 tachometer was calibrated to 12,000rpm with the redline starting at 9000rpm.
As you can imagine, many of the parts unique to this model, including a new pattern on the seat, are a little harder to come by than the plethora of parts available for the earlier Z1 model via reproduction parts – something I’ve already had the ‘joy’ of finding out! Why do I do this to myself!?
I will be doing a complete concourse restoration on the Z900 A4, which you can enjoy within these pages over the coming months. I’m expecting most of it to flow pretty smoothly and with the help of the boys at D Moto Motorcycle Engineering this beauty will be purring like a kitten once it’s done.
As I type this I haven’t yet received the bike, but have spent thousands of folding stuff on hard to find parts. One such example is the airbox which I’ll get to next month. Until then, enjoy some of the pics I’ve found of what the Z900 A4 in Diamond Green should (and will!) look like. D
Specs
1976 KawasaKi Z900 a4
ENGINE: Air-cooled inline four cylinder, 4-stroke, DOHC, 2 valves per cylinder
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.
LittLe Bikes…
Big fun! WORDS/ph O t OS Rick
It all started with the purchase of two second-hand BMW G 310 GS bikes.
After a shakedown run on some dirt we decided to take them on a bit of a lap around the Northern Rivers using as many dirt roads and back roads as possible.
It was to be a four day trip starting and finishing at Alstonville, which all went pear shaped on the last day when we had to backtrack over most of the route due to road closures because of bush fires at Tabulam.
We fitted both bikes with the fairly road-orientated tyres which come as standard fitment from new; we found these to be an excellent choice on all but the steep descent down the Rocky River road.
Fuel tanks filled and bags packed we
Edwa R ds
left Alstonville and were soon thundering along the dirt which was quite high quality on the way to Whiporie - but do be careful of wildlife.
After a great day’s ride which culminated in a trip down the Clarence Way to Companhurst followed by a sensational lunch and a couple of refreshments we lobbed at our digs near Grafton.
Upon refuelling the bikes, we discovered that they hadn’t used any petrol, or to be precise used bugger all (3.3 litres/100km). This equated to a usable range of 300km, quite adequate range for this type of touring.
Day two saw us blasting along the Old Grafton Road to our digs at Glen Innes.
We both agreed that these little
jiggers are ideally suited to this kind of travel, however you need to learn to keep the revs up on them and to use the gears which is just a heap of fun.
Day three included a blast out the asphalt to Emmaville dodging deer and kangaroos followed by some wonderful dirt roads north to the Bruxner Hwy north west of Tenterfield, then followed by a detour along Pyes River Road ending at our accommodation in Tenterfield.
Day four kicked off with a great breakfast at the Corner Café followed by a headlong descent (which seems to go forever) down the Rocky River road.
Even though this road was in great nick the road orientated tyres and the lack of experienced riders caused this section to not be as enjoyable as
we had hoped.
As we approached Tabulam the smoke was getting thicker and it wasn’t long before we were turned around as the road was once again closed.
This necessitated in us back tracking to Glen Innes for the night and home down the bitumen the next day.
The BMW 310 GS is cheap and cheerful fun and provided you are realistic about what you are getting for your money we would defy anyone not to have a ball on these little jiggers.
To sum up, for six thousand dollars each these little bikes are as much fun as you can have with your trousers on. D
DRAW BACK THE SANDSTONE CURTAIN
F ar tOO Many PeOPle treat Lithgow as just somewhere to pass through, or at best refuel on their way to somewhere else. They’re missing a place that not only has a
Just head west along Bells Line of Road from Sydney
WORDS/ph O t OS THE BEAR
remarkable history but also has a lot going for it today.
The town sits in a beautiful valley, and although it bears some of the scars of its rich industrial history to this day, much of that industrial
heritage has been turned to advantage. Take the Tin Shed, which now houses a terrific coffee shop which could not be more motorcycle friendly. They’ll even open a special parking area if a group of riders
rolls up so your bike will be well looked after.
Lithgow has much to recommend it to riders and other travelers alike.
At Maiyingu Marragu Rock Art gallery, a natural stone site off the Wolgan Valley Road, you can see Aboriginal stencil art dating from the original inhabitants, the Wiradjuri people.
With the arrival of Europeans, Lithgow developed a more prosaic use. Coal was being extracted here as long ago as the 1840s, and Lithgow was warming the colony of New South Wales even before the railway across the mountains was finished in 1869. The town boomed and saw a period of rapid industrialization in the 1870s and ‘80s. The availability of coal led to the establishment of Australia’s first commercially viable steel mill, and
the ruins of the mill have been revitalized as an event venue (see box). As it is, you can wander around Blast Furnace Park at any time. It makes a good photo backdrop, too.
Further towards the hills surrounding Lithgow from Blast Furnace Park is State Mine Heritage Park with fascinating and up-todate displays in the old bathhouse. You can also take a look at the restoration shed, where locomotives and rolling stock are being returned to their former glory. Inch Avenue, meanwhile, holds 30 sculptures tracing the milestones of Lithgow’s development.
Possibly the most fascinating place is the Lithgow Small Arms Factory, which holds the largest collection of small arms in Australia. Built in 1912 to take advantage of the steel
available in Lithgow, the factory equipped the Australian and other Armies with weapons for nearly a century. It was not all about warfare; the factory also made sewing machines, Mixmaster parts and even golf clubs. It’s open Tuesday to Thursday from 9.30am to 2pm and on public and school holidays from 10am to 4pm. There are major plans for expanding the museum; it will be even more outstanding once it’s done.
If you’re interested in some history that’s a little less martial, take a look at Eskbank House Museum on the corner of Bennett and Inch Streets. It’s open Wednesday to Sunday from 10am to 4pm. Built in 1842, it’s a fine example of early Georgian
Blast Furnace Park lights up for LithGlow in May. (Photo Lithgow Tourism)
Check it out for yourself
Want to see for yourself just what Lithgow can do? Well, LithGlow 2019 will be held on Saturday 11 May, coinciding with the 2019 Australian Heritage Festival and the 112th anniversary of the opening of the Blast Furnace. LithGlow will return to the Blast Furnace Park with a spectacular light show, the Aussie Night Markets food trucks, roving entertainment and numerous musical performances.
In addition, the Foundations at Portland will be hosting a Fire and Ice dinner show on Friday 10 May 2019, which sounds pretty cool as well.
Through this unique event, you will have the opportunity to experience Lithgow’s night market dining, its amazing industrial history and enjoy walking through the fiery heart of the once powerful Blast Furnace.
Lithgow has a remarkable history of innovation and industry dating back to the late nineteenth century and you will be able to explore the many museums and industrial tourism attractions over the weekend.
Victorian styles and holds historical items including the famous Lithgow pottery.
A motorcyclist’s guide to the area is available from the Visitor Information Centre at the Big Miners’ Lamp on the Great Western Highway west of the city. For more information on your computer screen, take a look at https:// nswvisitorguide.com.au/lithgowhistory/ . Oh, and here’s a very up-to-date recommendation for Lithgow: if you’re from northern NSW or from Queensland and on your way to Phillip Island for the GP or the World Supers, Lithgow makes an excellent overnight stop. You know you’ll be welcome. D
CATCH ME IF YOU CAN
Macna Catch gloves - $69.95
MY CURRENT EVERY
day short cuff riding gloves that I wear for ¾ of the year had finally given out after 18 months of use. The fine folk at Macna came to the party with the ‘Catch’ gloves – a summer mesh (along the top of the hand) styled glove made mostly from soft goat leather covering the areas of the palm, most of the fingers, sides, knuckle and wrist. Impact protection comes via a padded piece at the base of the palm, side of the hand, knuckle and tops of fingers. The inside of the gloves is partly lined in “Bemberg” which is similar to a silk type of material, the rest of the inside is unlined and for the first few times wearing the Catch I had a little bit of black dye on my hands. This went away after the first few wears, which is fine. Macna state the Catch gloves have an “ergo thumb” but I can’t see how the thumb on these gloves is different to any others.
