Paradise Motorcycle Tours in association with Australian Motorcyclist Magazine is heading back to the South Island for one of the best tours ever held. Not only will you be seeing and riding all the best bits of the world-famous South Island, but you’ll be heading to Invercargill for the Burt Munro Challenge. Four days of old school racing where you can literally touch the action flying past you. Stuart and the Paradise crew are hanging for this tour, it will be one not to be missed.
8 – 21 February 2021
BOOK NOW! DO NOT MISS OUT! RIDE THE BEST ROADS. MAKE GREAT FRIENDS.
HAVE THE BEST TIME OF YOUR LIFE! TOUR DATES
CONTACT Paradise Motorcycle Tours, NOW!
PHONE + 64 27 476 5035
EMAIL info@paradisemotorcycletours.co.nz
AMM J ULY 2020 PTR KATANA / SF: TYRES / AMM NZ BMC TOUR / GSX-S1000F / BROUGH SUPERIOR / POTM: ALMOST A SIX PACK / MAP: DAYLESFORD, VIC
TYRES
Yes, you need some
PTR SUZUKI KATANA
The master waves his magic wand over this ripper
COMPARO
Want some muscle – check them out
VESPA 300 GTS SUPER TECH HPE
A quick Vespa? You better believe it
SUZUKI GSX-S1000F
Bang on sports tourer
THE RIDERS TOUR
Come with us to NZ, with Paradise and Burt
JOURNEYS
Start now!
PUB OF THE MONTH
Almost a six pack of beauties
COMPASS EXPEDITIONS
Adventure seekers
READER’S TRAVEL
Riding paradise
READER’S TRAVEL
Taking the risk
ADVENTURE BETTER PART 4
Plan to go further
DAYLESFORD, VICTORIA
Let the fun begin
“I had to
stop riding for a while, the tyres got dizzy”
UNKNOWN
Editor Stuart Woodbury
Contributing Editor J Peter Thoeming
Sales Manager Ralph Leavsey-Moase ralph@ausmotorcyclist.com.au
Designer Jacqueline Page
Photographers Nick Wood Creative, Half-Light Photographic
Contributors Jacqui Kennedy, Robert Lovas, Boris Mihailovic, Chris Pickett, The Possum, Colin Whelan, Bob Wozga
Australian Motorcyclist Magazine is published by Australian Motorcyclist Magazine Pty Ltd. Suite 4b, Level 1, 11-13 Orion Rd, Lane Cove West NSW 2066 Phone 0412 220 680.
This publication is copyright. Other than for the purposes of research, study, criticism, review, parody or satire and subject to the conditions prescribed under the Copyright Act 1968, no part of this publication may be reproduced, stored in a retrieval system or transmitted without the prior written permission of Australian Motorcyclist Magazine Pty Ltd. Opinions expressed within this publication do not necessarily represent those of Australian Motorcyclist Magazine Pty Ltd. No responsibility is accepted by Australian Motorcyclist Magazine Pty Ltd or the editor for the accuracy of any statement, opinion or advice contained in the text or advertisements. Readers should rely on their own enquiries in making decisions tailored to their own interest.
We encourage you to keep or recycle this magazine.
E
D I T O R S P E A K S
Time to buy
WELL, THE TIME HAS COME to buy myself a bike of my own. I’ve owned many bikes over the years but have now been without a proper ‘rider’ – one that I can just jump on and go – for quite a few years.
The Honda Fireblade, Suzuki Katana and now Kawasaki Z900 that I’ve been restoring haven’t been bikes that I could do that with.
I have been scouring the pages of Bikesales, Just Bikes, Ebay and Gumtree to see what might take my fancy. I’ve gone from a Suzuki Bandit 1250, to a Honda VTR1000 Firestorm, Ducati 916-998R, Kawasaki ZX-9R, another Fireblade and even considered buying the Phil Tainton Racing Katana you’ll see in this issue.
My first consideration was buying a Suzuki Bandit 1250 and using it as a donor bike to build either a ‘modern’ 1100 style Katana or use the majority of components in a Segale frame racer for the road. Having pondered over this for around a year my thoughts then changed to a Firestorm for the distinct V-twin rumble and useability for commuting, weekend blasting and touring.
The Ducati was just a bit of a pipe dream as it would be a collector bike and not one I’d want to ride in the rain and so on. The ZX-9R is a bike I’ve always liked but despite being pretty comfy I’d still prefer something a little more upright. The PTR Katana was a goer at the start of my
thoughts, but I really would end up on the front page of the newspapers if I owned it. It’s a mega hooligan’s machine and the blue shirts wouldn’t take too kindly to a ballistic motorcycle with a loud shrieking pipe and kilometre-long wheelstands.
And then my mate Chris stumbled across a stunning bike and instantly thought it would be perfect for me. It’s a Honda CB1300S and from the moment I saw pics of it I was sold. Chris went and checked it out for me and knowing how fussy I am with my bikes he knew that anything less than showroom condition wouldn’t cut it. In short, the CB1300S was the real deal. I negotiated an amazing deal on the price, (far less than what any CB1300S is being sold for at the moment) and it is mine.
This particular example is the super rare version that came with a bright red frame just like the bike it was modelled on – the CB1100R.
The S version also has a half fairing – perfect for a bit of touring.
As most people like to do when they get a bike of their own, they like to ‘make it theirs’ and my initial thoughts are to extract a bit of power with an open air filter and piggyback ECU/tune – it already has a Staintune muffler. Second is to fit some new springs front and rear and as you all know, plenty of polish to have this thing gleaming like a new pin (even more than it already is). I will report to you in the long termers section of any changes and how I’m going with it as I do things. Cheers, Stuart.
N E W S
GO JACK!
Ducati has announced that Jack Miller will be one of the two official Ducati Team riders in the 2021 MotoGP World Championship. The company from Borgo Panigale and the 25-yearold Australian rider have reached an agreement for next season with an option to extend the contract for 2022.
I’m sure we’ll all be watching with keen eyes and cheering Jack on next season, and for the restart of this year’s.
GET TRAINING
Revised dates for BMW GS off-road training have been announced for 2020. Sharpen up your off-road skills! Here’s the dates…
June 23-24 Adventure Skills / Queensland Moto Park, QLD $695, June 26-27 Adventure Skills / Bright, VIC $695, June 28-29 Adventure Expert / Bright, VIC $695, July 10
Adventure Prep / Dargle, NSW $395, July 11-12 Adventure Skills / Dargle, NSW $695, July 17 Adventure Prep / Gold Coast, QLD $395, July 24
Adventure Prep / Sunshine Coast, QLD $395, August 8-9 Adventure Skills / Toowoomba, QLD $695, August 13 Adventure Prep / Broadford, VIC $395, August 14-15
Adventure Skills / Broadford, VIC
$695, August 16-17 Adventure Expert / Broadford, VIC $695, August 27-28
Adventure Skills / Dargle, NSW $695, October 1 Adventure Prep / Adelaide, SA $395, October 2-3 Adventure Skills / Acusa Park, SA $695, October 4-5 Adventure Expert / Acusa Park, SA $695, October 24-25 Adventure Expert / Toowoomba, QLD $695, October 29 Adventure Prep / Gundaroo, NSW (Canberra) $395, October 30-31 Adventure Skills / Gundaroo, NSW (Canberra) $695, November 1-2 Adventure Expert / Gundaroo, NSW (Canberra) $695, November 26-29 Adventure Masterclass / Mt Seaview, NSW $1695. See bmwoffroadtraining.com.au .
GET THE SILENT TREATMENT
The new (electric) Super SOCO CUx range now includes free on-roads when you order online. Also included in the free on-roads offer is the CUx Ducati Special Edition - used as the Ducati Racing Team’s preferred method of paddock transport for the MotoGP championship worldwide. For full T&C’s and for more information, jump onto supersoco.com.au
ATTACK!
Continental Tyres claims to have the most underrated tyre range on the market. Since the previous SportAttack 3 was already a test winner and the new SportAttack 4 has some good advances in performance over the old tyre, it could perhaps instead be considered a performance leader in the market. We’ll be testing a set of the SportAttack 4 very shortly and if they’re a step above the previous version they’ll be a ripper. If you can’t wait, grab a set at your local Conti dealer or visit ronangel.com.au
THE NAME IS BOND, JAMES BOND
In December 2019, Triumph announced a new official partnership with EON Productions, revealing the dynamic action features of Triumph motorcycles in the forthcoming 25th James Bond Film, No Time To Die. To celebrate this iconic collaboration, Triumph is proud to introduce the first ever official motorcycle directly linked to the Bond franchise. The Scrambler 1200 Bond Edition is an ultra-rare, limited edition Scrambler 1200 motorcycle featuring a unique 007 design scheme and limited to a production of just 250 models worldwide. Do not delay and rush to your local Triumph dealer to order yours, now. Do pay attention, 007! D
BULLET TRIALS WORKS REPLICA
THE MOST ENDURING TALE IN MOTORCYCLING
In 1948 the Royal Enfield Bullet revolutionised the motorcycling industry with the introduction of a swinging rear-arm suspension coupled with oil-damped shock absorbers. A design that became the norm of every motorcycle since. The Bullet showed its true mettle in Trials competitions, racking up win after win, including in the prestigious International Six Days’ Trials, widely referred to as the ‘Olympics of motorcycling’. The Bullet Trials Works Replica takes this legacy forward, combining ruggedness and contemporary engineering to make it a motorcycle with proven capabilities across terrains - off and on-road.
$9,190
AHANDFUL OF YEARS
AGO, magician Phil Tainton whom some people call the ‘Suzuki Guru’, enhanced a GSX-S1000 with something like 208rwhp – it was the fastest road bike I’d ridden on the street. I also kinda had to shell out some money from my wallet, as the bad boys in blue heard me coming from ten kilometres away. Enough of that, though… Roll on 2020 and the new Katana. A very similar bike to the GSX-S1000 and when I was told a PTR enhanced Katana was heading my way, the drool started flowing.
If you haven’t heard of Phil Tainton (what rock have you been hiding under?) he’s not only produced championship winning Superbikes but he waves his magic wand over engines, suspension and everything else to do with a road, track, drag and race bikes.
The shiny black Katana arrived and upon start up I knew this was going to not only give me amazing thrills, but also had the potential to get me into a lot of trouble with those people that
wear blue shirts. I had thought, “If they could catch me”, but there’s no use thinking like that (most of the time! LOL!).
Back to starting up this black beast… a very lumpy idle blasts out of the full Yoshimura race system. The aural sweetness that projects rearward is a raucous, ear splitting, bystander staining, race loud delight. It makes the devil and angel on either shoulder fight with each other to the death. And 95% of the time the devil wins, the front wheel lifts to mid- air as the engine and Yoshi exhaust scream their way to numbers you won’t believe all while you try to bring the front wheel back to earth. Add into the mix the sweet pop and bang as you punch the quickshifter and you get what I’m saying here.
Luckily the new Katana has Brembo braking to stop all this madness and PTR fitted race quality Nitron fork inserts and shock to make this Katana one of the best handling road bikes you could ever imagine.
A rundown of the list of items fitted or done to this special Katana includes:
Labour to modify Nitron Cartridges and Mail Out (not fit to forks)
Add that all up and include the retail price for a total of $28,243.95 and you’ll find that this is one serious motorcycle. The tune which PTR puts into the Katana is ultra-smooth and gives bulk loads of torque right off idle. It is excellent for the street and even though your shoulder devil will win most of the time, if you ride this Katana ‘normally’ it is simply one of the easiest bikes you’ll ever jump on.
Power is not as high as that of the super beastly GSX-S I rode a few years ago, but this Katana will still give you five minutes of stardom on the night-time news if you twist that right wrist anywhere over half in front of the blue shirts.
Nitron suspension is first class and while the setup put into this Katana is a touch hard on really rough roads, when it comes to just about everything else it’s a dream. The Brembo calipers are no different from the standard black ones only painted in a nice shiny red. I did take the Better Half on a 100km loop through some nice twisties and she was surprised how comfy the Katana was. She felt the suspension worked properly and didn’t ‘bang’ or ‘crash’ over bumps like other bikes she’s been on with me. She also mentioned the seat was pretty comfy! Phil Tainton can work his magic on any bike, not only Suzukis, and the big thing here is you’ll only know just how good a bike can be once you’ve tuned out the emission choking standard map, and with suspension you will never know what is in store until you replace the fork inserts and shock with top quality aftermarket components set up just for you, your style of riding and model of bike – I cannot stress this enough, you can adjust the standard stuff all day long and it will never be a patch on proper top quality aftermarket equipment. In the scheme of things, the cost of getting top quality suspension isn’t that great. Even if you just get a custom shock and front springs/new oil suited to you. If you need any more info on this sharp sword (or anything you’re interested in here) you’re best speaking to Phil Tainton on 03 9764 2621. Or any top level motorcycle mechanic shop can hook you up as well, if you’re interstate or not able to send your parts to Phil for him to wave his wand over. D
THE RIDER’S TOUR
IT HAS BEEN a couple of years since we held an Australian Motorcyclist Magazine Tour but our great association with Paradise Motorcycle Tours has got the brains – Stuart (AMM) and Mike (PMT) -together to come up with our next tour: The Rider’s Tour!
This is a tour that is NOT to be missed. It really is going to be that good. Not only will the tour be covering a lot of the best of the South Island, but the cream is we’ll be tying it in with the Burt Munro Challenge – four days of blow your mind racing events, motorcycles, and simply old fashioned motorcycling fun.
Before we get into the details, if the first paragraph had you saying,
“I’m in already!” well, do not delay and book your spot. Contact Mike or one of the fine crew at Paradise Motorcycle Tours now – jump onto paradisemotorcycletours.co.nz, email info@paradisemotorcycletours.co.nz or phone +64 274 765 035.
Due to Covid-19, Paradise Motorcycle Tours has a fully refundable deposit if restrictions are still in place and an extended time before full payment is due to allow this ever-changing pandemic to ease.
The Rider’s Tour will see you riding the best roads with the best guides, all on new/near new BMW motorcycles as Paradise Motorcycle Tours is an Official BMW Motorrad Partner. This means they have attained certification by BMW Motorrad that they know
how to conduct a professional and exciting tour and offer you amazing motorcycles to ride. This really does make the experience all the more better. Paradise Motorcycle Tours isn’t a Trip Advisor ‘Hall of Famer’ for nothing.
Both AMM and Paradise are encouraging solo and two-up riders to attend this ripper tour. If your pillion feels like hitching a ride in the support van for a section of road to let you tear up some tyres or would like a whole day off the bike – cool. They’ll just to put up with weird New Zealand jokes from the driver. LOL!
The AMM Burt Munro Challenge Rider’s Tour 2021 in association with Paradise Motorcycle Tours NZ will include the following…
MONDAY 8 FEBRUARY
Arrive Christchurch
Our accommodation is just 7 minutes from the Airport. On arrival use the courtesy phone to inform the hotel you’ve arrived and they will collect you and bring you to the hotel. Meet Stuart and his partner Lisa and the Paradise team that evening. Say hello to your motorcycle and complete the paperwork. Welcome drinks are on us tonight.
TUESDAY 9 FEBRUARY
Christchurch to Mount Cook Village 335km
We’ll be away by 9am and three bends and three short straights and we’re out of Christchurch and into the countryside. Thankfully we’re not north of Christchurch and don’t have to put up with interminably brain numbing dead straight roads, you’ll be straight into it at the click of the fingers.
We’ll ride through The Canterbury Plains, across the Rakaia Gorge on the Inland Scenic Route,
and onwards through Geraldine and Fairlie, Bukes Pass and Tekapo, before arriving at our accommodation in Mount Cook Village. We will have marvelled at the Blue Lakes of Tekapo and Pukaki and had our first taste of sweeping bends with views of magnificent mountains and very little traffic. A chance to take a helicopter trip around Mount Cook and land in the snow from Glentanner heliport near Mount Cook this afternoon, weather dependent. This is at additional cost
and has to be booked in advance, we’ll talk about it with you after you have booked the tour. It’s the most popular activity on any NZ tour. The ride into Mount Cook Village is one that will simply blow your mind out of the universe, if not for the view, but the awesome road.
WEDNESDAY 10 FEBRUARY
Mount Cook Village to Invercargill 430km
An awesome ride through Central Otago today. Fantastic roads, stunning scenery, the Lindis Pass, Cromwell, Alexandra
and its moonscape, just wonderful riding all the way to Invercargill. No State Highway 1 for us, only stunning roads.
THURSDAY 11 FEBRUARY
Start of BMC
We’re at the Burt Munro Challenge for the next four days and exclusive to Paradise we aren’t going to miss a thing. First up is the Hill Climb this morning and then you have a choice of E Hayes and Sons, the most amazing hardware shop in the world, with its eclectic mix of all
THE RIDER’S TOUR
things combustion engine powered, as well as all the original Burt Munro Bikes, a film copy you can sit in for a photo, and lots of memorabilia. You also have tickets to Motorcycle Mecca and Bill Richardson Transport World. This evening we have the Drag Races to entertain us.
FRIDAY 12 FEBRUARY
Today we can see where Burt learnt to race and ride a bike fast, we’re off to the Beach races. Don’t forget you should take the opportunity to ride through the Catlins when you get time, your guides will be only too happy to give you advice on routes. Live music tonight if you’re interested.
SATURDAY 13
FEBRUARY
Its Sprint races this morning and Speedway this afternoon and more live music tonight, and your last chance to go see anything you didn’t have time to fit in before.
SUNDAY 14 FEBRUARY
Invercargill to Te Anau 220km
We have Street Races this morning, and then it’s time to bid a fond farewell to Invercargill as we avoid the crowds taking the obvious route to Queenstown, and take the road less travelled, the Southern Scenic route to Te Anau, our gateway to the unspoilt area of Fiordland, with its lakes and mountains and waterfalls.
MONDAY 15 FEBRUARY Te Anau-Milford Sound-Queenstown 392km
An early start today as we ride 110kms to Milford Sound to arrive in time for our cruise on the Sound. Henry Cole of “Worlds Greatest Motorcycle Rides” toured with us and after the Milford Ride said it was the best motorcycle day ride of his life. The ride up to The Homer Tunnel and the
entry into a cathedral of mountains, snow, ice and waterfalls is awesome. It might even snow (if you’re lucky) in the middle of summer!
Our Milford cruise is another example of not taking the obvious route. We cruise in a small ship, far from the madding crowd that the other cruise ships have, which enables us to get far closer to all the points of interest in the Fiord – get wet if you want under one of the many waterfalls. Our day continues after the cruise, we get to enjoy the spectacle and the road to Te Anau, and then after lunch we ride to Queenstown for the first of a two-night stop.
TUESDAY 16 FEBRUARY
Relax day - Explore Queenstown.
Take a ride to Glenorchy or Coronet Peak, explore Arrowtown, enjoy wine at Gibbston, throw yourself
off something high attached to your life by elastic, or take a jet boat ride: the opportunities are endless, and your guides and the hotel will help you arrange and book anything you’re interested in. Or just kick back and relax, take a stroll into town, enjoy the lake and mountain views and don’t do anything much.
WEDNESDAY 17 FEBRUARY
Queenstown to Franz Josef 350km
It’s the Ice Run today, a wonderful ride up the Crown Range, the highest sealed road in New Zealand, and then onto Wanaka, alongside lakes and mountains to the Haast Pass, then the Salmon Farm, Bruces Bay, glorious rainforest, Fox Glacier Village and our home for the night, Franz Josef. You have another chance to take a helicopter trip this afternoon if you missed the first trip, and again
tomorrow morning, the weather (mountains attract clouds) means we get up about 50% of the time. The riding today will be some of the best you could imagine.
THURSDAY 18 FEBRUARY
Franz Josef to Punakaiki 220km
Through the rainforest heading north on the west coast, our first stop is Hokitika, the centre of a Gold Rush in the 1800s, and its too grand buildings are memorials to its once wealthy heritage. It’s the town the book The Luminaries was based on. It’s now the centre of the greenstone or Pounamu industry and if you are interested in buying genuine
and authentic greenstone ask your guides where to go to get the real thing at a reasonable price. Heading north again we ride through Greymouth, and then alongside the sea until we reach Punakaiki, and our hotel beside the sea for the night. Don’t forget the Pancake Rocks!
FRIDAY 19 FEBRUARY
Punakaiki to Hanmer Springs 290km
We start the day riding beside the ocean heading north and then turn inland to the lower Buller Gorge. We ride alongside the river following the twists and turns before heading inland to Reefton, the first town in New Zealand to get electric
THE RIDER’S TOUR
light. We’ll stop for a break and give you time to wander the interesting collection of shops in Main Street, maybe chat to the bearded miners, although there is speculation locally that they may not have mined anywhere, they’re certainly bearded.
Onward through the forest, we have left ‘rainforest’ behind at the ocean and now we are riding through beech forest, long sweeping bends through the forest until we reach Springs Junction.
A quick stretch and a comfort stop and we’re into the Lewis Pass, in our opinion one of the most scenic of the main passes and great riding. Hanmer Springs is our next stop staying at a new hotel just 10 minutes walk from town.
SATURDAY 20 FEBRUARY
Hanmer Springs to Christchurch via Kaikoura 310km
An early start for those who have asked for Whale Watching out of Kaikoura (additional cost, must be pre-booked, weather dependent). For the rest it’s a lovely ride through the inland route to Kaikoura for an early lunch and then a ride beside the sea before heading inland and then onward to Christchurch.
It’s the end of your tour, but we won’t abandon you at the hotel, we will
celebrate the tour with drinks and a farewell dinner as we look at all the photos people have taken during the tour, and tonight it’s all on us.
SUNDAY
21 FEBRUARY
Departure
After breakfast it’s time to say our sad farewells.
Paradise hope to see you again, in New Zealand or maybe on one of their European Alps or Balkans tours, when we can travel to Europe again.
Get excited! The time to book is now, this is going to be a trip of a lifetime. D
INCLUDED
14 day tour
13 nights’ accommodation
12 days’ riding including 4 at the Burt
9 breakfasts
Welcome drinks
Lead Rider Tour Guide
Support Vehicle with 8 passenger seats and tour guide
Farewell Dinner and celebration of the tour
Entry to all Burt Munro Challenge events including live music
Turbo ticket to Motorcycle Mecca and Bill Richardson
Transport World
Milford Sound Cruise
Paradise Cap
Burt Munro Challenge commemorative T-shirt.
Not Included - anything not listed above.
IT’S RAINING BAGS
Whatever the weather, your gear stays 100% dry with SW-Motech’s stylish range of versatile dry bags. Made from super-tough, high frequency welded tarpaulin in sizes from 2 to 70 litres.
MOTORRAD GARAGE - EXCLUSIVE AUSTRALIAN DISTRIBUTOR OF
DRYBAG 180/260
DRYBAG 80
DRYBAG 250/450
DRYBAG 700
DRYBAG 350/600
BACKBAG BARRACUDA 25
BACKBAG 300
DRYBAG 20
BACKBAG TRITON 20
1. What a pity you can’t ride the Aston Martin special on the road.
2. There are about 300 Brough Superior SS100s left. Any one will cost as much as several AMB 001s.
TECHNICAL
IT IS NOT EVERY motorcycle marque that can claim as its most famous customer a man who died while riding its product. On a rainy Sunday morning in May of 1935, Colonel Thomas Edward Lawrence CB DSO swerved his Brough Superior SS100 motorcycle (see box ‘By George!’) to miss two boys on bicycles and crashed, suffering severe head injuries to which he succumbed six days later. If the marque had not been there before, this was enough to write its name into the history books.
