Adventure Rider Issue #49

THE MOST EPIC ROADS ARE OFFROAD

It’s we what do

ate last century I was working on a dirtbike magazine and was asked to pull on a safety jacket and stand in a scene for an advertising shoot.

It was interesting, because at that time Photoshop was in its infancy, and the only way get these things done was to build a set and use a truly pro photographer.

I took my place in a studio set up with a forest floor, trees and a couple of carefully placed smoke machines, then waited patiently while the lighting was organised and the pics done.

After the shoot the importer said, “Keep the jacket. Let us know if you like it.”

The jacket was from Dainese, and it was a mesh garment with armour attached to the elbows, shoulders, chest and back, and although it was a tad hot to wear, the protection it offered was exceptional. I wore it for quite a while.

Here’s where things get interesting.

When I say I wore it for quite a while, I mean I wore it until fairly recently.

I probably used that safety jacket for most of 25 years.

The current Dainese importer knew about it and insisted I accept a new one. I refused. I refused several times, pointing out there was no advantage to Dainese in my having the equipment because it would never be seen in the magazine, and the one I had was doing the job.

I wore it on my motocrosser and my trials bike, but never on adventure bikes because the big-money, high-quality suits I had – including the Dainese suit I’d just been given – offered all the protection needed.

Despite my assurances, a new MX1 safety jacket showed up, and that brings me to the point of this story: the old jacket was pretty near destroyed. Due to its age and the huge amount of abuse

“

When I say I wore it for quite a while, I mean I wore it until fairly recently. I probably used that safety jacket for most of 25 years. ”

and decay it’d suffered through the years, it was probably anything but safe. My embarrassment was such that I didn’t even photograph it. The mesh had large tears in several places, the chest protector

was a series of articulated plastic squares –a bit like reptile scales – half of which were missing, the kidney belt had long since surrendered to my massively increased girth and one of the shoulder guards was loose and flapping. The back protector was still good, and so were the elbow protectors, but otherwise it was a write-off. The point of the story is, make sure you check your safety gear properly, and make sure you do it with a cold, uncompromising eye. Just because a helmet, boots, brace, glove or any other item of protective gear is a good brand or cost top dollar doesn’t mean it’ll remain effective forever. And feeling a sentimental attachment to safety gear is a clear sign it’s time to have it thoroughly looked at. There’s nothing like age for taking the edge off performance. That obviously goes for magazine editors, too. In a big way.

Tom Foster - Editor

Adventure

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

Subscriptions (02) 8355 6841/(02) 9452 4517 arlette@maynemedia.com.au

ISSN 2201-1218

ACN 130 678 812 ABN 27 130 678 812

Postal

service with a

smile

Rick Clarke and a couple of mates are riding around Australia a bit at a time.

In the Autumn of 2019 three of us rode from Melbourne to Perth following the coast. On reaching Perth after three weeks of riding we tucked our bikes up at the airport Storage King and flew home, expecting to return the following Spring to continue our trip around Australia, hopefully as far as Cairns. Eighteen months later, as soon as restrictions allowed, my two companions came over from New Zealand and we reconvened in Perth in April.

The bikes, two KLRs and a V-Strom, were freed from their dusty confinement, revived, replenished and we hit the road north just as Perth was about to enter a short COVID19 lockdown.

Testing

Happy to be on the road again, we meandered up the coast to Port Gregory and pitched our tents at the caravan park. We’d intended to stay at Kalbarri, but it was closed off due to destruction from a recent cyclone, the damage being evident in Northampton and out to the coast.

This was when I learnt that, having passed through Perth Airport at the wrong time, I would need to find a COVID19 testing facility. Geraldton was the closest option, so back I went. The test was administered at the hospital in a well-ventilated clinic, clearly set up to manage large numbers of potentially

infected persons. As the only potentially infected person, I was attended to by a bevy of heavily protected female attendants, who, like me in my motorcycle gear, were feeling the heat. Afterwards I was released to return to Port Gregory and back I rode, chewing over various COVID19 scenarios in my mind, to join my companions at the park and await the verdict.

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Left: Actually in the river! Below: Fair warning.

Sign off

Once cleared of any trace of COVID19, many kilometres passed under our wheels. Hot days with roadhouses 200km to 300km apart challenged the Nullarbor for desolation. Denham, Karratha, Port Hedland and Broome were visited and then receded in our rear-view mirrors. With temperatures in the mid to high 30s each day we fell into a routine of pulling over for refreshing nanna naps. The bikes performed faultlessly...I was fortunate to have an aftermarket cruise control on the V-Strom whereas the K-Bangers needed their throttles held open for hours on end.

After Broome we reached Derby and decided to head up the Gibb River Road toward the Windjana Gorge National Park, intending to camp there the night. At the Windjana turnoff the sign told us that the road was closed.

Wouldn’t read about it

A few optimistic interpretations of the situation were floated about. Comments such as, “The sign hasn’t been updated,” were considered before deciding there could be no harm in ‘taking a little look’. The road got ruttier and sandier and we passed a couple of graders knocking off for the day before reaching the park entrance. Signs confirmed the park was closed, but the rock walls visible in the distance were so imposing I couldn’t resist checking them out. I found a bloke doing a cane-toad census who told me the park was very much closed and the onward road toward Tunnel Gorge National Park was impassable due to recent storm

Left: From

Below: Maybe the sign hadn’t been updated?

found bags undone, things missing and notes from the Halls Creek Police on our bikes telling us some of the local residents had been disturbed relieving us of our excess baggage. We could collect same from reception.

We sheepishly picked up my drone and one bottle of red wine, the other having been smashed in the carpark during the disturbance.

When we thanked the hotel security guy for his sterling law-enforcement effort I noted he was apparently not flattered. We realised why when, back in our room, we saw signs clearly saying valuables should not be left on vehicles.

damage. Furthermore, he believed it would be in our best interests to leave before the ranger returned.

It was a long haul back to Derby and we arrived after dark, making it a 550km day. Finding all the good establishments full, and not feeling like camping, we secured room in a donga.

“He believed it would be in our best interests to leave before the ranger returned.”

Further on down the road there was a minor kerfuffle at Halls Creek after two of us left some luggage strapped to our bikes overnight in what we thought was a secure compound. In the morning we

Heading east

We rolled on, taking the 50km gravel road into the Bungle Bungles and getting some decent practice crossing creeks.

The Bungles were spectacular and, being early in the season, not too crowded.

After Kununurra came Lake Argyle, which was great. We stayed in the caravan park and happened to pitch our tents near Daryl Beattie with his amazing rig and line-up of Africa Twins, waiting for the next lot of customers to fly in to ride the Gibb River Road.

Seeing we were in the Northern Territory, we stopped at Katherine Gorge and Daly Waters, then headed off the asphalt onto the Carpentaria Highway.

After a night in Borroloola, we tackled the 300km rutted, sandy gravel road to Hells Gate Roadhouse on the Queensland side of the border.

THE BMW R 1250 GS

BOUNDLESS THIRST FOR ADVENTURE

left: Ian Mackay, Dave Churcher and author Rick Clarke.

Down she goes

Although river crossings were still causing me some anxiety, I was starting to gather some confidence, so I was first in at Robinson River.

Next minute I was actually in the river! killed the motor as she went under, and together we dragged the Suzuki out before the crocs got wind of the situation – but not before I’d taken the obligatory photo. That’s the rule in our Victorian Moto Marshal group.

On the riverbank a quick thumb of the starter revealed the cylinders had taken in water instead of the recommended air/fuel mixture. That necessitated a dewatering procedure: seat off, plastic panels off, spark plugs out then crank her over. The result was spectacular jets

of water shooting out of each cylinder.

By now we’d collected an audience of one, another rider who lent us tools and some sage advice: “Check the airbox for water.”

Off came the tank, airbox lid and element.

It turned out to be a good recommendation. The airbox was full of water with the two intakes barely clear. We bailed it out with a cup, soaked up the rest, and rinsed out the element in the river before putting it all back together (with a couple of screws left over).

I fired her up.

With a wheeze and some minor hesitation, she was running.

With all my wet luggage back on the bike we set off again. We still had 250km

of terrible road to go, and arrival at Hells Gate wasn’t until well after marsupial o’clock. We were caked in sweat and red dust. Buggered, I just sat down and let people bring me beer and food.

“Next minute I was actually in the river! I killed the motor as she went under, and together we dragged the Suzuki out before the crocs got wind of the situation.”

Souper

Two days later, as we were about to depart Burketown, I realised my oil was a funny colour. I went around to the local garage where the owner, a big man of few words, provided oil and let me use his facilities.

The old oil came out an awful green colour – something resembling pea-andham soup.

We spent a couple of pleasant days in Karumba, and did the obligatory croc-spotting cruise which was unexpectedly nice.

Above: Many rivers to cross.

Left: Dewatering procedure: seat off, plastic panels off, spark plugs out then crank her over.

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ServiCe with a Smile

Give and take

On the way from Karumba back to Normanton noticed a flapping noise which I traced to the peak of my helmet. One of screws had fallen out.

In Normanton I went looking for somewhere to get it fixed while the others stopped to look at the statue of Krys, the world’s largest croc. I pulled into an apparently ramshackle servo where two old fellas were sitting on plastic chairs in the forecourt. One was belting the shit out of a lawnmower with a hammer while the other, a rotund man with one eye, was keeping him company. There was literally no room inside the garage. It was full of oil, tyres and auto parts which didn’t span the entire history of the automobile, but covered at least half of it.

“Whaddya want?” said the bloke with the hammer.

From his demeanour I realised I was in for an interesting time, and that I’d have to give as good as I was about to get.