Comfort is the big feature of the Catch. The mega soft goat leather moulds to your hands after a few times wearing them and becomes (what I feel) is a personally fitted glove. An excellent Velcro wrist closure is strong and secure which finishes off this glove nicely. For a summer short cuff glove at a great price
it’s hard to walk past the Macna Catch gloves. Comfort, airflow and protection –not much more can be had in a glove like this. Sizing ranges from S-3XL with me taking my usual 2XL size. See your local bike shop or www. macnaridinggear. com.au SW
IT’S AN EVENT EVERY TIME I RIDE!
Macna Event jacket - $199.95
A forecast of 30C plus lately makes the light but protective Macna Event air jacket ideal for riding to and from everywhere. The Event (took me a week to get the E ‘vent’ reference) rates very highly for comfort and ventilation. The outer layer is a tough Durylon and Nylon mesh construction, featuring reflective strips and with my favourite orange highlights looks the biz. There is very good protection built in with the Safe-Tech CE approved shoulder and elbow armour. Available in sizing from Men’s sizes S-3XL and two other colour options of black/ grey and black/fluro. This must be my fifth air-jacket (five different brands) in the last ten years and the quality French Macna brand is the best. See your local bike shop or https:// macnaridinggear.com.au/ RLM
THE GO TO PACK Kriega US-20 - $179
The Kriega US-20 Tail Pack started life on our long-term Benelli TRK502X and is now my go-to bag which has fitted up easily to every motorcycle I’ve had in my possession in the last two months using the four neat adjustable straps which attach to rack or pillion handles. Like all Kriega gear it will outsee the combustion engine and because of the roll-up waterproof seal it even doubles as a travel bag for my laptop. The 20 litre capacity answers the call for all the electronic leads, plugs and batteries I need to organise and the top zipped pocket is fabulous for keys, mobile,
gloves and notepad. I guess the best feature is the adaptability of the US-20. You can attach other Kriega bags via the neat loops and extra straps. The ‘20’ works for most occasions and suits smaller or slim bikes and if you’re after 50% more carrying capacity I would opt for the US-30 ($205). The US-20 would just about save using a backpack, with Kriega being one of the best systems on the market. To purchase visitwww.kriega.com.au RLM
I’M AS COLD AS ICE… Inuteq vented cool vest - $198
I only scored the Inuteq water-cooled vest four weeks ago (as you read this) and wondered if the litre or so of water would double up as a survival bladder or should I just go for a spin in the 38C afternoon sun. Two hours later, my biggest regret is not finding the best solution to the summer before this. Even if the weather is cooling down for you now, go and buy one so you can overcome the next bout of hot sunny days when you can pull out the best thing in motorcycling without wondering how to deal with heat again.
Ralph can be a messy bugger! Or was it we threw water on him while taking the pic? LOL!
Heat is dispensed by hot air passing through the vent holes and vaporising water while the inner layer extracts heat from your body. The process is ‘dry’ which means your clothing doesn’t get wet while the material which presses against your body has an additional cooling effect. How amazing is this? As a guess, my upper (where all the main organs are) body feels 15C cooler than the air temperature. It feels like you have an air-condition unit strapped to your upper body. I’m now a convert and I cannot think of a better way to ride in temps over 30C. Just don’t ride with the vest, like I did, when a cool change came racing through and the thermometer
dropped to below 23C. I was frozen! Three colours are available: fluoro yellow, bright blue and silver grey. Sizes: from XS to 3XL. Until a network is set up contact is https://www.facebook.com/ CoolpANZ/ RLM
FACE THE ROAD
Shoei J-Cruise Corso TC10, $799
Open face helmets are dangerous. They’re only for cruisers. Or for scooters. They are… for a lot of uses, they are my preference. I don’t see that they’re inherently dangerous, and if you want (albeit anecdotal) evidence I can supply that: I’ve crashed a couple of times wearing open face helmets, and have never sustained any facial injury. Meanwhile, I like the directness they give my riding on all sorts of different bikes. Sometimes they’re lighter than full face helmets, too, but some of those are extremely light these days. I just like open faces. And open face helmets, too. I am not trying to convert you to using them; what you wear on your head is your own business. But if you are like me, I am happy to report to you that the J-Cruise Corso TC10 is the best open face helmet I’ve ever worn. Let’s take the features that make it different, first. The CJ-2 shield, which is surprisingly thick and strong and very clear, has an integrated air dam at the base which stops a lot of turbulence inside the visor. It also filters out 99% of UV rays, according to Shoei. There is a discreet spoiler at the back
of the shell which appears to work extremely well and the EPS liner is made up of several pieces so that various densities of foam could be incorporated. The Corso also has all the other features you expect from a modern helmet, especially one at this cost. It has an internal sun shield which is easy to operate with a slide on the left-hand side of the shell. The locking mechanism for the visor is simple but very handy and works a treat. If I have any criticism of the helmet at all it is that the visor lacks a detent before it closes completely. But maybe nobody else wants to ride around with their visor half up on an open face helmet. It seals perfectly. Ventilation works a treat, especially with the visor closed. The inward vent shutter is large and easy to use even with thick gloves, and the two exhaust vents are nearly as convenient. The visor is Pinlock-ready. What’s it like on the road? For a start it feels light and unobtrusive, and it doesn’t have any tendency to lift. That makes it easy on the neck – I did about 250km with it at a single stretch and my neck was fine. The helmet is fairly quiet, although the actual noise level depends on the bike you’re riding. For me it was quietest on my Ducati Scrambler with its Dart flyscreen. But no matter what I was on, it was never loud. Shoei has done a good job on the aerodynamics. Quality is outstanding, as you would expect from Shoei. Everything fits together beautifully and the matt finish on my helmet looks and feels really good. There are times when I still wear a full face helmet, but they’re fewer now that I have a J-Cruise Corso TC10. See your local bike shop or www.mcleodaccessories.com.au PT D
Canada – More than Moose
WORDS/ph O t OS Bruce Thompson
At the eNd OF the
first day after leaving Vancouver
I emailed a friend and wrote that I had… “just ridden the best road I’ve ever been on”… I lied.
The best road I’ve ever been on came on the second day of my trip. I was visiting my sister and her husband in Vancouver. They had persuaded a friend to lend me his bike for a few days so I could have a ride around parts of the south west of British Columbia. After some discussion a route was decided and early on a delightfully clear and warm Sunday morning I left on the 2003
Yamaha V Star 1100, aiming for Hope, approximately an hour’s ride west along the Trans Canada Highway. (They still spell correctly in Canada!)
The road was a typical six lane freeway with a 100km/h speed limit. I found on this road, and all the others that I travelled, that speed limits were clearly just a suggestion. Almost all vehicles, including trucks, SUVs towing a boat or caravan, and motor cycles moved between 120km/h and 125km/h. The drivers were good and considerate and the roads were excellent. In fact, over the 1800km I was to travel during the next few days the roads were exceptionally
smooth and well maintained. I did see a couple of police cars that had pulled motorists over, but that didn’t alter the behavior of the drivers. It was the way it should be – quick, smooth, skillful and lacking the aggression so commonly seen on the roads here. I only saw two signs of burnouts on the whole trip as the only exception, and I’ll mention that later. I reached Hope and then as per plan turned north, heading up the Fraser River road for Cache Creek via Lytton, 100km with practically no straight stretches except when going through the road tunnels. The road surface was smooth stone chip, no potholes and
Fraser River salmon bypass tunnels
hundreds of corners. There were regular passing lanes, some of them up to 5km long and never less than a kilometre, so being held up by slow traffic wasn’t an issue.