Do the bikes, and George Brough their builder, deserve the kudos that has been heaped upon them? Not everyone is sure about that. Paul D’Orléans, one of my favourite
racing engine would likely sell for more than a Brough Superior today, simply because they’re far more rare, and have a better record as trackracing machines. Nonetheless, the renown of the Brough Superior is a reflection of several qualities George possessed in abundance: he was a superb rider, one of the best motorcycle stylists in the history of the industry, and equally important, he was simply a genius at PR.”
Nowhere was the last of these qualities more obvious than in his adoption of the phrase “Rolls Royce of Motorcycles”, coined by HD Teague of ‘The Motorcycle’ magazine. Brough was so taken by this that he started using it in his advertising, which did not please the ‘other’ RollsRoyce. They intended
of anything. Parts, including entire drivetrains, were specified by George Brough and then farmed out to be fine-tuned and finally assembled at the Hayden Road works in Nottingham.
Some traditionalists still consider George’s father, William E. Brough to have been a real motorcycle maker, while the son was nothing more than a clever assembler of components. Although somewhat overshadowed today by George, William was also a motorcycle manufacturer of considerable renown, and a skilled engineer who built his own engines among other things.
But motorcycle manufacturing in the 1920s and ‘30s was different than the post-WW2 era, and most manufacturers used bought-in components including engines, gearboxes, wheels, forks and so on to assemble their machines.
The Australian ‘motorcycle industry’, for example, powered just about all of its machines with imported engines from British firms like BSA, James and Excelsior.
commentators on matters of classic bikes, writing in the Motorcycle Arts Foundation production ‘The Vintagent’, concedes that Brough Superior motorcycles are “at the top of the money tree today, as evidenced by filling 2 of our ‘World’s Most Expensive Motorcycles‘ spots. It’s a status George Brough would have loved, as his Brough Superiors were the most expensive motorcycle (sic) in the world when they were new.
“In today’s Gilded Age, the superrich are happy to write checks for half a million dollars for an SS100… because it takes 20 or 30 times that to buy a car of similar status. Whether George’s bikes were truly ‘superior’ to his rival’s (sic) machines is open to argument, but the truth is, a 1920s Zenith big twin with a JAP KTOR
to send a cease-and-desist to protect their brand image, but Brough invited a company representative to come and visit the factory. He had his workers dress in all-white suits, complete with white gloves, and the look apparently so impressed the man from Rolls-Royce that the company allowed Brough Superior to continue using the phrase.
It would not have been especially difficult for the Brough ‘factory’ to be presented that way; it appears that it did not manufacture much
I do wonder what the elder Brough’s reaction was when his son, who had been racing Brough bikes quite successfully, named his own machines ‘Brough Superior’. Perhaps we’ll draw the kindly veil of history over that one. George was convinced he could improve on his father’s designs, and Brough Superior motorcycles did offer high performance and quality. Most were custom-built to the customer’s needs, and rarely were any two precisely the same.
“Each motorcycle was assembled twice,” points out one report.
“The first assembly was to fit all the components. Then the motorcycle was disassembled and all the parts painted or plated as needed. Finally, the finished parts were assembled a second time. Every motorcycle was
1. Does the SS100 look even better in chrome?
2. The new SS100 in black.
3. If you fancy a bit of off-roading, try the Pendine Sand Racer.
test ridden to ensure that it performed to specification, and was personally certified by George Brough. The SS100 model was ridden at 100 mph (160 km/h) or more before delivery and the SS80 model was ridden at 80 mph (130 km/h) or more before delivery. If any motorcycle did not meet specification, it was returned to the works for rework until it performed properly.”
George Brough built Brough Superior motorcycles, sidecars and even motor cars in his factory in Nottingham from 1919 until WW2 interrupted production. The motorcycles were always rare, although of the 3000-odd built, a thousand still survive. They were also expensive. Prices ranged from £100 to £185 in the 1920s and ‘30s. Since the average annual salary in Britain during the 1930s was £200, they were a rich man’s perquisite. It’s interesting, though not enlightening, to speculate how TE Lawrence could afford eight of them. He did, apparently, trade the old one in when he bought a new one. And he had rich friends; Viscountess Astor was a frequent pillion passenger.
Production of Brough Superior motorcycles came to an end in 1940 because Britain needed crankshafts for Rolls Royce engines more than it
needed rich men’s motorcycles. After the Axis had been defeated, no suitable engines were available, so the company was wound up.
If you can find a Brough Superior SS100 today, even one without any special history like having been Lawrence’s Boanerges or one of his Georges, you will need to dip deep into your bespoke pockets. Admittedly they are not the most expensive motorcycles ever sold; for example, a 1951 Vincent Black Lightning or a 1915 Cyclone Board Tracker will outsell them handily. But the two remaining Brough Superiors that can definitely be traced back to Lawrence’s ownership would presumably be priceless.
But relax. You can buy a Brough Superior in Australia for considerably less than the million dollars that that Vincent sold for. And you’ll even get a warranty.
Here’s why. The marque was bought in 2008 by a Jersey-registered corporation with Mark Upham as CEO. Upham produced several ‘continuation’ examples of ca. 1926 Brough Superior SS100s before finding a like mind in Thierry Henriette of Boxer Design in Toulouse, France.
He briefed Henriette to produce a new Brough Superior motorcycle.
While Upham insisted on retaining visual cues linking the new motorcycle with the historic design, he also wanted to retain the original spirit of the marque with superior design, construction and materials. The result, a new Boxer-designed Brough Superior SS100, first appeared at the EICMA show in Milan in 2013. I must admit that names like Hesketh and Norton flickered through my mind as I admired the elegant stand, but this time I was wrong. Serial production of the new Brough Superior SS100 began in 2016.
The production SS100 features an 88 degree, 990cc v-twin engine, with water cooling and DOHC four-valve cylinder heads, designed by Boxer Design and built by hot shop and Kawasaki specialist Akira Engineering in Bayonne. This is not a return to the original marque which bought in its engines.
The engine produces 120 hp in standard tune, and the chassis uses the engine as a stressed member, with a Claude Fior-based front fork with Ohlins shock absorber and Ohlins monoshock rear suspension. The chassis is made of exotic materials including titanium and carbon fibre, as well as aluminium. The front brakes are from aircraft industry supplier Beringer with four rotors. The minimal bodywork is constructed of hand-hammered aluminium including the fuel tank, seat cowl, fenders, and side covers. The dry weight of the SS100 is just under 400 lbs, making it among the lightest ‘litre bikes’ ever produced for street use.
There are three SS100 models,
1. One of the Brough Superior team tries to explain the AMB 001 to a Japanese show visitor.
2. Needless to say the seat is hand-stitched.
Photo by Barnabas Imre
the plain ol’ Super Sport (SS100) with Euro 3 compliance and the Pendine Sand Racer at A$105,000, another SS100 (presumably with later compliance) for five grand more and the Anniversary edition at $168,000. A two-year, unlimited kilometre, parts and labour warranty comes with all these bikes although you’ll have to cough up more for roadside assist and extended warranty.
And then there’s the AMB 001. This is not an upgraded version of the other bikes; it is a new design –also by Thierry Henriette – linked to Aston Martin cars. It is turbo charged with a unique chassis and you can’t ride it on the road. “The AMB 001,” says the Australian importer (told you you could buy these here!) “is a no compromise, racetrack or closed circuit motorcycle that will be thrilling to ride, or simply to admire in the finest garages and displays.” To be brutally honest I don’t like this kind of thing, especially since there is no conceivable class in which you could race this bike, but gee it does look amazing. I saw it in Milan and if there was a prize for the most dropped jaws at the show, the AMB 001 would have taken it hands, or jaws, down.
The US price tag was quoted at US$173,630 while the Australian price is A$185,000. That is a bargain; at current exchange rates, that’s only US$120,000. Buy one now to re-sell and make 50 grand US! Be quick, they’re only making a hundred.
It’s considered good journalism if you close your story with a reference to its beginning. Please forgive me if I don’t do that this time. We started with a fatal crash on a Brough Superior SS100, right? Well, I’ve been offered a (conditional) ride on one of the new ones, so I certainly do not expect history to repeat itself...
By George!
Just to clear up a point about TE Lawrence and his motorcycles: he owned eight Brough Superiors, although supposedly the eighth was still being assembled at the factory in Nottingham when he crashed the seventh, George VI. Why was the seventh bike called the sixth? Simply because Lawrence had named his first Brough ‘Boanerges’, a name derived from the Amharic to mean ‘The Thunderer’.
Love this photo.
It’s William Brough, the da, enjoying a beer and admiring his son’s marketing ability.
To cater to his modest height of 5’5”, he had the tank of George VI modified so it could accommodate a lowered seat and a bespoke lifting handle which the factory had fitted at his request.
A story in the British newspaper ‘The Telegraph’, which really should have known better, also noted that “With a nod to his duty as an enlisted aircraftman, serving at RAF Mount Batten near Plymouth, he also requested that a small receptacle be clamped to the nearside lower section of the front forks, to secure the tip of his military swagger stick.” Enlisted aircraftman John Hume Ross with a swagger stick? I don’t think so. He would, however, have been entitled to a swagger stick in his other persona as Colonel Lawrence CB DSO.
The Telegraph also insists,
Quick! Whom do I call?
I suggest you get in touch with my old friend Dale Schmidtchen at Brough Superior Australia, 6/281 Station Road, Yeerongpilly, Brisbane QLD 4105, 07 3846 9901. Mention my name, won’t you.
*A Torana sold for $500,000 not long ago. D
with perhaps more credibility, that the motorcycle on which Lawrence suffered his fatal crash was not George VI. Was it George VII, supposedly still being assembled in Nottingham? I am sorry to say that I do not know.
“It’s noteworthy that this machine’s registration number of UL 656 was incorrectly displayed on the film prop that actor Peter O’Toole rode at the beginning of David Lean’s 1962 biopic ‘Lawrence of Arabia’,” the newspaper said. “That should have been GW 2275, corresponding to the updated SS 100 model for which George VI was part-exchanged in March 1932, and upon which Lawrence sustained fatal injuries three years later, aged 46.”
Colonel Lawrence died less than 90 years ago, and already we can’t agree on the facts.
My first sight of one of the new SS100s, at the Milan show in 23013.
C L A S S
$20,350 RIDE AWAY*
The benchmark for how a custom roadster should ride and feel.
The Speed Twin has been designed to deliver dynamic riding capability together with advanced rider technology and cutting edge roadster performance and feel. Powered by a 1200cc high performance Bonneville engine, with Thruxton tune, and packed full of advanced rider-focused technology including Sport, Road and Rain riding modes and LED lighting, the Speed Twin delivers a confidence-inspiring and absolutely thrilling ride.
Add to that a precise, agile chassis, high specification Brembo brakes, class-leading finish, a host of brushed aluminium features and Triumph’s timeless DNA – this perforamce icon is avialable to test ride at your local dealer now.
MUSCLE MACHINES
RELIVING THE ‘OLD DAYS’ on big muscular bikes that not too long ago were the ‘superbikes’ being whirled around racetracks of the world by the stars who are now called legends of the 70s and 80s seems to have faded away into the shadows. Three big boys harking back to the ‘old days’ that are very potent and mega rides are the Honda CB1300, Yamaha XJR1300 and Suzuki’s GSX1400.
These three big, brash and torquey monsters are absolute bargains on the second-hand market and in the right hands are just as swift as many newer model bikes. Capacity is king and the more cubes the better. Liquid-cooling? Meh, real men like the many superbike champions of the day rode air-cooled monsters such as the Suzuki GS1000, Yamaha XS1100 or Honda CB1100. Fast-forward 30 or 40 years and now this style of bike is seen as the relaxed option – an ‘old man’s bike’. Naked bikes have evolved into little more than stripped down sports bikes while air-cooled engines are dismissed as old-hat, relics from the past that are dying a lingering death due to their environmentally unfriendly design.
Muscle bikes are becoming the dinosaurs of the motorcycle world, precariously balanced on the brink of extinction, so, before the impact, we have taken three of the biggest muscle bikes available in the second-hand market, the Suzuki GSX1400, Honda CB1300 and Yamaha XJR1300, to celebrate the joy of cubes, the delights of air-cooling (ok, one is liquid-cooled) and the charm of the macho machine.
SUZUKI GSX1400
The Suzuki GSX1400 is the Hulk of the muscle bike world, a steroid-fuelled behemoth with the kind of street presence that makes sports bikes cower in the shadows. Muscle bikes are all about show and few can command as much attention as Suzuki’s GSX1400 - it’s big, brash and deliberately intimidating.
Everything about the GSX1400 is big: the 1402cc air-cooled motor, the six-piston calipers, the huge front headlight, the fuel tank - everything. And this feeling of size dominates the ride. Fully fuelled, the GSX is a heavy old bus and quickly overwhelms its suspension and brakes, but the steroids
get swallowed quick smart with the amount of torque – there’s also a six-speed gearbox which is a modern addition as old school bikes were mainly five-speeders.
HONDA CB1300
There’s a debate in the office as to whether the Honda CB1300 deserves to be in a muscle bike comparo – you could call the CB the ‘Dr Jekyll and Mr Hyde’ of this trio. It’s smooth and tame but will try and rip your arms out when you crack the right wrist. The CB1300 certainly has the heritage, as well as the looks, but it is missing one vital component. Actually, it isn’t missing, it has gained somethingwater-cooling. Where the GSX and XJR both have air/oil-cooled engines in keeping with the tradition of the genre, Honda has bent the rules and given its bike a modern twist. The water-cooled 1284cc engine is stunning and certainly stunning to look at with an almost showlike smoothness to the casting and brushed/polished side covers. Similarity to a gigantic turbine driving you along on a seamless wave of torque makes the CB a delight to ride.
SMALLER, STILL RETRO COOL
As an alternative to this trio of big boys, Kawasaki has the ZRX1200R – a very similar looking beast to this big, brash trio and in a style and colours just like the bikes that Eddie Lawson made famous. It’s one hell of a great bike to ride. Again, big smooth waves of torque are what to expect, but the handling is a bit like the GSX – the weight pushes the front tyre while the rear is a bit soft. Just like the XJR, the ZRX moves air and fuel through carbs, so banging on a set of flatslides and a window shattering exhaust turns up the smile dial.
Add some corners into the mix and Honda’s suspension is light years ahead of the Suzuki’s. If you’re rather handy on a bike, and I mean A-grade racer good, the suspension will need a tune up with some different springs but for just about 97% of everyone else the CB’s adjustability is bang on the money.
YAMAHA XJR1300
For a proper retro muscle bike that harks back to the 1980s, look no further than the Yamaha XJR1300. The XJR is true to the old school ways and as such comes with carbs and even a fuel tap (remember them?), but with the XJR you may as well be talking about the latest model - it has hardly changed in its 16-year lifespan.
Everything about the XJR is retro and cool. The clocks are huge dials, the fuel gauge is a dial, the tank is chunky, the seat is gigantic and even the gearbox is missing a sixth gear, as is the Honda’s.
With so many years development behind it, the XJR’s motor has been gradually honed into a low-revving powerhouse with bags of grunt and if you fancy spending a little on it, can unleash some mega power. Check out some of those International Challenge bikes at the Island Classic – they use the XJR1300 engine and whirl in times that scare modern bikes off the grid.
SHH! DON’T TELL ANYONE
You know, a hidden secret of this trio (listen up pillions) is they carry the better half in a world of plush comfort. Big sofa-like seats mostly mean comfort and all three of these bikes give big tourer comfort for a pillion without the mega sized fairing.
Bargain prices are what you can expect for all the bikes here. Expect to pay from $3000 to around $12,000 for a very low k and showroom-floor-like example, depending on the year model.
THE PICK
Hmm? This really comes down to the look that look your fancy. All three bikes are big, all three have wads of torque and for me it is the Honda CB1300. The high-quality finish, the mega torquey sewing machine engine and the handling do it for me. As does the CB1100R styled paintwork. D
Specs
HONDA CB1300
PRICE: $4000 - $10,000
SERVICING INTERVALS: Every 6000km or 12 months
ENGINE: 1284cc liquid-cooled inline four cylinder, 4-stroke, DOHC, 4 valves per cylinder
of Vespas today, it’s hard to believe that they were initially designed for workers to get around bombed-out Italian cities after World War II, and inspired by a paratrooper’s scooter. Who knows, if Enrico Piaggio had laid eyes on one of the more-or-less standard motorcycles being used by the Allies, he might have commissioned Corradino D’Ascanio to create a very different ‘Vespa’ which would then, of course, not have been called a Vespa because it wouldn’t have looked like a wasp.
But it was one of the small olivecoloured and almost incredibly ugly Cushman Airborne scooters which caught his eye. These were dropped by parachute during WWII into the Italian industrial heartlands of Milan and Turin, not to knock people down but to be used by American troops in the fight against the Germans.
And if you think that’s a weird way to introduce an article about a Vespa, you try to come up with an original opening for a story that’s been told so many hundreds of times.
Okay, back to familiar ground. D’Ascanio was an aeronautical designer, and by all reports he was not keen on motorcycles. They were, he thought, too cumbersome, difficult to repair and dirty. His arrogance
combined with his aeronautical expertise resulted in a two-wheeler that would not only win hearts all over the world but that represented the essence of industrial design and practicality, and in many ways still does.
Not that the design was perfect. He moved the gearshift onto the handlebar, supposedly for easier access. That meant he had to use a cable which would inevitably stretch and occasionally break.
To make tyre changing easier than on motorcycles, he used a single-sided supporting arm like that on an aircraft. That worked well. So did the seating position, designed to provide safety and comfort. The leg shields offered protection from the elements and the ‘dirty bits’ were hidden behind panels to keep the rider’s clothes clean. The step-through frame meant it was an ideal machine for skirt-wearing women to ride.
So far, not bad. But the real coup of the Vespa’s design was and is the steel monocoque frame which provides greater
rigidity for a superior ride and long-term durability. It is more expensive to build the Vespa frame, which D’Ascanio created using his aeronautical knowledge. But the steel body will last for generations, and this is one of the reasons why you see so many vintage Vespas from the ’50s and ’60s still haunting fashionable cafés.
The story goes that in 1946 when D’Ascanio showed the prototype to Enrico Piaggio, it was the boss himself who named it la Vespa, the wasp, because of its narrow waist and buzzing sound, I take Italian naming legends cum grano salis (see Ducati’s Monster and Diavel, both allegedly spontaneous eructations) but who knows, it might be true. The name stuck, and eventually also led to the name of the three-wheeled Vespa delivery ‘truck’, the Ape. This does not mean ‘big simian’ but ‘bee’.
It’s a worker, see.
On April 23, 1946 when Piaggio applied for a patent with the Central Patents Office at the
The first model, the Vespa 98 in 1946.
Ministry of Industry and Commerce in Florence, the paperwork described the Vespa as “a motorcycle with a rational complex of organs and elements with body combined with the mudguards and bonnet covering all the mechanical parts”. I could not have put it better myself.
The rest, as they say, is history. Sales took off right from that first model, and have never seriously faltered over 75 years. The Vespa has evolved over these years since its introduction on the cover of the Italian magazine La Moto in 1946, but its silhouette and its essence have survived the change to an automatic transmission, four-stroke engines and other technological updates.
Helped by a continuing career as a film star and despite endless knockoffs, the Vespa has achieved the ultimate distinction of becoming the name for the entire vehicle type. For once, it’s actually true to call something an icon. When I tell someone I’m currently riding a scooter they automatically assume that it is a Vespa.
I have long believed that there is always room at the top in any brand’s motorcycle and scooter range. Vespa has been missing an outstanding scooter in that position. Well, no longer. The GTS Super Tech HPE is the transport that could serve any somewhat quirky company CEO, but think Richard Branson rather than Clive Palmer.
Why do I say that? Well, partly because the HPE brings a fullcolour 4.3” TFT display to the Vespa range. The display offers digital instruments but also serves as the interface for the VESPA MIA connectivity system. Pity about the abbreviation – the last thing you’d want it to be was missing in action –but the Vespa app and the scooter’s Bluetooth “transform the display into an extension of the smartphone and allow the rider to answer calls, view message notifications, activate voice commands and select music playlists. The display also serves as a navigation system” as the brochure points out.
That’s not really so special, is it? Mrs Bear’s VW Golf will do all that and, more to the point, so will top-line scooters from other manufacturers. Especially BMW. So what is it that stands out so much about the Vespa GTS Super Tech HPE, apart from its price of $11,790 – which incidentally might look pretty steep but is well below the prices of BMW scooters? Simply put, because you don’t have to explain. The difference is between “oh, you have a scooter?” and “ah, you have a Vespa.” So, Mr Branson, shall I bring the Bentley around? “No thank you, James. It’s a beautiful day. I think I’ll take the Vespa.” D
Technically speaking
The Vespa GTS Super Tech HPE is not the kind of vehicle that requires a lot of tech talk, so let’s get it over with. Much of it is standard for Vespas with its steel shell body, single arm suspension at the front and twin shocks at the rear and disc brakes, as well as ABS and ASR. Lights are LEDs. The 278.3cc engine is the new generation Piaggio single-cylinder four-stroke with four valves and electronic ignition. It puts out a respectable 17.5kW at 8250rpm and an even more respectable 26Nm at 5250rpm. The gearbox is a CVT automatic unit with a torquer server and the HPE runs an automatic dry centrifugal clutch. The engine complies with the Euro 4 emission standard.
Seat height is a reasonable 790mm and the fuel tank holds 8.5 litres, although it does start to whinge for a refill at about 6.5. The HPE range gets two dedicated paint colours, Nero Vulcano (black) and Grigio Materia (grey). I had the grey one, and the paint is outstanding as well as the colour being stylish.Yellow highlights add a rakish touch. The seat’s material and stitching are impressive and comfort is a given for both the rider and any potential pillion.
No fear, paisano
She goes nicely. During my time with the HPE, it never once embarrassed me in the traffic light drags, although an occasional WRX might just have been fooled by the fact that it’s a scooter, and therefore not to be feared. I suspect that it is the torque server that adds the extra punch on takeoff, although I don’t really know very much about CVT gearboxes. I do know about scooter handling, having ridden more
than a few and owned some, the most recent being a Vespa 946 which I should probably not have sold. The 12” wheels combined with the quality suspension allow this scooter to take even Sydney’s seriously poor road surfaces in its, er, stride. Cornering is confidenceinspiring and in fact fun. This is a thoroughly competent package which will not let you down. Brakes, likewise, are up to scratch.
Is there anything not to like about the Vespa GTS Super Tech HPE? Apart from the underseat storage which does not, as claimed, hold two full-face helmets – in fact it doesn’t even hold one – I can’t really think of anything. Of course you don’t actually need one of these: there are plenty of attractive and much cheaper alternatives further down the Vespa range. But if your other transport is a Bentley, the HPE is the only possible choice.
1.The HPE is just as suitable for a harbourside outing as for classy commuting.
2. Storage space in the leg shield is convenient and can be used to charge your smartphone.
3. Underseat space looks cavernous but will not hold average Australian-sized helmets.
Tyres
YWhat’s black, round and sticky? Tyres! What else were you thinking?