“I’m looking for a screw,” I said.

“Try the Purple Pub at 9.00pm,” he replied without hesitation, confirming my suspicions.

“Not that sort of screw,” I said showing him my multicoloured, flip-fronted, intercom-assisted lid.

can’t recall exactly what he said, but it was something like, “What sort of fucking helmet is that?”

Then followed a hilarious back-andforth. Whatever I asked for was met with, “What fucking now?” “This isn’t bloody Bunnings,” or similar rejoinders. Then he would disappear into the bowels to look for something, rummage around and return with one thing at a time. When it wasn’t right I’d send him back, causing more mumbling and grumbling.

At one stage while rummaging through plastic boxes looking for a washer – now in the ‘office’ – he said, “You’re not a fucking Carlton supporter, are you?”

When I responded to the taunt it became clear Carlton was the only AFL team he’d heard of.

Eventually he produced a screw which fitted, but was too long, I asked him for a hacksaw and a vice so I could cut it. He replied, “I haven’t got any vices.” His oneeyed mate who was lurking close to my shoulder offered, “He drinks a fair bit, but.”

Fond farewell

Ol’ Mate went out the back and reappeared carrying an ancient hacksaw with

a worn blade and a pair of Vise-Grips. At that point one my companions arrived and was looking on in amusement.

I got down on the concrete curb next to the pumps and proceeded to wear through the screw using each end of the blade where there were still some teeth, and finally ended up with a screw cut to the right length and a suitable washer.

I was quite sure he wouldn’t accept payment, so by way of recompense I offered, “How about I shout you a new blade for your hacksaw?”

‘Nah,” he grunted. “She’ll be right. My reward will be to see you bastards fuck off down the road.”

Just in time

I thanked him and added, “I’ll recommend you to all my Melbourne mates!”

As the pair sat back on their plastic chairs I mounted the bike, rode past them through the forecourt dodging all the crap, cheerily tooted, waved goodbye and fucked off down the road.

Later we learnt that the old guy’s son was a minor celebrity who’d been on the Today show and produced some YouTube videos advertising the garage, employment, and lifestyle opportunities of Normanton. Google ‘top servo Normanton’ for a look. And be warned: there’s some rough language and inappropriate themes.

In Cairns, we found storage for the bikes and scuttled back to our homes, me just in time for the next Melbourne lockdown.

Top left: Ew. Above: “Not bloody Bunnings!” Left: Beer o’clock at Carnarvon.

KTM Rallye Queensland Ranges Two up

Iasked my KTM obsessed partner, Glenn ‘Chidge’ Chidgey, how many couples usually entered the Australian KTM Adventure Rallye as a pillion team.

“None,” he replied. “Well, never in Australia anyway.”

I should have been surprised, but I wasn’t. That surprise had already occurred several years earlier on our initial ride together where I literally felt like I’d been reborn, such was the speed and exhilaration of the experience. After that I was hooked. Every time he offered to take me for a ride I was in. We started on road, but quickly progressed to dirt. Then from dirt to single trail, and then it seemed to be a slippery slope from single trail to gnarly, steep, treacherous and downright crazy.

More the merrier

I was again surprised on our first multiday group ride in the Victorian High Country.

I was under the illusion a host of wives and partners would be doubling along with me in a fun-filled, cruisey, family week away…until I spotted the attendance list with a single column of men’s names and then ‘Chidge + 1’ at the bottom.

He made some vague excuse about them having work commitments or not being able to find babysitters.

Brushing aside my protests we embarked on our first group ride and went everywhere the seasoned riders dared to venture and then some. Each day when we came out unscathed I felt more and more elated and confident I belonged in that space. Multiday group riding was the ultimate.

Background

We’d considered entering the Tasmanian KTM Rallye as a pillion team, but due to

the potential icy, wet and slippery conditions, Chidge decided it would probably make for more hard work than play. Then the stars seemed to align in 2020 with the announcement of the Queensland Rallye. Chidge assessed it would be perfect for us: right terrain, climate, and just the right amount of challenge.

I guess the addition of me as his pillion was a bonus for us. It’s added an extra level of challenge, we get to have adrenalin-infused holidays together doing something we both love, and he’d never admit it, but my 52kg does actually add traction, or ballast, depending on who you’re talking to. My own riding experience was limited to being doubled by my brother when we were kids, tearing around our hilly 81-hectare Dungog property, mostly on the back wheel. I’d hang on for dear

Danica Madsen had a unique view of the 2021 KTM Rallye.

Words: Danica Madsen. Images: Nick Fletcher

Main: The first pillion-team riders in Australia to ever participate in a KTM Adventure Rallye, author Danica Madsen and Glenn Chidgey.

Left: Danica began her pillion career on the back of the peaky ’81 YZ250H with no footpegs. u

life on the back of the peaky ’81 YZ250H, with no footpegs and barely a square inch of seat, squealing with joy at the speed, exhilaration and freedom. I did actually get my bike license when I was of age, but didn’t spend enough time in the saddle to become skilled or confident.

The disappointment of the KTM Rallye being postponed until mid 2021 was silently mourned, and after what seemed like an eternity we prepared for the sixday ride of over 2000km through the wild mountain ranges of Queensland, with overnight stops at Kenilworth, Rainbow Beach, Agnes Waters, Cania Gorge, Gayndah and the Bunya Mountains.

Long story

Considering all 135 registered riders were issued with a comprehensive 32-page page dossier entitled How To Prepare and then an additional 10-page Final Instructions manual, this ride was clearly not for the non-committal, disorganised or safety-unconscious. Accommodation was booked months in advance, with the option to stay in tents at the evening bivouac with Tent City Hire, or organise our own at each town we stayed in. The riding was on public roads, through quiet country towns and on private property where farmers had generously allowed access.

Chidge and I were set up with a 790 Adventure R with adjusted rally pegs for my height (very short), and modified suspension to accommodate the two of us. Other die-hard Rallye riders had travelled from all over Australia to the historic

Left: The 2021 KTM Rallye was a six-day ride of over 2000km through the wild mountain ranges of Queensland.

Above: From left: Craig Brown, Dan Barker, Steve Wastell and BJ Barlin looked like they had a great time.

THE WAIT IS OVER

to and from the event, covered a whopping distance of 7584km over the course of the week, and arrived home just in time for his 70th birthday. Needless to say, Martin earned himself the Longest Distance award.

Age rage

Despite the detailed dossier and Chidge’s raving about how incredible the KTM Rallyes had been since their inception in 2016, I wasn’t prepared for the magnitude of the event. The impact of the sea of orange on Kenilworth showground was astounding, and I wasn’t expecting the

numerous tents dedicated to things like GPS navigation, media coverage, medical support, KTM techs, KTM spares, an airfilter maintenance station, Overlanders tyres and catering.

That first night went off with a bang. I was introduced to a number of riders I sensed had glory days not long passed, and I felt humbled to be in the presence of the greats, including New Zealander Chris ‘Birchy’ Birch and Toby Price. Price was recovering from injury but still looked every bit the champion.

Over the course of the week we met more national and international champions, along with people who’d been riding for only a year or two, and I marvelled at the range of age, riding background and experience. The youngest rider was Tim

Below: Going everywhere the seasoned riders dared to venture and then some. u

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town of Kenilworth in Queensland where the Rallye kicked off. Martin Kisbee from South Australia logged the longest distance travelled to the start. He rode

Egan, dealer principal of KTM Gold Coast, aged 30 years, and at the other end of the scale was Kerli Corlett, a modest 72 years young.

First in

We were provided with comprehensive track notes and briefed on the main route and breakout routes for the next day, which had all been loaded into our compulsory GPS units. The routes were also marked with colour-coded stickers, so there were no excuses for making wrong turns. Somehow there were still numerous wrong turns, overshot corners, misinterpreted routes on GPS units and creative detours taken. I guess in the end we’re all just human.

The main routes consisted of a combination of interesting tar-sealed roads, winding and flowing back-country roads, gravel roads and well-formed, off-road tracks. Breakout routes, designed for advanced riders, consisted of single tracks, hill climbs, river crossings, sand and other challenging terrain.

A joyous voice inside me whispered, ‘We’ve made it. This is actually happening. We’re going to be the first pillion-team riders in Australia to ever participate in a KTM Adventure Rallye!’

Tough start

The first day from Kenilworth to Rainbow Beach was when all the nerves, excitement and anticipation finally had an outlet. The course was epic and followed a series of gravel and flowing forest tracks through

picturesque Jimna State Forest, Wrattens National Park and Widgee, south of Gympie. The first breakout was cancelled due to a local horseriding and cycling event, but there were still two more breakouts, including a 60km ride up Cooloola Beach, braving the sand dunes, to finally arrive at Rainbow Beach.

There were a lot of elated and

exhausted riders at the end of that first stint. It was a four-seasons-in-one-day ride: rain, wind, sunshine, cold and heat, and there’d been several rescues on the sand and a couple of early injuries. The first day had certainly delivered.

Fast food

On the second day we made our way from Rainbow Beach 400km north through open pine forests to Tairo, with a short, tight, clay-track breakout along the way.

A quick fuel stop at Childers led the way to another breakout route aptly dubbed ‘Techo Erzberg’ which was tight,

Above & left: Chris Birch was as awesome as ever. Below: Accommodation was booked months in advance, with the option to stay in tents at the evening bivouac.

technical and rocky. Agnes Waters was definitely a high point, with its pristine beaches, country hospitality, mouthwatering dinner at the Tavern and a cracker breakfast the next morning at the Holidays Café in the local caravan park.

