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EDITORSPEAKS
IWAS sitting back the other weekend reminiscing of the road bikes I lusted after as a young bloke. The first two that came to mind were the Kawasaki GPz900R and the first model Suzuki GSX-R750. I had posters of each bike on my wall and would dream of one day riding them. I also loved the Katana 1100 in the burgundy/ silver which I owned not so long ago, so that’s that box ticked. A couple of years later the Suzuki GSX-R1100 Limited Edition in black with gold decals was released. I instantly fell in love with this bike and almost bought one just as the Katana 1100 was available to me.
Roll on a few years and the Honda CBR900RR Fireblade caught my attention, so much so I’ve owned just a few and still have my racebike. I really should pull that apart and fit up the big horsepower motor I got for it a while ago. And, while I’m there, I still need to fix the crash damage from Wakefield Park 18 months ago. Time flies when you’re having fun restoring other bikes, I suppose!
There are a couple of modern bikes that take my fancy as well. One is the one my father already owns – the Z900RS. Another is the MV Agusta Superveloce 800 Serie Oro – due for release mid- 2020. The other isn’t yet produced but rumours are that it is a high possibility. That is a naked Ducati V4. I’d love it to have at least 180hp and more like 200hp – what a bike that would be!
Race bikes have always been something I admire. I love to see bikes taken to their limit to find every last bit of speed. Most of the time my main interest is in seeing what people come up with in terms of frame design, geometry, suspension and brakes. You can have 1000hp but if won’t handle or stop it’s kind of useless. What did Carroll Shelby once say –“Horsepower sells cars, torque wins races.” And to me a torquey enough motorcycle with excellent handling and amazing brakes is a bike that can beat anything else on the track.
The race bikes over the years that have taken my interest are the Suzuki XR69, TSR Heron Suzuki (with a composite frame that looks like cardboard), most of the mid-‘80s, early ‘90s world endurance and world superbikes (this is when money was no object for manufacturing), and finally, the Segale – this is a bike I had no idea existed until my mate, Chris bought the frame jig, fairing molds and so on. Chris does a piece on the Segale in this issue and I’m rather keen to turn one into a road bike – you know, old school classic racer endurance style with a small single headlight and so on. Let’s see how things pan out after I’ve finished the Z900 resto and moved it on.
What bikes do you lust after?
Send me your top ten list (stuart@ ausmotorcyclist.com.au) and if we get enough responses we’ll run a piece on them.
Enjoy!
Cheers, Stuart.
H-D COLAB
Harley-Davidson, Inc. announced another step in its strategy to build more riders globally by expanding access into Asia through collaboration with Benelli parent company, Qianjiang Motorcycle Company Limited (“Qianjiang”).
The collaboration comes with the launch of a smaller, more accessible Harley-Davidson motorcycle for sale in Harley-Davidson dealerships in China by the end of 2020.
This collaboration joins HarleyDavidson’s global motorcycle leadership with the capabilities of Qianjiang to co-develop a premium 338cc displacement Harley-Davidson motorcycle for sale fi rst in the China market with additional Asian markets to follow. Harley-Davidson selected Qianjiang based on its experience developing premium small displacement motorcycles, established supply base, proven capabilities in emerging markets, and ability to meet consumer requirements.
Like all Harley-Davidson products, this new model claims it will embody a distinctive look, sound and feel that will spark powerful connections with riders. The new HarleyDavidson motorcycle and engine will be produced in a Qianjiang facility in China and adhere to the rigorous quality standards and testing processes followed for all HarleyDavidson products.
TÉNÉRÉ TOUR
Yamaha Motor Australia is pleased to announce three Ténéré 700 display units have arrived down
under and will embark on a travelling roadshow in July before the model goes on sale towards the end of 2019.
The all-new twin cylinder adventure bike will appear in venues across Australia and New Zealand so that potential customers and dealers can get up close and personal with the new lightweight ADV model.
The three units will be presented in three different guises – one accessorised with an Australian off-road theme, one in full touring mode with hard luggage and low seat option and the third unit will be standard. All three colour options will be on display.
The travelling road show will be headlined by Yamaha legend, keen Ténéré rider and four times Mister Motocross, Stephen Gall. Special guests include Yamaha’s Australian Dakar Rally and prototype Ténéré
rider, Rodney Faggotter. Ténéré Tragic organiser, Andrew Clubb and Ride ADV head honcho, Greg Yager will be on hand to discuss all things Ténéré.
“This will be a great opportunity for customers to get up close and personal with the new Ténéré 700 and learn more about it. Each event will feature a full media type presentation with contributions and insights from our special guests,” explains Yamaha Motor Australia Marketing Manager Sean Goldhawk.
“Customers will also be able to register their interest in the new model and the related accessories as well as some exciting new adventure rides that we are planning for new Ténéré 700 owners,” continued Goldhawk.
Select one of these free events near you and register your interest to attend - https://yma.bike/ tenere700tour . Yamaha Motor Australia will contact you to confirm your registration.
* Note that due to the preproduction status of these units, they are not able to be test ridden.
ORDER IT NOW!
Following the first public viewing of the incredible prototype MV Agusta Superveloce 800 at EICMA 2018 there has been an unprecedented amount of interest generated from motorcycle enthusiasts, collectors and world press alike.
MV Agusta is pleased to announce that pre-orders for this unique and truly exclusive limited edition are now open globally.
MV Agusta dealers are urging
potential Superveloce owners to act quickly to avoid missing out on securing their own piece of Italian motorcycle art; delivery is expected from March 2020. Price comes in at $49,990 Ride Away (inc GST), includes 3 years warranty and roadside assistance. You better hurry though as the Superveloce is limited to 300 units worldwide! For more information and to locate your local dealer - https://mvagusta.com.au/ model/superveloce-800-serie-oro/
KTM TAKEOVER
After 25 years of stable and successful business Automotive Holdings Group (AHG) has sold the remaining 74% share of its motorcycle importation business to the brands’ parent company KTM. AHG has been the exclusive importer and distributor of the KTM brand for the Australian and New Zealand market since 1994, with the Husqvarna Motorcycles and WP Suspension brands joining the stable in recent years.
In 2017 KTM, purchased a 26% share of the AHG motorcycle importation business. It now moves to full ownership of both KTM Group Australia and KTM Group New Zealand. The move to full ownership will see KTM Group Australia and KTM Group New Zealand become full subsidiaries of the Austrian company. Now selling more than
11,000 KTM and Husqvarna Motorcycle units combined, the Australian and New Zealand business has become the third largest market in the world for KTM and will now become the third largest subsidiary for the company.
The change takes effect from the 1st July 2019. While the change of ownership is a significant development for both the company and the market, there will be no impact on KTM Group staff or the established dealer networks for KTM, Husqvarna Motorcycles and WP Suspension. D
It’s here! Yep, the long awaited Moto Guzzi adventure bike has finally surfaced. Shown some time ago across many motorcycle shows around the world, Moto Guzzi has released the V85TT. Classically styled it’s a machine that grabs a lot of attention. We headed off to the Aussie launch in the Victorian High Country where it snowed – of course!
The new Moto Guzzi V85TT is a kind of niche adventure motorcycle thanks to an 850cc engine and shaft drive. Guzzi aren’t billing the V85TT as a full-on adventure machine – more a touring bike that will handle some dirt roads, but I wonder if they’ve underestimated the capabilities of the bike as it will go places most other adventure bikes can. The only thing I can see that limits it’s ‘hardcore’ off-road ability is the ground clearance (still quite good at 210mm) but then again most adventure riders aren’t going to use a bike like the V85TT to go hardcore places.
The fundamental concepts at the heart of the V85 TT project are simplicity, ease and practicality, values typical of those 80s enduro bikes that could be used for anything, from the daily commute to adventurous trips, yet also values that are gradually getting lost in an increasingly homologated market, which favours significant size and weight. Moto Guzzi V85 TT achieves its ambitious goal of combining the style you see here with the needs of a modern touring enduro. Its design combines technology and functionality, with typical Moto Guzzi traits to ensure durability.
Designed with proportions that are anything but prohibitive, accessible to riders of all sizes and experience, and narrow in girth to allow freedom of movement, the V85 TT ensures an optimal ride for rider and passenger. Comfort and usability are amazing, for a motorcycle that is comfortable two up and even at full load. Wind protection is good thanks to
$36,190 rideaway
The RSV4 1100 Factory is the most advanced motorcycle in its class, Aprilia’s latest achievement emerging from recent Superbike research, development and racetrack testing. The new 1078 cc engine, delivering a record 217 HP, offers heightened performance and is matched with a racing chassis and a package of latest-generation electronic controls.
Updated aerodynamics and the use of refined racing inspired materials such as carbon fibre, titanium and forged aluminium reduce the weight of the bike for optimum performance. Cutting-edge technology from the 4th generation Aprilia Performance Ride Control system includes traction control, wheelie control, launch control, quick shift, pit limiter and cruise control combines with the Akrapovič exhaust, Öhlins suspension and Brembo Stylema® brake callipers for the ultimate in bike control and exhilarating riding experience.
• 1000 cc Aprilia 4V 65° engine
• 201 HP • 115 Nm
• Adjustable Sachs suspension
• APRC System
• TFT Colour display
• 1077 cc Aprilia 4V 65° engine
• 175 HP • 121 Nm
• Electronic Öhlins suspension
• APRC System
• TFT Colour display
• 1077 cc Aprilia 4V 65° engine
• 175 HP • 121 Nm
• Adjustable Sachs suspension
• APRC System
• TFT Colour display
the smoke Plexiglas windscreen, its shape researched in the wind tunnel and to complete the package you of course have to have a pair of handguards.
The design of the 23-litre tank (able to guarantee range over 400km) harks back to the tradition of Moto Guzzi bikes kitted out for African raids and boasts some meticulously crafted details, such as the slots on the front section and the recesses just above the engine heads, which appear to be generated by the twin itself. Extensive research was carried out in defining the contact area with the seat, to ensure
optimum riding comfort when seated and freedom of movement when standing during typical offroad riding.
The seat is 830mm from the ground, allowing most sized riders feet to easily touch for optimum control when manoeuvring a stationary bike, also thanks to the compactness of the under body and an overall dry weight 208 kg. The riding position is erect, with relaxed back, legs that are barely flexed and correctly bent arms to effectively grip the wide variable section aluminium handlebar, for total control. Under the seat is a practical
storage compartment. The high front mudguard and beautiful double front headlight are also in keeping with Moto Guzzi history, these stylish and functional solutions already present on the 1996 NTX 650 and the 1989 Quota 1000 respectively. Classic off-road style features (including fork stanchion protection, an exhaust system with high silencer and the aluminium engine sump guard) are combined with the digital instrument cluster and the series of LED lights on the headlamp with a DRL that traces the shape of the Moto Guzzi eagle. Handling boasts amazing solid and
precise front end feel as it enters a corner with an ample rear for most sized riders. It is probably the only mid-sized adventure bike I’ve never wanted more preload. Reduced longitudinal twist of the new small block engine allows for a very long swingarm for more traction. The new asymmetric unit in box-type aluminium features a curved left arm, for a very linear exhaust pipe design and a reduction
HERITAGE LEATHER
HOLDEN Mens
Merlin is a 100% UK owned partnership, founded in 2011. Our team are dedicated to creating the best motorcycle gear with a strong commitment to innovation and differentiation. For the 2019 season, Merlin brings premium style and safety to the latest Heritage Leather and Wax Cotton range.
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!
of lateral bulk. The right arm of the swingarm houses the new shaft drive transmission. V85 TT is the only bike in its segment to use shaft drive transmission, prioritised over a chain drive because it makes no mess and requires no maintenance.
The braking system utilises top quality Brembo calipers, controlled by a multimap Continental ABS system that can be disabled for the more demanding off-road stretches.
The spoked wheels mount 17” and 19” tyres (respectively 150/70-17 and 110/80-19), measurements that will also satisfy off-road enthusiasts.
The V85 TT introduces a new Moto Guzzi engine. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder, the pride and tradition of
the Mandello Eagle. Engine capacity is 853cc, thanks to a bore to stroke ratio of 84 x 77 mm. Thanks to its complete new design and the use of materials generally destined for race bikes, such as titanium, the new “eight and a half” is able to deliver a maximum power of 59kW, as well as an impressive maximum torque value of 80Nm at 5000 rpm, with 90% of the torque already available at 3750 rpm - in keeping with the tradition of the Mandello twin, which has always offered excellent drive even at very low revs. This is the first Moto Guzzi small block engine that can easily reach 8000rpm, an aspect that showcases its modern and exuberant nature.
The crankcase is the fruit of a new design and is stiffer than usually associated in a Guzzi. Engine control makes use of a single 52 mm throttle body, with multimap Rideby-Wire throttle control. Significant work has been done on the dogbox to make it more smooth and precise. And by precise they mean no more
clunking into gear.
For the V85 TT project to achieve its main goal, or rather to satisfy “Guzzista” in their daily riding as well as in their touring and adventurous off-road riding, Moto Guzzi designed a complete range of standard electronic equipment, without any inopportune technological overload, for maximum travel enjoyment. To make life on board easier and safer, Moto Guzzi introduces three different riding modes on the V85 TT: Road, Rain and Off-road. Each of these Riding Modes corresponds to a different engine mapping and a different calibration of the MGCT traction control (can be disabled) and ABS, as well as a different response from the Ride-by-Wire throttle control:
V85 TT is also equipped with Cruise Control, so that a pre-set speed can be maintained without acting on the throttle. This system is also designed to make a rider’s journey easier, just one button needed to activate and engage the system and increase/reduce the set speed.
All travel parameters can be controlled via the digital instrument cluster complete with TFT display. The background and colour of the characters adapt to different light conditions thanks to a built-in sensor. The information displayed, in addition to the classic speedometer, rev counter, mileage counter and clock, also includes selected gear indicator, air temperature, fuel level, average and current consumption, residual autonomy and selected Riding Mode. It is also possible to set a maximum number of revs for the gear shift light sensor, useful when running in the bike or seeking to limit fuel consumption as far as possible. Alongside the display is a USB port while provision is made for a second port under the seat. The full LED headlight assembly, in addition to low and high beam functions, has a series of built-in daylight running lights (DRL) which,
taking on its shape, project the Moto Guzzi Eagle logo. The taillight uses LED technology to render a 3D characterisation reminiscent of a jet’s afterburners during take-off. The LED turn indicators are equipped with an automatic cancelling system.
Moto Guzzi V85 TT presents Moto Guzzi MIA, the new Moto Guzzi multimedia platform that allows a smartphone to be connected to the vehicle (via an ECU available in the rich catalogue of Moto Guzzi accessories), thus extending instrument functionality. Moto Guzzi MIA can be used to play music and to make/receive phone calls using a helmet intercom. It also introduces a navigation function for the first time, allowing the rider to set a destination on his smartphone and view directions in the form of intuitive pictographs directly on the instrument cluster.