COMPILED BY STUART
EP, IT’S THAT TIME of year when we show you the latest and greatest tyres and accessories to do with tyres available on the market. Now that we’re all allowed back out riding it really is time to check out your bike and maybe chuck a new set of hoops on it. Your bike will love you for it. Here’s what the distributors want you to know about…
SPECIAL FEATURE
Diablo Rosso III
– from $479.90 per set
Diablo Rosso III design includes WSBK race derived profiles, compounding and tread design to offer excellent road holding performance while maintaining wet performance with 100% silica compounding plus added mileage and stability courteously of Cap & Base dual compound rear.
Angel GT II
– from $499.90 per set
The successor to Angel GTnow delivering improved wet performance from high-silica compound to match the new tread design derived from racing DIABLO WET technologies, revised construction using variable cord end count derived from super-sport with revised profiles contribute to enhance overall performance and mileage.
Night Dragon/Night Dragon
GT– from $439.90 per set
Designed for custom and cruiser use combining combination of compound, construction and profile for sporting feeling while maintaining wet performance and comfort – Rear GT version available offering higher mileage due to revised compound.
Scorpion Rally STR
– from $439.90 per set
A tyre that combines significant rally capabilities with great road performance - Trail Road Profile & Structure for excellent on-road behaviour and innovative tread geometry for off road traction and on road stability with grip in all conditions, tear resistance and mileage thanks to high-Silica Compounds.
Scorpion Rally
– from $409.90 per set
Designed for off road adventure riding with wider block design for increased contact patch in harder conditions and increased spacing for improved grip on loose soil and mid soft conditions, an advanced compound helps resist tears, cuts, abrasion and wear.
ROCKY CREEK DESIGNS
rockycreekdesigns.com.au
MotoPressor Mini Pump with built in Tyre Gauge – $85
The MotoPressor Mini Pump enables you to pre-select a tyre pressure, pump your tyres and the pump will automatically switch OFF when it reaches the pre-selected pressure.
Here’s how it works. Connect the MotoPressor Mini Pump to either your motorcycle battery OR a mini jump starter. Select a pressure scale either PSI, BAR or KPA. Select the pressure you would like to pump your tyres to. Switch the pump ON, stand back and let the pump do the work. Once the pump reaches the pre-selected tyre pressure it switches OFF automatically. How easy is that?
The pump is CE approved and comes with our no nonsense five year product warranty.
The pump has a “screw on chuck” fixed to the end of the hose. If you feel you will not be able to screw the chuck on and off your valve without losing too much air, then may we suggest buying Rocky Creek’s Clip-on 90 Degree Valve extension. Screw that onto the end of the hose and you now have a Clip-on chuck.
MotoPressor Tyre Gauge with Spare 45° Chuck$32.95
MotoPressor Tyre Gauge comes standard with two chucks.
A straight chuck for “easy to get at” valve stems PLUS a 45° chuck for those “not so easy to get at” valve stems.
We all know what a pain petrol station gauges are. Most are woefully inaccurate and impossible to get onto a motorcycle valve stem. Enter the MotoPressor Tyre Gauge… simply attach the MotoPressor Tyre Gauge to your valve stem, attach the petrol station chuck to the inline fitting on the gauge and get an instant and accurate reading in PSI or KPA.
No need to switch between the gauge and air compressor hose! Added a little too much air to your tyre? Simply press the air bleed button and adjust to your desired pressure.
Motopressor Tyre Gauge comes with a one year limited product warranty.
Specifications:
• Measures PSI or KPA
• 0-60 PSI/0-4.2 KPA read out
• 50mm (2”) analogue dial
• 300mm (12”) Braided flex hose
• Push button air bleed valve
• Protective rubber gauge guard
• Self-locking air chuck
PLUS A SECOND 45° chuck for those hard to get to, valves
• Can be used inline with a compressor
Sport Attack 4 – Fronts from $230. Rears from $310. Conti’s new SA4 has a special ‘Black Chilli’ compound with ‘Wet Grip’ technology to give fast warmup and high grip levels in all conditions. Conti’s patented ‘Continuous Compound’ provides a gradual transition between the softer/grip compound on the side, to the firmer/wear compound in the middle of the tyre, while the DRT steel belt technology and unique tyre contour improves the bike’s handling and provides outstanding feedback to the rider.
TKC 70 Rocks – from $265
The off-road evolution of the TKC 70 to a more aggressive adventure tyre – positioned in between the TKC 70 and TKC 80. This rear only tyre is pleasantly quiet despite the larger lugs. Features Multigrip, Raingrip and Zerodegree technology. Handmade in Germany and ready for all adventures. Match it to either the TKC 70 or TKC 80 front. *Please note this tyre will be arriving very shortly at your dealer’s as you read this.
SPECIAL FEATURE Tyres
bce.net.au
Shinko SR 777
– Fronts from $142 – $714. Rears from $211 – $360
The SR 777 is specifically designed for cruisers and is available in a multitude of sizes to fit many V-Twin and metric cruiser models. Developed to suit all brands from Harley Davidson down (or up).
Available in both black side and white side wall the Shinko SR 777 Tyre offers fantastic value for money for the twin and cruiser rider.
The SR 777 also offers a H.D (Heavy Duty) tyre that has been released with factory reinforced carcass construction to suit the OEM requirements of the best and most popular cruiser motorcycles on the market. shinkotyres.com.au
Heidenau K60 – Fronts from $139 – $248. Rears from $170 – $327
The K60 is a unique adventure tyre on the market offering varying tread patterns across the range of fitments. Whether you are on the road or off in the dirt, the K60 Dual sport will get you where you want to go! The tread pattern with the large blocks is designed for high mileage and excellent performance on road, and gravel grabbing self-cleaning performance of a true 50/50 tire. The K60 will also give you that aggressive look for your street tracker and cafe racer. heidenautyres.com.au
KENDA
ctaaustralia.com.au
KR20A ‘KANINE’ for Can-Am Spyder – Front $129.95. Rear $199.95
This is the first and only aftermarket tyre designed specifically for the Can-Am Spyder. Greater mileage than stock, better handling than passenger car replacements. Highperformance pattern reduces rolling resistance while keeping maximum lateral traction. Engineered with increased siping to evacuate standing water for excellent wet weather performance. mc-spec, DOT, and E-Mark approved.
motorradgarage.com.au
Motorrad Garage Tyre
Repair Kit – $39.95
This comprehensive motorcycle tyre repair kit is a must have accessory for all riders. Repair of tubed and tubeless tyres, includes patches, glue, tubeless repair cords, CO2 canisters and regulator, and even some instructions, all of this is packed into a compact nylon carry bag for easy storage under your seat, in your tank bag, or even in your pocket.
Mini Foot Pump from Bikers Dream – $55
A must in every touring kit. The pump is compact, lightweight and comes with its own storage bag. It features the pump casing, fill hose with multifunctional valve head and integrated gauge. The foldable foot clamp and 5 cm pump head allow for easy use with motorbike boots on. Made from aluminium and fibreglass reenforced nylon. Volume: 140cc, Pressure: 160 psi, Height: 17cm.
SPECIAL FEATURE Tyres
mcleodaccessories.com.au
Battlax S22
– Fronts from $169.95. Rears from $199.95
Winner 2019 Motorrad HyperSport Tyre of year! The Battlax Hypersport S22 allows you to experience the full extent of your bike’s performance on the road taking your thrill of riding to the next level! With performance enhancements in all areas it is the ultimate hypersport tyre for all conditions. No compromise, even in the wet. No sacrifice of wear life over the previous model. The light handling combined with its precise feedback and cornering performance for maximum confidence are a perfect match for any hypersport rider.
METZELER
metzeler.com/en-au
Sportec M9RR – Fronts from $209.95. Rears from $279.95
SPORTEC M9 RR integrates the versatility of everyday use with the Road Racing experience, building on the heritage of the former test winner SPORTEC M7 RR.
SPORTEC M9 RR is a Supersport tyre featuring 100% silica in all compounds
Battlax Adventure Scrambler AX41S – Fronts from $139.95. Rears from $194.95
The Battlax Adventurecross Scrambler AX41S is Bridgestone’s new concept. Making attitude, fashion, design and performance complementary. A lot of research inside the Scrambler and ‘ Café Racer’ world has brought so many design ideas. The AX41S is the outcome of hours behind the drawing table. AX41S adopts the latest technologies in terms of compounding, a directly derivate from Bridgestone’s Sport-Touring category, to ensure the necessary road performances. AX41S provides the perfect match for Doth a custombuilt scrambler or Café Racer thanks to its design, and tier the rider through its performance.
for both front and rear sizes that offers a quick warm up with plenty of grip and outstanding handling even in cold, wet and greasy conditions. Dual-compound for both front and rear sizes optimises abrasion resistance and extends mileage by more than 10% compared to Sportec M7 RR with performance throughout the entire lifespan of the tyre.
Battlax Street RS10 – Fronts from $169.95. Rears from $199.95
Take the latest RS10 for a spin on sinuous roads or G-inducing racetracks and feel the exhilaration that comes from complete confidence in your tyre. Forged in the heat of MotoGP and adapted for street use, these sports radials have re-engineered designs and new-formula compounds for faster acceleration out of corners, enhanced steering response, greater line-holding precision in corners and confidence inspiring braking stability, particularly on dry surfaces. Specially formulated compounds are strategically located for sure grip on low friction surfaces as well as increased durability.
Battlax Adventurecross AX41 –Fronts from $99.95. Rears from $127.95
The Battlax Adventurecross AX41 is Bridgestone’s new Trail Off-Road tyre. It will let you take on any type of path and allow you to enjoy the ride, even when you go into the unknown! As can be seen in this new pattern’s name, the Battlax Adventurecross AX41 is a real mix of Bridgestone’s know-how in the standard trail on-road category with Battlax technology and the state-of-theart development capacities of block positioning in the Off-road world with the Battlecross series. The AX41 adopts ingenious block design and positioning to ensure on and off-road performance, durability and stability. Bridgestone’s Battlax Adventurecross AX41 sets a new standard for Trail - Off-road performance.
Battlax BT-45 – Fronts from $109.95. Rears from $169.95
Battlax BT-45 is a sports and touring type tyre offered in both H and V speed ratings. Battlax BT-45 gives all-round street performance, with the emphasis on riding comfort, long mileage and wet performance. All designed by the latest tyre developing technologies of Bridgestone. The rear BT45 features Bridgestone’s unique Straight And Cornering Technology (SACT) which delivers these long wearing characteristics by using a process called Dual Compound Construction. The great thing about the BT-45 is its wide range of sizes that fit old right up to new bikes.
Roadtec 01 SE – Fronts from $239.95. Rears from $239.95
Roadtec 01 SE is Metzeler’s evolution in the Sport Touring segment that enhances handling and grip for supersport and naked motorcycles preserving mileage and wet performance. Starting from the awardwinner Roadtec 01, the tread pattern design of Roadtec 01 SE features a higher land/sea ratio on the tyre’s shoulders both on the front and the rear, which grants enhanced sportiness and a muscular presence dedicated to the sporty part of spors touring. The centre section of Roadtec 01 SE
matches the land/sea ratio of Roadtec 01 reaching the value of 82% in order to benefit from advanced water drainage technologies developed for the Roadtec 01. Moving sideways, the shoulders of the Roadtec 01 SE feature a land/sea ratio that swings from 90% to a slick rubber starting from 25 degrees of lean angle on, evolving the 84%-to-94% swing of the grand-tourer Roadtec 01. Thanks to this feature, Roadtec 01 SE puts more rubber to the road at larger lean angles, ensuring enhanced cornering thrust and directionality. D
ON AND OFF THE BIKE
Daylesford, Victoria impresses WORDS
STUART
THIS RIDE IS PROBABLY
more about what you can do off the bike than on. That’s not to say the riding around the Daylesford area is lacking, there are plenty of roads to enjoy and this little loop will hold off your coffee indulgences long enough so you can enjoy another when you get back.
DAYLESFORD
Slow down, unwind once you’re off the bike and be sure to take in the natural surroundings of Victoria’s spa centre. Watch native wildlife at play and fill up a bottle with the local mineral water down at Lake Daylesford, paddle around in a kayak on Jubilee Lake, or get the blood flowing with a walk to the top of Wombat Hill. Once there, look out over the township before entering the striking Convent Gallery, housed in a historic 19th century mansion. Peruse three levels of local, national and international art, then take the time for reflection in the onsite cafe, surrounding art and sculpture park or deeper into the botanic gardens.
Browse arty collectables and homewares at boutiques, such as Bromley & Co., Arte Deco and Harry & Me, pick up statement fashion pieces at Alpaca Passion and Manteau Noir or climb aboard the Spa Country Railway. For a hearty country feed and a pint of beer, head to Farmers Arms Hotel. I highly recommend the Lamb Shanks. If you fancy something a bit more upmarket, some of Victoria’s best restaurants are in the Daylesford area. Wine and dine at Daylesford’s renowned Lake House Restaurant, winner of two hats from the Good Food Guide 2019 or try out the Argus Dining Room.
BALLAN
Ballan is a rural town on the railway to Ballarat. The Western Freeway bypasses Ballan and as with most country towns that get by past, it can spell a death knell – think about that as you ride through. The Werribee River and two tributaries are near Ballan. Ballan’s name originated from the birthplace of Robert von Stieglitz in Northern Ireland. Von Stieglitz
took up a pastoral run in the district in 1836 and named it Ballan. A brother, John, had the Ballanee run, and the homestead and outbuildings constructed by a later owner are on the Register of the National Estate.
TRENTHAM
For a tiny town, Trentham packs a punch. Not just what it is famous for – but for its lesser known gems too. A quaint village retaining many historical buildings and a charming streetscape also boasts drop-dead pretty botanical gardens and shady tree-lined streets (not to mention the main street has even featured in several movies).
Trentham’s soil is fabulous for growing some of the country’s best spuds along with a veritable cornucopia of seasonal produce. From chestnuts and cherries, to heirloom fruits and olives, there isn’t much that won’t flourish in this rich volcanic dirt.
It is therefore unsurprising that while the picturesque main street is not large, it boasts some of Central Victoria’s most exciting foodie destinations.
www.hemamaps.com.au
DAYLESFORD, VICTORIA
After you’ve eaten an amazing breakfast and maybe had a spa treatment, it’s now time to go for a ride around the stunningly beautiful Daylesford area. Starting off, head south on BallanDaylesford Road. Once you get to the freeway head underneath and take the left onto Old Melbourne Road. Head to the first roundabout and turn left, then turn right at the next roundabout. This is Blackwood Street, head back under the freeway and start making your way north. When you get to the roundabout
at Greendale, head straight through, this is now the GreendaleTrentham Road.
Once in Trentham and you get to the T-intersection, turn left on Falls Road and head to the end. Turn left on Trentham Fall Road and just as you get back to the edge of Daylesford, turn right at the roundabout onto Midland Hwy. Just after six kilometres turn left onto Back Hepburn Road and head back into Daylesford.
Distance – 100km
Fuel – Daylesford, Ballan, Trentham
VICTORIA
From award-winning French farmhouse restaurants, to bakeries turning out award-winning sourdough breads. You can wander the street and enjoy cuisine from casual to elegant, in front of open fires in winter or under a canopy of trees in a magnificent beer garden in the warmer months. Come in winter (careful of some snow) and you might just be lucky enough to be there when the marvellous truffle season fleetingly appears and go scouting the truffière for these magical underground treasures.
To help work up an appetite, or work off the previous day’s indulgences, a trip would not be complete without a visit to Trentham Falls, Victoria’s highest singledrop waterfall. Truly spectacular when in full flight, you can find yourself wandering paths through beautiful old trees, enjoying a picnic with the crescendo of water in your ears or simply enjoy the sounds of native wildlife.
HEPBURN SPRINGS
Historic Hepburn Springs is in the middle of Australia’s largest concentration of mineral springs, which are full of health-giving minerals. Taste the different mineral formulations at old-fashioned pumps and pipes in Hepburn Springs Mineral Springs Reserve.
Your mind and body will also experience the benefits of these health-giving minerals at a local spa and wellness centre. Indulge in hydrotherapy, massage and beauty therapy (come on, you know you could do with it) at the beautifully restored Hepburn Bathhouse & Spa, established in 1895. Stay a little longer and keep your wellness retreat going with visits to The Mineral Spa and the Shizuka Ryokan Japanese Country Spa.
Revel in La Dolce Vita thanks to the hard work of the Swiss Italian migrants who established Hepburn Springs during the 1850s gold rush. Enjoy a coffee at one of the many great cafes then grab a map from the Daylesford Visitor Information Centre and take the Historic Village Walk. Visit the Old Macaroni Factory (1859), Villa Parma (1864) and restored Victorian, Edwardian and Art Deco guesthouses, shops, hotels, and miners’ cottages.
Follow the waters and walk through Hepburn Regional Park in spring and see colourful wildflowers and myriad animals and birds. Venture along the 16-kilometre Tipperary Track and explore Sailors Falls, Mount Franklin Reserve, the Blowhole and the Hepburn Pool. D
THE TERM “SPORTS TOURER” is used quite liberally at times, but to make a bike that fits the term to a tee, you should begin with a sports bike. When you’re looking at the Suzuki GSX-S1000F then it’s the GSX-R1000 that has provided the base for this black beauty. Add in a more comfy seat, upright handlebar and revised suspension and the phrase “Sports Tourer” fits the GSX-S1000F perfectly. So perfectly that I reckon you’d be hard pressed to find a bike more deserving of it.
The strong, four-stroke, liquidcooled, DOHC, 999cc, inline-four engine is designed to provide smooth throttle response and controlled acceleration. I found the throttle a little direct, but you can easily ride around that.
Many people will say the inline four is the 2005 GSX-R1000 engine. Sure, it’s a little similar but Suzuki tells us the two engines are totally different apart from using a long stroke crank. This helps produce an abundance of very useable low-mid range torque and really does help to justify the term, “Sports” in the moniker.
Technical features of the super sweet engine include ventilation holes between the cylinders which reduce pumping loss within the crankcase so the engine can deliver more power and torque. The profiles of the dual overhead camshafts were designed to enhance street performance while preserving peak racetrackcapable power in the top end.
Aluminium pistons are cast with optimal rigidity and weight and slide smoothly in the Suzuki Composite Electrochemical Material (SCEM) plated cylinder bores integrated into the upper crankcase to reduce friction and improve heat transfer and durability.
Long tip, 10-hole fuel injectors on each 44mm throttle body optimise fuel atomization while the automatic Idle Speed Control (ISC) improves cold starting and stabilizes the engine idle.
The digital ignition fires iridiumtype spark plugs that increase spark
strength and combustion efficiency, contributing to higher power, more linear throttle response, easier engine start-up, and a more stable idle. These quality components also last longer than conventional spark plugs.
The stainless steel 4-2-1 exhaust system helps the engine deliver a strong low-to mid-range punch with an exciting rush to redline and produces a really nice bass tone. Many of you will not see the need for an aftermarket pipe.
Suzuki’s Advanced Traction Control System lets have more control. There are four traction control modes (1, 2, 3, and OFF) that you can easily adjust at rest or on the fly via a handlebarmounted control.
• Mode 1 is the lowest sensitivity level, most suitable for skilled riders or in conditions that have good road surface grip (sport riding on good, smooth roads).
• Mode 2 is a moderate sensitivity level, suitable for most riders or in conditions that have varied road surface grip (city riding, regular road conditions).
• Mode 3 is the highest sensitivity level, suitable for road conditions where the grip may be limited (wet or cold surfaces).
• OFF disengages all traction control features.
Mated to the silky four is a race-proven six-speed close-ratio transmission featuring vertically staggered shafts to reduce overall engine length, and an assist and slipper clutch which increases plate pressure under acceleration, yet acts as a slipper clutch to smooth the engine response during engine braking and corner entry – great when you’re punting hard. Clutch action and shifting are direct and smooth.
KYB suspension is fitted front and rear and is full adjustable. The front is balanced and bang on for street riding. The rear could do with a turn or so of preload, especially if carrying a pillion and/ or luggage. Turn in is light and nimble in change of direction and handling rough and smooth corners
doesn’t push the bike offline.
Brembo front calipers and Nissin rear work perfectly at stopping this fast Sports Tourer. ABS is there and works well if it all goes wrong.
The “Tourer” of “Sports Tourer” relates to ergonomics and luggage carrying capacity. Comfort is excellent and I could ride the GSX-F all day, easily. The upright and nicely spaced ‘Renthal Fatbar’ handlebar gives a relaxing ride and loads of leverage. The pegs are set sporty, but I found them very well placed for comfort as well. The 810mm seat height is also good, opening this bike up to just about all sized riders. I reckon if you do big 1000km days this is a bike to make them roll down faster. Pillion comfort is also decent. The pillion pad is not overly large, but what is there does the job nicely. Strapping on some throwover panniers or a seat bag is easy and they can be tied to the pillion peg brackets. Of course you can get a rack and topbox if you wish.
Specs
SUZUKI GSX-S1000F
PRICE: $15,790 (ride away)
WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 12,000km or 12 months
ENGINE: 999cc liquid-cooled cylinder, 4-stroke, DOHC, 4 valves per cylinder
POWER: 107.7kW @ 10,000rpm
TORQUE: 146.4Nm @ 9500rpm
Fairing protection is good, yet aggressive/sporty in appearance. If you wanted more frontal protection you could look at the accessory higher screen. Leg protection from the sculpted side parts of the fairing directs wind away and to an extent even deals with light rain. The sides of the fairing look almost like a kind of winglet.
An integrated LCD dash is easy to read and has all the info you could want. adjusting/scrolling through the various features is done via the button on the left bar switchblock.
A variety of Genuine Suzuki Accessories is available, including a tank bag and taller touring screen, plus a large selection of logo-bedecked apparel.
Suzuki has produced a perfect “Sports Tourer” in the GSXS1000F, all in a comfortable package built for serious on-road pleasure with legendary DNA underneath. Offered with an enticing price tag ($15,790) it really is hard to walk past. D
BRAKES: Front, twin 310mm discs with radial mount four-piston ABS calipers. Rear, 220mm disc, single-piston ABS caliper.
FUEL CONSUMPTION: 6.67 litres per 100km, premium unleaded
THEORETICAL RANGE: 254km
COLOURS: Glass Sparkle Black
VERDICT: Sport and Touring perfection
TIME TO START PLANNING
COMPILED BY
THE BEAR
WELL, SO MUCH FOR caution. I’ve just committed to flying to Europe in September for a tour. Yes, I know I’m being optimistic but what the hell – it means I have something to look forward to rather than sitting here, bunkered down waiting for all the horror to go away.
I did/will miss several tours because the blasted bats can’t keep out of the way. One that I was particularly looking forward to was the IMTBIKE ride through Portugal.
I’ve only been there once, a long time ago, but I have happy memories of, among other things, riding through forests of giant gum trees. The local authorities bought Australian seeds because they needed to stabilise the ground (I seem to remember) and without natural pests, the trees just kept on growing. They were exceptionally beautiful.
GET TO THE HEART OF PORTUGAL
Because of that I was especially pleased to get news of IMTBIKE’s ‘Essence of Portugal – Soul & Tradition’ tour for next year. The 23 year veteran moto-tourism company, based in Spain, has announced this new eight night tour for the 2021 season. It will take place October 17-25, 2021.
Starting and ending in Lisbon, this tour will combine the rich Atlantic Coast with some of the most famous mountain roads in Europe. This new tour will also highlight exciting places such as the Templar city of Tomar, the Douro riverbank and its Port vineyards and the Serra de Estrela Mountains.
I’ve had experience with IMTBIKE and I can vouch for the outstanding hand-picked hotels it uses. In the evening they promise that you’ll
enjoy delicious Portuguese gastronomy and local wines.