The river below was deep, wild and cold as well as being a major spawning route for sockeye salmon. It was truly spectacular and an excellent ride. The Yamaha handled well and was powerful enough to overtake with ease when required. The speed through the gorge was regulated at 90km/h but most 2
1. Fraser River Hope to Cache Creek
2. The route
vehicles were travelling in the 110 –115 range. I did take a second look when riding at 115 in a 90km/h uphill section as I was passed by an SUV towing a 20 foot plus boat. And I mean passed, not just gradually crept by!
As it was a Sunday there were large numbers of bikes on the road, about 85% being cruisers with Harleys appearing to dominate. Vancouver and surrounds, I’m told, have only 4-5 months a year of blue skies. The
remainder of the year is primarily overcast and gray with considerable rain, so riders were taking advantage of the current perfect weather. The mornings were cool but the afternoon temperature reached 41 degrees although there was a lack of humidity and the weather wasn’t uncomfortable. Halfway through the gorge I stopped at Hell’s Gate where the river narrows and tremendous volumes of water are squeezed through a gap between the two sides of the canyon. A ride down a cable way was excellent, landing on the western side of the gorge and having a look at the waterways that have been constructed to assist the salmon with their spawning run up stream. It is truly spectacular!
The gorge is also intriguing in that there are two railway lines running through it – one on each side, and owned by two different companies. The trains are frequent and very long – up to 2km. It was while blasting for one of these lines that a rock slide occurred, partially blocking the Fraser River and necessitating the construction of the salmon bypass tunnels.
I rode on through Lytton to Cache Creek, pop around 1000, 354km to the NE of Vancouver. The Cache Creek name was derived from the exploits of the Hudson’s Bay Company and its rival, the North West Company, who used to conceal goods and supplies there during the early days of exploration in the North West of the country.
From Cache Creek riders can either go north to the NW Territories, east to Kamloops or west down the Duffy River Road to Lillooet and Whistler, the site of the 2010 Winter Olympics.
FOR A COMPLETE RANGE OF TINTED & LARGER SCREENS
The following day I was heading west, but first I took a 50km trip north to Clinton for no other reason than to check out the name. I didn’t regret it as it once again was a superb road with minimal traffic and I turned around to head back to the Whistler road that turned off about 12km north of Cache Creek. A side trip on the way back that took me to Lake Loon was also well worth it – about 20km of narrow sealed winding country road leading to a lake of remarkable beauty with about 50 fishing lodges on one bank.
I stopped for the night in Lillooet, a former base for gold miners and one of the oldest centres of population in Canada with indigenous people having lived there for thousands of years.
The previous day I had taken the right fork in the road at Lytton to get to Cache Creek. I had been told that the left fork from Lytton to Lillooet was well worth riding and as it was only 65km I resolved to ride to Lytton and return from Lillooet. This was the most spectacular and best ride of all 130km of twists and turns on a near new hot mix surface and only half a dozen vehicles seen over the whole distance. I’m pleased I rode the return trip as I didn’t see much scenery on the way down but I had more appreciation on the way back.
The Yamaha was running perfectly, averaging around 16km per litre. Although the tank was a relatively small 16.8L and had a theoretical range of 270km - I was refueling at 200km intervals. It ran on standard (87 octane) fuel with prices being very similar to Australia. The first time I refueled I was left standing at the pump wondering why it wasn’t working. I went inside to check and found out that all fuel has to be prepaid if you’re paying by either cash or credit card. Government regulations used Workplace Health and Safety to introduce these conditions 10 years ago. All pumps have a credit card facility, which the majority of people appear to use. This certainly eliminates the ability of the few to drive off with fuel unpaid.
After an early breakfast the next day I left Lillooet on the Duffy River road
heading to Whistler and Vancouver Island. If I had stopped at every photo opportunity I’d still be there taking photos. There were lakes, snow covered mountains, rocky streams and once again, a road full of twists and turns and a superb surface with minimal traffic. Truly magnificent. I was stopped halfway along a canyon taking photos when I heard a V8 coming down the valley. A late model Mustang with an aftermarket exhaust and not being driven by a retired dentist came past considerably faster than the posted 90km/h limit. The car was being driven the way it should be driven and looked and sounded spectacular.
A stop at Whistler for a coffee break left me unimpressed. Despite being out of season it’s a tourist magnet –imagine a version of Byron Bay in the mountains and you would be close. The traffic had become more intense as I headed down to Vancouver and the ferry to Vancouver Island. I’d been told that accommodation on the island would be hard to get because of the holiday period but I rode up the coast a little from the ferry terminus at Nanaimo and found accommodation at Parksville. I hadn’t booked a room at any of the overnight stops but had no problem finding a good air-conditioned room for under $100. As breakfast was invariably included in the tariff the cost was quite reasonable.
I spent a full day on the island, riding across to Tofino, another tourist destination, on the west coast. The roads were again spectacular, although
with heavier traffic and an absence of passing lanes. It was well worth the visit but didn’t compare with the canyons and rivers of the mainland. Finally, back to the mainland to return the Yamaha to its owner. It had performed particularly well, being comfortable and economical with more performance than the Harley that I have at home. A good bike.
I mentioned the lack of burnout rubber on the roads, except for one particular area. There is an annual classic car run at Sechelt, a ferry ride and 40km drive north of Vancouver. This year there were about 600 cars participating including my brother-inlaw’s immaculate 1970 Pontiac Parisienne convertible. Spectators line the route with picnics, alcohol etc. One group displayed a large sign “boobs for burnouts”. There was a considerable amount of rubber left on the road!
A great way to finish my Canadian tour and even if you miss the car run, a highly recommended part of the world to visit and ride. D
Loon Lake between Cache Creek and Clinton
BENELLI TRK502X RUN TO PARADISE
TRAVEL IS WHAT THE Benelli TRK502X is all about and we rode it to paradise this month. Well, okay we rode it to a location that had lots of palm trees and the smell of sea mist, either way getting out onto some dirt roads is where the TRK502X loves to be ridden and for the price it does everything you’d expect from it. As we did with the Leoncino, we’ve been giving the TRK502X a good workout and it has so far performed fl awlessly. One thing many onlookers have commented on is the physical size of the TRK502X. It is pretty much the size of a large capacity adventure bike. This could be interesting for those with short legs as the seat is wide and relatively tall and in the scheme of things it doesn’t seem to affect the overall performance. Where shall we go next on the TRK502X? SW
LONGTERMERS
SUZUKI GSX1100S KATANA SOLD!
Well, that didn’t take long, one lucky fellow in Brisbane has bought my Katana and absolutely loves it. He has been calling me constantly to tell me how nice it is, which is just what you want to see/hear with someone buying a bike – you want them to be ecstatic about their purchase! Well done, may you have many years of delightful riding on the big Kat! SW
DUCATI SCRAMBLER 1100 NEW KID ON THE BLOCK
We loved the Scrambler 1100 so much we asked for one as a long termer to explore it more by living with it day-today. Ducati came to the party and gave us the bike we had during the xmas break. This particular bike already has accessory Termignoni slip-ons but we’re going to explore some of the rest of the Ducati accessory range to see how we can change up the look of the bike. Should be great! SW D
ClassiC ViCtory
Picko looks back at what it takes to win a Classic tt in the modern era words Chris PiCkett PHoTos ryan Crawley, steve
BaBB, John Baker and Chris PiCkett
I wrote this piece a couple of years ago when the 2016 Classic TT had just ended. To read it again now brings back lots of memories, great and not so great, the emotion of it all and the effort required to simply get yourself and bike on the grid to the other side of the planet.
