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EDITORSPEAKS
What’s wrong with these fools
ARE WE AS A NATION getting dumber? I think we could be judging by the stupidity I witnessed on a recent trip north out of Sydney. More and more drivers (and some riders) are looking at the edge of their bonnet (front tyre for the riders) and not taking in what’s happening around them –whether that’s in front, to the side or especially behind them. People don’t give a stuff what the road rules are and it is no wonder so many accidents happen on the major roads out of our cities – no doubt out of frustration from other road users.
In particular I’m talking about speed limits and the Keep Left Unless Overtaking rules. I’m all for going fast (most of the time) but I don’t give a toss if you want to drive/ride slowly, so long as you’re staying to the left and allowing those that want to drive/ride at or above the posted speed limit to do as they wish. Be courteous and don’t sit in the right hand lane oblivious to everything else going on around you at well under the posted speed limit, and when you’ve finished overtaking someone, get in the left lane allowing the right lane to be free for those sitting at the limit or over.
If anyone wishes to whinge, go and drive/ride on the Autobahns in Europe and find out what happens
to you. You’ll probably end up in a ditch off the side of the road. But, the ‘road users’ in this country have no idea what the road rules mean and seem not to give a flog what is going on around us. They seem to have the attitude of, “I’m driving on this road, how I want, I don’t care what you want”. I love the look you get when you end up overtaking them in a left hand lane – as if you’ve just slapped them with a wet fish!
I won’t bother getting into the lack of indicator usage in this country either, I’ve touched on that before. What frustrates you on our roads? Send me an email – stuart@ ausmotorcyclist.com.au
Enough of getting angry and now onto something great…
What’s happening with The Beast? Well, after it being raced in the rain at the International Festival of Speed I’ve pulled the bike apart, cleaned, greased and put it back together –you’d be surprised what and where water gets to and what it does. I’m making a geometry change in the front after Alex complained of the bike being hard to turn in at times and I’ll be checking the valve clearances, all in prep for the next round of the Australian Superbike Championship at Morgan Park, Qld. ASBK is holding a Superbike Masters support class and Alex will be on The Beast chewing up those sticky Pirelli tyres. Get along and come say g’day. It’s being held 5-7 July.
Enjoy.
Cheers, Stuart.
LAND OF ADVENTURE
Whether it’s road or off the beaten track, Paradise Motorcycle Tours NZ has you covered. For those who like to get dirty check out their 11 day Adventure Tour of the South Island. Starting and finishing back at Christchurch this tour will take you to all the best trails and the best roads. With a professional and experienced tour guide as lead rider, and a professional and experienced tour guide driving a support vehicle carrying your luggage, you can ride unencumbered and worry free. Upcoming dates include07 - 17 Jan 2020, 17 - 27 Mar 2020, 09 - 19 Nov 2021.
The tour guides carry a satellite phone, so while you’re enjoying the splendour of remote areas, you’re still in touch in an emergency. All guides are first aid trained.
You need to be a competent off-road rider good on loose surfaces and capable of crossing streams. Paradise offer short pre-tour training courses to brush-up your skills if needed. Sounds like fun, huh! Get in touch – www. paradisemotorcycletours.co.nz info@ paradisemotorcycletours.co.nz
NO STOPPIES, RANDY!
Indian Motorcycle has announced that Grand Prix legend and crowd favourite, Randy Mamola will be campaigning the Workhorse Speedshop racer in the full Sultans of Sprint series on the modified Scout Bobber, named ‘Appaloosa’.
Built by Brice
Hennebert
a unique series, it’s going to be a lot of fun soaking up the atmosphere, meeting the crowds and putting on a show for them.”
of Workhorse Speedshop to honour the Indian Scout’s 100th anniversary, ‘Appaloosa’ is named after the famous breed of horse. Brice explains, “I wanted a name that could link Workhorse, Indian Motorcycle and speed. As soon as I discovered that the American horse breed Appaloosa was one of the world’s fastest horses, I knew I had the name for an American sprint bike built by Workhorse. After putting so much into this build, I’m excited to see the reaction to it and I can’t wait to see Randy blast it down the racetrack.”
Randy Mamola says, “I’ve always been a big fan of Indian Motorcycle and I’m really looking forward to racing this amazing creation. It’s great to be part of this project, especially during the Scout’s 100th anniversary. With the Sultans of Sprint being such
Sultans of Sprint Championship 2019 18 – 19 May – The Reunion Monza, Italy
22 – 23 June – Café Racer Festival Monthléry, France
31 Aug – 1 Sept – Glemseck 101 Leonberg, Germany
TRAIN UP
BMW GS Off Road Training has released 12 new course dates for the second half of 2019.
Join Australia’s most experienced Adventure Riding coaches Shane Booth, Chris Urquhart & Miles Davis along with their professional crew of instructors at one of the courses below and fi nd out for yourself why over 2000 riders have attended BMW GS Off Road Training since 2013. The courses offer something for just about any adventure rider looking to improve their skill set; including Sand, Level 3 and a course just for the Ladies.
2019 Scrambler Desert Sled available soon at your nearest authorised Ducati Retailer.
Course positions are limited and often sell out so get in quick if you would like to Advance Your Adventure!
Jul 20 - 21 Level 3/Sand Course // Maleny - Noosa, QLD (open to all brands) $695
Jul 23 -24 Sand Course // Krusics Ride Park, VIC (open to all brands) $695
Aug 2 - 3 Level 1 // Broadford, VIC (open to all brands) $695
Aug 4 - 5 Level 2 // Broadford, VIC (open to all brands) $695
Aug 10 - 11 Level 1 // Launceston, TAS $695
Aug 10 - 11 Level 1 // Canberra, ACT $695
Sep 20 -21 LADIES ONLY // Dargle, NSW $695 (open to all brands)
Sep 22 -23 Level 1 // Dargle, NSW $695 (open to all brands)
Oct 17 - 18 Pre GS Tour Level 1 // Bright, VIC $695
Nov 1 - 2 Level 1 // Kirup, WA $695 (open to all brands)
Nov 3- 4 Level 2 // Kirup, WA $695 (open to all brands)
Nov 14 -17 Adventure Masterclass |// Mt Seaview, NSW $1695
To book your spot, jump ontowww.gsoffroad.com.au/2019bmw-ort-entry-form
GRAB A DEAL
To celebrate the end of financial year, MV Agusta has announced an extended demonstration event. You are invited to visit your local MV Dealer in the lead up to June 30th and
take a ride on the bike you have always desired!
MV Agusta dealers are also making it easier than ever before to own your own piece of handmade motorcycle art from MV Agusta. Approved customers of Urban Motor Finance can take advantage of a super low “3.99% PA comparison rate” for a limited time only.
“3.99% PA comparison rate” is available on all current dealer stock including demo units.
Terms and conditions apply and the offer is available for a limited time only so don’t delay.
NEW BUB
Ducati has been spied testing a replacement for the 959 Panigale and while some may have thought
it would be a smaller capacity V4, Ducati is retaining the V-twin. Externally the engine casings look very similar to the ones on
the current 959, but there’s a new exhaust collector.
The other big change is that the small capacity machine will once again be returning to a single sided swingarm – the first one since the 848 over 10 years ago.
The bodywork has also gone under the knife, with the front end looking similar to big bro, the V4. Expect Ducati to unveil the new machine at EICMA in November.
BOW TO THE PHARAOH
The 6th blessing of the bikes will be held at Inline4 Café, Cape Woolamai (near Phillip Island). Held on Saturday 16 October between 10am4pm entry is free and all bikes are welcome. Make sure you buy some lovely tucker from the Café too. D
LONGER BATTERY LIFE. OPTIMAL PERFORMANCE.
The King of adventure land, the BMW R 1200 GS, has been given an update recently with a displacement increase, meaning more power and torque, and some fancy tech inside the engine called Shift Cam Technology. I rode the new R 1250 GS Rallye version (similar to the previous Rallye X) at the recent BMW GS Safari – the perfect platform to test all the new features.
The new 1254cc engine combines the power and response of a highperformance motor with aggressive high-lift cams, with the docility, economy and emissions of an engine which has much softer cam profiles. How? By using two sets of cam lobes on the inlet camshafts.
The idea of employing two distinct cam lobe profiles in one engine isn’t new. Honda’s VTEC system – the one it uses in its cars, not the VFR800’s similarly-named but totally different VTEC – operates on the same basis and has been around for nearly 30 years. And don’t think the BMW system has that distinct no power/full power switch like the Honda VTEC when it changes – the BMW system is virtually un-noticeable.
While Honda uses a hydraulic system to engage or disengage followers that sit between the cam lobes and the valves to swap between its cam profiles, BMW’s solution is to physically shift the whole camshaft backwards or forwards to put the correct lobe above the valve stem.
BMW’s boxer engine layout makes this system easier. With only one cylinder per camshaft, there’s a relatively significant time during each cycle where the intake cam lobes aren’t opening the valves, giving a moment to swap between cam profiles before it’s needed again. On an inline multi-cylinder, the system would be harder, or even impossible, to employ.
The camshaft itself is moved by engaging one of two pins into a ‘shift gate’ that’s machined into the rear end of the camshaft. This incorporates a pair of spiral grooves, so when the corresponding stationary pin is moved into place, the camshaft shifts either forwards or backwards.
The engine’s power has seen an increase from 93kW and 125Nm to 100kW and 143Nm. Most of the increase isn’t down to the new valve system, though. Instead it’s because BMW has upped the engine’s capacity from 1170cc to 1254cc. It’s likely that the aggressive, high-lift cam profiles are actually quite similar to the previous bike’s profile, with the new bit being the gentle, low-lift profiles boosting low-end torque and fuel economy and reducing emissions. The new engine really is a show-stopper: you can no longer say that any of the competition has a power/ torque advantage – something that was always present on the 1200.
Apart from the engine there’s an array of other new features. The first you’ll notice is the large TFT instrument panel. It acts as the main control hub for everything on the motorcycle. While it is super clear and easy to read, some basic functions like resetting the trip meter are a bit confusing. It took three of us working together to figure that one out. Seamless integration to your smartphone for controlling music, navigation, and phone calls is available through the dash. There is a BMW smartphone app, but it’s not required for connectivity. As the GS has no
speakers, these features are used to control a phone that is paired to some type of Bluetooth communication system in your helmet.
The BMW-branded brake calipers are now manufactured by Hayes and are simply awesome. The other new addition in regard to the brakes is Dynamic Braking Control. This is a safety feature that automatically rolls off the throttle in panic-stop situations. The computer can sense if you’re holding the throttle open under hard braking and will roll it off automatically. Hill Start Control is standard as well. When you come to a stop on a hill you can activate this feature by tapping the front brake twice. This will automatically set the rear brake, which will stay engaged until you start applying the throttle. Hill Start Control Pro is an optional feature which does the same thing but can automatically determine if the bike is on an incline, without you tapping the front brake. Checking out the specs online I noticed differences between the outgoing 2018 R 1200 GS and the new 1250 GS in respect to wheelbase, steering head angle, and trail. The 1250 has a longer wheelbase and a more relaxed steering head angle and trail. It is only a very minor difference and one
that you won’t notice while riding. This has no doubt been done to give more stability.
Dynamic ESA (Electronic Suspension Adjustment) suspension components are made by ZF out of Germany (previously made by Sachs). While preload settings only affect the shock, damping settings control both the shock and the forks. You can choose between Road for a plusher ride or Dynamic for a more sporting experience. If Enduro Pro mode (part of the premium package) is selected, the damping is set to a fully automatic “Enduro” setting which is optimised for off-road use –this is where I left the GS the entire trip. It offered the full range of conditions from bitumen-dirt roads-technical trails and worked a treat.
The Rallye package gets larger Enduro-style foot pegs, which I class as a must if you’re doing off-road work. Even on the bitumen, I prefer them to the skinny little stock footpegs. Apart from the pegs, the Rallye package I rode is essentially an aesthetic change from the standard 1250 GS with the stunning Light White/Racing Blue Metallic/Racing Red paintwork, Rallye seat in motorsport colours, black handlebar, telescopic forks and rear frame, light white tank side trim, white
handguards and front mudguard, black matt front panel carrier and drive train, silk gloss black luggage rack, gold anodised wheels and gold anodised brake calipers. You might remember I mentioned I feel the new F 850 GS is better offroad than the outgoing 1200 – to see whether the 850 is better than the 1250 we’ll have to grab them both and go for
a ride – watch this space. The new BMW R 1250 GS has seen a lot of new features but one thing BMW retained is the uniqueness of what has made the GS the king for so long – that boxer twin laziness and low set weight which makes riding such a big adventure bike on tight and technical trails a breeze. D
BRAKES: Front, twin 305mm discs with radial mount four-piston switchable ABS calipers. Rear, 276mm disc, dual-piston switchable ABS caliper.
FUEL CONSUMPTION: 6.06 litres per 100km, premium unleaded
THEORETICAL RANGE: 330km
COLOURS: HP: Light White/Racing Blue Metallic/Racing Red
VERDICT: KING OF THE BIG BOYS
FTR1200S Indian
Upon the warpath WORDS Boris Mihailovic PHOTOS i ndian Motorcycle
InDiAn’S flat-track-inspired FTR1200 has been the most eagerly anticipated motorcycle since the time of Christ – which is unapologetic hyperbole, but it’s kinda true.
Here was an entirely new type of bike from a factory that made its very recent bones building traditional cruisers for a very traditional market.
The FTR is such a departure from what you’ve come to expect from Indian, its advent caused social media to stop celebrating the consusmption of dishwashing liquid, and to start high-fiving itself in anticipation of the FTR’s arrival.
Which was by no means certain.
But the wheels were certainly in motion a few years back.
In the background, Indian was busily beating Harley-Davidson to death on the flat-track circuits of America with its potent 750cc dirt-weapon.
But since this part of the world doesn’t follow the US flat-track circus all that much, many people here would have been entirely unaware of this.
Still, images of the brutally gorgeous and unconquerable flat-tracker were appearing on the Internet, and lots of folks were making “Hell, I’d buy that in a second!” noises.
Those noises are normally hard to ignore for a bike manufacturer.
But as the worldwide motorcycle market tightened, I couldn’t help but wonder if they would be ignored in this instance.
Bringing something like the FTR to market would be a huge investment for Indian.
Would it have the balls to make that investment?
Would it fully commit to making a product actually worthy of such an investment?
After all, if Indian was going to play in this entirely new playground – a naked, ballsy, corners-are-important, and “We’re Not In Kansas Anymore, Dorothy” playground – the FTR had to be ‘right’. If Polaris ballsed this up…well, that eager USA All The Way cheering would have changed into a terrible roar of recriminations.
A lot of people were watching that space.
They can stop watching now.
Indian got the FTR damn right. And in the process, has created an entirely unique niche for this entirely unique bike to occupy.
The size of Indian’s balls and commitment cannot be questioned.
The FTR cannot be compared to another bike, because it is entirely unlike anything I have yet ridden.
It is not, as some would have you believe, a tyre-frying naked sportalicious scrambleriffic hypermotarded slayer of KTM Superdukes, Tuono Factories, and Triumph Scramblers.
It breathes a delightfully different air altogether.
An entirely American air. Will it shame itself before such exalted company?
As always, the answer to that question is entirely in the hands of the rider. But on general principles, we all know that very few people can ride the aforementioned weapons anywhere near their limits on the road.
The limits of the FTR1200S I rode in the hills behind LA will appear before the limits of the above – but then so will most everyone else’s. Make no mistake, a good rider on an FTR will be more than a match for just about anything you’d care to name.
Like I said, Indian got this package damn right… in a uniquely American way.
But as I gazed at the weird-arse tyres after a 14-hour flight, a three-hour exit from LAX, and a dose of jet-lag which had me speaking Spanish to the bloke who carried my bag into the hotel, I had my doubts.
“What’s going on here?” I asked one of the Indian media-launch shepherds. “What kind of silly gringo bull-rubber have you pendejos fitted to this motorcycle? Do you want me to die?”
An English pendejo called Ian assured me the chunky, flat-track-inspired Dunlops would surprise me.
“By high-siding me into Kim Kardashian’s front gate?”
“Hopefully not,” he said, looking mildly alarmed. “How do you even know where she lives?”
“How do you not?” I countered.
Of course, the tyres are among the
things that make the FTR unique.
The front 120/70-19 looks kinda normal, but the back 150/80-18 looks straight off the Sacramento Mile.
It’s got big square shoulders, the tread is block-like, and its upright contact patch appears much larger than the standard palm-size oval of salvation you’ll find on a normal tyre.
But what was going to happen when I leaned into a corner and that massive contact patch began to shrink – unlike a normal hoop, where it actually gets bigger?
How was this bizarre vulcanisation exercise going to work with the tubular frame and its stressed-member engine, the tubular trellis swingarm, and that serious-looking front-end?
Part of me kinda looked forward to a Kardashian giving me mouth-tomouth with her monkey-gland-filled lips while Kanye sang dreadful songs in the background. It would have been something to remember for all of us. But the Dunlop rubber surprised me. It didn’t at all behave like I thought it would. It offered relatively high levels of grip, good stability despite the flat-track-type tread, and amazingly smooth transitions from side to side as I negotiated a wealth of bends up behind Santa Monica and Malibu. I wasn’t hanging around, either. The pace the English pendejo set was lively.
The Dunlops were designed and made for the FTR by Dunlop North America. They are as American as baseball. But like baseball, they do have their entertainment limitations.
The FTR will lean to 43 degrees. Not because its pegs or undergarments will start to grind, but because you have come to the edge of the tyres.
As Hedgie of MCNews observed, this would only become very exciting if you were getting your Hell on in a decreasing radius corner and just ran out of tyre.
No, I do not know what happens if you try pushing past that cliff-face. I’m sure someone will find out. But that someone will not be me. You know why? Because by the time you reach the outer limits of the tyre, you are really shuffling along. Like, really.
Could you change the tyres to more
conventionally profiled hoops? Well, the sizing is a bit weird, but tyre companies will certainly assist you in your searches.
Do you need to do this? I don’t think so. I reckon the tyres suit the FTR and its performance perfectly. The engineers who made this work need to be congratulated. This was no small feat. The package is sure-footed, predictable and very easy to get familiar with fast. I was confident to push on pretty hard pretty quickly.
