Adventure Rider Issue #36

It’s we what do

Tom Foster - Editor

Of all the challenges faced by adventure riders, I reckon sand is the toughest.

I’ve written often enough about how much I hate riding sand, and it’s always worried me that I just can’t seem to get the hang of it. I can live with not being comfortable riding sand, but the idea of it being a serious barrier to completing a ride makes me a little angry. I see so many other riders who make it look easy, I get frustrated that I find it so bloody difficult.

But since my big confrontation with sand in an attempt at a Simpson crossing, my perspective has shifted a little. I’m still uncomfortable about the idea of riding sand, but I feel it’s a challenge, not an obstacle. It sucks a huge amount of energy from me and takes a lot of concentration, but I believe I can cope.

Since I’ve achieved that plane of thought, I’ve been noticing I suddenly seem to be surrounded by people who are whole lot less capable in sand than I am. Now I’m wondering if perhaps I’d exaggerated the whole scenario in my mind because of my fear.

Admittedly, I don’t do much racing these days, and that’s where a bloke finds himself surrounded by really good riders, but I feel as though I show up to bike tests or events and the mention of a sand section has the medics working overtime on cardiac arrests throughout the group during the briefing. The next thing that happens is everyone shows up at the sand section, and instead of bypassing it, they all ride in, sometimes only a few metres, to bog themselves down, burn out clutches and start motors pinging all over the landscape. Mostly everyone’s laughing and having a great time, and that still leaves me staggered. I still feel a desperation to

get the bike out, no matter what. If I get stuck I have to forcefully take charge of my raging mind and force myself to stay calm. I certainly don’t spend any time laughing, even if things are going well.

“The mention of a sand section has the medics working overtime on cardiac arrests throughout the group during the briefing.”

I won’t be signing up for a Dakar in Peru, but I’m usually able to struggle through these days. I even help a few stuck riders get clear sometimes, and that makes me wonder. Maybe my fear

coloured my memories and perceptions of riding sand? There were certainly times I made it through some tough rides that included beaches and deserts, and I’ll never forget racing on the Manjimup motocross track in WA. There was no glory in that for me, but I coped.

Maybe I let my mind stop me from dealing with the problem sensibly?

Does that happen to anyone else? Do other riders feel their inner fears have made a problem far worse than it needed to be?

I’d be interested to hear about it.

We never know what’s coming at us next on an adventure ride. But no matter how tough or frightening something seems, don’t let your fears hold you back. Ride with good people you can trust and tell them what’s going on. Good mates will help you through and you might end up wondering why you thought it was a problem in the first place.

Look your fears in the eye and tackle the tough going.

It’s what adventure riding is all about.

COLOUR! BADLANDS PRO JACKET

Adventure Rider Magazine is published bi-monthly by Mayne Media Group Pty Ltd

Publisher Kurt Quambusch

Editor Tom Foster tom@maynemedia.com.au

Group Sales Manager Mitch Newell mitch@maynemedia.com.au

Phone: (02) 9452 4517 Mobile: 0402 202 870

Production Arianna Lucini arianna@maynemedia.com.au

Design Danny Bourke art@maynemedia.com.au

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SMoto Guzzi V85TT

It’s a Guzzi, Jim, but not as we know it.

away to its modern, high-tech competitors. Passionate Moto Guzzi owners of the past four or five decades will be squealing with glee at the V85TT, and Guzzi knockers over the same time will be forced to grit their teeth and stay quiet.

mooth, comfortable and beautifully finished, the V85TT is a huge step forward for the Italian brand. The rough edges of past generations have been polished to produce a gorgeous, smooth and seamless dualsporter that honours its heritage but gives nothing

One aspect of Moto Guzzi remains

unchanged: this is one motorcycle which will have plenty of passionate supporters.

Simple where it counts

Where manufacturers have seemingly been in competition to produce ever more technologically advanced and complex

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Moto Guzzi V85tt

bikes with increasing weight and engine capacities, Adventure Rider Magazine was thrilled to see the basic parameters of the V85TT included an 853cc, air-cooled, transverse V-twin motor, shaft drive, and ready-to-ride weight of 229kg. Power output is a modest 80 horsepower and a cable clutch and relatively uncomplicated suspension round out the package.

We’re still a little stunned at 80 horsepower being considered ‘modest’, but that’s the world we live in.

Torque, on the other hand, maxxes out at 80Nm at 5000rpm, and that’s comparatively strong for a bike of this capacity.

Moto Guzzi intended the V85TT to be a complete all-rounder. The bike’s design brief said it should be a good commuter,

Top: We loved the Giallo Sahara paint job. The Grigio Atacama silver looked a lot better in the flesh than it does in photographs.

Right: An 853cc transverse V-twin gives 80 horsepower and 80Nm of torque. u

Moto Guzzi V85tt

a bit sporty, capable of punching through some off-road sections and a comfortable tourer.

Our short ride made us feel the designers and engineers had delivered exactly what was asked of them.

Twin set

Transverse V-twins are almost a signature of Moto Guzzi, and judging by the V85TT the company has the configuration well-sorted.

In this case, not only is the motor aircooled, it runs only two valves per cylinder

Taillights like jet-engine exhausts.

and a single throttle body. That’s not a big deal, but there’s a general tendency toward simplicity on this bike that we liked a lot. At the same time, the two inlet valves are titanium and the pushrods – yes, it’s a pushrod motor – are aluminium. That should give a substantial reduction in the weight of the valve train, and in turn that’ll help with faster throttle response.

“ The motor on the V85TT is a sweetheart, we reckon. It’s not a terrifying, arse-tearing computer with pistons, but nor is it a limpwristed moped.” u

The motor itself runs a shortish stroke and large bore, and the Guzzi engineers explained this would deliver more power in a smaller package. We think that’s what was being said… sometimes our attention wanders with the Italian accent. Every time we hear that distinctive, “Errrm..issa very fast an’ I like ’im-a very much,’ we drift off to memories of Valentino Rossi and our favourite MotoGP races.

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Anyway, the motor on the V85TT is a sweetheart, we reckon. It’s not a terrifying, arse-tearing computer with pistons, but nor is it a limp-wristed moped. It’s strong but very manageable from around 2500rpm up to near the redline, and according to Moto Guzzi it’s very fuel efficient. The engineers were confident of a range of

well over 400km from the 23-litre tank, and a couple of the non-engineering types who’d been riding the V85TT were telling tales of near 500km.

It’s not a technical facet of the motor or the bike’s operation, but hitting the starter button causes the bike to rock gently as the torque rolls the transverse twin in the frame.

It was nothing like to the same extent of the early Guzzis but it brought back some vivid memories and made us smile.

There were a lot of little things about this bike that made us smile.

The rocking of the motor didn’t make itself felt at any other time as far as we could tell, only during start up.

Silky smooth

Those who have experience of Guzzis will understand our surprise and wonderment at the six-speed box on the V85TT being incredibly smooth.

Seriously, when we first started the bike and snicked it into gear we honestly thought it was still in neutral. There was no ‘snick’, let alone the clunk and jump forward we were expecting. We looked at the TFT dash to confirm the neural light had gone off, fiddled around with the shifter until it lit up again, then pushed down on the selector again.

Nothing.

We didn’t believe the bike was in gear until we eased out the clutch and felt the revs drop.

All the changes were that smooth. As always, we subjected the bike to some crazy shit, just to see how it’d stand up to abuse, and the gearbox was well-mannered, and the changes easy and positive, no matter what we did.

The clutch was a nice match for the gearbox. The Guzzi techs made a point of how they’d worked at achieving a light clutch and it was a pleasure to use. We didn’t have any trouble changing gears without the clutch, but it was a well-sorted function

“The reliability and reduced maintenance of shaft drives make them very desirable for adventure riders.” u

Top: The shaft drive is beautifully styled into the right side of the swingarm.

Left: The TFT screen isn’t as big as some we’ve seen lately, but it’s clear and easy to read. Shift lights are standard and we got a big kick out of sending them flashing red.

Moto Guzzi V85tt

that did its job with no fuss or drama.

Shafted

There’s always been a section of riders dead-set against shaft drive on off-road bikes. Theory says a shaft-drive system will make less power available at the rear wheel.

That may well be the case, but the benefits of shaft drive, especially for adventure riders, are considerable. There’s no joining link to wear and fail,

there’s no need for mechanical systems controlling chain tension as the swingarm moves, and probably the least important, but most talked about feature of shaft drive, is not having to clean and lube a chain.

On the downside, shaft-drive systems are heavier than chain-drives, and the gearing is very difficult to change.

With all that in mind, the reliability and reduced maintenance of shaft drives make them very desirable for adventure riders, and as far as we could tell, the shaft-drive on the Guzzi is a belter. There’s no rising and falling of the bike under acceleration

and deceleration, throttle response is good, and to be honest, unless we’d been told it was shaft drive, we wouldn’t have noticed.

Jury’s out

Suspension on the Guzzi seemed good to us, but we didn’t get the opportunity to give it a real workout.

Both front and rear have rebound and preload adjustment, and on the road the bike did everything right. We weren’t carrying any luggage to test the effectiveness of the preload adjustment in that situation, and we’re always a little reluctant to fiddle much with rebound.

For what it’s worth, it felt as though the components were working well.

We’ll have to wait for a ride where we have a little more time and some tougher terrain to say anything more.

“ Like a school kid being picked first for the footy team we raced up to the bike and started climbing all over it.”

On board

Mechanically, the V85TT isn’t a radical new departure or a groundbreaking innovator in the adventure world.

It might be those things for Moto Guzzi though, and as we gazed at the bike in the early-morning sunshine in Thailand’s tourist Mecca of Phuket, we felt our hearts start racing. We illogically had our fingers crossed for a Giallo Sahara paint job and were going to be a little deflated if we’d ended up on the Grigio Atacama silver version, but our luck was in. Like a school kid being picked first for the footy team we raced up to the bike and started climbing all over it.

The finish of the bike is beautiful, with stylish touches here and there that Italians seem to do better than anyone.

The TFT screen is gorgeous, although a little smaller than some we’ve seen lately, the Paris-Dakar-inspired colour scheme set our bottom lips trembling

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Moto Guzzi V85tt

with desire, and even the taillights were designed to give the impression of jet exhausts.

We only realised that because we were told at the briefing, but once it’s pointed out it’s impossible to miss.

On board the bike the seat is really, really comfortable. It’s generously sized without being huge, and the shape is ideal for long-distance riding. There’s a small ‘bump’ or extension at the back which we worried might’ve locked us in position, but there’s so much room there we found our regular seating position left a gap between our backs and the bump.

“ The crazy Thai traffic highlighted just how easy the bike is to manoeuvre and control.”

Standing was comfortable for our 175cm test rider as well, although we’d naturally remove the rubber insets from the footpegs.

Speaking of standing, the seat height of 830mm is excellent. We know it won’t suit every rider, but manufacturers seem to be moving away from seat heights of 850mm or more as a standard on adventure bikes and we’re rapt about that. A rider trying to control over 200kg of bike needs to be able to get his feet on the ground, and seat heights around the 830mm mark seem far more sensible. The payback comes with ground clearance being only 210mm, but

on a bike like this one we think that’s plenty.

The ’bars sweep back a bit from the top triple clamp and we’ve never really liked that much. It’s happening on a lot of the big adventure bikes these days, and we have to be honest and say we didn’t notice any

Top: The suspension front and rear did its job well.

Below left: Cruise control is really easy to use. Just hold the button in to activate, then each upward or downward bump of the button changes speed by two kilometres per hour accordingly.

problem or difference in handling on this or any other of the bikes using backswept ’bars. The bike steered nicely at speed or commuting, sitting or standing, so clearly Moto Guzzi has the design and ergos well sorted.

Ramble on

We’re going to gibber for second here, but stick with us, there’s a point to it.

We’ve pointed out before how manufacturers quite sensibly do media releases in environments ideally suited to the bike they’re showing. They’d be mad not to. Benelli had us carving up the mountain roads near Tavullia in northern Italy on its TRK502X, KTM let us loose in the Sahara on its 790 Adventure R and Ducati sent us into the Sardinian rocks and dust on its Multistrada 1200 Enduro. The right location can have a huge influence on how a bike shows up during a test ride.

Here’s the point: why were we sent to Phuket in Thailand to ride the V85TT?

Now we’ve been there and seen the impossibly gorgeous and incredible scenery, travelled the mountain roads with lush, green jungle closing in tight from either side, thrashed the bikes to a standstill on the beaches near Phang Nga Bay, and felt as though our arms were going to fall off from the constant waving at smiling, cheerful people everywhere we went, we realise that’s what this bike is all about.

The V85TT is a superb and versatile tourer. It’s incredibly comfortable, is stylish and gorgeous to look at, will hold a tight line on a narrow mountain road with the throttle open and will handle dirt road and even, with the right rider, a run through deep sand on the dunes of a beach. The crazy Thai traffic highlighted just how easy the bike is to manoeuvre and control, the

Below right: Even the switchblocks are stylish. The ‘mode’ button is a little deceptive. It refers to the mode of the TFT screen display, not the ECU mode. Changing the riding mode does use this button, but it takes a couple of jiggles and twiddles. u

12 months Warranty

CE® level protection

Full-grain oiled leather

Drytex® waterproof

Lightweight construction

Adventure anti-slip sole

Stainless steel shank

Injection molded shin plate

Plastic gear pad protection

Unbreakable GH® buckles

TPU reinforced ankle area

Extra soft polymer padding

Anti-bacterial insole

European production

Moto Guzzi V85tt

scenery underlined how the rider didn’t need to have his mind constantly on the bike to keep it smooth, and the occasional creek crossing and dirt road offered no obstacle whatsoever.

Who wouldn’t want a bike like that?

Details

There’s a few things we haven’t covered that are worth a mention:

v LED lighting all round, including a daytime running light in the shape of the Guzzi eagle (a very nice touch)

v The Sahara colour-scheme bikes are supplied with Michelin Anakees. The silver bikes are supplied with Metzeler Tourances

v Three riding modes: Road, Rain and Off Road. Power output is the same for all, it’s the speed of movement of the throttle butterfly which changes. Off Road turns off the rear ABS and allows the front ABS to be turned off manually. Modes can be changed on the fly, and traction control can be disabled

through the menu, but once the ignition is switched off it’s automatically activated again. In Off Road mode traction control intervention is decreased and engine braking increased (which is pretty impressive, we reckon)

v Cruise control is standard and really easy to use

v Wheels are a 17/19 combination with tubes both ends

v Connection to smartphone is an optional extra.

Below: Ergos are well sorted. Sitting and standing were comfortable for the 175cm rider.

Moto Guzzi V85tt

Sold

Despite the exotic location and incredible luxury afforded during the media release, we kept our razor-sharp minds on the job and came away from our ride on the V85TT with the impression of a really first-class dualsporter and an excellent all-rounder. Our overwhelming impression was of comfort. The bike was comfortable in just about every situation. The exception was the deep sand, and even then, the Guzzi coped – unlike the riders – but the motor felt like it was working hard to keep the bike moving.

There’s no doubt specialist bikes will outperform the V85TT in their specific areas, but to be a little bit glamorous, a smidge sporty and still ready for an off-road look around, Moto Guzzi has come up with a first-class winner. And have a look at the price. Hoo-aah.

Moto Guzzi V85tt

Bike spe C s

Web: www.motoguzzi.com/au_EN/.

Recommended retail:

Grigio Atacama (silver) $18,890.

Giallo Sahara (tricolour) $19,590.

Prices include GST but not ORC.

Engine: Transverse, 90° V-twin, two valves per cylinder

Capacity: 853cc

Bore/stroke: 84mm x 77mm

Maximum power: 59kW (80hp) @ 7750RPM

Maximum torque: 80Nm @ 5000rpm

Transmission: Six-speed

Front suspension: Telescopic hydraulic fork, 41mm stanchions, adjustable spring preload and rebound

Rear suspension: Double-arm swingarm, single-side shock absorber, adjustable spring preload and rebound

Front brake: Dual 320mm steel floating discs. Brembo radial, four-piston, callipers

Rear brake: 260mm stainless-steel disc. Dual-piston floating calliper

Front wheel: Spoked, with inner tube, 19-inch 110/80

Rear wheel: Spoked with inner tube, 17-inch 150/70

Seat height: 830mm

Dry weight: 208kg

Wet weight: 229kg

Fuel capacity: 23 litres (including five-litre reserve)

The Flinders Ranges and the Corner country

Around 40 riders left Melbourne to travel with Maschine to Broken Hill and the Flinders Ranges. Jim Bassett was one of them.

Main: The ever-twisting hard pack was formed over rock ridges, across small depressions and through dry creek beds. It was the reason for being there: to experience riding like that.

Above: Good mates and great times.

Right: The rocks got rockier, and choosing a good line meant choosing the least jagged track.

Words: Jim Bassett. Images: Nick Fletcher

Outback asphalt highway was a good beginning. We rode through small towns steeped in history, and even with all our modern gear, the Birdsville Track is still considered an adventure rite of passage today.