This race was the culmination of five years of graft, preparation, expense and ‘living’ the Isle of Man and the TT course. To see my son Alex win his class and see him on the podium with Michael Dunlop, Dean Harrison and James Hillier, three TT professionals with well over 20 TT victories between them, is something even now I find hard to fathom. It’s almost surreal. To see him retire from that part of the sport immediately after the win is something I understand totally but never truly accepted, I guess. It’s been a family thing since he was 13, and he is still racing classic bikes here in Australia, even though he’s now 25 and married with a new baby.
He made the choice to stop racing the TT. Losing three close friends to the circuit in two years and having more than a few close calls, including a chopper ride from the top of the mountain and a ‘destroyed’ BMW S 1000 RR Superbike lying in a paddock, it was probably an easy one for him in the end. He’d actually made up his mind before that last race but had already agreed to ride for the team. He told me on the last lap of the 2016 Classic TT he went through Ballagarey Corner – the same one Guy Martin famously set on fire with his CBR 1000 RR in 2010, often called ‘Ballascary’ – with the throttle pinned in top gear, the bike near out of control, and his heart just about to jump out of his body. He wanted that win so much he was ready to risk almost everything.
I hope I’ve captured in some way what it’s like to experience, and I’ve even thrown in some advice on how to do it for yourself, either watching from the hedges or behind the ’bars of a race bike. For classic bike lovers this is truly the greatest show in the world and not just about the race bikes either. There are thousands of classics on the island during the Classic TT/Manx GP fortnight. It is worth the trip. CP
The Isle of Man Is seen as the toughest challenge for road racers. The riders have that thousand yard stare before a race. You can see that same stare from the rider’s
supporters, be it team, family or friends. They all know what’s at stake, what the consequences can be if the rider gets it wrong. Then there’s the spectre of machinery, the thing out of the rider’s control. Many riders have been killed on the Isle of Man when a part has failed. It’s often put down to rider error, but in the aftermath of a crash, with motorcycle bits strewn about the road, who can tell for sure? It’s the ‘elephant in the room’, often thought about but rarely spoken of. Modern motorcycles can usually stand the strain but what about the classic bikes? The Classic TT has become almost as big as the TT in May/June. It attracts all the big name riders, the professionals, but it’s held as part of the Manx Grand Prix festival, in August/September. Once you’re a TT rider you can normally not go back and do the Manx GP, as it’s for amateur racers. But TT riders can take part in the classic part of the festival, one of the reasons why the event has become so popular. Classic racing enthusiasts can see the best real road racers in the world racing classics at unbelievable speeds. It is a great spectacle.
MOdERN CLASSiCS
The speed at which these ‘classics’ are being raced, unheard of even five years ago, has led to an interesting set of rules. The main bike and rider combination to beat at the moment is Michael Dunlop (MD), of that famous racing dynasty. MD was entered on a Suzuki XR69 replica. I use the word replica in a loose fashion because it’s fitted with a Suzuki Bandit 1200 air/ oil-cooled engine, built some 20 years after the XR69 was first raced to victory around the IOM by Graeme Crosby. Back then it had a two-valve GS1000 engine, boasting around 50 horsepower less than MD’s steed. First night of practice had beautiful conditions, MD set a lap time of 122mph. Who was going to challenge that? Those challengers would try their best: Dean Harrison, James Hillier, Jamie Coward, Horst Saiger and William Dunlop (RIP) had a crack on Kawasaki ZXR750s, as did Connor
Getting there
A trip like this, either for the TT or the Classic TT/Manx GP should be ideally planned at least 12 months in advance. My wife and I had already been to the TT in May/June 2016 when Alex raced his own Kawasaki ZX-6R, and due to the cost of two European trips in one year we were going to sit out the Classic TT. Alex was already living in the UK then and had people around him to help but around four weeks out we decided one of us should be there. Flights can be booked anytime really, but it’s getting a hire car and accommodation at such short notice that’s the issue. I was lucky to get a hire car, and I already had free accommodation with friends so all good there. You can’t fly from Heathrow to the IOM, so I used to go to either Manchester or Dublin and take a Flybe flight to IOM from there. From Heathrow you need to get yourself a couple of hours drive away to either Gatwick or London City airports for the trip across the small ditch. It’s easy to book flights and accommodation yourself but there are guided tours from Australia. Check out TTS Tours for example, where tours start from $4000 including flights. www.ttstours.com.au. Get Routed will send your bike for you, and Dave Milligan always has accommodation sorted for his customers. This is more expensive of course, and needs to be booked quite a way in advance because IOM ferries get booked out quickly for the TT and Classic TT. See www.getrouted.com.au.
Race it!
Racing there is way more involved, as you would expect.
You now need to be under 40 years of age if you are a ‘Newcomer’.You need to race six times in the previous 12 months to get a Mountain Course Licence and get an FIM International Licence plus expensive insurance. Then there’s shipping your bike to the UK (you can’t ship directly to the IOM), getting a van and making the ferry crossing. Doing it on the cheap would mean buying a worn out UK based van, getting your bike and spares shipped to the UK, staying in the TT paddock and living out of your van. Tyres and racing consumables can be bought in the TT paddock.
The first time Alex and I both raced there in 2013, me in the Classic TT and Alex in the Manx GP on a modern 848 Ducati, we shipped our bikes over in a container with 12 other Australian bikes. The IOM government paid for shipping (around $12,000) but even after that we spent something like $23,000, which did include five air tickets but didn’t include the bikes themselves.
Other options include ‘buying’ a ride but you have to be a bit connected to sort this. If you are serious about racing at the Classic TT and need more info you can contact me via Australian Motorcyclist’s editor, Stuart.
Cummins on a Padgetts Yamaha OW01 and Michael Rutter on a Harris Yamaha fitted with an XJR1300 engine. But they were always playing catch up to Mickey D. They tried though, with Harrison especially setting times right up there, with it almost turning into a pissing contest between him and MD. I thought it odd that William Dunlop and Connor Cummins were ‘off the pace’
somewhat, with lap times back towards the leading privateers like our man Alex. I would come to realise why after the Classic Superbike race.
To understand the rules takes some reading, but essentially you can ride a machine like MD’s XR69 with a later model engine up to 1300cc because it does not have liquid cooling. Want to use a liquid-cooled bike then you’ll be limited to 750cc and a ceiling of 1992. Then you have the rider classes. Professional riders, the ones actually being paid to ride these classics, are in the GP class, while the rest, the privateers, are designated ‘P’. Our man Alex Pickett was in the P2 class, battling it out against the GP2 riders. Michael Rutter was a GP1 rider, due to his engine being air-cooled only; in fact he was the only rider in that class. Confused? So am I.
Back in the privateer ranks, Alex was setting the fastest times, with a host of other Kawasaki ZXR750s and Honda RC30s snapping at his heels. This went on day after day, with mostly good conditions allowing plenty of track time.
Alex was riding for TC Racing, the same team he debuted with at the 2014 TT. Besides Alex the team had three other riders, but they were on modern machinery in the Manx GP part of the meeting. Testing before the event had shown Alex was comfortable with the bike, and although he normally races modern bikes at the TT, he prefers racing the classics, he’s done plenty of that back in Australia. “They are more interesting,” Alex said. “And the camaraderie in the paddock is better too.”
Alex chose to sit out a session, and only really do the laps that were necessary to qualify, saying “I think some of these guys will blow their bikes up before the race, there’s no need to wear the engine out in practice and then not make the race.” There was one Suzuki XR69, running an early ’80s four valve air-cooled engine, which apparently blew up three engines in practice week. That bike never made the race. That’s why the rules allow the use of these late model Bandit or GSX-R1100 engines: the
earlier engines would never stand the pace these pro riders are subjecting them to. Then there’s the danger aspect, the reliability issue I mentioned earlier. I get why the engine rules have been adapted to suit the modern riders, although some fellow competitors, and spectators, don’t. You could argue the rules should reflect the era the bikes are based on, and the riders adjust their speed accordingly, but remember that pissing contest I talked about?