Moto Guzzi V85 TT is available in two versions, and to put it in plain English, there is the ‘base’ version or the ‘tri-colour’. We all rode the tri-colour yellow on the launch but I personally can’t wait to see the red tri-colour which I feel will be the best seller.
The V85 TT was designed to be fitted with a range of original accessories, designed to highlight the various spirits.
All accessories are conceived, designed and produced by Moto Guzzi. They are all homologated and made to guarantee a long-lasting and high-quality product.
Moto Guzzi offers three different accessory packs, each of which can also be purchased individually.
- Touring Pack, in two versions (base and plus)
- Sport Adventure Pack
- Urban Pack
So, there you have the new Moto Guzzi V85TT. An adventure machine that is something you really need to experience to realise just how good it is. Cue – stampede into Guzzi dealers around the country! D
SPECS
PRICE: $18,890 single colour, $19,590 tri-colour (plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Air-cooled V-twin cylinder, 4-stroke, 2 valves per cylinder
THERE’S A TOTALLY unnecessary amount of mourning in the motorcycle community. Whenever I talk to other riders, someone is bound to pipe up with “I wish I could do the rides that
you do…” Now mourning is cool; it’s a very human reaction to loss. But it is a bit silly when it’s about something that you can change. And just about everyone can change the way they spend their holidays. Think it’s too diffi cult? Too expensive? Too –well, just altogether too much?
fi nd that it’s not substantially more than the usual break in Noosa. Even if it is, what’s a once-in-a-lifetime trip worth to you?
It isn’t. Keep in mind that quite a few of my trips are done exactly the same way that you can do them.
you can do them.
a group of other
I fl y somewhere, choose a bike, join a group of other riders and we go out and explore the countryside for a couple of weeks.
That’s all there is to it; your tour operator will tell you what you need by way of paperwork, clothing and everything else.
Of course you need to pay for the privilege of doing this. But check the cost. You may well
Best of all, joining an organised ride saves you time. It’s likely that you are struggling with time limitations. Most of us are, these days, and I can heartily recommend you consider taking an organised motorcycle tour rather than striking out on your own. If you only have two weeks, a delay of even two or three days can spoil your entire holiday. Are your visas out of date? Is that bridge blocked due to fl ooding? If you’re by yourself, you’re likely to be stuck. If you’re on an organised tour, your guide had better know an alternative.
Above all, don’t keep putting it off. The day will come when you can’t do anything else but mourn: because you have a family and a mortgage, or you’re too old (you’re rarely too old), or looking after someone else, or whatever. Do it, or at least plan it – our listing here is terrific for planning – now!
So, take a look at the tour operators we have listed here. I can guarantee that any one of them will save you time and worry, and they may even save you money. And drop us a line when you come back from your trip of a lifetime! The Bear
STUNNING MONGOLIA, SPECTACULAR RUSSIA
TOUR COMPANY: Compass
Expeditions
TOUR: The Trans Siberian Explorer, Central Asia; departs August 2020
Russia and Mongolia! Ride remote Mongolia and the legendary Trans Siberian Highway through wild and epic landscapes.
This one of a kind ride will explore an utterly unique AND rarely visited part of Central Asia. We shall experience an empty landscape dotted with gers and populated with wild mobs of horses and yaks that graze the lonely landscape that is Mongolia. Crossing the border, we enter the legendary Siberia and visit the greatest fresh water lake on earth, Lake Baikal. Riding the renowned Trans-Siberian Highway, we ride the epic Chuysky Trakt, in the stunning Altay region before riding back into Mongolia. This is a ride of endless superlatives, remote vast landscapes, epic lakes and Mother Russia!
THE BEST ROADS OF SOUTH ASIA
TOUR COMPANY: Adriatic Moto Tours
TOUR: Thailand & Laos, Nov 24 – Dec 8, 2019
CONTACT: info@adriaticmototours. com , +386 30 465 555 www.adriatic mototours.com
PRICING: from 6230 EUR, all-inclusive
BRIEF DESCRIPTION: A two week ride through Northern Thailand and wild Northwest Laos on a BMW.
Experience jungles, mountains, tribal villages, the famed Golden Triangle, and the Mekong River. Browse bazaars in the former French colonial city of Luang Prabang, try new foods, ride some of the curviest roads in
Organised Tours
Organised Tours
Southeast Asia, and sleep in the best resorts and hotels, mostly 5 stars, in the area.
Adriatic Moto Tours is going “global” and has been organizing its only non-European tour for the last three years, providing high quality level as with its well-known European tours. You’ll be riding recent model BMW motorcycles, enjoying the company of AMT guide, following the best roads, having the support vehicle and enjoying the luxury of carefully selected hotels, mostly the best in the area.
EUROPE DOESN’T GET ANY BETTER TOUR COMPANY: Edelweiss Bike Travel, TOUR: Best of Europe Tour (BOI)
CONTACT: +43.5264.5690 www.edelweissbike.com
PRICING: From € 3280
BRIEF DESCRIPTION: We start in Munich and head north surrounded by lush green countryside to Rothenburg.
On our rest day we will go to France – the Alsace region. Through the Black Forest we head to Switzerland. Through the snow-covered peaks of the Alps peaks of the Alps
country until we reach Austria, where narrow roads and numerous switchbacks show you how much fun it is to ride the Alps!
Organised Tours
SEVEN DAYS, EIGHT BIKES, TOP RIDES
TOUR COMPANY: European Motorcycle Adventures
TOUR: Alps Maritimes and Provence, from the 8th to 15 September
CONTACT: Ross on 0418 133 756 or naylor.ross@gmail.com
PRICING: From $3600 per rider
BRIEF DESCRIPTION:
The best seven day motorcycle tour in Europe in the Alps Maritimes and Provence regions of south-east France. High mountain passes, long sweepers through valleys and amazing gorges, and staying in beautiful villages. Maximum eight bikes, that’s it.
On this tour you’ll ride through some of the most breathtaking parts of Europe, in an amazing 17 day journey. You’ll start riding the mighty Pyrenees Mountains with curves a plenty before crossing into France and enjoying more curves in Provence and along the French Riviera. Italy is next as you head to charming Cinque Terre and then end with 4 days in Tuscany to explore all her hidden secrets. All this, combined with famous gastronomy & local wines and exceptional hotels, makes for a vacation of a lifetime.
This intense tour for seasoned riders, concentrates the essence of Morocco in a 10 day’s journey. You’ll enjoy rolling green hills, the snow-peaked
Atlas Mountains and the red sand dunes of the Sahara Desert. You’ll explore casbahs, see oases, buy handmade rugs and even ride a camel. End your day with delicious Moroccan cuisine and overnights in the best hotels & Riads. This is an authentic experience that will leave a lasting impression on you!
WOMEN-ONLY WONDER RIDE
TOUR COMPANY: Motolombia Tours and Rentals
TOUR: 10-day / 9-nights Annual Women’s Only Moto Tour of Colombia
CONTACT: Mike Thomsen, mike@motolombia.com
PRICING: $3,999 USD (bike and room upgrades available)
BRIEF DESCRIPTION:
Our annual all-paved women only motorcycle tour of Colombia takes us around the central parts of Colombia. The majestic Andes mountains split into 3 mountain ranges at the Ecuadorian/Colombian border and we will be zig zagging
Organised Tours
between them on endless curves and twisties on this incredible all-paved tour. Highlights include Cali, Medellin, Escobar’s ranch, Villa de Leyva, the underground Salt Cathedral in Zipaquira, historic Honda and the wonderful colorful coffee region. Ready for a permanent smile?
UNIQUE PLANTS, ANIMALS, FOOD AND DRINK
TOUR COMPANY: South Pacific Motorcycle Tours
TOUR: 16 Day Southern Alps Spectacular Fully Guided Tour 2020. Departs Christchurch Saturday 11th January, returns Christchurch Sunday 26th January.
Experience New Zealand’s true natural scenic beauty combined with fabulous riding, enjoy the freshest food, award-winning wines and craft beers. Get up close to our unique plants and animals and learn about our unique cultural heritage in the South Island. With four two-night stopovers in Dunedin, Te Anau, Queenstown and Nelson, you can relax and soak up the magic, or carry on riding into the sunset. This fabulous tour package includes 16 nights room and breakfast lodgings staying in quality hand-picked hotel accommodation. Small group numbers, personal service, and unforgettable experiences to last a lifetime.
PRICING: From $7114 NZD (Based on Triumph Bonneville, BMW F700GS and Twin
Share accommodation)
BRIEF DESCRIPTION:
The only Motorcycle Tour exclusively endorsed by and co-developed with our good friend John Munro (Burt’s son!). This exciting tour includes tickets to Burt Munro Challenge 2020 events, as well as exceptional unique
additions including an evening with John Munro. Check out our Website for more details and join us on this epic adventure to the Motorcycle Mecca of New Zealand to enjoy the thrills and spills of the Rally as well as touring stunning New Zealand with a great bunch of like-minded bikers on this oncein-a-lifetime motorcycle touring experience in 2020 - Only with South Pacific Motorcycle Tours!
GET IN FAST FOR MOROCCO’S BEST
TOUR COMPANY: World On Wheels
Organised Tours
TOUR: Moroccan Magic safari 3 week tour (last places for September !)
CONTACT: www.worldon wheels.tours
PRICING: US$7500 (Rider) and US$6750 (Pillion)
BRIEF DESCRIPTION:
Time to escape the winter cold ! Has there ever been a more evocative country name than Moroccoconjuring up images of snake charmers and minstrels, nomadic Bedouin and blue-robed Tuareg. Date palms, almonds and Argan oil nuts. Camel caravans in the Sahara, goats in the treetops and surfing safaris along the Atlantic coastline.
Our Moroccan Magic tour starts in southern Spain and takes a figure-of-8 through the country, crossing the Atlas Mountains and riding the famous gorges of Dades and Todra. We visit Marrakech, Fes and Meknes, three of the four ancient Imperial capitals. We dine on the national dish tagine, and cous cous like you’ll never get at
of this ancient and
exotic world when you join us on a motorcycle tour through Morocco - prepare for an unforgettable adventure! Just a few places remaining for September if you act quickly.
CATCH UP ON MORE THAN THE BIG 5
TOUR COMPANY: World On Wheels
TOUR: Spectacular South Africa safari 3 week tour
CONTACT: www.worldon wheels.tours
PRICING: US$7500 (Rider) and US$6500 (Pillion) --
BRIEF DESCRIPTION:
We start this tour in Cape Town,
taking a half day boat trip to the famous Robben Island, where Nelson Mandela was incarcerated. Then we head south to the Cape of Good Hope, then even further south to the wild southernmost tip of Africa, before striking east along the coast to join the famous ‘garden route’ before riding a couple of beautiful mountain passes on our way through the mighty Karoo.
Continuing on through the vast interior, we traverse the remote and delightful land-locked nations of Lesotho and Swaziland, to arrive at the incredible Kruger National Park, where of course we enjoy an unforgettable early morning game drive and breathtaking encounters with the Big 5 and many more! Finally we
15
TOUR DATE August 10 - 18
adriaticmototours.com
HigHligHts
Julian Alps, Bovec, Bled Lake, Bohinj Lake, Soca River valley, Piran, Vrsic pass, Skocjan Caves, Lipizzaner horses, Wine growing regions
finish up in Johannesburg and try to convince you to hand back the keys of your BMW.
GET HIGH AND CROSS THE ANDES BOTH WAYS
TOUR COMPANY: World On Wheels
TOUR: Awesome Andes safari 3 week tour
CONTACT: www.worldon wheels.tours
PRICING: US$8000 (Rider) and US$7000 (Pillion)
BRIEF DESCRIPTION:
On this exhilarating motorcycle tour through Peru and Bolivia, we cross the world’s longest mountain chain, the Andes, in both directions, from west to east and then back again.
Starting in the beautiful ‘white city’ of Arequipa, surrounded by majestic volcanoes in southern Peru, we head inland across the Andes and into Bolivia. We visit the highest city in the world, Potosi, to see their notorious silver mines, before crossing the world’s largest saltpan, the Salar de Uyuni. After visiting La Paz and giving you the option of riding the notorious “Death Road”, we return to Peru to visit the wonderful fl oating islands of Lake Titicaca.
Heading north we visit the ancient Inca capital of Cusco, before discovering the famous citadel of Machu Picchu. Book today to ride the open road through some of the most beautiful locations on earth.
This is our least expensive guided tour ever. By reducing the price we haven’t cut any corners. If you are happy to carry your own stuff on your bike then this is the tour for you. Let your professional BMW Certified Tour Guide take care of everything, all you have to do is ride.
Soak in the thermal pools in Hanmer Springs, enjoy the wild beaches of the West Coast and revel in the visual splendor of Queenstown and Milford Sound. Stunning roads, amazing scenery, great food and excellent accommodation, you’re going to love this. Add the wild flowers, dusting of snow on the mountain tops and you
GRANDIOSO
TOUR COMPANY: Paradise
Motorcycle Tours NZ
TOUR: 21 Day North & South Island (6-26 Jan 2020. 9-29 Mar
If you like to do things properly, and don’t want to miss out on anything that New Zealand has to offer then this is the guided motorbike tour for you. Bike across New Zealand and see the best the country has to offer and
feel as if you have visited six different continents in three weeks. From tropical rainforests and idyllic beaches, to glaciers and snowy peaks. You will see Saharan-like sand dunes, volcanoes and primeval fiords along the way. Ride through New Zealand ‘roadscapes’
that most motorcyclists only dream of. Take on the Rimutuka Ranges, Milford Road, Lewis Pass and Lindis Pass as you bike around New Zealand. Haast Pass is called “Motorcycle Heaven”, most cameras can’t capture the beauty of this incredible ride! D
Motorcycle shipping
FELIXSTOWE
Shipments to Felixstowe twice every year.
A THENS
Shipments to Athens every year.
BARCELONA
Shipments to Barcelona every year.
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
wheeled Time Machine
There hAVe BeeN some big breakthroughs in the history of engineering. For trains, taking the leap from coal-powered steam to electrical power was a monumental achievement. Safety and performance took a huge step forward in 1953 when Cessna bolted an extra engine to its commuter plane and recently, we also rejoiced when Ducati pushed into production a sophisticated V4 powerplant - giving us a new level of pleasure. Amen, hallelujah and a slow goodbye to the L twin. By contrast, in a not so earthshattering move, Ural has completely updated the 749cc engine with some rather major changes. The difference is outstanding.
Yes, you still will be riding something that looks and to a certain degree feels antiquated in a sitting- on-Grandpa’sknee kind of way. For me, the totally optioned-up Sahara basically has the character of a 30-year-old Land Rover. It can be a warts and all experience, but if criss-crossing a continent or doing a school run in rugged, fashionable style is your thing then welcome to the Ural time machine.