The engine, which is not the Victory Octane or the Scout variant, is its own unique sunbeam. It’s thick with easily available torque, like a linebacker cracking quarterback spines. And while it only revs to 9000rpm, it revs lively and willing, and you can really feel some urge start to kick in over the midfives. Or you can just leave it in third or fourth and surf the fat wave, man.
The fuelling is pretty good, but I noticed some vague anomaly getting sharply on and off the throttle in moments of sublime madness. Like I said, that English pendejo wasn’t hanging around. There was no hunting at low speeds, and it pulled clean and very hard when I needed it to, so I’m thinking maybe it was just my unfamiliarity with the unique way the FTR went about its business.
I only rode it for 160-odd kms, and I would certainly like to spend a lot more time on it before making any major calls.
But what I noted with real pleasure was how smooth it was. At lanesplitting low speeds it was flawless. At 100km/h it was seamlessly chortling along at a shade over 3000rpm.
The brakes are great (the rear is one of the best I have ever used), the handling is stable and precise, and the Sachs suspension is actually pretty special. None of the potholes I rode into upset it or tossed me off my line. I imagine it would only be improved by some fettling.
The side-stand is fine – but getting to the bastard is unnecessarily awkward. Another joint in my foot would have been helpful at hooking it out of its hidey hole.
It was also kinda tight getting your hand to the ignition key tumbler. And the engine gives off a bit of
heat. This was noticeable in the traffic crawl coming out of Santa Monica. It’s nothing intolerable. You just feel the warmth.
But these are really niggles. I have adored bikes with far more issues than these little foibles.
I loved the snazzy TFT dash (I only rode the up-spec S version. The base model gets an attractive roundfaced dash for you to look at), and its multiple ways of getting to and adjusting things.
I was confused at fi rst because new things frighten me, and scrolling ham-thumbly through options using the switches on the left switchblock was new.
My confused techno-phobe bleating attracted the attention of Australian and New Zealand Country manager Peter Harvey, who was along for the ride – along with a hunch of other Indian execs (which I always think is pretty beaut, actually. It’s great to see upper management on press launches. It demonstrates their faith in the product and their saint-like patience with the freeloading media).
“I use the touch-screen to change modes and things,” he said quietly. Serves me right for not paying more attention at the previous evening’s presentation. Did I drink too much –maybe.
My life was suddenly made immeasurably more simple. The TFT dash was immediately the easiest dash to navigate through. Ride modes, switchable top-spec ABS (which is easily turned off for madmen), lean-angle traction control, the option of two screens, auto-dimming and night-day alternatives – all of this and more awaits you on the S version. The base version gets none of the fancy stuff – not even traction control, which can be a great thing for some people. But not for me.
The FTR is not electronically overdone or over-complicated in any way, which is a huge part of its appeal. I have simple needs. I do not need 28 variations of traction control.
I liked Sport mode the best. It proved the most responsive and eager for my jet-lagged inputs – which is basically moments of high lunacy punctuated by periods of blank exhaustion. A great
and righteous way to ride endless unforgiving and unfamiliar corners. But the gearbox is brilliant. As is the slipper clutch, and the clutch action is girl-hand friendly. I was expecting a far more man-grip-needed thing, this being American and all. Instead I got a delightfully light clutch-pull and a gearbox full of happiness.
By the end of the day, after some of the most challenging corners I have ever ridden, I was a bona fide FTR fan. Indian has bloody well done it, I thought, rolling back into the hotel. I honestly didn’t think it would have pulled the FTR off as well as it had.
Here was a totally unique bike, brilliantly executed.
Ergonomically, I could tell you it felt like an MV Brutale. But if you’ve never ridden a Brutale, it would be a pointless comparison. The bars are wide, the seat is quite comfortable, and the head-shoulders-arse-thighs-knees-feet relationship is pretty spot-on. I think even bigger riders will be very at-home astride it.
The FTR felt…well, proper. And finished. And not a simply design exercise. It is far, far more than that.
A lot of thought and some very highlevel engineering has gone into making it the way it is and the way it works. New ideas have been tried and new ground has been broken.
There are a host of accessories (including wire wheels if you’re like me and that way inclined), and I would think Indian will be spinning several other models from these first steps upon a brand new warpath.
And make no mistake. These are bold steps. But they are purposeful and resolute.
The FTR is a pleasure to behold and to ride. The finish is exceptional (the paint has got to be seen in sunlight to be properly adored), the bike’s integrity is iron-clad. It does not have an errant bone in its beautiful body, and it rides and behaves like…well, like the unique thoroughbred it truly is.
This is the bike America needed to build, and the world now needs to ride to appreciate.
This is the bike Indian has actually built – and I am standing and applauding. D
SPECS
INDIAN MOTORCYCLE FTR1200S
PRICE: $20,995 - base model, $22,995 - S, and $24,995 - Race Replica (ride away)
WARRANTY: Two years, unlimited distance and includes two-years roadside-assist.
SERVICING INTERVALS: First 800km, second 4000km, third 8000km, then every 8000km or 12 months.
ENGINE: Liquid-cooled 60-degree V-twin, 4-stroke, DOHC, 4 valves per cylinder
FUEL CONSUMPTION: 6 litres per 100km, Premium unleaded
THEORETICAL RANGE: 200km
COLOURS: Thunder Black (base model), Red over Steel Grey, Titanium Metallic over Thunder Black Pearl (S model)
VERDICT: BOLD, UNIQUE, AND SERIOUSLY FANGABLE
The BiRTh of The Blighty pub made the news when it was proposed in 1941. It involved the removal of a license over at Morago on the road from Denny to
Moulamein, a process that wasn’t too common back then.
“This is another indication,” opined the presiding magistrate in the Licensing Court, “of changed times brought
about by the speed of modern transport.”
The beak’s words were more than merely insightful, they were unwittingly prescient. Fifteen days after they were uttered and the license for Blighty Hotel was granted, the Japanese bombed Pearl Harbour and, well, times really did change!
So this pub’s been here almost exactly as long as the USS Arizona has been lying on the seabed in Hawaii.
Since my Scottish grandmother gifted me her ancient autograph book which contained an exquisite coloured drawing of the Union Jack and the word, “Blighty” the term has always been for me a nickname for the Old Dart.
Later I learned it was a handle for some Malcolm bloke who played some sort of footy and also a description of a type of infected sheep.
Then one arvo on a ride through the Riverina, a bit after leaving Deniliquin and heading east, I came across a large welcoming sign followed by an isolated pub and decided to come back some time soon.
This time as Dylan once wrote, “I came in from the east with the sun in my eyes.”
A bit west of Finley the Mulwala Canal that’s been on the north side of the Riverina Hwy switches under the road and for the next 15 minutes keeps me company on my left.
When I get to the Blighty School Road off to the right there’s no sign of any school and no evidence of the hotel. A bit further on there’s Blighty Hall Road where, just to keep to script, there’s no sign of course of any hall. And then there’s the footy ground, again on my right.
I’ve had a long day in the saddle, I’m tonguing for a drink and somehow I’ve missed the bloody pub! So I keep heading west, maybe the “Buncha” at Deniliquin will have to do tonight. (One day I’ll explain how it got that name – it ain’t grapes they’re talking about!)
Anyway more than 5kms after passing the School Road, beside a stretch that’s being resurfaced and on which some idiot water-cart is turning the firm red clay into a slippery dangerous mess, the pub’s suddenly beside me.
Five kilometres is how far I live from the centre of Sydney. Between me and the CBD there’s probably 300,000 people living. In the same distance, from the edge of town to the Blighty Pub there’s, yep, I confirm in a bit, there’s four people living - just under half the town’s total tally of nine.
I prop Super Ten out front and deciduate the riding gear. Beside the front doors are some boxes that the mailman’s dropped, addressed simply to “Trevor…, Blighty Hotel” and “Ian… Blighty Hotel.” Welcome to the bush.
Inside Jason’s presiding over an empty room, realises I must be the bloke who booked for the night and do I want a bottle or draught?
I’ve beaten what passes for the afternoon rush and so there’s time for a chin wag before the utes begin to show.
Jason runs the place with his life and business partner, Donna. He was born ten miles out of town and the pub played a decent role in his development.
“I learnt to drive when I was about twelve. Was an old column shift manual on the back roads here taking my dad home from the pub when he’d had too many.”
He went to junior school in Blighty and then left for a bit and then just slid into the pub life doing stints at watering
holes in Benalla and Mulwala before they both bought the freehold of the pub at Bridgewater in Victoria.
They still own that joint but were feeling a bit restless and looking for a new challenge so when the six year lease at Blighty came up late in 2018 they leased out the Bridgewater and moved back to his roots.
Jason reckons it’s going better than they expected and they’re working on the place’s appeal pretty much 24/7.
When they took over there was no accommodation except for the owners’ residence in an old wing of the building, and it wasn’t architecturally feasible to upgrade the adjoining rooms for guests. But a farmer up the road had a donga block he no longer needed so they ended up beside the pub as visitor rooms.
Each of the four has a double bed and a bunk and it’ll cost you just 20 bucks a head to spend the night in one. They all have split system air con and screened windows and are mainly used by locals who don’t have 12 year olds to drive them home!
And there’ll soon be a common room with a fridge and brew making kit but I was happy to sit out front the next morning and making my brew in my trusty Trangia and steel coffee plunger. Utes start to pull up outside and the usual ragtag army of blokes in monochromatic shirts, fluoros and occasional flanny begin to trickle in.
First is Donny who fronts as we’re discussing the life story of the pub. Donny lives across the channel and he breaks the news that back in issue 41 (a bit under 3 years ago) I told you good people an untruth.
I said then, the Warrego Hotel up at Fords Bridge was the only remaining mud brick pub in Australia but Donny takes me out front and shows me a spot where the render’s cracked and peeled – the old “it’s not a fault it’s a feature.” The gap reveals the old red mud bricks made from the same soil that the dope is still out there watering because dry earth leads to the annoyance of coughing whilst wet clay can lead to the excitement of off road crashes.
Donny’s place was built, he thinks in 1933, by the same bloke who did the pub.
A great one
This, folks, was a really enjoyable pub. The absence of gambling combined with the friendliness of locals and hosts makes it a place where you’ll feel at home the moment you set foot in the place. The room rates are stupid low and there’s a five buck fee for swagging on the grass out back. At this stage there’s no overnight access to the women’s toilets but that’s something being worked on.
The pub opens at noon Monday to Friday and an hour earlier on weekends and closes when you and your mates decide to call it a night! Donna and Sue do dinner Wed to Sunday and there’s lunch on the weekends as well. The fabulous pizzas are available whenever the pub’s open.
But this is very much a ‘just ask’ type of place. With a group and want a cooked breakfast? Just ask. With a group and want dinner on a Tuesday? Just ask! Want to have your mail delivered here? Just ask!
A schooner of any of the three beers on tap’ll set you back six bucks and middies are $4.60 and there’s wine available by the bottle and glass.
Just don’t drink the water. It’s filtered from the irrigation channel across the road and about as cloudy as a Cooper’s Ale. Good for showering but drink from the bottled stuff that’s provided free. Mobile reception is sketchy but there’s wi-fi available for guests.
When I was there just a couple of months back this place rated 4 helmets, dragged down a bit by the lack of a common room and space to hang gear but by now, knowing the energy of the bosses, that may well have been fixed. At 20 bucks a night the value rates near 200 on our scale where 100 is good and 4/5 on the unique character rating. Supporting this pub will be one of your more enjoyable times on the road. Blighty Hotel, at the western end of town, midway between Finley and Deniliquin.
T: 03 5882 6225 (Jason and Donna).
Introducing the New Special Edition Bonneville T120 Diamond.
This fresh vibrant attitude for life at full throttle would become indelibly linked with Triumph motorcycles and, 60 years on from the year those first Bonnevilles took the motorcycling world by storm, we celebrate with something truly special The T120 Diamond. With a beautiful ‘White and Silver’ Union Flag paint scheme, a range of carefully selected high value chrome details, and a numbered certificate signed by Triumph CEO Nick Bloor, only 900 Bonneville T120 Diamond Edition motorcycles will ever be built; each unique model representing an unmissable new step in the Bonneville T120’s historic bloodline.
Anyway I’m sorry if I misled the person who read my yarn in issue 41. There’s at least two mud-brick hotels in Australia (plus now I think of it, part of the pub at Trangie) and now that we’ve got that sorted I head back into the bar where the evening’s been enhanced by the arrival of Gilbert.
Resplendent in dirty work blue singlet and with hands that obviously needed to wrap themselves around a middy more than they craved cleaning, Gilbert doesn’t just know why this is the biggest tiny village in Australia, he claims his ancestors were the reason for it.
His Presbyterian minister grandfather arrived in Blighty in 1922 “or something like that”, with his wife and his mother was born in the back of a gig in 1928, the year before the school was opened.
Blighty was created on the concept of soldier settlements, a model which was intrinsically doomed to failure and which sentence returned soldiers to endless labour with was as unrelenting as it was unrewarding.
Governments’ promises of a rail link with Deniliquin, something that would’ve saved their farms, were little more than campaign lies and nothing eventuated.
But Blighty struggled on and in 1941 a bloke figured there was enough traffic on the Denny to Finley road to warrant a reviving pub around midway and applied to visionary magistrate to move the license.
Gilbert’s granddad led the objections to a proposal to build it near the school – too much temptation for the teachers
and a distraction to the students. He then led the objections to it being built near footy ground – this time too much enticement to the fit young men.
So, thanks to Gilbert’s family, it was built where it is today on the western fringe of town. For the next hour or so Gilbert entertains with tales of the town and of his life. There’re stories about him paddling the river and about how the Terminus Hotel over in Tocumwal came to be known in this town as the ‘Swinging Tit’. There’re yarns about the planned trip of a lifetime around Australia with two mates which fell apart in his 20s when one died on the road and the “wog from Melbourne” (“You can call him that, that was pretty much his official name, I’ve forgotten what his real name was”) got married. Suddenly!
And how he’ll never forget the last words his dying wife ever said to him.
“I’d been down here having a few and then went home and she was with friends on the sofa. She’d had cancer for seven years and I gave her a cuddle and said how I loved her and she looked at me and said, ‘gee you talk a lot of shit, Gilbert’. “
So Gilbert went to bed and his wife passed away at 4am the next morning.
“Yep, after 40 years of marriage the last thing she said to me was, ‘you’re full of shit.’” His wife wanted to be cremated but left no further instructions and Gilbert’s in a bit of a quandary.
“She’s still sitting on the kitchen bench while I work out what to do with her.” Gilbert’s, er, between driving licenses,
so he’s hitching a ride home with Andrew who has to get moving and so the bar’s suddenly empty again, and with it being Donna’s night off, it’s just Jason and me.
I move the bike around the back and under cover whilst he makes what turns out to be very tasty pizza and then we settle in for a couple of cold ones.
This should be a busy time but the rice mill right next door to the pub is not working – the Riverina is in drought as bad as the Darling and the interior and no water means no rice and no rice means no workers and no workers means no business.
With the mill closed and the council workers spending all day out front but not spending a cent on meals or drinks, times aren’t much easier than in the original soldier settlement days although, as Gilbert told me, the locals are all coming back since Jason and Donna took it over after staying away because of the previous publicans.
The magistrate who granted the license back in 1941 was right about the ‘changed times’ of the war and he was also spot on in his final comments when he said, “Many of these wayside hotels ….are likely to go before many years have elapsed.”
Let’s hope the Blighty Hotel isn’t amongst them. In this time of drought and rural depression, like many bush pubs its fate lies in a big part in the hands of out-of-towners who want to escape the urban madness for a respite break in the recuperative bush. In all likelihood, someone like you! D
HERITAGE LEATHER
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Italian “Neo-Retro” styling cues with subtle leather contrast panels. The Holden jacket is constructed from premium cowhide leather with a zip out thermal vest and soft mesh lining. Superb comfort and fit are the result of carefully crafted panels and stitching along with top of the range components like CE rated from Safetech in Italy and YKK zippers. Combining excellent style with high functionality is all a part of Merlin’s DNA!
IF YOU WANT TO travel by motorcycle you’re going to need luggage. Not good wearing the same pair of, um, used undies for a week! As we do with all these features, we put the call out to the various suppliers to show you what great luggage solutions they have for you. Keep this in mind when purchasing.
HELD BIKER FASHION
www.heldaustralia.com.au
CARRY
fastening system. Available in every colour so long as it’s black.
VENTURA
see your local bike shop or www.kenma.com.au
D-rings for attaching additional luggage and the facility to convert the pack into a backpack using the popular shoulder strap kit.
Designed to be used with the Ventura Bike-Pack System, the Rally-Euro is the first choice if you need maximum space in an easy-to-pack square shape.
EVO-40 - Bag Only: $199, Complete Kit: $489
BAG – 30L $75, 60L $100
This very versatile, water and dust proof roll top bag is just the thing to hold tons of gear and strap to your bike. Outer shell is made from PVC coated 100% Tarpaulin and features welded seams, carry handle and detachable shoulder straps. It comes with a reflective print for safety and is available in black-white, blackfluorescent yellow, white-red. We’ve got one and have used it on many trips – giving this bag a huge tick!
REAR BAG - $50
An ideal bag for the BMW 1200 GS but also an awesome little bag to fit on many other bikes. Outer shell made from water-repellent nylon fabric, featuring waterproof zips, three litre capacity and a Velcro
RALLY EURO - Bag Only: $169, Complete Kit: $449
makes the Rally Euro the
The big hitter in the Ventura Bike-Pack range, practicality makes the Rally Euro bag a must for the user on the move.
A zip running around the back of the pack enables it to be expanded from 44 litres to a full 56 litres making it the largest bag in the range. Features include three outside and one internal pocket,
The EVO-40 is designed to fit exclusively with the new EVO-Rack system using an innovative new pocket fastening system that securely holds the packs on the rack while riding. It offers a substantial 40 litre capacity. These bags are engineered and manufactured using durable laminated ballistic fabric to ensure the long life that quality Ventura products are known for.
The rest of the family want to go for a ride too!
Photo by Barnabas Imre
AERO-DELTA - Bag Only: $199, Complete Kit: $449
The Aero-Delta VII is a pack expandable from 15L to a maximum capacity of 35L. It is a versatile day pack that will expand to provide enough room to take a weekend’s worth of luggage (if carefully packed). If you like to carry even bigger loads of luggage it will zip together with either another Aero-Delta or with the larger Aero-Spada.