On track

The beginning of the third day flowed much the same way as the days before, and by now we had our morning routine down to a fine art: roll out of bed, pack, load the gear onto the bike, and fit three suitcases worth of gear into one seemingly microscopic waterproof roll bag. Well, 40 litres seemed microscopic to me. There was a whole page in the dossier dedicated to the bag specifications, and they were non-negotiable. Luckily there were two of us. I sat on my bag and with excessive eye-rolling Chidge zipped it, then clipped up the straps. Miraculously, the straps made it to the final day before they finally gave way.

With luggage safely in the transport trailer we checked the daily notice board to see what had been cancelled or changed before heading northwest for over 350km to Cania Gorge which was definitely a standout. It started with waterholes and mud on Turkey Beach Track. That was fun and fast, and picking lines and anticipating slips and skids was paramount to staying upright and dry (Chidge knew staying upright and dry was my preference).

After fuelling at Miriam Vale a ‘motocross track’ consisting of open gravel road, hills and rocks saw a few get-offs and flat tyres.

Sting in the tail

Our group remained together, but somehow we moved ahead momentarily and suddenly Chidge yelled at me through the Sena.

“What are you doing to me? Are you poking me in the back?” he screamed.

“No!” I replied, incredulous. “I’m just sitting here as usual. What are you going on about?”

“Somethings sticking into my back! It’s stinging!”

I yelled at him to calm down and stop

the bike. He reefed off all his top layers and I saw a trail of reddish welts. He was madly trying to find the offending thing in his jacket as I examined his back, and as he dropped the jacket on the ground and bent over to examine it I saw the vicious biter heading south.

“Oh my god! It’s a wasp!” I exclaimed. “And it’s just gone down your pants!”

Seeing is believing A string of expletives escaped Chidge as I doubled over with laughter, trying ever so hard to take the situation seriously.

“Get it out!” he yelled hysterically.

I tried to control my laughter as I plunged my hand down the back of his pants, my sides cramping as I tried to breathe through the fits of laughter. “Don’t move!” I managed to gasp as I saw the determined insect heading further down, “or you’ll have to drop your pants out here too!”

It was then a ute drove up, slowing to a stop as an old farmer asked nervously, “Are you two all right?” His wife sat bewildered in the passenger seat.

“We’re okay.” I manage to choke out. “He has a wasp down his pants.” Their expressions changed instantly to relief and amusement, and with a wave and a laugh they drove off in a cloud of dust.

“I can’t believe they didn’t offer to help get it out.” said Chidge with a grin, topless, on his hands and knees with my hand

Top: KTM marketing manager Rosie Lalonde hitched a ride.

Left: Boolboonda Railtrail And Tunnel, famous for being the longest unsupported tunnel in the southern hemisphere. u

plunged down the back of his pants. made one last desperate attempt to extricate the offending wasp before it disappeared into ‘The Crack’.

“Got it!” I exclaimed with triumph as I finally flicked the intruder out for good. It had definitely left its mark. Clearly the waterproof, windproof, skidproof, everything-proof Klim Adventure gear was no match for a wayward insect.

Red-faced we tried to explain to the KTM camera crew at the next scenic lookout what we we’d been doing. They nodded and winked knowingly, their amused expressions clearly indicated they didn’t believe a word we said.

Eyes wide shut

Back on track, Chris Birch followed us through some open, flowing countryside after the motocross breakout and when we finally pulled up he seemed excited.

“I can see now how you do this,” he said. “You move together as one. In total sync. It’s unreal to watch.”

He told us he had some good footage of us and I was secretly quite chuffed. didn’t really know what he meant by how we ‘do this’. It’s not something we’d analysed or thought about, but a lot of other riders

had asked about our riding technique and, refreshingly, seemed interested in inviting their partners to join them.

Our pillion-riding technique seemed to evolve as we went, initially communicating our positioning through the Sena until it eventually became second nature. We’d established three main positions for riding: sit, stand and ‘gear bag’. The first two were self-explanatory. The third, ‘gear bag’, was basically for all slower technical riding. I clamped myself to the bike and became part of it, like a gear bag. I crouched as low as possible without obstructing Chidge and kept my centre of gravity as low as I could. This allowed Chidge to manoeuvre the bike quickly and effectively without risk of my weight countering his or the bikes’ movements.

Incidentally, I also usually closed my eyes, a fact Chidge wasn’t aware of until we wrote this article.

Sink in

The day reached a crescendo as we rode through Kroombit Tops National Park towards the historical Beautiful Betsy bomber site.

The plane crashed in 1945, not to be discovered until almost 50 years later,

everyone can appreciate a competent rider and how they manoeuvre and manage a bike, but a human being in sync with a machine always sounded a bit sci-fi to me. Until that day.

To the Batcave!

From Cania Gorge on the fourth day a quick detour took us to Lake Cania Dam lookout and its breathtaking view. The route was a cracking 300km through Monto, an exciting breakout of steep hills and flowing roads to Bania National Park, and a breakout affectionately termed ‘Not For The Faint Hearted’. Rocky, steep and slippery long grass just about summed it up. Numerous gates, which, as the only pillion, I felt compelled to open, also figured prominently.

The third breakout and highlight of the day included the historic Boolboonda Railtrail And Tunnel, famous for being the longest unsupported tunnel in the southern hemisphere. That’s not reassuring when you’re riding through its eerie darkness with a colony of bent-wing bats flying alongside. It was a memorable experience, especially the smell.

Nangur and Archookoora State Forests. It was all part of the fun, though.

and the ride down to it is a typical fourwheel-drive track with a variety of loose rocks, sand patches, washouts and erosion humps. We descended to the site at considerable speed, with good mate Robert ‘Beetle’ Bailey – motocross and supercross champion for Suzuki four years running during the 1980s – just ahead in the left wheel track, and Angus Reekie –winner of 10 Australian supermotard titles and four road-bike titles – not far behind.

I watched Beetle dodge, dip and skitter across obstacles on his 1190, but he seemed to be almost dancing as he rode. I admired his bunnyhopping over ruts and rocks and his skill and agility were amazing. I could feel the energy as we rode perilously close together at speed, Angus still on our tail. We hit a deep washout and, despite preparing myself to absorb the shock, I felt my feet lifting off the ’pegs for what seemed an eternity before landing back on them in perfect position. I was jubilant. Angus was still behind and would’ve seen it. fist pumped the air in triumph. People talk about being one with the bike, about it being an extension of the body, but until that day I didn’t really understand what they meant. I mean,

There we met Matt Philpott, founder of Barkbusters, and simultaneously filmed our tunnel experience.

Local

We reluctantly finished the day at Gayndah, the self-proclaimed citrus capital of Queensland.

By that stage we’d adapted to the hours of riding, the relentless focus and concentration required, and the physical demand of the challenging terrain. We felt like we wanted to go on and never wanted it to end.

That night we enjoyed a hospitable dinner at Gayndah showground hall, hosted by the local community club, which made us feel comfortable and welcome.

Breathe in

The fifth day was a southbound run to the spectacular Bunya Mountains wilderness range.

At just over 300km, top tracks included the Cherbourg Hill breakout in the Wandi State Forest. At Murgon a local news crew did a story on the Rallye, and locals stopped and chatted, eager to share stories and find common ground.

The rest of the route included a lot of long grass on properties and dodging stock and other hazards in the black soil of

The final stint from Kingaroy to the Bunya Mountains was a fast, fun, twisting bitumen road that led to the stunning Bunya Mountains Village, where everyone stayed in immaculate, chalet-style cottages surrounded by lush, cool rainforest, including the world’s largest forest of Bunya pines.

After changing tyres organised with the wonderful Rob and Anya from Overlanders, and a cold beer or two, the hot showers, blazing fires and mouthwatering meal in the crispy cold mountain air of the Bunya Bistro was a perfect end to the day.

Too good

The final day was bittersweet.

We stopped at Garry McCoy’s café for an essential shot of espresso and racing nostalgia before successfully negotiating the northeastern route from Maidenwell to Cooyah and Blackbutt. The best part of the day was stopping for lunch at a property called Louisavale where an avid young rider named Gus, all of 14

years old, was desperate for a KTM. His supportive parents put on a delicious barbeque burgerfest, with all proceeds and additional donations going towards Gus’ bike.

The media crew had an absolute field day at the river crossings, with practical joker Birchy kneeling in freezing-cold water to fool riders into thinking the crossing was neck-deep. The facial expressions were priceless. Back at Kenilworth the celebrations were raucous and the tales of the journey free-flowing and plentiful, as were the beer and wine.

The KTM Adventure Rallye is all about discovery and experience, the bravado of the biggest-and-best story, of impossible feats and near misses. But it’s also about an individual’s personal and spiritual journey through some of the wildest and most beautiful terrain on the planet. It’s about coming to know yourself, about the pursuit of passion and the connection with powerful machinery designed for performance, agility and speed. It’s that irrefutable smell of exhaust, and the deep, throaty engine sound that promises excitement, speed and adventure is just a twist of the throttle away.

Would we do a KTM Adventure Rallye again? In a heartbeat. Do we have any regrets? Only that it ended.

Top left: The pillion-riding technique seemed to evolve over time.

Top: Tight, technical and rocky. Left: Enjoying time off the bike as well.

Down The Rabbit Hole

Don Bromfield has some ideas for making the most of enforced downtime.

Lewis Carroll’s 1865 classic told of a bored and drowsy Alice who found adventure when she fell down a rabbit hole. Has COVID19’s Delta strain given adventure riders the impetus to follow in Alice’s metaphorical footsteps? A journey strange and surreal, or a wonderland of awe and inspiration, is there if we use our imagination.