This tour, as all IMTBIKE tours in Europe, will be available as a selfguided tour. For more information about IMTBIKE Tours & Rentals visit their webpage: www.IMTBIKE. com or contact them at tours@ imtbike.com or by phone in Spain: +34 91 633 72 22.
BEAR ARMY INVADES ADRIATIC
Here’s a short report back from a tour with another of my favourite operators, Adriatic Tours, by Bear Army trooper Ezio.
“I can happily state that Adriatic Tours are a wonderful tour company to go with,” he writes. “As it was my first time adventure of this type I was a bit nervous as to what to expect.
“I was treated like royalty, no question to difficult. The
Oh deer… it’s amazing what you run into (not literally, in this case, phew) on an Adriatic motorcycle tour!
accommodation was 5 star all the way. Airport pick and drop off was a time saver. The tour guide was fantastic. He took us off the beaten track on many occasions, we even got to meet his father on a stop in Croatia, the group loved it.
“I even asked to do a detour to see my cousins, my GPS was set up and away we went to San Daniele. (prosciutto capital of the world) took half the group with me. So in effect I was tour guide for a day, WooHoo! Went to Lago di Barcis, Longarone, Cortina, met the rest of the group in Arabba, our stop for the nite.
“As you can imagine, I made some good friends on the tour and we had a blast. I was tail end Charlie for most of the tour due to my riding gear (bright orange); everybody had fluoro yellow, made it easier for the tour guide to see the last rider.
“After the ride with Adriatic tours
we finished up in Austria. From there I did Stelvio pass, St Moritz back to Landeck. Chose Landeck because of the motorcycles we could use directly from the hotel, just had to book the day prior. The hotel also had their own tour guide; I took advantage of that and enjoyed.”
Even if you don’t have relatives along the way, you might like to check Adriatic’s tours at www. adriaticmototours.com, or make enquiries at info@adriaticmototours. com. Their phone number is +386 30 465 555. You can do their tours as self-guided rides, too.
NORTH
impact on all who visit itthe American Southwest,” writes Phil Freeman. ”MotoQuest has been taking groups through the area for many years and each time manages to deliver amazing scenery and experiences that are unlike any other area in the country, maybe the world.
“We have two dedicated guides who love this area of the country. One is Dominic Bauer, whose passion for the region comes out whenever he leads this adventure. We spoke with Dom and asked him to give us a quick peek into what makes the American Southwest so special.”
BY SOUTH-WEST
Alaska-based tour operator MotoQuest runs tours in many other places as well. Here’s a quick rundown of their south-western American tour.
“There is a region of the United States that makes an incredible lasting
“On this adventure,” says Dom, “every day has something that is memorable. The trip overall really builds. Just when you think… how can this get any better, it does. You may have just seen the Grand Canyon, but just wait. That’s only the start of the sights that will blow you away.
Ezio takes a well-earned break on his Adriatic Mototours ride.
Fanging above Guimaraes with IMTBIKE.
That looks suspiciously like the Moki Dugway to me –a terrific riding experience.
“The national parks like Zion or the Grand Canyon are great. You know they are going to be incredible because they are national parks. But it’s also those places in between that aren’t even labeled on the itinerary that are humbling and mind-blowing all at the same time.
entering panic mode, it’s a bike on the deck, be it our own, one of our group or a stranger. Any crash scene looks dramatic and sets the adrenaline pumping so there are a few hard and fast rules to remember if you do come across an incident. Rule number one is pause. Don’t make it worse, don’t do anything, don’t say anything for a moment. If you’ve approached the scene on a bike, stop carefully, park somewhere safe and out of the way and take off your helmet and gloves at your bike. Don’t be the person who arrives at the scene of a minor incident, panics and ends up in the ambulance themselves.
somewhere safe.
DO IT NOW, BOOK A BONUS
“There are not many places in the world where you can ride for miles and miles without traffic or seeing stoplights. If you love to ride, this is the trip that will make an impact on you. It’s such a unique experience from most other places I’ve ever ridden. When it comes to my favorite place on the trip, I don’t think I can pick one. Each stop or place we go has its own nuances that make it exceptional.”
MotoQuest will run American Southwest tours from April 4, 2021 to April 13, 2021 and October 24, 2021 to November 2, 2021. See www.motoquest.com or drop a line to info@motoquest.com for more details.
My own most recent Edelweiss tour took me to the Canary Islands. Great trip.
Edelweiss Bike Travel is well aware of current tour limitations and offers a variety of choices including a full refund if your tour is due soon.
“The Corona Virus is on everyone’s lips,” writes Edelweiss’ Rainer. “With this message we would like to inform you about the current situation and what happens if you are thinking about booking a tour now.
Once the police or ambulance arrive, it’s out of your hands; relax, let them do their jobs. If you pick up the crashed bike, make sure the engine isn’t still running or you’ll be picking it up twice. Consider leaks – if there is oil running out of it, you have a slip hazard that could cause another crash. Fuel leaks are less slippery than oil, but obviously come with their own rather explosive problems – back to basics; make sure you are safe first. Once the incident itself is dealt with, contact the insurance company as early as possible as it will typically take 48 hours to make any decision. Be prepared that sorting it all out will take time.
PROBLEMS BACK AT HOME
taken. See our website for regular update concerning Edelweiss Bike Travel & Covid-19.
“Your health and safety are our top priority! As a family business, the well being and satisfaction of our customers and employees is very important. Together we will weather this storm and we would be very happy to ride with you on one of our tours this year!
“All the best from Tyrol.”
We have seen it – a gnarly-looking crash, rider unscathed, but the ambulance ended up being called to take away the guy who arrived wanting to help in a mad panic, forgot to put his sidestand down and dropped his bike on his leg. So pause, get your bike parked safely and think before you head over. It’s a basic principle of any first aid training that the first person to consider when dealing with an incident is yourself – don’t become another casualty. If you are the first person on scene, you’re in charge. Keep people calm, give them jobs to do like calling an ambulance, warning traffic, taking pictures of the crash scene and making sure your own bikes and kit are
“We would of course welcome this decision and it would definitely help planning our season together with our tour guides in these difficult times. Should you reserve now for a tour this year, we would give you a €200 bonus (till 30.06.2020). Meanwhile, all tours into countries without travel warnings will take place normally. If the situation for your booked tour changes, we will of course inform you immediately.
“The worldwide current situation is monitored and assessed daily by us together with our local partners and if necessary, any required steps are
A couple of extra things to remember – firstly, if you come around the corner to find complete carnage, with bits of bike hanging from the trees, don’t take that as written that the rider is in the same state. It’s not uncommon for a rider to walk away fairly unscathed from the most dramatic looking crashes, as all the energy has been dissipated into tumbles and rolls, rather than one big, crunching impact. Secondly, apply the pause rule to every incident, but particularly the smaller ones. If your mate drops their bike at the lights, don’t drop yours in the rush to help or worse, pick theirs up in a rush and drop it on the other side. They won’t thank you for that.
The rule with a problem occurring at home while you are away is not to take it out on the road with you. Stop, spend a morning or even a day sorting it if necessary, fl y back home for a day or two if that’s what it takes, but don’t take it out on the road. Be it a family or business issue, you’re far better off sacrifi cing a day’s riding and getting it sorted, than spending three days not enjoying the riding, thinking about when your phone’s going to ring. If it’s something that can be sorted on the phone, let whoever know what time you’ll be off the bike and available for a call and switch your phone off until then.
More of Edelweiss at www. edelweissbike.com – and just in case you were wondering, it’s the Edelweiss 40 Passes Tour that I’ve booked for later this year.
REMEMBER
MUCH MORE THAN CHERRY BLOSSOMS
MotoQuest offers three adventures to the Land of the Rising Sun. If you’ve been following them for any amount of time, you’ll know that founder Phil Freeman has a passion for exposing Japan’s grandeur. He was very easily persuaded when asked to divulge some of the reasons that Japan has become so attractive to the motorcyclist traveler.
We like to think of this as working Murphy’s Law to our advantage –if we make sure we’ve got a bit of knowledge and skill to deal with a situation, chances are it’ll never happen. But if and when it does remember to stop, pause and think. And as we covered in our previous features, preparation is everything. A half decent toolkit, good medical and breakdown insurance and a trip planned with rest days will cover most of the bumps and scrapes you can get yourself into. D
Milton to Cromwell via Roxburgh and Alexander. Cromwell to Tekapo via Omarama. Tekapo to Geraldine to Methven to Rangiora via the Inland Scenic Route. Rangiora to Hanmer Springs and Reefton via Lewis Pass. Reefton to Greymouth, to Westport and to Murchison via the mighty Buller Gorge. Murchison to Tapawera to Motueka and on to Collingwood over Takaka Hill. Back to Motueka, to Nelson and Picton via Queen Charlotte Drive. Picton back to Christchurch via Kaikoura, a great coastal ride not to be missed.
“I got my start riding Japan on the north island of Hokkaido over 25 years ago,” he says. “A few years later, I was invited to explore the southern part of Honshu Island and Shikoku Island by some friends from a local motorcycle club. When I crossed Shikoku by motorcycle, I was in complete awe at the beauty and ruggedness of the landscape. Charming temples, steep, forested mountain slopes, and relaxing hot springs were everywhere. The riding was excellent, but just taking in the beauty of the surroundings pasted a smile on my face that lasted for years. I thought to myself, ‘I have got to share this with our riders!’
“Fast forward to today and our Japan Three Island Adventure is so popular, we are regularly selling it out. It has been a labor of love putting it into the works: consulting with local riders, scouting routes, trying out new hotels. We’ve been at this one for over 15 years and have refined it to a point where it is simply outstanding.
“Reasons to ride in Japan are
plentiful. If it’s hot springs, we have them nearly every night. If it’s motorcycle stuff, then it’s the world class Iwashita Collection or visiting our friends’ vintage BMW restoration shop. If it’s food, then get ready for the feast every morning, noon and night. Adding to this is the constant billowing and vibrant grandness of the cherry blossom season, and the fantastic riding. Why not add a steaming volcano as well? It’s all ready and waiting for you.
reverse. It’s amazing how that changes your perspective and the scenery was just as good, if not better.
“Five years ago I rode that route over 10 days then went back and rode it in
“There you have it - a perfect mix of exotic and majestic culture, sure to give you savory moto memories to last a lifetime.” The Three-Island Motorcycle Adventure runs March 27, 2021 - April 7, 2021 and April 10, 2021 - April 21, 2021. The Hokkaido Adventure is scheduled for June 1 - 13, 2021 and then there’s the Japan MotoGP Adventure October 11, 2021 - October 23, 2021 on which you will also see the Japanese Alps, fall foliage, Mt. Fuji, the Moto GP and Shikoku Island, with a three-night stay in Nikko.”
“Don’t underrate the North Island; there are some great roads in the North island. Don’t miss the East Cape road from Gisborne to Opotiki via Hicks Bay, and the Coromandel Peninsular. There are others, but the North Island has a bigger population, so the roads are not so empty.”
Dave is happy to help if you have any questions by email at dave(at)getrouted. com.au or phone 03 5625 9080 and 0412 689 849. The website is www. getrouted.com.au and he’s on Facebook at www.facebook.com/getrouted. D
Japanese roads are excellent wherever you go.
THE KIWIS ARE CALLING – YOU!
1. Err… is that all going to fit into a pair of panniers?
2. Here’s a chance to add a few more stickers to the GS.
Our friends at South Pacific Motorcycle Tours know full well that the air between Australia and New Zealand will soon be alive with aircraft hauling travellers, and they’re ready with a couple of wonderful tours. The first is the 12 Day Southern Alps Spectacular 2021 from Monday 11th January 2021 to Friday 22nd.
3. It looks like it’s all stowed away. Excellent job.
4. Happy campers ready for the road. What a nice clean bike.
5. No shortage of helpers loading (or is it unloading?) bikes.
“Experience New Zealand’s true natural scenic beauty combined with fabulous riding, enjoy the freshest food, award-winning wines and craft
6. Relaxing after the ride.
Motorcycle Shipping
To EuropE and nEw ZEaland & back
organise your next european or new zealand bike shipment with dave at get routed... Your bike is our priority
Ship your motorcycle to new Zealand and don't miss out on the burt Munro challenge, the bEarS Sound of Thunder and classic racing at pukekohe and riding the best roads EVEr!
beers,” writes operations manager Kim Johnston. “Get up close to our unique plants and animals and learn about our unique cultural heritage. This is the real ‘Lord of the Rings’ and ‘Hobbit’ country!
“Plenty of time for lunch, coffee, photos, and all the must-do activities along the way. With two-night lodgings in Dunedin, Te Anau and Queenstown, you can opt to relax and soak up the magic, or carry on riding into the sunset.
“The tour package includes 12 nights room and breakfast lodgings
staying in quality hand-picked hotel accommodation. Your room will feature a Queen or King-sized bed (or two Queen sized beds if sharing), quality linen, tea and coffee making, and private bathroom. Check out the website to see your accommodation. What makes this tour so unique? Small group numbers, personal service, lasting friendships and an unforgettable experience to last a lifetime.”
But that’s not all.
“Our 12 Day Burt Munro Challenge 2021 Fully Guided Tour, Monday 8th February 2021 to Friday 19th
February 2021, is the only Motorcycle Tour exclusively endorsed by and co-developed with our good friend John Munro (Burt’s son),” writes Kim. “This exciting tour includes tickets to most Burt Munro Challenge 2020 events, as well as exceptional unique additions. 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.” See more at www.motorbiketours. co.nz, or drop Kim a line at office@ motorbiketours.co.nz D
HIGHLIGHTS
Riding in Carpathian Mountains, Brasov, Sighisoara, Sibiu, Transfagarasan Road, Istanbul, Gallipoli, Transalpina, Black Sea
TOUR DATES 2020
SEP 5 - SEP 20
SEP 26 - OCT 11
TOUR DATES 2021
JUN 19 - JUL 4
AUG 28 - SEP 12
SEP 11 - SEP 26
Romania to Istanbul Adventure
The ride to Mount Cook is only one of the magical roads of the South Island.
IT’S TIME TO GO Here’ s a six pack… almost
WORDS/PHOTOS COLIN WHELAN
FORTY YEARS AGO, and hardly 40 days before he was gunned down, John Lennon (always a great go-to guy for a quote) penned them words.
Pretty damn sure even his 2020 insight couldn’t have imagined what kinda days 2020 was going to bring. With the rules and regs changing almost hourly, Stu, the boss here at AMM, has indulged me and pushed back copy deadline to the latest for this yarn but still things are changing almost hourly.
This morning, Gladys announced June 1st as the green flag for travel and holidays in NSW and beloved Anastasia has already allowed people who live in the bush to travel 500km for a drink. Things are changing fast so when you plan your breakout ride, ring ahead and book. Check that they have space and that you’ll be legal and welcome. So, here’s almost a six pack of pubs that truly deserve consideration for your break free trip:
“NOBODY TOLD ME THERE’D BE DAYS LIKE THESE.”
JOHN LENNON
FEDERAL HOTEL
BIGGA NSW
Bigger, they say, isn’t always better, but in the important things – things like warmth of welcome and genuine hospitality from both hosts and locals, the pub at Bigga – a very enjoyable 50 minute squirt up from Crookwell - has it all over many other places that aren’t bigga (or smalla for that matta!)
The Federal Hotel here is run by Denise, has been for years and on a cold night you may have fight her, or
Errol’s, dogs for a place right front of the log fire but don’t take that personally, everyone has to!
There’s just 3 rooms for guests, 4 can sleep in either of 2 of them and 5 in the other and it’ll cost you $40 a head. And in a place that’s always colder than you think it’s going to be, there’re no canines up there to fight over the oil heaters.
Bikes can be locked up in the yard out the back and you can pretty much get fed whenever you’re hungry.
A light breakfast is included in the
room rate but in the morning, consider spreading the joy and head across the road to the Olympia Café. First opened in 1926 and run for the last three decades by Helen Faros, granddaughter of the founders, it’s the epitome of village general store/post office/café. In the morning you can head west for Wyangla on some very placid gravel and then keep going to Cowra. You’ll have been well watered, well fed, and well bedded. Can’t ask for much more can you?
T: 02 4835 2219
THE CLUB BOUTIQUE HOTEL
CUNNAMULLA QLD
So, you reckon there’s something oxymoronic about ‘Cunnamulla Luxury’ do you?
Yeah nah! Pieta Mills runs The Club Boutique Hotel on the corner of Stockyard and Louise a couple of blocks east of the Warrego Bridge and if you’re in the mood for a bit of up-market kickback after coming in from St George (since you can’t come up from Bourke at the moment), this
just might be a place for you.
The 5 rooms (3x Queen doubles and 2x 2 bedroom suites that’ll sleep 6) all come with ensuites, mini-fridges, air-con and brew makings. A queen room’ll set you back $159 and a suite $220 which would work at 50 each if you’re travelling with a small group. The rooms are spotless and the beds would mask a pea from a princess.
Out the back there’re luxury Teepees for glamping but there’s no facility for chucking your own tent.
The night I ate there Pieta was
stretched and running the whole shebang including the kitchen on her own. The more I hoed into one of the pub’s special Growlers, all emblazoned with a local identity, the less I cared about the wait for food.
If you’re the type who camps for 3 or 4 nights and then splurges on comfort, this is an outback pub for you, otherwise, drop in for an afternoon cleanser of their specially brewed ales on the west facing verandah. Aah, nothing moronic about that!
T: 07 4655 1679
THE PIER HOTEL MILANG SA
No accommodation at this one but there’re other options (campground with cabins, motel etc) in the town for a quick de-camp after an evening here with locals like Doc or ‘OJ’.
And its position right across from Lake Alexandrina make it a top spot for these times of head counts and limits at pubs. If the dining room is at its limit,
just take your meal across the road to the jetties and create an avian riot by flicking the surplus chips and watching a million birds fight for the scraps.
It’s only an hour from the Adelaide CBD, friendlier and way cheaper than the expensive places over at Strathalbyn. Out the back the stage gets good use for live music and as soon as that rein is loosened, this place’ll be rightly packed on Sunday arvos.
Some good riding amongst beautiful
country here. Take a spin down to the tip of Point Sturt. I rough camped here. It’s always breezy but damn it’s worth it for the sunrise!
There’s a bundle of good pubs within an easy ride of Adelaide. Some are well-known and some are pretentious but if you’re looking for a genuine joint where’ll you’ll be welcomed and you’ll feel at home, there’re few better than Milang’s Pier Hotel.
T: 08 8537 0006
QUILPIE HERITAGE INN
QUILPIE QLD
Paul and Yvonne took over the dormant Heritage Inn at Quilpie in November 2019, hoping to revive the historic pub for the community. Not super-flush with cash, their first step was to get the upstairs accommodation and the restaurant going with the intention of then expanding into a full-on pub.
So, they got themselves a ‘licensed accommodation’ license and got to work. When Covid arrived like a Bat out of Hell, the first lifeline thrown to pubs was a relaxation of regulation for selling takeaways. “Licensed Accommodation” wasn’t included.
These two had no income. With friends and supporters they fought and the inclusions were expanded. A bit of breathing space.
Then ‘Scotty from Marketing’ announced the Job Keeper program aimed at employees, employers and the self-employed. Problem was, selfemployed folks who couldn’t prove a 30% drop in income simply because they’d owned their business for less than 12 months – people like Paul and Yvonne - were excluded.
More heartache, more campaigning, more stress, but again, a decent result.
So, with a bit of cash trickling in, the pair have set to getting the place ready for visitors and riders (Did I mention before the batshit hit the fane Paul bought himself a Triumph America)?
And with a rider running the joint of course there’s off-street and even some undercover parking available.
The restaurant’s up and running 7 days a week for breakfast lunch and dinner (though again I’d push for sharing the joy and sampling the breakfasts at the bakery across the road).
Upstairs there’re 11 rooms: 5 ensuite queens and 6 with shared amenities (4 single rooms, 1 queen double and one
twin). All have reverse cycle air-con. Rates are still being sorted.
For me one of the great outback loops is the newly fully sealed 600km Quilpie-Toompine-Tharg-NockatungaEromanga circle. The rebirth of the Quilpie Heritage Inn provides a welcome and welcoming alternative to the ‘surly’ rudeness of the more traditional basecamp in these ‘strange days indeed’.
T: 07 4656 1427
LAGGAN HOTEL LAGGAN NSW
Laggan’s always appealed to the melodic side of me. In 1869 Daniel O’Brien successfully applied for what is the earliest legal permission that I can find to have music in a regional NSW hotel.
The town’s half an hour west from Taralga and when you get to a T at the entrance to town, unusually, there’s a signpost announcing the direction of the pub. Swing right, coast down the hill and the Laggan Hotel, with a frontage more resembling a rambling residential house, is on your right.
O’Brien opened the hotel in 1858 and it’s not long after I rock up the first time that Stuart, who grew up in the pub and who now runs the place with his schoolteacher partner, Melinda, is showing me a framed copy of O’Brien’s original license.
So, the place has been going 162 years and it’s been in Stuart’s family for the last 73 – since his grandparents bought it in 1947. The whole place has the feeling of a comfortable sofa. The ceiling behind the bar is covered with a collection of old water jugs, the type that wine and spirit reps
(remember them?) used to hand out to customers and the rest of the place resembles a sitting room.
As I walk in a couple of blokes are just polishing off the remnants of their heart-starters. They leave without pushing any dosh across and as the door closes Stu explains that in exchange for beer money, they supply the logs to feed the two open fires.
The main accommodation here is camping out the back in a monstrous yard complete with the only fully functional tennis court I’ve come across in a pub. There’s 24/7 access to the amenities block and no charge so long as you either drop off half a ton of chopped hardwood or buy a meal and drinks.
Meals are from Thursday dinner to Sunday lunch and the six beers on tap are at the lower end of cost scale.
You want a good ride out from Sydney with some mates but then keep socially distant? Well, load up the firewood or top up your wallet and point yourselves to Laggan. There’s plenty of room to keep your tents 5 metres apart but if you feel the need for nude tennis, settle Gretel, it’s been done. T 02 4837 3208
Equitare ergo sum
When René Descartes sought to find a concrete foundation for his ontological philosophy, something that indisputably existed, his light bulb moment was: “Hey I’m thinking, therefore I exist!” “Cogito Ergo Sum” (I think therefore I am) was born.
Writing this column, I’ve been struggling for my own ‘Cogito’: a firm situation on which to begin – who can go where and how far and do what and with how many and for so long and for what purpose. It’s still too much of a flux to be certain of much.
But one thing is sure and that’s that pubs across this country are doing it even tougher than usual and that now, after their enforced estivation, they are open for some semblance of business, if not business as usual.
Bike riders have the highest discretionary spend of any segment of the drive tourism market and we can be a very positive force in re-birthing the bush.
These five places are just a handful of the hundreds of places that might be on their knees right now, but which are looking at the stars. They represent a wide range of pub types but they’re all run by very decent folks who’ll welcome you and appreciate your needs and your support.
Another ratings free month; just head out and enjoy your freedom, call ahead and shove your money across a few bars. And when you pull on the helmet and head out, think of Descartes and how, if he really wanted a basic philosophical foundational truth, his epiphany should’ve been, ‘Equitare Ergo Sum’: I ride therefore I am.