The factory attacked the things that will improve any combustion engine. They concentrated on basics like squeezing in gases, banging up the cocktail of fuel and air and pushed them in with a new fuel injection system, new pistons and cylinders, and then made major changes to the heads to improve the escape of combusted gases.
The most noticeable change outwardly is the angle of the new semi-downdraft Keihin throttle bodies which now have more clearance and space around your boots. Hallelujah. The system is closed loop, which promised better fuel economy and emissions control. Fuel pressure was increased along with new catalysts to aid emissions reduction. Some punters may pick up on the new shape of the cylinders and heads with an increase in fins and thus surface area. This promises cooler and more reliable running and no doubt longer life.
Slotting into the new barrels are the new gravity-cast forged pistons with a Teflon skirt. The engine feels and sounds smoother and a lot quieter mechanically when you’re wearing a
Freedom shouldn’t be compromised
And having the right insurance with the right insurer is the first step in making sure you’re always free to ride.
New England Insurance Brokers Pty Ltd (NEIB) has been providing custom motorcycle insurance solutions to Australian riders for 30 years. The majority of the NEIB team are owners and riders themselves. They understand what it means to know your motorcycle is protected by the right insurance, so you can ride with complete peace of mind.
With NEIB, nothing gets between you and the road:
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They also know that with insurance, security is the key:
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full-face helmet, but when I switched to an open-face helmet that familiar tappy, tap, tap tap infiltrated back from below my knees.
To cap off the exterior changes, there are new rocker covers although you won’t see the increase in oil capacity to 2.6 litres and the improved oil feed system to reassure the owner. Along for the upgrades is the clever dash, which looks analogue with a normal looking digital needle. There are however lots of digital features like dual trip metres, engine use timers and voltage outputs. Helping the servicing angle is a countdown to service and total riding time meters.
The engineering upgrades add up to a major shift in the performance. With ‘only’ just over 30kw to move a 335-kilogram metal monster, don’t expect the outfit to go dragging off a Harley Street 500 (although I did, as I have better reactions than most learners) at the lights or a sustained 140km/h cruise in the Northern Territory. The best result from the shift from 2018 to ‘19 means it doesn’t lose speed on every incline and takes off from a standstill with a lot more verve. Gear changes seem sharper, and there is less noise and crunching and that helps to make the acceleration even quicker. Cruising has dramatically changed, mostly in fourth (top gear) with less of the need to go shifting back into third for hills that I remember from previous iterations. Holding your speed is of course paramount on the open road.
Ural boast that touring speeds are now in the 100-120km/h range although, with a very new test unit, I wouldn’t be so cruel. Unlike most machines the Ural is dead accurate in the speedometer department with ideal cruising between 80 and 95km/h. By the time the ‘ton’ came up the boxer was starting to show signs of buzz and busyness. I am mechanical sympathetic (I used to do the four-hour pre-delivery on the ‘90s solo models which included loctiting in the valve-seats!) and avoiding unnecessary vibrations for me is ensuring something will last longer, and every item attached to the outfit will still be there at the end of the shortish servicing cycle of 5,000 kilometres.
My two teenagers joined me for an excellent romp on a splendid winter’s day through the Royal National Park and the back roads to Kiama without a complaint from their Ipadlessness. They did a few swaps from the rear seat to the chair and back, and both found time for a snooze in the sidecar in the warm air and winter sunshine. I was wondering how to articulate the quality of the ride and suspension control until the Ural website mentioned the excellent ’Sachs’ suspension brand. It made sense that despite the weight of their weekend clothes and other necessities their young bodies didn’t complain. The three wheels soak up bumps well in a firm way with strong control over the rebound in their valving settings. The bike’s dual seat is comfortable enough for a few hundred kilometres.
Apart for the extra care of my kids I did spend a lot of energy (both physical and mental) keeping the unit on the straight and true. Normally, with a well setup unit the pilot can ride with a relaxed right-hand controlling the rig without any effort. Our test outfit was a little ‘nervous’ cruising along and I played around with the tyre pressures and steering damper as well as shifting our load around but until the third day I always felt I of was trying to dance with a drunken transvestite tugboat skipper. Still, this would almost certainly be a one off and Ural is going to check the alignment as soon as possible.
Even now, let’s admit it, the Ural combo isn’t for everyone. In fact it is a riding solution for rather few, but hand in the air: I love the things. Freeways and cities aren’t really their cup of Vodka and even now I still swing from unconscious competence in right-hand sweepers to conscious incompetence in the downhill left-handers on the road from Robertson to Jamberoo. Our loaded-to-the-hilt Sahara received more attention than Scarlett Johansson at a Quakers picnic with the ready for action spare-wheel, fuel container, screen, tonneau cover, spot-lights - and shovel. For a few thousand more than a new Fiat 500 you can escape in your own Tardis for a bit of time-travelling. And yes, I’ll take the wind in my face option any day. D
BRAKES: Front, 4-piston fixed Brembo caliper, 295mm disc. Rear, HB big bore single piston integrated floating caliper 256mm disc. Sidecar, 2-piston fixed Brembo caliper with 245mm floating NG rotor
FUEL CONSUMPTION: 6.9 litres per 100km, premium unleaded
THEORETICAL RANGE: 273km plus 144km from the standard jerry-can COLOURS: Sand
VERDICT: EASTERN BLOC CLASS ACT
URAL SAHARA
LAUNCH TEAROUTMAP#78
FINE WINE AND CARVINGS
THIS IS A RELATIVELY short ride but one that is simply a lot of fun. It includes some awesome corners ready to be carved and when you get off the bike the Hunter Valley serves up loads of fine wine for tasting.
CESSNOCK
The administrative centre of the City of Cessnock was named after an 1826 grant of land called Cessnock Estate, which was owned by John Campbell. The local area was once known as “The Coalfields”, and it is the “gateway city” to the vineyards of the Hunter Valley, which includes Pokolbin, Mount View, Lovedale, Broke, Rothbury, and Branxton.
HUNTER VALLEY
With more cellar doors than any other wine region in Australia, one of the great pleasures of wine tasting is discovering what you like. From the classic valley wines to the newer varieties and you can visit the wineries directly or with wine tours. For a bird’s-eye view of the vineyards and beyond, gently soar in a hot air balloon. A highlight of the events calendar is the annual Hunter Valley Wine and Food Festival, a celebration
in May and June of the elegant wine and diverse produce. Colourful markets and vineyard concerts are popular, too.
BROKE
You’ll discover boutique wineries, the acclaimed Margan Restaurant, UNESCO World Heritage wilderness and ancient rock art. The charming village by pretty Wollombi Brook is in the Broke Fordwich wine subregion of Australia’s oldest winemaking region. Dotted with vineyards and olive groves, Broke Fordwich achieved its official geographical indication for its distinctive soils and microclimate in 1997. The wine grapes grown include the Hunter Valley classics and exciting emerging varieties such as arneis, albarino, barbera, fiano and touriga nacional.
Combine your wine tasting at a cellar door with a cheese platter and enjoy the splendid views of the vineyards and beyond, including the spectacular Broken Back Range and the striking Yellow Rock escarpment. Or savour sustainable seasonal produce at vineyard restaurants and local markets. Margan Restaurant is in the prestigious Margan Hunter Valley Winery, a family-owned estate with
a rammed earth cellar door. The restaurant is featured in The Sydney Morning Herald’s Good Food Guide - awarded one chef hat out of a possible three - and has a large kitchen garden and orchard. You’ll also find gourmet local produce at the Broke Village Community Market, held on the first Sunday of the month. Other delicious events include Whispering Brook’s annual long table luncheon in June and Glenguin Estate’s Winter Fireside wine tasting, every Saturday from May to September. For wonderful heritage, take a scenic drive to Yengo National Park for sweeping views of the Greater Blue Mountains World Heritage Area from Finchley lookout.
PAYNES CROSSING
More a landmark for this route but enjoy the corners!
WOLLOMBI
Wollombi is a charming historic rural village which, because of its proximity to Sydney and the attractiveness of the winding roads from Cessnock, Sydney and Windsor, has become a hugely popular weekend daytripper getaway destination. Nestled into a valley and
WORDS STUART
www.hemamaps.com.au
Starting out of Cessnock jump onto Wine Country Road heading north. Turn left onto Broke Road and follow to the end. Turn left at the roundabout and right at the next roundabout to stay on Broke Road. Follow all the way to the end and turn left onto Wollombi Road. Follow this south with the road name turning into Paynes Crossing Road. As you get into Wollombi turn left onto Wollombi Road and follow it all the way back to Cessnock. Now it’s time to enjoy more Hunter Valley delights.
Distance – 96km
Fuel – Cessnock, Broke, Wollombi COLLECT
surrounded by hills, it is seductively pretty with two sandstone churches, a sandstone school and Court House. It wears its history effortlessly and appeals to people who want a good meal, a look around an historic village and a relaxing day far away from the suburbia of Sydney and Newcastle. The village developed at a major junction in the Great North Road from Sydney which forked with one road heading north-east to Maitland and the other heading north through Broke to Singleton. The road was built by 3000 convicts between 1826 and 1834 and remnants of their labours - stone culverts, bridges and retaining walls - can still be seen on the winding road between Wollombi and Wisemans Ferry. The village has been revitalised in recent years by the tourist trade. Several shops now sell gifts, clothing and bric-a-brac. It has become a desirable place to live for commuters and weekenders. There are still some small subsistence farms and some grazing in the district.
MILLFIELD
Millfield contains a general store and the historic Rising Sun Inn, which now operates as a museum, however is mostly a landmark for this route. D
Metzeler has been making a huge push over the last couple of years with the introduction and promotion of the current range and new tyres such as the amazing Roadtec 01 and Karoo Street. Now it’s the world of cruising that’s got a new tyre to rave about – the Cruisetec!
Produced as a ‘sports touring’ type of tyre for cruisers and big tourers, what this means is you now have a tyre that offers grip, style and decent longevity. If you want mega longevity, Metzeler still offers the ME888.
Metzeler said as cruiser and touring motorcycles have progressed in technology over the years with the introduction of various electronic aids, better suspension and far more powerful brakes and the like, they felt the tyres available didn’t meet the kinds of performance levels required. Hence the Cruisetec was born. Metzeler pointed out it’s like upgrading your bike with an exhaust, suspension or brakes – you want to upgrade grip, no need to worry now, Cruisetec has your back.
For the launch of the new tyre, Metzeler distributor Cassons Motorcycle Australia took us on a road ride from Sydney to Goulburn via the coast and Kangaroo Valley on a day that saw temperatures plummet below zero. The next day we took the 99% cruiser fleet and one Honda Goldwing to Marulan Driving Centre to give the bikes a whirl on the track.
WTF, you might be asking? Why take cruisers to the track?
I was wondering the same thing until the crew from Metzeler explained they really wanted to showcase just how much grip is available from the new Cruisetec tyre, in a safe environment of course. So away we went and as expected ground away a lot of metal due to the lack of ground clearance (although there was more than an OEM tyre). That did showcase what Metzeler wanted to demonstrate – a heap of grip and easy and smooth handling. Temps were in single digits the entire day and the Goldwing with heated grips and seat was in high demand.
We did get to feel Cruisetec’s performance in the wet versus OEM
tyres on a Harley-Davidson, thanks to the water truck that was on hand. Through a set of cones there wasn’t much difference to be felt as we had to keep the speeds low - the cones were a little too compact, but on the exit of a corner you could really wind hard on the throttle without any worry, whereas with the OEM tyre things would get a bit squirmy.
Tread paTTern design
The tread pattern layout plays a most important role in the tyre’s performance and this one has evolved from Metzeler’s sport-touring know-how – namely, the Roadtec 01. Elements of the tread pattern are optimised to ensure both adequate grip, and the regular wear required when applying a highly carved design on heavy vehicles delivering considerable torque.
The front tread pattern features alternated diverging grooves crossing the centre section; the main effect of these elements - in addition to water evacuation even in demanding wet conditions - is to add braking efficiency onto the compound performance.
This characteristic is among those which highlights Crusietec as one of the best tyres for power cruisers, customs and tourers when it comes
to coupling it with all generations of electronic braking aids. Supplying very high levels of grip raises the bar of intervention of braking systems. The tyres’ structural characteristics reduce the pulsation effect (chattering) making the intervention more effective and less stressful for the rider.
The progressive diverging grooves offset from the centre section to the shoulders increase the full/void ratio during lean - therefore putting relatively more rubber in contact with the asphalt – by maximising the solidity, the grip and the directional characteristics.
The short converging transverse grooves model solid compound elements, to ensure quick warm-up and brush-like mechanical grip.
The rear tread pattern features long alternated grooves, converging to the rotation direction, whose main function is to distribute under-footprint pressure during rotation without overdeflecting, ensuring regular wear. The progressive groove offset increases during leaning, maximising the solidity, grip and directionality.
Unlike the front, the long grooves do not cross the central section of the tyre. In wet conditions in a straight line the “watershed” function is carried out by the front tyre, an uninterrupted
central section of the rear tread favours traction in conditions of maximum torque output, stability in a straight line and promotes regular wear and therefore performance consistency throughout the tyre’s lifespan.
Contrary to the front design, the short transversal grooves at the rear are diverging, but their contribution is similar to that of the front tyre. The sections of the compound interspersed between the grooves have been made to limit but not prevent the deformation of the blocks delineated by the grooves. This happens even in the presence of high loads - similar to that of the front tyre, which gives fast warm up with grip from the outset of each ride.
Compounds
Cruisetec’s compound recipe is intended to blend the strength needed to tackle the tough conditions of heavy machines combined with torque, performance and stabilityoriented specifications.
The front compound layer features a single-compound layout; the recipe includes a combination of fillers from Metzeler sport-touring know-how. Innovative plasticisers enhance the rubber to road micro-properties, a percentage of silica higher than 25%
Lean it, baby!
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promotes fast warm-up and the best chemical grip of the segment with water in case of wet conditions.
The rear compound layer features a dual-compound layout. The rear-centre compound employs a percentage of Carbon Black close to 40% - a value comparable to that used on average in the segment - which, combined with an innovative plasticiser, is able to give good grip but also strength and stability on the straights. The central compound of the rear tyres occupies about 35% of the Cruisetec section; as a consequence, 80% of the upright footprint stands on the centre compound which is oriented to strength and stability. The shoulder compound of Cruisetec is similar to that used for the front tyre. Innovative plasticisers and silica around 20% define a more conformable mix compared to that used in the central section, able to ensure prompt directionality and high grip levels, ensuring consistency of corner entry and line holding.
STRUCTURE
The structure underneath each size of Cruisetec is tuned in its build to match the target performance and stability on power cruisers, customs and tourers. Cruisetec features both Radial and X-Ply structures coupled with either Bias or 0° steel belts but regardless of the technological solution adopted, the objective of the design approach to Cruisetec carcasses remain the same. That was an improvement in the response to fast changes of direction, saving the overall carcass stiffness on these heavy machines is needed both to ensure support under load and torque, and to improve on-road behaviour.