Leaving the asphalt with its parallel railway, a gravel road headed to the Flinders Ranges and was a warm up for what lay ahead. Puffs of bulldust rose from the plain in front, and, despite the cold, every-

one appreciated the breeze taking the dust off across the plain and giving a clear view of the road ahead. Bulldust holes and stretches of wind-blown sand started to test riders’ alertness and skill, with enough of both needed to keep the ride interesting as well as raise the riders’ skill level…as long as they stayed upright.

The reward for surviving the plain’s monotony, interspersed with moments of terror, were the rolling hills where the dirt

riding was Nirvana. Whoever built the road was in touch with his Earth.

The ever-twisting hardpack was formed over rock ridges, across small depressions and through dry creek beds. It was the reason for being there: to experience riding like that.

Good one

There were so many ’roos and emus the lead rider called in to delay the

u

Flinders

start of the second day.

Serious discussions regarding bikes evolved between strangers in a friendly, flash-crowd sort of a way. Bikes were reviewed by owners and peers and recommendations were made, raising a few eyebrows.

After finally gliding out on the blacktop we arrived at a farm where, for a fee, we rode the farm trail, and it was incredible to see how big one property could be out there. Drought was having a serious effect, so our small contribution was gratefully received, and the trail proved to be truly off-road.

An old grader had made the track, but there were no other signs of development. A few farm gates, an original squatter’s hut and a windmill were the only structures. An incongruous metal picnic table, the sort you see in a council park, was perfectly located on top of a hill kilometres from anywhere. We sat and ate our salad sandwiches while surveying the incredible scene. We continued on through the dry creekbeds where overhanging white-trunked eucalyptus trees hinted at their struggle for timeless life. Long tracks led across paddocks littered with bulldust

holes and it was a pleasure and privilege to be able to share it.

After a couple of rolling hills we were suddenly on a ridge and a breathtaking panorama opened out before us. It was the Flinders Ranges, and they were awesome.

We returned to Wilpena Pound after a day of exploring with good mates and enjoying great times.

It was a day to remember.

Above: Some steepish hills and erosion washouts upped the ante. Below left: A couple of loose bolts and a few strips of duct tape took care of repairs. Below right: Father, Peter, and daughter, Cara.

Flinders

Rock on

After a cruisy day of mostly winding and challenging bitumen, the group set out on an enduro route to Arkaroola.

Wind buffeted everyone like an invisible, slow-motion pillow fight. Whack! Thump! I absorbed the soft blows, momentarily veering off course and leaving a slow, serpentine track up the straight road. At least there was little dust, and again the hills were an awesome feature, their bright-orange slopes stark against the windswept blue sky.

The enduro route offered a few bulldust holes of little consequence, and then slow progress down an increasingly rocky road until, as if on cue, the trail was full of baby heads and razorbacks.

Baby heads are rocks that protrude about 15cm from a gravel road. They’re hard and immovable. Razorbacks are lines of rock about the same height that stretch across the road. There are two types of top on these formations: one has a very slightly rounded top, and, the worst, the second has a top like sharpened flint easily capable of cutting a tyre. They have no give whatsoever. A soft hit resulted in a loud bang at the front end and a jarring through the ’bars and shoulders. A hard hit could result in a cut tyre, a bent rim or a rider down.

One tried to avoid hitting baby heads and razorbacks.

After a stop for elevenses the rocks got rockier, and choosing a good line meant choosing the least jagged track. Fields of

baby heads were ruled off by razorbacks. Loose rocks ricocheted off sumpguards and exhaust pipes and rocks caught in tyre treads were ground between the tyre and mudguard.

This was fun?

You bet.

Some steepish hills and erosion washouts upped the ante and dry creek crossings kept everyone focused. What did we come for if not to be challenged and succeed?

A barbeque dinner, a briefing and some astrophotography lessons from a real pro finished another day.

Smash hit

The night’s briefing tipped the next day’s ride to be harder and offered an optional, tougher breakout route.

After overnight rain the weather cleared, so we set off from Arkaroola under clear skies to tackle 106km of fourwheel-drive tracks made up of rocks, ruts and hills.

Crossing dry creek beds had become an everyday activity and I looked for the twin track of compacted river pebbles made by the slow-moving, leviathan

Above: The ever-twisting hardpack was formed over rock ridges, across small depressions and through dry creek beds. Below: Rolling hills where the dirt riding was Nirvana. u

Flinders

four-wheel drives. Sometimes I was lucky, but mostly I ended up in the loose, cut-up track with my handlebars swinging like a frantic kayak paddler escaping a killer whale – the whole area used to be a seabed, after all.

Some of the pebbles in the dry creeks were of grand size, and again the rocks were of all variations, from hard-packed gravel roads through to loose gibbers. It was all punctuated with baby heads –you didn’t want to hit them – razorbacks and bulldust holes – you didn’t want to hit them, either.

A wet welcome

Stubbs Waterhole turned out to be a sandy hole in ground. A waterhole, but dry when we arrived. There were shrubs about 120cm high and they looked

totally devoid of moisture. If they could be called green, it was the driest green I’d ever seen.

After 50km of dirt and dust the twisting track arrived at Grindell’s Hut. Halfway up the foothills with its back to the range, the hut commands a 180-degree view to the ends of the earth. The consensus was whoever lived there didn’t enjoy company.

Rain thundered down on the tin roof as we sheltered inside and rivulets formed on the ground.

The next day was shaping up to be interesting.

Seeing red

In the 1850s the area had 20,000 sheep. In just a few years that was reduced to 2000 sheep. That same area now still struggles to support 2000 sheep, and

even then only with outside support. The land has never recovered from that first intensive grazing.

The riding was harsh and the bike thumped, twisted, bucked and jumped about like a ’roo with its tail caught in a fence.

Departure from the hut was delayed by a group photo. The interpretations of instructions shouted by the photographer across the valley had everyone in good humour.

Leaving behind the Gammon Ranges we headed up the Strzelecki Track. With the plains to our right and the ranges to our left, the weather was clear and

Above: Dust and loose rocks made for a challenge. Below left: A group effort. Below right: Maschine’s Nick Selleck launching the 1090. u

Flinders

the road, amazingly, was dry. Just as we turned onto the Strzelecki we were passed by an oncoming semi and I rode in his wheel tracks for almost 100km. The ranges in the distance took on a blue hue quite different from the red that had coloured previous days. The vast plain to my right was still red.

Trusting

If you fall and without letting go the ’bars, then recover and ride on, that’s not an ‘off’. My bike wouldn’t lie down or go forward or go back. It just stood there on the side of the road with its front wheel in a bush and the sumpguard neatly perched on a large rock. I didn’t let go the ’bars, so my pride was saved, but try as I might I couldn’t get the bike to dismount the rock without getting off.

While freeing the bike from the rock I could hear one of the other riders in trouble so I knew I wouldn’t be getting help any time soon. I carefully set about moving the bike down the bank and had success just as my mate turned up to rescue me. He had me pillion him back to the bottom of the gnarly hill where the other rider was in trouble.

The Corner

It was a real relief to roll into Arkaroola village.

We always refuelled immediately after a ride. I don’t know where, but somewhere that’s chiselled in stone. So it was strange

when the lead rider bypassed the fuel pumps, pulled up at the front door of the pub and signalled beer o’clock. There were no complaints from anyone.

With beer in hand we listened to riders with tales of carnage up on the harder track. One rider came in having ridden the last 20km with a flat rear tyre. One with broken muffler mounts. One with a loose front end. There were others.

For us, a couple of loose bolts and a few strips of duct tape took care of repairs.

The next day was to be another tick on the bucket list: Cameron Corner.

Cornered

Arkaroola to Cameron Corner is about 450km, and Maschine supplied a refuelling point halfway. The road was long, with many a winding turn, which we were told would eventually lead us to Tibooburra, a second tick on the bucket list.

For most of the day, about 560km, we had no communication and Team Maschine was our only support. We saw a handful of cars and trucks in 10 hours

Above: Bulldust holes and stretches of wind-blown sand started to test riders’ alertness and skill. Below: One of the other riders in trouble... or is that two of the other riders? u

ROCK(S) ‘N’ ROAD(S)

Rock(s) ‘n’ road(s) is the celebration of the all-terrain philosophy that you can experience astride the V85 TT. No matter what destination you choose, on your V85 TT it will be an unforgettable trip. V85 TT is a blend of two spirits: a rock world made up of adventure and o -road inspired by the desire for freedom and exploration, and a road world represented by road trips, with urban routes and fast long distance, under the sign of elegance and style.

$20,690* RIDE AWAY

The Classic Enduro V85TT features an exclusive air-cooled transversal 90° V Twin 853cc engine cranking out an impressive 80HP and 80Nm of torque. Coupled seamlessly with a 6 speed transmission and a choice of 3 riding modes – Road, Rain & O -Road – selectable from the advanced MIA ready TFT display, the V85TT is able to satisfy even the most expert road riders, as much as the adventure seeking o -roader.

$21,390* RIDE AWAY

Flinders

of travel, and it’d be possible to count on one hand the number of buildings between the towns of Arkaroola and Tibooburra.

Slowly the road surface changed. There were no more baby heads, but there was sand, my arch nemesis. Fortunately the sand wallows were patchy, with 50km here and 100km there. All the lessons and skills were brought to bear and we all arrived safely at Cameron Corner, where NSW, Queensland and South Australia meet.

Pub grub

A drought dust storm greeted us as we rode in to a remote corner of Australia. Emotions surged through me. After the wind, dust, sand and distance I was excited and exhausted. We fuelled up and continued on to Tibooburra along a rollercoaster track of sand dunes about four metres high with anywhere between 100m and 500m between.

Arrival at Tibooburra saw us tired and elated. It had been a big day, but well worth all the effort. Dinner was at the local pub before we retired for the night, contented travellers.

The ride to Broken Hill was likely to be just as adventurous and well organised.

Decision time

The next day started with breakfast on the verandah of the pub. This was a street where you didn’t need to look to cross the road. It was quiet enough to hear anything coming. Early-morning sun highlighted the white gums that stood as shady sentinels against the building and I spied the ‘drive-in’ on an unfenced block across from the hotel. It had the usual set up of mounds for the cars, a screen, projector shed, toilet made out of a converted concrete rainwater tank, and chairs. It wasn’t clear how the chairs would work, but it would’ve been great to see it in action.

A hundred kilometres up the road it was decision time: ride the sand or go straight through to Broken Hill?

It was the last day and the last section of the ride. Discussions revolved around, ‘Can I do it?’ ‘Is this the straw that breaks the camel’s back?’ and matching expectations with reality.

Several riders chose a run straight to Broken Hill, and in hindsight it was clearly a good decision.

There were 260km to go. The final 80km was the last leg into Broken Hill. This left 180km of sandy farm tracks that varied in quality, including some soft-sand sections. “How much soft sand?” I asked, eager to find an excuse to bug out.

“Some,” I was told.

I opted in. It was my chance to conquer my sand fears.

Sand

I hit the first patch and the bike lurched left, right, left, right and I wondered if I could do it. All I know now is that I survived the section. Remembering the lessons and coaching I achieved control. When preparation meets opportunity there is luck. On this day I was very lucky.

The group converged at the miners’ memorial in Broken Hill to celebrate the completion of the ride and mine was an extra-special celebration because I’d taken control in the sand as well.

Dinner that night had the usual speeches, back slapping, banter and good humour.

I’m glad to be able to share this story. It deserves its own time and space. The ride was over, but the adventure continues.

Above: Author Jim made some lifelong new friends. Below: All the lessons and skills were brought to bear and we all arrived safely.

Seven days in northern Thailand

“You couldn’t describe this trip to someone who has never been here,” said one rider. Toby Richardson decided to try.

Words and images: Toby Richardson

Left: It was a hell of a ride getting across. Above: Assessing Steven’s potential mortality. Below: Awesome, flat-out double track that wound through the hills.

Imust admit, I didn’t bother to ask or find out much about the tour. All I knew was it would be seven days in and around Chiang Mai and I’d be joining an American group. I had no idea whether there would be much road, if the dirt would be comprised of single track or fire trails, or what particular region we’d be going through. I just knew it would be fun.

I also wasn’t sure what the accommodation would be like. As a travel bum used to hostels, I wasn’t expecting much luxury.

It turned out the tour was a week of all styles of track, mirroring the Mae Hong Son loop, a famous road route consisting of 1864 curves.

The scenery was amazing and varied. We were taken through the villages of the hill tribes, down through countless river crossings and covered some of the most winding roads I’d ever ridden.

Being the only person who hadn’t read the tour outline or itinerary, I was quite surprised by the accommodation. Every night was some sort of amazing bungalow overlooking rice fields on the edge of a small town, or a resort in one of the cities. It was far more luxurious than I’d bargained for and every

afternoon we were met with a cold flannel and a fridge stocked with beer. They were small touches that made a massive difference.

On the road

After meeting everyone for the first time we loaded all our gear into the support vehicle, and after a quick brief on the sweep/cornerman system we were off.

The hotel was on the south side of the old city, just past the ancient walls. It took about half an hour to ride through town until we entered a national park. Thailand has a burning season that lasts only for a few months and we started riding through a very dry and burned-out area.

On nearly all single trail, we followed a ridgeline up and down rocky hills for half the day. The surface was mainly gravel and the tracks were still fast enough to be very enjoyable. It was over 40°C and some of the group were struggling to find their feet. We were sweltering, and Steven, the oldest, fell a few times and looked like he was going to die of heatstroke. He was assessed as likely to live and turned out to be the group’s biggest improver. He soon came to love that type of riding.

We pushed on and were met with a much cooler creek bed to ride through. I was reminded of the dry, quartz-based river beds found up north in Australia. It was a little Gascoyne Dash-esque. It was a baptism of fire, mainly due to the weather, and most the group were dubious of what was to come. It turned out this type of riding was new to most of them, but tour-leader Duncan knew just how far to push.

After a big day, we were met with a beautifully cold flannel, fridges full of Chang longnecks and an absolute smorgasbord of beautiful Thai food. My private bungalow had a perfect view of the sunset over the hills and rice fields.

Watching the view while having

u

a cold one with my soon-to-be-great friends, I knew I was in for something special.

Beaming Scotty

Knowing there was a long hill climb to start off with, and not knowing if they could pull it off, most of the group was nervous about the second day.

It started with an hour on the road, going

through some of the tightest hairpins and switchbacks I’d ever experienced. It was a great way of warming up before getting to the hill sections.

Duncan changed from leading to being sweep, knowing some would need help, and I soon learned he was able to push people of different abilities to the point where they would have a great sense of achievement, but no further.

This day was to go down as the best day of riding most of the guys had ever had. Brian claimed he was almost emotional at how great he felt and Scotty was beaming for the entire day… although that was sort of normal for him.

Shafted

We were in for another treat when we departed the beautiful Mae Sariang river resort. It was another day of totally different scenery and trails, including more than 45 river crossings.

I was crossing one when I caught a hidden branch that ripped me off the bike and I threw me headfirst over the bank. With my head barely out of the water, the bike landed on my legs, pinning me down like a cantilevered moron trying to keep my mouth out of the river.

When John eventually lifted the bike off me, inspection revealed I’d sheared the gear-selector shaft. It’d snapped clean off the side of the engine. Convinced my day of riding was over, I waited for Duncan and couldn’t believe it when he pulled a brand new shaft from his bag and replaced it in under 15 minutes on the side of the track.

Above: Scotty was beaming for the entire day. Left: Retrieving John and his bike from a ditch.

northern thailand

Buy and buy

The following few days incorporated every type of scenery and trail from the outskirts of towns all the way into small, hill-tribe villages where we refuelled from softdrink bottles.

The main thing that stood out were the bridges we had to cross.

While many of the rivers were easy to traverse owing to the sandy bottoms, there were a few that weren’t. On the second-last day we lined up for what would be over an hour of getting everyone’s bike across. Being a suspension bridge, it was made of steel cable, although it used thin bamboo slats as the load-bearing base. It was mainly designed for pedestrians and the occasional scooter, and it was a hell of a traverse.

There was a one-metre gap in one section with no slats, meaning the bikes had to be ridden across a tight rope. The group was nervous, but mad keen and excited. They were no longer the

Above: Every type of scenery and trail from the outskirts of towns all the way into small, hill-tribe villages.

Left: A sheared gear-selector shaft. The sweep produced a spare and in 15 minutes the repair was done.

Below: More than 45 river crossings.

same riders they’d been on the first day, and Steven was a born-again daredevil by comparison. Everyone was ecstatic once we’d made it across.

Following the bridge was some awesome, flat-out double track that wound through the hills for a few hours with nobody else in sight.

We spent the second-last night in Pai, a famous hippy getaway and party town. The drinks were on John, as we’d spent

a few hours retrieving him and his bike from an almost five-metre-deep ditch he’d found by wandering a bit too far off the path.

With John buying, it became a bigger night than usual. Larry, Brian and myself were the last men standing, sometime midmorning.

That had nothing on the last night, though.

Staying in a tiny lakeside hotel with no other guests, we had a huge one for our final evening. Countless longneck Changs and another buffet of local food were brought down to the riverside hut where we dribbled shit until the early hours.

Wrapping it up

After a week of making new friends, riding and not worrying about the normal world, the final day was a sad one. Everyone wanted at least another week.