Up to you

As I write this merry tale I’d planned to be well on my way to Cape York. Delta and border closures intervened, so the plan became to explore my own backyard: South Gippsland and the ranges around Baw Baw in Victoria. Exploring the verdant hill and rainforest gully trails using Turtons Creek as a reference provided days of fun. Similarly, the mountain gums shedding tendrils of bark on the winding logging roads around Baw Baw drew my attention.

Of course, verdant hills, tree-fern shaded trails and high-country logging tracks come at a cost. It rains often in South Gippsland and snow near Baw Baw refined my riding skills. Rain, snow, mud and logging trucks aren’t likely to deter us from our adventures though, are they? So start planning.

Out with Google maps and down the rabbit hole you go. Perhaps a ride looking for mining relics, silo art, high-country huts or the abandoned railway trestles scattered throughout Victoria (I bet you hadn’t thought of that one). It’s up to you to use your imagination.

Will do

Yearning for overseas travel? It’ll return one day, so start planning. Europe’s a good place to start. Test your skills from Bray to Governors on the Isle Of Man, or Hardknott to Wrynose in the Lakes District of Great Britain. Carve the Tarn in Southern France, summit the Three Pass Loop in Switzerland or find five reasons to tour the Cinque Terre of Italy. Want more dirt? Burrow deep and head to Finland for your fix. It’s a wonderland of countless forests, lakes, reindeer, mosquitoes and speed u

Words and images: Don Bromfield

cameras. Continue north to Nordkapp and share the midnight sun and then south, ticking off Norway’s stunning National Tourist Routes as you go. Steppe into Mongolia or ride South America’s Routa south on 7 and north on 40, or further north on the Backroad Discovery Routes of the US. Rabbit holes all.

Unfortunately, overseas travel can be expensive. So spend your kids’ inheritance and when you’re dead and buried leave them your adventure bike. Trust me. They’ll thank you for it.

Deeper

With border closures and five-kilometre limits in place we need alternative rabbit holes in our warren.

Workshop time – now there’s an opportunity.

Reality TV and YouTube show us we can all be mechanics and fabrication gurus. It only takes an hour for that rebuild. I saw it on Halfarse Hackshop or read it on the KLVRX thread.

Accessories are another great rabbit hole. Huge amounts of time can be lost

on the ’net chasing farkles. I’m sure the ‘les’ was added to ease indignation at the exclamation of shock when seeing the cost of said farkles. However, as a farkle bonus, you receive free product stickers for your beer fridge. Another rabbit hole could be deciding how they can be artistically arranged to keep the beer company.

Why don’t you rearrange and tidy the workshop? Workshop benches, pegboards, bike lifts…I know you want to. Hours of fun can be had deciding how to rack that 41mm socket your BMW mates keep borrowing, or heaven forbid, that 55mm Ducati socket and monster breaker bar you need to crack the Schwarzenegger torque on the

KLR650 (Pearl Sand Khaki)

KLR650 Adventure (Cypher Camo Gray)

Top: Routa 7 facilities in South America can be a bit basic.

Right: The author’s best-ever campsite, deep in the Finnish forest.

Down the rabbit hole

single-sided swingarm.

Onto the keyboard to Bunnings or Machinery Warehouse you go, clicking and collecting or keeping the couriers in work.

As an aside, why don’t the Japanese use 13mm nuts and bolts? We’ll all wear out our 12mm and 14mm spanners. Research that as well!

Burrow away.

Stick ’em up

Done all that?

Maaaate! You need a project bike.

Something special. Perhaps a nice restoration or a sunny Sunday dirt bike. Gurus and blogs tell you to buy the best you can afford. Rubbish! Who rides from Melbourne to Sydney on the Hume?

Alice would never be so boring. Have you noticed the outrageous prices being asked for dubious bikes we turned up our noses at 40 years ago? Bikes with flexy frames, crap suspension, barely adequate brakes in the dry – and certainly none in the wet – are now ‘collectables’. Bikes from the good old days when we lusted after a Z1, Bevel or Maico, but in reality rode a third-hand CB750 or XL175. digress. Back to the project bike.

Buy a crapper off Gumtree or Facebook

marketplace. You’ll have a serious rabbit hole guaranteed to provide hours of fun. Yes, it will rapidly cost far more than it will ever be worth and probably languish unfinished in the back of the shed for a few years, but you’ll be one proud bunny when you finally get that shitter back on the trails.

My project bike is a side-valve ’27 Triumph: girder forks, hand change, more levers than a D8 dozer and the ultimate rabbit hole, British thread systems. It gives hours of enjoyment from a time when every ride was an adventure. Does it run? Not yet, but I don’t care. I’ve got a stickered beer fridge to empty as I sit and take in its charms.

Warren

Are you a brilliant storyteller like YouTubers Shadower 75 or Ed of C90 Adventures fame? Seriously, riding across the Canadian prairies in winter on a C90! Do you have itchy feet or a desire to race to places?

If so, have I got a rabbit

hole for you! Video.

GoPros, drones, software, voice overs, editing and uploading are all a true warren of potential. It’s all too hard for me.

My camera gear consists of an iPhone or iPad mini with two bulldog clips when I need a stand. But go for it, I love to watch your efforts on YouTube. I’m happy in my own little rabbit hole using momento. com.au to produce coffee-table books of my travels.

Believe me, whichever course you choose will be appreciated by family and friends when they come to see and hear your story.

For those of you still suffering the Delta blues I have one last rabbit hole: write an article for Adventure Rider Magazine It’s not hard, and even though it probably won’t be as enduring as Alice’s tales, rest assured there’ll be lots of adventurous bunnies eager to read of your travels and travails.

We truly live in a Wonderland limited only by our own imagination. Down the rabbit hole you go.

Top: Stickers and beer fridges: the perfect match. Left: There can never be too many projects in the shed, beers in the fridge or sockets on the rack. Right: “WTF am I? Who cares? I’m happy.”

GO

DEVELOPMENT

TRIUMPH

10 things to think about Before

a ride

Handlebars correctly secured

It’s not so much the bike needs to be wheeled into a workshop and checked with a magnifying glass, but here’s a few basic service items which should be given at least a quick look before leaving home.

Handlebar clamps are designed to go on with both clamps facing the same direction.

At first glance the clamps my seem symmetrical, but they’re not. One side of the clamp – where the pinch bolts go through – is shorter than the other. The clamps are often marked in some way to make matching the positions easier.

Check the owner’s manual to see whether the short edge should seat to the front or rear. Positioned correctly and torqued to the manufacturer’s spec, there should be a tiny gap between one jaw and the lower seat, and both clamps should have the gap on the same side of the clamp.

Axle nuts are tight

Checking the axle nuts is always a good idea.

Make sure they’re tight, and while you’re there make sure you’re carrying the spanners needed to deal with both front and rear axle nuts, axle-cap nuts on the front and any specific tools for removing wheels from your own bike. Even something as simple as removing a split pin can be difficult if you don’t have the right gear.

Brakes are in good order

Run the bike around the block and make sure both front and rear are functioning properly.

Make sure the calliper-mount bolts are firm, ensure there’s plenty of material on the brake pads, and check the brakes have been pumped up. It’s a common occurrence to spread the pads in the calliper, especially after a tyre change, to make it easier to replace a wheel, then forget to seat the pads back against the disc. Usually the oversight is discovered as bike and rider hurtle into the first dangerous, life-threatening hazard after leaving the shed. A quick pump of the pedal and squeeze of the lever to check resistance can be a lifesaver. If either pedal or lever is squishy or spongey, bleed the system.

Chain is correctly adjusted

Swingarms have markings on both sides to show the distance of the rear axle from the swingarm pivot. Make sure the adjusters are in the same position on both sides. If things still don’t look right, grab a tape measure and check that measurement right and left.

A chain not running straight can do a huge amount of damage…if you’re lucky. If you’re unlucky it can chuck a bike and rider hard down the road, and do a lot of damage besides.

Suspension

Any sign of fluid

Have good long look for any visible fluid.

It might be hard to see after a bike’s been washed, so it’s probably better to check at the end of each ride, but it won’t hurt to have a quick look just before departure as well.

Leaking fork oil is generally not a huge problem as long as the oil doesn’t make its way to the brake disc. It’ll need repair, of course, but depending on the components, it can often be tolerated for a short run. Leaking shock oil will generally rob the shock of any damping fairly quickly, so a rider shouldn’t set out if that’s a problem.

Brake fluid is the one which should ring big, loud alarm bells. If there’s brake fluid visible, find the problem, repair it, or stay home until the problem is dealt with.

Tyres

We’ve written a bit about the importance of choosing and running tyres suited to a particular bike or purpose. At the very least make sure there’s good tread depth and no tears or distortions in the tyre walls. Make sure the pressure, front and rear, is suited to the planned ride and terrain. See issue #40 and #45 for the in-depth info.

Fasteners are tight

It sounds like we’re harping on a theme a bit, but go over the bike, top to bottom, and ensure all the fasteners – nuts, hex bolts, allen bolts, Torx fittings, even zip ties and dzus fasteners – are all as tight as they should be. Use the tools from the bike’s toolkit as much as possible to ensure you’ll be able to deal with all the fittings out in the mulga somewhere if necessary.

Don’t be too quick to Loctite the bejesus out of everything. Some fittings are designed to be easy to remove and replace. Some are even designed to be used in conjunction with an anti-seizing agent. Check the owner’s manual and follow the manufacturer’s advice.

Give the bike a bounce on the driveway. Make sure both front and rear suspension are showing the expected damping. Neither end should bobble up and down like a toy in a jack-in-a-box. If it does, working on one aspect of one end at a time, check the clickers or whatever adjustment is available and see if a reasonable amount of damping can be dialled in.