MISTRAL - Bag Only: $259,
Complete Kit: $549
The Mistral Bike-Pack is the flagship bag in the range of Ventura motorcycle luggage. This modern pack features a class leading 47 litre capacity and is constructed from high quality 1680 denier ballistic fabric for maximum durability.
Of all of your motorbike’s accessories, motorcycle luggage can have the biggest impact on your ride. The Mistral Bike-Pack from Ventura is engineered to sit securely on your bike using the Ventura Bike-Pack System. Custom-engineered Ventura BikePacks eliminate load shift, and are the safest way to carry your motorcycle gear. They are aerodynamically
designed to offer minimal wind resistance.
The beauty of this system is that you are able to zip together the packs to increase your luggage capacity dramatically. The Mistral can be zipped together with a Bora or another Mistral.
ROYAL ENFIELD
see your local dealer or www.royalenfield.com.au
PANNIER AND CRASH BAR KIT - $990
For a limited time only, Royal Enfield is offering the Himalayan Explorer Kit for just $990 extra when you purchase a new Himalayan motorcycle. Consisting of rugged genuine Royal Enfield aluminium panniers in either black or aluminium finish and black Engine Protection Guards. The Explorer Kit provides the essential accessories for you to head off on your next adventure.
OGIO
see your local bike shop or www.cassons.com.au
ALL ELEMENTS PACK - $189.95
A sleek, streamlined design paired with durable, waterproof welded 420D nylon with TPU film laminate construction make the All Elements Backpack the ideal backpack. Whether you’re an everyday commuter or a weekend warrior, this waterproof pack is essential for keeping your gear dry. Features include welded seams and roll-top construction, water resistant
front zippered pocket, removable liner features a laptop sleeve, tablet sleeve, and two zippered pockets, shoulder straps are constructed for maximum rider comfort, and feature an adjustable sternum strap to ensure security, 360-degree reflective screen print, strap containment system ensures all straps are secured, airflow back panel, removable high visibility organisation liner, laptop sleeve fits most 15” laptops.
SUPER MINI TANKER - $129.95
Despite its small size, you can really pack the Supermini Tanker tank bag tight thanks to several compartments and organization pockets. Grab and go with the reinforced handle after
attaching via the 3D magnetic system, and when it’s time to jump off the bike, use the convenient shoulder strap and throw it on and go.
TAIL
BAG - $139.95
Deluxe main compartment with the bag featuring an expandable 21-30L volume, featuring a sleek streamlined airflow surface design, top organiser pocket, dual moulded side accessory pockets, integrated hidden rain hood, reinforced textured neoprene non-slip pad for paint protection, universal webbing mount system for secure attachment, easy grab reinforced
handle and you can add OGIO Saddle Bags for a complete rear bag bike set.
TM MOTORCYCLE LUGGAGE
see your local bike shop or www.cassons.com.au
SLANT BOX LID SADDLE BAGS$149.95, $159.95 with studs
Classic chrome buckle design, yet opens and closes easily with simple lockable clip system and made from tough, durable synthetic leather with a hard plastic backing for support. Adjustable width for different sized bikes and are attached to go either under or over the seat. Sold as pairs and can be ordered with or without
stylish chrome rivets on lid. Maximum recommended weight 16kg – 8kg per side and the bags can be cleaned with mild detergent diluted in water.
HIGHWAY SISSY BAR AND TOP ROLL BAGS – $179.95 (Sissy), $79.95 (Roll)
Made from tough, durable synthetic leather with a classic chrome buckle design, yet opens and closes easily with simple clip system, 3 external side pockets on the Sissy bag seal with Velcro and conchos, includes removable waterproof rain cover and lids on all compartments have riveted edges. Bag attaches to any sissy bar
Spread the love
and sits on either luggage rack or rear seat. Top Roll bag can also be mounted individually to suit any sissy bar and also sits on either luggage rack or rear seat. Top Roll also seals with Velcro and concho.
STUDDED TOOL BAG WITH CONCHO - $39.95
Classic chrome buckle design which opens and closes easily with simple clip system, can be mounted on lower triple tree, handlebars or fork tubes (above lower triple tree) using the mounting straps provided. Made from tough, durable synthetic leather and stylish chrome rivets on lid. Dimensions: 30cm long x 7cm Wide x 13cm High.
ROUND TOOL BAG WITH CONCHO - $34.95
Classic chrome design, opens and closes easily with simple clip system, can be mounted on lower triple tree, handlebars or fork tubes (above lower triple tree) using the mounting straps provided, made from tough, durable synthetic leather. Dimensions: 29cm Long x 10cm Wide x 10cm High.
SW-MOTECH
www.motorradgarage.com.au
No matter what bike you or the type of luggage you prefer, SW-Motech’s range has got you covered.
They have just added the ION Tail Bags and Urban Top Cases to the already large range.
ION Tail Bags: 7-50 L capacity, inner water proof liner, can be strapped without requiring rear rack. From $192 Urban Top Cases: 16-29 L capacity, available as mountable & strap-on version. The cases are lightweight, but robust. From $287.
BAGSTER
see your local bike shop or www.bagster.com or www.ctaaustralia.com.au
TAIL BAG - $229.95
This seat bag works in the same way as the Modulo Tank bag so that the luggage is able to be connected
MODULO
One must be comfortable upon arrival
Pack Your Gear On The Rear
together harmoniously. This seat bag is to be used with the new fi xing system, which has been inspired by the ‘Spider’ system. Features of the Modulo include a gusset extension, waterproofi ng due to an interior removable dry bag, shoulder strap, outside pocket underneath and refl ective.
MODULO TANK BAG - $194.95
This universal tank bag gives you a very technical look due to its material and it also has a removable dry bag for the storage system. It keeps all the functionalities of the Bagster tank bags as well as offering the possibility of being connected together with the seat luggage or with another tank bag from the same range. Features include waterproof due to an interior removable dry bag, gusset extension,
able to be carried by backpack straps, exterior side pockets and reflective.
NELSON-RIGG
see your local bike shop or www.nelsonrigg.com.au
TRAILS END ADVENTURE
TANK BAG - $129.95
Quick release strap mounts to most angular Adventure type fuel tanks with a non-slip protective base and is easily moveable for refuelling. Constructed from super tough Ultramax nylon 100% UV resistant material. Clear touch screen friendly map pocket. Fully expandable with a capacity of 12.4 litres standard and expanding to 16.5 litres as required. Waterproof cover included as well as a lifetime warranty.
DUAL-SPORT
SADDLEBAGS - $199.95
Designed to fit onto most Enduro type motorcycles without support brackets or racks. Constructed from super tough UV treated water resistant 1680 denier Tri-Max ballistic nylon with scratch proof non slip panels. Unique strap mounting system for secure load carrying. Tool pouch/ pocket under main compartment for tyre levers etc. Fully expandable with a capacity of 12 litres standard per side expanding to 15 litres as required and comes with a lifetime warranty
ROUTE 1 DAY TRIP REAR RACK BAG - $149.95
The perfect addition to any cruiser and easily fitted to a luggage rack or sissybar with quick release fastening straps. Made from super tough
Ultramax nylon 100% UV resistant material with semi rigid construction to ensure the bag holds it shape and style. Top opening with 20 litre carrying capacity plus easy access for those smaller items via slim pockets on each end. Comes with a lifetime warranty.
TAIL BAG - $119.95
With a size to suit virtually every motorcycle, these tail bags are probably the easiest way to carry your gear. Made from super tough Ultramax nylon 100% UV resistant material with semi rigid construction to ensure the bag holds it shape and style. Quick and easy to fit with nylon buckles and all necessary mounting straps, and with a rain cover included. Each of these bags is expandable increasing capacity by approximately 25% = Small 12 to 15 litres, Medium 17 to 22 litres and Large 25 to 33 litres. Small version shown.
SIERRA DRY
SADDLEBAGS - $279.95
Designed to fit onto most Adventure motorcycles fitted with support racks. Constructed from tough and durable
100% waterproof UV coated 24oz PVC tarpaulin and supplied with removable liners for easy packing. Mounting strap kit with all aluminium mounting buckles for added strength and removable foam pads to prevent side panel damage. Fitted with internal stiffener panels to ensure bags hold their shape. Hold 27.5 litres per side and are available in black or yellow/ black. Come with a lifetime warranty.
DRIRIDER
www.dririder.com.au
NAVIGATOR - $169.95
Don’t want to mount your GPS on your handlebar – this is a great alternative, and you get a tank bag to go with it! Made from 1680 Denier featuring a large main compartment, front and two side pockets (15L total capacity), flip up GPS pocket, four suction cup mounting, non-slip anti-
BIKEMAN 2 TWIN BAGS - $229.95
Expandable 18-31L 600D Ripstop panniers featuring a universal fi t, Velcro fi tting, extra side pockets, heat resistant base, PE boards to retain shape, anti-scratch non-slip inner side, come with rain cover and shoulder strap, with both bags able to carried together.
EXPLORER TAIL PACK - $189.95
A massive 115 litre capacity made from 600D Ripstop material featuring a large main compartment, side pockets, cover for loading extra gear, PE boards to retain shape, multiple attachment straps and comes with rain cover and shoulder strap. D
scratch base and comes with a rain cover, shoulder and waist straps.
NeRRIGA
Looking for birthday trinkets (and fish)
Studying a map and looking for places to revisit, I had vague memories of a ford along the Upper Shoalhaven River down Nerriga way that might be a good place to take my son fishing for a weekend. Over the years, some places stay the same, others change and are not as inviting as they used to be with broken glass, litter and discarded camping chairs or
the like strewn around. So it made sense to go and recce the area. It was also close to my wife’s birthday, which gave another very good reason to venture out in search of a unique gift from a somewhere that specialises in handmade trinkets. Who said men can’t multi task!
The original plan was to head out on my own for a days’ ride, but
after talking to my mate Rod and discovering he hadn’t been on his bike for a while, nor had he ever taken his bike for a long ride, it didn’t take long for him to jump at the chance to come along.
Under grey skies and in light drizzle, the M5 leads us to Mittagong where the temperature drops and I wish I’d put a sweat shirt under my jacket.
WoRdS/pHoToS BoB WoZGA
Pulling into Moss Vale, we step back not just in time but to America of the ‘50s at Bernie’s Diner to warm up over a hot coffee and watch the town slowly wake up, filling the cafes for their morning dose of coffee, eggs and bacon. BMWs, Triumphs and Kawasakis start rolling down the main street on their Sunday rides, urging the sun to come out from behind the clouds.
At King of the Pack Antiques we find a treasure trove of things to fill a man cave but I don’t think my wife would be too happy with a boxed set of original Castrol oil bottles – even with the original funnels.
Turning off at the Bungonia exit on the Hume Highway, we pass the abandoned stone cottage of the Marulan Anglican Cemetery looking over the graves of the pioneers who settled the area. Glancing through the trees as I glide along the road, I can see other stone ruins on hill sides and in drying paddocks. Some are ruins of sheds while others look to be ruins of long abandoned manors. They are a reminder that the past should not be forgotten. Heading south through Bungonia, we only pass a few cars and the bikes ride smoothly along the narrow road as the sun warms the day. We round a bend and find that the original ford has been replaced by a concrete bridge. After pulling into the Shoalhaven River Crossing to stretch the legs, Rod straightens his back on the grass after being bent over for the past hour or so thanks to low handlebars and I stroll to the riverbank. A few cars are parked in the rest area, some with caravans and camper trailers; it looks like a reasonable stop to camp.
On the shore, a group relax with their fishing lines patiently waiting for a bite from a bass or a prized trout. Further along the river a skink scrambles over the rocks while a young family pans for gold in the cool flowing water. They have been coming here for the past few years, still finding enough alluvial gold to keep up their interest, but it’s more about being in the outdoors than finding their fortune. Remnants of campfires are dotted
along the riverbank and tracks. A hundred years ago, the scene would have looked no different. The area is fairly clean of litter and wouldn’t be a bad spot to return with a fishing line over a weekend. The country side is dotted with these little oases. It’s just a matter of finding them, generally by stumbling across them while exploring back roads, looking for birthday trinkets.
Another oasis is the Nerriga Pub about 15km down the road. It’s another place where gold brings a smile to the face, but the gold here flows out of a tap. A flea speck on a map, it’s almost half way between Nowra and Braidwood. Opposite the pub, a roadside sculpture lays down the law of the land – “Welcome to Nerriga. We don’t take our cows to the city! Don’t bring your BS to the country.” Further up the road is an old service station, really only an abandoned petrol bowser next to an abandoned lamp post next to an abandoned shop. When it was last used, unleaded was 58.9 cents a litre so it must have been last used sometime last century. It would have been the only fuel stop between Nowra and Braidwood in its day. With more efficient cars, larger tanks and better roads I guess these small town service stations are no longer required either for fuel or mechanical repairs. They do however give a certain nostalgic character to small towns, a bit like riding through a living museum.
Despite only a handful of buildings in the main street, most being up for sale, the Nerriga Pub is a thriving establishment. While enjoying our little glass of gold at the front tables, the street explodes with cars and bikes, the bar is soon full and people mill in front of the pub talking about their ride. Over a beer, one guy tells us he is heading back to Wollongong after setting off early yesterday morning, riding through the Victorian Alps on his DR650. He had a cold night camped near a river somewhere but it was well worth the trip, he just needs a softer seat to replace the foam he has tied to the existing saddle. It’s fascinating hearing where some
people go for ride and listening to their stories. Standing at the bar waiting to get served, I look at the merchandise… I wonder if she would like a Nerriga stubbie holder? Maybe not.
Heading south to Braidwood, Rod leads the way, he is only on a 250cc road bike but it’s handling it fairly well. We hit road works and take it easy on the loose surface, keeping a reasonable distance behind to ensure he is ok. He hasn’t ridden on gravel since he was a kid on the far south coast. The road is pretty good with only a couple of soft spots and the traffic light but you still want to keep on your toes because you can’t predict what an oncoming car might do, or hit a rock in the middle of the road that can knock you off your wheels.
Braidwood is busy with its Sunday visitors and we manage to get to the pie shop before the lunch time crush. The main street has a constant flow of people heading to or from Batemans Bay from Canberra and surrounds, it also seems to be a favourite stop for bands of adventure bike riders, I can understand why as there are plenty of back roads here to explore. There are also trinket shops for gifts!
Following Rod out of town, his bike makes un-natural motorcycle noises. I pull him over to check it out and
find the chain is a little too tight and head a little further up the highway where it’s safer to stop and have a better look. On long rides, I always carry enough tools and spares to cater for any repairs that may need to be carried out. Ninety nine percent of the time the tools never need to be brought out, this was the one percent they were needed. The chain was adjusted while cattle in the paddock looked on indifferently.
Stopping off at Tarago for an ale and chain check revealed that not only was the chain still in working order, but the Loaded Dog Hotel is a great pit stop on the way back to Sydney. Named after Henry Lawson’s classic tale“The Loaded Dog”. For Lawson fans, this is not where Tommy the dog was involved in blowing up the pub and for history buffs; this was a local haunt of Ben Hall, Frank Gardiner and other bushrangers. It has a great relaxing atmosphere and is popular with motorcyclists and travellers heading to the snow fields. Sitting in the afternoon sun, riders talk about their bikes, what they have owned, what they wish to own, where they have been and where they would like to go.
While having a beer, observing and listening to the conversations, it suddenly occurs to me how somethings taken for granted by one
person, can be life changing for others, when someone comes along for the ride and says – “Wow, that was fantastic, I never knew I could do that”. Listening to my mate talk about the ride with so much enthusiasm and vigour was just that. Next time you take a friend who has never ventured out of the metropolitan area or into the metro area for that matter, for a long ride sit back and listen to how they describe their trip afterwards. How animated they are describing twists and bends or riding on dirt for the first time, how their bike handled being pushed more than 80km/h, how much of a confidence boost it is to be able to do running repairs on the side of the road and the feeling of liberation they gained by pushing themselves out of their comfort zone let alone explaining that they had travelled 230km just to have beer and pie at a pub that’s a flea dot on a map… because it’s there.
The planned “multitasking” of going for a ride with the camera while looking for place to camp and fish with my son while simultaneously searching for a birthday gift was fulfilled. The unplanned outcome that fell into the day was realising that the ride had influenced a friend’s outlook on life and was just as rewarding. D
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THE POLLIES SEE STARS
USUALLY, HEADING north or south out of Canberra can be the best thing you’ve ever done, but did you know up in them hills there above Canberra are some seriously fun twisties that must be enjoyed?
CANBERRA
Since becoming the nation’s capital in 1927, Canberra has grown into a cosmopolitan metropolis, with expansive open spaces interspersed by dense pockets of urban activity. Some of the nation’s best art galleries and museums are located in and around Canberra CBD, and there’s plenty of history too, both past and in the making – you can see Australian democracy in action at Parliament House before exploring its bygone days at some of the city’s many museums. Dining and nightlife opportunities abound, with Canberra’s scene rivalling those of its larger neighbours. But that’s not all, you can visit the Australian War Memorial, Questacon, Lake Burley Griffi n, Cockington Green and the Royal Australian Mint.
MT STROMLO OBSERVATORY
Canberra can be fun
WORDS STUART PHOTOS VARIOUS
Mount Stromlo Observatory (MSO) is one of the oldest institutions in the Australian Capital Territory. It was established (as the Commonwealth Solar Observatory) in 1924, although astronomical observations had been carried out on the mountain as early as the previous decade (the Oddie telescope was located on Mount Stromlo in 1911 - the dome built to house it was the first federal building in the newly established Australian Capital Territory).
The fi restorm of 18 January 2003 destroyed all the telescopes, the library, and workshops on Mount Stromlo. Rebuilding/ redevelopment commenced and Mount Stromlo Observatory is now the headquarters of the ANU Research School of Astronomy and Astrophysics, a world-respected community of researchers exploring the universe.
Members of the public are welcome to explore the Visitor Centre and Heritage trail, and join in with activities such as stargazing or talks. If you need a relaxing coffee or lunch taking in the wonderful views
from the café. Contact the café on 02 6125 3634.
For full details, visit https://rsaa. anu.edu.au/
CANBERRA DEEP SPACE COMMUNICATION COMPLEX
The Canberra Space Centre (CSC) is located on the grounds of the Canberra Deep Space Communication Complex (CDSCC) at Tidbinbilla.