A final note of thanks to a bloke named Paul St John-Wood at the AHA Queensland. In a hectic crazy time, he alone responded to enquiries and took every issue seriously. D
FOR SALE -
Our dreams
Fitted with Ducati accessories, Mustang seat and several thousand dollars’ worth of Rizoma accessories. Comes with Ducati Scrambler tank bag and Kriega soft panniers with fittings. Unique custom-made colourmatched shock from Ikon. Near new tyres.
Whether you want something to ride around town or for weekends two-up in the country, this is the Duke for you. Ample Rizoma accessories make an already pretty motorcycle a truly beautiful one.
The bike has been upgraded in just about every way. The exhaust has been painted black (possibly a mistake). It has been used mainly as a city runabout.
2015 DUCATI K115 ‘ICON’ SCRAMBLER
13,000km, rego end March 2021, Ducati Red. $9,500, negotiable for readers of Australian MOTORCYCLIST Magazine.
Scrambler
IT’S THAT TIME AGAIN.
We have to part from project bikes, and you have the opportunity to pick up a bargain. Two bargains, as it happens.
The problem with building up project bikes is that you fall in love with them. It’s hard not to do that; after all, we equip them with the best of the accessories available and turn them into precisely the most desirable motorcycle on the road. But no matter how much you come
to love them – and I love both of these – they eventually need to make room for new projects. Otherwise, I guess, we wouldn’t be able to hold your attention for very long!
Here they are, then: our Ducati Scrambler and Harley-Davidson Sportster. Both have been extensively upgraded, but both come complete with the original parts. They are also both registered in NSW and neither has been dropped or otherwise crashed.
If you’re interested in either bike please contact The Bear, thebear@ ausmotorcyclist.com.au or on 0418 421 322 during business hours, and make his day.
Fitted with H-D accessory rack, leather swingarm bag and tool bag, Mustang seat and several thousand dollars’ worth of Kuryakyn accessories. Comes with complete spare Kuryakyn Crusher exhaust system. Suspension upgraded front and back with Progressive and Ikon parts. Near new whitewall tyres.
The ‘Seventy-Two’ Sportster is the closest that Harley has ever come to building a Captain America replica. It is a typical California chopper style with the beautiful Hard Candy paint
that simply glows in sunlight. The bike is a single seater and has been used primarily to test accessories. You don’t need to be Peter Fonda to fall in love with this bike.
7000km, rego end October 2020, Hard Candy Orange. $12,500, negotiable for readers of Australian MOTORCYCLIST Magazine.
Seventy-Two Sportster
T E C H N I C A L
JAPANESE MYTHOLOGY IS FASCINATING. And confusing. And – if you’re alone in a foggy pine forest high in the cloudy Ou Mountains at night – pretty terrifying. Especially if you’re not sure if the girl who suddenly appears from a fog bank, her white mask with its stripes gleaming in the intermittent light of the moon, is really a girl… or a kitsune. You might be in for some amazing sex either way, but if she’s the latter, you might also have your throat torn out afterwards. It’s probably best to run as fast as you dare down the mountainside, dodging trees, rocks and other supernatural beings until you see the light of a hermit’s hut or even a small hillside temple, where you should be safe…
The Japanese people are lucky. They have three traditions to draw on for their supernatural beings; Shinto, Buddhism and the animist legends that predate both of the others. It’s not surprising then that they have a plethora of spirits, both good and really, really bad to draw on. Then there are the in-between ones which might be good or might be evil, or might make up their minds which to be while they look you over.
Kitsune are the standouts here. They are shape-changing fox spirits who often get their jollies by seducing mortals but who are primarily about collecting tails – depending on their level of enlightenment they may have as many as nine. A nine-tailed kitsune can live to be a thousand years old, when it has the choice
of being admitted to heaven.
No, I don’t understand that either, and considering that the Japanese heaven is a little like the Christian one that we’re used to, it’s surprising that it admits the rather licentious kitsune. Still, everyone to their own afterlife is what I say.
A few years ago I built a Yamaha Bolt outfit with a Zeppelin-style sidecar. It was painted red, and I liked the idea of naming it after a shapechanging red supernatural being, a fox. It became Kitsune, and for all I know still is. The bike that this story is about – there, you knew I’d get to it eventually – is Japanese as well –but the colour I had in mind for it was a sort of pale golden cream. Lawrence at Collide A Scope (www.collideascope. com.au) did a wonderful job creating
exactly the tint I wanted, and as I was admiring it I suddenly thought back to a story about kitsune that I had read when researching the outfit. It seems that kitsune change colour as they get older, and acquire more tails. According to some tales (sorry) a nine-tailed kitsune’s fur will be… wait for it… a kind of pale golden cream. Well. I still had a couple of the stickers from the original kitsune, so the bike’s name was no problem. It was going to be Kitsune II. But let’s go back to the beginning of this project.
For some time I have wanted to build up a relatively small, narrow and light bike for everyday riding. I have been using the Ducati Scrambler for that, but it’s now for sale so I needed a replacement. As it happened, a Honda GB400 came up, and I was
PROJECT KITSUNE II, PART 1 Japanese comesmythology to life
pretty sure that it would be just what I wanted -- after a bit of work. I’m a little sensitive these days to the charge of buggering up perfectly good motorcycles with my customizing, so it was just as well that this bike had been buggered up in a previous halfhearted attempt at building a café racer.
I didn’t want Kitsune to be a café racer; the world has enough of those. I just wanted a slick little bike that would look unique and take me wherever I wanted to go. I also wanted it to Look British, which is what Honda had tried to do with the original GB series (there is a 500 as well).
So I was obviously going to keep the tank, which is veddy Briddish indeed, but along with the sidecovers that was all I intended to retain, at least as far as visuals were concerned.
Something I have learned from all my customizing efforts – yes, I have learned something! – is that it’s best to start with good accessories, made by someone who knows how to make them. I’ve been fortunate enough to meet people from most of the great motorcycle accessory houses, and to be able to pick and choose from their products. My Sportster looks all the better for the Kuryakyn parts it carries, along with H-D’s own special gear. In this case, the obvious choice was Rizoma.
The amazing (and I do mean amazing) design centre and factory near Malpensa airport just outside Milan produces superb pieces of Italian design both for specific models and with general application. Obviously they were not going to have
WORDS & PHOTOS THE BEAR
TECHNICAL
1.The headlight is just ugly, and out of proportion to the rest of the bike.The brackets are even a bit worse.Tch tch.
2. Here we go, the beginning of the customizing process.The new rear loop is in place.
3.Yes, it will definitely need new tyres but they’re a relatively small part of the job. Chain’s good.
4. Stripped down, the bike displays the essentially good basis on which we’re going to work.
5. Bar end mirrors are cool, but they need to go with the rest of the bike.
bespoke parts for a 35-year-old Japanese single that was never especially successful ,anyway, but there was still plenty of choice. See https://www.rizoma.com/home/ en and be seriously impressed.
With my list despatched to Italy, my friend Brett Pieper could get to work pulling the bike down. While the customizing had been rather slapdash, the bike underneath was in good shape which is why I had bought it. We were even able to reuse the wiring loom, usually one of the first things to go. One problem was that original parts for GB400s and 500s are fairly rare, and expensive. These are popular bikes as bases for café racers. In the end we didn’t fit any new Honda parts at all except for the foot controls which came from a CB900. Honda has a praiseworthy habit of keeping mounting points the same over a vast range of models, and the mounting plates fitted straight on – admittedly after a bit of chopping to bring them down to the size needed for a much smaller bike.
Parts which were not being sourced from Rizoma came from the web and from Rollies Speed Shop in Brisbane (https://rolliesspeedshop.com), who supplied the smart little imitation Dakota Digital speedo. Should I have fitted an original? I would have liked to, but there is such a thing as a budget.
The web provided the stainless steel spokes, the new rear frame loop and the seat. Brett relieve4d the frame of many unnecessary loops and fittings. Hand controls were upgraded by a judicious application of WD40, which works wonders with old parts. The headers and muffler were good, although I have a feeling I’ll be replacing the trumpet muffler at some stage. The headlight case and innards came from Japan by way of the web as well.
The front brake hose and the cables needed to be replaced, both because they were not in the best condition and because they no longer fitted the new handlebar position. They went to Kenma (kenma. com.au) so that Venhill could work its magic with new extended items. I shouted Kitsume II a lithium battery. Eventually I will take advantage of the space liberated in the battery box by the much smaller battery and probably assign it to tool storage.
And then the big boxes from Rizoma arrived. But more of that next month. D
NEW!
The most universal and intuitive throttle lock ever made!
Made from hardened stainless steel that will last the life of your motorcycle
A “throttle Lock” can be a little misleading because this product doesn’t actually “lock” the throttle of your motorcycle. When it’s engaged it simply holds your throttle in any position you leave it in. When you want to adjust your speed, simply rotate the throttle like normal. It uses pressure and friction to prevent the throttle from rotating freely. The unit is clamped to the plastic throttle tube, between the rubber grip flange and the throttle housing. The Throttle Lock has two buttons, one to engage the unit the other to disengage the unit.
You can override the ATLAS at any time. When you have the ATLAS Throttle Lock engaged you can increase or decrease your speed by simply twisting the throttle as you ride.
The Throttle Lock comes in two configurations. A Top Kit and a Bottom Kit. Both units work exactly the same, the only difference is where it mounts on the throttle tube.
Exclusive to Rocky Creek Designs
Feeding the nation, one fry at a time COMPASS POINTS THE WAY
WORDS MICK MCDONALD PHOTOS COMPASS EXPEDITIONS
IT’S NOT OFTEN a motorbike story starts with a truck, but then again, it’s not often we experience a year like 2020. For the first time in seven years I climbed aboard the Kenworth, stuck it into gear and drove out of the Melbourne depot bound for Sydney. I was carrying 30 tonnes of frozen fries for McDonalds, feeding the nation one fry at a time!
My head had been spinning with a mix of disbelief and despondency as I sat in the trucking depot being inducted into current transport procedures. Two weeks earlier I
had been at the helm of one of the world’s most renowned motorcycle tour companies and contemplating what was shaping up to be the best
year in our thirteen-year history. Like virtually every business around Australia and the rest of the world, but particularly those in hospitality and tourism, Compass Expeditions has been severely affected by the Covid-19 outbreak. Furthermore, we made the rare decision to offer refunds to all cancelled bookings and accordingly faced our corporate mortality. Heartbreakingly staff, all of them so invested in our business, were let go, tours were abandoned mid tour, and company directors became employees again.
Fourteen years ago, four blokes
Mick of the Mountains at the top of Grossglockner Pass.
rode across Russia from London to Vladivostok, following a passion for motorcycle touring but more importantly raising much needed funds for a tiny charity, Friederichs Ataxia Network (www.fan.asn.au). The charity had been founded by a great friend, Cathy Mclean who has since passed away from Friederichs at an early age. That ride led to the foundation of Compass. It seems we touched an adventurous nerve in the biking community and soon our handful of tours on BMW 650 GS bikes were full. No one was more surprised than we were. It quickly became apparent that our riders wanted more, and we scrambled to create more tours to more exciting destinations. The problem was that we all still worked other jobs. So, after seven years running Compass part time, the directors took the ultimate plunge and threw in our ‘real’ jobs and focused full time on Compass.
Compass is not at the end of the rainbow just yet.
We released new tours after pre riding them and with every inch researched, sometimes twice like as the Cairo to Cape Town expedition. Our Patagonia Explorer ride was included in National Geographic’s Top 50 tours of a lifetime, making Compass Expeditions the only motorcycle tour company, to this day, ever to be included in this most prestigious list. We hooked up with renowned motorcycle explorer Charley Boorman to lead a Tassie tour for us and it wasn’t long before he engaged us to run his African rides as well.
Dakar legend, Simon Pavey, engaged us to run logistics for his iconic Off-Road Skills and subsequent five days rides in Australia, extending to a biannual three-week Cairns to Broome ride.
We simply couldn’t believe what Compass had become yet expansion, driven by necessity, continued.
We purchased our 100th BMW in 2019 for our Australian bike rental
fleet and launched our latest major expedition, the 90-day Asian Overland from Singapore to Beijing. Our 80day Cape Town to Cairo expedition became so popular we ran two of them in 2019 and our 105-day Road of Bones Expedition was sold out.
All this amounted to nothing some weeks ago when the world we knew came crashing to a halt as Covid-19 took hold and forced governments around the world to implement restrictions unseen since the Spanish Flu over 100 years ago.
Our decision to refund cancelled bookings, in full, brought Compass Expeditions to the very edge of financial viability. Other travel companies generally refused refunds, only offering credits for upcoming
Running a motorcycle tour company is a regular balancing act.
tours. Our decision to offer full refunds on tours that were cancelled was of course business foolishness, but we consider that our clients are of paramount importance to our business.
“OUR PATAGONIA EXPLORER RIDE WAS INCLUDED IN NATIONAL GEOGRAPHIC’S TOP 50 TOURS OF A LIFETIME”
We like to think we have always put our client’s best interests first, often to the detriment of our business. It was and remains our view that if Compass Expeditions closed its doors, at least we could hold our heads high
and be proud of who we are and what we stood for.
An outpouring of support, future bookings, encouragement from clients and industry mates with some wanting to donate money to Compass has only steeled our determination to continue. We want the opportunity to repay those who inspired us to go on and to those who offered to do all they could to support our company, while dealing with their own Covid-19 issues.
To be honest, there cannot be much in life more exciting than touring some of the extraordinary destinations we visit on motorcycles. It has been a rare pleasure to get to know and become friends with B&B owners in Kyrgyzstan, bike rental agencies in Mongolia, gardeners in the Victoria
Hotel in Africa, members of the Night Wolves in Russia. The list of relationships and friendships we have developed is endless and the experiences undertaken have made this life so rich. Are we giving up? “No bloody way!”
The city lights of Melbourne fill my mirrors as I drive into the darkness of the Hume Highway. A stunning full moon rises above the landscape, so big it looks as if someone is playing 2-up in outer space. It’s good to be back behind the wheel, but not for too long. Compass will continue, we have an amazing Compass family that has bought a tear to my eye on more than one occasion during this crisis. But for now, my calling is to keep feeding the nation. One fry at a time. D
Location check in South Africa.
Ready for (not) the road AN OUTFIT FOR THE OUTBACK
IPICKED UP THIS MONTH’S copy of Aus Mototorcyclist with a vague thought in the back of my mind that it might be an opportune time to do a bit of an update on a very long running project, Charlie’s Outback Tourer.
Much to my surprise on browsing through the mag: c’est moi. That slender looking chap of distant memory. One of the benefits of touring with the Bear is that he had the camera, he took the pics, and so I’m in some of them.
Even better, The Bear has outsmarted me, and already come up with the idea of creating a present-day long distance bike, so I might as well fit in with his plans. Like him, I reckon we did pretty well with our well thought out XL 250s. Admittedly they were designed with Asia in mind, and the Bear did lament that focus when travelling in North America. But now he is going to update the idea. Well, so am I. Mine is a rather more specialised requirement: remote outback touring.
To backtrack a bit, after the round the world trip, I landed a job at the Fowlers Gap Research Station, 110km N of Broken Hill on the Silver City Highway, then a pretty rough dirt road. My only vehicle was the aforementioned XL. I flogged it
up and down the SCH for a few months, and even went on a few trail rides with the Silver City MCC, but it was a tad tired, having clocked up somewhere in the vicinity of 150,000km.
Then a local bike shop got in one of the brand new BMW R 80 G/S bikes. In fact, it was that very bike that was used for most of the outback publicity shots in their advertising campaign. I was intrigued. I went to Sydney for a meeting, where Bear was editing another bike mag at the time. They had a G/S on loan for evaluation, and I wrangled a test ride. I took it for a two up ride (ah, where are you now sweet Sue) on some dirt roads N of Sydney, and I was enamoured. Of the bike too. Back in The Hill I did my best Asian-style bargaining with Heppy at the bike shop, and emerged the proud owner of one of the first G/Ss in the country.
damn near ‘over’ on a few occasions, including a couple of excursions into the bush. The steering geometry under brakes was diabolical.
I sold the solo bike, but still think of the outfit as the same bike. It has the same tank, seat, fairing, stainless steel exhaust system (from Barry Bligh in Warrnambool) and so on. A bit like Paddy’s axe. After some time and much thought, I headed for Melbourne, and transformed the outfit with leading link front suspension from Bob Martin Engineering. They set it up so that the unit could be adjusted for solo riding, delivering the same steering geometry as the original telescopic forks. They even threw in twin cast iron discs.
depending on the load on the bike, chair, road conditions etc. Merci M. Le Frog. It is so good I also put one on the chair. The units on the leading links are Ikons. All of which adds up to excellent long travel, heavy duty, outback suspension.
“A SOLO TRIP UP THE TANAMI TRACK ALERTED ME TO THE DRAWBACKS OF BIKE TOURING IN REALLY REMOTE AREAS.”
On the trip home up the Oodnadatta track I had to brake hard for a washed-out rocky gutter and split the front wheel tube. I pinched the spare tube putting it in, and having used all my patches, did the classic stuffing of the wheel with newspaper and spinifex, and puttered the 40 km to the Pink Roadhouse at Oodnadatta where I got a tyre and tube to get me home. Problem. State of the art suspension, twin front discs, and a pissy 3.00 x 21 front tyre. I don’t recall how I came to have a spare 18” rim, but I sent it off to those folks in Brissy, and they laced it onto the front hub.
It was brilliant, the perfect bike for a 110km dash down the dirt road to the Hill to spend the weekend with my girlfriend (53 minutes was my best time) And I rode it on trailrides with the SCMCC for several years. Many touring trips ensued: Tassie, Birdsville, Innamincka, and an occasional bitumen blast to Sydney and back. A solo trip up the Tanami track alerted me to the drawbacks of bike touring in really remote areas. Specifically the ability or lack thereof to carry enough fuel and water, along with the other essentials. Then, ‘voila’, I saw an article about a bloke called John Carnsew in Adelaide who had made a sidecar for his G/S, designed for ‘bush bashing’, and with an 18” sidecar wheel drive. “Bloody beauty”, I thought, I’ll get him to make me one. But he couldn’t for various reasons, and time went by. Then I heard via the Bear that Carnsew wanted to sell his. I flew to Cairns, where he’d since moved, and bought it. By this time I was living in Alice Springs (and still am) so I rode it back to Alice via the Sandover Highway. Yes, you guessed it, a bloody rough track from the Isa to the Alice. Lots of sand, and
I tidied up the hydraulics, rewelded some of the linkages, redid the electrics, and replaced the lights with LEDs. I refitted the luggage rack on the back, one of the first bits to fail on the Sandover. Halleluja for fencing wire. The instruments have been replaced by an electronic unit with speedo, tacho neutral, high beam, and indicator lights as well as a clock. This also required a complete redesign of the nacelle. During its life the bike has had two encounters with emus. Thank goodness for that bloke who fixed BW instruments, the name Denis Quinlan pops into my head. But he has long retired, so the last time I had to rely on my own ingenuity. I reckon it’s not too bad. It is tucked into a half fairing, the brand of which I have long forgotten.
The paint job is definitely ‘homemade’. Hammer tone finish in grey. Covers a lot of sins, but given the purpose of the machine I reckon it’s appropriate.
John did say the chair had been put together from bits and pieces ‘lying around in the backyard’, and I believe him. However, one of those bits was a hydraulic unit for the landing gear of a light plane. I kid you not.
With a 4.00 x 18 tyre the effective wheel circumference is the same as the 21 inch rim. No upset to the geometry. And a hell of a lot more effective rubber on the road (and in the dirt) under brakes. Also now three 18” wheels. So a couple of spare tubes for any remote puncture problems. Even an 18 inch tyre if you are really paranoid.
I’ve replaced the standard shock with a Fournales adjustable unit,
Outfits are asymmetrical. They compensate by having the bike lean out. This is usually adjusted by a turnbuckle arrangement on the bike/sidecar linkage. Carnsew came up with a novel alternative. With the aforesaid hydraulic unit he made the chair wheel suspensionmount adjustable by means of the hydraulic hand pump unit mounted between bike and chair. Depending on the load in the chair, the camber of the road, and even the strength of the crosswind, the tilt of the bike is easily adjusted, even on the move. The result is neutral steering all the time, and relaxed touring.
Oh yes, and the chair wheel drive.
Something that had fascinated Carnsew for a long time. There is another earlier Carnsew outfit in the Alice, based on an XT 500 Yam, also with chair wheel drive. But when John saw the single side swing arm on the G/S it was a dream come true. Just bolt a shaft onto the hub, and across to the chair wheel, and Robert’s your mother’s brother.
Except that without a diff, the unit tends to go straight ahead. All the time, no matter where you want to go. Not good. Carnsew fitted a free-wheeling hub on the chair, so the 2WD is only engaged in off road situations, mud and / or sand, or steep tricky stuff. And then if you want to go around corners, you literally have to throw it around, spinning the inside wheel. Lots of fun.
now of Stuarts Well Camel Farm, keeps the gear secure in the chair.
A small swag straps on easily. Extra fuel on the rack. Water in soft panniers on the bike. Enough of everything to be safe and comfortable on really remote outback trips. And if you need the 2WD to get into those special bits, like Palm Valley in Central Aus, you’ve got it. It also fits the Bear’s criteria of not too much of that fancy electronic stuff. It is actually the kind of machine you can work on right there on the side of the road.
A pity it’s 40 years old, but that may well be evidence of its suitability.
The chair is very light, and for general running around I have a 20 litre drum of water on the rack to help keep it on the ground. It’s still easy to lift on LH corners, and to run on down the road with the chair wheel in the air for as long as you like.
A tonneau cover hand-made by the inimitable John Herlaar,
Incidentally, I will suggest to the Bear that his ‘rtw’ tourer should be a single for all the reasons we accepted when we chose the XLs. Also I suggest a Honda. I recall getting bits for the bikes in as diverse places as Malaysia and Iran. I doubt BM has such a wide reach. I guess the main problem would be finding a Honda single with road orientation and a robust enough frame. From my brief online search it appears that they don’t exist anymore.
Carnsew had labelled it the “Bush Basher” when I bought it. It fitted
his concept of a fun machine. Now that it’s the same basic outfit but set up in different way for a very different purpose, I think it qualifies as “Charlie’s Outback Tourer”.
Unfortunately, my metal knee and advancing years make the likelihood of more outback bike touring remote. When my partner and I tour these days it is in our diesel Subaru. The outfit gets used for runs to the bottle shop. The grandkids love going for a ride in the chair, but it is not often they have the chance. The outfit really just comes in to its own for outback touring.
Many decades ago I heard a story, probably in the Geargrinders Arms, about a character called “Gunna Cahill” who was ‘gunna’ do the Canning Stock Route. It was suggested that he would need an outfit. If comrade Cahill is still in an above ground situation, or anyone else sees a need for a unique (I use the word literally) Outback Tourer I would consider an offer. It also comes with the NT rego plate R80G-S, and all the original bits, forks, 21” rim etc. Offers by way of the Bear at thebear@ausmotorcyclist.com.au. D
provided engine and transmission, the R 50 donated the frame and running gear) turned out to be useful but never really ideal; for a start the Ural sidecar was too heavy. I didn’t build the perfect outfit until I matched a Yamaha Bolt to a replica Steib chair. Still, the Beemer outfit covered a lot of miles and was a lot of fun. I don’t seem to be able to find any photos, so you’ll have to settle for one of the Bolt.