Only two days before the race, the team had Alex’s engine out. There was a noise there, that could have sounded like the rattle flatslide carburettors have, or not… No chances were to be taken, and to be sure it was up on the bench for a look see. The likely culprit was a dodgy cam chain tensioner so it was replaced with a good used unit, and fingers crossed. No time to source a brand new tensioner.
The other races in the classic program, the 500cc Senior, the 350cc Junior and the 250cc Lightweight all had pro racers in the ranks, on bikes like an MV Augusta 500 triple and a Paton 500cc twin. Around $350,000 will buy you one of those. Yes, $350,000. There are races within races in these classes, with riders the calibre of Cameron Donald vying for ‘Best Single’ since he cannot compete on the same footing as the more expensive machinery. Expensive doesn’t adequately describe the costs here. In the Senior race on Saturday, Alex’s close friend Dominic Herbertson had taken a Honda 500/4 to victory in the Privateer’s class, finishing 6th outright against the pro riders. He couldn’t stop grinning, doused himself in champagne on the podium, and got royally pissed that night. I could see in Alex’s eyes as we looked on that was where he wanted to be.
Race day
In the Classic Superbike, the race I’m concentrating on here, the top 10 bikes were a who’s who of modern TT racing. Even Bruce Anstey was there on the Padgetts Yamaha YZR500 V4 two-stroke, the bike on which he set something like a 126mph lap last year.
He’d had issues all practice week and had barely been able to get enough qualifying laps in.
Our man Alex had a start number of 41, but there seems some rhyme or reason here. He had set the 16th fastest lap time overall, and in every practice session he went out was in the top 13 all week. Mathew Rees, number 43 and also on a ZXR750, was Alex’s main competition, and because in the last practice session, the one Alex decided to sit out, had beaten Alex’s fastest lap by two mph, the organisers had moved him up to position 22, from 43. Yet, they left Alex at 41 on the road, having to go past many slower riders.
When I asked Alex what he thought of the unfairness of it, he had this to say, “I’m not worried, I should be able to get past the other riders OK, and it’s giving me the motivation to win this privateer’s class.
“I can match him, I’ve always been faster at the TT than him, and I think he’ll break down. He’s done too many laps on his bike,” finished our laid
CHECK OUT AN ONBOARD
LAP
OF ALEX DURING PRACTICE ON YOUTUBE, SEARCH - ‘2016 ISLE OF MAN CLASSIC TT // ALEX PICKETT // CLASSIC SUPERBIKE PRACTICE GOPRO’
back Aussie. Prophetic words, it would turn out.
As the first riders blasted down Bray Hill, the rest got into their starting order and moved forward to get their tap on the shoulder by the starter. While the pit crews for each rider got into position, I looked behind me to see the stands overflowing with people, one section reserved for riders’ families. The tension was etched in their faces, you could almost feel it. Alex’s fiancée (now wife), Tayla had
Although our background is Ducati
her own thousand yard stare, she was shaking but probably didn’t realise it, and when her man pulled the throttle to its stop from the start, disappearing from view, she looked at me and gave me a wry smile. No words needed to be spoken. We knew it would be a bit over 19 minutes before we’d see him again, all things going well.
As the leaders on the road blasted past the pits to complete their first lap we saw the lap times. MD had done 126mph from a standing start, with Dean Harrison and James Hillier only a couple of miles per hour behind. At this pace who would be able to catch Mickey D, but whose bikes would last? We had to wait some time for Alex, but when he came through we saw he was sitting in 16th spot, and 3rd privateer. Alana, one of the TC Racing team, was glued to her iPad, watching each timing section to confirm that Alex had made it safely, and then worrying if he’d make it to the next. She had cards made up to show the pit crew where he was, putting them out of their misery for a few seconds.
One by one, bikes started to break, their riders leaning them against stone walls and hedges around the course.
Steve Mercer’s bike failed on lap one, as did Alex’s main competition
Mathew Rees. Perhaps a little too gleefully, Tayla drew a line through Rees’ name in the race program. She would cross out more names during the hectic race. It shows that no matter how well a classic machine is built, you simply cannot subject it to the torture some riders do and expect it to last. Alex knew this and adjusted the revs accordingly, knowing he had to be there when it mattered, at the end.
On lap two the riders started pulling in to replenish their fuel tanks, and for
the top few riders to replace their rear tyres - big teams = big money. Up on the score board the light showed on Alex’s number, informing the team he was at Cronk-ny-Mona, and barely seconds out. Fireproof balaclavas were pulled down faces, fuel man John readied himself, Sam was there with a water bottle and Mick prepared to check the bike. You could hear Alex’s engine screaming as he went up the gears towards the pits, and again as he went down them, braking hard to be under the 60km/h speed limit in pit lane. A 30 second penalty here would most likely scupper any chance he had of victory. He looked relaxed as the team worked around him. He grabbed
the fairing, showing the team it was loose. Sam washed the screen but didn’t want to wash too hard in case the scrutineers saw the loose fairing and put them out of the race. Mick put himself between the scrutineer and the bike and bashed the fairing back into place. John lifted the fuel nozzle from the tank, the cap went on, the bike started easily enough, and Alex was back out, screaming the bike through the gears and out of view. Two more laps to go, two laps of torture for the bike and the watchers. The riders are the ones who feel none of this, they are in the moment, where nothing else matters, perhaps not even themselves.
One lap to go, Mickey D has this wrapped up if nothing goes wrong. He’d just done a 127mph lap, even the other teams were shocked. As Mickey D took the chequered flag for the win, and then Harrison and Hillier in second and third, it was down to who would take the privateer’s win. By lap three Alex had moved into first placed privateer. He was riding fast but with machine survival in the back of his mind. There was no-one out there to let him know where he stood in the placings, he didn’t know Rees had gone out on lap one, all he could do was ride as fast as he could without breaking the bike. The commentators said Alex was on a charge on lap three,
we saw this on Alana’s iPad too, and we saw he had a 26 second lead over Timothy Monet from France, on an OW01 Yamaha, with half a lap to go. As Monet got the flag, breaths were held to see where Alex was. Chris McKinley, chief TT commentator, told the crowd, “We think Alex has got it but we have to wait.” We knew when Alex took the flag with a final lap close to 118mph that he had won, but he had no idea. As he came up the return road, TT top man, Paul Phillips turned him into the winners enclosure with Dunlop, Harrison and Hiller, all TT winners during their career. The team crowded Alex as he pulled off his helmet. He was wearing a massive grin
but looked stuffed. “I didn’t get into my groove until the last lap,” he said. “I could of done two more laps easily.” He patted the tank of the bike, soaked up the attention from the team and the crowd. “I might not be able to do what these guys do at the TT,” said Alex pointing to the pro riders. “But, I’ve dreamed of this moment since I was a kid, to be able to ride my bike into the winner’s enclosure here is a dream come true.”
Gas Knight, one of TC Racing’s team, broke down in tears as he hugged Alex, and then I realised what this meant to them. Alex is like family to the team, as are all their riders, and to take the privateer’s win provoked
emotions in us all. This place is such a test for riders and machinery, and most riders will go their whole career and not win. This was the team’s first podium, but would not be the last of the event. Julian Trummer, an Austrian racer, took second in the Newcomers race a couple of hours later for the team. Later that night after the prize ceremony the beer and wine flowed, as did the laughter - a great day indeed.
The bike knew it had done four laps of racing on the TT course, with the fairing mount loose and the seat bracket broken. Other than that it was fine, a testament to the team’s preparation and John Taubman’s engine building skills.