The CSC offers visitors the chance to learn about the role that Australia plays in the exploration of space. You can take in magnificent views of the largest antenna complex in the southern hemisphere, see a piece of the Moon that’s over 3.8 billion years old, check out the latest images from across the Solar System and beyond, check out spacecraft models, plus flown space hardware and memorabilia. Discover the foods that astronauts eat on the space shuttle and space station, watch a movie on the history and future of space exploration, take a hands-on trip around the Solar System or across the galaxy, or just sit back and relax in the Moon Rock Café.
www.hemamaps.com.au
After giving the bird to the pollies at Parliament House head north over Molonglo River (Lake Burley Griffi n) on Commonwealth Avenue, take the off ramp onto Parkes Way and follow the river taking the Tuggeranong Parkway ramp to head south. After a couple of kilometres take the Cotter Road off ramp and turn right at the lights. After a kilometre or so take the left turn to stay on Cotter Road, and after another kilometre or so take the right
turn onto Mount Stromlo Road (top blue route)and head up to the observatory.
Once you’re done having a look around come back down to Cotter Road and turn right. Follow Cotter Road all the way, which turns into Paddys River Road. About ten kilometres along turn left onto Discovery Drive (bottom blue route) to the Deep Space Complex.
Once you’re done head back out to Paddys River Road, turning left.
TEAR-OUT MAP #77
Continue heading south and around to the east, with the road now being Tidbinbilla Road, and head down to Tharwa. Cross the Murrumbidgee River on Tharwa Road and head north through Gordon and back into Canberra (following your nose), or back via the same route along the Molonglo River to Parliament House.
Distance – 118km Petrol – Canberra, Tharwa
COLLECT THEM ALL
Entry to the Centre is free - Open daily 7 days a week, between 9am & 5pm. Open during all school and public holidays (closed December 25th only). www.cdscc.nasa.gov
COTTER RESERVE
For tens of thousands of years the Ngunnawal people have welcomed travellers to this site. The Cotter nurtured the Ngunnawal and surrounding tribes as traditional owners and their ancestors cared for the land, rivers, animals and plant life. The Cotter is named after Garrett Cotter, a convict assigned to a settler at Lake George. While there, Cotter was found guilty of stealing a mare
and was exiled to care for stock on the outer reaches of settlement in the country west of the Murrumbidgee River. Cotter family tradition holds that Garrett owed his survival to the knowledge of his friend Onyong, a renowned local warrior.
Uriarra Crossing, about five kilometres upstream from the Cotter Reserve, was the site of the annual feast of the Bogong moth. Hundreds of Aboriginal people would gather to eat the moths, a rich source of protein and fat. The moth feast was an important occasion; it provided an opportunity for Aboriginal groups from the region to meet and establish important cultural links and trade
with one another.
The Cotter Dam was built from 1912 until 1916. Steady population growth in the Canberra region meant new water sources were needed to supplement the original Cotter Dam. The height of the dam was raised in 1951 to increase capacity. Additional dams were constructed: Bendora Dam in 1961, Corin Dam in1968 and Googong Dam in 1979.
In 2007, faced with record low rainfall and inflows to the ACTs water supply catchments, the ACT Government announced a range of measures including the Cotter Dam enlargement. The main wall of the dam is now 80 metres high, almost 20 times larger than the former dam.
LANYON HOMESTEAD
Experience the restored 1850’s homestead, the Convict-era outbuildings and machinery shed, and explore the stunning gardens that make Lanyon Homestead a real gem. You can step into the story back to the time well before Canberra was established, and discover the fascinating stories of the families that lived and worked there.
Enjoy a guided tour of the homestead, then take in the view while enjoying the Barracks Espresso Bar and Eating House or picnic in the garden with a view to the hills and beyond. It really is a place you won’t forget visiting. I can’t wait to go back! D
RSV4 1100 FactoRy Aprilia
Sexy power
WORDS Stuart
PHOTOS t im m unro Photogra P hy/ aP rilia
ACOupLE OF yEaRS back at Sydney
Motorsport Park I rode the Aprilia RSV4 and Tuono models as part of a normal track day –the bikes were awesome fun to ride. With the release of the new models Aprilia again invited me to ride both models – now as part of their Aprilia Racer Days event, which is an Aprilia owner’s ride day.
Both bikes have undergone huge changes – the main ones being the RSV4 1100 Factory with a displacement increase and the fitment of MotoGP styled wings, whereas the big change to the Tuono 1100 Factory is the fitment of electronic suspension. I was more keen than an 18 year old at their first strip club to ride them on the track and chew up some sticky Pirelli tyres. The Tuono report follows the RSV4…
rSV4 1100 Factory
You might well ask, what is with the larger engine in the RSV4 Factory? Isn’t that type of bike restricted to a capacity limit for racing? Well, Aprilia still offers the RSV4 RR for that purpose with the 999cc V4, whereas the new RSV4 1100 Factory is aimed at the track day rider who wants an exclusive motorcycle with high level components and massive power output.
I remember riding the previous top of the range RF model with slicks, and I thought that was fast. But when you see the figures for the difference on the new 1100 Factory, it definitely sits you in your seat. Plus 16hp, plus 7Nm and minus 5kg means FAST!
The 1100 engine might have you thinking it’s been
nicked from the Tuono and given some more power, but that’s far from the truth. Sure, it’s the same V4 layout but most of the internals are different. A new combustion chamber design, modified cam profiles and engine mapping, optimised lubrication within the engine and new transmission components are just some of the main differences. A new designed exhaust system with different pipe geometry and Akrapovic titanium muffler help pump the fumes out the back and give the 1100 Factory that mega sweet V4 aural delight.
The frame has also been updated with revised steering geometry and stiffer rear swingarm (even though the swingarm looks the same) for improved stability under heavy braking and hard acceleration.
Suspension now features greater travel with lighter weight Ohlins NIX forks, Ohlins adjustable steering damper and fully adjustable Ohlins TTX shock. I found the 1100 Factory very stable into the extremely fast turn one at Sydney Motorsport Park and after a couple of adjustments for my weight the bike pulled up with plenty of control into the fast-to-slow turn two. Traction out of the corner was excellent with plenty of feel and control. This also has to do with the electronics package fitted.
APRC (Aprilia Performance Ride Control) system has been fully optimised for the 1100 Factory. The list of electronics includes:
• ATC: Aprilia Traction Control
• ALC: Aprilia Launch Control
• ACC: Aprilia Cruise Control
• APL: Aprilia Pit Limiter
• AWC: Aprilia Wheelie Control
• AQS: Aprilia Quick Shift
For the first time on the RSV4 I left wheelie control on setting one and it worked perfectly. On the previous RSV4 I found it would want to cut the ignition too much whereas it’s now seamless and holds the front wheel just off the ground as it drives forward as fast as you dare. I had Traction on level one also which
and joined 300km/h.
allowed a nice bit of drifting and if I happened to stuff it all up I’m sure the control was ready to help me. Quickshifter is up and down and works excellently and cruise control (even thought I didn’t use it) would be great on the road to give the right hand/wrist a rest.
Ergonomics are quite roomy with spades of ground clearance, even for an elephant like me. A normal sized rider will love that you can feel relaxed and have plenty of room to move around .
Braking is stunningly good. New front Brembo Stylema brake calipers with updated design to reduce weight and increase ventilation are simply the best you can get off the showroom floor. I mostly used one finger on the front – that’s how powerful they are! To help on the track you can get an accessory cooling duct which not only looks awesome but would help the brakes to be better again.
Okay, let’s talk aerodynamics. Carbon fibre winglets like those on the Aprilia MotoGP race bike represent the maximum expression of the Aprilia Racing relationship. Seeing a picture of the race bike and the 1100 Factory cut down the middle
and joined showed just how close the two are. The downforce effect is claimed to be +8kg @ 300km/h. While I was stable into turn one you would need to try the bike with and without winglets to feel the full effect. I saw 282km/h on the dash before I wussed out and looked where I was going with another 100m or so of acceleration before getting on the brakes. I also used the lap timer to see if I’ve still got some mojo or not. I was surprised to punch in a 1.40.82 which shows how fast this bike is. In comparison I could only get a 1.43.06 on the Tuono 1100 Factory. I did push on the RSV4 1100 Factory as I thought, “I’m so close to a thirty nine, let’s give it some more”. This resulted in me running wide out of turn one onto the ripple strip which is quite slippery. That was enough and I brought it in before I looked like a fool chucking it down the road.
Looking at the styling on the 1100 Factory you’ll notice no bright colours, but a matt dark two tone paint scheme which helps highlight the carbon fi bre areas and titanium fi nishes. The aggressive look is also characterised by the sand coloured rims. Aprilia feels this type of look makes the 1100 Factory more exclusive for a premium buyer.
SPECS
The Aprilia RSV4 1100 Factory is simply a stunning sports bike to ride and the attention it brings at the race track will have you the envy of everyone around you. If you want to be the fastest – look here! D to the and without to full effect. I saw 282km/h before I wussed out
APRILIA RSV4 1100 FACTORY
PRICE: $33,990 (plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Liquid-cooled V4 cylinder, 4-stroke, DOHC, 4 valves per cylinder
BRAKES: Front, twin 330mm discs with radial mount four-piston calipers. Rear, 220mm disc, dual-piston caliper.
FUEL CONSUMPTION: N/A
THEORETICAL RANGE: N/A
COLOURS: Matt black/Carbon
VERDICT: EXCLUSIVELY FAST
TUONO 1100 FACTORY Aprilia
Naked and racy WORDS Stuart
PHOTOS t im m unro Photogra P hy/ aP rilia
The last time I rode a Tuono on the track was at the introduction of the 1100 V4. It was (and always has been) blindingly fast – one of the fastest naked bikes on the market. I found the suspension to be compliant on the road but a little too soft for the track. Roll on 2019 and Aprilia has fitted Ohlins electronic suspension (ASC) to the top of the range 1100 Factory – in a nutshell, making the Tuono Factory one of the (if not simply the) most versatile big bore naked. You can run it compliant for the road then stiffen it up for the track, all in a matter of seconds.
Up front sit NIX30 EC (electronic control) forks with TiN coated 43mm inner tubes, 30mm damping system, forged fork bottoms, independent electronic control of compression and rebound damping and a stepper motor controlling damping adjustment. Out back sits a TTX 36 EC shock with a forged cylinder head, independent electronic control of compression and rebound damping and a stepper motor controlling damping adjustment. To complete the package an electronic steering damper enables light handling while maintaining stability at various speeds.
The mastermind deciding what does what is Ohlins Smart EC 2.0 control unit. This second generation of Ohlins Event Based Control Strategies, with a new objective-based tuning interface (OBTi) continuously analyses bike and rider behaviour and optimises the suspension for every situation, and
OBTi allows you to adjust settings for various parts of the corner. Why go electric you might be wondering. Fixed settings means compromise:
• Corner entry vs brake support
• Acceleration grip vs chassis stability
• High speed stability vs cornering
• High speed stability vs comfort
With electronic suspension the number of compromises is reduced. Knowing just what to do with suspension adjustment can be a little bit of an art without in-depth knowledge. Many riders know what they want to achieve but lack the experience to adjust their suspension to create the behaviour they are aiming for, which means they could head in the wrong direction or end up compromising (too hard, too soft) for the varying conditions most people ride in – commuting, weekend blasts, touring and track days, which all require different settings to have the bike riding as well as possible. With the press of a few buttons this can all be fixed thanks to ASC. The Tuono Factory has three automatic modes that can be individually adjusted for your preferred type of riding. The three settings – Track, Sport and Road - continuously change depending on rider and road inputs with the three base settings all different. You can adjust compression and rebound through the TFT dash, whereas preload is still manually adjusted on the fork and shock. When you get into the ASC functions you’ll see the following settings:
• Front firmness
• Rear firmness
• Brake support
• Acceleration support
• Mid-corner support
• Steering damper
Front and rear firmness adjusts compression and rebound together, brake support is essentially like engine braking and helps limit front end dive, acceleration support controls both front and rear damping under
acceleration to improve vehicle stability and increase rear wheel traction, mid-corner support controls both front and rear damping during cornering to improve stability, rear wheel traction and front tyre adhesion by balancing the specific dynamic load variations that occur between the front and rear wheels in the course of cornering, and the steering damping changes friction to improve vehicle stability – as in, it’s lighter at low speeds and stiffens up automatically at higher speeds.
There are also manual modes but why bother with them when automatic can adjust as you ride!
I did beef up all the above settings except the steering damper (I find that a stiff steering damper loses feel in the front) and it made the Tuono feel much more like the RSV4 in support and was a blast to ride on the track. The Aprilia technician on hand at the track was a bit shocked at how much I pumped them up and I said, “Well, it’s worth a go, at least I’ll feel a huge difference,” and my thoughts on changing them were in the right direction. I could push a lot harder into and out of turns, in fact I’d probably go further on front firmness, brake support and mid-corner support for an elephant like me.
The 1100 V4 from the previous
model is relatively unchanged for this year, apart from a 500rpm increase and some internals being made stronger and slipperier, and on the track it’s one of the sweetest engines to ride with. When you’ve heard a V4 screaming down the main straight of any race track you know you’ve got to experience one for yourself!
I did (as with the RSV4) have wheelie control set on Level 1, which worked to drive me forward rather than skyward and unlike the previous model which was a little abrupt, wheelie control just sat the front wheel nicely off the ground, accelerating smoothly (but fast) without the need to get off the throttle and back on like before to keep things smooth – remember, smooth is fast.
Styling is again pretty much unchanged with the Factory featuring a new colour scheme from the previous model.
Aprilia has designed and developed a wide range of accessories so you can personalise your Tuono. These are select high quality items you can use to increase the performance, make it more attractive or more comfortable.
If you want fun for both the road and track there’s probably nothing better to ride than the new Aprilia Tuono 1100 Factory with ASC –get on it! D
SPECS
PRICE: $27,190 (plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Liquid-cooled V4 cylinder, 4-stroke, DOHC, 4 valves per cylinder
BRAKES: Front, twin 330mm discs with radial mount four-piston calipers. Rear, 220mm disc, dual-piston caliper.
FUEL CONSUMPTION: N/A
THEORETICAL RANGE: N/A
COLOURS: Aprilia Factory
VERDICT: IT’S FUN BEING NAKED
APRILIA TUONO 1100 FACTORY
This COlUmN is usually more or less devoted to the doings of and offers from the world’s motorcycle tour operators. I know that’s been handy for a lot of our readers because they’ve told me. Reliable information can be hard to come by, and tours are gaining popularity at a remarkable rate. The reason is simple; our most precious possession today is time, and choosing an organised tour means committing to a trip that has a defined and limited duration. You can make it fit into annual holidays, if you like.
Going off by yourself on your own bike is all very well within Australia or New Zealand, and shipping to Unzud is easy and quick, although in New Zealand you need a WoF or Warrant of Fitness for your bike and there may be a bond. Going further overseas with your own bike requires more homework and time. Just your flight to Europe or somewhere in America is a major time investment, apart from paperwork. I for one try to fit in more than one thing to justify two lots of 24 hours spent in that aluminium tube. Whether you ship your bike or rent one overseas, I strongly suggest you pack in as much as you can on your trip. Shipping your own bike is not especially difficult if you use an agent like Dave Milligan at Get Routed (dave@getrouted.com.au).
Dave literally ships the bike; he has a stowage system for containers that he’s developed over the years which works a treat. We use him when we need transport for our bikes, and he’s helped me import a Triumph Hurricane from the US at a rate much lower than other shippers even before he kindly waived some of his charges.
1. It’s hard to beat Norway no matter whose bike you’re on.
2. This is an orderly parking spot in Milan. You can park almost anywhere.
3. There are places where you cannot be sure what sort of ‘petrol’ you get.
& LaOs
TOUR DATE NOV 24 - DEC 8
Ever in search of new and intriguing destinations, we’re presenting a two week ride through Northern Thailand and wild Northwest Laos.
We’ll ride rural two lane roads of varying surfaces through spectacular mountainous landscapes, jungles, and along the Mekong River, with opportunities to explore the legendary Golden Triangle, where Laos, Thailand and Myanmar meet. Here is an opportunity to stretch your riding and travel experience to include rice paddies and tea plantations in the countryside, gleaming gilt-topped temples, crumbling French mansions from colonial times, and steaming noodle stalls in Vientiane. We’ll visit two UNESCO World Heritage sites. For hard core riders, there are 1,864 curves between Mae Tang and Mae Hong! For the sightseers among you, there are hundreds of years of cultural. Religious, military and gastronomic history to soak up. Do not miss out!
HigHLigHTs Sukothai (UNESCO World Heritage Site), Phu Rua, Vientiane, Vang Vieng, Luang Prabang (UNESCO World Heritage Site), Mountains to Oudom Xai, Chiang Rai, Golden Triangle, Mekong River, Road of 1,864 curves, Long Neck Hill Tribe, Doi Inthanon
Milligan has the game well sorted. He will, for example, sort out the WoF and other paperwork for New Zealand for you. If you choose to arrange shipping yourself, be prepared for potential difficulties like having the ship re-routed and missing your chosen port. Sound unlikely? Sadly, no. It happens all the time. It is also possible to send your bike by air, but unfortunately there hasn’t been enough demand for this service to encourage an airline to set it up properly from Australia. Flying a bike from the US to Europe or vice versa is remarkably easy with specialized stowage and reasonable rates. From Australia to anywhere you need the bike prepared specifically (you might check with DHL (shipping.dhl.com. au). They seem to know what they’re doing with both packing and shipping) and then you will find yourself paying
a substantial amount for the freight. Still, if you want your bike quickly –usual expectation is three to 10 days –air freight would be the go. Or rental, of course. That will get you a bike even more quickly than air freight! I have heard some horrific stories about renting, but many, if not most, of them arise from incorrect expectations. There are very different kinds of motorcycle rental.
In Asia, Africa and South America you could use the most basic and short term. This, which is also potentially the most dangerous, is to slip the concierge (or the doorman if your hotel doesn’t have one of those, or the desk jockey at your hostel) a couple of bucks to put you in touch with someone who has a bike that they’re happy to rent out for a day or two. You don’t need a license, but you also have no idea what you’re getting, there
is no insurance or any other kind of guarantee, and the transaction may well be illegal. But boy, is it going to be cheap – remember to haggle - and you’ll get a wonderful insight into motorcycling for the masses.