We covered a variety of terrain and, after lunch, rode past some elephants on the side of the road before hitting the main highway into Chiang Mai.

I’d had an amazing time on this tour. It was far, far more enjoyable than I’d expected and was an incredibly well put together event. Everything was taken care of in the price except for dinner and drinks, which were incredibly cheap anyway. Having only just returned from following the Dakar where I had to organise everything myself, it was an incredible change to have someone else doing all the running around.

With a support car, plenty of spare tyres and a mechanic to work on the bikes at night, there was nothing TBB Tours (tbbtours.com) hadn’t thought of.

Find more pictures on Instagram @travellingminimalist.

$6990 RIDEAWAY

steering dampers

What does a steering damper do? And, most importantly, should your bike have one?

Asteering damper can be a lifesaver, it’s as simple as that. Should your bike have a steering damper fitted? Yes, it should. Allan Cunynghame, owner of GPR Australia, has been riding since Christ was a boy and he’s a big fan of steering dampers.

“Over my 45 years of involvement in motorcycle riding I’ve had the opportunity to ride many different motocycles covering all facets of motorcycle sport,” he told us.

“Some of those motocycles were very well behaved and others not so much.

“I discovered steering dampers in the 1970s while sharing a motorcycle with Hans Appelgren at an event in Victoria, and I thought it was a gift from God. If you have a motorcycle set up correctly you won’t believe how much confidence an adjustable damper will give in pretty much any situation you can imagine.

I believe it’s a must for any adventure bike.”

But a steering damper isn’t a necessity and plenty of experienced riders choose to do without them. Why?

That’s a very good question and we’re glad you asked.

Put simply

Keeping things as simple as possible, a steering damper is designed to slow down the side-to-side movement of the handlebars.

That’s the concept.

The movement of the ’bars is slowed down by connecting them to a device which, when the ’bars are turned, forces fluid through a restrictor. The easy way to envision that is it’s the same as the internal workings of a shock or fork leg. Try and turn the ’bars fast and the

Above: Even at low speeds it can be difficult to maintain control of a big adventure bike. Used correctly, a steering damper can be a huge help, not only in controlling the bike, but also in reducing rider fatigue.

Insert: Most aftermarket steering dampers for adventure bikes use a stationary bracket secured to the frame and a metal reservoir holding the fluid and restrictor which attaches to the ’bars or triple clamp.

liquid passing through the restrictive hole or holes only lets you turn them as fast as that liquid can move. The smaller the holes or the more viscous the liquid, the slower the movement. As a very general, don’t-send-ussnotty-emails-telling-about-theexceptions rule of thumb, most aftermarket steering dampers for adventure bikes use a stationary bracket secured to the frame and a metal reservoir holding the

fluid and restrictor which attaches to the ’bars or triple clamp.

Simples.

Not so simple

The reality is steering dampers, like everything else, have reached such a high level of technological development it can be hard to understand just how you can get it do what you want it to do.

So let’s try and think in broad terms and not use any jargon or flash-sounding technical terms.

All steering dampers work the way we’ve described. Some high-end road-race bikes now have electronic adjustment, but the mechanicals are the same.

The first thing you need to get into your noggin is why you would have a steering damper. Another side of that same question would be, “Why would anyone want to slow down the movement of their handlebars?”

Say hello to Mr Tankslapper.

A tankslapper is the uncomfortable phenomenon where something causes the front wheel to violently change direction to one side, usually to full lock. Often then the front wheel flicks all the way to the opposite lock as well, and it all happens so fast the rider has no chance of reacting to, or controlling, the event. Thus he’s said to have ‘slapped’ the tank: a tankslapper.

At speed a tankslapper is potentially fatal. The rider is seldom able to gain control, and the resulting off is always ugly, with ’bars swishing about and threatening to impale the rider, the bike thrown to buggery in the air sideways, upside-down, cartwheeling or any number of horrible ways, and the rider usually gets thrown even higher and further with no say at all in where or how they’ll land.

A correctly adjusted steering damper will help control that wild handlebar movement. It gives the rider the

Left: Sand and bulldust are treacherous for concealing the types of hazards which will cause a tankslapper. A steering damper is a godsend in these situations.

Below: If you don’t understand the high- and low-speed adjustment on the compression of your shock, you’re probably best off buying a simple damper with a single knob or lever.

Right: It’s common for one part of the damper to be fitted to the ’bars themselves, but the ‘underbar’ set up is particularly tidy and keeps the unit out of the way.

opportunity to maintain or regain control, or at the very least minimise the severity of the incident, and believe us, it can save lives. It almost certainly helps reduce the potential for serious injury.

There it is

That’s really all there is to it.

With that in mind another question you may ask yourself is: ‘How likely is it I’ll ever experience a tankslapper?’

If you’re predominantly a well-behaved road rider the chances are very low. But don’t kid yourself. A nasty pothole, some subsidence, and those new freeway sections where the road surface is grooved in the direction of travel for water run off…mate. Those are treacherous, and a steering damper can save your bacon.

For off-roaders the chances of a steering damper paying its way are much higher, and for anyone riding the sand or bulldust common in Australian deserts, the chances of a massive tankslapper are high. The drive needed to stay stable and keep moving forward in the sand or bulldust means hitting anything is usually done at speed, and often enough the sand is hiding all kinds of ruts, rocks, snags and drama. That’s why desert riders are probably the biggest exponents of steering dampers. They need them most.

It’s not only the deserts, of course.

Tree roots, wheel tracks, rocks in creek beds and a zillion other things can cause a sudden deflection of the front wheel, and on a big, heavy adventure bike, even at low speed, it can cause a fall.

A steering damper will help the rider control the bike in those situations.

Remember

In no particular order, here’s a few points to keep in mind about steering dampers: v There are different types that fit in

different ways. They each have their advantages but are all designed to do the same thing

v All the high-speed and low-speed adjustment and whizzbang features are only of use to you if you understand how to use them. If you don’t understand the high- and low-speed adjustment on the compression of your shock, you’re probably best off buying a simple damper with a single knob or lever

v For general riding, the rider shouldn’t be able to feel any effect from a correctly adjusted steering damper.

Finally, we can’t help ourselves, but we’re sick of hearing blowhards braying about a bike having headshake, and that they’ll fit a steering damper to ‘fix’ it.

Headshake can be caused by a wide variety of factors and could easily be the subject of a separate tech piece. A steering damper can help control headshake, but it can’t ‘fix’ it.

Your call

So there you have it.

The concept behind steering dampers is very simple and they’re a great safety feature for riders who know how to use them. Experienced riders who choose not to run steering dampers usually make that choice because they’re not expecting to ride terrain of the hazardous nature of sand or deserts, and because a steering damper is a fair chunk of mass fitted above, or close to, the steering head.

But the tankslapper can happen anywhere and anytime, and if a steering damper only saved your life once, we’d call it a good bit of gear.

No: WPGCTK

The

Geo Centre of simpson Desert

Over the next few issues Phil Hodgens will look at some of the toughest desert tracks he’s ridden for Motorbikin’ Films, starting with one that’s so extreme it isn’t even a track.

Words and images: Phil Hodgens

There’s a certain breed of rider who lives for a challenge. It becomes an addiction, verging on a sickness.

Late nights are spent tracing dotted lines on outback maps as you research your adversary, studying its strengths and weaknesses. Fuel distances and water consumption are calculated and bikes are fabricated by hand to carry the massive loads.

Support vehicles are scorned.

After months of prep the day arrives when you ride into the unknown to do battle with your nemeses: the track, the load and your mind.

The first day is the toughest, mentally and physically. The track will fight you. It has a reputation to maintain and if you want to make it to the finish, you’ll have to earn it.

The bike will seem like it’s trying to kill you, swapping and wallowing like a walrus beneath its massive load, and you’ll question your ability to complete the mission. Should you turn around while you still can before you reache the point of no return for fuel and water?

The sun gets low and you pull up to camp way short of your target.

The realisation you have another week of this torture is demoralising and you fall asleep, utterly rooted, to the sound of dingoes howling in the dunes.

On track

Far left: It still took the best part of a day to cover 100km. Above: Adrian Miller from the Birdsville Bakery flew overhead to spot from above. Below: In 1993 a team of 4WDs navigated via GPS to what was to be called ‘The Geo Centre’ and erected a tower with a visitors’ book.

Day two and you ride out of camp on a completely different motorcycle.

You’ve burnt 20 litres of fuel the previous day and consumed a few kilos of food and water. The further you go the lighter it gets. Your mind has disconnected from work and all outside life and the only thing that matters is you and your bike.

The track is no longer your enemy. It’s your friend, and she reveals her true

beauty to you. If you make it to the end in the days to come, it’s not because you beat her, but because she let you. That feeling will stay with you forever but it won’t be enough, you’ll crave it again and the late-night map sessions will return as you stalk another of Australia’s great desert tracks.

Geo Centre of The Simpson Desert

v Location: 235km west of Birdsville and approximately 60km north of the French Line. It’s the most central point of the Simpson Desert

v History: In 1987 a pair Suzuki 4WDs navigated south from The Plenty Highway and erected a plaque which they believed marked the geographic centre of The Simpson Desert. It was before GPS navigation and the plaque has never been found since

v In 1993 a team of 4WDs navigated via GPS to what was to be called ‘The Geo Centre’ and erected a tower with a visitors’ book

v In June 2013, a three-man team (Stephen Alldridge, Joe Brazier and Phil Hodgens) rode in on Suzuki DR650s. To the best of their knowledge, no unsupported motorcycles had been there before

v Permits required: Desert Parks Pass v Difficulty: Extreme u

Great desert traCks

of fuel for the return trip on the edge of Lake Poeppel.

Phil’s story

Heading west-to-east from Mount Dare to Birdsville via The Geo Centre would mean a total distance of just under 800km. The sensible option would’ve been to set up fuel and water dumps, reducing the load and allowing a smaller, lighter bike.

But it wasn’t a choice for us.

We opted to pull a loop from Birdsville across the French line, up the Colson Track and back via the Geo Centre. Total distance was just under 900km with around 160km of that being trackless, cross-country work.

We left Birdsville with around 65 litres of fuel and 20 litres of water and dumped 10

By dark we’d crossed The Simpson and swung north to camp on the Colson Track.

Second day

Around 86km up the Colson we headed east on a faint, abandoned shot line used for oil exploration almost 50 years ago. Adrian Miller from the Birdsville Bakery flew overhead in his light plane to spot from above and we kept in touch via UHF. It was a handy service when the shot line vanished 10km in.

The cross-country desert riding was relentless as the spinifex clumps formed raised moguls which were sort of like riding a field full tractor tyres. Crosscountry desert riding is like dog years…

a kilometre in the desert is like seven kilometres in the bush.

Adrian guided us 30km east to an abandoned airstrip where he ran low on fuel and pointed the little plane for home. From there we were on our own and it took another 10 hours to cover the 30km of moguls to the Geo Centre.

And on the third day

We headed east from the Geo Centre and picked up the faint remains of a shot line heading south. We were able to click second gear, but it petered out all too soon and left us thrashing in the moguls again. We ran south between the dunes, which was easier than crossing them, but it still took the best part of a day to cover the 100km back to the French Line.

Day four

The run back to Birdsville on the French Line was like a highway compared to what we’d been through. Joe and I ran out of fuel while Steve made it in on fumes. Clearly 65 litres was not enough.

The Geo Centre is a tough ride. Only a few vehicles a year traverse it. If things go pear-shaped recovery could cost over a year’s wages or more, and your bike would be staying there.

If you’d like to check out the full video head to www.motorbikin.com.au and download Operation Centre Punch from the store.

The sheer logistics of navigating the Geo Centre unsupported make it a pretty formidable operation.

litres

Above: Your mind has disconnected from work and all outside life. Below: The French Line was like a highway by comparison.

WHERE THE ROAD ENDS, WE TAKE YOUR FURTHER

When you’re not afraid of riding off-road, and you don’t know where the next adventure will take you, you need gear that keeps you well protected and comfortable at the same time. That’s why we developed our new Offtrack outfit; a lightweight, well-ventilated ensemble with plenty of storage space.

Ducati Scrambler

Desert sled 2019

An improved version of an already sensational bike.

Main: A few refinements for 2019 make the Desert Sled even better. Top right: The same suspension and motor which won us over in the first place. Right: An LED daylight running light is an excellent safety feature. It looks cool, too. Below right: Self-cancelling indicators are a nice touch.

We went a bit gaga over the Desert Sled when we first rode it in issue #26. Since then we’ve been lucky enough to ride a Sled on a couple of different occasions, and our opinion hasn’t changed. It’s a superb, versatile bike with a heavy emphasis on fun and style.

A bit like the staff here at Adventure Rider Magazine, really. No, but seriously, folks. It would’ve been easy for Ducati to announce

colour-’n’-graphics updates each year and trumpet a new model. We’d have been happy. We loved the bike.

But that’s not the way for the performance-oriented Italian marque, and the 2019 Sled has some serious updates, the most notable of which are the hydraulic clutch and cornering ABS.

Recap

For those who’s memory of the

bike might be a little scratchy, it’s powered by a 90-degree, oil- and air-cooled, Desmodromic, 803cc V-twin. The drive train includes a six-speed box, chain drive and a new hydraulic clutch. Service intervals are 12 months or a very hefty 12,000km, unchanged from the previous model.

A 17-inch rear wheel and 19-inch front do the bizzo, and a single-dial LCD is now even more jam-packed with information. We loved the

simplicity of that big gauge on the previous model, but we confess a fuel gauge and gear indicator are well worth having. There’s also a tell-tale for the new daytime running light and an ABS indicator.

Rider modes are ‘Journey’ and ‘Off Road’. The Off Road setting changes the ABS from a road-style application to an off-road style with a slower ABS pulse for increased performance in reduced grip situations. Within the Off Road mode the ABS can be disabled completely for the rear.

This is still a bike where the rider gets to do the riding. We noticed a couple of small differences on the spec sheet which may or may not mean anything. Horsepower on the old model was given as 75, and now it’s 73. If it’s accurate – and we wouldn’t bet on accuracy of plus or minus a single horsepower in any dyno measurement –we refuse to believe anyone would notice it. Maximum torque punches in at 5750rpm.

Finally, the new model is listed as two kilos heavier than the previous bike, and we suspect that may be due to the cornering ABS. u

duCati sCraMBler desert sled 2019

Space race

The neat storage space under the seat is still there, and it still has a USB output. Running a lead from under the seat to the ’bars for a phone or GPS looks a little untidy, but it’ll slip behind the aluminium tank panel and is well out of the way. Having the plug under the seat also offers weather protection for the connection.

Luggage is always a big consideration for adventure riders, and it’s an area where the Desert Sled doesn’t shine. Ducati doesn’t offer hard panniers and racks for the bike, and that’ll disappoint the long-distance brigade. Ducati correctly pointed out most adventure riders opt for soft luggage, and the Sled allows riders to indulge their preferences. We agree. The bike arrived with a Giant Loop Giant Basin fitted, and it gave a surprising storage capacity while staying snug and solid on the bike. Compared to panniers, soft or hard, it was a gift. We don’t expect the Giant Loop was stacked with a lot of weight, but we couldn’t feel it on there no matter what type of riding we did.

There was also one of those little handlebar-bag-things that velcros over the crossbrace, and they’re unbelievably

convenient. We much prefer them to a tankbag for holding phone, wallet, dongle, trendy sunnies or whatever, and again, we can’t feel any difference in the bike with the thing fitted.

Realistically, the Desert Sled isn’t intended to be a long-distance tourer. That’s what the Multistradas are for. The Scramblers are probably more intended for overnighters and shorter multiday rides, and it’s hard to imagine how the configuration of the new bike we rode could be better suited to that type format.

New stuff

For 2019 the big upgrades are the hydraulic clutch and the cornering ABS.

There’s also a new colour scheme with a red frame and white trim, selfcancelling blinkers, an LED daylight running light, and a schmicko seat.

The daytime running light is a sensible addition on any bike these days, and the convenience of self-cancelling indicators is obvious. It’s the clutch and ABS which will make the big difference to Sledders…or Scramblers. Whatever they call themselves.

The ABS is interesting because of the new settings we outlined earlier. The

Top: The bike’s very capable off-road. On the bitumen the Ducati heritage become immediately obvious. Insert above: Even the seat looks stylish. Above: The single-dial instrument cluster looks the same, but now shows a fuel gauge and gear selection.

off-road setting means having the safety net of knowing it’ll jump in on the front if we do something silly, and we like that. We don’t feel as though ABS on the rear is much of an advantage on the dirt. In fact it can often enough interfere with controlling the bike, so we’re very happy about it being turned off, too. The addition of the cornering ABS is a huge step forward in our opinion.

New Multistrada 1260 Enduro

New Multistrada 1260 Enduro

Beyond boundaries.

Beyond boundaries.

Avoid simply travelling. Exceed your boundaries with the Multistrada 1260 Enduro, the new Travel Enduro from Ducati. Thrilling performance is guaranteed thanks to the substantial torque supplied by the 1262 cc Testastretta DVT engine, always at the ready. Redesigned ergonomics ensure comfort and control in all conditions. A high-res dashboard with new graphic interface allows you to make simple and intuitive use of the numerous adjustment options, for a configuration to best suit your needs.