In between changing engines and looking after four riders I sat down with Mick Charnock from TC Racing.
QWhy go for a Kawasaki ZXR750 for the basis of your Classic Superbike?
ABIDING BY THE RULES
A“I was involved with these when they were new at the TT in the early ’90s. It was a bit of a nostalgia trip really so I wanted one as soon as I saw them appear at the Classic TT. I’d seen the Mistral bikes and got chatting to Ian who owns the team. Things started to move after our first conversation.
QDid you consider any other models?
A“The cost of building an XR69 with a Bandit engine is prohibitive so they were out of the question. The only real choice for me was the ZXR750.”
QWhat modifications have been done to the standard ZXR to make it into a competitive TT racer?
A“The frame and swingarm has been braced as it was in WSB. Offset kit yokes make the bike rideable at the TT. The usual removal of all unneeded lugs etcetera is easily done with an angle grinder.
“Rear caliper is captive allowing quick changes, and it removes the original torque arm set up. Front brakes are Brembo instead of the original useless standard ones running adapter plates on ZX7 forks. This allows more adjustability with a 30mm Maxton cartridge kit. Shock is a Maxton fully adjustable piggy back shock which is married to kit tie rods and rocker assembly. An aftermarket ride height adjuster allows more adjustability.
“A fully enclosed ram airbox covers a set of 41mm flatslides, fully serviced with
Alex had finished 11th overall, but while Julian was out in the four lap Newcomers race there was also plenty of action in the scrutineering garages. The top three Classic Superbikes were in there, as well as a couple pulled from Parc Ferme. We had heard rumblings during the week that a number of the top Kawasaki ZXR750s were oversized, cheating you might say. By all accounts it had been
all new seals and new trumpets. These are the original K model ZXR carbs that are heavily modified for race use.
“The engine was built and tuned by John at JT racing services on the IOM. He stripped the standard K motor and checked everything. All new parts were fitted including flat face valves and unobtanium kit cams. He had some good contacts and spent a lot of time on the motor to ensure it was good for the classic TT.
“Standard coils have been junked to allow a more modern ignition system. This is matched to a bespoke loom running total loss. We now have the capability of a quick shifter and pit limiter. All essential when you’re up against semi factory teams at the TT.
“Wheels are changed to the lighter ZX6 three spoke versions. They look similar so keep the appearance of the originals. Discs are PFM quick release disc type as per all our bikes. These are made on the IOM. Hel performance hoses married to a Brembo master cylinder give us the ultimate stopping power for this era.
“Bodywork is off the shelf and readily available. It’s a ZX7 fairing with the scoops filled in for better aerodynamics. All brackets required are manufactured by Mistral Kawasaki and proven to work. Kit radiator and pipework are made as they were back in the day - and needed for the power output.
“A custom alloy large volume fuel tank is necessary to do two laps here at race pace. A large aperture filler and breather are welded in. Quick release mounts gives it the factory feel. The original pointless ‘Hoover’ pipes have been ditched to give better visibility
the same the previous year. What exactly made the organisers pull these bikes down is the unknown bit, to me at least. Was it a complaint, a protest? I failed to find out exactly, but the washup was that two bikes were found
and more room for fuel.
“Karas plating do all our plating, coating and anodising to make the bikes look new.”
QWhat are things that are prone to failure on a classic mount at the TT and what’s done to combat that?
A“We build to what we think is safe and reliable. It’s a time trial so finishing is the ultimate goal. The TT course is the ultimate challenge to the bikes so everything is drilled and lock wired to make sure it stays put.”
QDo you have a strategy for racing a bike like this at the Classic TT, compared to a modern bike?
A“All our bikes are prepared the same from the super bikes to the classic bikes. Ridiculous amounts of man hours go into the builds and pre-race prep. That’s all you can do until it’s handed over to the rider.”
QDo you look for a rider who’s experienced on classics to ride a bike like this, or can it stand up to the abuse a rider more used to modern bikes will dish out? What’s your expectations on the bike?
A“We don’t go with expectations as that puts pressure on riders and the TT course is not the place for that. We want to be there having fun which is the reason we started the team in the first place. If the rider’s happy then so are we. A happy rider can get good results!”
to have oversized engines, and the owner of two other bikes refused to have his pulled down, therefore disqualifying his riders from the results. You don’t have to be too smart to come to the conclusion these bikes
probably had oversized engines too. This elevated Alex to 7th place outright, but it had no bearing on his victory in the privateer P2 class. William Dunlop’s Kawasaki ZXR750 was found to have a correct sized engine, and this then explained to me why his lap times, and that of Connor Cummins on the OW01 Yamaha were not that far in front of Alex’s times. They simply didn’t have a big edge on power. The disqualified riders did.
“I mIght not be able to do what these guys do at the tt,” saId alex poIntIng to the pro rIders. “but, I’ve dreamed of thIs moment sInce I was a kId, to be able to rIde my bIke Into the wInner’s enclosure here Is a dream come true.”
The aftermath was finger pointing between three teams, the organisers, and the scrutineers. Apparently the teams were told in a technical briefing before the event started that the top three bikes would be checked for capacity and any other ‘technical irregularities’, but these teams chose not to heed that warning. My belief is you should know the rules and build your bike to suit. Simple really. For me this in no way spoiled the event. It really is a wonderful festival that all classic racing enthusiasts would endeavour to get to. Besides the racing, there’s Jurby Festival where all sorts of motorcycle exotica is paraded, loads of classic bike clubs having runs, the beautiful island itself, and of course, The Course, where your life simply cannot be fulfilled unless you do a lap. D
GRIZZLING
THE WINNERS
“Only those who play win. Only those who risk win. History favors risk-takers. Forgets the timid. Everything else is commentary.” - Iveta Cherneva
First of all, let’s dismiss the doomsayers, those who would tell us that recent downturns in motorcycle sales mean the end of our much-loved recreation. There are still plenty of people buying bikes. Sure, sales of the mega-costly touring bikes are down significantly. It’s quite possible that the reason usually advanced – that the buyers are getting older, and are on their last bike – might have some justification. But take a look at the sales of Learner Approved Motorcycles (LAMs bikes) instead and they’re much more reassuring. Practically all of the top-selling bikes in Australia are LAMs machines.
That means there is a significant number of younger people interested in taking up riding, and an especially good sign is that many of them are women. Motorcycling is spreading through the population, and that’s got to be good. Or does it?
As my colleague Boris never hesitates to point out, motorcycling is not only dangerous, but many people take it up for precisely that reason. They like to feel that they’re doing something out of the ordinary, something that Joe (and Joan) Average will be afraid to touch. Are we risking turning this macho crowd off by getting Joan Average onto a bike? That might sound like a silly question, but it’s worth asking.
“Any sign of more motorcycle sales down there, Bear?”
I suspect that it won’t be a problem. After all, there are plenty of YouTube videos showing bikini-clad 16 year old girls firing .375 Magnums (not that I look at that kind of thing, you understand) but that doesn’t put older Americans off sporting one of those revolvers on their hip. People just need to create separate mental categories for different users. The perception of danger remains. Let’s face it, anything that happens to a car and causes a little panel damage will quite likely knock a motorcyclist off her or his bike. There is something to keep in mind here, however: an experienced, trained rider will be able to avoid many crashes that even a skilled driver will not; motorcycles are by their nature nimble. Even an inexperienced rider with a bit of training (and an appropriate respect for the rest of the traffic) should manage to stay out of most potential trouble.