The first time I did this was in Sri Lanka, back at the beginning of the ‘80s. The bike was a decrepit Honda 125 but it ran all right and the owner assured me that it would get me around Colombo and the countryside for the two days for which I wanted it. Total cost was about the same as a full tank of petrol. The renter assured me that although there was a helmet law in Sri Lanka, nobody would bother a tourist. That turned out to be true. I had a wonderful time and even tipped the owner when he came to collect the bike from the hotel.
I’m not sure I’d really recommend you do this in these rather fraught
Storm brewing over the Siberian landscape.
times, and as for me - these days I have a friend, Michael Sourjah, who runs a motorcycle tour and rental service in Colombo and I’d certainly get one of his Royal Enfields (www. serendibmotorcyclingadventures. com). Obviously, I recommend him. But I could still be tempted to try the other method in places where more formal rentals are impossible or difficult to arrange.
Should you suddenly get the idea that you’d like to rent a bike when you’re already at your destination or stopover, you can generally find a legit rental service in the phone book or by recommendation from a tourist office. For this you will need your license as well as possibly an International Drivers Permit (although you can often argue them out of that) and it will be more expensive because it will include insurance and possibly other
Be prepared to share the road with some weird people, and animals.
surcharges. Just make sure you take a close look at the bike they want to offer you, and check requirements like helmet laws. They will usually have a helmet available; just wear a skull cap of some kind under it.
My preferred option these days is to plan ahead and book ahead as well. It’s easiest to do this with a multinational rental company, and my choice in most cases is EagleRider (www.eaglerider.com). They’re in a remarkable number of places (several in Australia) and offer consistent service and well-maintained recent model bikes. In San Francisco I would always use my friend Wolfgang’s services at Dubbelju Motorcycle Rentals (www.dubbelju.com). He looks after his clients impeccably and offers things like personalized maps and recommendations for places to stay. Tell him I sent you!
Renting a bike in China, by the way, has become somewhat easier recently. I would advise against trying to rent a bike in Beijing because of the arcane and frankly anti-motorcycle laws involving permission to ride within certain ring roads and so on. Shanghai and Guangdong are better bets but like the laws, the arrangements change frequently and seriously, so I have to refer you to the interwebs for details.
1. Overseas roads can be even worse than Sydney’s, believe it or not.
2. You never know where you’ll find a touch of home, like here in Cuzco.
Remember, though, that you must have a Chinese motorcycle license. Your rental office will need to arrange the test for you, but the neat red plastic covered booklets are worth having. I still have mine, from 1986. Don’t try to bypass the legalities. The Chinese police, rather like the US Department of Homeland Security, has no sense of humour. At all. But back to travels with your own bike. As well as the paperwork you will need for yourself, like your passport and license (and probably an International Drivers Permit, just in case, even though I don’t carry them), a bike needs its own papers. That always includes the registration certificate and some kind of insurance document. In France, you should have a Crit’Air vignette or sticker (https://www.crit-air.fr/ en.html). Paperwork may also include a Triptyque or, as they’re known now, a Carnet de Passage et Douane. This is a document that assures the Customs officials that you will take the bike back out of their country with you.
Carnets have changed over the years since I had one, and they are simpler than they were. I won’t try to explain the details, partly because those details are different in different countries. In Australia, they are issued by the Automobile Association of Australia through State auto clubs – the NRMA, RACQ and so on. They’re not cheap at a total of $1420, of which only $500 is refundable when you come back from your trip; make sure you include them in your budgeting and remember that they’re only good for 12 months. You can extend them, but it’s a complete pain in the butt and once again expensive. Double check that the carnet you buy is valid for all the countries you want to visit. Theoretically carnets are universal, but some countries like Egypt seem to require special endorsements which will probably cost more. Check the interwebs at https://www. cpdcarnet.com/node/906 for details of the countries that require them, but don’t trust the information you will find there unquestioningly. It’s best
to check directly in each case once you have a general idea, because the requirements change. For instance, the latest from Canada (which is on the list as requiring a Carnet) is: “If you are entering Canada as a visitor, under a student visa or a work permit, or are passing through Canada on your way to another country, you can temporarily bring your vehicle to Canada for your own use. You cannot sell or dispose of the vehicle in Canada and it must be exported when the time limit of your stay has been reached.”
There may also be other types of documents which can get you through Customs in some countries; unfortunately I have no personal experience or reliable information about those. If you do, please let me know!
Okay, back to the carnets. It’s even more important to check the requirements of countries not on the list, because they may have all sorts of exotic rules about bringing your bike in – including depositing the full value of the bike (or more) with the border
guards. Hmm, maybe not… China does not let foreign bikes in without mounds of paperwork and equal mounds of cash; see a specialist travel agency before you try. It also helps to talk to your local Chinese embassy. As I mentioned above, you’ll need a Chinese license. Your bike will need a Chinese number plate, too. Depending on where you want to go, you may even need to hire a local guide. If you want to enter mainland China from Hong Kong and you’re on a Harley, it may be worth contacting the H-D Hong Kong dealership (www. harleydavidson.hk). The previous owner, Mr Ma, used to run rides into China, and they may still know some tricks. Kevin Sanders’ website www. globebusters.com has some good tips for riding in China, too. There is, of course, a lot more to consider when you’re out there on your own bike. Take the different ways that motorcycles are treated in different countries by the ever-friendly enforcers of the law. In Britain, a bike is treated much the same way as a car.
There is quite a bit of motorcycle parking, for example, but that’s where you’d better park. Italy is pretty much the opposite where parking and things like riding the wrong way down oneway streets or in pedestrian zones is concerned. France and Germany lie somewhere between. You can always strike an officious cop, of course, so don’t take any of this for granted. I could go on, and as I have been reminded occasionally in the past, I do. But that’s enough for now. If there’s anything else you’re keen to know, drop me a line at thebear@ ausmotorcyclist.com.au .
BE SENT TO SIBERIA
Just for variety, here’s a trip you will probably not want to do by yourself! Compass Expeditions is known for running motorcycle tours to some lesser known destinations such as Kyrgyzstan & Mongolia, and they have just announced a journey into a rarely visited part of the world: the 15 day, all paved, Trans-Siberian Explorer.
“Nowhere else on earth is more
iconic, more haunting, more legendary than Siberia and no other road is more renown that the Trans-Siberian Highway,” Craig from Compass points out. “Starting & ending in the Mongolian capital of Ulaan Baatar, the ride enters Russia and travels the mighty Trans-Siberian Highway, via the epic Lake Baikal before entering the stunning Altay Mountains that border Western Mongolia.
“We ride what National Geographic called “one of the 10 greatest drives on earth”, the Chuvsky Trakt. Never heard of it? That’s the point, we don’t follow the crowds. It’s a roller coaster ride through a remote rugged landscape of southern Russia before re-entering Mongolia in the far west. Epic steppe landscapes of Mongolia, ger stays, legendary highways, shimmering lakes, unknown mountain passes all conspire to make this is one of a kind motorcycle tour that no one else offers.”
See www.compassexpeditions.com/ tours/trans-siberian-explorer/ for more. D
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:
IMTBIKE TOURS & RENTALS - Spain, Portugal, Morocco, Europe and Thailand www.imtbike.com tours@imtbike.com
MAVERIK
MOTORCYCLE TOURS
Italy & Austria www.maverik.com.au 1300 661 772 sandro@maverik.com.au
MOTOLOMBIA TOURS & RENTALS - Colombia, Ecuador, Peru, Brazil, Suriname, Guyana, French Guiana, Venezuela, Chile, Bolivia and Argentina www.Motolombia.com mike@motolombia.com
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
WORLD ON WHEELS - Europe, Iceland, South America, India, Asia, Mexico, Africa & Himalaya www.worldonwheels.tours Adventure@WorldOnWheels.Tours
TaKe the relatively new Kawasaki Ninja 400, strip it down and put a more upright handlebar on it and bam! You have the new Z400. In a nutshell I don’t think I’ve sampled a more fun (under 500cc) motorcycle since I rode 2-strokes many moons ago.
The Z400 marks the completion of the family for the Kawasaki Z family and just like the rest of its siblings, the 400 is a brilliant machine. It presents a real option for anyone looking to get onto a bike or back onto a bike after years away, or someone looking at a mid-capacity machine for the first time.
New riders are the target of a big push from Kawasaki with the 400 into the new bike market at $6299 plus on-roads. The lower registration and insurance cost of small displacement motorcycles, plus the current boom in naked bike styling, should prove profitable for Team Green as it now finally has a strong foothold in the lower capacity bike
segment with which to compete against the likes of naked-bike class stalwarts KTM and their 390 Duke, Yamaha’s MT-03 and Honda’s CB300R.
On the motorcycle not a great deal has been changed from the Z400’s full-faired brother, the Ninja 400.
Mechanically it’s the same with no changes to the 399cc parallel-twin, fuel injected, four-stroke engine. The engine is as strong as a mallee bull, the amount of torque it’s got is astounding and you really feel like you’re on a 600cc parallel twin, not a 400. Mated to the engine is an ultra-light clutch, thanks to Kawasaki fitting an assist and slipper clutch unit. The nearly effortless clutch lever pull is simply sublime.
The chassis is the same as the Ninja’s trellis steel frame with the engine used as a rigid stressed member. Kawasaki is claiming a featherweight 167kg (wet) and you can feel just how light it is while riding. The Z400 is so easy to flick
around and manoeuvre in and out of bustling city traffic, and when the time comes to push the Z400 out of the garage or at a carpark, I reckon any strength rider will easily handle the Z. One change from the Ninja 400 is the spring rate. Kawasaki has gone 10 percent softer on spring rates front and rear to give it the Z400 a more supple feel and better bump absorption for the street. You still get the same wheel travel and while the suspension will be okay for most, I would have preferred the Ninja 400 springs – although you can adjust rear preload if needed. Despite this, the Z400 still handles like it’s on rails. You will learn the concept “keeping up corner speed” as it is so easy to do on the Z400, it’s only when you get into some rough bitumen that the softer springs require you to slow down. Or, I suppose, the posted speed limits.
As a naked bike, the ergonomics have obviously been changed with the
handlebar 50mm higher than the clip-on style set-up from the Ninja. The seat unit is new although it’s the same height as the Ninja at 785mm, although it is slimmer side-to-side at the point where it meets the tank to give you an easier grip of the tank.
In terms of styling the Z400 closely mimics the “Sugomi” styling of bigger brothers, the Z650 and Z900 and features six-chamber LED lights front and rear, a sharp seat unit design and a revised (easy to read) instrument cluster that features a gear position indicator.
There are no significant electronics to speak of other than the Nissin ABS acting on the twin piston front (single disc) and rear calipers, and in true Kawasaki fashion you can’t switch the ABS off. I do like the strong initial bite of the pads fitted and I had to look twice to see if the Z400 had twin discs up front. It is only when you really work the front brake hard that you
notice it’s only got a single disc.
The Z’s relaxed riding position is the first thing you’ll notice. You’ll also notice - if you’re above six feet tall – that the seat-to-peg distance is probably too short and if you’ve got big feet your right foot will be resting on the muffler shield most of the time.
Yet the reach to the bar is nicely spaced and allows you to settle into a comfortable position quickly. The seat itself is not the most comfortable, but more than adequate for city riding and commuting, that aforementioned skinny part to the front of the seat pad caused me to be more intimate with the back of the tank than I like.
Kawasaki has done the Z400 right, it’s an excellent machine for anyone looking to get into riding on something with a little attitude to it – you just need to choose which colour: Candy Lime Green or Candy Cardinal Red. D
FUEL CONSUMPTION: 4.12 litres per 100km, premium unleaded
THEORETICAL RANGE: 339km
COLOURS: Candy Lime Green with Metallic Spark Black or Candy Cardinal Red with Metallic Flat Spark Black
VERDICT: BRILLIANT LITTLE THING
Ayn Rand said that “The skyline of New York is a monument of a splendor that no pyramids or palaces will ever equal or approach.” What about the rim of a motorcycle wheel?
Game Over Cycles, a custom bike manufacturer in Poland, has used that skyline among other iconic New York images to create its New York –Rzeszów Motorcycle. Whether you like extreme Custom bikes or not, you’d have to admit that this is an extraordinary custom Harley-Davidson Street Bob. It was inspired by the Polish city of Rzeszów, Game Over Cycles’ home town, as well as New York City.
Always thank your sponsors, and the boys from Rzeszów have heeded that lesson.
“Thanks to cooperation with Rzeszów-Jasionka International Airport and LOT Cargo, the bike was transported from Rzeszów to New York in the LOT Polish Airlines’ modern Boeing 787 Dreamliner, which carries out direct transatlantic connection operated by LOT between the two cities.
“The bike was made for a Pole born in the Rzeszów region and currently living in New York. The machine is intended to express local patriotism of both homelands of the vehicle owner. This is manifested in the unique design of the motorcycle, which contains characteristics of the architecture of each city. These parts are not only elements of ornamentation, but also fully functional components of the motorcycle.”
The main elements of the construction containing the architecture of given city are:
New York:
• wheels with Manhattan buildings engraved in metal. The wheel contains such buildings as the Empire State Building, 1 World Trade Center, Flatiron, Chrysler Building, old WTC towers.
• exhaust pipe looking like the Chrysler Building (covered with
24-carat gold).
• ignition coil cover looking like The Oculus.
• front plow (stet) in the shape of old WTC ruins with the “9/11 Never Forget” inscription.
• timing cover with NY Yankees logo (covered with 24-carat gold)
• fuel tank cap made form brass and imitating a $ 1 coin with Rzeszów-
New York inscription
• tank painting containing the Brooklyn Bridge and the Manhattan skyline.
Rzeszów:
• Revolutionary Act Monumentthe most famous monument of
the city placed in the middle of the wheel among Manhattan buildings (covered with 24-carat gold).
• seat in the form of the Tadeusz Mazowiecki bridge - the largest bridge in the city. The bridge is imitated together with brass ropes attached to the fender while motorcycle’s direction indicators
Polish polish
Game Over Cycles (GOC) is a Polish custom motorcycles manufacturer formed in 2012. The company is known for its original creations, such as The Recidivst - world’s first tattooed motorcycle (which we featured some time ago) and Behemoth Bike - a custom motorcycle created in collaboration with global Polish metal music legends Behemoth. Machines created by Game Over Cycles have won awards at some of the world’s biggest custom bike competitions. The company has already won 21 awards, including 14 international ones, of which as many as eight trophies were received at the European Bike Week (EBW), the largest motorcycle festival in Europe. The company also won awards in the US. In 2017 The Recidivist received first place trophy in the “Most Unusual” category at the Rats Hole Custom Bike Show - the most prestigious custom bike competition in the world, organized every year at the Sturgis Motorcycle Rally - the world’s largest motorcycle rally. In the same year The Recidivist also won the first place in the “PRO” category in the Harley-Davidson Museum Custom Bike Show organized in the seat of Harley-Davidson company, city of Milwaukee.
The company owns the GOC HarleyDavidson Rzeszów, the largest HarleyDavidson dealership in Poland and Central and Eastern Europe as well as the Game Over Cycles showroom. If you’d like to find out more about this bunch of crazies, see www. gameovercycles.com or www.gocharley-davidson.pl .
look like the warning lights located on the bridge.
• air filter cover in the shape of city’s most known and characteristic footbridge with Rzeszów’s coat of arms in the center (covered with 24-carat gold).
• rear brake light and position light in the shape of the Rzeszów coat of arms.
• tank painting containing Rzeszów skyline.
“All construction elements are made of brass, steel and aluminum, while the wheels, exhaust pipe, clutch cover, timing cover, the front brake holder and wheels are additionally gold-plated.
“The grand premiere of the motorcycle took place on May the 9th 2019 in New York, in the premises of Harley-Davidson of New York City. According to the organizers’ estimate the event was attended by 300 people, including representatives of the media, business, the project’s official partners as well as people from Polish and American motorcycle clubs.
“After the premiere the motorcycle was transported to the HarleyDavidson of New York City dealership located in Manhattan (address: 376 Broadway, New York, NY 10013), where it was displayed for the next D
uSeD&aBuSeD
It’s genIus!
NOCO G1100 battery
CharGer - PriCe - $65
HOW aBOUT HaVinG one battery charger that can charge and maintain both that lead-acid or lithium battery you have in your bike/s? Well, The NOCO Company has the G1100 portable automatic battery charger and maintainer for both 6V and 12V leadacid and 12V lithium-ion batteries, designed for charging a motorcycle, ATV, personal watercraft, lawn mower and much more.
It also can be used as a battery maintainer to keep a car, boat, RV, and deep-cycle batteries fully charged – see,
you really do only need one unit.
The NOCO G1100 monitors battery activity for safe and efficient charging without any overcharge and complete with a built-in battery desulfator to rejuvenate underperforming batteries. It can recover a deeply discharged battery down to 2 volts. I tried it out on a lithium battery I haven’t used for two years and wouldn’t even give a click on the starter button and after a few hours on charge and the green light coming on it fired the bike straight up! A big surprise and a big thumbs up to the charger!
NOCO state the G1100 will maintain a battery without overcharge – something that can be a problem with some charger/maintainer systems. I tried this out by just leaving the charger on the lithium battery for 48 hours and if you know anything about lithium batteries, if they get overcharged they’ll normally start melting and at worst – catch on fire! Remember all those hover board things exploding and catching on fire?
The G1100 has spark-proof technology and reverse polarity protection and is suitable for both ‘stop-start’ and CANbus systems –so now all you guys and girls with CANbus bikes can have a charger/ maintainer! I can hear you singing now.
I’ve had many battery chargers, maintainers and trickle chargers over the years but I can say with confidence I’ve not had one as good as the NOCO G1100. NOCO does have other chargers/maintainers in its range with prices ranging from cheaper to far more expensive than the G1100, but for only $65 and with a five year warranty I reckon you can’t go past the G1100; it will do all you could ask from it. Available in Australia through www.automotiveelectricsonline.com. au, or NOCO themselves - https:// no.co/ . SW
Factory custom
ShOei X-SPirit iii LawSON
PriCe - $1299.90 (+$119.95 Dark tiNt ViSOr)
The helmets you see racers on the tele wearing are not normally the ones you can go and buy at the bike shop down the road – they’re a custom built/ fitted helmet specifically for that rider. So when you get an IoM TT racer who’s had that kind of personalisation in a helmet and then tell him to wear one straight out of the box you never know what he’ll say.