The most commonly ignored adjustment, and the one which can make the biggest difference to riders loading up with luggage, is shock preload. It’s usually fairly easy to alter on an adventure bike. Do some research and get in the habit of checking the ride height and static sag. Once you’ve done it a few times you’ll be able to have a fairly reasonable crack at eyeing it in just before departure.

Chain is clean and lubed

Chains which are cleaned and lubed regularly last a whole lot longer than those that aren’t. A clean chain running quality lube will also hugely increase the lifespan of sprockets. We’ve been using the Kettenmax chain-cleaning system from Motorrad Garage when we’re doing a service in the shed, and the Motul Chain Clean for in-between times. Motul Off Road chain lube is the cat’s whiskers for smooooooth drive-chain operation.

Handlebars and levers are in the right positions

Levers and ’bars at the wrong angles can be really frigging annoying. Take a minute to sit on the bike and ensure they’re where they should be.

Don’t overtighten the lever perches on the ’bars. Make sure they’re firm, but in a fall it’s better if the perches can rotate around the ’bars rather than break. We like spring-loaded levers which fold back or out of the way, but if they’re forced up or down hard enough they can still break a perch, and a busted perch is as much fun as a bad case of monkeybutt at Warialda in the middle of summer. Handlebars should be in the correct position and fastened tight so there’s no movement.

Twice the adventure!

Davis was on hand to help a group of BMW riders tick a big one off their bucket lists.

There was a lot of excitement around the 2021 GS Safari which finished in Cairns. A few keen customers contacted organisers and asked, “When we finish in Cairns, is there any chance you can arrange a tour to Cape York?”

That seemed fair and reasonable. After all, staff, bikes and vehicles would already be there.

It took a bit of work, plenty of calls and a bit of shuffling, but before too long I got the call – something like, “MD, are you up for another week in FNQ after the Safari to take a group of 20 to the tip?”

“Sign me up!” I said.

Fast turnaround

An event like this one comes under the ‘BMW GS Tour’ banner, where smaller tours can take place between the bigger GS Safari and GS Safari Enduro events. I’d been to The Cape three times over the years, on big and little bikes, and with the route and intel from the 2017 GS Safari we had a solid plan. Smaller trailbike tours normally take five or six days to go one way, but adventure bikes can cover more distance, so we planned up and back in seven days. That included a day at Pajinka – the tip – to either rest up or find extra adventures.

It was a bit of an express tour.

Take two

The dust had barely settled from the GS Safari and we were preparing bikes, packing vehicles and having a compact briefing for the 19 customers and six staff. Where the GS Safari has arrowed routes, route sheets and a GPX files for riders, GS Tours with their smaller numbers run a lead and sweep rider and use the cornerman system. We also had a marshal in the group helping to keep things running smoothly. There was a sweep ute and trailer with a driver and medical support, and the big 4x4 luggage truck with a tyre machine and spares bee-lined it to each day’s destination. All but one of the riders had ridden the Safari the previous week, all were on 1200 or 1250 GS or GSAs and most were on their first trip to Cape York. There was a lot of anticipation and good vibes.

Koolburra Station

From Cairns we took the inland Mulligan Highway north towards Mount Carbine for fuel and something for a lunch stop. From there we headed northwest on an amazing gravel road through rolling hills and great scenery towards Maytown. When I looked back from the crests

Made in Germany ad to come

Top: Go, Anna!

Left: Some crossings demanded close attention from the rider. u

I saw a light dust trail with the odd headlight snaking into the distance. Before too long we had to cross some interesting creeks and rivers. Some were longer with a decent line through. Others were shorter, sandy and deeper, which took some concentration.

It was a long day on the bike. I could sense some rider fatigue, so, with 100km to go, I did my best to have a few breaks and keep everyone focused.

We passed through the ruins of the historic township of Maytown and looped back towards the main Development Road, then north to the station of Koolburra. The station boys were real characters, and with the aid of some Argentinian helpers put on a great feed around a firepit.

Archer River Roadhouse

I thought the second day was going to be straightforward, and that was my first mistake.

It all started out fairly uneventful.

We zipped up the road to the Hahn River Roadhouse for some much-needed fuel, then cruised the Development Road to Musgrave Station where I told the guys with 20-litre tanks my fuel story, which goes like this: “When is the only time you can have too much fuel?”

Answer: “When you’re on fire.”

The moral is, if in doubt, either fill up or top up that tank, because, unless you catch on fire, you may live to regret it. Technically we didn’t need fuel to get to our destination, but in remote areas everyone should really think twice before skipping a bowser.

At Musgrave I let the crew know the next loop was going to be a little spicier, and if anyone wanted an easier option to head up the Development Road to Archer River. There were no takers, so we roosted northeast on the Lilydale Road loop towards Coen. I found a nice river-crossing area for lunch and the sweep vehicle

pulled up with the food and drinks while we stripped down and relaxed on the rocks beside the river.

After lunch it started. The tracks got a bit more technical with the odd sandy section. Then one rider went down in a dried-mud car rut and popped his collarbone. He was in good spirits, but his trip was over and he was loaded into the sweep vehicle to be taken to Coen for treatment.

Well. That was the plan. The afternoon started to get complicated when the ute didn’t get across the tricky, deep, flowing Stewart River.

Big day

Adversity sometimes brings out the best in people, and over the next couple of hours everyone dug deep and supported and helped each other. In between pushing the ute and more than a dozen bikes across the deep water and soft sand, grown men played in the river like a bunch of kids – boots, pants and all. That was when the members of the

Top: More river crossings.

Left: Fun on Somerset Beach.

Below: A crazy guy with a massive Harley, fitted with knobbies, heading to the tip. u

The collective satisfaction and relief of making it to the top was palpable. The beers tasted very sweet that night and lots of good stories were told.

group dug deep to help each other and really got to know each other.

Once we were through the river the route kept giving it up, with deep, squareedged washouts across the track every 500m or so. Most of the ruts had a sharp, narrow groove created by trailbikes, and they were interesting on the big bikes, especially for those feeling fatigued.

We rolled into the township of Coen on dark, then had about 80km to convoy up to Archer River where dinner had been pushed back so we could get a welldeserved feed. It was a huge and very memorable day, and ironically, many later said it was the highlight of the trip.

Punsand Bay

The next day everyone was pretty happy to have a bit less excitement and make sure they made it to Bamaga in one piece. We had a swim and lunch at the beautiful Fruitbat Falls, then a nice run up to the iconic Jardine River ferry and a blast to our final destination, Bamaga, and the tropical beach paradise of Punsand Bay.

A day at the tip

The schedule was fairly open for the fourth day.

First we had to do the short run to Pajinka – the actual northernmost point of the mainland – to get the mandatory photo next to the sign. Then riders were free to go fishing, sip pina coladas or, if they were so inclined, do my extra add ons.

You can rest when you’re dead, right?

The ride to Pajinka is always special. Zoomed out a little on my GPS my bike icon looked more like it was in Papua than in Aus. It really is a long way from Australian civilisation, which I guess is part of the mystique.

The traffic in the carpark didn’t surprise me as I’d been told half of Australia was heading to the tip (it wasn’t really that bad). We ticked the box, got the pics and enjoyed the moment.

Half of the mission had been completed.

Riders then had the option to do their own thing or join my value-added extras package.

The first part was a ‘shortcut’ back to Punsand Bay along the Roma Flat Track. It was a narrow 4x4 track with deep sand ruts where bushes dragged at handlebars half the time. After some hairy mud, sand and water crossings, what was meant to be a shortcut seemed like Hell on Earth for some riders. About seven started, one turned back early, and the others had well and truly earned their lunch by the time they were back at Punsand Bay. After lunch the tide was low, so the plan was to hit Somerset Beach for some fun. I hadn’t been to the spot for about 20 years so I was excited. We had eight or nine riders, and some had never had a proper beach ‘Disneyland’ experience. It didn’t disappoint. We all had so much fun, including a bit of a barrel-race knockout which was a laugh. With big grins and fatigue setting in we rode back to Punsand Bay for our last night of tropical beachside living.

Back to Coen

The morning briefing went something like: “Our first challenge was to get up here. Job done. Now we need to make it back to Cairns safely, so don’t let your guard down, have fun, ride smart.” With that we left for Coen.

u

Above: The bike icon on the GPS looked more like it was in Papua than in Aus.

Right: GS Tour staff at Pajinka.

Below: Rolling into Coen on dark. There was still about 80km to Archer River.

Bottom right: The Jardine Ferry.

Just after we rode off the Jardine Ferry I pulled over to say hi to a crazy guy with a massive Harley, fitted with knobbies, who was heading to the tip.

Good on him for giving it a go!

The condition of the Development Road varied greatly from a smooth, firm surface to a soft and sandy one, so we were always keeping a close eye on things. Our planned lunch stop was Eliot Falls, just a bit further off the track from Fruitbat Falls which we’d visited on the way up. I hadn’t ridden the track for years and it got pretty sandy at times, especially for the guys at the back, as it was chopped up pretty bad.

Eliot Falls was pristine and incredible, and a swim was just what we needed after the ride in.

The rest of the ride down to Coen was fairly straightforward.

Cooktown

The next day’s run was one of the highlights of the trip.

After a few more kilometres of the Development Road to Musgrave Station, we headed towards Lakefield National Park, where the formed road turned more into a double-track road. Of course, there were more epic creek and river crossings and the scenery really changed to become more open and varied.

A stop at my most unreliable crocspotting location once again didn’t reveal any salties, and another pit stop at Old Laura Station allowed a walk around to read about the amazing history of the area. The mind boggles at how early settlers managed in such a harsh environment.