Avoid simply travelling. Exceed your boundaries with the Multistrada 1260 Enduro, the new Travel Enduro from Ducati. Thrilling performance is guaranteed thanks to the substantial torque supplied by the 1262 cc Testastretta DVT engine, always at the ready. Redesigned ergonomics ensure comfort and control in all conditions. A high-res dashboard with new graphic interface allows you to make simple and intuitive use of the numerous adjustment options, for a configuration to best suit your needs.

No destination will seem far enough on board the new Multistrada 1260 Enduro. Let yourself go beyond your boundaries.

No destination will seem far enough on board the new Multistrada 1260 Enduro. Let yourself go beyond your boundaries.

For information on all services, visit www.ducatiforyou.com

Hard to believe

The hydraulic clutch on the Desert Sled is incredible. It’s so light we’re still struggling to accept it’s not an assisted clutch. We asked twice to be sure we weren’t being misled – ‘mis-Sled’? – but Ducati is emphatic: the clutch is, to be technically correct, an ‘hydraulically-controlled

slipper and self-servo wet multiplate’ outift. That’s a bit techo for us, but whatever’s going on is awesome. The clutch is featherlight and wonderfully progressive and easy to use. That’s all we can say about it.

The gearbox is nice and shifted sweetly, and with the modest power output we weren’t tempted to do a lot of clutch slipping, but when we did, it felt the clutch gave the rider really good control. We noticed it most when we were trying to push the bike over corrugations. Juggling clutch and throttle meant keeping the bike driving while rear-wheel hop was kept to a minimum.

We enjoyed that part of the testing a lot.

Sweet spot

As we found in issue #26, the power delivery from the Sled’s motor allows the rider to work the bike hard. There’s no big explosion of tyre-shredding, riderdumping scariness, and in general the best performance is at around 4000rpm to 6000rpm. Working with the gearbox that range gives great throttle response and, generally, a lively ride experience.

The suspension still feels good. We didn’t do any fiddling around with the new bike. The suspension is unchanged, and we were rapt in it on the previous bike. It was a little firm as we doddled around doing pics and technical stuff, but came into its own in a big way when we wanted to go fast on dirt roads. That would actually make a good summary of the performance of the Desert Sled: a little firm for slow going, but heart-and-soul for freedom when the pace is up.

Seriously, if you don’t feel like going crazy-ape bonkers on this bike you need a pacemaker.

Evolution

There’s not really a lot more we need to say about the new Desert Sled. We loved the previous model and we love this new model. It’s not a major redesign, it’s a refinement and a true upgrade.

Above: A few refinements for 2019 make the Desert Sled even better.

Below left: An incredibly light hydraulic clutch makes the 2019 model even more fun to ride hard.

Below right: Giant Loop luggage is ideal for the Desert Sled.

duCati sCraMBler desert sled 2019

Bike spe C s

Web: www.ducati.com.au

Engine: L-twin, Desmodromic distribution, two-valves per cylinder, air-cooled Capacity: 803cc

Power: 54kW (73hp) @ 8250RPM

Torque: 67Nm @ 5750rpm

Transmission: Six-speed

Frame: Tubular steel trellis

Front suspension: Ø46mm, fully adjustable, USD forks

Rear suspension: Kayaba rear shock, preload and rebound adjustable. Aluminium, double-sided swingarm

Front brake: Ø330mm disc, radial, four-piston, two-pad calliper with Bosch cornering ABS as standard equipment

Rear brake: Ø245mm disc, single-piston floating calliper with Bosch cornering ABS as standard equipment

Fuel capacity: 13.5 litres

Standard equipment: Steel tank with interchangeable aluminium side panels, headlight with DRL by LED light-guide and interchangeable aluminium cover, LED rear light with diffusion light, LED turn indicator, LCD instruments with gear and fuel-level indications and interchangeable aluminium cover, under-seat storage compartment with USB socket, ABS cornering, machine-finished aluminium belt covers, black engine with brushed fins Desert Sled equipment: Aluminium handlebar with cross-strut, front stem protectors, seat with specific design, high front mudguard, long rear mudguard and high plate support

Wet weight: 209kg

Seat height: 860mm. Low seat (available as an accessory): 840mm

Emissions and consumption: Euro 4 standard – CO2 emissions 119g/km. Consumption 5.1 litres per 100km

Go back and read the review in issue #26, because everything we said there still applies, and we’d be just as happy to ride the bike we reviewed there as we were to ride this one. Everything that was great about the Desert Sled when we first rode it is still great about this one, but the improvements on the 2019 model are significant.

In our opinion, that’s a very high endorsement.

Nerriga

Bob Wozga had vague memories of a ford along the Upper Shoalhaven River that might be a good place to take his son fishing. It seemed a good reason to ride down and recce the area.

Over time some places end up not as inviting as they used to be. There can be broken glass, litter and discarded camping chairs or the like strewn around. It made sense to check out the site before taking my son there. It was also close to my wife’s birthday, which was another very good reason to venture out in search of a unique gift from somewhere that specialised in handmade trinkets.

Who said men can’t multitask?

Oils ain’t presents

The original plan was to head out on my own for a days’ ride. But after talking to a mate I discovered he hadn’t been on his bike for a while, nor had he ever taken his bike for a long ride. He jumped at the chance to come along.

Above: An old farm cottage at Marulan made it feel a little like riding through a living museum.

Left: A roadside sculpture laid down the law of the land.

Under grey skies and light drizzle, the M5 led us to Mittagong where the temperature dropped and I wished I’d worn a sweatshirt under my jacket. We pulled into Moss Vale and seemed to step back not just in time, but to America of the 1950s. Bernie’s Diner was a great place to warm up over a hot coffee and watch the town slowly wake and fill the cafes for a morning dose of coffee, eggs and bacon. BMWs, Triumphs and Kawasakis started rolling down the main street on their Sunday rides, urging the sun to come out from behind the clouds.

In King Of The Pack Antiques we found a treasure trove of things to fill a man cave, but I didn’t think my wife would be too happy with a boxed set of original Castrol oil bottles with the genuine funnels.

Great find

The abandoned stone cottage of the Marulan Anglican Cemetery looks over the graves of the pioneers that settled the area near the Bungonia exit from the Hume Highway. Glancing through the trees as I glided along, there were other stone ruins on hillsides and in drying paddocks. Some were remains of sheds, while others looked to be ruins of long-abandoned manors. They’re a reminder that the past shouldn’t be forgotten.

Words and images: Bob Wozga

We only passed a few cars as we headed south through Bungonia and the bikes rolled smoothly along the narrow road as the sun warmed the day. Around a bend the original ford I’d remembered had been replaced by a concrete bridge. Pulling into the Shoalhaven River Crossing to stretch the legs, Rod straightened his back on the grass after being bent over for the past hour or so while I strolled to the riverbank. There were a few cars parked in the rest area, some with caravans and camper trailers, and it looked like a reasonable place to camp.

A group with fishing lines relaxed on the riverbank, patiently waiting for a bite from a bass or a prized trout. Further along the river a skink scrambled over the rocks while a young family panned for gold in the cool, flowing water. They told me they’d been stopping there for the past few years, still finding enough alluvial gold to keep their interest, but it was more about being outdoors than finding their fortune.

Remnants of campfires were dotted along the riverbank and tracks. A century ago the scene would have looked no different.

The area was fairly clean of litter and wouldn’t be a bad spot to return to with a fishing line over a weekend, I decided. The countryside is dotted with these little oases. It’s just a matter of finding them, generally by stumbling across them while exploring backroads looking for birthday trinkets.

Good time

About 15km down the road the Nerriga pub was also an oasis. It’s another place where the sight of gold brings a smile to the face, but the gold there flows from a tap into a glass. A flea speck on a map, it’s almost halfway between Nowra and Braidwood.

Opposite the pub, a roadside sculpture laid down the law of the land: ‘Welcome to Nerriga. We don’t take our cows to the city! Don’t bring your BS to the country’.

Further up the road was an old service station, really only an abandoned petrol bowser, next to an abandoned lamp post next to an abandoned shop. The last time it was used unleaded was 58.9 cents a litre. That must’ve been sometime last

Above: Entering Nerriga. The town’s on a popular riding route.

Left: A young family panned for gold. It was more about being outdoors than finding their fortune. Right: Last time it was used unleaded was 58.9 cents a litre.

century. It would’ve been the only fuel stop between Nowra and Braidwood in its day, but with more efficient cars, larger tanks and better roads, I guessed these small-town service stations were no longer required for fuel or mechanical repairs. They do give a certain nostalgic character to small towns though, and make it feel a little like riding through a living museum.

Present tense

With only a handful of buildings in the main street, most up for sale, the Nerriga pub is a thriving establishment. While enjoying our little glass of gold at the front tables, the street exploded with cars and bikes. The bar was soon full and people milled in front of the pub talking about their ride. Over a beer, one rider told us he was heading back to Wollongong after setting off early the day before, riding through the Victorian alps on his DR650. He’d had a cold night camped near a river somewhere, but it was well worth the trip. He just needed a softer seat to replace the foam he had tied to the existing saddle. u

Puncture Repair Tool

Pliers, rasp, needle insertion tool, knife and 5 pre-glued plugs, all in a handy pouch.

1 Remove offending item from your tyre.

2 Use the rasp to clean out the hole.

3 Thread needle with plug, push into the hole, twist 1 ½ times before pulling out.

4 Separate the knife from tool and cut the plug flush with the tyre.

The knife slides off the tool to easily cut the plug.

It’s fascinating where some people ride and listening to their stories. Standing at the bar waiting to be served I looked at the merchandise. I wondered if she’d like a Nerriga stubbie holder?

Maybe not.

Stay alert

Rod led the way south to Braidwood. He was only on a 250 roadie, but the bike handled it fairly well. We hit roadworks and took it easy on the loose surface. I kept a reasonable distance behind to ensure he was okay as he hadn’t ridden on gravel since he was a kid on the far south coast.

The road was pretty good, with only a couple of soft spots, and traffic was light, but you still wanted to keep on your toes because it’s impossible to predict what an oncoming car might do. A rock in the middle of the road could unseat an unwary rider very quickly.

Bushrangers

Braidwood was busy with its Sunday visitors and we managed to get to the pie shop before the lunchtime crush. The main street had a constant flow of people heading to or from Batemans Bay, and it seemed to be a favourite stop for bands of adventure riders. I can understand why, as there were plenty of backroads to explore.

There were also trinket shops for gifts. Rod’s bike made unnatural motorcycle noises as I followed him out of town. I pulled him over to check it out and found the chain was a little too tight. An adjustment was made while cattle in the paddock looked on with indifference. Stopping off at Tarago for an ale and chain check revealed not only was the chain still in working order, but the Loaded Dog Hotel was a great pit stop on the way back to Sydney. Named after Henry Lawson’s classic tale The Loaded Dog, this was not where Tommy the dog was involved in blowing up the pub. For history buffs, this was a local haunt of Ben Hall, Frank Gardiner and other bushrangers. It has a great relaxing atmosphere and is popular with riders and travellers heading to the snowfields.

Amazing

Sitting in the afternoon sun, riders

talked about their bikes – what they have owned, what they wished they’d owned, where they’d been and where they’d like to go.

While having a beer, observing and listening to the conversations, it suddenly occurred to me how some things taken for granted for one person can be lifechanging for others. It’s not until somone comes along for the ride and says, “Wow! That was fantastic. I never knew I could do that,” that it becomes obvious. Listening to my mate talk about the ride with so much enthusiasm and vigour was like that. Next time you take a friend for a long ride, someone who’s never ventured out of the metropolitan area, or into the metro area for that matter, sit back and listen to how they describe their trip afterwards. How animated they are describing twists and bends or riding on dirt for the first time, how their bike handled being pushed at more than 80kph, how much of a confidence boost it was to be able to do running repairs on the side of the road and the feeling of liberation they gained by pushing themselves out of their comfort zone. Listen when they tell of their wonder at having travelled 230km just to have beer and pie at a pub that’s a flea dot on a map.

The planned multitasking of going for a ride with the camera, looking for place to camp and fish with my son while simultaneously searching for a birthday gift was fulfilled. The unplanned outcome was realising the ride had influenced a friend’s outlook on life. I don’t know which was more rewarding.

Above: Sunset Boulevard at Tarago offers a scenic and relaxing ride.

Left: A chain adjustment while cattle in the paddock looked on with indifference.

NOW BACK IN AUSTRALIA!

A RANGE OF AFFORDABLE, ENTRY LEVEL HELMETS WITH QUALITY THAT YOU CAN TRUST.

2019 Husqvarna 701

enduro Trek

There are few places in Australia where you can string an array of quality trails together like you can in the Victorian high country. That made the area an ideal setting for the inaugural Husqvarna 701 Enduro Trek. Danny Wilko packed his camera and went for a look.

Kicking off in Merrijig, between Mount Buller and Mansfield in Victoria, Husqvarna’s four-day ride for its awesome 701 Enduro

traversed some amazing tracks, and, being the first ride of its kind for the Huskies, meant most of the riders were new to the concept. This can be a good thing.

It reminds everyone just how good the event is, experiencing it alongside riders who don’t already have preconceived expectations.

Fifty-two bikes is a serious group for a pioneering event that only caters to a single model, and when the train of 701s left the bitumen within three kilometres of the start, it was always going to be a good day.

Words and images: Danny Wilkinson

Above: AORC champ Daniel ‘Chucky’ Sanders and Jeff Leisk in one of the many river crossings. Below: Darren Wilson from Hard Kits lined up for some serious product testing.

High point

Craig’s Hut was the scenic highlight of the first day.

Despite numerous trips to the surrounding hills, I’d never made the journey to the hut itself and I couldn’t have timed it better. Crisp morning air and blue skies stretched as far as the eye could see.

The second day included some classic high-county riding. Big, rocky hills, creek crossings and plenty of erosion mounds tested the limits of the 701s’ excellent suspension. There were a few impromptu delays of the aquatic variety in the King River crossing, but they were dealt with swiftly. When you have Jeff Leisk, Daniel u

Above: Stefan Miller led the pack down a jump-filled trail. Below left: Normal people don’t jump rivers this size. Mitch Harper is not normal.

Sanders and Mitch Harper working on your drowned bike, it’s hard to get too upset about a bit of water in your boots. It was a cracking day that saved the best until last.

We branched off on a twin track through farmland along the Buckland River and followed it all the way to the top of Mt Hotham. It’s one of my favourite places and I’m yet to pass over the mountain and not be in awe of the scenery.

Dark times

The fireplace at the High Plains Hotel in Dinner Plain looked appealing on the morning of day three. Wind and rain had lashed the windows for an hour or two before we left and it was a tentative pack that made its way down the mountain. Lake Omeo soon fixed that. The dry (well, almost dry) lakebed stretched out invitingly for adventure riders and there were normally a few shenanigans on the traverse.

A dirty, grey stormcloud passed over as we rose up out of the valley and as the sun peeked through a crack in the

Top left: The crew at Craig’s Hut.

Above: David Van Loon vowed to take a dive in the Ovens River at Bright if he made it through unscathed. Naturally he was held to it, even on a cold day.

Left: Ryan Ingram and Brendan Fuller following the yellow brick road.

Top right: Oh-oh. Stefan Miller took a tumble in the King River.

clouds it lit the deco granite road like it was paved in gold. It’s probably a good thing the tin man wasn’t on this particular yellow-brick road though, as when the rain descended on the next part of the trail it turned to slick red clay. Who knows,

maybe the scarecrow would have made for good traction?

The sweeps earned their keep in the section and there were a few tales of mishap shared at Mitta Mitta.

The dinner venue that night was on

the grounds of a former mental asylum in Beechworth. Home to ghost tours and some unfortunate stories from previous centuries, it was slightly eerie as riders wandered back to the rooms in the dark.

Next year

It was bucketing down by the final day and, as luck would have it, we spent the morning on deco granite forestry trails. The rain was so heavy in parts it was difficult to even see the trail, but when the forest canopy provided some reprieve, it was a lot of fun.

Finishing up in Bright, dinner was via a rather rowdy bus ride to the Buckland Valley Tavern. An awesome barbeque awaited us in an old barn and when the storm took out the power, the riders carried on in fine fashion under a few batterypowered lamps.

All up, this was an awesome event with a great group, and definitely one to keep in mind for next year!

Bonding with the 701

A died-in-the-wool KTM twin owner, Wilko had some thoughts on the 701 Enduro.

The 701 and I were just starting to get along.

After some differing points of view initially where I craved a missing cylinder (V-twins will do that to you) and the 701’s

suspension mocked me for riding too slow, we made progress. A few clicks on the WP forks to accommodate a more subdued pace made a huge difference, leaving the rocky, high-country trails rolling under the wheels like they were a freeway. Even as I approached an ascent that looked like a vertical behemoth on a hard route behind Jamieson, I was cocky enough to think it was a molehill…until I picked a poor line. The front end started to float in the air and I had that sinking feeling that comes with an impending flip. A talented rider would’ve ridden it out, but that’s not me, so I shut it down and pondered my next move.