The bloke in question is Alex Pickett who has worn custom fitted Arai
of Speed and beyond that, and that the X-Spirit III is the helmet I wear on the track and I love to bits, he was guns blazing to try it out and compare. Does he trust me? I guess he does…
qualifi ed words I reckon – to basically say the off the shelf X-Spirit III is better than a custom fi tted race helmet is high praise.
helmets when racing at the IoM TT and Classic TT. But when I told him that I had a Shoei X-Spirit III for him to wear at the International Festival
The X-Spirit III I got for Alex to wear on the race track is not just any regularly available in the range, but the Eddie Lawson replica limited edition. An understated helmet to look at from afar, but when you see the exclusive detail that’s gone into the Lawson replica it’s simply salivating material. I also got the tinted visor and the helmet comes with a Pinlock EVO, which fi ts more of the visor for more vision.
from afar, but when you see screaming
I sent Alex out for the fi rst session and when he got off the bike he was screaming at me how good this helmet was.
I said, “take your ear plugs out” and then he talked normal. LOL!
Alex said he’s never had a helmet that’s so stable at high speeds and the fi t and comfort is nothing he’s ever experienced. They are highly
Alex went out for another three sessions this fi rst day and each time he was simply blown away by how good the X-Spirit III is. I would ask if he was getting hot and I’d go through with him the array of venting available, which he said he could feel working each time I opened one and I then said that we’ll put it back in road position and I got one of Alex’s weird faces. He was no doubt thinking that I’d lost my mind (again) but yes, the X-Spirit III can be setup in two positions – road or race. This is done by sliding the liner into whichever slot you prefer. Road gives more vision in an upright position like a road bike and race position gives more vision when you’re crouched down on the tank – and it really works!
If you want the best helmet on the market the Shoei X-Spirit III is what you need to look at.
The Shoei X-Spirit III is available in a wide range of colours and graphics, including a Marc Marquez design. Maybe that’s why he’s so fast – it’s the helmet! See your local bike shop or www.mcleodaccessories.com.au SW
Bull-IT HerITage DenIm
Jeans - PrIce - $219.95
Bull-IT jeans has been around for quite some time now and I grabbed a pair from the folk at Cassons for my trip to Spain, riding the Diavel S. I picked out the Heritage, which is a relaxed straight leg riding jean tested to the incoming en17092 standard (currently in draft) and has achieved the AAA rating (120km/h) for abrasion resistance.
The SP120 Heritage is a dark blue denim and no one would ever know you’re wearing a riding jean with all the features built in versus a normal pair of casual jeans. These features include the increase
in ride height of the waist to ensure the best coverage, comfort and fit in a riding position; a wick away mesh liner; as well as hip and knee armour pockets designed to fit Covec’s range of impact protectors. Ideal for hot and cold climates, Covec’s SR6 liner keeps you cool in the summer and warm in the winter and it was very much on the cooler side in Spain with temps getting down around seven degrees. I was as warm as I could be for a pair of jeans I reckon and with a tiny bit of near sleet when we reached the top of the A376 road, the showerresistant finish meant I was dry. Other features are the three leg length options, Short 30 inches, Regular 32 inches, Long 34 inches (long for me!), waist sizes from 30 inches to 54
inches, traditional five pocket denim design, triple stitching, breathable material and with all this combined they are quite light in weight, which is excellent. Bull-IT has an extensive range of jeans for both men and women, see your local bike shop or www.cassons.com.au . SW
be more thaN tempted
DaInese TemPesT D-WP BooTs - PrIce - $269.95
I’ve kind of gone away from the lairy racer boots for my general road riding and now want something a bit more relaxed and easy to walk in once off the bike. I also want a boot that’s 101% waterproof, which can be hard to get.
The Dainese Tempest D-WP boots fit the bill exactly and is an all-round touring boot that is still comfy to walk around in when you hop off the bike. Certified to CE category II, the Tempest Boot not only offer excellent protection, but also include a D-WP waterproof liner and flexible joints. But, it’s not as flexible as a normal shoe so you have support on the bike – an important feature. The Tempest has a zip closure with a Velcro flap over the top and there’s also a calf Velcro adjustment for personal comfort depending on the size of your calves. The sole is made of rubber and gives good grip wet or dry
and the TPU gear shifter pad is in the right spot. Available in men’s sizes 41-50 and ladies’ 36-42. I had to go down one size to my normal 49 as the make is running about one size larger than most other brands. The Dainese Tempest boots are top class for all your road riding, so check out a pair at your local bike shop or www.cassons.com.au . SW
STICK ‘EM UP RJAYS COBRA II GLOVES - PRICE - $89.95
As you’ve probably noticed I’m a big fan of short cuff gloves on the road. As the folk at Cassons were fitting me out in all their gear for the Diavel launch, it was natural I got a pair of Rjays (their own brand) gloves – this pair being the heavily protective Cobra II summer glove. Probably not the smartest choice for the cold conditions I rode in, but as a mid-season glove a great option. They’re made from a 100% A grade drum dyed leather with a floating carbon fibre knuckle protector for easier grip position, have carbon fibre protection on back of hand, fingers and base of palms, double stitched leather on palms, leather reinforced webbing joining little finger to third finger, Rjays logo rubber protector on side of little finger, stretch panels across the back of fingers and thumb for extra comfort, large Velcro closer around the wrist and reflective silver piping across back of the hand. Sizing is a little different to most gloves so I recommend going and trying a pair on to get the perfect
JUMP STARTERS
A jump starter pack will give you power anywhere, anytime. It is one of the most important pieces of emergency kit you can carry with you. Whether you’re on an outback track or heading home late at night, a jumper starter will protect you if you’re stranded with a flat battery.
Our jump starters will start motorcycles, watercraft, ATV/ UTV, snowmobiles and petrol car engines up to 4.0L (300A Jump Starter) and up to a 6.0L AND 3.0L Diesel automotive engines (400A Jump Starter)
They will also charge your phone or tablet through the USB outlets and all have a built in LED light.
The jump starter pack comes in a carry case with a 220v wall charger, a 12v accessory plug for on bike charging, battery leads and a combination micro USB/lightening charging cable.
For further information on these and all our products, please check our website for details.
size. I normally take a 2XL but felt a tiny bit big, whereas XL was a touch undersized for me. Available in Black or White and sizes XS-3XL, see your local bike shop or www.rjays.com.au . SW
BAD ASS SCORPION INDY JACKET
PRICE - $329.95
The ensemble Cassons fitted me out with was completed by a bad ass looking Scorpion Indy jacket. Again,
as with the gloves the choice wasn’t the smartest on my part as the Indy is a leather/ mesh combo –great as a mid-season or mild summer jacket but for cold temps it was rather fresh. The old newspaper down the front and putting the zip-out waterproof liner in did the trick as did some extremely strong Spanish coffee!
The leather used in the Indy is very soft and supple with the jacket featuring CE approved removable shoulder, elbow and back protectors, masses of adjustment via the adjustable waist with zipper and button tabs on the arms. There are also plenty of pockets - 3 external pockets, a large internal pocket and a phone pocket big enough for a smartphone. Available in sizes XS–4XL, see your local bike shop or www.cassons.com.au SW
There are many motorcycle cleaners on the market, and some of them you might be scared of using due to harsh chemicals that can mark alloy and paintwork, but MotoMuck is the answer. A New Zealand company that produces what I’d class as the best motorcycle cleaner on the market, and one that is a long way above any of the competition.
MotoMuck is PH neutral, acid free and all the usual safe stuff for the environment, but who gives a toss about that stuff, you want to know if it cleans your bike!
On the container MotoMuck describe their cleaner as a spray on, hose off product, so I waited until our long term Ducati Scrambler 1100 was right proper filthy (which drove me up the wall as I love a clean machine), hooked up my trusty Gerni and didn’t totally follow the instructions MotoMuck give. They state to wet the bike down, spray on the product, let it sit for a couple of
minutes, then Gerni off. I wanted to really test it out and sprayed it on a dry bike, let it sit for three minutes and Gerni’d it off. Now, if you know anything about cleaners this could have been disaster for alloy and titanium, but MotoMuck far exceeded my expectations. The result was brighter alloy, super clean engine, wheels and the paintwork! I suggest following the instructions
because I don’t want you burning down the office door when I’ve told you to do the wrong thing, so the next wash of the mighty Scrambler I followed the instructions to a tee and the result was excellent. Check out the following pictures and see the result for yourself. The first lot are the before, then the after. See your local bike shop or www.motomuck. co.nz for your local stockist. It is available all over Aus and NZ. Your bike has never loved you so much as when you MotoMuck it! SW
Shop buIlt
I was wearing Bell helmets back in the late ‘70s and remarkably I haven’t had one on my sconce in the intervening forty years. A lot has changed since those days with the advent of better materials, a reduction of weight and an increase in comfort that would surpass any beanbag we
lounged in back in the day. I’m sure manufacturing standards more than reflect that we are almost ready to colonise the Moon as well as build better safety gear.
The Eliminator brings an almost automobile look to the motorcycle market with the pronounced base lip and sharp angles around the very thick visor and a rather large chinbar. Made of fiberglass, the Outlaw is one of the lightest full-face helmets I own, coming in at 1175 grams.
Helmets, be it their shape or graphics have to be one of the most individual statements one can make and if ever there was a bold testament to that end, then the black and pearl white (almost silver) Outlaw has the fusion of an ancient Japanese warrior vs a modern tattoo inscriptive visual aspect. I absolutely love it just for that alone.
I have blasted around in hot and pretty cool weather and I can just feel the gentle rush of air through the four lower front vents. In theory, the hot air around my scalp should exit via the nine small circular vents at the top. If anything, they remind me of the size of the port Barry Sheene had drilled into the front chin-bar of his race helmet to draw in the last puff of a fag on the starting line. Of course, if they are too effective in winter, I will either park the Bell or run a bit of tape over them. I bet it will be the latter knowing my ego. It will be a small concession for a brilliant helmet.
From a practical point of view,
like most helmets the liner is easy to remove and clean and the visor removal and replacement unusually take two different sized allen-keys for that job. In my book the Bell scores points for the double-D ring system for adjusting the chin-strap. Call me old school but I find that system more comfortable then the modern clasping system.
I’m running the supplied Pro Visor (from our friends at Cassons who gave me the Bell for appraisal) in the heavy dark tint and the locking clip takes a bit of getting used to. The best method is to use your left thumb to push up and unclip while returning and locking down requires pulling down strongly on the top lip of the visor.
The Bell Eliminator can be found in most shops (or www.cassons.com.au) and you will have plenty of choice of colours - matt carbon and black, solid white and a neat, spectrum chrome as well as my Outlaw. Sizing ranges from M-XL. RLM
OLD SCHOOL COOL
DAINESE HF D1 ICE LEATHER
JACKET - PRICE - $699.95
Talking of the seventies and ice-cool riding gear brings back memories of Frank Zappa and has me trying to get this song out of my head:
“If she comes atcha on the strut &
wrap ‘em all around yer head Flappin her eight-ounce wings, flappinumm
She’s just like a Penguin in Bondage, boy”
Dainese knows better than anyone else (an Italian trait) how to wrap you up to go strutting your stuff while looking impossibly groovy. In my case not so much strutting but at least I’m comfortable and protected. Visiting www.cassons.com.au or www.mcas. com.au websites will show you that. Give me leather and armor any day if I am out on a classic-looking test bike. Maybe the ‘1972’ badging on the left side upper arm is the giveaway to the retro inclination of the Ice jacket? That, and the red and blue racing stripes as well as the continuation of the creamy-white colour to highlight the hand pockets.
The jacket comes with arm and shoulder armor and there is a recess for a back protector.
My Dainese HF D1 is easily one of the more comfortable jackets I have worn, which is partly the result of very soft leather, and partly the material used for the lining. The cut of the jacket prevents the bagginess of some cheaper garments which helps attention-robbing annoyances as the pace increases. If speed were to increase from a test scooter to a full-house Ducati (to match the font-style Dainese use for their badging) then the jacket can be tightened up with waist press-stud adjusters and the same for wrists and neck. I highly recommend you check one out. RLM
BETTER THAN A CAT’S PAW VISORCAT - PRICE - $99.95
Have you ever seen a cat with a dirty face? They’re pretty rare, aren’t they? That has to be due at least partly to the effectiveness of their cleaning method using their front paws. Partly also because all cats have a kind of cleaning OCD which requires them to obsessively lick these paws and wipe their faces with them.
Where was I? Ah, yes, cat’s paws. Now you can have your own ‘paw’ for cleaning your helmet visor on-the-go, and here’s the good news: you don’t have to lick it.
The Visorcat sounds more complicated than it is. What you get when you open the box is a small plastic bottle and a vaguely method using their front paws.
gun-shaped black rubber object that would not look out of place in a Star Trek episode. Its business end consists of a built-in squeegee and a sponge. The first thing to do is fill the reservoir above the sponge from the bottle. You then attach the Visorcat to your left glove with an elastic loop that fits around your index finger or thumb, and a strap around your wrist. The temptation to point it at the cat and hiss “zap!” is almost irresistible at this time, but do try to pay attention.
The Visorcat uncovers the sponge when you wipe from left to right, and flips down the squeegee when you wipe right to left across your helmet’s visor. This is done while you’re riding;
no stop required. If you just have moisture obscuring your vision, even including road grit, the first double swipe will clear the visor. If there are deceased insects on it as well, you may have to wipe more often. The trick is to swipe early, swipe often before the insects dry.
And yes, this is the thing about the Visorcat: it may sound a bit like overkill, but it works. It will keep your vision clear and it may well mean that you don’t have to stop by the side of the road just to clean your visor. Whether that’s worth a hundred bucks to you is of course your call. You can always use it to make the cat jealous. See www.xenonoz.com to order. PT
Good commutin G value
RJAYs NAVO N A 2 HeLMeT, GLOss wHITeP R ICe - $139.95
One of the world’s most successful slogans, along with “Time for a KitKat”, was Bell’s “If you’ve got a ten dollar head, buy a ten dollar helmet”. At the time, the company was trying to sell its newly-released and breathtakingly expensive helmets and need to make the price acceptable. It worked, too, and since then many motorcyclists have been prepared to pay a great deal of money for their head protection. That has included me. While I
wear a lot of helmets from different factories, my preference has always been for the upper end of the market. Mind you, prices have been heading skywards almost as fast as Sydney’s road tolls so while my preference remains up there, reality’s sharp tooth has chewed away at choices for everyday use. My preference for most uses is an open face helmet. It didn’t start that way; Back when helmets became obligatory, I purchased a Shoei full face from my preferred motorcycle clothing purveyors, Stoliar Brothers’ Army Surplus in Sydney’s George Street. But when I took up photography more or less professionally, I found that full face helmets made life difficult. You had to take them off to bring your camera up to your eye. So I switched to open face crash hats. Flip front helmets have eliminated the problem, but I still like the feeling of freedom I get from an open face, and tend to wear a flip-front only on tour.
And so we come to Rjays’ Navona 2 helmet. Frankly, I would normally have hesitated at the price. Do I have a $139.95 head, I might have asked myself? But things have changed over the decades since Bell’s slogan rang so true. On the one hand, all helmets need to comply with stringent standards, either the Australian/NZ one or the ECE Standard from Europe. That ensures their ability to protect your precious brain, no matter their price. Yes, more expensive helmets tend to give extra protection, mainly due to more sophisticated inner shells, but every helmet sold here meets a basic standard.
On the other hand, modern production methods have made it easier and cheaper to produce quality items with extra features. Helmets are among those. The Navona 2 is a prime example. While it lacks some things like top-level ventilation (it does have some), it has a large and clear protective visor as well as a flip-down sunshield, a ratchet closure and a convenient
quick-release visor system. Despite its lightness it has quite a quality feel. For long rides (not that the Navona 2 is uncomfortable) I have a more expensive open face, and for the open road I have a couple of flip-fronts but I’ve been using the Navona as my commuting helmet and it, er, rings my bell, come rain or shine. Sizes from SM to 2XL; see www.rjays.com.au for more. Now, time for a KitKat. PT
Three for one
Draggin
Jeans
Oilskins Price - $309
Henry David Thoreau had it right when he wrote in Walden, “Our life is frittered away by detail. Simplify,
simplify, simplify! I say, let your affairs be as two or three, and not a hundred or a thousand.”
He may not have meant that in relation to packing for a motorcycle tour, but it sure applies. I learnt the hard way that living off the back of your bike requires you to simplify, even when it came to everyday conveniences. Whether travelling around the world on a 250 or through North Africa on an 1100 (with a pillion) I learned to whittle down the load. Useful lessons, all. Go forward a few decades, and boy, isn’t it easy to forget those lessons. Packing for a trip of a few days or a couple of weeks from my home base, I’ve slacked off and taken to throwing everything
into the panniers or tail bag that I might possibly need. The result has been Bear Bloat, an overloaded and whale-like appearance that doesn’t do anyone any good. Mind you, when you’re going to have dinner at the local RSL club out in the country, it does help to have that third pair of pants and that otherwise useless collared shirt. But it was clearly time to simplify, especially as my luggage for overseas was bulking up as well – and I have to carry that stuff myself through seemingly endless airports. I’ll probably write some more about my efforts to slim it down with other gear, but for now I am cutting down on my trousers. So to speak. Write.
Checking the kinds of daks on offer today it became clear that there was one type that would reduce requirements from three to one: the Draggin Jeans Oilskins. Yes, Jim, they are rain pants – but not as we know them. They also double as normal and sharp-looking riding jeans, and treble as crash protection with Draggin’s high level Roomoto MR7 protective lining, Fortress outer fabric and the ‘Diffuse’ protectors that Draggin offers with them. On top of that, Draggin says, the fabric is a technological breakthrough with an environmentally friendly formulation and manufacturing process. “Fortress fabric offers extreme weather protection from wind, rain and snow (!) while the vapour technology and 100% natural cotton allow the fabric to breathe,” Draggin goes on. “This special fabric is also washable, enabling easy maintenance of your Oilskins.”
Better even than that, it means that I don’t have to carry wet weather pants (most of my jackets already offer weatherproofing) and my spare jeans don’t need to double as riding wear. Win, win, win. At the price, the beautifully made, triple stitched and remarkably light Oilskins are an absolute bargain –and relief for my aching back when I carry my gear. Win, win, win.
I have been wearing Draggin jeans ever since they were introduced, and have, er, taken advantage of their protective capability more than once. Now I can stay dry as well. Simplify, simplify! See www.dragginjeans.net for more information.