RALPH - KTM SUPERDUKE / BMW R 1200 GS Split Decision
IU S E D & A B U S E D
’VE BEEN VERY IMPRESSED with the range, quality and fit of TCX Boots. I’ve got almost a full suite –motocross, adventure, touring and now sports. The only style I don’t have is a pair of casual boots, but this time round it is a pair of the fabulous TCX RT-Race, a combo of sport and a full-on race boot with a fixed inner bootie.
thickness and a lightweight, mono compound rubber sole. Whew.
Sizing runs one size larger than normal, which I’ve found to be the case across the entire TCX range. For example, I normally take a size 49, but a 48 in the TCX range.
TCX
I owned both in the late 2000s and these bikes meant different things for
RT-RACE BOOTS
You bootie!
WORDS STUART
me and my riding. Both bikes I bought without test riding, and placed an order prior to their arriving in Australia. It’s proof that marketing hype works! Both represented freedom in every sense -performance or travel, wheelstanding or chugging through the countryside. Both were instrumental in consolidating their brands in their respective markets.
Features of the RT-Race include: a durable, lightweight microfibre upper, over-injected front and side panel to allow an easy step-in and a precise fit around the foot/leg, padded rear flex area for a better comfort, abrasion-resistant microfibre heat guard, FFC Fasten Fit Control lacing system (inner bootie), soft microfiber gaiter for a perfect fit around the calf, Air Tech breathable lining soft touch mesh combined with double density foam for superior comfort around the ankle, DFC Double Flex Control System, polyurethane shin plate with iron mesh air intakes and micro injections, polyurethane shift pad integrated in the sole, ergonomically designed polyurethane heel counter, replaceable abrasionresistant polyurethane toe slider, replaceable magnesium and polyurethane heel sliders, outside elastic zipper and Velcro brand tab closure, microadjustable aluminium buckle and polyurethane-toothed band to allow perfect fastening of the shin plate around the calf, replaceable anatomic insole, reinforced midsole with differentiated
Fitment of the RT-Race was tight the first few times I wore them, but as is the case with a lot of gear, so long as the basic fit is correct then the boot/glove or whatever will mould to you and become your ‘go-to’ gear. To get the RT-Race totally comfortable took around six rides.
I like the inner bootie system; it is another take on the removable bootie of some other brands but I like that the RT-Race doesn’t have the inner bootie pulling out when you take the boot back off. The lacing system gives you that bit extra ‘personality’ to get the boot just right for you.
As you can gather from the info above and looking at the pics this boot has a lot of protection. I don’t plan of finding out but having crashed in similar heavily protected boots I can say that they give you the best chance of coming away relatively injury free – a great feature to have!
e 2010s
The RT-Race is okay to walk around in, but if you do a lot of touring/sight-seeing then this might not be the boot for you. For all other riding it is one of the best you can get.
STUART – BMW R 1200 GS Water-Cooled Magic
Check out the TCX RT-Race and the rest of the TCX range at your local bike shop or tcxboots.com.au . D
Let it be known, BMW have pretty much always held amazing new bike launches and the introduction of the
A WORLD OF KNOWLEDGE The ‘Teschipedia’
WORDS THE BEAR / BERND TESCH
Mount Ararat is there just over his right hand on one of Bernd and Patricia’s trips.
OKAY, THERE IS LITTLE joy about in this time of the virus, so allow me to cheer you up. I’d like to introduce you to Bernd Tesch. He was born in 1941 in Prenzlau, Germany – coincidentally in the same town in Mark Brandenburg (north of Berlin) where my Mother was born. Not that that has anything to do with this story.
Bernd was fascinated by motorcycle travel from his early years, and has not only done round-the-world trips himself and with his wife Patricia, but has also collected an unequalled library of travel books in all sorts of languages – mostly motorcycle-related, but also car and bicycle based. He has now made information about those books available online in what he calls www.teschipedia.de.
I’ll let him tell you about it in his own words in this note he just sent out. Bernd still struggles with English which, I agree, can be a difficult language for German-speakers. Everything considered, he does pretty well.
“Dear travel journalist worldwide, from Bernd Tesch, 2020.04.18
How do you feel personally in this hard CORONA-TIME? I really hope GOOD! The virus has shown us again that we are ONLY a very small part of nature before we ALL go back to the elementary particles - soon in some universe seconds... Travel is the best school in life. Like wikipedia.de, www.teschipedia.de serves to preserve knowledge for the general public. No sale. No advertising! It would be VERY nice if you as a travel-journalist could publish the following!
Two-Wheel-Travels in future are better to plan now.
www.teschipedia.de
Over 12,000 TRAVEL-book titles. 3333 of them for planning two-wheeled trips. Of these, 1111 bicycle travel books are 1870-today and 2222 Motorcycle travel books 1911-today. (This is NOT tuned. That just happened now!)
In my view, as the manufacturer and distributor of aluminium cases “Tesch-Travel-Taschen (panniers)” for motorcycles, trips near and especially far beyond Germany’s borders are likely to be stopped or reduced for many-many-months for the time being. My proof is that my sales dropped down to just 5% of normal sales in the past three months. I therefore used the bad-too quiet-time positively! The travel planning of people willing to travel can improve. For this I now have in the world’s largest database for two-wheel travel books.
In this highly intelligent database, each book is identified with 20 columns. You can also sort every column online! The sentence “Enter new book” is also above each database. So everyone can post a new book.
In planning practice, you can search for every word in the database in the search field, e.g. Search continent, country, book author and title. If you have found a book worth reading for your travel planning, copy the book data.Then use the search engine google, which will suggest different book providers. Nowadays “almost” all books are available, sometimes also as reprints!
I hope that two-wheeled travel between heaven and earth gives us soon the usual joy again.
Bernd is as hard to resist by email as he is in person, which is why I’ve reproduced his note. His self-description is “Globetrotter. Author. Publisher. Journalist. SurvivalTrainer. Reise-Berater und MotorradReise-Ausrüster. Hersteller von Alukoffern. Motorrad-Reise-Experte. Dipl.-Ing. TH / University.”
So, the basic idea is that you use the database to find books about the places and types of travel that interest you, and you then look for them on the web. Bernd does not charge for anything; well, except the aluminium motorcycle panniers he sells. Find out more at www.berndtesch.de. He is extremely helpful in other ways – and he’s always looking for more information about travel books. I’m just about to update him myself, about the fact that my Australian Motorcycle Atlas has been through six editions, not just one. D
THE TOUR THAT KEEPS ON GIVING Touring paradise
WORDS/PHOTOS ALAN EMERY (STOURBRIDGE – UK) / PARADISE MOTORCYCLE TOURS
THAT’S WHAT WE christened it. We being a motley crew of Brits and Yanks brought together on a Paradise Motorcycle Tour in January 2020. The tour covered the North and the South Islands of New Zealand.chosen for the 16 day option, whereas others on the tour were doing either the 21 or 18 day option. So, they had explored some of the North Island already when we got there. We met up with the full tour group at the hotel in Rotorua.
The Paradise crew, Wayne, Martin and Sue, made us really welcome as did the tour participants. Susan became Sue3 as there were already two Sue’s on tour. We were introduced to Bruce the Kiwi too, the cuddly toy who was the tour mascot. The whole group bonded really well, with the couples and singles mixing, chatting, helping each other all the way with some great banter. So, to the riding experience…
READER’S TRAVEL
I thought I was pretty well prepared, having read a lot about biking in NZ, having spoken to previous participants at bike shows and watched travel programs. However, the reality was just something else. Awesome is an overworked word but that’s just what it was. There was everything – twisties, fast bits, sweeping bends, steep ascents and descents – just about everything to entertain and test a rider (including newly top dressed gravel sections!).
The scenery offered everything possible too. Mountains, coast, rainforest, rolling countryside and the occasional town with a welcoming cup of coffee and cake.
This is how we gave it the name “The Tour That Keeps On Giving.”
Every day seemed to get better and better, always great riding plus amazing sights, visits and scenery. My personal favourite was the day we rode from Hanmer Springs to Punakaiki, over the Southern Alps through the Lewis Pass, sweeping bends through the Victoria Forest Park and then out to the coast and the strange rock formations at Punakaiki. Mountains, forest and coast - all in a day!
The pace of the tour was spot on as well. The mix of long and short days plus the occasional rest day meant that
READER’S TRAVEL
it never felt like an arduous slog. The early(ish) starts meant that you arrived at the next stopover with time to look around, chill out or do your own thing. The pillions, in particular, appreciated the regular comfort/coffee cake stops en route! The riding speeds I found were quick but not too quick and it was emphasised by the Paradise Team that everyone should ride their own ride with “nobody left behind.” And that’s how it was.
The bikes themselves were well prepared and kitted out. Susan and I were on an 800GT. I was perhaps over cautious picking that one. I normally ride a Triumph Tiger Sport 1050 but as we hadn’t done much two up riding in the past few years, I played safe rather than going for a bigger bike. In the main it was fine on the 800, just a bit of a struggle on the mountain sections. There were no major mishaps, thankfully, with the group, just one puncture on the last day.
All-in-all it was a fantastic experience, far exceeding expectations. The group worked well together, the Paradise crew was great and the New Zealanders everywhere were so warm and friendly. The accommodation throughout was excellent and even the weather “gods” smiled on us! The “main event” though, the riding, was sublime.
The postscript though is that the tour carries on giving. During the (UK) lockdown a video (photo book) of the tour has been produced to entertain and remind the participants of the good times. Also, the UK participants are planning to meet up in October in the Yorkshire Dales for a few days of biking fun. Not sure how we will get on without a guide and backup minibus but we will have Bruce our cuddly Kiwi to look after us. D
First Class
Paradise Motorcycle Tours is a BMW Motorrad partner, which means they are trained by BMW Motorrad how to conduct a first class tour and know the BMW motorcycles inside and out. Being a partner of BMW Motorrad means that they provide the latest and
greatest BMW motorcycles for you to enjoy some of the best roads and sights in the world. Get in touch at www. paradisemotorcycletours.co.nz and remember the Australian Motorcyclist ‘Rider’s Tour’ with Paradise next year! It’s definitely one not to be missed. – SW
LUBRICATING CABLES
Nothing like a bit of lube
WORDS STUART
NOW THAT WE’RE ALLOWED back out for a ride and, as you read this, even some travel away, there’s one particular piece of motorcycle maintenance to remember. It often gets overlooked – cable lubrication. Lubricating the control cables on your motorcycle is something you should do yearly or whenever the throttle/clutch starts to stick. Consider the consequences of your throttle or clutch cable locking up or breaking! If you’ve had it happen, it’s a right pain in the backside. Thankfully, it’s easy to do and if it’s your first time, there isn’t all that much to it.
Best way to lubricate the cables is by grabbing a Cable Luber, but if you don’t fancy doing that, you can do it the messier way with some rags to mop up the mess.
I’ll be starting with the clutch since it’s easier. Mark the position of the lever as most of the time you have to loosen it to remove it. That way you can quickly return it to the exact same position later. To remove the cable from the lever, turn it upside down and rotate the cable out through the little slit. To remove the cable from the bracket you’ll have to align the shiny silver clutch cable adjuster nut. Attach your cable luber and before you attach your lubricant, (I recommend WD-40), if your
bike has a particularly dirty or sticky cable, or it’s been forever since it was last lubed, consider using an air compressor first – if you’ve got one. If not, lubricate more. With a blower attachment you can blow any crap, dirt or water out from the inside of the cable sheath. Just put the tip against the cable luber’s inlet and blow until you’re satisfied.
To lube the cable, use the thin little red tube to “inject” it through the tool’s inlet. Do it in bursts; the lube needs time to move through the cable’s sheath. Once clear fluid is dripping from the other side of the clutch cable (put a rag underneath) you’ll know you’re done. I recommend leaving the rag under the cable at the engine end overnight. You might even find more comes out over a couple of rides, but that’s fine, take a rag or some paper towels to mop up the mess.
Finally, take the cable luber off, reattach the cable, bolt the lever back to the handlebar, readjust the cable and away you go. For the throttle cables it is a little more involved. You’ll need to remove the two bolts on the back of the throttle cable housing and slip both sides out of the way.
Take a good look at the cable routing as it can be a pain to get it right when putting it back together if you forget! Or just take a photo. There will be one cable with a thin metal tube. Lube that one just like you did the clutch cable. One to go and you might find the cable luber won’t work, but just go the old school way - cut off a corner from a ziplock bag and grab a rubber band. Pull the ziplock bag inside out and slide it over the cable, including the elbow. Attach the rubber band tightly around it. Reverse the zip lock bag over the rubber band and elbow. Now you can spray lubricant into the bag and wait for gravity to do the job for you. Keep the bag high up and move the cable back and forth so the lube moves through it quicker. Once you’re done, remove the bag and reassemble the throttle housing – remembering which way the cables run!
Time to go for a spin around the block and remember to put that rag under the end of the clutch cable and the end of the throttle cables if you can get a rag in there. Just remember to take them out before you ride again, okay? D
Hey! I wanted to eat my lunch there!
“TIME SPENT IN RECONNAISSANCE IS RARELY WASTED”
GLADYS H, SCOTLAND, 1980
HERE’S ANOTHER OF our articles to get you ready for the road, once it’s open again. The Bear says that this is the best preparation for overseas medical trouble he’s ever seen.
We humans are wired for pleasure and joy. This article is neither. So, if you are reading this, and don’t recognise that sometimes it’s necessary to dwell on more serious matters, then think again. Hard.
Many of us riders go Adventure Touring – going to destinations across our land or across the world. It’s great when everything goes well. But what about when it all goes wrong?
This article hopefully points out some lessons learned from our recent experience of dealing with the unpleasant circumstance of an injury (my wife Yvonne’s severely broken leg) while riding in the remote location of Tajikistan.
But first to the above quote. I had the privilege back in 1980 of knowing a wonderful lady, Gladys H. She was a smoking, whisky-drinking retired high school mathematics teacher. She was also one of the unique team of code breakers at Bletchley Park during WWII, attempting to crack the German Enigma code.
If you saw The Imitation Game back in 2014, starring Benedict Cumberbatch as the eccentric Professor Alan Turing,
you would have seen the room full of code breakers - men and women, mathematicians and cross-worders, trying to decipher the code. Gladys was one of those people. And by the way, Alan Turing was certainly eccentric. Gladys said it was common for him, when finished his cup of morning tea, to throw the cup and saucer into the garden! A true genius!
Think of adventure touring as adventurous riding. This carries risk. The more adventurous, the greater the risk. “Adventure” doesn’t necessarily mean dangerous. It means there are more elements that need to go right for a successful tour. There are two ways we can deal with this: 1) jump right in and hope for the best; or 2) consider the potential risks and mitigate or reduce their likelihood and/or impact.
The more remote the riding, the more we need to be self-reliant. Even if we are travelling as part of an organised tour, we still need to be well prepared.
An essential part of your preparation is travel insurance. Our recent experience in Tajikistan confirmed that it’s a must! Especially if your next riding adventure is an overseas motorcycle tour.
Travel insurers compete mostly on premium cost. Most offer adventure activity add-ons. They usually cover motorcycling too, with specific conditions.
READER’S TRAVEL
BEFORE YOU GO
A. Short list three or four insurers that offer motorcycle riding cover
B. Check the Conditions of Cover 1. Go to their PDS (product disclosure statements) and find the section on motorcycle cover
2. Check if there is an engine capacity limit, e.g., 50cc, 250cc.
3. Check for this statement (or similar): “the motorcycle being ridden must have an engine capacity no larger than that owned and operated by the rider in Australia”. Continue with this insurer only if you meet this criterion.
4. If you meet condition 3 above, then before you depart, make sure you have proof of this saved electronically so you can produce it quickly and easily if need be. We consumed (wasted) a full day in Tajikistan trying to provide evidence to our insurer, Covermore, that we met this condition. We did it by accessing our Service NSW account and copying/ pasting Yvonne’s bike registration into an email. Much easier if you extract this information before you depart and store it in DropBox, OneDrive, etc, or email it to yourself.
5. Check for this statement (or similar): “you have held a full motorcycle licence for a period of five years or more”. We wasted another full day in Tajikistan trying to provide evidence that we met this condition. And guess what? You cannot prove you have had a full motorcycle licence for more than five years unless your current licence was issued five or more years prior to your accident date. Go on, try it! Covermore told us we could do this, by accessing our Service NSW account and going to the Driving Record section. This section shows your driving record in terms of licence demerit points status. It has nothing to do with driving licence history. So how do you satisfy this condition when you are 15,000
kms away? Our recommendation is to take an image (front and back) of your old, expired licence and again, store it in DropBox, OneDrive, etc, or email it to yourself.
6. Check if the insurer requires you to hold a valid International Driver’s Licence. Do not assume you don’t need an international licence just because the country you are travelling to says your Aussie licence is sufficient. Not having this licence when it is a condition of your insurance, could void your cover in the event of a claim.
7. Check other insurance essentials too, in particular –
a. Medical evacuation: Unlimited or a dollar limit? If the latter, does it look enough (think minimum $20K)? And does it cover evacuation of you alive as well as dead in a box?
b. Medical and non-medical escort cover. For our trip home from Tajikistan, I was classed as a non-medical escort so I could assist Yvonne on her journey home. This meant I flew home business class too.
c. Medical and Hospitalisation costs overseas: Most/all insurers cover this. However, some cheaper policies have dollar limits. Look closely and decide what’s appropriate for you. We always opt for unlimited cover and are happy to pay any extra premium for it. This gives peace of mind should we be in a situation where we have to seek urgent long or complex medical and hospital services while overseas. In other words, we are covered if we are badly injured or sick, and need medical attention sooner than later.
WHEN OVERSEAS
There’s a fundamental question to answer first: If you require serious medical attention you will have to decide if you want to be treated while overseas (assuming your circumstances allow you the choice), or back here in Oz. If the latter, the insurer will/should tell you that their liability and care for you stops when the plane lands. Once on the ground back here, you use the public health system, or your private health cover to get well, not the insurer’s.
Who pays what: You have two insurance claim options if an accident or illness occurs that requires medical attention: Pay for everything up front and claim back later; or, as we did, seek to get the insurer to accept liability for the claim at the time. For us, this meant paying for some of the costs as we went (and claiming back later), and let the insurer cover and arrange the expensive part –the journey home.
A. Contact (phone) the insurer as soon as possible after the accident occurs. If you are part of a tour, the tour operator will/should assist with arranging medical assistance and will get the ball rolling.
Tip: make sure you have a sim card
that actually works in the country you are in. The insurer will ask various questions. The obvious one being “what’s your policy number?” Solution: Carry a copy of the travel policy summary page with your passport. The details are then at your fingertips.
B. You may have to pay for medical assistance as you go. It depends on the country. You can claim this back later under your policy … if you have a receipt or other proof of payment.
In Yvonne’s case, first aid was a village hospital at the foot of the mountain where the accident occurred.
We paid cash ($US) for the pain killer medication and for a gratuity to the doctor and his two aids. Nothing to be able to claim back on, but we don’t regret a cent of it.
C. Medical treatment and/or Hospitalisation:
a. The medical provider will invoice you for costs.
b. If not supplied, ask the doctor/hospital to issue you with a Medical Report that identifies the issue, what has been done, and what needs to be done, e.g., to be flown back to Australia ASAP.
c. For a. and b, get these in English if you can. We lost two days waiting for the insurer to interpret the hospital medical report on Yvonne’s leg. The report was in Russian. The insurer said they would have the report translated within 24 hours.
Didn’t happen. In our case, we searched out an English-speaking medical practice and had Yvonne’s leg examined a second time so that an English language medical report could be provided. We did this quicker than it took the insurer to translate the original report!
D. Fit to Fly Certificate: Ever heard of this? We didn’t until the English language doctor told us she would provide one along with the medical report. Important? Hell yeah! This document advises the airline a. That the patient is fit to fly (back to Australia).
b. The conditions the patient requires for the flight. For Yvonne, it was to be in a reclined position with leg elevated, and to be located near toilet facilities.
e. If a medical or non-medical escort is required. For Yvonne it was a non-medical escort … me.
d. This is a serious document. It was the second thing the airline check-in clerk asked for after our passports. Without it, the airline can refuse to carry the patient.
E. Invoices and Receipts: Request these for every relevant expense so you can claim back.
F. Liaising with the Insurer: This will be by phone and email. Take notes. Be courteous but assertive (persistent). Being demanding or ‘pushy’ will only make the objective of getting home as quickly as possible all the more
frustrating. It’s just not worth it, even though the insurer may seem to be dragging its heels on processing your claim. Look at it from the insurer’s point of view – it will accept the claim once claim criteria are satisfied, and not before. So the more you can assist with that process, the quicker things can happen. In our case, things moved very quickly once the claim was accepted.
BACK HOME
Okay, time to complete the claim form. You can do it online or old school via hard copy and mail it (we went old school on this occasion). We have learned over the years that you generally obtain a better result if you make life as easy as possible for the claim processor. This means completing the claim form as accurately (yet concisely) as possible. And providing clear evidence for the claims being made. There’s no point claiming for stuff you cannot substantiate. It’s a waste of time. You won’t succeed. There was a section in the claim form that could be completed by the travel agent if one was used. We booked flights, accommodation etc through Flight Centre. Our agent was extremely helpful and made the claim process easier. Finally, we made sure we attached evidence where required and referenced it carefully so the processor could flick from the claim form to the evidential material easily.
Result: We were reimbursed 100% of what we claimed.
In summary, make the effort and invest the time in organising the best travel insurance cover for your circumstances. Not the cheapest. For us, “time spent in reconnaissance” was clearly not wasted. D
Lunch time!
ADVENTURE FURTHER: Part 4
Planning for and dealing with longer trips
WORDS RICHARD MILLINGTON PICS MOTORRAD TOURS
SPENDING A COUPLE OF weeks away riding bikes is pretty special, and returning to work afterwards hits like a humourless bouncer. If you’re lucky enough to be able to take off on a proper overland adventure, spending one month or more on the road, now that’s a whole different ballgame. Sell it all, run away. How many of us have quietly run that algorithm in our heads at some point. Be it a particularly mind-numbing day at the office, one of those where the normal passage of time is slowed to the speed of continental drift, or another stack of bills hitting the mat, just as the porch collapses and the family wagon throws a rod. Sell everything, hit the road and don’t look back. That’ll fix everything right? Most of the time, a good weekend blast up into the hills exorcises even the most stressful of life’s demons. But sometimes life calls for a longer soiree, be that to explore another continent, kickstart your retirement or blow a redundancy payout before it gets wasted on things like kitchens and extensions. Here’s our guide to disappearing off on a life-changing voyage.
on your face, but is unlikely to have a major impact on your outlook on life. Packing your bike into a shipping container and riding on a different continent, surrounded by different cultures and different people for weeks at a time, that really has an impact. When you’re away for longer you aren’t trying to cram every second with riding time, leaving you more relaxed to experience the places you are travelling through. Travelling on other continents ensures you’ll come across the unexpected, pushes you outside your comfort zone and makes you see things from other people’s perspectives.
What’s stopping you?
Adventure... rther
The guys at Motorrad Tours know a thing or two when it comes to travelling on a motorcycle. In this series, they share that knowledge and experience to help you get the most from your next trip.
What turns a riding holiday into an expedition?