One of the beauties of a lighter bike is it can be manhandled, and it wasn’t long before the front tyre pointed down the hill and the second attempt looked considerably prettier. Lesson learned: don’t get complacent.

As a staunch twin-cylinder supporter, riding the 701 was a really nice change. The more challenging tracks were certainly more accessible on the single and I was amazed at how smooth it was on the road.

There is a degree of playful simplicity and all-round flexibility that makes the 701 well worth a look.

Above: Chris Tussler took a moment to admire the view from over the Mount Buggery Track. Below: Sweep team Ryan Ingram and Lewie Landrigan – the dynamic duo – were particularly optimistic about the weather on day three.

ADVENTURE

More than a decade ago we asked Birchy what was important to him in a Knee Brace….

“Comfort, Reliability and Protection”

The very foundation of the new K-Series.

CHRIS

All about the

Words and images: Graeme Sedgwick

adventure

Victoria’s high country and Snowy River National Park offer plenty to make a rider long for more. Graeme Sedgwick went for a look-see.

Dargo is one of the Victorian high plains’ most remote townships.

It’s best known for its groves of century-old, valley-floor walnut trees and as a rest stop and supply town for a bygone era of miners to and from Grant, Talbotville and the Crooked River goldfields. It was the perfect location to start a recent alpine adventure.

Kicking off with a blast up the Dargo High Plains Road, usually closed in winter, the 15km ride to Wongungarra, keeping left at Grant Junction, and the next 56km, is a steady climb along formed gravel mixed with protruding bony

patches through scenery that’s excellent on both sides. At that point there’s an opportunity to enjoy a rewarding ride up Blue Rag Range Track to the Blue Rag trig point, 1721m above sea level.

Blue Rag Track’s ridgeline ascent and descent provides any number of stunning, uninterrupted, 360-degree views over Victoria’s high country, although in places it’s not for the faint of heart.

High time

Rejoining the Dargo High Plains Road from Blue Rag Track, it’s a brisk 12km run up to Mt St Bernard, which is slightly lower than Mt Blue

Top: One became almost oblivious to the many idyllic camping spots.

Above: There’s something relaxing about the area, complemented by the intoxicating freedom of adventure riding.

Top right: There were no fences, only orange poles to define what’s otherwise a very long drop.

Right: The 80km back to the border and the Murray River were a rush.

Rag, at 1532m. But beware: its T-junction meeting with the sealed surface of the Great Alpine Way is blind to the left and comes up quick.

The Great Alpine Way stretches across Mt Hotham’s stark topography at 1860m before heading downhill. Some generously surveyed sweepers were linked by straights and sets of tighter curves at the southern end and made for a great fun ride to Omeo.

Hot stuff

Visited first by stockmen in the 1830s, the quiet, sleepy township’s name derives from the aboriginal word for ‘mountains and hills’. One can only ponder what the boisterous alluvial mining days might’ve been like when prospectors camped in their hundreds around Livingstone Creek, uncovering no less than 58,000 ounces of gold.

Omeo was a welcome stop on this particular ride. The temperature was 36.5 degrees and rising when I spontaneously bought and consumed a handful of the butcher shop’s best cold ham. I managed to find some veranda shade and took the

chance to rehydrate and ponder the main thoroughfare’s architectural assortment from a bygone time.

Next came Benambra, located on the Bowen Mountain’s plateau country between the Mitta Mitta River to the west and the Murray to north. Benambra’s a peaceful settlement at any time, but appeared lonesome on this ride because it was so bloody hot.

Rescue

Snaking gravel rose and fell for 100km or so to Nariel Creek where the tall timber thinned and the passage opened into a valley u

ALUMINIUM REINFORCED HANDGUARDS

that offered a brisk asphalt run to meet the Murray Valley Highway at a T intersection. The highway rolled through undulating countryside to Corryong, in Victoria’s far north-eastern corner, about 120km east of Wodonga and hard up against the NSW border. It’s a southern gateway to the Snowy Mountains and the spiritual home for Banjo Patterson’s Man From Snowy River. Corryong was a welcome end to a fabulous ride through some of Australia’s high country in damned hot conditions. Thankfully myself and another rider came across a downed rider, almost out of sight in the roadside gutter, in a section of curves. He was more bewildered and knocked about than broken – unlike his bike. We saw him safe and continued to town where a monster bowl of fettuccini at ‘the local’ and a good bed saw us refreshed and ready to carry on.

Kozzy and The Strez

The road took us through Khancoban on the western side of the Snowy Mountains, across the border marked by the Murray River, and into New South Wales’ Kosciuszko National Park to ride the Alpine Way.

Under a cloudless, blue, morning sky the timber gave way to spectacular views

before entering the ski-resort villages of Thredbo and Jindabyne.

Once situated on land now under the lake, Jindabyne moved to its present location in the 1960s as part of the Snowy Mountain Scheme’s Jindabyne Dam construction. At the foot of Mt Kosciuszko, perched at 918m, ‘Jindy’ is now one of Australia’s highest settlements of its size and the town’s setting is picturesque. Mt Kosciuszko, named by Polish explorer Pawel Edmund Strzelecki in 1840 in honour of freedom fighter General Tadeusz Kościuszko, is Australia’s highest mountain at 2228m and forms a stunning backdrop when viewed from the east.

Above: The Great Alpine Way’s roller coaster climb up to, and across, Mount Hotham is a magnificent road. Below: Glen Wills, the burial site of some 97 Pioneers, 40 of whom were infants. Top right: The crystal-clear Mitta Mitta River.

Soft spot

I needed to keep moving in order to pitch camp in or near Walwa, back on the Victorian side of the Murray River, some 412km to the west.

The Snowy Mountains Highway looked the shortest route to Adaminaby, a great place to recharge, then I throttled on to Kiandra, high on the banks of the

Eucumbene River. From there it was another 20km or so south to the turn for Australia’s highest town, Cabramurra.

There’s definitely something relaxing about this area, and it’s complemented by the intoxicating freedom of adventure riding. Maybe it’s the visual serenity mixed with the crackling reverb of the exhaust and the unfolding route choices on offer. Either way the 80km back to the border and the Murray River were a rush. With the sun rapidly falling to the horizon the eyes were wide open, scanning like those of a sniper, for any ’roos or other wildlife. I heaved a sigh of relief when I spotted a patch of nature’s carpet and set up camp.

Ready for more

Dawn was a surreal moment to look around, recalibrate, pack and resume riding.

It turned out to be a ripper morning’s 60km of sweeping Riverina Highway undulations, free of traffic beside the meandering of the Murray River, before turning south to run through Mt Granya’s State Forest to re-join the Murray Valley Highway and enjoy breakfast in Tallangatta.

From Tallangatta I followed the Omeo Highway. The uncomplicated run south to Mitta Mitta provided a great opportunity to switch on before the real riding which started at Granite Flat.

It didn’t take long to become sucked into the beckoning tide of twists and turns that encouraged more commitment and sharper lines with every change of direction. Mt Wills, like Sunnyside, came and went in a blink. So did Glen Wills, the burial site of some 97 Pioneers, 40 of whom were infants. One became almost oblivious to the crystal-clear Mitta Mitta River and the many idyllic camping spots which seemed to hug the water’s edge.

It was another stinker of a day and Omeo presented a chance to indulge in some cold hydration before rejoining the Great Alpine Way’s roller coaster climb up to and across Mount Hotham. There were no fences on that magnificent road, only orange poles to define what’s otherwise a very long drop.

Once over the top, Mt Feathertop came into view. It’s Victoria’s highest peak at 1986m, and Mt Bogong was also visible. It felt as though I was on top of the world.

The final fling was 30km or so of grippy tarmac descending around an exhilarating blend of curves connected by short, sharp blasts of throttle. Harrietville, a village nestled at the base of Mt Feathertop, was the destination and the signal to switch off, get off and commit to return sooner rather than later for more time riding this magnificent part of Australia.

Tenterfield Takeaways

Phil Hodgens goes for a quickie.

You know what it’s like when you’re really starving but you just don’t have time to cook dinner? You can knock something up quick but it might end up a bit dodgy, or you can get a big box of takeaway.

Sometimes adventure riding can be a bit like that when you decide to head out for a last-minute ride but you don’t have time to plan the route. You can wing it and hope for the best, or you can download a takeaway GPS route and follow the pink line.

The trouble with takeaways is, when someone else does the cooking, you never know quite what it’s gunna taste like.

Needed a route

I was in some sort of purgatory where one job had ended and another was about to begin. Interestingly enough, my good mate Bongo was in the same position. There were a million jobs to do about the place, but our motorcycles were calling us.

I needed a route fast.

I logged on to the Trans Australia

Trails web site and a quick search came up with a two-dayer from Queensland into Northern New South Wales. I plugged my battered old GPS into the ’poota and somehow she swallowed it into her choked up memory bank.

With the swag dusted off and strapped onto the back of The Old Black Bucket – a 10-year-old V-Strom I’d bought off Gumtree for a cuppla grand – I gave the Pirelli Scorpion Rally STRs a kick and nodded. She was ready.

Pink bits

We dodged the madness of Brisbane and skirted around Somerset Dam, picking up the pink line on the GPS at Boonah. The track was rated as ‘moderate to hard’ and while we were keen for a challenge, it leant a little more to the moderate side. The Old

Words and images: Phil Hodgens

Above: The track was rated as ‘moderate to hard’. Right: The riding was a little on the mild side, but the bikes, weather and company were sensational. Top right: A glorious autumn day to be out on the bikes.

Black Bucket lead the way out through the Border Ranges with Bongo’s orange 950 hanging back just behind the dust.

It was a glorious autumn day and we were happy just to be out on the bikes.

The little NSW town of Drake was always dodgy for fuel and, sure enough, the bowser was closed. We added up the kilometres and some simple maths told us our chances of making Tenterfield via Rocky River Road were slim, verging on anorexic.

“I know a track!” Bongo’s eyes twinkled and he brought up a pink line on his Montana. It skirted the highway into town.

Twilight’s own

Sandy Creek 4WD track turned out to be a blast. With plenty of hills and erosion mounds for the Old Black Bucket to launch off and land with earth-shaking

thumps that were well up there on the Richter scale.

Sometimes I swear my motorcycle is a time machine, because a day on the bike goes 100 times faster than a day at work. The sun was close to the horizon as we pulled into Tenterfield and added up our options. With a clear night and a sky full of stars we were keen to camp and Sundown National Park was just up the road. We pointed the two old twins north and rumbled back across the border into Queensland with a glorious granite track leading into Sundown, right on sundown.

Mystery

The plan came unstuck with a big padlock on the gate and a sign proclaiming the park shut for a feral-animal shoot. There wasn’t much else we could do but set up camp at the gate.

Technically I suppose you could’ve

called it vagrancy, but me and Bongo have been called worse things than that in our time, so we weren’t too worried. Bongo produced a fine bottle of whiskey and a pair of stainless pannikins while I did a quick search on the phone to check for fire bans. There were none, so we gathered some firewood to stave off the cold New England night and settled back to solve a few of the world’s problems.

“Bongo,” I asked looking into the fire.

“Yeah, mate?”

“How come you got no little finger?”

“Not tellin’.”

“Why not?”

“A man’s got to have a few mysteries,” he replied, stony faced.

“Riiiight,” I mumbled.

All the same in the dark

A satellite streamed across the last of the night sky as the eastern horizon u

tenterField takeaways

glowed orange the next morning.

Bongo coaxed the fire back to life with a few sticks and made some coffee as we rolled up the swags. We hadn’t made it into Sundown but neither of us was too worried. After all, every campsite looks the same after dark.

We grabbed some brekky back at the border and followed the pink line back to Fourex Country on a mix of classic dirt tracks like Rocky River Road, Pretty Gully and White Swamp.

The riding had been a little on the mild side but the bikes, weather and company had been sensational. As far as takeaway routes go, it had been a little like a nice ham-and-cheese sandwich.

Next time we might try for a chilli burger.

Good Gear

Pirelli Scorpion Rally STR

The Old Black Bucket is a workhorse and Phil uses her predominantly as a commuter with the occasional weekend away like this one.

Phil’s not made of money and needed tyres that would give good kilometres per dollar on the tar, but still allow for some lively performance in the dirt. The trouble is, the more aggressive tyres can be pretty noisy on the tar during a commute home after a long day’s work at the toothpaste factory.

Adventure Rider Magazine recommended the Pirelli Scorpion Rally STR, and though Phil thought they looked ‘a bit like round armadillos’, he found they ‘worked pretty damn good on a twisty granite track’.

“They gave plenty of front-end confidence, good wear and they were whisper quiet on the tar,” murmured the Motobikin’ Big Kahuna without moving his lips.

Phil doesn’t know how many kilometres he’ll get out of them, and when we asked he glared and said, “Even if I did know I wouldn’t say, because frankly, high tyre mileage is something real men should be ashamed of.”

AGV AX9 helmet

“This is a hard helmet to pigeonhole because it sits in the mid range of the cheapies and the more expensive helmets,” said Phil after he’d calmed down from the tyremileage conversation.

“It has some nice touches, like a removable air filter in the chin piece for dust and a super-wide face port giving plenty of peripheral vision. It’s super lightweight compared to a lot of the cheaper helmets which can feel like a brick, and for the cold-weather riding around Tenterfield, it’s one of the warmest helmets I’ve worn.”

Phil normally runs a 2XL size but found this one a little tight (although he does have a face a bit like the guy with nuts on his chin in the Avengers movie) so it would definitely pay to try before you buy.

Phil also felt the visor obscured vision a little in the fully raised position, but thought overall the AX9 was ‘a nice bit of gear for a mid-price helmet.’

Into Sundown, right on sundown.

Both sides

We looked at the BMW GS Safari last issue, but what we didn’t mention was a little to and fro between Adventure Rider Magazine’s editor and irrepressibly cheerful photographer, Dean Walters.

Sometimes magazines are lucky enough to get time with a particular photographer for unique photos, and that was the case on the recent GS Safari featured in issue #35.

Eternally happy and always-smiling photographer Dean Walters was available for an early morning shoot, and Adventure Rider Magazine was allocated the time. Dean chose a location and sunrise saw the pair in position and ready to get on with work.

There were some odd stares when the pair arrived back at breakfast looking as though they’d been doing weightlifting in a sauna, and the F850GS had sand up to the tank at the front and over the rack at the rear.

What happened will probably never be known for sure. We can only present the two versions of events and leave it to you decide… Deano’s version

“You want the truth?” queried the 39-year-old Geelong-based snapper.

“Tom made me go out at bloody 4.00am to take some photos.

“We went out in the dark, and he took me down ‘a shortcut’, onto a beach, into the deepest sand I’ve ever seen. It was like The Sahara. And he said he knew his way, but he didn’t know his way, and the bike was bogged deeper than the tank.

“I’ve never seen a bike bogged like that.

“And then for a couple of hours we got the bike out, and then we rode home.”

A man of few words, is Deano.

Adventure Rider Magazine’s editor has a more detailed explanation…

Images: Luci Luci/Dean Walters

Above: Always-smiling photographer, Dean Walters. Below: Not-always-smiling editor, TF.

Both sides

TF’s version

“Deano spotted this trail. I told him I hated sand, but he kept pushing, saying how great the pics would be,” said a filth-encrusted and clearly exhausted editor.

“I told him it looked really soft and powdery, but he ran off, cackling like a loon and yelling at me to keep my shadow pointing straight at the camera. He wouldn’t listen.

“Send it!” he kept yelling, making some kind of wild gesture I couldn’t see properly in the dark.

“The bike sunk straight up to the axles, endoed, and sunk into the powdery sand like it was icing sugar. It was fricken incredible.

“We spent the next hour or so digging, dragging and trying to get the bike back onto solid ground, and the whole time Deano was laughing like a maniac and seemed to be having the time of his life. He’s a great photographer, but as mad as a cut snake.

“I have to admit, we had a ball!”

The result

The aim of the whole exercise was to get some great pics which captured the spirit of the GS Safari. Was it worth the effort?

Judge for yourself…

The Compass Expeditions reunion ride 2019: Port Macquarie

When the worst happens to one of our own, it brings it home heavily and with great clarity. Craig Jackson salutes a fallen friend.

Motorcyclists are aware of the dangers of our shared passion and face it each and every time they throw a leg over a bike and hit the ignition. The 2019 Compass Expeditions reunion weekend and week-long ride was set to be a wonderful gathering, but was marred by a terrible tragedy.

Ross McKeand was a regular at Compass reunion events and had travelled with the company on a number of tours both in Australia and overseas. He was much loved by all who had the pleasure of his company. So, on the fourth day of the Compass Expeditions annual get together, when Ross was involved in the road accident which ended his life, it was earth-shattering for his family, friends and riding companions who had joined in for a week of fun and riding around Port Macquarie in NSW.

A good start

In the days before the accident the riding both onand off-road had been wonderful and the group

revelled in the camaraderie of the event.

There were 70 or 80 happy folks at the Saturdayafternoon barbeque and most laughed their way through the presentations of Billy Ward and the Grace brothers at the reunion dinner at Port Macquarie’s Village Green Inn that night.