After a few more river crossings we wound our way up what, after so much flat terrain, seemed like mountains. Before we knew it we were having a beer and smelling the ocean at the Cooktown Lighthouse, the windiest place on Earth. Every time I’m there the wind is howling and the ocean is full of whitecaps.

Cairns

The last day’s route was a cracker. It ran from Cooktown past the Lions Den Hotel and down towards Bloomfield, the Daintree and back into Cairns. We’d ridden the route in reverse the week before in pretty atrocious conditions, but on this day we had a much more relaxing, and still interesting, ride.

You guessed it. There were more river crossings, including the infamous Emmagen Creek which always brings someone undone. But by that time we’d crossed so many everyone took it more or less in their stride.

We had to divert approaching Cairns due to an ironman competition, and at one point we rode beside some pretty secondhand cyclists as they finished their 180km leg before rolling into the Shangri La resort. Bikes and gear were stained with red oxide which will never be fully washed away, a nice memento from an amazing ride to one of the country’s most iconic destinations.

A great dinner at a restaurant overlooking the marina made for a nice celebration before heading off to the casino to watch MotoGP in the sports bar.

It was a bloody good way to wrap up two solid weeks of adventure riding in FNQ!

Above: Bloomfield falls on the way back to Cairns. Below: The afternoon got complicated when the ute didn’t get across the Stewart River. Bottom: Smelling the ocean at the Cooktown Lighthouse lookout.

J-B Weld

If you’re not carrying some kind of epoxy bonder or filler, you should be.

J-B Weld is an American company which specialises in high-temperature epoxy adhesive for use in bonding materials together. There’s plenty of companies offering this type of product, but J-B Weld was good enough to send us some to fool around with, and to make an expert available to help us with a few queries. Most adventure riders would be familiar with the concept of an epoxy bonding agent. Araldite is probably the best-known. A squirt from Tube A, a squirt form Tube B, mix thoroughly and everything

from a patch on the hull of a deep-sea fishing trawler to the handle of grandma’s gravy boat can be as good as new.

J-B Weld has taken epoxy bonding agents to incredible levels of specialisation though, and we were a little bewildered after a recent repair used the last of our stock and sent us in search of a replacement.

Right for the job

Most riders probably carry the putty-type epoxy. There are tubes of fluid available – like Araldite – but they’re prone to bursting in the rough and tumble of a motorcycle tool roll. A flexible stick of putty handles the knocks better. The most common arrangement we’ve seen – and the one we carry ourselves – has the two different-coloured parts wrapped around each other in a sausage-type set-up. It’s just a matter of slicing off a disc, squishing it around over and over until it has a fairly uniform colour, then applying it to the job. We’ve done a couple of engine cases – most memorably one after the first section of an Australian Four Day Enduro championship which lasted the rest of the event – and have never had the repair fail. If the epoxy is applied to clean surfaces and allowed to cure, it’s rock-solid reliable in our experience.

J-b welD

Anyhoo, we recently had to do a steel fuel tank with a hole in it –another successful repair, and the bike is still running with the patch in place – and that meant looking for a new stick of putty to put in the tool roll. We bowled into the auto shop and nearly shat ourselves at the huge range of specific-use material available from J-B Weld.

After standing there making pathetic whimpering noises for a while, we sought help.

All rounder

Ben Leonard, sales manager at HPP Lunds, the importer of J-B Weld, had a quiet chuckle when we explained our situation.

“SteelStik is probably the best generalpurpose product for motorcycles,” he bonded. “You’re only talking about a four-inch cylinder, so it’s compact and easy to use. You can just use your fingers to knead the two epoxy components together. Once they’re a smooth colour and a consistent mix, it’s good to go. “For ease of use it’s a lot more convenient than liquid epoxies.”

We’ve always wondered about storing the putty after we’ve cut off a chunk. We’ve been covering the open end with

Nobody is better prepared to repair, rebuild or remodel just about anything, anywhere, under the worst possible circumstances, than Adventure Moto’s Chris Bostelman.

insulation tape and that seems to work okay, and it’s not unusual for the stick of putty to stay in our kit for several years. Hopefully it’s not something we get to use too often.

“That’ll work perfectly,” said Ben, adhering to the topic.

“Obviously keep it in the airtight cylinder supplied. We guarantee the product for an approximately two- to three-year shelf life. If it can be kept at a fairly constant temperature, that’ll help as well. If the product in your kit is really getting old, it may mean it’ll need to be kneaded for a bit longer, but it’ll probably still be okay.”

Move it

The other common repair for adventure riders is plastics. It’s not so common for a plastic repair to be a life-and-death option, like, say, and engine case in the middle of summer at Poeppel Corner – but it still can be an important repair, not least for preventing further damage to expensive screens and fairings. Damage to fuel and water tanks, of course, can be as serious as buggery. We thought we were on to it with PlasticWeld epoxy putty, and discovered just how specialised J-B

Here’s one we repaired earlier

“You can’t go wrong with following the instructions when handling chemicals,” Chris explained. “Here’s a practical example if you’re fixing damage to an engine cover.”

Chris has seen repairs like these last 10,000km with no leaks until the bike was next serviced. J-B Weld really is that good.

Weld’s products can be.

“It’s very difficult to find an adhesive that does polyethylene and polypropylene products,’ said Ben. “The one we come closest with is PlasticBonder. It’s a twopart bonder in a syringe, and the big benefit with that product, especially for motorcycles, is it allows for vibration and the flexing of the plastics.

“PlasticWeld is good for rigid plastics where there’s no movement of the parts.”

All bases covered For the rider who wants to be prepared for absolutely anything J-B Weld has an Essential Travel Pack. It ran in last issue’s Checkout, so you can get the important info there, but it’s pretty much a selection of essential epoxy repair gear in one compact pack. The interesting thing about the Essential Travel Pack is, it’s an Aussie innovation.

“It’s something we put together locally,” glowed Ben.

“It’s a small kit that basically provides a gluing or repairing option for most application surfaces. It comes with WaterWeld, a unique product that

Left: PlasticBonder is a two-part bonder in a syringe which allows for vibration and flexing of plastics.

Right: SteelStik is probably J-B Weld’s best general-purpose product for motorcycles.

will set and cure underwater –it’s diesel-resistent, too – SteelStik, PlasticWeld, Ultimate Grey gasket maker and sealant, and KwikWeld twin tubes.”

Hands on

Nobody is better prepared to repair, rebuild or remodel just about anything, anywhere, under the worst possible circumstances, than Adventure Moto’s Chris Bostelman. When it comes to calm damage assement and innovative repair he’s the bull-goose fixit man. Chris has been carrying an Essential Travel Pack for while and he shared his gluey, sticky thoughts.

“For more than a decade adventure riding has taught me to be prepared,” said Chris. “Carrying repair putty has kept myself and many other riders moving after indiscretions between handlebars and the dirt.

“If it’s a minimalist trip I carry SteelStik and WaterWeld. The travel pack is an easy choice if you’ve got half a dozen mates coming along for a week of adventure. I’ve repaired radiators, fuel tanks, engine cases, clutch covers, tent poles, chairs, water-pump housings and cylinder-head covers.”

Clean the area with your glove to remove debris. Remove any foreign objects from the area to be repaired. For maximum adhesion, rough up the area with whatever you have on hand. I keep some sandpaper and a multitool with a file and knife for this task. Wipe with a clean rag and some petrol to remove any grease and grime. Dipping a rag into the tank is an easy way, or you can pull a fuel line.

Mix equal portions of the two compounds from the SteelStik tube. Knead them together until you get a uniform colour. The mix should have no streaks and will start to get warm. Apply to the broken cover. Starting on the inside, apply approximately 10mm of extra cover beyond the crack or hole and work through to the outside.

Spread the excess across the outside face to create another flat area to help anchor the repair. Apply pressure to both the inside and outside surfaces of the repair at the same time to ensure good compaction and no air pockets. Smooth the surface with soapy water. I use my visor-cleaning spray. Soapy water will also help clean up your hands and any tools.

Allow to set. It’s clear to see even with this case filled with oil there’s no leak. Reassemble and ride on.

of the east Evel Knievels

Travis Beard’s adventures with the Kabul Knights Motorcycle Club in Afghanistan continue. Words and images: Travis Beard

After riding Chinese motorcycles for three years we were due for an upgrade.

We’d upgraded before. I went from the Chinese Super Kabul to the Chinese 180cc Caspian and Jack from the Chinese Carolla to the Landcruiser 200cc! But we’d been shown the value of Japanese engineering on a previous journey, and after much wrangling of information from our Kabul mechanic, Rahim, we learned he was buying his Japanese bikes from two brothers in Herat, Afghanistan’s third-largest city. It didn’t take long for Jack and me to come up with a plan to buy bikes in Herat and ride them home via Kandahar’s Highway 1.

Done deal

Afghanistan’s own Kamair airlines flew us to Herat in the far-west of the country, only 80km from the Iranian border. We hooked up with our dear friend and fellow KKMC member, Frauke, who was working with the local nomadic Kuchi tribe, the last remnants of the Silkroad caravanserai era. Frauke’s job was to train them in better extraction of their goat’s wool for making cashmere – a very delicate yet rewarding process. A kilo of quality cashmere could earn them more than their standard means of breadwinning –smuggling opium.

We easily enough found the bike-selling brothers and perused their shop for some choice mounts. They had the best collection of second-hand bikes in Afghanistan (the only new bikes we could buy came from China). We knew we were going to pay more than their local value and jumped into the haggling with enthusiasm, trying not get ripped off too much.