For this reason, Cruisetec features a stiffer carcass and belt cords than a standard tyre of the same segment. The layout has clearer plies which makes room for an increased amount of structural rubber. The structure thus generates the same support as a traditional tyre in the segment, but features a much more conformable footprint and more grip.
PROFILES
Standard tyres for power cruisers, customs and tourers feature low central curvature contours, aimed to improve the footprint on straights and extend the mileage thanks to lower pressure on the tread pattern.
If the first effect of this technical choice is to promote mileage and stability on straights, on the other side this reduces the footprint area in the ‘lean’. This phenomenon tends to worsen as the tyre wears, due to the progressive consumption of the central section, to generate the ‘squaring off’ effect of the profile.
Metzeler multi-radius approach already used in the Sport-Touring segment and now implemented also for Cruisetec, provides a technical advantage delivering an increased footprint, which additionally increases grip and line holding.
Cruisetec features a different double curvature: one broader - albeit more acute than a traditional product of the power cruiser, custom and tourer - progressively moves to the shoulder radius, which is about 20% lower. This characteristic means that, moving in the fold at 25°, the theoretical equivalent footprint area is reduced by less than
10% compared to almost 20% relative to the reduction of the footprint area of a traditional product. The large footprint on the ground even when leaning translates into an improvement in the control and feedback that the suspension system transfers to the rider both during entry and all through a corner.
The combination of the rear section and compound layout allow Cruisetec to preserve a stable curvature over time and with use, and consequently a consistent performance throughout the tyre’s entire life.
The front tyre profile follows the same scheme and a similar geometry of the rear to ensure synchronised behaviour of both tyres.
SIZES
Metzeler Cruisetec comes in a wide variety of sizes from 16-21 inch (100150) fronts and 16-18 inch rears in sizes ranging from 130-260!
ROUND UP
After two days of all sorts of varying conditions I found the Metzeler Cruisetec very smooth and effortless in handling. The different profile does give better ground clearance while you don’t need to lean the bike over as far to achieve the same sharp cornering. Grip is outstanding and anyone with a cruiser or big tourer should certainly be chucking a set on and will be amazed at how different (or should that be, better) these types of motorcycle can be. D
Stop mucking around, Stuart!
Armatree
HOtel
SO anYWaY, in all the joints I’ve been to and whose muddy backgrounds I’ve dug into, I’ve never come across a pub whose
Just like home
WORDS/phOtOS COLiN WHeLaN
myths, legends and stories contain more intrigue and surprises than the Armatree Hotel.
By bush standards, this isn’t
an old pub. It was built in 1929 but it probably should’ve already celebrated its centenary. In 1917 the local wowsers petitioned the
Licensing Court over in Coonamble in opposition to an application by a bloke named George Shanklin to build a pub in Armatree.
The local rag noted that the application was adjourned but in fact it was never heard of again and when Shanklin shifted to the great pub in the sky in 1925, the same paper only mentioned that he’d been the mailman. So Armatree stayed dry and the future looked bleak until a fella named Macken, one time Mayor of Hurstville in Sydney, applied
to shift the license of his pub at Tyrone on the Coonamble – Walgett Road over to Armatree.
Macken didn’t apply just to the Licensing Court for the switch, he had to front the Licensing Reduction Board, a group of government grumpies whose aim was to shut pubs down. Against the odds, he was successful – the license was transferred and building was begun.
So, in stock and racing parlance, the Tyrone Pub was the sire (or
maybe the dam) of the Armatree Hotel. But this was no ordinary plebeian bloodline - the Tyrone Hotel was one of the few pubs in the entire country to’ve been blessed with the patronage of royalty - a future king no less!
In 1920 King George V sent his son, Edward, the Prince of Wales to the antipodes to raise post-war spirits. For some bloody reason he either chose or was sent up to spend some time at Wingadee Station north of Coonamble.
Just short of his destination and
with his retinue of about a dozen, he dropped into the Tyrone Pub. Edward was no friend of the wowser breed and someone (just maybe one of his mistresses) must’ve had a word in his ear about the best way to make friend in an Australian pub. He tied up his horse, walked through the hotel doors and announced he’d shout the bar.
On the way back word had gotten out and a crowd of some 40 locals was waiting. Not a problem, he again shouted the room. The local rag trumpeted, “Not a Wowser : Prince
Shouts for All Hands”
Now buying drinks was something he obviously did well but his main hobby was er, the wives of other men. A bout of childhood measles caused him to have (how do I put this?) potency issues and so he specialised in seducing married women who he figured would be more experienced, more able to arouse him.
Teddy’s potency, profligacy, philandering and penchant for those already betrothed were never going to end well. He became King
A TOURIST SOUL
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Panniers are an optional extra
You’re welcome
Run by people who are masters of the subtle art of making locals feel at home and visitors feel welcome, this is a pub that deserves its accolades.
It’s beautifully situated for riders on the commute north from Sydney and no matter how you wish to spend the evening and the night, it’ll be to your liking.
There’s four beers on tap with schooners costing $5.80 - $6 and there’s a good selection of local(ish) wines.
Upstairs there’s 8 rooms with 2 queens, 2 doubles, 2 twins and a couple of family rooms. Tariff is $50 a single, $70 for two in a room and it’s a green one for the family room.
All have ceiling fans and electric heaters and all windows are screened but just the one room opens directly onto the balcony though all have access. But my room had no hooks whatsoever and the there were no coat hangers on the clothing horse.
There’s a common room with microwave, small fridge and a kettle with the makings for your morning brew.
Campers and swaggers can pitch on the lush lawn out the back (watch out for the ant tracks) with 24 hour access to showers and toilets.
There’s menu lunches from Friday to Monday and dinner Thursday to Monday. Other times there’s a range of pizza. For me there’s a bit too much emphasis on deep fried and grilled but this is a side they’re now working on.
You can park your bike around the back under the cover of the beer garden but there’s no lockup parking.
With just a couple of fixes this is going to be a comfortable 5 helmet place but now it’s in the high 4s. Value for money is high at around 180 and for unique character I gave it 4/5.
You won’t stay in a more welcoming and friendly place.
Edward and then his relationship with Wallis Simpson, an American divorcee brought on a real regal crisis.
Now I know your train of thought is going, “hang on, Prince of Wales, married women, Prince Charles, Camilla Parker-Bowles… what the hell! Is this some sort of tradition?” But let’s just keep chugging on, eh?
As a leading dominion of the Empire, Australia had a vote in proceedings. Buying beers proved an insufficient basis for loyalty. Whilst NZ voted for him to remain, our PM Joe Lyons voted for abdication and in 1936 off he went to exile in France.
Meanwhile a far greater tragedy had occurred two years earlier when the uniquely historic landmark, the Tyrone Pub was completely and deliberately demolished. What the hell were they thinking? (* see sidebar)
Edward and Wallis had no kids, but 90 years ago the pub effectively gave birth to the Armatree Hotel and as I park Super Ten out front, I wonder about the importance of breeding and the quality of the bloodlines (yeah, and of the beer lines!)
Rather than go in the front, I scout out around the back to see if the late afternoon sun’s demanding any shots of the expansive grass and the wide, open west-facing covered beer garden.
There’s a mob of maybe a score of people in their own personal late afternoons listening to a bloke with a billiard ball noggin explain the
town and the pub whilst they cradle near empty glasses or lick the sweet remnants from paddle pop sticks. I bang off a few frames then head inside where Lib, wearing the de rigueur green shirt with a blue vest with the pub’s name and emblem is serving a Sunday arvo crowd of over a dozen.
With Ash, the bloke who’s outback entertaining the two minibus loads of visitors, she’s the owner of this place and it’s obvious from kick-off that she brings as much light and laughter to the place as the churning log fire at the end of the room brings warmth.
She tells me she’ll show me my room as soon as I’m ready, gets me a cleanser and introduces me to Barry, in his usual spot at the end of the bar .
Barry’s in a bit of a rush to get away but he’s got a well known interest in the history of the town and the pub and wants to compare notes before he has to get away.
I mention Shanklin’s efforts to open a pub here. Barry knows his grandchildren. I show him an advert from a 1929 paper where Macken advertised for tenders to lay 150,000 bricks for the building of this pub and Barry knows his descendants and where they live.
“But there’s not 150,000 bricks in the pub any more,” he tells me, “there’s about a thousand of them at my place.”
In 2006 Ash and Lib were working in Mudgee, he a plumber turned project manager and she a registered nurse and they were looking to get
Found it
The next morning I leave Armatree and head north toward Walgett and along the way I stop to catch up with Adam Macrae who runs Tyrone Station. Adam’s a very vocal and passionate leader of the push against the Pilliga Gas line which Santos wants to run through his and many other properties against the wishes of the owners.
Like many others he’s primarily concerned with the endangerment to the Great Artesian Basin, the purity of which is crucial to the very existence of vast tracts of the inland.
I jump in his battered ute and we head just over half an hour out from his homestead and into the bush because Adam knows where the ruins are of the Tyrone Hotel. On the drive he tells me of the gas company crew illegally entering his land and how the police managed to lose the evidence that caused the collapse of trespassing charges against them.
Then on the walk in he points out old coolabahs and eucalypts bearing the
into a business together. Lib’s aunt and uncle lived up this way and they reckoned their local pub could do with a new owner and some new energy. The current bloke’d had it for over a quarter of a century. They came up, checked out the place and then came back a month or so later and made an offer. In the 8 months of negotiations, Ash got himself an RSA (Lib already had hers), did the Hotel Licensee Course at TAFE and pestered every publican and hotel broker he knew for tips and insights.
Once they’d bought it they, as Ash, who’s farewelled the minibus visitors and joined us at the bar explains, “bought fresh glasses, cleaned the beer lines then opened the doors and started welcoming people.”
Once the bar was working, they set about fixing up the accommodation,
marks where generations ago the indigenous owners of this land cut bark away for weapons, canoes and for other implements.
He knows this land, knows its story and he knows its value. And then we’re at the site of the old pub, the place where a future king of England shouted the bar not once but twice. At the centre, on an imported rock there’s a plaque Adam’s grandfather made and around it a collection of old bottles and shot gun cartridge casings.
The wind blows dust as we discuss the tragedy of this place’s destruction and the mindset of why. Complete bricks from the walls are strewn around the site further disguising any reason for the vandalism of this place.
I get some photos and we head back to the ute. Somehow this amazing tale has become just a little more complete.
As we part I thank Adam and wish him luck in his fight against the contemporary vandals and we share a no-doubt forlorn hope that maybe they’ll learn from the past, inherit an understanding of the present and somehow manage to see past their balance sheets and shareholder returns.
Painting of all rooms and the polishing of the floors took the best part of six months. For the first three years they worked 80-100 hours a week and lived upstairs but then they were well enough on track to employ a local on Friday nights.
This was a big breakthrough because “it enabled us to kick back on the other side of the bar with the locals and really start connecting with them.”
They understood that the old small room model of the original hotel was no longer suitable so they knocked down a pile of internal walls including those that defined the Ladies Lounge. And that, friends, is where Barry got his 1000 bricks!
They re-topped the bar in Jarrah, and Ash used his plumbing skills and design flair to install just about the best urinals you’re ever going to see.
(Ladies please choose your time carefully!)
And they got rid of the pokies and other betting. As Ash eloquently explains: “Our farmers are having a gamble every single day of their lives and so I don’t see the value of them coming in here and having more of a punt…We’re a one bar operation and when we have visitors they’re all in the same area where our locals are and when people intermingle, I find it’s really good for them to find out how our locals are and it’s good for the locals. You know: ‘Where you headed? Where’re you from? Ah I’ve been there here’s some tips’ or ‘never heard of the place, where’s it near?’ There’s always a great two way conversation.”
With the bar purring and the refurbed rooms upstairs regularly filled, they’re now working on upgrading the food side. A new kitchen has been installed, the menu’s expanding and sorta-locals from the surrounding towns are beginning to become regulars for weekend lunches.
As we’re talking a couple of cops from Gilgandra drop in for a courtesy visit. In the dozen years Ash and Lib have had this place, not a single person’s been barred and the police have never once been called to sort out problems.
“If you run a good clean attractive venue,” explains the boss, “you attract good clean considerate people who’ll respect what you have and the locals have come to think of this place as their own and they look after it like it’s their own.”
The Armatree Hotel’s history contains some surprises but its present incarnation holds only certainties for the visiting rider: that you’ll be welcomed by people on both sides of the bar, that you’ll be fed, watered and rested to your full desires and that you’ll leave intending to return.
Full Disclosure: Ash and Lib loaded me up with some gratis stickers and an inscribed ceramic coffee cup and I reckon my bill may’ve been short a couple of beers. None of the goodies affected the things I’ve written. D
Her royal majesty – the Yamaha Majesty (I’m talking about) has left the castle and been replaced with the XMax 300 – a much sharper crown, made for carving whatever path you choose through city traffic.
The new XMax is styled like a maxi scooter, just not in size. It’s relatively compact for a ‘maxi’ and the carrying capacity under the seat is cavernous. I reckon if you were in the business of hiding bodies, you’d fit one under the seat of the XMax.
A keyless ignition is quite a premium feature for a ‘scooter’; the XMax has one, and it’s easy to use. Leave the fob
in your pocket, and one dial and two buttons operate the ignition, lock, seat, fuel cap and cubby hole lid – just read the owner’s manual to figure which way you need to twist the knob and push. The switchgear and clocks have a quality look and feel – but the controls let the show down a bit, with basic, non-adjustable brake levers, and no parking brake either. The seat is a little high and quite wide for the intended market, when you pull up at the traffic lights I feel most riders (other than those with long pins) will be at a stretch - perhaps a consequence of the large under-seat storage space.
There’s loads of grunt away from the
lights, and I’m easily able to pull away from the tin tops and stay up with most (more powerful) motorcycles. Throttle control is spot-on, and the fuelling super-smooth.
The 300 has a new traction control system, which I scratched my head about, a bit - traction control? On a 300 single? Yamaha no doubt feels it’s worthwhile for less-experienced riders, and I guess it could be useful on slippery city roads. I did try it out and it cut in a few times going over speed humps. I also tried it at a (dirt) turnaround point while taking photos, so it does work, and could be a useful safety net together with the usual ABS setup.
The brakes get a heavy workout with the front lacking feel and power. The rear on the other hand is delightful. It could warrant a twin disc setup at the front, but that adds weight.
Handling is where the XMax really excels – the combination of low weight, good grunt, stiff and stable frame and grippy tyres all mix together to make the XMax a very agile machine. When you blast out of the city and into some country areas the 300 flows through the corners just nicely and there’s ample ground clearance – you’ll be having a ball. So, it works well in the city and country – what about the motorway? Well, I took the XMax to a 110km/h
area and it sat easily at this speed… and 10-20km/h over just nicely too. Anything over that is both risking your licence a great deal and not as comfortable.