A riding trip for three weeks or so is exactly that; a holiday, a trip –fantastic fun, but not long enough for to truly settle in to life on the road or, indeed, to miss life at home. Trips of four weeks or more start to move into the realms of an expedition, an overland journey that brings you back a changed human. But length of trip alone is not enough – leaving Sydney to spend a month riding around the Victoria High Country will put a hell of a smile
A big trip takes commitment and there are always good reasons not to go. So think about what’s stopping you, why wouldn’t you go? Immersing yourself in foreign cultures, experiencing incredible roads and travelling to new places on your bike – if those things matter to you, really matter, then acknowledge all the sensible reasons not to go and go anyway. Before you trash your desk, smash your keyboard and flip off your boss, you might not need to quit work to head off on a big adventure. Taking six months out to go travelling is a big deal, but four to six weeks is more achievable and can often be done on extended leave, without the need to pack in the job. If you’re thinking about a big adventure, don’t make the mistake of waiting until everything is right. If you’re hanging on for elderly parents to pass, kids to grow up, finances to be stable, that promotion at work, until you’ve lost weight, quit smoking – you’ll never go. There is no right time to logically, reasonably say “Right, I’m off to ride my bike for six weeks on the other side of the world”, so don’t wait. Make the decision to go and then figure all the other stuff out. If you can’t/won’t make those sacrifices, stop kidding yourself and then focus on shorter trips and
enjoying your bike closer to home. Often, how long your trip can be is dictated by other factors – time off work is one obvious one, but finances are often the biggest limit. Within these constraints, work from a list of what you want to do, where you want to go to start the framework of the trip. Add on destinations you know you want to include and roads you want to ride. Then start researching – look for places other people recommend, other riders have travelled to and note those down. Simply searching for ‘Ten best things to do in…” can throw up some great suggestions and help build on your own ideas. Once you’ve got a nice library of spots to see and ride, plot them on a map and work out a route that ties them all together. Bear in mind that a big trip isn’t necessarily all about the route or where you’re going – you could spend years on the road just in one region, or buzz through on a whistle-stop tour of a continent – your time and your finances will have a large say on what works best for you.
What about money?
If you let them be, finances can talk you out of dream trips like this again and again. Get over it. Set a realistic budget and be aware that you will go over it. Sure, you might not be able to afford six months away in pristine 4-star hotels, but if you’re serious about taking the trip in the first place, then you should be prepared to mix it up a bit, accept a few cheaper hotels and actually make the trip happen.
Finance will define quite a lot about your trip – for a start, if you haven’t got any money at all, then you’re not going anywhere. The big, ongoing cost is always going to be accommodation. Food you’d be eating at home anyway although depending on where you are in the world, eating out every meal soon adds up. If you plan to camp, then travel can be very affordable –just the running costs of the bike to add to normal life expenses. Be aware that camping isn’t always feasible for various reasons; some of those reasons have sharp teeth, others have light fingers and sharp knives. Where you are in the world has a huge effect on what you can expect accommodation to coast – in Alaska motels can be expensive and far apart, while in Asia homestays are cheap and can be very nice places to stay. Set a budget at the start and use that to set your duration and accommodation possibilities.
What’s the best way to use the budget?
Take off initial upfront costs, like shipping your bike, flights and so on, then divide the rest out over a day rate so for a four-week trip, with a budget of six thousand dollars it works out at a little over 200 dollars per day. Planning the big numbers gets daunting and doesn’t work, stick to working out what you can live on per day.
There are some days when you’ll over spend and some days you’ll be under – keep the budget in mind and it will balance out. When it comes to
things that will be with you for the duration of the trip; don’t skimp. If you’re travelling around the world for a year; don’t take a cheap junk bike and a second-hand tent – wait/ save for another six months and reap the rewards every night, every time you turn the key. Things that will be with you for the whole trip matter – one night in a cheap hotel isn’t a problem, every day in crap kit or not on a good bike will grind you down. Buy it once, buy it right.
Where to?
If you are hankering for a big, epic voyage where are you going to go?
This is always going to be very personal; it has to be somewhere that excites you. Often you’ll have something that inspired you to want to take the trip in the first place. It might be a stunning image you’ve seen of bikes riding across the Namibian desert, or stories you’ve heard of riding across the Patagonian Steppe. If you’re not set on a particular destination, then speak to people about trips they have taken. If they’d go back and ride the same place again, then you’re on to a winner. Box-tick destinations are great if that’s what matters to you, but be sure you’re not travelling days out of your way because you feel you ought to.
Riding a bike to Nordkapp in Norway is a perfect example – the riding to and from the Northern Cape consists of a day of trees, followed by a day of no trees. And then you have to ride back again. While the riding isn’t particularly inspiring, the destination – reaching the northernmost point in Europe is significant – if that’s what you set out to do, then go for it. If it’s riding and culture you want, don’t waste four days riding to and from a point on a map.
Group
politics
There’s a much-repeated adage in the touring world – anyone can hide their real character for a couple of weeks. For more than two weeks, make sure you all meet up before you leave. Usually around week three, people’s real characters come through and then by week four it’s all on the table. If your riding solo or with your one and only buddy no problem. If you are in a Group then size is critical here – a group of four, you have no choice if you don’t get on with one of the other three. Ideal group
size is about 10-15 people – you don’t want everyone behaving as one group the whole time or you will fall out; you need a break from each other. If you’re taking your partner on tours remember this rule - try and take your own and come back with them –it works out cheaper that way.
Life admin and the psychology of big trips
Who is Motorrad Tours?
Richard Millington is the director of Motorrad Tours, with years and literally millions of miles of route planning and tour delivery under his belt. From the Highlands of Scotland to the rice paddies of Vietnam, Richard works tirelessly to put together impeccable tours that keep people coming back time and time again. So if the above sounds like a lot of effort to you, or if you want to see the best a country has to offer the adventurous motorcyclist, give Motorrad Tours a call on +44 (0)1622 776686 or log onto their website www.motorrad-tours.com to see where they are headed to next.
One month away, isn’t really an issue – bills and such are easy enough to deal with. Three months is harder, six months to a year; re-entry is a big thing. Your experiences will have changed you; your views will have changed, you’ll come back a different person. But don’t forget that so will everyone’s back home – it’s easy to make it all about the traveller, but remember everyone back home will have had changes too. Before you go away, have a plan for if things go wrong while you’re away – what if a relative dies? What’s a come home trigger, what isn’t a come home trigger –it is impossible to
have that conversation dispassionately on the road unless you’ve had it pretrip. Doubts or second thoughts? You’ll always have them, it should make you nervous, just suck it up buttercup. If nobody is staying behind; think about property, bills, insurance renewals and all those monthly admin tasks. Where you can, put it all online – ten years ago this wasn’t really an option but now you can have very little in the way of letters dropping through the door. Redirect your post to a trusted friend back home - they can send important bits on email. Give a friend a key to check the boiler and make sure the house is ok. Technology has made travel so much more accessible and requires less sacrifices and complexity. The simpler option of course, is simply sell it all and run away...
It’s going to change you for better or worse. It’s going to change your life circumstances and how friends, family and new acquaintances view you. Just bloody get on with it. If you are sure it’s not for you, if you have limits in time – three weeks on an organised tour will give you the closest thing and the best experience within the time constraints. Planning a big trip away takes a huge amount of time and energy and to get it one hundred per cent spot on, you need to have pre-ridden/planned it. For that reason, when time is a constraint, don’t dismiss organised tours as a soft option – let the tour company do the legwork and avoid any wasted time on your journey. D
E N W I N T H E S H O P S
BE GUIDED
Aussies Guide to Roadtripping
America / Featuring the Legendary Sturgis Motorcycle Rally
by Linda Norman
BEFORE I WRITE
ANYTHING else about Linda’s book, I have to confess the cover set my teeth on edge. I think I’ve mentioned before that I am a bit of an enthusiast for the English language, and to find a grammatical error in the third word on the cover is disappointing. Not that I don’t make mistakes myself!
All right, with that out of the way I can tell you that I liked the book. It does concentrate a bit on the SW United States and focuses primarily on Sturgis, but since a lot of Australians go to the States to attend precisely that event, that seems okay. Much of the book consists of different routes to get to the Black Hills, and the rides are well mapped and pretty well described.
The background material is a little sketchy, which is unfortunate given that the book is intended as a guide, not just a ride report. One thing that could have done with more information is travel insurance. Forgive me while I go on about that, but I do think it’s vital. Make sure you have insurance that covers you in the US. But that’s not the only thing you need to check. Many insurers will not cover you if you’re riding a motorcycle, especially one over 125cc. And none will pay out if you’re not wearing a helmet or other required safety gear (in the US this means eye protection) or you don’t have an “appropriate license”.
This means that your home license must allow you to ride whatever bike
you’re on in the US. It may also mean you need an International Driving Permit (IDP), often called an International Driver’s License. This is a grey cardboard folder with your photo available from your local motoring organisation – NRMA, RACQ etc. The internet will tell you that “some US States may require an IDP”.
As it happens, only Georgia requires an IDP, as well as your original license. No, I don’t know why, and neither did the people at the Georgia Department
LINDA ALSO PROVIDES INFORMATION FOR INSURING YOUR BIKE, SHOULD YOU BRING YOUR OWN, AND FOR BUYING A BIKE IN THE US AND BRINGING IT HOME WITH YOU.
of Transportation whom I asked. I ventured that perhaps they might have police officers who did not read English, but that suggestion was not welcome.
None of the other 49 States require anything other than your home country license and your biometric passport. Don’t forget that. But things may be different in practice out on the road. Here’s a salutary warning from a US Government website.
“Because more and more tourists that visit the U.S. carry an international permit, police have become used to seeing the IDP. As a result, driving in America with just your foreign driver’s license (as opposed to an IDP) can be problematic. Even though driving solely with your foreign license is technically legal, the authorities might be unable to read it if it is written in a language other than English, which can cause delays or misunderstandings.”
There is more paperwork. Anyone travelling to the United States first needs to meet the entry requirements. Citizens of 38 countries including Australia can obtain the ESTA, an electronic travel authorization which takes the place of a visa, online. Last time I looked it cost A$14. Journalists, police officers (including retired ones) and people employed in certain other occupations (check this for yourself, it changes) need visas. You will even have to attend an interview at an American embassy or consulate and pay a substantial fee. You are not exempt from this if you are going to the US on holidays with no intention to write anything, but if you are just on vacation you will need an ESTA as well as your visa. But back to Linda’s book. The presentation is classy, as is the print job. I suspect that the book was printed in the US because it is on that heavy, glossy paper that Americans like. You could probably use it as a weapon. I like the large type because it’s easy to read for aged eyes.
The great strength of the book apart from the mapping, which is spot on, is the detail Linda provides for places to stay and eat, and bike shops to visit. This information is really welcome: you never know if your choice of motel is the right one, for instance. I was considering one in Needles CA once when a passer-by recommended against it. “They’ve got bedbugs,” he said, and I rode on. Linda also provides information for insuring your bike, should you bring your own, and for buying a bike in the US and bringing it home with you. The way the book is organised means that you can use it both for planning and for reference on the road. As I mentioned, maps are well drawn (except for some very faint roads) and easy to correlate with other paper or digital maps, which is not always possible with touring guide mapping.
In my opinion you get excellent value for the $39.95 plus $6 shipping that the book costs. Getting hold of it is simple - go to www. roadtrippingamerica.com.au to order it direct from Linda.
Rizoma makes the classiest accessories on the market and styling up the Vespa 300 makes the classy look outstanding. Starting from the prime values of Rizoma, Style and Made in Italy, the R&D team has designed a dedicated collection of eight products perfectly balanced in order to reinterpret
Vespa world in an ultra-modern way. The relevant element of the project is the steering cover that has been made from a billet aluminium block of 10kg machined to turn into 370gr of purity and perfection. Check out the entire collection of exquisite parts at your local Rizoma dealer or rizoma.com D
W H A T S A Y Y O U ?
WELOVE TO HEAR FROM YOU, the letters are among the most keenly read parts of the magazine. Please try and keep letters down to no more than 300 words. Then you can read many, not just a couple. We do reserve the right to cut them and, unless you identify yourself and at least your town or suburb and state, we will print your email address instead. Please address letters to contactus@ausmotorcyclist.com.au or Australian Motorcyclist Magazine, Suite 4b, Level 1, 11-13 Orion Rd, Lane Cove West NSW 2066. All opinions published here are those of the writers and we do not vouch for their accuracy or even their sanity.
LETTER OF THE MONTH
IT’S ALL ABOUT THE passion for Phil, as it is for most of us and for his great (long) letter of how he loves his bikes he’s won this months Nelson-Rigg shirt and bag. Well done, mate, send me your t-shirt size and mailing address. And everyone else, for all your Nelson-Rigg gear jump onto nelsonrigg.com.au . SW
Passion
This is a story with no real purpose, meaning or punch line. It is just a yarn. In a few months I will be turning sixty years old. I have been road riding since I was legally allowed to and I was riding dirt bikes off-road (and still do) for five years before getting my licence.
So all up I have been riding for 48 years and I am closing in on clocking up 1,000,000km of road riding.
I have not had any time away from motorcycle riding. During the years of raising kids and paying the mortgage, bikes were always a big part of my life. Since the early days, there have always been a few bikes in the shed.
My shed currently houses the following: Yamaha WR450F (for bush riding and the occasional enduro), Yamaha XT660R (for sedate exploring of gravel back roads), KTM1290S (for blasting up twisty roads or two-up touring) & the Suzuki Hayabusa (for cruising around on, knowing that if I crack the throttle, it has enough grunt to spin the earth backwards).
I enjoy my modest collection of bikes, but I am always thinking about what is next. In my opinion there is no such thing as the ultimate motorcycle.
My latest purchase was the KTM1290. This is the 33rd bike that I have owned. I am not going to go into an in-depth story on these 33 bikes, but I will write a few lines about the so-called Adventure bikes I have owned.
It started when I was offered a ride on the then newly released BMW R1100GS. Well, was I impressed! The current mount, a Kawasaki ZZR1100 was promptly traded and I started a beautiful relationship with the black GS. That lasted 111,000km. This bike was traded on another black R1100GS. That bike only stayed with me for 22,000km. Why? Because it was
traded on the newly released BMW R1150GS. A blue and white one. These GS’s were supremely capable and competent, and I loved them all. As the 1150GS clocked up 30,000km I decided that I wanted a change from the GSs and so jumped onto a lovely Yamaha FZ1000. Really enjoyed that bike but two-up touring was kind of outside its design parameters. At 30,000km it was traded on a…BMW R1200GS. Back on a GS! This proved to be a great bike. Like the other GSs, capable and competent but more so. I enjoyed 85,000km with that bike. Adventure bikes had a grip on me! Once again, I decided that I wanted a change from the GSs but wanted to stay with the Adventure bike style. Next in line was a Triumph 1200 Explorer (wire wheel). Really liked this bike. More power than the BMWs and, well, different (GSs are popular). But a person cannot escape the fact that it is a heavy bike and it carries its weight high. After 40,000km I decided a change was required. So what was to be next? Off to Brisbane I went and I managed to test ride, back to back, a BMW R1250GSA, KTM 1290S and the new Triumph 1200 Tiger. On the way home, I knew which one I liked the least. But which one did I like the most? Anyway, for better or worse, the KTM was purchased.
The KTM was the cheapest, had the most power and equalled the new BMW for torque. It also has the largest fuel tank of the three bikes and weighed the least. By crikey, this bike gets going when you crack the
The UCLEAR Motion 6 System is built upon direct feedback from riders, dealers, and industry experts to introduce our most advanced Intercom system yet.
All new gesture controlled commands will allow full control of the system without the press of a button!
Up to 6 riders can be connected using the Motion 6’s full duplex DynaMESH intercom. No matter the sport, the weatherproof Motion 6 will enhance your ride while delivering crystal clear communications and powerful music on any road, in any weather.
WHAT SAY YOU
throttle! And handle? Superb! Is it the best I’ve owned? It is hard to define best. The KTM is good, very good, but it has chain drive (high maintenance) and it is not as good as the other two bikes for touring two-up. Why? The seats are not as comfortable and there is less room for the pillion.
As I age (remember I will be turning 60 years old shortly) I see the WR and Hayabusa getting used less and less. It is unfortunate, but my brain thinks I am still 20 and that I can do the things that I used to do and what my son now does on his Kawasaki KX450F. Last time my brain told my aging body to keep up
Reelin’ in the years
Hi Stuart/Peter
Thanks for producing a great magazine.
Had a bit of think about your article ‘Reelin’ in the years’ and kind of did a bit of a writing project based on your words of wisdom. Not sure it suits the mag, but it was nice between jobs and kids and stuff, to actually pen something down for once. If you do have the time would like to hear your comments and views on the writing. What got me hooked I was around ten years old the first time I sat on the back of an old XT 500 near Dwellingup with a couple of teenage delinquents I am still surprised my parents let me play with. By the time I was at university my parents were desperately trying to dissuade me from my pursuit of becoming a motorcyclist with offers such as a free car. After two years of cay no and cycling the 22km to and from university each day, I had saved enough pennies, and traded my fitness in on a ten-year-old, mint condition Kawasaki Z250A with a very loud set of Dunstall replica pipes. My journey had begun. The first day I rode it after getting licence did it for me. The morning found me screaming up Chittering valley at, what seemed at the time, an unbelievably fast 80kph. Finished the same day overtaking a road train on the single lane outside of Cue wringing 130kph out of the little twin, tiptoeing along the edge of the tar, dodging
with my son as we rode through the bush (5 weeks ago), I had a decent off. Gravel rash is bad enough but when it becomes infected it is very painful and not nice. The near broken pelvis was not much fun either. Five weeks later and I am just about fully recovered. And the Hayabusa? I know it is not a full-on sports bike like my son’s road weapon (Yamaha R1M) but it is still reasonably uncomfortable for me. I don’t go touring on the ‘Busa. However, for me, riding is not a hobby or a phase I am going through.
It is my passion and forms a large part of my life. I am sure that motorcycle riding will continue for me for many, many years to come.
So what will be next after I rack up some decent km’s on the KTM (currently 10,000 trouble free kms)?
As I said near the beginning of this ramble, I am always thinking about what is next.
In my opinion there is no such thing as the ultimate motorcycle but it sure is fun trying to find it!
Phil Cawongla NSW
bouncing rocks and a wayward third trailer, seemingly propelled on the howling exhaust note alone. It took forever to crawl past that prime mover, but I was hooked for life by then. Most influential bikes by decade 1970s
Endurance is where it began… In the seventies there was the Japanese revolution of four cylinder superbikes, but what caught my boyhood eyes was the early 70’s Laverda 750 SF2. It was my boyhood dream bike, narrow and long, with a bullet proof motor that looked like it was carved from granite. No oil leaks, a phenomenal endurance racing record for the time, I thought you could ride off into the sunset on one and never need a spanner. Clearly dreaming then. The bike I always wanted to own, but never have. By the time I had left home and rode for real myself it was on that little Kawasaki… at least it was a twin I suppose. 1980s
The Blueprint
The Yamaha FZ750, the first of the five valve per cylinder Yamahas is my pick of the ‘80s. First superbike I ever owned, and probably scared me enough that I lived to tell the tale. An amazing bike in many ways for its time. Aside from the 20 odd valves under the twin cams, it had a slanted cast magnesium engine block, downdraft carbies, airbox under front of the “tank” with the fuel cell at the rear and a permitter frame configuration all of which were new
ideas that have stood the test of time. Sure the fully faired GSXR 750 of the day looked more of a racer, but the half faired sports tourer FZ750 design configuration is still evident in racers and road bikes today. I rode the wheels off mine, eventually swapping it at 80,000km for an old HQ ute… principally to carry broken bikes (and riders) back to the bike shop. 1990s
Be Fully Engaged
In the early nineties I was living in the WA goldfields, flush with funds and looking for my first “new” road bike. While the ZZR1100 was high on my shopping list, in my heart I knew it was going to be shredding my licence in short order. After some debate between BMW and Moto Guzzi I ordered the fairing less 1000S, to slow me down a bit, with a green frame please - years before café retro style was cool. Really a ‘70s bike built and sold in the ‘90s it came with a wrist breakingly heavy throttle, plenty of vibrations down low and up high, set of snarling Conti replica pipes, somewhat agricultural handling and just plain weird foot operated linked brakes. It’s always been both a physically and mentally challenging bike to ride quickly on a twisting road, yet manages to be so buttery smooth in top at 120kph I could, did, and still do, ride it just about anywhere. To paraphrase WH Auden, “She has been my North, my South, my East and my West. My working week and my Sunday best…”
to improve my biceps
to improve my biceps
Hi Harry,
to improve my biceps
Hi Harry,
She has taught me to forget the facts and figures, motorcycling is really about the seat of the pants engagement in the ride…nothing else matters. 2000s
ICBM Intra-Continental Ballistic Missile
Braidwood. Purpose to ride, have a social get together and have some food whilst out. Now, no such trips.
Hi Harry, I’m sure your legs look fine to the ones that care…your family. As for your bike not being a very good exercise machine, you better get an adventure bike and do some hillclimbs, that will get the muscles burning! - Cheers, Stuart.
I’m sure your legs look fine to the ones that care…your family. As for your bike not being a very good exercise machine, you better get an adventure bike and do some hillclimbs, that will get the muscles burning! - Cheers, Stuart.
I’m sure your legs look fine to the ones that care…your family. As for your bike not being a very good exercise machine, you better get an adventure bike and do some hillclimbs, that will get the muscles burning! - Cheers, Stuart.
COVID 1
Dear Stuart,
COVID 1
COVID 1
Dear Stuart,
Dear Stuart,
Clearly there is a lot of economic downturn as a result of COVID19 and it is further impacting on car sales and I would think motorcycle sales (which I think have been down anyway pre Covid19).
Clearly there is a lot of economic downturn as a result of COVID19 and it is further impacting on car sales and I would think motorcycle sales (which I think have been down anyway pre Covid19).
There is nobody much on the roads in the ACT except those who by necessity have to go out for work or food and essentials.
Clearly there is a lot of economic downturn as a result of COVID19 and it is further impacting on car sales and I would think motorcycle sales (which I think have been down anyway pre Covid19).
There is nobody much on the roads in the ACT except those who by necessity have to go out for work or food and essentials.
There is nobody much on the roads in the ACT except those who by necessity have to go out for work or food and essentials.
I have been managing to use the bike for essential trips within the confines of the ACT border but that is a big change from our weekly ride group where we would usually ride out of the ACT to, say, Goulburn or Boorowa or Yass or
I have been managing to use the bike for essential trips within the confines of the ACT border but that is a big change from our weekly ride group where we would usually ride out of the ACT to, say, Goulburn or Boorowa or Yass or
I have been managing to use the bike for essential trips within the confines of the ACT border but that is a big change from our weekly ride group where we would usually ride out of the ACT to, say, Goulburn or Boorowa or Yass or
In 2006 I purchased a new BMW R1200RT with its telelever front end and powerful air/oil cooled boxer twin. Rode it around Australia that September. Quite sporty for a full dress tourer, it was lighter, nimbler and simpler than the four-cylinder shaft drive tourers of the day, or for that matter the current model R1250RT, but not quite so quick. These days I refer to the RT as my wet bike, and on a cold, wet, windswept winters day, with heated seat, grips and a decent faring it’s the bike to be on, especially now I’ve junked the worn out BMW suspension for new Wilbur’s. This is the bike to knock off 1,000kms in one day and still be up for a ride the next morning. Mine has over 150,000km on it now, so it’s proved, with some judicious maintenance, to be quite durable a well.
2010s
The Dirty One
Braidwood. Purpose to ride, have a social get together and have some food whilst out. Now, no such trips.
Braidwood. Purpose to ride, have a social get together and have some food whilst out. Now, no such trips.