Jack and I both chose 1990’s Honda 250s that were straight off the truck from Japan via Dubai, Iran and finally across the border into Herat. There was some description of import papers given with the

Right & below: The mechanics burned around the track and flew high over the jumps to the sound of a roaring crowd.

Far right: Afghanistan’s best collection of second-hand bikes.

Bottom right: The local nomadic Kuchi tribe, the last remnants of the

transaction meant for rego back in Kabul, but we knew there was no real point in registering the bikes. When the fuzz pulls you over in Afghanistan, it’s better to know people to call than to pull out bike papers.

Once monies were exchanged we took the bikes for a spin around town, passing the quartet of limp minarets, the Citadel built back in 330BC and up the hill to a restaurant called 1001 Nights, which had breathtaking, panoramic sunset views of the entire city. It was a great spot to slip some hash into the sheesha and sip green tea as dusk ebbed away.

Bus shelter

After visiting the local UN compound to get some security intel on the road ahead, we were told there had been twice above-average AOG (Armed Opposition

Group) activity on Highway 1, and that we’d better not risk it. As much as we were risk-takers, we weren’t stupid. We, of course, had a backup route, the central road to Bamiyan that passed by the Minaret of Jam, a 900-year-old

brick-and-ceramic minaret that lived a solitary existence in a valley deep in bandit country. Our new friend in UN security laughed and told us that road was even more dangerous than Highway 1. We also asked about the Badghis

Adventure Bike Australia AD

Silkroad caravanserai era.

Above: Brother Fahim soars no-hands over the Herat crowd on this second-hand dirtbike.

Left: Author Travis and Jack stop for murky green tea while test riding their new bikes.

route over the north of Afghanistan, but he informed us that province had fallen to the Taliban many months back and was just bad news.

So, with being responsible on our minds, we decided to ship the bikes back on a local bus that would take the Highway 1 route.

Chair men

With a day before the bus left we had time to kill and some newish wheels to burn. We headed back to the bike brothers to enquire about local areas to ride and were in luck. The next day was Friday, a day of prayer, rest and a dirtbike meet! I cheekily questioned them as to whether the track

Above: Hamid pulled up the leg of his Shalwa Kamis and showed a worthy battle scar.

Top right: On a dusty patch next to another dusty patch on the edge of Herat, Afghanistan, was a half-decent off-road track.

Below: On the desert plains of western Afghanistan.

was of Crusty Demon level or just a weekend dustbowl. Brother Hamid pulled up the leg of his Shalwa Kamis – local pyjama-like garb – and showed a worthy battle scar that stretched half way up his shin.

Game on.

Apparently, dirtbiking was already a thing in that part of Afghanistan, and early on Friday morning, after the call to prayer and a visit to the mosque, we followed our bike brothers to a dusty patch next to another dusty patch on the edge of Herat and were surprised to find a healthy gathering of enthusiasts shredding up a half-decent off-road track. Not surprisingly, our bike brothers were the two best riders in the town and considered royalty within the community.

They were the Evil Knievels of the east. Jack and I were given prime plastic chairs beside the track and ice-cold cans of Miranda – the Afghan equivalent of Fanta. We sat back and watched the mechanics burn around the track and fly high over the jumps to the sound of a roaring crowd. At some point, we, the token foreigners, were invited onto the track. Both Jack and I had never ridden on a proper dirtbike track before, and we took off in a pseudo race against each other, winking as if to say, “Take it easy on me, mate.”

Crowd pleaser

Like most things done for the first time, it looked a lot easier than it was. After a couple of easy berms and bumps, our first jump approached. Jack took the lead, and with only just enough speed to get to the top of the upramp, he kind of just ‘plonked’ on the flat top with all but no air.

But still, he was standing.

I saw this as a challenge to uphold the visiting team’s reputation and hit the jump with all the speed I could muster. I did get air, but how much I couldn’t say. We’d need to watch the replay.

As expected, I came down right on the corner of the jump – the one place you didn’t want to land. The bike flinched, and then, bucking-bull-bike, flung me side ways into a patch of dusty long grass.

The Afghan audience screamed with joy, and we were the unofficial winners of the day, Laurel and Hardy on dirt bikes deep inside an Islamic republic (it’s now an Islamic emirate).

We licked our wounds, smoked off the pain and said farewell to our dirtbike brothers as the busboy strapped our bikes to the top of a 1970s-built hippietrail-bus bound for Kabul. Godspeed, you Hondas.

The Bullet is Faster than the Bike

This and many more of Travis’ Afghan adventures will be available in a soon-to-be-published book The Bullet is Faster than the Bike You can follow Travis @NotB412 or visit www.notb412.com

Take two.

enjoyed a lazy cuppa in the garage with myself while doing a few final checks in between packing pockets rather than panniers. We hadn’t been able to reschedule a time to suit all three riders, and my own excitement had flagged a little. The cracks around what could and couldn’t be enforced, and the jab versus fines – which didn’t impact the demon’s ability to spread – made it a headache to plan a ride. The situation wasn’t helped by the blaring of conflicting media opinions.

I was almost put off, but I was yearning to chase my front wheel toward an adventure. Since I couldn’t cross state lines I decided, in a somewhat disconnected trance, to ride anyway and stay close to home.

I cracked open the throttle and hoped for consolation in Fryerstown.

Where?

Missed

During bygone goldrush times Fryerstown boasted a population just shy of 15,000. These days it’s a widely

Lazy-start longshot

Graeme Sedgwick and two mates grabbed a handful of maps and planned to explore Victoria’s less-travelled spaces. Then another lockdown meant a fast rethink.

scattered community of a fraction under 300 whose members value the peaceful tranquillity of the area’s hilly landscape, smack between the villages of Elphinstone to the northeast and Guildford to the west.

It was a destination made all the more appealing after my lazy beginning and its being 150 or so kilometres ‘just up the road’. My intention was to surprise a clever character whose creativity had allowed him to work in America, and in later years Crescent Head, southeast of Kempsey, before resettling in Fryerstown. Known as ‘The Big Fella’ by those close to him, he’s one hell of an unassuming character and keen rider of classic motorcycles.

But wouldn’t you know it? The Big Fella was missing, and there was no sign of him or his much-loved bike.

I wasn’t surprised. It was a day of glorious sunshine, and, like myself, he’d decided to make the most of the magnificent weather.

Even though there are any number of great secondary sealed and unsealed roads immediately west of Fryerstown there was still a chance I’d see him anyway, so without a second thought I headed west.

Flanked by beautiful gums one moment and pastures of green and gold the next.

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Room to breathe

It wasn’t, I admit, necessarily the smartest way to navigate. But, hey. The riding was irrepressibly enjoyable so why not? Who knew what would happen? There could be another lockdown! Or I could even bump into The Big Fella. I was riding and things could’ve been a whole lot worse. Beyond Strathlea the landscape flattened out, and while I couldn’t find a sign at either end of the road I enjoyed myself. I charged along, flanked by beautiful gums one moment and pastures of green and gold the next.

In hindsight it was just the tonic I needed to recalibrate and to avoid the uncertainties of crowded spaces.

Bottomed out

It wasn’t long before I found myself skirting the northern reaches of Tullaroop Reservoir which dams the Tullaroop Creek.

A tributary of the Loddon River, the Tullaroop catchment’s embankment was completed in 1959. Substantial removal of material from the bed of the Tullaroop Creek enabled water storage of almost 73,000ML.

My course generally wandered in a southwesterly direction that squiggled over some of Paddys Ranges National Park gravel to Mount Lonarch, directly south of Amphitheatre in the Pyrenees region of the state’s central west.

It’d been some time since I’d entered the more-or-less familiar rolling contours of the Pyrenees. I basically knew where I was and where I wanted to go, so I headed along Mount Lonarch Road, which eventually wobbled around to the west, then via some lesser tracks over a narrow bridge.

And in a blink I was on my arse.

My only excuse was a lapse of concentration. The surface suddenly became slick and caught me out.

With my ego bruised but otherwise free of damage, I continued riding with a higher level of concentration before turning onto Mount Lonarch Ridge Road then Water Race Road. The latter of the two rose to intersect with McGuiness and Main Mount Cole Roads and I turned south to run below Mount Buangor and Mount Cole to a sketchy, short-cut track up to and over the Western Highway to continue southward west of Stockyard Hill.

As innocent as the area south of the Western Highway seemed, its undulating landscape revealed a wind-turbine project

that had commenced in 2018 and now had 149 massive, three-bladed suckers. The sight was weirdly impressive as I scooted across the landscape, almost without a care in the world.

Then I glanced at the trip meter to discover my lazy start had developed into a longer adventure than I’d anticipated 443kms earlier.

By then the best part of the afternoon had disappeared.

Answer the call

I continued southward to and through the postage-stamp sized rural communities of Carramballac and Pura Pura, across Mount Emu Creek then Vite Vite, Lake Logan and Gnarpurt. That meant I needed to turn up the wick before the day fully escaped.

In between I found myself thinking, ‘These parts are curious not so much for what they are, but for what they are not’. The people had become rightly and keenly alert to people from cities wanting to escape to their enviable lifestyle, and a motorcyclist’s arrival in these strange times seemed to be less confronting. Thinking that, I wondered if maybe the Beeac Hotel might be good for an evening counter meal. The only roses I’d been smelling had been riding enjoyment during a time that was beginning to feel increasingly unpredictable, and as tempting as a counter meal seemed, something within barked, ‘Make the most of it, buddy!’

Rightly or wrongly, I kept riding. Besides, the the failing light was

turning bitumen laneways and wet gravel into almost chromelike ribbons that were screaming, ‘Ride me! Ride me now!’

So I did.