I reckon if you lived up to 100km from the city (or place of work) the Yamaha XMax 300 is more than adequate for these duties. If you wanted to get away on it as well – it will do that too.
Priced at $6999 plus on-roads it is up there a bit, but you’re getting a load of quality design and equipment –about as good a scooter as you’ll find anywhere on the market. Get ready to slay some traffic. D
SPECS
YAMAHA
PRICE: $6999 (plus on-road charges)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Liquid-cooled single cylinder, 4-stroke, SOHC, 4 valves
FUEL CONSUMPTION: 4.34 litres per 100km, premium unleaded
THEORETICAL RANGE: 299km
COLOURS: Matt Silver
VERDICT: SLAY TRAFFIC
XMAX 300
CLASSICALGAS Segale
THe eUroPeaNs HaVe long been at the forefront of making trick frames for Japanese engines. There are still some custom frame builders around but nowadays it’s hard to make a modern performance bike even better. It’s also not easy to turn a shit box into a thing of beauty and wonder; and only those with a huge work ethic and vision made a name
Road Racer or Road
Poseur WORDS PICKO
for themselves building custom frames for Jap engines back in the ’70s and ’80s. Sure, there were some Brits around earlier than that, like Colin Seeley for example, probably the best known of them.
I’ve often wondered what a Moto Martin, Spondon, Harris, or a McIntosh were like to ride. Were they a wank, for poseurs who wanted to stand apart
from the great unwashed? Building one was a fair task 30 odd years ago, before the Interweb. Generally you bought a frame kit from a supplier (Italspares brought in Moto Martin kits back in the day) and then transferred as much of your crashed Suzuki GSX1100 or Kawasaki Z1000 into the frame kit. The real well healed bought new bikes and robbed them of their bits. The most
popular engines used were the big Suzi and Kwaka inline fours, but a surprising amount of six cylinder Honda CBX1000 engines found their way into chassis kits also.
Now the above isn’t meant to be a history lesson, rather an introduction into my next project. I’ve long desired a McIntosh, and to be honest the other brands never really did it for me. I came very close to buying a McIntosh BR2 back in the ’80s, 1987 or 1988 in fact. It was sitting on a stand at Spokes and Treads Motorcycles at Artarmon. I went in to buy a rain suit and went out leaving a deposit on the BR2. At the
time I was riding a 1981 GSX750 or possibly a Ducati Darmah at the time, and I remember the BR2 being serious coin but I can’t remember how much all these years later. It was enough though, that when I broke the news to my lovely young fiancée later that night, the deal was scuppered immediately. Rightly so, she mentioned the fact we were saving for a house. Funnily enough I sold a Holden HQ SS to fund that house deposit. I still dream about that car. I’m a weirdo, I know.
Back to the present. I was surfing the internet for motorcycle deals one day, as I’m one to do, and up popped a custom chassis designed for a Suzuki GSX1100 engine. On the phone I got, and after a few calls back and forth I bought the frame, the frame jig, and the swingarm jig. There was also some unfinished bodywork and moulds for the seat, tank and fairing. I didn’t immediately know what I was going to do with them but I did want to build a few frames to sell to racers. I’ve desired a Harris XR69 frame for some time but to be honest the cost of 20 grand for a roller put me off. Did I want to spend that sort of money classic racing? Sure, I’ve got a
great P5 GSX1100 race bike but I didn’t want to cannibalise it for this frame. The GSX and I have history so that wasn’t about to happen. So, not only would I be spending 20k plus on a roller XR69, I’d be up for at least another 20K for the engine and to finish it. I thought there’d be plenty of others in this boat, that want something a bit special without selling important bits off your body.
This frame by the way is a copy of a Segale, or “Seagull” as editor, Stuart likes to call it. Where they differ from most similar frames is they use a massive alloy plate to mount the engine and swingarm. All the brackets I have suit a GSX1100 air-cooled donk but it would be easy enough to change these for other engines. I’m even considering building the first one with a 1996 Bandit
1200 engine (smaller than the GSX lump) plus the Bandit forks, brakes etc. It would be a fun ride day bike, or even a New Era race bike?
Segale is perhaps the least well known of the frame makers, and they are very rare in Australia. I remember a story a couple of decades ago, in Streetbike Magazine I think, of a guy who had two of them, but defi nitely the next generation of what I have, with Magnesium engine brackets and so on. There were GSX-R750 or 1100 powered.
The frame I currently have is well made but could be better in some ways. It’s made from job specific Reynolds frame tube and this will be carried on, but I’m not sure exactly how they will be welded at this stage. I like the idea of bronze welding with a clear coat over the frame for the look of it but I’ll see.
Work should start in the next few months after I put some ducks in a row, and you know what, I’m really looking forward to seeing if these frames were just a wank for poseurs or a good thing. D
Bridgestone s22
$199.95 froNt: 120/70/Zr17
$299.95 rEar: 180/55/Zr17
The mighty KawasaKi
Z900RS was up for a set of new tyres just as Bridgestone offered a set of their new S22 hypersport tyre for review. This is not normally the kind of tyre my father would want on his bike but I was interested to get his thoughts on how a sticky sports tyre goes for the type of riding he does –weekend blasts and touring.
Slotting into the firm’s line-up between RS10 (super soft) and
outgoing S21 as a road-based tyre that will handle the stresses of circuit use, the previous S21 was widely acclaimed as a highly competitive all-around top notch tyre, how does the all-new version scrub up?
This tyre is all about being faster, lighter and better... in line with modern day hypersport bikes, with improvements to both wet grip and cornering performance.
With plenty more power, torque and electronic aids on offer in modern day performance bikes the pressure and forces exerted on the tyres,
particularly on track, are like never before. Advanced traction control settings allow the rider to maximise throttle use in fast corners and when driving out of slower turns the tyre needs to work to drive the bike forward as fast as possible.
An increased land-to-sea ratio (tread to grooves) on the shoulder of the S22 compared to the S21 has, when tested, improved wet performance with a claimed 5% better lap time, measured on a BMW S1000RR around Autopolis in Japan. But it’s the cornering speed in the dry
s ticky fun WORDS Stuart PHOTOS Stuart/BriDgE S toNE
compared to its predecessor where the impression is made; a claimed 15% increase is astounding, and that has contributed to a dry lap time improvement of 1.2% all while not sacrificing the wear on the tyres. Of course, in some eyes these are just manufacturer claims but the fact is they cannot be claimed without being accurately measured. So it was the same rider using the same bike in the same conditions on the same day.
As with many sports performance tyres suitable for road use, a harder compound is used in the centre band of the tyre for optimal durability while softer compounds are used either side towards the edge of the tyre primed for grip when the bike is at lean. There are two compounds used on the front tyre over three bands but three on the rear spread over five bands (two of these compounds are new), due to its comparable width and because of the power it has to cope with when the throttle is opened at lean. Think about it, when bringing the bike up when exiting a corner you don’t wait until the bike is fully upright before getting on the gas. That centre band in the S22 uses 25% more silica - the
molecules that increase contact with the road surface and water dispersion. All this talk about track use is all well and good but when using the tyre as a road only tyre I was more interested in how it would handle rough roads, turn in, stability and to a degree longevity.
If you’ve ever fitted tyres to your wheels before and done that across many brands then you’ll learn the construction of a tyre and whether it’s stiff or a little softer. The S22 is quite stiff as trying to get it onto the rim was a task, but this also translates into a stable tyre as you turn into a corner to the exit. Even though my father won’t want to hear this, exiting a corner hard on the throttle there is amazing levels of grip so as Bridgestone claim – it is faster. You can wind on more throttle compared to the OEM tyre with loads more feel. Longevity seems to going reasonably well for a sticky sports tyre. The Z900RS has clicked over 2400km on the S22 and they still look good. I am estimating 7000km which is excellent I reckon. If I owned the RS I think that would come down to 4000km – still, pretty
good for a full on sports tyre. Wet weather performance is excellent as well. I was quite surprised to be able to punt reasonably quick for a tyre with not many ‘cuts’ in the rubber.
Bridgestone offer the S22 in one front size and five rears, all to fit 17” rims. In early 2020, the firm will also have another front and two more rears to fit smaller capacity sportsbikes, plus a Ducati-sized rear.
As a versatile set of road-legal rubber that offers track performance and masses of grip on public roads, the new Bridgestone S22 would be a superb choice for everything but the heavy tourers.
Technology is moving quick in motorcycling and if you’re serious about having grip and reasonable life from what is essentially a twenty cent piece on the road at a time it’s worth spending the right money on those important two bits of rubber – the Bridgestone S22 is one of those you should be looking at.
See your local Bridgestone motorcycle tyre dealer or visit www.mcleodaccessories.com.au/ brands/bridgestone/ D
This yeaR’s Concorso di Motociclette, run as the motorcycle section of the world famous Concorso d’Eleganza Villa d’Este saw some exquisite machinery on display with stunning class winners making the two Best of Show winners – a 1929 KoehlerEscoffier and a 1953 BMW R68 –deserving of their accolades. I have been going to the annual Concorso d’Eleganze Villa d’Este for well over a decade and every time I come back I am fascinated as to how could the organisers top the
Best of Show!
The 1948 Moto Major has haunted motorcycle encyclopaedias and books about Italian design since its 1948 introduction, but the inspired product of Salvatore Maiorca of Turin was never produced serially. Fiat’s aircraft plant made the metal body panels and motor, and Pirelli was interested in the project, but the in-wheel suspension using compressed rubber discs was a recipe for terrible handling. That doesn’t matter now – we can simply appreciate the stunning, aircraft shop bodywork! (Credit: Paul d’Orleans)
event) falling to a 1969 Triumph T150 Trident from the Italian Collezione Venturi. This class was made to coincide with the 50th anniversary of the Honda CB750 four-cylinder motorcycle that heralded affordable performance to the motorcycling millions. While there was an absolutely original example of the CB750 included in the class, the fact that Sofie’s 500cc triple cylinder two-stroke Kawasaki Mach III took the honours was significant for this bike was terrifyingly quick (‘Widowmaker’ among its many affectionately mentioned nick names stood out) but it also somehow set the benchmark for affordable performance in its time. Apart from the Trident and the CB750, the three other bikes in the class included a 1975 BMW R 75/5, a gorgeous 1969 Laverda 750S and a 1969 MV Agusta 750 Sport.
cars and bikes on display for the coming year. And like every year I come back dazzled by the machinery, both original and restored, raced and preserved, unique one-offs to production trendsetters, the 2019 edition of the Concorso di Motociclette had them all covered. And even though there were just 33 motorcycles selected for the five classes, each of them was a worthy and onerous example of the quality over quantity maxim. Let’s take the example of Class D headlined by its moniker of ’50 Years Ago: Trendsetters for Future Success.’ I think this was to celebrate and focus on the trends highlighting power and performance to the masses and among the six bikes making this eclectic selection, it was truly pleasing that the jury awarded the best in class to a 1969 Kawasaki Mach III owned by young Belgian lassie Sofie Verheyden with the Mention of Honour (as the runner up is addressed here at this
The Concorso di Motociclette always has its classifications to include one or the other popular theme of motorcycle application and this year there was a class for military and police motorcycles titled ‘Two Wheeled Guards: To Protect & Serve.’ There were seven motorcycles that constituted this class and it was no surprise to see the Collezione Elvira Dal Degan’s 1965 Harley-Davidson FLH Electra Glide formerly used by the US Highway Police take top honours with Stefano Bartoletta’s 1968 Moto Guzzi V7 as used by the Italian Polizia find itself befitting for Mention of Honour in class. There was also another Guzzi V7, from 1975 in the dark blue & white colours of the Polizia Stradale while the quintessential European police bikes, as exemplified by BMW boxer twins were also featured here. There was a 1950 R50 as used by the Austrian Gendarmerie while the second BMW boxer was a R80/7 of the Rijkspolitie replete with an orange fairing, single saddle seat, radio and other policing paraphernalia.
However, the two bikes that stood
out for me in this class were both from France and totally unique. The first of these was the lesser known Ratier C6S, made by a firm better known for its aviation ancillaries. The French needed escort motorcycles for its head of state and other dignitaries and so Ratier came up with its own inspired take on the BMW boxers badged as the C6S but these 600cc twins were made in very low numbers from 1960 to 1962 and today these are prized as much for their rarity as also their provenance. Another French aviation engine maker Gnome & Rhone was tasked with making special motorcycles to escort high ranking French government officials and this is the X40 from 1942, powered by a 734cc boxer engine housed in a pressed steel frame.
1. MV Agusta’s 800 Superveloce concept bike from 2018 (Going into production for 2020). (Credit: BMW Group Classic)
2.The 1939 Miller Balsamo, which was a very limited-production machine.The desire for total enclosure on a motorcycle goes back to the early 1920s, with machines like the Ner-A-Car and Ascot Pullin.The Milanbased Balsamo brothers built bikes under the Miller name (to sound more British) from the 1920s, and the Balsamo featured a pressedsteel frame, sheet metal cladding, and a two-stroke motor. (Credit: Paul d’Orleans)
1975
1954
5. 1904 Achilles 3 1/2 PS, 500cc, entered by
3.
Moto Guzzi V7 703cc Polizia bike, entered by Markus Flasch (Credit: BMW Group Classic)
4.
Taurus B8 Super Sport, entered by Dr. Giordano Diena (Credit: BMW Group Classic)
Horst Klett (Credit: BMW Group Classic)
The dawn of motorcycling and early machines that put motorcycling as one of the most favoured forms of personal mobility along with joy and freedom of movement is always well catered to at the Concorso di Motociclette and Class A demonstrated this to the hilt. Titled ‘Still in Action: Motorcycles more than 100 years old’ this was just as it mentioned with six outstanding examples of century old machines, each as distinctively different yet with delivering the same appeal. The outstanding machine in this class was the 1904 Achilles 3.5 PS owned by Horst Klett while the Mention of Honour fell to the absolutely delectable 1905 FN of Wolfgang Staub. The Achilles was the handiwork of Anton Schneider & Compagnie based in Oberpolitz, Northern Bohemia and it was brilliantly engineered for its era with gear driven magneto for its 500cc single cylinder engine. The FN was at the other end of the scale with an inline four-cylinder engine displacing 362cc mounted longitudinally in the frame driving the rear wheel via a propellor shaft. Other machines in this class included a 1906 Rene Gillet with a 350cc vee twin engine, a 1901 Holcroft made by a British engineer Harry Holcroft using an American engine made by Mitchell which he housed in a Humber bicycle frame; a 1907 NSU 1.25 PS 211cc single-cylinder motorcycle and finally a 1914 Bianchi C75A powered by a very refined 498cc single cylinder engine.