BEND IT LIKE…
ROCKY CREEK CLIP-ON 90
DEGREE VALVE EXTENSION
PRICE - $19.95
Have you ever wept in frustration? I’m not talking about a date gone wrong here but a visit to the service station air hose, only to discover that the slightly angled end of the hose is not angled enough to fit between your brake disc or whatever and the valve stem.
You dare not try to wriggle it into place too hard, because it might damage or even break the valve stem, and your present frustration would be nothing compared to what you’d feel as all the air whooshed out of your tyre and left you completely stranded.
Help is at hand. Our friends at Rocky Creek have come
that should allow you to top up your tyres no matter how awkward the valve location is (yes, I’m looking your way, Ducati – but not only your way). Attach the chuck of the attachment (um) to the pump hose, clip it to the valve while holding down the silver lever and fill the tyre. Press the lever again and the chuck pops off the valve. All you need to remember is to not leave the attachment on the hose and ride off, or leave it on the valve and risk valve damage and an unbalanced wheel. Oh, and to take the thing with you in the first place when you go for a ride. At the price you might like to buy more than one, so you’ll never need to weep at the servo again. Except about fuel prices, I guess. See https://rockycreekdesigns.com.au to order. PT D
MENS COVERT - EASY, SLIM & STRAIGHT
MENS COVERT - EASY, SLIM & STRAIGHT
LADIES COVERT
ROYAL ENFIELD ontheroad
How does India’s new parallel twin translate to Australia?
WORDS/PHOTOS THE BEAR
IN SOME WAYS, INDIA is still like post-War Australia. For one thing, even reasonably well-off (male) Indians are quite likely to ride a motorcycle instead of driving a car. If you’ve ever sampled Delhi or even worse (I’m told) Mumbai traffic, you will understand why. On a bike you’ll get hot and dusty, but you’ll also get to your destination in a reasonably predictable length of time. Motorcycles are a practical solution to a practical problem. And Royal Enfield’s 350 and 500 Bullet and Classic are nothing if not practical motorcycles. Their sales back that up. The bikes, especially the 500s, also
sell quite well in Australia. Mind you, most of the riders I see on them are being consciously retro. They wear retro clothing, boots and helmets and have ammunition bags or lookalikes slung around their shoulders and sit proudly upright as they putter along. Good for them; that’s a nice bit of cosplay.
But Royal Enfield is quite aware that you can only sell so many bikes for nostalgic puttering. The single-cylinder 535cc Continental GT was the first extension to the range, still a bit oldtimey but styled to appeal to a somewhat sportier audience and engineered by Harris Performance in Britain, which Royal Enfield bought in 2015. Then they stepped up the heat with a new model, the 411cc Himalayan. Designed by the famous Pierre Terblanche and also engineered with help from Harris, the bike still had some legacy parts such as
delivers torque right through the rev range with 80 per cent of the 52Nm on tap from 2500rpm; it peaks at 5250rpm. Maximum power is 35kW at 7250rpm, which doesn’t sound much but is easily enough to have some fun, coupled with the torque.
When the company decided that it needed to move up from single-cylinder engines to multis, it was time for Harris to really earn their rupees. They came up with a 650cc twin engine, fitted to both the Interceptor and a larger Continental GT. The bikes are still styled in a classic way, but the engine and drivetrain as well as the brakes and other ancillaries are right up-to-date. The two 650s are a step upward in build quality as well. They are also wellpriced, ranging from $8440 to $9140.
I would have preferred to ride an Interceptor, mainly for the more relaxed riding position, but the GT turned out to be not too strenuous despite the low handlebar. The eight valve SOHC engine and six-speed gearbox offer a lot of enjoyment on road, helped by the cable actuated slipper clutch. The parallel twin
I used the GT for a couple of days doing all the normal motorcycle jobs that pop up like commuting to work and heading off for coffee. I also gave it a squirt out in the countryside, far from, er, the possibility of endangering other road users. I found the ergonomics surprisingly good considering the café racer style of the GT, and the seat comfortable. Vibrations were not a problem, and gear changing didn’t seem terribly important with the happy quantity of torque, but were smooth enough when they were needed.
My conclusion is simple: this is a lot of motorcycle for the money. If I was looking for a bike, I’d find a Royal Enfield twin very hard to go past, although like Stuart I’d go for the Interceptor.
It’s shame that Mrs Bear is likely to put her foot down if I did start looking… D
the bottom end from the 350.
SA SIDECAR GATHERING
Those mad men… WORDS/PHOTOS THE POSSUM
WITH THE PROMISE of dry weather I made a run for the Sidecar Gathering at Whyte Yackowie to catch up with a few dubious characters.
Day one was an uneventful run to the Murray River to pick up my riding mate. Heading for Mildura the next day we hit strong side winds, and as the paddocks were bare, walls of dirt poured across the road reducing visibility to zero! The conditions were too bad to be called a dust storm – it was a total red out!
I learned later that in SA the authorities closed the highway on the same day, near Port Pirie, due to poor visibility caused by the dust.
Arriving at Three Duck Tours HQ we got organised for a trip to the Club for a feed. There was a delay waiting for Bill – who had trusted his GPS – to catch up with us. Bright, and not too early, the circus hit the road for Renmark where there was a breakfast stop followed by the long straight roads leading to Burra. An early lunch stop at the St Just Cafe in Burra (opposite the
IGA) kept us topped up, from there was the fi nal burst up to Whyte Yackowie.
Our run was slowed a bit when we caught up with Beeza John on his M21 outfi t – thundering along at a nose bleeding 60km/h. It gave me some time to admire John’s on-road running repairs. The muffl er retaining bolt had jumped ship, so the spare Ocky strap was put to use.
On stopping in the backyard of the pub, the fi rst bloke I saw handed me a leaf rake and suggested we rake over our camp site to remove as many bindis as possible. No grass in the yard, just bindis!
Tent attached to the fence and a couple of bikes, and we had a home for the night - so off for some re-hydration, and a look around. Plenty of outfi ts and mix of solos.
Graeme from Kangaroo Island was kept busy showing people over his Yamaha Niken with the two wheeled front end. He has
EVENT
Awards
Hard Luck – Dave from Renmark. He had his outfit engineered just prior to heading to the rally, and as he left home
the chair wheel fell off and chewed up the mudguard! Moral of the story –always check the other bloke’s work !
Longest Distance Solo – Geoff from Darwin, 2889km
Longest Distance S/Car – Rob from Batemans Bay, 1371km
Youngest Rider – Mark at 54! Where are the youngsters?
Oldest Rider – Dennis from Port Lincoln at 89
had it two months and really likes it. The unoffi cial count was 20 sidecars and 18 solos.
The organiser, Beetle Bayley, announced the Rally was moving on. After three years at the present location, he was taking it further north, so standby for the new home which will be revealed when arrangements are fi nalised.
Beetle’s usual charity is the Guide Dogs, but in light of recent events he decided to contribute to the Christchurch Victims Appeal. D
Numbers game
The 1976 Kawasaki Z900 A4 was built in Japan and the USA. My bike was built in Japan with frame numbers ranging from Z1F-85701 through Z1F-138846 and engine numbers (starting with “Z1E-”) follow the same general range as the frame numbers. Frame and engine numbers were not matched at the factory and can run as far apart as 30,000; mine is around 11,000 with the new frame and confirming what engine went into what bike off the factory floor is near impossible. Bikes are classed as ‘matching numbers’ if the frame and engine fall within the numbers range built in the day. Obviously the closer the two numbers the more desirable and I dare say mine is one of the rarer bikes that’s ‘close’ together compared to most other A4s. In actual fact the frame number of the crap frame to this new frame were probably built within the same week –very, very lucky!
KaWasaKI Z900 a4
Now we’re cookin’! WORDS/PHOTOS sTuaRT
Okay, after a mild heart attack after finding that the frame was pretty messed up, Lady Luck has come to my aid. A fellow who has a massive collection of Z900 parts just happened to have a perfect 1976 A4 frame among them. I couldn’t believe it as I thought I’d be on for a torrid time getting the frame
I had back to perfect. Sure, the bike steered straight and everything fitted up to it but anyone who knows me knows I’m a perfectionist and a straight frame was what I had to have. This bloke didn’t want much for the frame (luckily) and the frame number falls slightly closer within range to the engine than the frame I had (something I’ll touch on 1
below) – am I kissed on the you know what, or what! I’m still shaking my head in disbelief at my luck.
This same fellow had a swingarm so I could pinch the brackets for the chain guard, which I welded beautifully to my date stamped swingarm. He also had a pair of front discs! Now, the discs on the 76 model went to a four bolt pattern, whereas the earlier model was six. You can get reproduction six bolt discs, but not four. Well, not with the correct disc hat. Those that have new old stock discs are asking around $700 each (plus) and my pockets aren’t that deep so when this guy said he’d sell me a pair for a couple of hundred, I jumped at it. I gave them a soapy ‘Steelo’ scrub and they’ve come up perfect! They’re even date stamped correctly for the A4 model! Another disbelief moment.
So, I gathered the frame, swingarm, triple clamps, battery box and some other bits and pieces and sent them off to the powder coater for some Wet Black and Satin Black (depending on the item). I should have it all back
by the time you read this.
The axles and spacers are in good condition but I wanted to re-zinc plate them so they sparkle just as they did off the showroom floor. Shaun at D Moto Motorcycle Engineering has a ‘home’ zinc plating kit and the trick to this type of kit is the bits and pieces to be zinc plated need to be more than spotless clean, otherwise the zinc plating will look crap. I spent around an hour getting the axles and spacers 2000% (yes, you read that right!) clean and they have come up stunning.
I’ve bought more parts for the bike as money comes into the resto bank account and the main parts in this purchase include a new centre and side stand.
The engine is the next big ticket item on the list and I’ve pulled it apart and so far so good, the internals are clean and in excellent condition. I dare say it’s been rebuilt not too many years ago. I will be putting a new cam chain, hone the bores and a new set of rings as a precaution (better to do it while it’s apart) and when
Shaun at D Moto and I are putting it back together we’ll double check everything as we go along and replace anything else if needed – but as I said I reckon it’s in tip top condition.
My next job on the list is to pull the carburettors apart (read, ‘fun’!) and get the bodies and the engine all vapour blasted to perfection! I will also start putting some small items on the frame, but no forks and wheels just yet, we need to lay the frame over the engine when refitting and don’t want things in the way or too much weight.
Until then… D
1. ‘New’ frame before powder coating.
2. All apart and ready for vapour blasting
3, 4. Zinc plating works well, just make sure everything is more than clean.
5. More work to be done on the discs yet. A light skim in the lathe will get them perfect.
Potentially in more ways than one, it seems…
STOP FOR A COP And STAy Alive
Based, it seems, on any number of real occurances
WorDs/PHotos PAT HAHn, AeROSTiCH / THe BeAR
Did you see the recent Clint Eastwood film The Mule? If you did you will, I suspect, remember the scene where the police pull over an innocent driver under the impression that he is the mule of the title. This bloke has done nothing wrong, but he is so scared of the cops – he even says something like, ‘this is the most terrifying thing that is ever going to happen to me’ – that he nearly pees his pants.
Hyperbole, right? Exaggeration. Done for dramatic effect.
Well, maybe. And maybe not.
Andy Goldfine from Aerostich in the US sent me a batch of little books that the company has published and sells for five or ten bucks each. There’s one about riding a Zero electric bike over winter, one with stories about Interstate 94, one called Lightweight –
Unsupported Motorcycle Travel for Terminal Cases. That one is particularly good, with reams of information in its tiny form, but they’re all good value. Check them out at www.aerostich.com .
Finally there’s one called The Old Rider’s Almanac. I am about to do something that I would not normally do; I’m going to quote from this last book at length. I am doing this
because the information that author Pat Hahn passes on is something you ought to know. Here are some extracts from the chapter called Ensuring a Safe Traffic Stop. I make no comment on this; I leave it to you to make up your own mind about it. Take it away, Pat.
THe NatiONal HiGHWay Traffic Safety Administration has recently undertaken the task of developing a training module for law enforcement officers in how to conduct safe roadside stops of motorcycle riders. The project staff solicited input from motorcycle and law enforcement experts (including me) in the characteristics and behavior of motorcyclists, and what they should expect during a traffic stop. The project authors took a close look at multiple motorcycle stop scenarios with the goal of protecting the safety of both riders and law enforcement. Much of the information that follows is based on the discussions we had during the research phase of the project. Let this be your guide in fulfilling your obligations as a motorist and a rider to ensure a safe roadside stop experience.
Most motorists are not aware of it, but a random traffic stop can be a dangerous situation for a law enforcement officer. He or she doesn’t know if they’re pulling over a sociopathic drug dealer on a suicide mission or a dentist from suburbia out for a Sunday ride. They are on their guard, expecting the worst and hoping for the best.
But make no mistake: Cops are usually ready for anything. In the back of their minds, they have to expect you to either pull a gun on them or attempt to flee. It is your responsibility to demonstrate to them that you have no intention of either…
Officers may follow you for awhile, or may ride alongside of you awhile, to gather such information as your physical description, bike make and model, license plate number, and any other identifying characteristics before they stop you. They’re trying to learn as much as they can so that if you decide to flee, they’re not automatically
obligated to give chase – they can just swing by your house later with some friends and arrest you. If you notice a police officer pacing you, that’s a good time to start looking for a safe, well-lit place off the road to stop for gas… or a snack… or a movie…
Once you’re stopped, there are a few other clues that may put the police officer on alert. Shut the engine off when the cop asks you to – or better yet, shut it off before he or she asks you to. Keeping hands on handlebars may appear like you’re preparing to split. It’s okay to sit up, take your hands off the bars, and hold them out away from your body, maybe rest them on the tank, so the officer can see them. Don’t look back at the cop like you’re trying to size him up, and don’t start (noticeably) scanning the area – it might imply that you’re looking for an opportunity to escape. Keeping one foot on the motorcycle, rather than both feet on the ground, is another unconscious indicator that you’re ready to move if you have to. Don’t give the officer any reason to be suspicious of you…
Be mindful that the officer will want to see your hands – don’t immediately start digging for your license and registration. Wait until he or she directs you to do so…
Cooperate, use the terms “yes, ma’am” and “no, ma’am” (or “sir”), and provide the information you’re asked for. Do not be angry with the cop for pulling you over. She is just doing her job. She is not out having fun like you are.
Turn off the bike, remain seated, and place your ignition key on the tank. If you’re riding a bike that has the ignition key under the tank or seat, or somewhere else, use the engine cutoff switch on the handlebar instead to turn off the engine – leaving the headlight on. Immediately let the officer know the ignition key is under the tank and that you would like to reach down to turn it off.
Keep your hands visible, put the sidestand down, lean the bike over to a parked position, and turn the handlebars to the left without dismounting. Many police officers
are overly concerned that a rider will attempt to flee, and effectively ‘parking’ the motorcycle will make it appear less likely that you will do that. Expect that the officer will want you to dismount and move away from the bike.
If you’re wearing a helmet and/or earplugs and the only thing you can hear is your own voice, you need to get the officer’s attention and clearly inform her that you cannot hear anything she says and need to remove your gear in order to communicate. You need to be clear about this and get the lines of communication open before anything else…
“Sir, do you know how fast you were going?”
“Excuse me, ma’am: I am wearing earplugs under my helmet. I cannot hear anything you say until I take them out. Is it okay if I take off my helmet and take out my earplugs so I can hear you?”
This will show the officer that you’re at a disadvantage but want to be able to communicate, and it will put her more at ease. However, if you can hear okay or you’re wearing a halfor three-quarter helmet, you should consider leaving the helmet on. It is possible that some officers may view a helmet in a rider’s hands as a potential weapon…
Explain to the officer that you placed the key on the tank, and ask her if it’s okay to put it in your pocket. (They like that.)
If it’s hot, and you need to get off the bike and remove your gloves and jacket before you melt, be sure to ask the officer first if it’s okay to do so.
“Ma’am, it’s really hot in all this riding gear sitting on a hot motorcycle. Is it okay if I hop off and remove my jacket?”
This can be a mixed bag for a police officer. On one hand, you’re off the bike so you’re less likely to initiate a high-speed chase. On the other hand, it puts you in greater physical proximity to start trouble or assault the officer. Keep your hands visible and maintain a respectful distance, whatever you do.
When asked for your license and insurance cards, you will probably need to remind the police officer clearly and
carefully that you have to dig it out of your jacket, from under your seat, or from your tank bag or backpack. Cops are not immediately aware that motorcyclists can’t just reach into the glove compartment and pull out a registration card, and can’t just whip out a wallet to show a driver’s license. That stuff is usually buried somewhere, and law enforcement doesn’t like it when stopped motorists go searching for buried treasure. Tell them exactly where the items are located, and clearly ask permission to retrieve them.
“Ma’am, my driver’s license is in my back pocket, and I have to dig into my riding suit to get it. My insurance card is in storage under the passenger seat. I’ll need to remove the passenger seat to get it. This will require that I use my key. I want you to know that under the passenger seat is also a tool kit wrapped in a black bag and an electric tire pump.”
If you carry a weapon, be absolutely certain to store it somewhere away from your documents. That way it doesn’t appear you’re about to pull a gun instead of an insurance card. And if you do have weapons on the bike, inform the officer what they are, where they are located, and whether or not they’re loaded. Expect this new information to put the officer even more on alert.
The more aware you are about your behavior and respectful of the cop’s frame of mind will help ensure any stop will be quick, safe and uneventful. Got all that, have you? Sounds way, way over the top, doesn’t it? Now check some of the footage on the interwebs of American cops ‘interacting’ with drivers, who frequently seem to end up dead. Doesn’t sound so over the top now, does it? Still scary.
Copyright remains with Aero Design & Mfg. Co., Inc. D
1.This CHiPs cop advised me to get louder pipes for my bike. Go figure.
2. Never mind the grammar. Don’t be a ‘suspicious’ person. Please.
LONGTERMERS
KAWASAKI Z900RS GOODIES!
The stunning Kawasaki Z900RS has gone in for its second service, new tyres and the fitment of an aftermarket Akrapovic slip-on muffler. Servicing was done with the super talented gents at D Moto Motorcycle Engineering and consisted of a check over, new oil and oil filter. The boys at D Moto always go over the entire bike with a torque wrench and Shaun (who serviced the RS) found many bolts out of spec. A new K&N oil filter was spun on and some fresh 10W/40 full synthetic Motul oil poured into the lungs.