Billy’s tale of adventure with cameraman and producer Claudio von Planta on a ‘Tourist’ ride to the front line in Iraq and on into Kurdistan was very entertaining. Claudio’s best known among adventure riders for his work with Charley and Ewan. Peter and David Grace had the task of following that riot and didn’t miss a beat. Their tales of how motorcycle travel together had been the key to them staying connected after the death of their mother, who had been the conduit for their relationship for many years, were endearing and entertaining. Peter from Queensland and David from the UK first rode with Compass Expeditions in Patagonia, then Cambodia, and more recently in Mongolia. In between they had also ridden

Words and images: Craig Jackson

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Main: Riders climb through the lush dairy country inland from Port Macquarie. Bottom left: The ‘Dirty Crew’ taking a rest at Crowdy Head Lighthouse. From left to right: Peter McGrail, Cameron Coles, Mick McDonell, Rob Beecroft, Bill Savage, John Arthur, Martin Keats, The Grace Brothers –David (standing), Peter (seated), Peter Cullen and Bill Roberts. Below: World travellers and true gentlemen, Peter and David Grace. Below Bottom: Wayne Blanch and Peter McGrail chat await a wayward support vehicle.

CoMpass expeditions reunion ride 2019

Vale Ross McKeand 1945 -2019

It is with the greatest of sorrow we write this.

Tragically, while participating in Compass Expeditions’ annual reunion ride, our good friend and past client, Ross McKeand, was involved in a motorcycle accident and died at the scene. Jerry and Mick of Compass Expeditions, and a small group of riders, were with him at the end. Everyone at Compass Expeditions would like to take this opportunity to pass on our sincerest condolences to Diane and the family.

Ross will be missed on our rides. He had a dry, wicked sense of humour that often kept us in stitches over dinner and a bottle of red wine. A conversation with Ross was just like his wit – never dull. Diane, Ross’s wife, wanted everyone to know that Ross believed, like Burt Munroe, that ‘You live more in five minutes on a bike like this going flat out than some people live in a lifetime’. In Ross’s case the bike was a KTM 1290 Superduke and his life was certainly well lived. We will miss you mate.

independently in New Zealand and around Australia, and they’re certainly not done yet.

All week these two true gentlemen entertained the group with tales, songs and ukulele performances after dinner and kept spirits up.

The week kicked off with a blast.

The right place

After the weekend around 45 riders and pillions kept the party rolling and each day Compass offered both bitumen or dirtroad routes, depending on preference for the day, fully supported with a lead rider and a backup vehicle.

There couldn’t be sufficient praise for the region around Port Macquarie on the northern coast of NSW for both road and adventure riding. The twisty tar stretches far beyond the legendary Oxley Highway in every direction, and the forest and rural roads and tracks had the dirt aficionados drooling.

However, if you’re exploring the area on a bike, or even in a 4x4, be careful. There’s some very rugged terrain up in the hills and as we found out while on the recce runs, a wrong turn can leave you in a world of trouble.

This charming part of the country was very green when we were there in March, despite the drought conditions through most of NSW. The rugged hills were covered in rainforest and pine plantations, and the rolling foothills and plains around the more dramatic areas are predominantly used for dairy farming. That, along with the picturesque shoreline up and down the coast, had us cruising lovely, but constantly changing, landscapes all week and made for variety in the riding.

Being a large group, each evening we effectively commandeered a local eatery and settled in to feast and review the day’s events. As always happens when you get a group of riders together, the conversations and merriment rolled on into the evenings.

Above: A few challenges on the dirt routes kept things interesting.

Top Left: Toms Creek Road is adventure-riding bliss.

Left: The forestry trails between Ellenborough Falls and the Oxley Highway were fast and fun.

Sadness and thoughts

Each morning we gathered for briefings and headed out to do it all again.

It’s a simple recipe really: eat, ride, socialise, sleep and repeat. But it’s a very popular format. Past Compass tour participants get together annually to catch up with each other, hear what’s going on around the world with Compass Expeditions and possibly plan their next adventure.

In 2019 a large group of riders had recently completed the Mongolian Magic tour and had come from all corners of the country and the world to reunite. Other groups included regular faces from Charley Boorman rides or Simon Pavey Off Road Skills training events and rides. There was a lot of picking of brains between the groups as plans were made and advice obtained about what to expect from the next riding adventure.

And so the week was set to continue until disaster struck. The shock that one of the happy crew would not be riding, joking or enjoying the fun any more hit hard.

I can’t tell you how the group felt that day, for the rest of the week and since, but I can tell you that as a passionate rider and traveller I took stock of my life, my blessings and my passions. I bid thanks to all the people who contributed to my love of motorcycling and are the ones who will understand that we ride, despite the dangers, because we have to.

It’s in our blood and it’s hands down the best way to travel and see this world.

A heartfelt thanks

Compass Expeditions would like to thank all the participants of the 2019 reunion weekend and five-day ride. It was a tough week for everyone and the support you showed us and your fellow riders was exemplary. It goes a long way to explaining why Compass Expeditions tours continue to exceed expectations when we have such fine people travelling with us.

We would also like to thank the wonderful town of Port Macquarie for hosting us and all the great people and businesses that supported and assisted in many ways while planning and staging the event.

Main: The obligatory photo on the heights of Blackbutt Road. Below Left: The view from the top of Toms Creek Road are spectacular. Below: Exploring forestry trails in the Bago Bluff National Park.

The Doctors’ Convention

What does a motorcycle manufacturer do to reward its staff and dealers? In Suzuki’s case it tells everyone to pack their gear and takes them for a ride in Tasmania. he DR650SE. ‘The DR’. ‘The Doctor’ as it’s sometimes called.

TIt’s a bike that’s well and truly stood the test of time and is still as popular today as it was when it was released over 23 years ago. It was the number-one selling adventure-touring motorcycle sold in Australia in 2018 and kept the lead for the first quarter of 2019.

Suzuki Australia wanted to

acknowledge this remarkable achievement by hosting an adventure trip, taking the top seven DR650SE dealers –and one lucky regional sales manager – on a three-day ride, exploring the very best of west Tasmania. The ride was dubbed ‘The Doctors’ Convention’.

Set up

Ten gleaming new DRs were prepared and shipped to Launceston.

The goal was the keep the bikes relatively standard so the experience was as close as possible to how the majority of DRs leave showroom floors. Each bike was fitted with the bonus adventure kit, supplied freeof-charge with all new DR650SEs, so that meant a genuine Suzuki aluminium bashplate, rear carrier rack and Barkbusters VPS hand guards.

Words and images: Matt Reilly

A 44-tooth rear sprocket and a set of Pirelli MT21 Rallycross tyres were the only two non-standard changes.

The ride

The foyer of Peppers Resort in Launceston was quickly strewn with large, bulging motocross gearbags. After a quick freshen up, it was time to meet for some insight into the next three days. A few nervous dealers were keen to find out what was in store, but Suzuki didn’t give much away…it was an adventure after all.

The ride commenced early Friday morning and navigated through peakhour traffic, which in Launceston meant about five minutes of inconvenience. A short stint along the Midland Highway heading towards Perth – the one in Tasmania, of course – was enough to confirm this wasn’t the warmest part of Australia. Fortunately, everyone had not only read the ‘What To Bring’ section of the final instructions, but had packed accordingly.

Happy days.

The first day’s route was jam-packed with breathtaking views, quite literally in fact, as the elevation increased to well over 1200 metres. The Convention travelled south through Cressy, Liffey Falls and across the Great Western Tiers.

After being predominately roadbased for most of the day everyone had their off-road abilities tested as they blasted across Ocean Beach on the way to Strahan. For a few dealers it was their first time riding on the granular material composed of finely divided rock and mineral particles, and the lesson was fairly straightforward: stand up, lean back, throttle on and don’t use the brakes. Fortunately everyone passed with flying colours.

night downpour resulted in glistening, wet, twisty roads on the way to Zeehan. It was a great test for the 90-per-cent, off-road-biased MT21 rubber, which handled the conditions surprisingly well…although no one was channelling their inner Alex Rins through corners.

With the first day done there was time to kick off the boots and enjoy the stunning views overlooking the bay and wharf at Strahan, indulge in a few local brews and woof down some delicious local seafood.

Barge

The second day saw the difficulty level elevated a few notches. A heavy over-

Crossing the Pieman River on the Fatman Barge in Corinna saw everyone stop for lunch before heading north along the scenic Western Explorer gravel road towards the Balfour track. And that was where things became really interesting.

Left: The goal was the keep the bikes relatively standard. Above: The Doctors’ Convention covered well over 1000km on a large variety of terrains. Below: Elevation increased to well over 1200 metres. u

Greeted by a warning sign ‘Winches And Snorkels Required – Travel In Convoy Recommended’ and a canal-like stretch of water as far as the eye could see, the group split in two. The experienced and keen off-roaders took on the challenge while the remaining riders continued along the road towards Smithton.

“It was dry in February when I did the recce ride,” commented a slightly nervous lead rider, Lewis Croft. “She’ll be right, eh?”

In too deep

Less than 50 metres into the 14.5 kilometre stretch of deep waterholes, marshy mud and rim-destroying rocks, two bikes were stuck trying to avoid the underwater track. Seeing that, some decided it might be better to just ride straight through the middle. The sweep rider was able to watch everyone else’s lines (good and bad) and plan his lines accordingly,

thus looking extremely competent and impressing the hell out of everyone.

The DR’s submarine capabilities were well and truly tested through some of the deepest crossings, with the exhaust note burbling and blubbing from beneath the surface. Revs were kept high and clutches slipped to ensure momentum was maintained. Everyone was thankful for the sealed-airbox design and top-mount intake snorkel as many competition enduro bikes would’ve taken a big gulp of H2O.

However, the water wasn’t going to let all pass unscathed. A hidden log caught one rider out, tipping him off balance, and it was like watching a slow-motion replay as bike and rider took a sideways dive, only leaving the top of the clutch lever and handgrip visible.

One onlooker was heard to ask his mate, “How about we try going around the outside?”

Simple is good

It’s no secret the DR650SE isn’t the newest tech bike on the market. One of its main attractions is in its simple-yet-robust design, proven to be tougher than an old work boot. It was a fact highly appreciated once the dewatering process began. Cracking the carburetor drain bolt and removing the airbox drain plug released most of the ingested water (lots of it). Before anyone could even get a new spare spark plug out of a bumbag the bike fired straight up, spitting water out of the exhaust worse than an el-cheapo air compressor gone bad.

A few minutes and a rev tune later she was all cleared up and ready to roll again. Any remaining moisture would’ve been quickly vaporised on the Arthur Beach sand tracks which followed, giving both equipment and riders a respectable workout to finish the section.

If it ain’t broke…

The final day was relatively easy, following a course from Smithton back to Launceston. The Murchison Highway included a perfect combination of twisty corners and elevation changes, only bettered by the stunning views of Cradle Mountain and Lake St Clair National Park to conclude the journey.

The Doctors’ Convention covered well over 1000km on a large variety of terrains and really put into perspective why the DR650SE is as popular as it is with Australian adventure riders. It simply handled everything asked of it without

Top: The first day’s route was jam-packed with breathtaking views.

Left: It wouldn’t be a Tassie ride without a blast up Jacob’s Ladder to the Ben Lomond ski field.

Above: Simple and reliable. Ideal for adventure.

Top right: One of the best things about the DR650 is it hasn’t changed much over the years.

Right: A rack was part of the adventure kit supplied free with new bikes.

fuss and performed astoundingly well in all areas. One dealer principal commented it was ‘the great equaliser’, sorting the men from the boys. The only dynamic riding modes were the ones operated

via the clutch, throttle and brakes.

In a world that seems to be getting more complicated by the day, the best thing about the DR650 is it hasn’t changed a bit.

BMW Rallye suit

Words: TF. Images: BMW Motorrad

There’s

a lot of jokes made about BMW’s Rallye suits. They’re compared to everything from Power Ranger outfits to circus attire. But are they any good? BMW Motorrad challenged Adventure Rider Magazine’s editor to put a suit to the test.

I’m a big fan of good riding apparel, and I’ve been lucky enough to own and try some of the best. I like Klim gear, lately I’ve been hugely impressed with a Macna suit, and while I’ve never owned or used a Touratech Companero rig, the boss has one and loves it. I’ve ridden with importer Robin Box often enough to know if he gives the nod to something it must be good.

The difference with the BMW suit is, of course, it’s brand-specific. Riders are unlikely to wear it on anything except a BMW. I’ve actually owned bits of a Rallye suit for maybe 10 years. It hasn’t had a lot of use because the liners were lost long ago and I haven’t owned a Beemer. But the fact I still have the clobber should give a hint I like it. The jacket was actually a gift from, coincidentally, Roy Kunda at Cape York Motorcycle Adventures a long time ago, so it has sentimental value as well.

All that waffle is just to put some perspective around my very personal opinions on the new Rallye suit.

So far, I reckon it’s an excellent bit of gear.

Get what you pay for

The big objection I hear most often to the Rallye suit, and all apparel in this class, is the price. To get into a suit like the one I’m trialling here will cost just shy of $2400.

That’s a big chunk of change for a jacket and pants.

but the Rallye suit will do the bizzo in a wide range of temperatures, from freezing with liners in place to desert heat with no liners and all the vents open. It keeps the rider dry in the rain, it’s tough, and, most of all, it’s comfortable. Really comfortable. That means a lot on a typical adventure ride which could include everything from single track to several-hundred kilometres of bitumen, sometimes for days on end.

Keep all that in mind when you’re looking at equipment at this level.

It’s seriously designed and built for the specific purpose of adventure riding.

Tech stuff

Naturally the Rallye suit comes with armour in all the right places and, as I’ve already mentioned, liners. I’m not a big fan of liners in general, but BMW has been really clever with this lot. The Goretex liner – the critical waterproof element – is designed to be worn either over or under the jacket and pants. That’s magic because, if there’s rain ahead, instead of messing about pulling off the suit and installing the liner, it can be slipped on over the top in very short order. It comes off just as easily.

True!

Here’s a rundown on the main features of the Rallye suit:

v Made from ProTechWool, a wool and polyamide textile

v Windproof and waterproof inner/ outer jacket when worn as an over jacket also protects from dirt

v Trousers with windproof and water proof insert with comfort mapping

v Elastic, breathable mesh lining in the jacket

v Trousers with elastic inserts

v Long leather trim on the interior at the knee

v NP2 protectors on shoulders, elbows, hips and knees (adjustable to three different heights)

v Long NP Pro back protector

Protection from impact and elements is excellent. u

Still, shopping around the premium levels of the other brands I mentioned will need about the same outlay. If you want good quality, you’re going to have to pay for it. And if I look at my old suit, let’s say it’s 10 years old, that means it’s cost about $240 a year – so far. It’s still in good shape. For the cost of a tyre per year I get to ride in comfort with excellent crash protection. Not only that, the suit is genuinely comfortable. I’ll get to the tech aspects in a second,

v Optional chest guard available

v Sophisticated ventilation system using flaps on chest, zips on arms and legs, and large air outlet panel on back

v 3D air-mesh lining on the back

v Velcro and press studs for width adjustment

v Jacket: six front pockets (two waterproof), one large and one small pocket on the lower back, two zipped inner pockets

v Easy-access pouch for the TrinkPak Hydra

v Four trouser pockets

v Reflective material on the sleeves, back and trousers

v 40 cm Connector zip

v Regular fit

v CE-certified

v Sizes/colours: Blue-black 46 – 66/98 – 118/ 24 – 32. Grey 46 – 60

v Prices: Jacket: Blue-black, Grey $1320. Trousers: $1050.

Snug

What does all that mean in the real world?

Comfort and protection levels are very high, there’s no doubt about that. If my first suit is anything to go by, the durability of the suit is incredible, too.

While we’re talking about protection, it’s interesting to see how the armour on rider joints is so large, but still unobtrusive. The thick, wide

Main: The suit was spared nothing on a recent ride with Cape York Motorcycle Adventures. Insert: It doesn’t have to be blue.

BMW’s Rallye suit is a high-quality outfit offering comfort and a very high-level of protection in all types of terrain and environments.

shielding around the knee is especially noticeable. It curves around the rider’s lower leg and knee, and the armour seems to be able to absorb and disperse incredible impact. I’ve had a couple of incidents already where in the split second these things happen I’ve been expecting at least serious pain, if not injury, only to continue riding with the sound of a dull thud and maybe an ache or sting.

It’s something that’s difficult to explain, but experienced riders will know what I mean.

The only thing I’ve found so far that wasn’t as I would’ve liked is the waistband is quite tight.

At first I thought I’d been nudging the catering a bit lately – which I have – but I asked for the same size as all my other suits, and they all fit comfortably. As I was pondering my rapidly expanding girth I overheard the other journos saying the same thing. The pants are tight around the waist.

I suppose I could pull the hip pads to make some room, but after a recent experience I’m not keen to do that. The pants aren’t uncomfortably tight around the tummy, but tighter than I expected, so anyone thinking of buying a suit might try a size larger in the duds. I expect that would mean the legs would be too long, so maybe losing a centimetre or two around the waistline is a better idea.

It sure wouldn’t do me any damage to drop a few kilos.