If century old motorcycles had their own class, there was also one for bikes up to 90 years old! Class B was titled ‘Sound & Style: The New Motorcycles of 1929’ and this was to honour the engineering, equipment and design progression of motorcycles of the 1920s onwards. There were seven bikes that made up this class and each and every one of them were fabulous for one or the other reason. The winner was the MGC N3A ‘Ecremeuse’ from France which in its entire lifespan from 1931 to 1937 only made a total of 227 units making this a very rare motorcycle. Its single cylinder 490cc motor was housed in an aluminium monocoque frame cast by the CranGevrier foundry along with the outer skin panels, tank, oil reservoir and steering head. The MGC marque was the brainchild of the Guiget brothers, Marcel and Joseph assisted by their friend, the engineer Emmanuel Mesly.
Mention of Honour in this class fell to the 1929 DKW Super Sport 500 which came with a liquid
Available through:
1. 1929 N3A “Ecremeuse” MGC, 490cc, entered by Gilbert Redon (Credit: BMW Group Classic)
2. 1905 FN, 362cc, entered by Wolfgang Staab (Credit: BMW Group Classic)
cooled twin-cylinder two-stroke 494cc engine. At that point in time, DKW was probably the world’s largest motorcycle manufacturer and this Super Sport 500 was its flagship model. The bike at the event came with a factory-built sidecar and matched the red and cream livery to stunning effect. Other bikes in this class included a Harley-Davidson 29-D 746cc vee-twin, a Henderson KJ with a massive 1302cc inline four cylinder motor longitudinally placed in the frame, a New Motorcycle (honest that indeed was the name of this bike!) with a single cylinder 475cc engine and a Wanderer K500 that was way advanced for its time and also was the first model that spearheaded the Jawa brand once Frantisek Janecek bought the manufacturing rights to it. However, there was a seventh and very significant motorcycle in this class which was adjudged the Best of Show by the jury, Dominique Buisson’s Koehler-Escoffier with its 980cc vee-twin engine was among the first of the ton up motorcycles made in France, capable of 100 miles per hour and with racing as its forte. More than racing, it was renowned for its speed and endurance records. This bike has been in the Buisson family collection for years and it was handed to Dominique by his father about a decade ago and this was the first time ever that he had entered such an event and was gobsmacked to have won the Trofeo BMW Group for Best of Show by the jury! The bike certainly looked the part – purposeful and focused to the
single application of going fast and faster still!
The fifth class focused on the theme of ‘Promenade Percy: Sportsman’s Wear’ which was for all intents and purposes solely centred on top of the line offerings of various bike makers across the decades. Seven superbly turned out bikes from as many manufacturers were featured and these included a fabulous 1952 FN XIII 450 OHV 422cc single cylinder from Belgium, a 1953 Gilera Saturno Corsa 499cc single, a rare 1954 Taurus B8 Super Sport with a 200cc four-stroke single cylinder engine, and a glorious 1957 Norton International. Mention of Honour in this class fell to a 1958 BSA DBD34 Gold Star from the Collezione Plahuta in Italy while the class honours though were bagged by a drop dead delectable 1938 Moto Guzzi GTCL (Gran Turismo Corsa Leggera) with the Guzzi trademark external flywheel, horizontally laid down 498cc fourstroke single cylinder engine, a very early example of a swingarm suspension layout with friction dampers and a host of lightweight alloy components enabled privateers to take it into competition.
The seventh bike in this final class was the 1953 BMW R68 of collector Hans Keckeisen, the German marque’s first machine to top the ton and this machine was painstakingly turned out and given its place in BMW and European bike history it went on to take the Trofeo Villa Erba given to the Best of Show as voted by the public. So a vee-twin and a flat-twin took Best
of Show honours and both were richly deserved but the very fact that all 33 bikes making up these five classes were standout machines in motorcycling history. However, that wasn’t all at the Concorso di Motociclette. Just as there is a class hinting to future trends for the cars so there was a class for concept motorcycles and there were two bikes in the fray here and both were Italian! MV Agusta’s Superveloce 800 was stunning to behold but even then it was bested by the Ducati Hypermotard 950. There was an exhibition class for sporting 50cc off road bikes of the 1960s and 1970s and there were 11 such from different Italian makes, all coming from the collection of Domenico Zappieri. These included the likes of the Gitan Cross 50, Moto Guzzi Dingo Cross, Moto Muller 50 GT Cross, Ducati Scrambler 50, Guazzoni Matta Cross, Milani Cross 50, Morini Corsario Super Scrambler, Gilera Trial 50, Aspes Navaho CS Special, Fantic Caballero Regolarita Super 6M and Aprilia RC50.
Two-wheeled festivities actually kicked off a day before the main event on Sunday with the run through the streets of Cernobbio by all the vintage and classic bikes as they put in an appearance at Villa d’Este from their base at Villa Erba! It was as if time had stood still and yet ticked the sight & sounds of progress could be seen in the here and now! Yes that’s what happens when the Concorso di Motociclette hits Cernobbio! Now on to preparations for the next year… D
FOR A COMPLETE RANGE OF TINTED & LARGER SCREENS
LONGTERMERS
NEW BOY
ROYAL ENFIELD 650 INTERCEPTOR
EVER SINCE I rode the new 650 Royal Enfield I’ve hounded the Aussie distributor to give us one as a long termer and the time finally arrived that we got just the bike I wanted – the Interceptor. I love the extremely easy going nature of the Interceptor and just love listening to the aural delights exiting the twin chrome mufflers. What do we have planned for the Interceptor? Well, we’re going to bore it out, turbo it, supercharge it, mount machine guns…and now you know I’m full of it. No, we’re going to start
off by living with it day-to-day and letting you know our initial thoughts. We’re going to fit some accessories to it and of course we’ll get it out for some travel.
For now the main focus is keeping the metal polish up to the side covers –they take some upkeep. SW
SLOW AND STEADY
DUCATI SCRAMBLER 1100
We haven’t got the fabulous 1100 Scrambler back just yet. A mix of the parts warehouse moving location and us riding a couple of Ducati test bikes meant the 1100 is sitting patiently at Ducati for us to pick up once the parts are fitted. I’m sure we’ll have a nice surprise for the next issue. SW
BIG DECISIONS
KAWASAKI Z900RS
There are many screens available for the popular Z900RS and my father angst over many of them trying to decide which would suit best for his style of riding – mostly weekend blasts and touring. He had thought of a “Road Comet” bikini fairing from Webike in Japan (see colour-coded pic) but ended up deciding on a Givi “A210” screen. He wanted to still be able to see the instrument housings and a clear/smoke screen was the way to go. The Givi screen cost about $150 delivered from Europe to the door. D
SCRAMBLER CAFÉ RACER Ducati
IT MIGHT SURPRISE you that we are a very systems-based office here at downtown AMM. There is a pecking order as well. In the dole out of the test bike keys, it works like this. If the motorcycle is flash, fast and addresses all ego nourishing facets of our game, then Stu usually gets the keys. When the model, sitting forlornly, downstairs needs some extra miles clocked up to a non-descript location (read country pub) then Mr Bear is always happy to oblige and is granted a leave-pass. I should note, (The Bear is over in Europe this month and hopefully won’t get to sub this) that nothing leaves here with Stuart not setting the power modes to Full or Off. It’s just not worth the paperwork! Of course, the un-loved, the orphaned and the “oh my god, I thought you were testing it and how did it slip through the system” are left to me.
Now in the case of the Scrambler Ducati Café Racer, as the Italian’s prefer to call the 803cc L Twin, we have slight change in the order of the universe. Stuart was down for the experience, even did most of the miles, of which he felt the Café Racer is one for grownups, and Nick (our photographer) managed to make our editor’s less than petite frame look good on the historically correct machine. With this current deadline looming we hit the panic button and The Boss asked for some words and I begged for more than a blast up the
freeway and back via the Old Road. We met in the middle - a short ride and not too many words!
The Café gives more than a decent nod to the SS750/900 true Café Racers of the ‘70’s. On an image scale of one to ten, we have as close to a top score as you will ever get. In the café world the Racer is the San Remo of motorcycle style. In the car world it is the Alfa-Romeo 4C Coupe, a cute two-seater which looks a million dollars and misses a Ferrari donk. It is as genuine as Ray Bans and as fashionable as any catwalk in Milan. What it isn’t, is a rip-snorting, Conti belching super sports bike. It can’t be and it shouldn’t be. It is the Mr Bean of motorcycling. Cute, smart and stylish and for most, lovable. Above all, there is humbleness in performance terms and it’s still a hoot. Additional mirth comes in the, what is now the recently evolved Scrambler package, pleasant 54 kW of power. This is the sort of power that will conquer any commute (mine is 110kms each way) and be up for a decent old flog through the hills. You will need another 30 fully-fledged units of power more to give you the kick that only a triple-shot of espresso can give as a heart-starter in the morning.
The Café is more Latte in more? You can find
Ducati the were a the
The Café is more Latte and as I wrote from the launch in Thailand of its cousins, the Icon and Desert Sled suits the market perfectly. Want more? You can find it but you won’t quite have the look. Unless Ducati bring out a 1100cc version.
Both the boss and myself thought our test bike was a bit lacking in the braking department with only one biting Brembo. The blue seat and raised clip-on ‘bars were great from a control and comfort point of view. What was interesting was how well the suspension worked on our roads after sampling the same (or very close spec) in Thailand. The suspension supplies decent comfort and great feel. I liked the sensation of wanting to push for more lean angle, just for the fun of it and never at any time thought my greed was going to end up with a ‘please explain’.
Like all current air-cooled Ducatis, ease of riding has almost reached Japanese standards, yet there is that essential ‘designed in Italy’ character. By nature, Ducati will never look or feel like its origins are British, Germany or Asian. The 125GP Desmo colour scheme and Bruno Spaggiari’s 54 on the side-plates backs that up succinctly.
The higher performance eightvalve SuperSport, in every sense and measure, is a better bike for similar money if you are cruising the Ducati showroom weighing up your options, but it doesn’t have the ‘cool’ factor the Café shines out.
I’m positive that when you spot the Racer you will almost imagine the hand of Michelangelo reached out and touched the #54 with some of his magic and the SS missed out. In the wellordered , everything in its place world there will always be room for a little bit of chaos. Just like our office really! D
SPECS
DUCATI SCRAMBLER 800 CAFÉ RACER
PRICE: $18,990 ride away
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 12,000km or 12 months
ENGINE: Air-cooled L-Twin-cylinder, 4-stroke, 270-degree SOHC, 2 valves per cylinder
BRAKES: Front, 330mm disc with radial mount four-piston Cornering ABS caliper. Rear, 245m disc, single-piston ABS caliper.
FUEL CONSUMPTION: 5 litres per 100km, premium unleaded
THEORETICAL RANGE: 270km
COLOURS: Blue/Silver
VERDICT: ACE RACER
KAWAsAKi Z900 A4
A big leap for s tuartkind
WORDS/PHOTOS stUArt
IMaDe a MassIVe leap forward with the concourse restoration of my Z900 A4 this month. The frame, swingarm, engine brackets, battery box and triple clamps have been beautifully powder coated by the team at Comp Coat whom I previously used for my 1100 Katana and other bits and pieces. The frame was originally spray painted by Kawasaki at the time of production but powder coating techniques have improved over the years so the coating looks just like it’s been painted. The reason I prefer powder coating over painting is that it is far more durable, plus 2-pak paint wasn’t around in the ‘70s. If you get a frame painted today, that’s what you’ll get – and it will be much shinier than what came out of the factory. You can get powder coating as shiny as 2-pak but the guys at Comp
Coat have a little secret (they won’t tell even me) to make the frame just as the factory would have had it.
The motor has been vapour blasted by Craig at Classic Wet Blast (0421 859 246) and back in my possession. Craig does an amazing job and has a little secret too, to make the engine look better than just regular vapour blasting. He did tell me what he does but I won’t give away his secrets. If you need any parts big or small vapour blasted, give Craig a call and tell him I sent you. His prices are excellent, and the result will knock your socks off.
I honed the bores straight away and lubed them up with oil so they don’t rust. Now comes the fun of thoroughly washing everything else and start the rebuild. I’ve got my new gasket kit and
I’m waiting on the new camchain as I type. In the meantime, I can lap in the valves and put in the new valve stem seals. Valve guides and valve springs are in great condition so there’s no need to replace them.
A new set of rings is also on the way, so bolting the engine all together is going to depend on their arrival from the UK, which is also where the camchain is coming from.
One ‘surprise’ I found when pulling the engine apart is the lack of alternator rotor, starter ring gear and stator! This confirms that the bike was a dirt drag bike as all this gear weighs a lot and simply pulling it out would have given a few more ponies for nothing. The trouble is trying to find all this gear now! More money, I suppose.
What’s next on the list? I need to get disc bolts, tabs and covers (the discs cleaned up a treat too), rear sprocket and nuts, then once the engine is all together I can lay the frame over, bolt it up and fit the forks and wheels so it’s a roller! We’ll see how I go in the coming weeks so you may or may not see the next part to this resto in #79depending on parts arrival. D
1. All wrapped and patiently waiting
2. Fresh as the day it came off the production line
3. Discs didn’t need skimming, this is the result of wet n dry in the lathe.
USED&ABUSED
WARM & FUZZY
AGV AX9 ANTARTICA
PRICE $799 (+$110 TINTED VISOR)
AGV WELCOME the new AX9 adventure helmet into the fold with massive updates (or what I call) a total redesign from the outgoing AX8, which I wore a handful of years ago. I didn’t mind the AX8 but it just didn’t do it for me, especially when there were a number of other better fitting adventure helmets coming my way.
Roll on to the new AX9 and AGV has knocked the AX8 out of the park and made the AX9 an adventure helmet you’ll love.
It was quite ironic that the fi rst long ride I wore the Antartica version was in the snow for the Moto Guzzi V85TT launch! Lightness, comfort and adaptability are the first impressions you get. Combine this with a panoramic visor (comes with Pinlock insert standard) which has to be one of the best helmets on the market for vision bar an open face. You really do forget you’ve got a helmet on at times. In fact the amount of vision available with the AX9 took a little time to readjust myself to – in a good way! The visor has three distinct opening positions but also a micro opening from full closed to allow airflow to circulate
around the inside of the visor.
The next thing I noticed with the AX9 is the adjustable and removable chin port. As any adventure rider will know – as soon as you get out onto some dusty trails the front chin vent/port will soon be full of dust and can be quite hard to clean. AGV has dusted that worry away, all you do is fl ip up the tab and the front port is removed, same for the one inside the helmet. The ports can be washed and the foam fi lter in between can also be washed – a massive eleven out of ten tick here!
The AGV AX9 is modular (of sorts) and allows you to remove the visor without affecting the form or function for a different looking full face. If you like to wear goggles you can remove the visor with the eye port being a good size to handle any pair of goggles. You can also wear goggles with or without the peak. For me, when I wear goggles, I like to leave the peak and visor on and the AX9 handles this well too, even with the visor mostly down when sitting on the highway.