We got a set of the super sticky Bridgestone S22 tyres and fi tted them to the RS while in for service. They are quite stiff in the sidewall and infl ating them onto the rim of the wheel was ‘fun’, even with plenty of slippery soap!
Due to a little drop after washing the bike, the shiny chrome muffler got a couple of small scratches. The mirror also got some scratches with the Oggy Knobb taking the brunt of the fall. Yes, my father is devastated to have slipped and dropped his beauty wheeling it back up the driveway but it’s more common than you might think. A new mirror (thank you Kawasaki) and a new Oggy Knobb (thank you Kenma) and then the
fitment of the aftermarket Akrapovic slip-on and it’s back to looking awesome. My father was looking at the Akrapovic anyway but this just sped things up a little. He likes the blacked out look and the ‘fl ared’ style of the muffl er. The sound isn’t much different from stock as this muffl er is street legal. Performance is very slightly improved above 7000rpm with no noticeable difference under that. It was all about the looks for this one, which is also available in a titanium fi nish.
Next month – we’ve fitted a Givi screen and will let you know how it goes and we should have the report on how the S22 tyres are. SW
I’ve just dropped off the wonderful Scrambler 1100 at Ducati for the fitment of some tasty accessories. What those accessories are I’ll find out once I pick it up. The rumours of a new exhaust and different seat are all exciting things. We’ve now had the Scrambler 1100 around three months and it has proven to be an ultra-fun bike to ride. The engine is smooth, there’s tons of torque and the best part is that the seating positon is one you keep wanting to come back to. The sit up and beg position has everyone in a fizz when they’ve sat on it. I’ve even had random people come up to me asking what it’s like, then sit on it and be amazed. Washing it with MotoMuck is a breeze and keeps the Scrambler looking tip top. Can I pick it up yet, Ducati? SW D
DUCATI SCRAMBLER 1100 FRESH
Victorian Sidecar rally
More mad men… WORDS/PHOTOS THe PoSSUM
Following my run to the SA Sidecar Gathering, I was able to drop in on the Victorian version. This has been happening at Carters Beach on the Murray River near Strathmerton since about 1997 and was taken over by the Monarchs some time back.
The Monarchs are a pretty well organised bunch who run a number of events around Victoria. They even have a catering trailer that comes in handy – their steamed Dim Sims are highly recommended! I arrived on site just after lunch and
got one of the last badges on offer. There were 100 struck, and quite a few folk missed out.
A short search located the most disreputable bunch – the Bendigo Boys – and I was made welcome, and set up camp and pulled on my shorts to enjoy the warm weather.
As a reflection of the age of riders, there were plenty of caravans and other four wheeled camping arrangements. There were plenty of Kamperoos towed behind outfits and solos. It looks like the tent of choice for.
Awards
Longest Distance Male – Phil from Caboolture QLD, 1543km
Longest Distance Female – Leanne from Western Victoria, 403km
Youngest Rider – 20 y.o. Kyle Chandler
Oldest Combined Age – 82 y.o. Darryl
White added the age of his bike and came up with 132 yrs. Not too shabby for an old VicPol Highway Patrol cyclist.
Hard Luck – Lucky Phil, for the trail of devastation he left in his wake on his first two Monarch rides.
On the upside there were plenty of young folk about, and the kids had a ball flogging the Postie bike outfit around.
The Perpetual Trophy in memory of club member Grumpy was awarded to club member Glen for his homemade Rocket 111 outfit. Grumpy was the clubs ‘go to’ for sidecar issues, and the consensus was he would have been pleased with a trophy made from recycled bike parts.
Next up was the rolling raffle; everyone got two tickets on entry so the chances sort of evened out. Plenty of good stuff found new homes, and Flodder even won some deodorant - that one might have been rigged!
With 58 outfits in attendance, there was a wide range of engineering on display and plenty of experts on hand to give the curious some pointers.
The road into the site was dry, dusty and full of bomb craters, but the sand spit out into the river gave the keen a chance to cool off and clean up.
Keep an eye out for this one next year, as well as the other Monarch events. D
FREECOM 1+ is the world’s most advanced Bluetooth communication system whether you are riding alone or with a passenger.
WHATSAYYOU
WE
LOVE TO HEAR FROM YOU, the letters are among the most keenly read parts of the magazine. Please try and keep letters down to no more than 300 words. Then you can read many, not just a couple. We do reserve the right to cut them and, unless you identify yourself and at least your town or suburb and state, we will print your email address instead. Please address letters to contactus@ausmotorcyclist.com.au or Australian Motorcyclist Magazine, Suite 4b, Level 1, 11-13 Orion Rd, Lane Cove West NSW 2066. All opinions published here are those of the writers and we do not vouch for their accuracy or even their sanity.
LETTER OF THE MONTH
THIS MONTH’S winner, Chris has found a new lease on life through motorcycling – and what can be better than that! Chris, send me your t-shirt size and postal address, you’ve won
A GRIPPING SITUATION
Hi Motorcyclist,
Recently I had the 100,000km service on my K1600 Beemer. While this was being done I asked to have the hand grips replaced as they had become smooth and slippery. I was informed that because of the heated grips and electronics etc, that each side had to be replaced at a cost of about $600 for the RHS and $400 for the LHS. Cancel that request. I’ve had the soft foam grips before and felt that they lacked feel. Now this might have been tried before but I’ve put tennis racquet tape on. I’ve only been for a short ride, but I liked the feel and may have found a cheap solution for our modern bikes. The only drawback could be that they become sticky when wet. How sticky I don’t know but will find out as my bike is my
the awesome NelsonRigg t-shirt and backpack. Enjoy your riding and you might even like to kit out your bike with Nelson-Rigg luggage! Check out the range at www.nelson rigg.com.au Cheers, Stuart.
CHANGED MY LIFE
Stuart and Bear, I’ve ridden motorcycles for many, many years and lost my passion for riding a few years ago after (admittedly) getting a bit bored of riding the same roads I’ve ridden and the over policing just because
everyday transport. Has anyone tried this before?
Regards
Harry Stephens Pitt Town
Hi Harry, Sounds like a good temporary solution you have there, but not one that will last too long, especially once it starts raining – and/or you turn the heated grips on, but if you’re prepared
motorcycles ride on the roads I’ve ridden. That was until I “bit the bullet” and decided to see what all the fuss was about and bought a second-hand BMW R1200GS Adventure – you know, the one with the big fuel tank. I researched some good trails to go for my fi rst ride and I’m more than over the moon. My passion for riding has returned and I’ve got that “itch” back, hanging to go for a ride if it’s been more than a week! I’ve also reacquainted with some mates who have been adventure riding for a few years and gone on a couple of rides with them. The plan is to do a few days ride in a month or so, heading north west in NSW, should be fun. Anyway, better let you get back to work.
Kind regards,
Chris Simmons Fishing Point, NSW
to continually clean the old tape off and replace with new, go for it.
Cheers, Stuart.
I NEVER ASKED FOR IT
Hi Stuart,
I refer to Boris’ piece in #76. I never asked for his forgiveness and nor do I seek any kind of advice from him. I consider Boris to be a wannabe bikie that doesn’t have the balls to stand up to his own words. He’s a bit like a lot of these “keyboard warriors” as people call them nowadays, he’s tough behind the screen but not face to face. Back in my day Boris would have been beaten to a pulp and thrown out the back door of the pub. So he can shove his “no forgiveness” right up his arse. What an imbecile.
Regards, Bob Omeo, Vic
TOUGH LOVE
Hello Stuart, Bear & Ralph,
Thanks for the reminder for my subscription for the best motorcycle magazine available anywhere. Of course I will continue to read every page as I have done since the first page of the first mag. I even look forward to reading Boris as he has the balls to say what a lot of us are thinking.
My brother, from another mother, and I have been to many of the “Pubs of the month” that Colin has recommended and found his ratings are pretty good, except for the one on the Victoria Hotel in Tallangatta. We had the best night and lock up garages for our bikes, great food and wonderful people. Thought Colin was a bit tough on them. By now you should have received my renewal and I look forward to many more years of great reading.
Best regards from,
Niesy
DAY DREAMING
Stuart,
Is The Bear dreaming or what? There’s no way the north island is better than the south island, and yes I’ve travelled both (by motorcycle). Pound for pound, or should that be, kilometre for kilometre there is nothing in the world that I can see beats what the South Island offers. They’ve even got some weird characters down around Invercargill that make the experience so good. I know The Bear is old but maybe he should get some new glasses, there are plenty of good optometrists that can help him (I’m one of them).
Best,
John Gillard
Brisbane
Geez, John I thought you’d offer your services for free with those words. LOL!
Cheers, Stuart.
I’D HAVE A GO
Bear,
I reckon I’d like to give a hover bike a go, so long as birds, jumping dogs and flying possum’s don’t hit me and make me crash.
Cheers, Jack.
Jack, What about flying Bears? LOL!!!
Cheers, Stuart.
LOVE IT
Stuart,
Looks like you’ve got yourself in deep with the Z900 project. Good on you, I am really looking forward to seeing it finished and reading about the challenges and progress along the way within the mag. I’m sure someone will want to buy it the moment it’s done, I just wish I had the money to be that person! I’ve always loved the Z1 (Jaffa colour) and Z900,
WHAT SAY YOU
especially in the dark green your one is but these bikes are fetching 30+ thousand for the level I assume yours will turn out to be. Good luck.
Best regards, Kenny White Leichhardt
Hi Kenny,
All I can say is beg, steal, borrow – this will be a bike not to be missed. I reckon it is going to turn out better than even my (anal retentive) perfectionist nature would have wanted. Ha! Cheers, Stuart.
YES, I BOUGHT SOME
Gents,
I just wanted to say I like your special feature section each month. I always look forward to the ones that have new gear. I listened to your mention of supporting those that sent in product for the feature and I’ve done just that. I went and bought a new Dririder jacket for the upcoming colder days. Shame on those that don’t send in their gear for inclusion into your feature, I’m sure it costs them sales as I have made example of here.
Regards, David
Good on you, David. This might help Ralph get in the face of those that don’t send in items. Cheers, Stuart.
WHEN ARE WE GOING?
Guys,
I remember a couple of years ago you used to have a magazine tour to New Zealand and then you did one in Vietnam. What is the next one on the list as I’m keen to join in?
Thanks,
Peter Wood
Kingston Park, SA
Hi Peter,
We’ll have to have a discussion with the tour operators and see what they throw on the table. Watch this space is all I can say. Cheers, Stuart.
FINE FELLA
Guys!
I near pissed my pants laughing that hard seeing Ralph in the nude in the last issue. I know it (more than likely) isn’t him, but what a great laugh was had in my household, my wife reckons Ralph is a good looking bloke in the pics. She didn’t have her glasses on though! Has Ralph confirmed or denied the rumours that it’s him?
Cheers, Darryl
Darryl,
He first off started saying, “It was a long time ago, a few too many beers” etc, etc. But no, it’s not him. LOL! Cheers, Stuart.
NEW BEEMER
Hi Stuart,
When are you guys having a go
REAL AUSTRALIA
on the new R1250GS? I’m keen to hear your thoughts. Thanks, Jim Ballarat, VIC
Hi Jim,
As you will have now read – this issue! Cheers, Stuart.
ARLEN NESS
Stuart, Bear, Ralph, Sad to hear of Arlen Ness passing.
I always loved the ideas he came up with and the bikes produced. I even bought (and sold) one of the Victory Cross Country Ness bikes. The diamond cutting on the cylinder fins were something I used to stare at a lot. Cheers, John Barnes
Qld
Hi John,
Yes, I too loved the diamond cutting of the fins, it was a unique custom feature not seen on any other production bike. Cheers, Stuart. D
Go to www.bikeme.tv/index.php/shop/ Or email Borrie directly on Boris@bikeme.tv
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THE SMALL TIME
MANY YEARS AGO, I found myself with a problem. Yes, I know, I’ve found myself with more than one problem over the years but this was a tricky one: seeing that I was involved with the beginnings of the Ulysses Club, I was being invited to all sorts of club events – and I simply didn’t have the time. It seemed more than a bit arrogant to have to say, again and again, “sorry, can’t make it…”. I had to come up with an answer of some kind that left me with a bit of free time without insulting the various branches.
Inspiration came from the movies, where Mike Myers had introduced 2’ 8” actor Verne Troyer as his Mini Me – a cloned miniature version of his character Dr Evil.
Okay, I thought, if it’s good enough for Dr Evil it’s obviously good enough for me. I couldn’t afford to hire an actor as Mini Me, but I could (and did) go to Target and buy a stuffed bear. In fact, it enabled me to buy not a stuffed bear, but a stuffed koala. It’s true that he was going to be Mini Me Bear, but that was only a name; he was a true-blue Aussie. I
sewed a Ulysses patch onto his back and when I was next invited to a club event that I couldn’t get to, I sent him instead - with an explanatory note, of course. He was extremely well received.
So well was he received that I stopped getting invitations from the club. He got them instead, the little bugger.
In general he has been well-behaved, but he does share something with the original Mini Me, Verne Troyer, and that’s a liking for the bottle. There are endless photos circulating around the club of him enjoying a beer or his special preference, a glass of red. At times even a bottle of red. There are even photos where he is engaged in highly questionable activities with other, er, stuffed animals. Most of the time, though, he has been a good stand-in for
me. I just wish I had his talent for attracting, er, talent; the number of pictures of him being cuddled by young ladies all over the world is amazing. And he has been all over the world. Over time, the type of event he was invited to changed. He doesn’t spend so much time at everyday club events any more. He headed off to the big time. I can’t even begin to list all the GPs he’s attended, in Italy, Malaysia, Turkey and elsewhere. He regularly goes to Las Vegas for annual Bikers Against Child Abuse meetings. He’s fl own in balloons, ridden every kind of amusement park ride, gone for helicopter rides and spent time on a staggering variety of motorcycles on every inhabited continent. I think he’s even been to Antarctica, although presumably not on a bike.
If only Qantas would recognize him as a relative of mine so I transfer his Frequent Flyer points.
So if you see a small grey koala out on the road somewhere with his usual crowd of Ulyssians, buy him a badge. He collects those and drops them off at home every now and then; I’ve got a box full of them, and one day I’ll put together a display that can travel with him to Ulysses Club annual meetings and such. But whatever you do, don’t offer him a drink. Or if you do, make it a halfway decent shiraz. D
BORIS
CULTURAL COMPARISONS
IHAD A BIT OF A culture
shock the other week.
I was in Los Angeles, so that is hardly surprising. And I had never been to LA before, so my shock is even less surprising.
Hell of a place. If you ever get the chance, I recommend you check it out. It won’t re-align your chakras so much as it will kick them all over the place, pour petrol on them and light ’em up. But while walking around the place is like wandering through a familiar movie set, riding the hills behind Santa Monica and Malibu, and doing some miles on the legendary Pacific Coast Highway, is a revelation.
Firstly, we must consider that your chance of being a victim of violent or property crime in LA is 1 in 30. So you go: “Piss on that, I’m going riding.”
Great idea.
One person is killed every 40 hours in a traffic incident in LA. There were 55,350 accidents in LA in 2016. This number goes up about 20 per cent a year. In 2018, 240 people were killed. This is three years into their bullshit Vision Zero vision. Now then, motorcycle accidents account for about 15 per cent of those numbers. In 2016 556 riders were killed in California, and about 14,500 injured.
It is sobering stuff, right?
If Australia had those kinds of numbers, adjusted per head of population…well, whatever fascist
baboons are running the country at the time would simply ban all motorcycles in the interests of safety. And while that was being rammed through parliament, the police would simply make it impossible to ride anymore.
So how many cops do you think I saw in my rather rapid 160-kay blat along some of the finest swervery ever laid down on this earth?
Six. Four CHiPs bikes hammering the Pacific Coast Highway, and two ChiPs cars – one on the same highway and one on Mulholland Drive.
Do you know how many NSW Patrol cars I saw on the Putty Road the other week? Six. And four bikes.
One of the ChiPs guys gladdened my heart when he overtook the pack of bikes I was riding in and pulled up next to the lead rider.
“Cool!” I thought and put my blinker on ready to pull over and take lots of pictures of us all getting booked in LA. Instead, the policeman merely rode beside the lead rider for a few kays chatting to him about the sassy new Indian FTR1200s we were all riding. The he rode off.
I saw no cops lurking in bushes dressed in camoufl age. I saw no hidden speed cameras, I saw no mandatory breath test encampments (let’s not call them random anymore, OK? They are not at all random). Sure, I saw some cops on one of the busiest roads on this planet, but up in the hills where the riding is good, there was nothing.
Clearly, the LA police have far better things to do than torment motorcycle riders – which is probably a fair call. It is LA after all. Not Lithgow.
But that’s the point. In a city as vast and violent and crazy and magnificent as LA is, you would expect, as I did, a massive police presence.
Like the one we have in Australia –a country that is a peaceful farming village by comparison to LA.
That was not the case at all.
Now I am not naïve enough to believe for a second that the California Highway Patrol does not get its game on from time to time. I’m sure it does. But the US media is not full of cheap police propaganda, facile warnings, and dire demands. Just as the US roads are not full of revenue-driven Big Mac eaters in fancy German cars.
The US police call you “Sir”. They do not address you by your first name when they’re looting your wallet like you were some infantile fool in need of patronisation.
I’m almost 60 years old, you uniformed sock-puppet. You call me “Sir”, or “Mr Mihailovic” (even if you’re not literate enough to pronounce it properly).
And you can shove that whole “Attitude Test” bullshit right up your sergeant-loving bottom, too.
How about you pass the Attitude Test, offi cer? My Attitude Test. The Attitude Test that requires you to display a measure of good manners to a member of the public who has actually not committed any crime, but is in debatable breach of the Motor Traffi c Act.
Yeah, that’s just too hard, huh?
That’s not what you’re about, is it?
Well, I’m thinking that’s exactly what the LA cops are all about. Which is why they command a degree of respect.
Not at all like the contempt a large chunk of the Australian motorcycle-riding public holds you in, huh, officer?
But I guess it’s a cultural thing. D
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AMM juLY 2019
R1250GS / FTR1200S / RSV4 & T u ONO FACTORY / MAP: ACT / POTM: BLIGHTY / KAWASAKI Z400 / SF: L u GGAGE