Of course you can’t help bad luck, but it seems that it’s mostly pedestrians who are copping that at the moment, if recent fatality figures are anything to go by. Could motorcycling become safer than walking? At least very few motorcyclists watch YouTube videos while riding…
Keep in mind that there are many people out there for whom a motorcycle or scooter might be just the answer to transport problems. I remember a lawyer of my acquaintance whinging about getting yet another scratch on the Mk2 Jaguar he drove to work. I suggested he buy a scooter – his commute was only a few kilometres – and he’s now happy as Larry with his Vespa. Admittedly he hasn’t caught onto the potential the scooter offers for enjoyment as well as transport, but you can’t get through to some people.
Be nice to the LAMs riders, don’t wave at Boris and have a good time.
YOU TUBING
Except for cat videos, I don’t watch a lot of YouTube. For a while I found myself staring at – and being horrified by – the way Russian drivers seem to seek out red lights to drive through, and the many Hayabusa riders who know how to get the front wheel of their bike up, but not how to put it back down. It all became a bit predictable and therefore boring, whereas watching a mother cat belting the blazes out of a Great Dane that’s deigned to sniff at one of her kittens never gets tired.
But I think I did learn a little from the crash videos. The other day I was turning right on a green light. There was a removalist’s truck in the kerbside lane to my right, which meant that I couldn’t see the centre
lane on that side. My hearing is crap at the best of times and totally useless when I have earplugs in. Somehow, though, a warning message got through or perhaps I just remembered one of those Russian intersections, because I slowed down a little. That meant that I could stop, just, when one of those ubiquitous white vans flew past in the centre lane, against the red light. Thanks, YouTube, for the warning.
Peter ‘The Bear’ Thoeming
Some people don’t think motorcycling is dangerous enough. Here’s an American wag’s idea of making the Dakar “more interesting”.
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.
IT’S GREAT TO HEAR that you guys and gals have bought a bike on our recommendation. Mike had read about our F 750 LETTER OF THE MONTH
IS THAT YOURS?
Hello Bear, My subscription to Aus Motorcyclist magazine arrived
GS launch review and went out and bought the top of the range with panniers, screen and low seat and seems to love it… For his effort to let us know he’s the latest winner of the awesome Nelson-Rigg shirt and backpack. Send me your size and postal address, mate. SW
GSING
Stuart, I just wanted to let you guys know that I waited with bated breath to read about what you thought of the new BMW F750GS. I read it, loved what you wrote, went and
today. After flicking through the pages, idly looking at the pictures and sampling some items of interest, my eyeballs settled on your mention
test rode one at my local dealer and bought it! I bought the top of the range Tour with a low seat as my legs are short. I also got panniers, topbox and a slightly bigger screen. I traded my faithful Triumph Sprint GT in for the BMW and have to say I’m simply in love with the GS. The better seating position, cruise control, heated grips and the way the engine performs is exactly what I have wanted for a long time. So, thank you for writing what you thought of the bike. My fi rst trip is this weekend to Gloucester with some mates – can’t wait!
Thanks, Mike.
Hi Mike,
That’s great news and I’m glad you like the bike. Enjoy your fi rst trip, let me know what you think. Cheers, Stuart.
of a certain X75 Triumph Hurricane that you believed may have ended up in a Tasmanian museum. Ahah, I thought to myself, I’m pretty sure I have a shot of a Hurricane taken at the Bicheno MC museum circa 2012, when Jan and I were on our second tour of the Apple Isle. Anyway I did a check of my images from that trip, and this is what I found…
I’m sure you will be interested to note that the said ‘Craig Vetter Special’ was for sale at $22,000. Alas I can’t confirm whether or not ‘your’ Hurricane is still on display in the Bicheno museum, or indeed has been sold on. Just thought you might like to know.
Cheers, Gil Schilling
Roseberry
Creek
PS. I’ve slightly cleaned up my rather poor original photo.
Hi Gil,
Unfortunately this bike isn’t the one that I owned. I bought mine from a friend of Craig Vetter’s (and it was his own personal bike) and had it imported. After some time of owning it and not being able to kick start it with my dicky knee I sold it to a fellow in Tassie who mentioned he was thinking of setting up his own private museum.
The Bear
FLYING BY
Re Issue #72 (#72? How time has flown! What an amazing success it’s all been!), a ride around the roads to and from Araluen is certainly a great treat; and there are also lots of attractive options for the more serious adventure riders on their new F750GS or F850GS. However, it’s an unnecessarily long and devious ride to get to Araluen from Braidwood by following a sign to Breadalbane (but there are some nice roads in the vicinity of Breadalbane).
Cheers, Robert Crick
Stirling
Well caught, Robert. I have no idea where that came from. Could I have been looking at the map upside-down?
The Bear
WHAT THE JUICE?
Bear,
In point 5 re poor fuel you mention fuel adulterated with METHANOL. Surely you mean ETHANOL. I didn’t think a man with your extensive knowledge of alcoholic beverages would get those two mixed up.
Jeff Cole
Alice Springs
Sorry, Jeff, but methanol it is. Ethanol is too valuable in the 3rd World to be added to fuel. As you’re obviously aware, you can drink it…
The Bear
OPEN UP
Dear Stuart,
Some years ago “The Bear”, Peter Thoeming in that other mag’ gave his opinion on the best of products he had used. On open face helmets the best was, Lazer “Superskin”. Bought one, very satisfied. The time came to replace, contacted Lazer, reply not good. Super skin no longer produced, poor sales. Does or would Bear pass on his opinion of current best of, including open face helmets in coming editions of AMM. Me. Old school, like to feel the wind on my face, & I cop the bugs that come with it (only in summer though).
Kind regards,
Grahame Williams
Hi Grahame,
The Bear’s current favourite is a BMW “Airflow 2” open face which also has a shield and so on. Perfect for hot summer days. He now has a new Shoei helmet as well, which from initial findings is extremely
WHAT SAY YOU
good too. Read about it in this issue. Cheers, Stuart
WHAT’S THAT?
Bear,
Info requested: Xtra Health, mobile service conducting amongst other things, hearing tests. They also make on-site moulds for ears, “instamould”. Contact, Helen 0411 186 989. I advised Helen I wished to pass on contact details, & the person who may phone, all good. Unfortunately, their website is going through a refurb’ & unavailable. When my mouldings were made, the company held WorkCover approval number, now Safework NSW. Xtra Health, happy to travel for a group of people, however, not cost effective for just 1. If only individual will take appointment Mon’-Sat’. They are based at Taren Pt. Furthermore, Hearing Innovations, are based at Edgecliff, 9327 6611. Don’t think have mobile service, they also make ear mouldings. Hope info is of assistance. Kind regards, Grahame Williams.
Thanks, Grahame. This will make it possible for me, and I hope many of our readers, to get proper hearing protection.
The Bear
IT’S LOVE
Guys,
I just wanted to tell you a little story. Many (many) moons ago I met a beautiful young woman and try as I might she wasn’t interested in “that boy riding that noisy motorbike”. I would rev the engine, roar up and down the road trying to show off and impress this beautiful young woman until one day I was walking along the same footpath as her. Our eyes met and we started to chat. She agreed to go on a date with me and to cut a long story short, we got married, have two (now grown up) kids and she realised that boy on the noisy bike was me and now loves all things two wheels. What a story huh? Love of my life. Cheers, John
Hi John,
How nice. I reckon that little piece will
score you some brownie points. LOL! Cheers, Stuart.
THE PRICE IS RIGHT
Gents,
I just wanted to say thanks for your coverage of Dakar. It’s good to see you getting behind Aussie’s. maybe you should go and have a beer with Jack Miller. You blokes would have a laugh. Oh, and you blokes have the best mag on the planet. All the best, Miguel
Hi Miguel, I’d love to have a beer with Jack. He might struggle to keep up though! Hahaha! Cheers, Stuart.
SPOTTO Hey!
I saw you guys at Inline4 Café at World Superbikes. I didn’t say g’day as I was shy. Great place hey! Regards, Chris.