Other features of the AX9 include the lightweight construction of the Carbon+Aramid+Glass fibre shell which provides AGV highest safety standards. A premium interior is water resistant (works well in the rain and snow!) and is extremely comfortable. Aerodynamics and ventilation (IVS (Integrated Ventilation System) 3 large
front vents and 2 rear extractors) work well across the helmet with the peak being aerodynamically stable. The AX9 is reasonably quiet too – more quiet than a lot of other adventure helmets on the market. The shell comes in three sizes, all parts are easily removable and washable, the fi t is designed to allow wearing glasses, there’s a Double D retention system and the helmet is ready for a generic communication system.
AGV can pat themselves on the back, the AX9 is one of the best adventure helmets you can get. Available in a range of colours and sizes, see your local bike shop or www.agvhelmets.com.au SW
I’M FREE!
MACNA FREERIDE JACKET PRICE - $269.95
Freedom is a wonderful thing and Macna offers this with their new ‘Freeride’ hoodie. It looks like any other casual zip up hoodie jacket just with added safety features for motorcycle riding – something I was keen to get as I was kind of looking for a jacket that can be worn anywhere at any time in a casual style and not feel like a usual bulky motorcycle jacket off the bike.
Kevlar reinforcements and CE
protection are what make the Freeride suitable for motorcycle riding and if you don’t like the hoodie it can easily be unzipped. I found it doesn’t bother me while riding as the hood has a plastic piece that slips into the top back section of the jacket to reduce any flapping around at speed. Features of the Freeride include a material: cotton/ polyester mix, Kevlar reinforcement at elbows, shoulders and back, removable SafeTech CE shoulder and elbow armour, CE back protector prepared, belt loop to hold jacket down securely and there’s reflective material on the sides at the hips. Temperature wise I found the Freeride comfortable from 16-26 degree days. The Freeride
is available in three colour options: Camo (as you see here), Black or Grey/ Red and men’s sizes S – 4XL. See your local bike shop or https:// macnaridinggear.com.au/ SW
DARK & MYSTERIOUS
MACNA WEST COAST JACKET
PRICE - $299.95
There’s something about a motorcycle rider in a dark denim jacket. Is it the Steve McQueen ‘King of Cool’ appeal or is it just a dark and mysterious look that a denim jacket gives off. Whatever it is the new Macna West Coast denim riding jacket
gives the cool factor you’ll want. I went with the black denim but it’s also available in blue.
Made from a cotton/polyester mix denim featuring Kevlar reinforcements at elbow, shoulder and back, Safetech CE protection at shoulder and elbow, CE back protector prepared, side eye belt loop and a detachable hood is another excellent casual styled riding jacket that doesn’t feel like a bulky motorcycle jacket. Another cool factor is the Tartan liner inside. I found the West Coast to be a reasonably warm jacket and suitable from 12-24 degree days – perfect for this time of year! Available in sizes S – 4XL see your local bike shop or https:// macnaridinggear.com.au/ SW D
i sle of Man TT 2019
The rain in… WORDS sTuar T PHOTOS Burgospics, andre phillipe de-Brissac Bernard
The end of May, start of June marks the mega road race that is the Isle of Man TT. After last year’s amazing dry and hot weather, Mother Nature hit the event with rain, rain and more rain. Essentially practice week was
a washout with only two practice sessions running. Even then there were damp patches around the course. The pacesetters were Peter Hickman, Dean Harrison and Conor Cummins; this three would go on to help fill the cabinet with silverware.
18-times TT winner, Michael Dunlop was off the pace a little and totally understandable – the death of his brother, William and not riding a bike for near twelve months will mean you’re not at your best.
The rain wreaked havoc for the organisers but they did an amazing job to get some racing in. The results for 2019 were –
RST SupeRbike – 1st Peter Hickman, 2nd Dean Harrison, 3rd Conor Cummins
LocaTe.iM SidecaR
Race 1 – 1st Ben & Tom Birchall, 2nd John Holden/Lee Cain, 3rd Alan Founds/Jake Lowther
MonSTeR eneRgy
SupeRSpoRT Race 1 – 1st Lee
Johnston, 2nd James Hillier, 3rd Peter Hickman
RL360 SupeRStock – 1st Peter Hickman, 2nd Dean Harrison, 3rd David Johnson
MonSteR eneRgy
SupeRSpoRt Race 2 – 1st Peter Hickman, 2nd Dean Harrison, 3rd James Hillier
BennettS Lightweight
– 1st Michael Dunlop, 2nd Jamie Coward, 3rd Lee Johnston
SeS tt ZeRo – 1st Michael Rutter, 2nd John McGuinness, 3rd Ian Lougher
Locate.iM SidecaR Race
2 – 1st Ben & Tom Birchall, 2nd John
Holden/Lee Cain, 3rd Peter Founds/ Jevan Walmsley
pokeRStaRS SenioR tt – 1st Dean Harrison, 2nd Peter Hickman, 3rd Conor Cummins
One other award riders love to win is the Joey Dunlop Memorial trophy. This is for the ‘man of the meeting’ and it’s pretty obvious to know who got it for 2019 – Peter Hickman. ‘Hicky’ was a class above and would have also won the Senior TT had it not been for an overheating engine.
Notable mentions from the other riders are first of all the sad death of Daley Mathison (RIP), Michael Dunlop who was top six in the supersport and big bike races and won the lightweight race on the Paton. Dominic Herbertson stepped up his game this year having previously been
close to top 20 results was this year well inside and got 10th in the Senior TT. Aussie David Johnson was riding for the Honda Racing team this year and was regularly in the mix and achieved a great podium in the Superstock race. Let’s hope 2020 sees loads of sunshine and if you haven’t been to the IoMTT or the Manx GP which incorporates the Classic TT you need to book now! I had a mate go over for the first time this year and stated even despite the rain it was far superior from any circuit racing he’d been to. D
1. ‘Man of the Meet’ – Peter Hickman 2. Lee Johnston 3. Dean Harrison
4. Davo Johnson 5. Peter Hickman on the Triumph 6. Conor Cummins 7.The Birchall brothers 8. Your Senior TT podium
If you are up for a spot of time-altering travel imagine the complexity of choice for a Learner these days. The LAMS umbrella embraces scooters, offroad and the 250cc roadies most of us grew up with (endured?). The scheme also extends choice way up
into the 660cc capacity to suit the larger framed riders and perhaps the more ambitious travelling types. That said, I think the sweet spot for commuting and fanging, let alone developing all the riding and survival skills, resides in the 300400cc camp.
I’m up for a bit of role-playing here, although I will need to reduce my age by forty odd years, lose a few kilos and squeeze back into my ageappropriate riding gear. I will also need to trade my full licence back in for a Learners Permit and suffer the indignity of a 100km/h limit for a
couple of years. Apart from that, I think riding the LAMS Yamaha MT03 will be a lot of fun for a couple of weeks. Maybe even more fun than my Yamaha DS7 250 way back in my high school days. Now pass me that Flux Capacitor and get me back to that newer body and mind.
A quick glance around the LAMS
market will tell you that this generation has it better than I did as far as choice goes. There seem like hundreds of models to choose from in 2019.
Anyone taking this 321cc twin for a burn will be impressed. This is a package that goes close to ticking every box for learners to enjoy, and
have their parents nodding with approval as well as they flash out the Platinum AMEX card. The MT isn’t expensive: in fact it represents outstanding value. The looks suit the demographic, while the riding position offers great control and surprising comfort.
“Dad, it goes a heap better than a
lot of other small LAMS bikes, and Mum, the Yamaha is safe!”
Stepping up from a smaller bike or down from a larger machine all anyone needs to know is that the powerplant lacks for nothing. It pulls in a strong, building manner and there is a free kick up near redline. It offers acceleration
through the gears which will get you way past the legal limit in next to no time and the twin is smooth enough to handle freeway cruising and even the odd exploration of the rev-limiter. It’s all part of the learning process! There is a pretty raunchy/rorty feel and soundtrack. Put that down to Yamaha striving to bring in their MT (Maximum Torque) DNA into the wee beastie.
Will novices really care (not when it looks so racy for a naked bike) that it can’t achieve a MotoGP 62 degree lean angle? Nope, especially when the both front and rear suspension settings offer great control, with high comfort. Steering is both stable and light. Cranking it over until the pegs touch feels safe and predictable. Grip is good and the front end transmits all the feedback you will need. The adjustable rear-shock won’t slap you around. In combination of chassis, suspension and braking the package is near ideal for our roads. Coupled with easy to use clutch and gears the MT is a blast in the city and out on curvy roads we played on. The ABS system isn’t jam-packed with R1 soft or hardware and is totally ‘fi t for purpose’. I could barely invoke it to cut in as the weather was brilliant for our few weeks of tenure. A run on gravel and wet grass proved the calibration is effective if not overly sophisticated.
“Mum it’s safe”. “Dad, it will do over 400kms for less than $20.”
The litmus test for me isn’t ‘who would really get along with the MT-03'? It’s more who wouldn’t? I think regardless of age, experience or orientation there wouldn’t be a person on this planet who would fail to be impressed by the level of fun and competence offered. If I were in the market for a commuter, the bright red/orange wheeled Yamaha would be shouting “pick me, pick me” on page, via the internet or in a showroom. Any new (young or in fact older) rider who missed that siren song is doing themselves an injustice, for sure. D
FUEL CONSUMPTION: 3.8 litres per 100km, premium unleaded
THEORETICAL RANGE: 430km
COLOURS: Ice Fluo,Yamaha Blue, Black
VERDICT: ROSSI APPROVES? WE LIKE!
NEWINTHESHOPS
BARK LOUDLY
Barkbusters, the world’s leading motorcycle handguard specialist, has announced the release of its latest Bike Specifi c Hardware Kit for the Kawasaki Versys 1000 (2019 on) for $129.
The kit comprises of two mounting points, heat treated aluminium backbone, complete hardware kit supplied with easy to follow instructions with Barkbusters JET, VPS, STORM or CARBON guards (each sold separately) able to be fi tted. To fi nd out “Where to buy” check the Barkbusters website for your nearest stockist or online dealer, see here: https://barkbusters.net/ where-to-buy/
GOOD HABIT
Here’s another awesome new release for Macna’s Graphite range. The look and feel of an outdoor soft-shell jacket with the protection and functionality of a motorcycle jacket: that’s the Habitat. The thermal liner is also waterproof and can be worn separately if required. It also has Safetech protection to CE level 1 Elbow, CE level 2 shoulder; a CE back protector prepared pocket, fitted with a 12
mm EVA foam back pad and Night Eye reflection on chest, back and sleeves for added safety. Comfort-wise, the Habitat has a hoody holder to store the hood, preventing unwanted flapping; air vents to the chest, back and sleeves and a rear belt loop to hold the back of the jacket in place when riding at a decent pace!
Other Habitat features include Zipgrip for easy lining up of the zipper male piece; straps on the waist and cuffs; a coat hanger loop for security and Easy Cuff light to aid with the removal and replacement of the waterproof liner. Available in men’s sizes S to 3XL,
with colour options of Dark/Grey/ Camo, Black, Dark Grey, the Habitat jacket has an RRP of $379.95 and is available from all good motorcycle retail outlets. For more information regarding the Habitat jacket see www. macnaridinggear.com.au or contact your local Macna stockist.
BE A REBEL
Enter Draggin Jeans Rebel, priced at $309. A slim fit, distressed denim jean, engineered with exclusive RooMoto MR7+ lining for unrivalled comfort and unprecedented protection. Over 75 metres and 7.46 seconds of slide time protection, to be exact. Real riders want real denim with attitude. There’s only one choice. The
authentic, original motorcycle jean. From riders for riders. Rebel against the norm! But never against your skin. See your local bike shop or www.dragginjeans.net
ENTER WITH QUALITY
The new 2019 Gaerne GX-1 offroad boots are the latest innovative entry level boot for off-road, available with a specific sole developed for Enduro and Adventure riding. GX-1 incorporates technology and styling that features protection and performance, providing an immediate step up in comfort. Featuring High Quality Material and made in Italy. The structural support consists of two lugs that slide inside designed pockets, avoiding front and rear overextension while providing flex forwards and backwards, it is antitorsion. On the upper side stamped
suede for increased grip and heat resistance. Closure system consists of 4 light alloy replaceable buckles for an easy, fast and precise closure. By removing the first two buckles on the top it is possible to make the opening wider to accommodate a bigger leg or knee-brace. Exclusive high grip rubber compound sole gives durability, superior grip and perfect feeling while riding. Priced at $399.95 and available in five colours, see your local bike shop or www.cassons.com.au
TRACK ME
Macna has just released the new Track R gloves, giving you a helping hand to faster lap times with incredible levels of safety. Designed for maximum abrasion and impact protection, dexterity and comfort. As worn by leading racers world-wide and ‘crash tested’ by our own Troy Bayliss. Macna’s Track R gloves are constructed from the finest kangaroo, cow and goat leather available today, with a combined DuPont Kevlar and Bemberg comfort liner. Fingers, knuckles and palms are protected by R.I.S.C. Polyurethane injection moulded external protective parts, with the palm and side areas enjoying
the additional protection of double layer leather and a double Velcro closure system. Macna has joined the glove’s little finger to the ring finger for additional strength and
protection in the event of a crash. Coupled with 30-degree buckle closure and Ergo thumb construction, this glove is extremely comfortable to wear and is available in a racing red, white and black colour combination.
Available from all good motorcycle retail outlets in sizes S to XXL, with a recommended retail price of $299.95. Stuart has a pair and says they’re awesome. Look for an upcoming review.
CAPTURE THEM
Most winter gloves have their prime focus on cold weather protection. In the Fugitive, Macna has started with
a Sports glove with all the expected levels of protection that requires, then added a 100% waterproof and breathable Raintex liner plus a thermal insulation layer to create the ultimate winter sports glove. Superb comfort, protection and functionality combined with up-to-the-minute styling. Stay warm, dry and safe!
The Fugitive gloves are manufactured from super tough, soft flex Goat leather, which is doubled up in the palm areas as well as being fitted with R.I.S.C. palm sliders and finger protection, along with TRP knuckle protection for ultimate safety. The Raintex liner is not only 100% waterproof, it also breathes to keep your hands dry and warm. Other features and benefits are nylon upper cuffs for ease of fitment, a 30-degree closure strap with an additional cuff strap for optimal security, accordion stretch panels on the back of the fingers for ultimate
dexterity, a visor wipe on the left index finger, ergo-thumb design for maximum comfort and “touch tip” in the fingers for operating smart screens without having to remove the gloves. The Macna Fugitive is available in Black only from all good motorcycle retail outlets in sizes S to 4XL and priced at $189.95.