Put to the test

BMW wants this suit given a thorough workout, so I’m not going to spare it anything. Far-north Queensland is one of the toughest venues on apparel I’ve ever experienced. Between the sweat, mud, river crossings, and, further north, the red bauxite, I expect any apparel I use up there will be a write-off at the end of a trip. I headed to Cairns to trail around with Roy at CYMA for the story you’ll have seen last issue, and normally I wouldn’t take a suit of this quality because I don’t expect a suit to survive more than one Cape York Motorcycle Adventures ride.

But BMW wanted an honest appraisal. Aside from an abrasion where the pant leg was caught between a boot buckle and a section of rock, the suit coped with all the river crossings, the mud, heat, rain, silt and even a fair sluicing of saltwater during a long day of beach riding, and after a couple of runs through the washing machine looks ready to front up for a BMW Safari and hold its own with the best-looking riders.

That’s next on the list.

Best job in the

WORLD

So the best job in the world has started and it’s my first season for Cape York Motorcycle Adventures (CYMCA) as sweep rider. I knew I’d made the right decision going for this gig. It’s heaven for me!

Dream come true

We completed a three-day tour with a group of six first up. All the guys were very capable riders so it made for a good flowing run up to Cape Flattery from

CYMCA headquarters in Cairns.

A quick two-day tour was next, and that had plenty of laughs, yahoos and high fives, and that’s what I wanted to see! They LOVED it!

Then there was the almighty seven-day Cape trip. You beauty. I’d been looking forward to that ride ever since my last experience in 2017 as a customer.

Starstruck

With a crew of 15 riders we set out up the Kuranda Range, shortly hitting good old Black Mountain

Road. It was a tad slippery as expected, but the group did well… until we snuck the guys up a single track which tested their skills and stamina. We were in there for a number of hours in the mud and water, and I’m pretty sure a few mirrors were left on that track.

One of the greatest parts of a tour this size is the camp-style living, from watching chef Westy cook dinner over the fire in front of you to sleeping under the stars.

‘How good is this!’ I kept thinking. That’s what you’re going to think too, if you come up for a ride.

Words and images: Jeremy ‘Lucky Bastard’ Coatman

The dark side

A rough day’s ride leaving the Harn River and through the Frenchman’s Track was a good experience for me on this trip. We got caught out by the damage after the cyclones, and I swear all the trees only fell across the track and only left bike-swallowing mud on the sides.

But it was all in good fun, I say.

The day’s events sucked up a lot of time, so we prepared ourselves for some night riding to Bertie Creek. The standard DRZ lights (actually pretty good for what they are) had to do the job, although some guys had managed to smash their headlights along the way. Those riders buddied up alongside the ones with lights and we slowly made our way along the Telegraph Track in the dark. By the time we rumbled into camp at 8:30pm the guys were hungry and it couldn’t have been a better night for Westy

to have cooked spag boll.

It’s safe to say there were no leftovers.

Top job

Next morning we were up and on to the tip top of Cape York, with a night’s stay at Loyalty Beach. Fish and chips by the ocean made for another good feed in another magic spot, and on the final day it was only a short ride to where everyone stood at the northernmost point of the Australian mainland while I lost my favourite lure to a snag – I was hooked up to a monster, obviously.

But hey, they all made it to the top, some a little battered and bruised, so it was a big congratulations to all.

What a great tour with great people. And so many laughs along the way.

Best job in the world? Sure is!

So I’m stoked already right? But there’s more.

I got kitted out with some quality adventure gear to start me off. I really want to thank a few people so much. Steve from Adventure Moto, who set me up from head to toe with Klim riding gear. The Klim Krios helmet would have to be an adventure rider’s must-have. It’s super comfortable, light, and works really well with an intercom system. I can flick the visor down and listen to music or make a call to the family while on the track. How good is that! And the Klim pants and jerseys. The overboot style pant is great, and pockets on the thighs are awesome for a packet of lollies for energy.

Forma Predator boots. I didn’t know boots got this good! Again, they’re so comfortable and suited to the offroad world.

Next up is James from Zac Speed. Thanks mate! Supplying me with the Dakar backpack and matrix tool bag was fantastic. As a guide you’ve got to have room for all the tools, spare tubes and all the gear for repairs and first aid, along with all your own personal stuff. This set up is perfect. There’s even room for a tackle box and a threepiece rod to have a flick when I get a chance...so that’s every chance I get. Last thanks go to Roy and Adventure Rider Magazine for creating the opportunity and making it all happen.

I’m one happy man.

Cold comfort

Miles has experienced the good and the bad of what winter riding can offer.

Miles daVis

“G

eez. It must be cold on the bike.” That seemed to be the first thing everyone said during a run from Mildura to Alice to recce the upcoming GS Safari Enduro. Sure, it wasn’t warm, but with temps between 3°C and about 18°C, riding conditions were absolutely perfect. I’d been in the same area during summer and at 45°C there’s no way to beat the heat. But with the right gear and on the right bike the cooler conditions were excellent for riding.

Flip it around and riding in single-digit temperatures in the wrong gear can be absolute torture, and I have first-hand experience in that, too.

Early days

My first road bike was a Kawasaki GPZ550 in 1988. I was living in Jindabyne at the foot of Kosciusko in NSW and working in the ski fields, and I thought it would be good, cheap transport. I picked up the bike and rode from Sydney back to the mountains at sunrise on a cold foggy morning with a motocross helmet and very basic riding gear, and I soon realized it wasn’t ideal. As I rode through the southern highlands I thought I was going to die. My face, fingers, legs and every other part of me was frozen. I stopped at a bakery to order a coffee and I couldn’t talk because my face was numb.

It was a tough morning.

The rest of the winter had its challenges. I did buy some better gear, but it still wasn’t proper cold-weather gear, and that was a lesson learned.

Working for Cycle Torque magazine

In 2004 I collected an 1150GS from BMW at Phillip Island to ride back to Sydney. I rode with mates on Yamahas, a TDM

u

Riding in single-digit temperatures in the wrong gear can be absolute torture. The right gear and the right bike can turn that around.

Above: Snow and ice present unique problems, not just for the rider.

Right: Good equipment and preparation are key to dealing with low temperatures.

Far right: Wearing decent gear, on a bike with a screen and heated grips, can make a cold ride an absolute hoot.

Yamaha and an R6. There had been recent snow and the run up and over Mt Hotham was foggy and cold. I was wearing decent gear, on a bike with a screen and heated grips, with a Pinlock fitted to my visor and was having an absolute ball. I pulled over to wait for the guys who where a long way back and was a bit surprised when it turned out they were having no fun at all.

“This is shit! It’s freeeeezing!” was the first thing I heard, followed by, “I can’t see a thing.”

I’m not sure if the guys were surprised or pissed off by the fact that I was having a good time and leaving them for dead. Maybe both.

Riding to Finke

In 2017 I rode to Alice with Shane Booth to race the Finke. I’d planned a great route which was as direct as I could manage while taking in as much dirt as possible, but time was limited. On the last day we needed to ride from William Creek to Alice via Finke, around 750km, all off-road. We got up in the dark, skipped brekky and clicked first gear as the sun broke the horizon at about 3°C. I soon realised that despite my good riding gear, gloves and

heated grips, tiny screen and tiny hand guards, my fingers were borderline frostbitten and my upper body was colder than I would have liked. My fingers always get cold before anyone else’s, probably due to skiing in sub-zero temperatures and getting mild frostbite more than once. Boothy and I had intercom, the pace was solid, and at those speeds I was in a world of hurt. I rode with one hand at a time trying to get heat into my fingers by resting the other hand on the cylinder. We pulled into Oodnadatta for brekky and I was in a bit of a state. It took 30 minutes in front of the heater to come back to life.

GS Safari recce

In 2018 I was riding in Tasmania in July. Due to my cold-hand situation I’d fitted a set of Barkbusters Blizzard handguards. They provided great wind protection for the hands without being as huge as the big courier-type mitts. Temperatures were between –1°C and 9°C most days, early-morning puddles were icy and it was drizzling on and off. With my Goretex boots and Blizzard handguards I was in a happy place at all times.

Back to the recent Safari Enduro recce in June this year.

When I was packing I must’ve remembered the pain because I packed my universal Ballard’s elephant-earsstyle handlebar mitts.

On Friday we had to do a similar run from William Creek to Alice via Mt Dare and Finke. I was dreading the cold, early start, but I was pleasantly surprised the mitts and taller GS screen kept me in a happy place for the spirited run to Oodnadatta. With the wind off my hands the gloves and heated grips could do their job more effectively, and the mitts helped keep the warmth in.

Gear rundown

Here’s my list of things you should consider to stay in the winter happy place:

v Quality waterproof jacket and pants. Liners, either separate or built-in, are okay

v Superfine-merino thermals, long johns and a long-sleeve top. You can wear them for days and they don’t stink

v An extra thermal top layer to wear at the beginning and end of the day as required

v Two neck buffs. One for your neck and one to pull up over your ears before you put your helmet on

v Goretex boots. If you’re likely to be crossing creeks or rivers, or be in cold, rainy conditions, beware. Goretex-style boots don’t offer the same protection as motocross- and endurostyle boots. It’s a comfort-versus-protection decision. There is such a thing as waterproof socks which could be used with motocross-style boots

v Gloves. Always two pairs: one Goretex pair with insulation; one lighter, leather adventure pair. Swap as required throughout the ride

v Helmet. Clear lens with Pinlock insert to eliminate fogging. Double-lens style goggle, also for anti-fogging.

Bike and extras rundown

v Heated grips

v Good screen, high and adjustable if possible. You won’t always want it high, especially in technical terrain

v Winter handguards or wind deflectors. Barkbusters Blizzard or Ballard’s universal mitts

Here’s a few other items for thought in no specific order:

v Lip balm. Winter riding tends to dry out the lips

v Mircofibre cloth to keep visor and goggles clean and dry

v Pack so you can add and remove layers easily, swap gloves, and get at the gear you’ll need with a minimum of fuss.

10-foot tall and bulletproof

Given the aim of all motorcycle riding is to gather jollies while keeping the bike between you and the ground, it gets complicated when the ground is rough and dirty. I find I learn more around the point at which the chances of communing with Terra Bloody Firm As is starting to become more likely than not. I’m a well-practiced creek swimmer and ground hugger.

Unfortunately, it hurts these days and recovery is slow. Greyhaired bodies don’t bounce that well. The skills required for loose, hard riding are the ones learnt when we thought we were tenfoot tall and bulletproof…I’d say it’s around the age of 15. Right now, every time I try to lift with my left arm I’m reminded of a simple carpark tumble I took in NZ a few weeks ago...on the first day of the ride! It’s the sort of damage many people do falling off

Andy makes allowance for seniority.

their own feet in the supermarket carpark, but at least I have the distinction of falling off a motosickle. It’s brought getting hurt back into clear focus. Naturally, I pushed on and continued our two-week visit to the south island. If I’d been decapitated I would’ve tucked my head under my arm and pushed on. There was no way I was gonna miss hooning about the Land Of The Wrong White Crowd.

A few thoughts

As we age, the barriers to experimenting and risk taking close in around us. And without taking risks, it’s hard to refine offroad skills. Backing a bike into a corner on compression lock up will usually end up with bruises and Radox baths before it becomes an innate skill to rely on, as the next step is a tumble. Worse, it could be a loop over the highside that might might mean months of

Top: Andy’s a well-practiced creek swimmer and ground hugger.

Above: The result of a bike fall in a supermarket carpark.

frustration and discomfort.

Let’s not even contemplate landing a jump wrong…

A few things I find help the most are:

v Great gear

I’m not talking about clobber that matches my smile and verve as I admire myself in the café window. It’s protective equipment that fits properly, stays in place and is comfortable enough for me to want to use it. Knee pads in trousers are a start, but I find they tend to go AWOL, having ducked off to the side of my leg when I really need them. I’ve heard horror stories of ill-fitting hard armour spilling significant volumes of claret inside a jacket sleeve, unnoticed.

Naturally a rapid trip across the boonies and a trip to the shops for a bag of mixed lollies are gonna change our choices of gear to chuck on (but probably shouldn’t). I want the best chance of bouncing as I work at pushing the limits.

v Pushing just a little past the limit Success breeds success and loads a trip with grins rather than grimaces.

These days I’m cautious about the group I ride with and where we go. I really enjoy a ride that challenges, but to a point. Freckle-puckering, soggy-helmet, collar-bone crackin’, rim-prangin’, MummyI-want-to-pull-up-my-pants-and-go-home skirmishing isn’t for me. Shoot, Dr Zed is my first trailbike. Gimme jumps that don’t make my nose bleed, rough roads rather than hardcore single track and access to a pristine camping area. Feeling my way into a skill rather than crashing into it is the goal these days. It builds long-lasting skills and confidence.

v Long rides

There’s nothing like spending time on the bike.

A quick day ride is lovely, but a couple of weeks of daily cheek-to-seat is pure joy. Slowly becoming one with it, feeling its balance, knowing exactly where the clutch takes up and just how far the tyres will push before starting, ever so slightly, to wriggle away from your grip.

v Taking every opportunity to play Many moons ago I watched a gun off-

road guy we were riding with pfaff about doing tight turns and figure eights in carparks and roadside spaces while waiting for the tardier members of the group to gather their faecal matter. It took me a while to realise what he was up to. He was getting the ‘feel’ of the bike. Not only was he a good rider, he’d taken the time to get to know the bike he was riding (not his). It was all part of why he rode better than the rest of us.

v Fitness

This is a tough call for the reluctant owner of a Seniors Card, but fatigue leads to bruises.

v Hydration

By the time we realise we’re behind the curve in the drinkies department it’s too late. That metallic taste in the mouth is a danger sign. Wearing water on my back is the best way to access a drink and I try to access it every time I stop or slow down to a dawdle.

Dumb as it may sound, this one-time exclusive road rider has never been as skilled as he is now. But as time catches up with me I have to align my ability (and recovery capability) with reality. It’s tinged with sadness that I won’t ever reach the level of rider I’d like to have been. Monos, log-jumping and lurid slides are gonna morph into bunny jumps and nice little rear-end step outs.

But hey, faeces occurs, time is not fitted with ABS.

Are you in denial about the effect age is having on your riding? Is Andy right take his seniority into consideration?

Let us know what you think.

Email tom@maynemedia.com.au and we’ll make sure Andy knows your opinion.

Top: These days and recovery is slow. Above: Knee pads in trousers are a start, but tend to go AWOL. Knee guards are a better option.

Close to home

Karen Ramsay finds great riding on her own doorstep in northern NSW.

Since the last issue my life seems to have been filled by work and riding.

I went on my second women’s RideADV ride (see issue #35 – ed). This was another women’s ride and took in some of the spectacular areas around Wauchope and Port Macquarie. Beach sand, the nemesis of some, at least proved to be a catalyst for bonding

as we had the obligatory euphoric photo on the beach with the bikes.

Two up

Another weekend was doublebooked with rides, so doing both seemed like the sensible thing to do. Women Adventure Riders Australia (WARA) hosted a ride through some stunning scenery around south-eastern Queensland,

and 16 women with a range of bikes and mixed experience levels teamed with perfect Queensland weather and made it a great day out.

A few of us skipped out early to join the Northern Rivers riders for a night at Leyburn, about 100km west of the Gold Coast. I think if we’d known how much dust was going to be involved we might’ve

All winners

rethought that. There was almost a lynching that night when all the campers found out husband Dave was staying in a cabin not a tent. Luckily for him, he’d found some sweet tracks through Durikai State Forest for the next day.

There was also a ‘Mystery Ride’ weekend. The idea was to all throw in some money to cover costs for dinner and breakfast, with the leftover cash going to the Westpac Rescue Helicopter. With lots of little white lies and secret planning, a crew of 24 set off for the day.

There was a lot of head scratching as to where they’d end up that night. Greg and Kylie Connolly offered up their place as the secret venue. The weekend turned

out to be a huge success with even some of the experienced local riders going on at least one new track.

The biggest success was being able to hand over $1020 to the Westpac chopper on behalf of the NR riders.

We’d pre-ordered lunch at the Whiporie General Store, and when they heard the ride was to benefit the local chopper service, the store handed over a $50 donation, too.

HU’s who

Another weekend was spent at the Horizons Unlimited Meetup in Boonah, again in Queensland.

Left: Beautiful views near Mount Kaputar. Below left: Kylie, Dave and Greg loving the dust at Grawin.

Heading out of Carinda, near Walgett, in northern NSW.

If you ever want to learn anything about travelling anywhere in the world by motorcycle, this is the place to be. There’s always a great mix of people, but this year was notable for the number of young people attending and sharing their adventures. These included Mitch van der Merwe who’s Big Lap story was in Issue #31, and Xenia and Tinu, a young Swiss couple who were just coming to the end of 40,000km travelling Australia on their XT660s, and who have now headed to Africa.

But I digress. Our plan (there’s always a plan when Dave’s involved) was to head west past the Great Dividing Range for a couple of romantic days over Easter. Before we knew it, Kylie and Greg had invited themselves along and we knew the romance would have to wait.