Hi Chris,
I reckon it must have been Ralph’s wild hair that scared you off? LOL! I’m an approachable guy, never be shy, just say g’day. Ralph and I are always up for a chat. Cheers, Stuart.
SUPER
Hi Stuart, It was great to meet you (briefly) at the World Supers. You are as tall as you say you are and I reckon a great bloke too. Good to see you helping that young kid, Jack who races Supersport. A good deed never goes unnoticed. Might see you at the International Festival of Speed.
Might see you at
Regards, Rob D
F 750 GS
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F 750 GS Low Susp
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*Some Triumph prices are ride away
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Tiger 1200 XRx $24,200
BEARFACED
TDON’T IT MAKE YOUR BROWN EYES BLUE
HE ONE THING THAT motorcyclists seem to be able to agree on is that ownership of any kind (or even just brand) of motorcycle other than their own is stupid, and so is the owner in question. This is especially obvious in the reaction to a Harley-Davidson owner by anyone who rides another brand. But it also raises its ugly head against BMW riders, ‘Jap’ owners, British bike enthusiasts and so on.
Mostly this prejudice is disguised as humorous wordplay. There are endless jokes on the subject, mostly aimed at Harley riders, and pretty much every brand has its own derogatory nickname. There’s nothing new about this. Take DKW, a respected and well-liked marque from before WW2. Back in the 1930s it was nicknamed Deutscher Kinder Wagen: German Baby Carriage. For no other reason that I can see than its initials.
Unfortunately, even if it is disguised as humour or even genuinely meant that way, prejudice has a way of rankling. For some motorcyclists it is enough to put them off riding; it’s simply no fun if you’re constantly copping ‘funny’ cracks about your choice of bike. Others decide to fi ght back, but I don’t think we want to go there.
The worst aspect of
this whole thing is that the typecasting it generates is not restricted to the bikes. The riders become identifi ed as “Harley blokes” or “Ducati riders” or whatever and a certain set of characteristics and behavior patterns is attributed to them. Looked at dispassionately this is clearly silly – what if you have more than one kind of bike - but that doesn’t stop it from happening. And it’s unpleasant to have other people think of you as a stereotype. Like a lot of other well-meaning people I have tried to resist typecasting by brand, and I have mocked exactly this kind of stereotyping in my Geargrinders Arms stories. Remember the BMW riders? Their behavior was modeled on that associated with some Harley owners, and I though the change of brands made it pretty funny. I sure hope everyone else did, too. There was that one phone call from BMW Motorrad… But whether you think that brand discrimination is funny or not, the fact is that it’s impossible to avoid. A simple experiment conducted in 1968
established that fact for me when I read about it.
“For two days after Martin Luther King, Jr. was killed, Jane Elliott, a third-grade teacher in Riceville, Iowa, gave her pupils a unique lesson in discrimination. The fi rst day, brown-eyed children were declared “superior,” given special privileges, and encouraged to discriminate against their suddenly “inferior” blue-eyed classmates. The next day, roles were reversed. What happened astonished both students and teacher. On both days, children labeled “inferior” took on the look and behavior of genuinely inferior students…. “Superior” students… delighted in discriminating against their erstwhile friends.”
Human beings naturally form ‘in-groups’ which look down on ‘out-groups’; we don’t even need a Jane Elliott to provide spurious reasons, because we have no trouble finding our own. Like, you guessed, the brand of motorcycle others ride.
Back in the Stone Age humans had to bunch together for protection, generally in family groups. Outsiders were suspect. Later in human development we expanded our in-groups to tribes, then eventually nations. But a nation is too large to satisfy our need for in-group reassurance, so we constantly relapse and create our own smaller groups. To make those work, to establish their boundaries – since they no longer have the natural boundary of the family – we then need to establish out-groups. So don’t try too hard to fi ght marque discrimination. It’s natural. Stupid, of course. But natural. D
BORIS WORDS BORIS MIHAILOVIC
CHUCKING A SICKIE is viewed as a proud Australian tradition, even though blagging a day off work to go and do something fun is hardly the exclusive province of Australians. Hell, ask the Greeks. Their entire economy is built on not giving a shit about work.
I’m of the view that while I used to tell work I was sick, I was actually doing something quite healthy, i.e. riding my motorcycle on largely empty mid-week roads. And it comes highly recommended for its health benefi ts.
For starters, the Highway Patrol is tired and digesting its weekend feeding frenzy on Mondays and Tuesdays. Sure, it’s still out there (it’s always out there), but it’s not out there in the same gross numbers it sashays about in on the weekend. Resources, people! There are a finite number of Highway Patrol cars and they are best deployed when the environment is target-rich. They have admitted to the quota system ages ago, so always bear that in mind. So weekends.
You wanna bang the old faithful motorcycle roads? Then do it during the week. Only mad dogs, L-platers and those with yellow custard for brains go riding where the police are thickest on weekends.
Riding on workdays also has the added benefit of showing you familiar places in a different light. That little pub you always stop at with all the bikes out the front on Sunday? On Tuesday it might have a whole bunch of dusty Hilux’s there instead.
Never mind you might have just passed a few of them over double-
CHUCK A HEALTHY
yellows at Warp Five as you relished the cop-free roads and tickled your inner madman. The farmers will probably forgive you and maybe even buy you a beer if you went past them showing some class. Or they might glass you in the neck. You never know. And life should be a rich lottery, right? One other thing you might notice during the week is there are fewer motorcycle accidents to impede your progress. This is a good thing, I reckon. Nothing pisses on a man’s riding parade like having to go and minister to some yutz who has overcooked a corner.
Personally, I am always most terrified by other riders on weekends. I know they will overshoot bends. I see them do it. One second you’re tucking into a nice 45km/h right-hander, the next second you’re eating some L-plater’s Ninja because he’s panicked midcorner and stood it up.
Or, if you’re not assisting the wrecked and broken, then you’re having to backtrack because the road is closed. Yes, I understand the helicopter has to land somewhere, but my time is precious. And no, I have no sympathy or empathy for those who crash their bikes because they don’t ride very well. Ride better. Try harder. Don’t crash. Have some damned consideration for other people and upskill yourself.
Alternately, you could do your crashing on a weekday. It would be better for everyone concerned if you smashed into a rock wall on Wednesday. The hospitals are less crowded. You’d be seen to faster. You wouldn’t inconvenience your fellow riders.
But you’re going to do what you’re going to do.
I am not the boss of you, right? But what I am the boss of is myself.
And I would much rather ride those great roads when I have them all to myself. Like a Boss.
Just the other day, I found myself hammering the Wollombi road on my way to Cessnock. It was about four in the arvo, it was hot, and I stopped at the place with all the sculptures on the left a few klicks before Wollombi. It was open but it was empty. Like really empty. There wasn’t even a person I could buy a drink from. So I took a bottle of cold water from the fridge, swilled it down and then wandered around looking for someone I could give some money to. No-one around at all. Oh well, no biggie. I emptied the bottle, went back inside, put it on the counter and stuck a five-dollar note under it. As I was leaving, a girl came out from somewhere around the back. I told her what I had done and she was amazed at my honesty.
“Want your change?” she asked. “Nah,” I smiled. “You keep it. Buy yourself something nice.”
She gave me a strange look, then we both cracked up laughing. It was certainly no big thing at all. But it was a good thing. It was one of those special, memorable social moments motorcycling chucks up now and again.
Would it have chucked up such a moment on a weekend when the roads, cafes and pubs are brimming with bikes and cops? Not at all. In all likelihood a special moment on the weekend is you on your knees while a police officer books you into oblivion and then masturbates over it in his car.
I prefer to chuck a mid-week healthy.
It certainly beats the crap out of becoming fap-fodder for the Highway patrol, don’t you think? D
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