TALK AWAY
Shoei Premium helmets is excited to announce their Neotec II and GTAir II helmets produced on and after March 2019 are SENA’s integrated communication system SRL2 compatible in addition to the SRL. There’s 4 ways to identify the SRL2 compatible helmets - 5 Year Warranty sticker, Shield Sticker, Shape of Cheek
Ventura system allows up to 102 litres of luggage carrying capacity with two Aero-Spadas zipped together all the way down to the 10 litre Sport-Pack. Check the out at your local bike shop or www.kenma.com.au
Liner and Production
Date. Check out both of these great helmets at your local bike shop or www.mcleodaccessories.com.au
HAVE GUZZI. WILL TRAVEL
Ventura is pleased to offer their range of luggage options for the Moto Guzzi V7 III Carbon, Milano and Special models. Once fitted with L-Brackets, the Moto Guzzi V7 III models will accommodate a range of luggage options via the EVO Pack and Rack, Astro Top-Box, SportRack, Pack-Rack or Grab-Handle. The
GO ELECTRIC
Macna 2019 Neutron electric heated gloves are just the thing for those cold rides we’ve had lately. Stuart wishes he had a pair for the Guzzi launch! Completely wireless, they have a lithium battery hidden in the cuff of the glove and a three-setting regulator on the top side of the cuff. Even when the heater is switched off, the Bemberg thermal lining maintains the warmth inside the gloves.
The Neutron gloves also keep you dry thanks to the Outdry system. This water impregnable membrane is laminated directly to the inside surface of the outer shell of the glove so water cannot penetrate the glove. This prevents the gloves from becoming waterlogged and your hands getting cold and ensures the gloves are easy to dry overnight.
hours. The Outdry waterproof and breathable membrane is heat bonded directly to the outer shell of the glove helping keep you dry whatever the weather. Warm, dry hands means agile fingers, that alone is a practical
safety consideration – with a pair of Neutrons you will simply be able to ride better when it’s cold!
The Neutron gloves are constructed from super tough yet flexible Goat leather with a nylon upper cuff for easy wrist fitment. Featuring R.I.S.C carbon knuckle protection, EVA padded palms and TPR padded fingers, the protection and safety levels are second to none while the electrical system fitted has three heat settings and a battery life around four
Other important features are a 30-degree closure strap and buckle with wrist and cuff straps for optimal security, a visor wipe on the left index finger, an ergo-thumb design for maximum comfort and dexterity and “touch tip” in the fingers for operating smart screens without having to remove the gloves.
The Macna Neutron is available in Black only from selected motorcycle retail outlets in sizes S to 4XL, and priced at $399.95. 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
GERARD IS THIS month’s letter winner. He rode to the highest motorable road, broke down and had to endure a truck ride back to civilisation. For the good and bad luck Gerard you’ve won the awesome Nelson-Rigg backpack and T-shirt. Send me your size. Cheers, Stuart.
GETTING HIGH
G’day Peter et al, I thought I’d share this photo. The air was a bit thin up there. It was
my fifth crossing of the La. The Army goes everywhere. Regards, Gerard Cawley.
HIGHER AGAIN
G’day again Peter and all, I did manage to get to the highest motorable road. Unfortunately the bike broke down and I had to finish the journey by truck. Regards, Gerard Cawley.
MORE MONEY, MORE MONEY
Hi Stuart, I was reading an online piece from The Age (May 1, 2018 Benjamin Preiss) where the author reported that the Victorian Labour Government was budgeting for an increase in traffic infringement revenue to increase to $785 million for the 18/19 financial year and would exceed $850 million in 20/21 FY. ABC tv (30/5/19) reported on an upcoming summit in Melbourne to address the road toll. Some of the participants of this talkfest spoke about introducing unpopular measures such as lowering speed limits and increasing penalties. Surely I’m not the only one who can see a connection between these two stories.
By and large I agree with Boris’s views, he certainly has a unique style. My argument about Wire Rope Barrier (Irresponsible bastards) is that it guarantees you to have an accident, fatal if you ride a motorcycle, regardless of who or what made you leave the carriageway.
It’s good to reacquaint myself with a publication that has the Bear’s paw prints all over it. It’s been a long time coming.
I think you, the Bear and the rest of the team are doing a mighty fine job.
Thanks for an enjoyable magazine.
Peter Glasson Glenlyon, Vic.
SLOW
Hey Stu,
Just read your editorial about what frustrates you on the road. I fully agree with your points. My personal pet hate are those drivers who are happy enough driving 10km, 20km or even 30km+ below the
limit on single lane country roads where there are limited overtaking opportunities. Then when the overtaking lane appears these drivers end up driving above the speed limit which normally leave both lanes going now where albeit faster. Most frustrating is when the overtaking lane finishes so does their appeal with driving at that rate & they return to snail pace once more...arghh!!
Cheers, Col Endacott
I AGREE
Hi Stuart, Your editorial about idiots sticking in the fast lane frustrates the hell out of me too. I wish the Police would do something about them but they’re probably too busy eating donots [sic].
Regards, James
LOVE IT
Guys,
I loved the last edition it had a heap of variety that I really enjoyed reading on my back deck with a nice coffee. I was even pleasantly surprised to read Boris’ take on the Indian. It didn’t read like his usual style, it was far more along the lines
of what you guys write when doing a review.
The Beemer test was great but I want to know when you’re riding the new Moto Guzzi adventure bike? I’m quite keen to hear your thoughts.
Thanks, John Weller
Hi John,
Well, as I write this I’m about to board a plane to head for Victoria to ride the new Moto Guzzi V85TT! You can of course read all about the review in the next issue (this issue – Ed).
Cheers, Stuart.
THE GUV ‘N’ MENT
Stuart, The Bear & Ralph, You know the other day I was thinking about how negative the government are towards motorcyclist’s. They rabbit on about trying to reduce traffic and congestion from our cities and fap over all sorts of weird and wonderful ideas. But you know what? They have the answer staring the them right down their raspy throats – motorcycles.
Motorcycles are the answer to congestion and are proven to be a much faster method of transport when using lane filtering that’s legal across the country.
So, my question is, what do we have to do to get the government to realise that motorcycles are the answer and not some death machine that should be banned from this lifetime and universe. I don’t see that protesting will do a great deal, not enough people would turn up to support the cause. Maybe that’s the problem? If we had 100,000 motorcyclists turn up on the doorstep of Canberra would they listen then? I don’t think it’s worth worrying about because it wouldn’t happen. I’d love to know what the other readers think too. Maybe they can send in emails to you guys?
Regards, David Tout
THE BIG Z
Stuart,
I have to say I’m really enjoying your restoration of the big Z. I know you’re in the early stages of doing it but I’ve loved reading about the challenges so far. What I want to know is how much will all this cost? It sounds like a lot of money will be spent.
Thanks, Simon
Hi Simon,
Glad to hear you like the Z900 resto. Tell you how much? That’s like me asking you what undies your misses is wearing, isn’t it? LOL! If I told you how much I’m spending I’d have to kill you – as the saying goes. Let’s just say there’s ‘a bit’. Cheers, Stuart.
LEARNING TO FLY
Hi Colin,
I see you’ve got a drone and are starting to take photos of pubs from the sky. I really like this different view, please keep it up.
Cheers, Jas.
Eildon, Vic .
AEROSPACE?
Guys,
I saw a picture of Ralph wearing an Aerostitch suit on your Facebook page a while ago. How is he enjoying
it and when will we be able to read the review?
Thanks, Nigel
Hi Nigel, Ralph has almost finished ‘breaking’ it in. Aerostitch do say it can take a number
of rides before the suit will be at its best, but he tells me either the next issue or one after. Cheers, Stuart.
BLIND MOTORBIKE
Hi Stuart, A mates wife came up with a great idea recently in regard to getting motorists to take notice of motorbikes - referring to the new blind spot indicators on many new cars she thought it would be better that a little bike symbol came up in orange instead of just a little light...great idea I thought. Getting such a thing in reality though quite difficult I imagine...but I thought
REAL AUSTRALIA
a little transfer sticker for the mirrors that could be placed accordingly might be a step in the right direction - given that the mirrors already have the words (objects may be closer etc...) I thought having another little bike sticker wouldn’t be an issue... tried to mock it up in the attached jpg. you could do a better version. Something we could get out to motorists via various bike and car clubs etc. Ready to be shot down if I have missed the obvious...
Cheers, Phil
Hi Phil, Great idea but if you’ve lived with a car that’s got the blind spot indicators you soon become oblivious to them most of the time. Cheers, Stuart. D
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THE ONE AND ONLY
IT’S A QUESTION that doesn’t occur to most motorcyclists, but it’s one that’s discussed quite frequently and often acrimoniously among the reptiles of the motorcycle press. If you could only have one bike, what would it be?
This also includes the qualifi cation that you would not be able to ring one of the distributors and ask for the loan of a bike for a couple of weeks, of course. The bike we’re talking about, therefore, is one that will need to do everything with a minimum of effi ciency and enjoyability. It might surprise you to see that the range of choices is usually quite wide, and moreover the style of bike considered varies over time, as well.
You’re lucky that I’m the one writing this, because I go right back to prehistoric times and Fred Flintstone’s style of locomotion. Well, not quite; that would be an insult to the bike that filled the one-andonly niche when I started riding. It was Triumph’s original Bonneville, not as sexy as the Norton Commando but more reliable and more versatile. Back in the day I mixed with a more… er, esoteric crowd than I do now. One of the things we had to be good at was improvising, not only with our bikes
but with our entire lifestyle. Many of the gadgets we take for granted now had not even been thought of, but on the other hand the laws and their enforcement were less stringent, too.
One bunch of blokes I rode with occasionally used to put on regular kegs out at the property owned by one of their members. The keg wasn’t the main attraction, that was… um, can I admit to this even now? Probably better not. Anyway, the property was a bit of a ways out and the boys would get thirsty along the way. Stopping at conveniently located pubs dragged the ride out too much, so one of them came up with a brilliant solution. He had a Bonnie with the small chromed tank rack, and he worked out that this would hold an eight-gallon keg quite neatly. He ran the pressure line into one leather pannier, which held the CO2 cylinder, and the beer line through the other pannier which was fi lled with ice. His pillion had the gun, and riders would pull up next to the beer bike to have their mugs (secured by a chain around their necks) fi led at regular intervals. This mobile pub would thunder happily down the
highway at top speed.
But forgive me, I was supposed to be writing about one-and-only bikes, not mobile beer dispensaries. Ah, happy memories. Other bikes came and went in that privileged position, but except for the Honda 750 Four there were few that could claim it pretty much unanimously. The cheaper bikes became more specialized, and the generally competent ones became more expensive. Once a motorcycle is too expensive it can’t really claim the universal banner any more.
So it went until Honda unleashed the VFR750 and later 800. These bikes – the former more than the latter – were pretty commonly considered the machines that could and would do everything without asking too much skill or experience from the rider.
Then it got diffi cult again as one manufacturer after another launched good, competent and above all versatile bikes. Opinions began to fracture again, even for individuals – I often couldn’t work out what I would really have as an allrounder.
And so it is to this day. Like a certain American president, I now fi nd myself agreeing with whoever has whispered into my ear most recently. Is it that bikes are so good that I simply fall in love with the latest one to hug my bottom? Certainly the most recent pair I’ve ridden, Yamaha’s MT-09 Tracer and BMW’s F 750 GS, both have my unquestioning loyalty.
Wonderful motorcycles, both. But of course I can only have one one-and-only bike, by defi nition. Which will it be?
Let’s see. What am I riding next? D
BORIS
THE LONELINESS OF MOTOGP
IOFTEN WONDER what goes through the minds of MotoGP racers as they exit the pits. This is crunch time. The intense team-buzz of the pits is behind them and they are alone in their helmet. It’s a lonely place. It has to be. Because there is no room for anyone or anything else in what happens when the red lights wink off.
Their focus must be superhuman. Their resolve made of thrice-forged iron. The intensity of purpose must be off the scale.
They wouldn’t be there otherwise.
I’m sure every racer shares a small part of this.
But it can only be a small part of whatever it is with MotoGP racers. Remember that there are not all that many of them currently racing. Twentytwo at last count. There are more people standing on the Hillary Step waiting to summit Everest.
Rolling out of the pits, there would not be a lonelier superhuman on earth. It is now all down to him.
Getting there is a team effort, of course. But the doing of it as he exits Pit Lane, the supreme execution of the next 45-odd minutes, is all on him. The mistakes he may or may not make are all his. The glory or the despair is likewise all his. The high of winning cannot be measured. The bitterness of failure is likewise without bottom.
The buck has stopped. It has nowhere else to go.
Fittingly, there are millions of dollars at stake.
Terrifyingly, their lives are also very much at stake.
In terms of
motorsport, MotoGP is as dangerous as it gets. Only the Isle of Man TT maybe takes it up another notch.
But all levels of motorcycle racing are dangerous. It’s why we watch them and why racers race. And when we watch we know if we lived a thousand lifetimes, we would never possess the skill, the focus, the sheer heft of testicle required to do what they do – lap after lap, race after race, season after season. I look at 40-year-old Rossi and feel I am beholding God.
But the other 20 riders are just as committed, just as determined, and just as inhuman as The Doctor.
And just as magnificently lonely. What must it be like to breathe an air so rare? What can it feel like to know that what you do cannot be done by 99.999999999 per cent of the human race? No amount of training or tutelage will make you great in this sport. Genetics and mutations are in play here.
What could it feel like to sit on that hallowed grid, bike in gear, clutch engaged, shoulders hunched forward, eyes fixed on the lights, while your brain enters a place denied to almost everyone else on earth?
I cannot even guess because I have no terms of reference. From the comfort and safety of my couch, I am so removed from the smell of their helmetbreath, the gall of their leathers, and the weight of expectation of millions of spectators, I might as well be another, immensely lesser, species on another world.
The loneliness of the MotoGP racer must be stupendous. The force of will required to cope with
that loneliness, defined as it is by mortal danger, litres of adrenaline production, and the ruthlessness of a mass murderer, defies comprehension.
But it deserves adulation.
Not the vapid: “Gee, these blokes go alright, aye?” If that’s what you think, you’re not getting it. Racing 270+hp prototype motorcycles –two-wheeled missiles ridden on the razor’s edge of madness – has to be simultaneously the most glorious and most isolating thing on earth.
Motorcycling is, by its nature, a lonely and selfish pastime. Sure, we all enjoy the social aspect of it – which is invariably before and after the actual ride. Because you ride exactly as you die – entirely alone. There might be 50 other bikes riding along, but only you are riding your bike. No-one else. I guess this is why MotoGP speaks to me and others like me. It is the extension and ultimate apotheosis of what I do, but done at a level I cannot comprehend. And by men who transcend humanity as I understand it. They occupy a place I am privileged to see, but only from afar.
And only they can see and know the place inside their heads that enables them to do what they do.
That place must be as lonely as space itself. It cannot be anything else. A place of total and immutable isolation from the rest of humanity. It is a place as beautiful and terrible as it must be in order for Marquez, Rossi, et al to do what it is they do.
Because it’s not about money. Not really. Not when you think about it. I think it is about glory. Personal glory. Which is glory, sacred, pure and true.
And it is the loneliest place a man can ever be, because only in such soundless, screaming loneliness can he actually find himself.
I am in awe of them all. D
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