I know there has been panic in terms of buying up of products like loo paper, tissues, hand sanitizer, pasta, canned tomatoes and other products. This panic buying has been ridiculous in my opinion and created a problem of store supply where there was no need to stockpile goods at home. I note that the news reports say that a small supermarket group Drake’s has refused to buy back 150 x 32 roll packs of toilet paper and 150 x 1 ltr sanitizer. I am GLAD they refused a refund as the individual concerned was having about 20 people chase these products and then he attempted to re-sell on E-Bay. Serve the bugger right for being a scungy individual!
The Triumph Tiger 800XC is my pick from this decade. Take a smooth and sweet road bike engine, stroke it, and put it in an adventure bike frame with some decent suspension travel. Simples… Well the Tiger makes for a brilliant bumpy back road blaster, great on dirt roads and twin track, but not (well unless you are far more skilled than I am) a true off road bike. Sure it could do with a longer range, a bit of diet, and it’s certainly tall, but packs a punchysmooth engine, plush long travel suspension, good ergonomics both sitting and standing, plus it’s narrow for the city and genuinely quicker than most sports bikes over rough tarred country back roads. A Swiss army knife bike par excellence, which is fun to ride just about anywhere…as every adventure bike should be!
I know there has been panic in terms of buying up of products like loo paper, tissues, hand sanitizer, pasta, canned tomatoes and other products. This panic buying has been ridiculous in my opinion and created a problem of store supply where there was no need to stockpile goods at home. I note that the news reports say that a small supermarket group Drake’s has refused to buy back 150 x 32 roll packs of toilet paper and 150 x 1 ltr sanitizer. I am GLAD they refused a refund as the individual concerned was having about 20 people chase these products and then he attempted to re-sell on E-Bay. Serve the bugger right for being a scungy individual!
2020s
I know there has been panic in terms of buying up of products like loo paper, tissues, hand sanitizer, pasta, canned tomatoes and other products. This panic buying has been ridiculous in my opinion and created a problem of store supply where there was no need to stockpile goods at home. I note that the news reports say that a small supermarket group Drake’s has refused to buy back 150 x 32 roll packs of toilet paper and 150 x 1 ltr sanitizer. I am GLAD they refused a refund as the individual concerned was having about 20 people chase these products and then he attempted to re-sell on E-Bay. Serve the bugger right for being a scungy individual!
Adventure Sweet Spot
All that said, I think your quoting of figures of the people that die daily from cancer, heart disease, diabetes, mozzies and murders is an unfair comparison! Yes to date the total numbers of COVID19 deaths World Wide would be exceeded by a week’s worth or less perhaps of the
reasons for the daily figures of these deaths, however this pandemic of COVID 19 is not normal and as you would know has the potential for totally overwhelming the hospital and medical resources of all countries. I am not aware of any cancers etc you can catch from shaking someone’s hand or touching contaminated surfaces. So, comparing normal worldwide deaths to COVID19 deaths is like trying to compare apples and oranges.
reasons for the daily figures of these deaths, however this pandemic of COVID 19 is not normal and as you would know has the potential for totally overwhelming the hospital and medical resources of all countries. I am not aware of any cancers etc you can catch from shaking someone’s hand or touching contaminated surfaces. So, comparing normal worldwide deaths to COVID19 deaths is like trying to compare apples and oranges.
adventure bikes. Not a minimalist light weight single which becomes cumbersome and a little breathless when loaded up with fuel and gear for a long trip, nor a 100hp plus 220kg plus battleship, with a Cray supercomputer between your right hand and the rear knobbly, which will take you, a close friend and a kitchen sink to warp factor 9 in under four seconds on any surface. Currently still riding the Tiger while I save my pennies…
reasons for the daily figures of these deaths, however this pandemic of COVID 19 is not normal and as you would know has the potential for totally overwhelming the hospital and medical resources of all countries. I am not aware of any cancers etc you can catch from shaking someone’s hand or touching contaminated surfaces. So, comparing normal worldwide deaths to COVID19 deaths is like trying to compare apples and oranges.
A close second is the new Royal Enfield 650 twin, but I haven’t had a chance to ride one yet… Tell me I’m dreaming
I felt your editorial came across as dismissive of the seriousness of Covid19 and smacked a bit of self-centredness in highlighting the inconvenience it has caused you. I like bikes and riding too, but many people have had to alter travel plans etc for the greater good.
I felt your editorial came across as dismissive of the seriousness of Covid19 and smacked a bit of self-centredness in highlighting the inconvenience it has caused you. I like bikes and riding too, but many people have had to alter travel plans etc for the greater good.
I felt your editorial came across as dismissive of the seriousness of Covid19 and smacked a bit of self-centredness in highlighting the inconvenience it has caused you. I like bikes and riding too, but many people have had to alter travel plans etc for the greater good.
All that said, I think your quoting of figures of the people that die daily from cancer, heart disease, diabetes, mozzies and murders is an unfair comparison! Yes to date the total numbers of COVID19 deaths World Wide would be exceeded by a week’s worth or less perhaps of the
Yamaha 700 Tenere is my pick so far. Simple, relatively light, efficient, fun to ride with a good fairing and even keenly priced…just what you want in an adventure bike. Yet another road bike engine in a much more versatile frame. For me, it’s the goldilocks of
All that said, I think your quoting of figures of the people that die daily from cancer, heart disease, diabetes, mozzies and murders is an unfair comparison! Yes to date the total numbers of COVID19 deaths World Wide would be exceeded by a week’s worth or less perhaps of the
I think that all the media reporting though is worrisome for Australian people as it is repeated and repeated and like the bushfires you do not get a break from it. Every time you turn on the T.V, look at Facebook, listen to the radio it is in your face or ears.
I think that all the media reporting though is worrisome for Australian people as it is repeated and repeated and like the bushfires you do not get a break from it. Every time you turn on the T.V, look at Facebook, listen to the radio it is in your face or ears.
I think that all the media reporting though is worrisome for Australian people as it is repeated and repeated and like the bushfires you do not get a break from it. Every time you turn on the T.V, look at Facebook, listen to the radio it is in your face or ears.
An Egli Vincent for the big unstressed V twin, in a good minimalist frame. I’d have JMC build a new one for me and really enjoy the custom build process…mine I think would have a gold frame and black tank, one of those four leading shoe front drum brakes and some trick looking fuel injection like a late model Triumph Thruxton. Now I really am dreaming…
I try to reduce my listening/reading/ watching to once or twice a day to keep up with developments - more than that is
Thanks for the inspiration.
Cheers
I try to reduce my listening/reading/ watching to once or twice a day to keep up with developments - more than that is
Steve Jones
I try to reduce my listening/reading/ watching to once or twice a day to keep up with developments - more than that is
The guide to the stars - The who’s who in the zoo of motorcycle travel worldwide is what you’ll find here. We’ve travelled with many of them and know them all, so they come highly recommended. In alphabetical order, they are:
Europe and Thailand www.imtbike.com tours@imtbike.com
MAGIC MOTORCYCLING
Thailand and Croatia www.magicmotorcycling.com tour@magicmotorcycling.com
TOURS – New Zealand & European Alps www.paradisemotorcycletours.co.nz
RIDE THE WORLD MOTORCYCLE TOURS www.ridetheworldmotorcycletours.com david@rtwmotorcycletours.com
Cafe directory
INLINE4 CAFE
Best café and fully licensed restaurant on the way to Philip Island Circuit
I Vista Place, Cape Woolamai Philip Island, Victoria 0427 475 681
ROMANIA MOTORCYCLE
TOURS – Europe www.romaniamotorcycletours.com office@romaniamotorcycletours.com
SOUTH PACIFIC MOTORCYCLE
TOURS – New Zealand www.motorbiketours.co.nz office@motorbiketours.co.nz
TE WAIPOUNAMU MOTORCYCLE
TOURS - New Zealand www.motorcycle-hire.co.nz nzbike@motorcycle-hire.co.nz
WORLD ON WHEELS - Europe, Iceland, South America, India, Asia, Mexico, Africa & Himalaya www.worldonwheels.tours Adventure@WorldOnWheels.Tours
ThE ShAggY CoW
Expectational coffee and food stop in the Southern Highlands 112 Main St Mittagong 02 4872 2966
York LANE
City Laneway cafe/bar run by the original Ducati riding ace racer. York Lane behind Clarence St 02 9299 1676
PITSToP AT MT MEE CAFE
A great ride to a beautiful location north of Brisbane 2070a Mt Mee r d, o cean View, Queensland 07 342536520
grEY guMS CAFé
Really the Centre of the Universe if you are travelling up The Putty 8679 Putty r oad, Putty NSW 02 6579 7015
ChuBBS
Definitely a haven for people interested in classic motorcycles and filling their bellies! 42 Windbourne r d, Brookvale 0420 546 477
R
R 1250
R 1250 RT
K
K
F
R 1250 GS Rallye X $29,890
R 1250 GS Exclusive $28,140
R 1250 GS Spezial $31,390
R 1250 GSA $25,490
R 1250 GSA Rallye $26,390
R 1250 GS Rallye
R 1250 GSA Rallye X
R 1250 GS Rallye X
R 1250 GSA Exclusive
R 1250 GS Exclusive
R 1250 GSA Spezial
ScooteR
R 1250 GS Spezial
R 1250 GSA
C 650 Sport
R 1250 GSA Rallye
C 650 GT
R 1250 GSA Rallye
R 1250 GSA
R 1250 GSA Spezial
SCOOTER
CAN-AM (BRP) www.brp.com
Spyder F3
Spyder F3-S $TBA
Spyder F3-T $TBA
Spyder F3 Limited $TBA
(BRP)
Spyder RT $TBA
Spyder RT Limited $TBA
Spyder F3 $TBA
Spyder F3-S
Spyder F3-T
Spyder F3 Limited
CF MOTO
Spyder RT
www.cf-moto.com.au
Spyder RT Limited $TBA
CF MOTO
Road 150NK
www.cf-moto.com.au
DUCATI
www.ducati.com.au
DUCATI
www.ducati.com.au
*All Ducati prices are ride away Road
*All Ducati prices are ride away
Scrambler Sixty2 $13,490
Scrambler Icon $13,990
ROAD
Scrambler Full Throttle
Scrambler Sixty2 $13,490
Scrambler Café Racer
Scrambler Icon
Scrambler Desert Sled
Scrambler Full Throttle
Scrambler 1100
Scrambler Café Racer
Scrambler Desert Sled
Scrambler 1100 Special
Scrambler 1100
Scrambler 1100 Sport
Monster 659
Scrambler 1100 Special
Scrambler
NEW BIKE PRICES
Most prices exclude dealer and on road costs and some are ride away prices – ask your local dealer for the best possible price!
R 1250 R
www.indianmotorcycles.com.au
R 1250 R Spezial
R 1250 R
R
R
R 1250 R Spezial
R 1250 RT
R 1250 RT Sport
R 1250 RT Elegance
R 1250 R Spezial
K 1600 B
K 1600 GT
K 1600 GT Sport
K 1600 GTL
K 1600 GTL Elegance
S
F 750 GS
F 750 GS Tour
KAWASAKI
F 750 GS Low Susp
$13,590
$17,305
$13,840
F 750 GS Tour LS $17,005
F
www.kawasaki.com.au
F
F 850 GS Rallye X
F 850 GS Tour $21,805
F 850 GS Low Susp $18,240
F 850 GS Rallye Low Susp
F 850 GS Tour Low Susp
F 850 GSA
R 1250 GS
Ninja 650/L
R 1250 GS Rallye
Ninja 650/L KRT
R 1250 GS Rallye X
Ninja ZX-6R 636
R 1250 GS Exclusive
$18,640
$21,505
$TBA
$23,490
$24,940
$29,890
$28,140
Ninja ZX-6R 636 KRT
R 1250 GS Spezial
R 1250 GSA
R 1250 GSA Rallye
$31,390
$25,490
$26,390
R 1250 GSA Rallye X $31,590
R 1250 GSA Exclusive
R 1250 GSA Spezial
ScooteR
C 650 Sport
C 650 GT
CAN-AM (BRP) www.brp.com
$30,790
$30,540
$14,150
$14,990
Spyder F3 $TBA
Spyder F3-S $TBA
Spyder F3-T $TBA
Spyder F3 Limited
Spyder RT
Spyder RT Limited
CF MOTO
www.cf-moto.com.au
$TBA
$TBA
$TBA
DUCATI
www.ducati.com.au
*All Ducati prices are ride away Road
Scrambler Sixty2 $13,490
Scrambler Icon
Scrambler Full Throttle
Scrambler Café Racer
Scrambler Desert Sled
659
797
MPEUGEOT
www.peugeotmotorcycles.com.au
ost prices exclude dealer and on road costs and some are ride away prices – ask your local dealer for the best possible price!
ROYAL ENFIELD
www.royalenfieldaustralia.com
SUPER SOCO
www.supersoco.com.au
SUZUKI
www.suzukimotorcycles.com.au
R 1250
R 1250 R Spezial
S
F 750 GS
F 750 GS Tour
F 750 GS Low
$13,590
$17,305
$13,840
F 750 GS Tour LS $17,005
V-Strom
F
F
F 850 GS Rallye X
F 850 GS Tour $21,805
F 850 GS Low Susp
F 850 GS Rallye Low Susp
F 850 GS Tour Low Susp
$18,640
$21,505
F 850 GSA $TBA
R 1250 GS
R 1250 GS Rallye
R 1250 GS Rallye X
R 1250 GS Exclusive
SWM
R 1250 GS Spezial
R 1250 GSA
$23,490
$24,940
$29,890
$28,140
$31,390
$25,490
R 1250 GSA Rallye
www.swmmotorcycles.com.au
$26,390
R 1250 GSA Rallye X $31,590
ROAD
R 1250 GSA Exclusive
R 1250 GSA Spezial
$30,790
Gran Turismo $7490 Silver Vase 440
ScooteR
C 650 Sport
Gran Milano 440
$30,540
$14,150
C 650 GT $14,990
SM 650 R
CAN-AM (BRP)
TOURING
www.brp.com
Spyder F3
TRIUMPH
Spyder F3-S
Spyder F3-T
www.triumphmotorcycles.com.au
Spyder F3 Limited $TBA
*Some Triumph prices are ride away
Spyder RT $TBA
Spyder RT Limited
ROAD
Street Triple S 660
Street Triple S
CF MOTO
Street Triple R
$12,800
Street Triple RS $17,550
Bonneville Street Twin $13,700
www.cf-moto.com.au Road
Bonne Street Cup
Street Scrambler
Bonne T100
Bonne T100 Black
Bonne Bobber Black
Bonneville T120
Bonneville T120 Black
DUCATI
www.ducati.com.au
Thruxton R
Speed Twin
*All Ducati prices are ride away Road
Sport
Speed Triple RS
Scrambler Sixty2 $13,490
Scrambler Icon $13,990
CRUISER
Scrambler Full Throttle $17,540
Thunderbird Storm $22,800
Scrambler Café Racer $18,990
Scrambler Desert Sled
Thunderbird Commander
Thunderbird
Scrambler 1100
Scrambler 1100 Special
Scrambler 1100 Sport
659
797
821
821 Stealth
B E A R F A C E D
WOH, AYE. COLD AND WET… BUT HAPPY
ELL, THAT ESCALATED QUICKLY. One moment I’m pulling down the jacket with the most ventilation, next thing I’m looking for the warm zip-in insert. Sydney’s weather has gone from hot to just-right overnight. Some might consider it too cold, but for me a temperature that allows me to wear ATGATT (all the gear all the time) in comfort is ideal.
Safety is a perennial question. I didn’t start riding until I was 21, but even so that was before helmets were compulsory. Even the cops rode around wearing their standard uniforms with peaked caps; if they’d crashed with one of those things on, the metal badge might well have sliced off a nose. The next step was for them to be issued with helmets, which were black open-faces. Given the fuss over both black and open-face helmets some years later, that seems pretty funny retrospectively.
The ban on black helmets was interesting. Because of the way product legislation worked in Australia, it was forbidden to sell black helmets… but not to war them. One of the more notorious accessory importers got around that by having large, white circles of contact adhesive stuck on the black helmets he was bringing in. Once they were sold, the buyer was free to peel them off.
Helmet standards in those days were honored more in the omission than in compliance. My predecessor as editor of Two Wheels magazine, Mac Douglas, demonstrated that at a press conference. He literally ripped an approved helmet in two with his bare hands. I don’t know how many lives he saved by encouraging more stringent testing, but it would be quite a few.
There was little dedicated bike wear on the market when I bought my first bike, my still-missed Honda CB72. You could, of course, go and set yourself up with the ‘proper’ clothes available
at Omodei’s where you might well have been served by our own Lester Morris. But the clothes, mostly imported from England, were expensive. Few people would have been riding because they had excess cash! The alternative was a disposal store. For me that meant Stoliar Brothers down in Haymarket on George Street, coincidentally just around the corner from Omodei’s.
I mostly wore desert boots, which at least covered my ankles. Not that the thin suede they were made from would have protected anything at all. If your desert-boot-clad foot slipped off the end of the kickstarter, a not uncommon occurrence, you suffered considerable pain as your ankle encountered its end, but it wasn’t as bad as a broken ankle which is what you could get if you were wearing ordinary shoes.
The boots on offer as motorcycle wear were allegedly superfluous Air Force stock called ‘flying boots’, huge leather constructions lined with what was optimistically described as ‘lambswool’. The bloody things were so bulky that I doubt they would have fitted into the cockpit of the average WW2 aircraft. Have you ever looked at the inside of a Spitfire? I got to sit in one when I was working for Airfix in England, and even though I was a slimmer man then than I am now, I barely fitted.
At least the boots were made from leather, and effectively crash-proof. This was achieved simply by making them from full-thickness cow clothes. Gloves were a different matter. There was little choice, with the most common version being giant gauntlets, once again lined
but this time in what purported to be kangaroo fur. The fur might have been the real thing, but the gloves looked and acted more as if they were made from black cardboard. When you fell over, as we all did, they were shredded.
Talking of shredding, while the Marlon Brando-style leather jackets also available at Stoliar’s were usually pretty strong, the cheaper alternatives weren’t and none of them really kept you warm. My choice was a duffel coat because that’s what I wore to university, but its wooden knurled fasteners popped off their rope holders whenever I skated along the ground next to my bike. The army greatcoats that the patch clubs favoured in those days were quite a bit better, especially if they were soaked with rain or oil when they skidded rather than abrading.
Ah yes, rain. You could get armygreen ponchos, which left much to be desired – firstly because they only covered the top part of your body, and then because they tore to shreds after a couple of rides. The alternative were roadworker’s rain suits. These were usually bright yellow because fluorescent colours had not yet been invented and quite bulky, but they did work reasonably well and lasted a decent number of trips. The only problem, apart from the way made you look like a mobile road hazard – which I suppose you were –was that you had to regularly re-fasten their various buttons and dome clips when they slipped and let the rain in. Velcro had not yet been invented either.
But we had fun, didn’t we? Yes, we did. And just think: I’ve managed to get through an entire column without mentioning the coronavirus! D
B O R I S FREQUENCY AND APPLICATION
WORDS BORIS MIHAILOVIC
LET ME RUN a typical Sunday ride for so many riders past you, to see if it flies. I’m sure editor Woodbury’s Inbox is just aching for your outraged counter-arguments. It’s what he lives for.
Anyway, it’s a beaut day – all sunshine and lollipops. You meet up with your mates for that semi-regular Sunday fang. You’re all sharp of mind, big of balls, and zesty with caffeine.
You’re wearing all the right gear and have chosen 98-Octane instead of your usual 95 because there’s going to be some throttle-twisting. You have even re-aligned your tyre pressures to reflect the coming festivities.
And off you go, say to the Grey Gum Café on the Putty, or some similar Sunday-ride hang out.
It goes well. You feel fast and sure. Maybe the first few corners were awkward as you got your feels on, but then you’re banging, and it’s just the best thing ever. You tell yourself you should do this more often. You won’t, but you tell yourself you should.
Then you get to where you’re going, settle down for burgers and coffee, and tell lies to each other about how you slew those bends. Marquez would have been in awe, right?
And then you decide to carry on after lunch and do the truly fun part of Mother Putty, the legendary Ten-Mile. The Ten-Mile is 99 corners. I have counted them twice to be sure. Only one of them is a decreasing-radius turn. The surface is usually always fine. Bellies filled with burgers and coffee, and hearts filled with joy and
self-confidence, you hit it and you hit it hard.
And then, in a split-second, it hits you back. Even harder.
What went wrong? How could these riding gods, who had just that morning slain bends like MotoGP racers, suddenly end up in wall/tree/ truck/other bike?
What the hell? One second you’re closing the gap on Dave’s R1, the next second, you’ve lost the front, or overcooked that 45-kayer, and it’s all earth-sky-truck-bounce-treerebound…and then awful silence inside the helmet.
Whenever I am forced to ride one of the popular bike roads on the weekend, I am more terrified of being taken out by another bike than I am of anything else.
Sadly, many of these weekend wonders will blame the road, their tyres, or someone/something else. Few of them will man up and say: “Yeah, it’s on me. I screwed that up big-style. Must do better.”
And that’s the problem.
As you’re being loaded into the Sunday Special ambulance after some oversight on your part, I want you to consider this.
No, seriously consider it.
You failed. It’s not the road’s fault, or the bike’s fault, or the car’s fault. It’s your fault.
You are shit at riding, and that is obvious.
But do you know why you’re shit at riding?
Because you don’t ride enough. Once a week doesn’t cut it. Going out for a Sunday blast means that one Sunday, you probably ain’t coming home.
You ride once a month? Dude, buy a car, because you’re gonna die on that bike you don’t ride enough. I know it’s hard for people to ride every day. They have to go to work
and it’s just all too hard to find somewhere to park your bike, huh?
You may have other interests, other hobbies, or a girlfriend that doesn’t want her hair mussed up and needs you to take her to Ikea instead.
Or it’s raining, or it’s windy, or it’s just too damn far. Or something.
That’s all fine. No issue. That is the hill you have chosen to die on, and more power to you.
Just understand this:
You will never be any good at this motorcycle-riding business because you don’t have the passion to ride. And without passion, there is no joy. And there is certainly no expertise. You can’t be great at something, or even good at it, if you don’t love it to the exclusion of all other things, and do it ALL THE TIME – because to NOT do it, is unthinkable.
Think about that as they’re sliding you into the meat-wagon, with your belly full of yummy burger – which will also ensure you have to wait for surgery because they won’t anesthetise you with guts full of food.
Think about how much better you could have gone into that bastard corner if you’d ridden corners like that a million times, rather than maybe 20 times in the last year.
And don’t ride safe, and don’t wish that virtue-signalling bullshit onto other riders.
Ride well and ride all the time. Improve your skills. Do courses, ride challenging roads, and always take personal responsibility for your actions.
Then you’ll be safe – or at least much better off than the myriad of weekend-only champions keeping the ambos busy.
Oh, and I have just published my third book, The Wisdom Of The Road Gods. You may get it in a few select bike-shops, or on-line at www.shocknawe.com.au . D
Your adventure. Our policy.
As a motorcyclist, you know that bike riders are different. It’s the open road, how it feels to be at one with your machine and the freedom to go your own way.
QBE shares your love of motorcycles. It’s why riders across Australia have trusted us for over 35 years to look after themselves and their bikes.
QBE Motorcycle Insurance policies aren’t just packed with benefits, they are highly competitive. Call our specialist team on 1800 24 34 64 and ask for a ‘Price Beat Guarantee’ quote today, or visit qbe.com/au