Hidden gem

After staying the night with friends near Copeton Dam we met up with Joc in Barraba. His years of hiking experience translate beautifully as a masterclass in minimalistic packing on the bike. With the National Park key to the Barraba Track, the eastern route up to Mt Kaputar, we were set to get into the trip. All I can say is Kylie and Greg, with their exceptional enduro skills, really enjoyed the track. If it hadn’t been getting late in the afternoon they would have gone for another run down and back.

If you haven’t stayed at Mt Kaputar before, do yourself a favour. There’re some great walks, terrific views plus hot showers and gas barbeques, all for the price of a camp in a National Park.

False impression

Pilliga State Forest was the next destination after a top-notch meal in Narrabri.

I’d only driven through the area and was slightly apprehensive about visiting. Once I’d heard the legend of the Pilliga Princess I only agreed to go on the condition we wouldn’t camp overnight. Not long off the highway in the bush, Dave pulled up to have a chat with a ute full of shooters downing a few cold ones after an apparently uneventful night in the scrub. They were very friendly and let us know what the conditions were like – a few sandy crossings and nothing to be worried about. Apparently. When we rode off I resisted the temptation to look in the mirror. I could just imagine them sculling the last of their beer, then crushing it with one hand as they wiped their smirking mouths with the other and one saying, “We’ll give ’em a head start, then let’s go hunt us some adventure riders.” Perhaps that’s what kept me upright in the sand.

To be fair, the sand conditions there were pretty good. I found my speed and travelled along quite comfortably with no sinister tailgaters.

I’ve never really been a fan of pine scrub country, and I can’t say this changed my opinion of it. On the other hand, I wasn’t worried by being in the Pilliga anymore, and if we were caught out there I wouldn’t kick up a fuss. Far from being a desolate creepy pine forest, the place has so many beautiful sites. If you’re ever there, it’s worth going up the fire tower, and the sculpture walk

at Dandry Gorge is absolutely stunning, as are the sandstone caves.

Seek and find

Camp that night was on the edge of the Pilliga at a place called Barkala Pottery. Greg and Kylie were a bit keen to recreate an iconic scene from Ghost with the pottery wheel that night, so we made sure we camped a good distance from them. The place was packed with holidaymakers, possibly also with the same thought, although the food and coffee would be enough to keep anyone there.

Our ride was marked by excellent food, striking scenery and excellent bushwalks. Waa Gorge, north of Mt Kaputar, is well worth the effort. Take a picnic. It’s spectacular. Instead of going for an overnighter, we ended up riding for eight days.

For most people living in Australia, you can do some pretty decent riding really close to home. Sometimes it’s just a matter of getting on the bike and finding what’s out there.

what i’ve learned

R There’s lots of opportunities to ride if you look

R I don’t fear the Pilliga scrub anymore

R Keep walking shoes handy in your pack so you can enjoy bushwalking opportunities

R I’m overcoming my fear of sand (somewhat)

R Find your own speed in the sand, sit back and enjoy it

Checkout

Premium equipment to enhance comfort and performance.

Bagster 2019 r1250gs adventure exClusive edition

Made in Europe and manufactured to high-quality standards of fit and finish.

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R Fastened with four or five straps

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Cardo PaCktalk Bold

A great way to stay in touch.

R JBL speakers

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R DMC – Dynamic Mesh Communications – is an always-on mesh network that is a step up from Bluetooth pairing.

R IP67 waterproof

R Universal Bluetooth connectivity

R Charge while riding

R Automatic volume control

R + Heaps more

RRP: Single unit $499.95.

Dual pack $899.95

Available from: All good motorcycle retailers Web: cassons.com.au

Held Molto jaCket

A high-quality touring jacket.

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nelson-rigg Cl-1060 tail Bag range

A size to suit virtually every motorcycle.

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Medium (17 litres) to 22 litres and

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wHites under seat toolkit

A short-term remedy for almost any mechanical situation.

R Carry case included for easy storage

R 27-piece premium motorcycle tool kit

R Chrome-vanadium steel sockets, extension bar and hex keys

R Seven-piece socket set

R Five-piece allen-key set

R Folded size: 185mm x 105mm x 45mm

ForMa terra evo Boots

More protection than traditional adventure-touring boots.

R CE-level protection

R Oiled, full-grain leather

RRP: $29.90

Available from: Your local dealer Web: whitesmoto.com.au

sCreens For Bikes windsCreens

Designed and manufactured in Australia.

R Made from tough, purpose-selected perspex

R Available in a range of colours and styles

R Constructed to fit with OEM mounts or cowlings

R Available in either standard or high-rise

R Wide selection of screen options available

RRP from $135 to $190

Available from: Adventure Motorcycle Equipment

Phone: 1300 883 908

Website: www.adventuremotorcycle.com.au

R FCS ankle support

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RRP: $449

Available from: Lusty Industries Web: lustyindustries.com Web: formaboots.com.au

enduristan tornado 2 PaCk saCk

Available in four different sizes. Built to last.

R 100-per-cent water-, dust-, mud- and snow-proof

R One inside zipper pocket

R Three inside mesh pockets

R Red inner lining for high visibility

R Two rows of cargo loops to attach additional gear

R Ergonomic soft-grip handle

R Deluxe shoulder strap (available separately)

R Four compression straps

RRP: From $99

Available from:

Motorcycle Adventure Products Web: motorcycleadventure.com.au

rev’it! oFFtraCk jaCket

Ideal for hot-weather adventure touring.

R Polyester, dull 450D, 3D air mesh and polyester 600D, PWR/shell mesh outer shell

R Detachable thermal liner

R Detachable Hydratex/ mesh G-liner

R Seeflex CE Level-2 protection

R Pocket for optional divided chest protector (sold separately)

R Pocket for optional Seesoft CE level 2 Type RV back protector (sold separately)

RRP: $599

Available from: REV’IT! Australia Web: revitaustralia.com.au

MotoPressor PunCture rePair tool wins design award

The Motopressor puncture repair tool has won an Australian Design Award!

R A four-in-one multitool that uses prevulcanized repair strings

R Stores in a sheath small enough to fit in a pocket

R Contains a pair of pliers, a rasp, an insertion tool and a knife

R Repair strings are prevulcanized, so no more tubes of glue

R Repair string plugs the hole and leaves a patch-style repair on the inside of the tyre

RRP: $59.95 plus postage and handling

Available from: Rocky Creek Designs and all good motorcycle stores through Pro Accessories Web: rockycreekdesigns.com.au

Bolt jaP traCk PaCk

An incredibly useful aftermarket fastener kit.

R Contains the hardware riders need and replace most often

R Includes M5, M6 and M8 flange bolts, flange nuts, metal locking nuts, T-nuts, washers and screws

For use on late-model Japanese motocross, off-road and adventure bikes

54 Pieces

RRP: $19.95

Available from: Pro Accessories

rukka ProteCtor sHirt (rPs)

Wear this armoured shirt underneath an off-road jersey or add armour to a jacket that doesn’t have armour pockets.

R Protector shirt with CP1 chest protector, LP1 protectors on elbows and shoulders and Rukka D3O Air All back protector (LVL 2)

R Patented, CE-approved, breathable Rukka D3O Air protectors

R Stretch cordura shell fabric

R Outlast lining and Outlast fleece on sleeves

R Connecting zipper for trousers

RRP: $425

Available from: Innotesco

Web: innotesco.com.au

rad guard 2019 ktM 790

adventure and adventure r

HardCore radiator guard

The essential aftermarket part.

R Easy to fit

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R Available in black, orange, and polished alloy

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R Video fitting instructions available

RRP: $195. On special for $159

Available from: Rad Guard

Phone: (02) 6658 0060

Web: radguard.com.au

Moto-Master Fusion dual ring sProCket

Precisely manufactured outer ring and carrier interlock permanently using a specialised heat-shrink procedure.

R Special hardened and nickel-coated steel outer ring

R Will outlast an aluminium sprocket by up to three times

R 50 per cent less weight compared to a normal steel sprocket

gPr steering staBilizer

High-quality steering dampers.

R Control and absorb tankslappers, high-speed wobbles, and hitting any road debris

R Patented rotary design and fluid control in three designs

R Created for the best fit and function for dirt bikes, sports bikes and ATVs

R Compact and slim design allows the Stabilizer to be mounted below the ’bars

R Prokit option comes with an anodised, machined top clamp that will not raise the ’bars

R Each kit is specific to bike models

R Lightweight design and bolt-on application

RRP: Starting from $770

Available from: Bike shops and GPR

Web: gpraustralia.com.au

R Aircraft-grade 7075-T6 aluminium carrier

R Carrier is colour anodised coated for extra durability

R CAD designed, CNC machined and laser cut using stateof-the-art technology

R See website for full listings

RRP: $129.95

Find your nearest dealer: www.jtr.com.au/contact-dealers

Web: jtr.com.au

vsM dr650 quality toolkit

Exclusive tools for the DR650. Don’t carry more than you need.

R Quality Acerbis bumbag

R Front- and rearwheel spanners incorporating tyre levers

R Pliers, including wire cutters

R 10mm and 12mm ring spanners

R Four-, six- and eightmillimetre allen keys

R Eight-millimetre, 10mm and 12mm sockets

R Just add the plug spanner and screwdriver from the genuine toolkit

RRP: $250

Available from: Exclusively from Vince Strang Motorcycles Web: vsm.net.au

BarkBusters BMw F750gs and F850gs Hardware

Manufactured in Australia by Rideworx, a world leader in handguard design and manufacture.

R Code: BHG-075-00-NP

R Designed specifically for the BMW F750GS (2018 on) and BMW F850GS (2018 on)

R Two mounting points secure the full wrap-around aluminium design

R Heat-treated aluminium backbone for added strength and impact protection

R Complete hardware kit supplied with easy-to-follow instructions

R Hardware is compatible with JET, VPS, STORM or CARBON guards (each sold separately)

zaC sPeed dakar BaCkPaCk

Some updates to the editor’s favourite pack.

R New, wide-vented TPR waistbelt system

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R 1680D poly fabric construction

R CE Level-2 back protector EN 1621-2

R 22.5-litre capacity

R Removable waist belt and shoulder harness

R CONFIGR8 ladder-lock adjustment system (tool-free)

R HydraPak three-litre hydration system

RRP: $129.90

Available from:

All local motorcycle dealers Web: barkbusters.net

RRP: $229.95

Email: Info@zacspeed.com

Available from: www.zacspeed.com.au Web: www.zacspeed.com.au

Motodry advent-tour trekker jaCket

Packed with features to tackle all conditions.

R 1500D abrasion-resistant panels

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R RAM-AIR long sleeve-zippered vents (mesh under + velcro cuff closure)

R Adjustable magnetic collar (new soft-touch lined)

R Floating, large, rear-gusetted storage pocket with storm flap

Gussetted/expandable bladder pocket

Two-way YKK main zip Safety CE.Protection pack (shoulders and elbows) Removable and HDF back protector

RRP: $399.95

Available from: Moto National Accessories Web: motonational.com.au product/advent-tour-trekker-jacket/

Pod aCtive knee BraCes k8 2.0 and k4 2.0

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R CE-certified, full-coverage guards protect against impacts and handlebar strikes

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R Quick-release clips for an easy fit and low-profile interior straps to anchor the brace securely

R K8 carbon frame with five years’ warranty, available in XS-XL sizes

R K4 composite frame with two year’ warranty available in Youth – 2XL sizes in two colour combinations: white/black and graphite/black

RRP: K8 pair $1139.95. K8 single $569.96. K4 pair $779.95. K4 single 389.95

Web: podactive.com

saFari tanks sHerCo

15-litre Fuel Cell

Fits current model Shercos.

R Original low-profile fuel cap fits on tank

R Suits current two-stroke and four-stroke range

R As tough as all get-out

RRP: $649 including GST

Available from: safaritanks.com.au

Web: safaritanks.com.au

Mitas e-07+ tyre

Developed with the goal of successfully replacing the selected sizes of the popular E-07.

R All the main benefits of the original E-07

R Bigger knobby design provides plenty of open space between the tread blocks

R Available sizes: 120/70B19 60T E-07+ TL, 120/80B18 62S

E-07+ TL, 130/80B17 65T

E-07+ TL, 150/70B17 69T

E-07+ TL, 150/70B17 69T

E-07+ TL (DAKAR), 150/70B 18 70T E-07+ TL, 150/70B18 70T

E-07+ TL (DAKAR), 170/60 B17 72T E-07+ TL

RRP: Rear from $229.95. Front from 159.95

Available from: All motorcycle stores

Web: monzaimports.com.au

dririder vortex adventure 2 jaCket

An all-seasons adventure jacket that also comes in ladies’ sizes.

R Polyester 900D with 1200D on shoulders and elbows, PU coated

R CE armour with high-density foam back pad

R Removable waterproof/breathable liner (15,000mm/7000mm)

R Removable 150g thermal quilted liner

R Mesh comfort liner

R Large chest vents, arm vents and rear exhaust vents

R Detachable throat coat

R Waist-connection zip for pants

RRP: $499.95

tourateCH voluMe Booster For original BMw aluMiniuM Pannier

Increases the volume of the original BMW aluminium pannier by 12 litres.

R Place the Volume Booster between the pannier and the lid to increase the height of the pannier by 11cm

R Engages in the lockable latch of the pannier

Available from: Your local motorcycle dealer Dealer enquiries phone: McLeod Accessories 1300 300 191

seat ConCePts Husqvarna (2016-19) 701 enduro/suPerMoto ‘CoMFort xl’ seat

Constructed using a higher-quality material than OEM seat foam.

R 75mm wider overall than Seat Concepts’ standard comfort seats

R Proprietary foam formula provides a more plush and active ride

R Similar contour to stock at the front of the seat

R Shape tapers out towards the seat midpoint

R Available for other models. Check the website

RRP: $584.95

Available from: AdventureMoto

Web: adventuremoto.com.au

R Open, load and close the pannier as usual

R Made from the same high-quality materials as the BMW pannier

R Waterproof due to a special seal in the plastic frame

R Robust construction from Germany

R Compatible with BMW aluminium pannier for: BMW R1250GS; BMW R1250GS Adventure; BMW R1200GS (LC); BMW R1200GS Adventure (LC) and BMW F850GS Adventure

R Approximately 27cm x 44cm x 11cm

RRP: From $369.95

Available from: www.shop.touratech.com.au

Web: www.touratech.com.au

tCx driFter Boot

Maximum adventure. Maximum safety.

R Built to take on the roughest terrain, yet comfortable

R Waterproof

R CE-certified to the highest European standard

R Protection in every area an adventure rider needs, especially ankle, heel and toe

R Vintage leather upper with padded front and rear micro-fibre overlays

R Leather heat guard and high-impact resistant polyurethane shin plates

R Commando-style soles

R Three 6060 aircraft-quality aluminium buckles with micro-adjustable closing straps

RRP: $469

Available from: Selected stockists Web: tcxboots.com.au

Hardkits series 3 710rr For tHe Husqvarna 701 enduro

Awesome Aussie-designed gear.

R Complete kit/plug-and-play assembly

R 31-litre fuel capacity

R Over 600km range

R Rallye front clear screen

R NAV tower assembly and carbon dash

R Carbon/kevlar bashplate

RRP: $5995 while stocks last (RRP $7295)

Available from: hardkits.com

Web: hardkits.com

Phone: 0411 603 805

kliM Badlands Pro ja

Developed to handle continuous abuse from hardened world travellers.

R Guaranteed to keep you dry

R SPL 200/400 three-layer Pro Goretex

R SOOD Karbonite Ripstop

R 3M Scotchlite reflective material on panels and trim

R Custom, limb-specific D3O/Klim armour system

R Klimatek cooling stretch mesh in elbow and shoulder-pad pockets

R Bladder compatibility

R Collar hook-back feature

RRP: $1575

Available from: AdventureMoto Web: adventuremoto.com.au

andy straPz avduro Pannier suPPort FraMes For tHe ktM790

Accommodates most throw-over-style bags and all Andy Strapz pannier systems.

R Designed to have the weight of the bags taken on the seat

R Strong but light

R Fitted in minutes, frames can be removed when not travelling

R Can run without without pillion-peg brackets

R Frame weight: two kilograms, frames and all fittings.

R Mild steel, powder-coated satin black, stainless bolts

RRP: Frame set $370 plus freight

Available from: Andy Strapz

Phone: (03) 9786 3445

Email: info@andystrapz.com

Web: andystrapz.com

warP 9 dr/drz/klr 320MM Brake rotor

Available for DR650, DRZ400 and KLR Gen 2.

R Full floating, 320mm supermoto disc

R Includes calliper relocation bracket

R Adds stopping power

RRP: From $279.95 plus postage

Available from: Adventure Bike Australia Web: adventurebikeaustralia.com.au

Motorrad Garage KTM 790 Adventure R

KTM’s 790 Adventure R is an adventure-riding sensation, and Motorrad Garage has all the accessories needed to fit the bike up to suit individual needs. Log on to www.motorradgarage.com.au to get the equipment you need, and to search Motorrad Garage’s stock of great gear for all the adventure bikes.

Motorrad

Jump online at motorradgarage.com.au to see the full list of bike specific accessories available for your ride and a huge range of additional gear designed to complement any bike.