Just made it

Past Lake Gnarpurt I rode, a closed drainage basin that’s a moderately saline permanent body of water similar to a much bigger, and nearby, Lake Corangamite. was urged on by a memory that circumnavigating Lake Corangamite could be fun, thanks to the numerous changes of direction needed. It was a decision that strangely morphed into one of my lazy day’s most majestic sights, exaggerated by the effect of the dwindling light illuminating surrounds and saturating colours.

Skirting Corangamite’s Floating Islands to the south, Nalangil, Wool Wool, Dreeite and Cundare came and went before I arrived back at the Beeac Hotel.

And then I decided, ‘Ah! What the hell. I’ve only another 100km’.

In the scheme of the day’s travel that amounted to zip, so I continued from Beeac via Eurack and Ombersley to Winchelsea, then hit the Princes Highway with dusk behind me.

It all couldn’t have been a better way to close what had become a long-shot day in the saddle, and it turned out the ride was a mere 24 hours before Victoria’s next lockdown.

Sometimes we adventure riders can be fortunate.

Top left: There are any number of great secondary sealed and unsealed roads immediately west of Victoria’s Fryerstown.

Left: Riding with a higher level of concentration.

Below: No counter meal at the Beeac Hotel.

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Zoleo

Adventure Rider Magazine gets hands-on with the new Aussie satellite comms device.

Just as this issue was being finalised a couple of examples of the new Zoleo satellite communicator lobbed at the office, set up, connected and ready to go. One has the details of the editor and the other sales manager, Mitch. Right now they’ve been taken out of the box and

oohed and aahed over, and there’s a few things we’re really impressed with already.

Basically

For those familiar with SPOT trackers, the Zoleo performs the same functions but has moved on a step in several areas. The Zoleo can

v Send a distress signal which is monitored 24 hours a day and 365 days a year, giving the location of the unit

v Send a ‘check in’ message with a location to two email addresses and/or SMS phone numbers

v Be connected via Bluetooth to a smartphone for really easy use, AND

v Automatically connect via Bluetooth, wi-fi or satellite to send and receive messages, and messages sent via Bluetooth or wi-fi aren’t counted against the satellite tally.

Built for adventure

The Zoleo unit itself looks to be a tough bit of gear. It’s dust- shock- and water-resistant, and is rechargeable with an excellent 200-hour battery life. Something that really had us feeling like Zoleo understood adventure riders was that the subscription can be ‘suspended’.

There’s a few different subscription options available, and we’ll cover those next issue when we’ve had some time to give this thing a proper once-over. There’s a $40 activation fee and an initial three-month term, but after that, if – like us – you know you’ll be stuck at your desk with your nose jammed up against a computer screen for a while, you can suspend your Zoleo account without cancelling it. It’ll only cost $6.50 a month until you’re ready to reactivate it for the next big ride, and there’s no fee for the reactivation.

That’s brilliant!

If you’re keen you can log on to Zoleo.com and get all the straight gen.

As we write this Adventure Moto is stocking the Zoleo and it’s retailing for $345. There’s a few accessories available too. We’ll tell you more next issue.

Top left: Adventure Rider Magazine was also set up with the cradle kit, the universal mount kit and the float. It’s a complete rig for compact, versatile satellite comms.

Left: Effective and affordable global messaging connectivity, plus a reliable emergency distress beacon.

Above: It looks as though hanging it off a backpack strap with the supplied carabiner will be the go for riders.

ABundarra

Hopper shares the joy of a great couple of days.

text message from one of Newcastle’s adventure-riding legends, Glen Foreman, smashed into my phone on a Friday morning.

‘Do u hav a ryd pland 4 the weekend? Keen 2 get out,’ it said. I’d been contemplating doing something and the weather was quite mild. ‘How about Bundarra?’ I thought. I made a quick phone call to Ruth at the Commercial Hotel and, as usual, she was very helpful in arranging accommodation. We were set.

Nundle bundle

Saturday morning Glenn and I met at Maitland. He had his immaculate 790 and matching riding gear. It did make an unfortunate comparison to my somewhat dirtier 790 and 10-year-old patched-up jacket, but when you’re a publishing icon it’s important not to appear too flash. We hit backroads through Elderslie to pop out onto Bridgman Road, just east of Singleton, and lit out for Lake St Clair, a popular camping and watersports location. From there we continued on towards Bowmans Creek and the notorious slippery causeways which have brought many a rider undone. With all the recent rain there was plenty of moss, but thankfully we stayed upright. Bowmans River Road offered up the most awesome scenery and best-looking paddocks I’d seen in a long time, and that meant a lot of healthy cattle impeded u

Words and images: Hopper

Left: The view from Bendemeer Station Track.

Below: Looking good on the Manning River.

Right: A great weekend in NSW.

our progress somewhat. We skirted Lake Glenbawn to Grundy, then shot through Crawly Pass to our first stop, Nundle, for fuel, coffee, pie, cake of the day, and of course, a chat to the other riders who frequented the popular café.

Favourite

Up the switchbacks we flew, keen to take in the panoramic views from Hanging Rock Lookout before bursting on to Nundle Forest Way, a good dirt road which connects with Thunderbolts Way and with plenty of adventurous tracks in the surrounding plantations.

Backroads took us to Campfire Road for a good dirt run into Woolbrook Bendemeer Station Track was rougher than normal and needed some respect, but from there a brief squirt on the New England Highway saw Bendemeer itself behind us and we cut loose on the well-maintained Airlie Road.

Airlie Road was in good shape, but the same couldn’t be said of Airlie Stock

Route, the first section of ‘serious’ stuff we’d encountered. Ruts, washouts and deep mud were all on the menu and didn’t effect Glen’s speed at all, until a large tree across Pringles Rocky Creek presented quite a challenge. We worked together holding up tree limbs and avoiding some deep holes and both got across.

We did our bit to support the small establishment at Kingston by topping up with fuel and a cold drink, then blasted along Old Kingston Road to emerge on the highway just four kilometres from Bundarra.

As we booked into the Commercial at 4.00pm we’d covered just over 500km and still had plenty of time to relax, unwind and mingle with the locals.

A good feed set us up for a great evening.

A bridge too far

Bundarra was in the mirrors at 8.00am the next morning and we throttled

on towards Barraba for 15km before turning onto Bonnay Linton Road, a good single-lane dirt road. It has some loose gravel and off-camber corners, and it also had the occasional farmer plodding along in a farm vehicle, certainly not expecting to see Glen racing along, followed 20 minutes later by myself.

A few station tracks led us to join Crow Mountain Road and Namoi River Road before we headed towards Warrabah National Park. Unfortunately, there’s no way through the National Park any more, but it’s a great camping, fishing, and swimming spot.

We’d hoped to cross the Namoi River on route to Bendemeer, but we were a little apprehensive about our chances of getting through after recent rain. We found the river flowing faster and a lot deeper than last time I’d crossed, and Glen volunteered to walk across to assess our chances.

At thigh-deep, and most of the way across, he was struggling to stay upright

when he noticed a bridge downstream. On opposite sides of the river we both headed for the structure, only to find it was missing the middle section.

Schnitty x two

We accepted defeat at the river and headed into Manilla, on to Halls Creek Road and then Bungendore Spur Track, which, again, was much rougher than expected. The township of Watson Creek presented no challenge to two such hardened and highly competent riders, and we soon found ourselves in Bendemeer hoeing into brunch at the café next to the servo.

A schnitzel burger, coffee and carrot cake. Very nice.

Home run

Back over Bendemeer Station Track we bolted, stopping to appreciate the scenery, and into Woolbrook.

Just out of town the crossing at Surveyors Creek was much deeper than usual, and Glen went first – being a young bloke with no fear – and his effort was textbook: a steady pace and up on the ’pegs. I followed: first gear; paddles out and all over the shop.

Thankfully we both got through okay.

From there it was the run home: fuel at Walcha; through Brackendale to Nowendoc; along a great stretch of dirt to Cooplacurripa; Rocks Crossing; Tiri Road across the Manning River and through to Bundook.

A nice run of tight, twisting tarmac let us pick up Bucketts Way to Gloucester and Wards River before diving back on the

dirt towards Monkerai, Dungog, and Raymond Terrace. From Ray Terrace we both headed home and I noticed the wear on Glen’s rear tyre. Apparently he only gets 1500km out of a rear, where I get between 6000km and 7000km out of the same brand.

But like the editor, he’s a gun.

I made it home at 6.30pm after knocking over 590km for the day. It was 1100km for the round trip, and what a great weekend of riding it was.

Left: Thigh deep in the middle. Have a go or not have a go?

Bottom far left: A bridge of sorts.

Bottom left: Checking the depth of the Namoi River.

Above: Glen managed a textbook crossing of Surveyors Creek.

COVID Corner

desert dash

Andrew Bickford’s group planned and replanned around wet weather and COVID19 shutdowns. Their persistence was rewarded.

Adventure riders planning a trip will often look for a loop, and after planning a Simpson Desert crossing, and watching borders shut due to the pandemic, a great loop into the Northern Territory appeared. It was still desert and still Queensland and the Northern Territory and, in hindsight, the SA border shutting down opened up an opportunity I’d never have considered. It turned out to be the most memorable part of the trip.

So many riders had signed on we split into two groups, one leaving from Bathurst and one from Nyngan, with a rendezvous planned in the desert.

The crew

Col Bennett was normally one of our riders, but for this event drove support in his V8 LandCruiser tray top. Col invited Harold Colley to break in his new V6 Amarok dualcab, and Harold jumped at the opportunity, offering his good mate David Cowley the passenger seat. With the two support vehicles sorted and a plan of two bikes per vehicle, the Bathurst group was made up of Nick Pike and I on CRF450Ls, Anthony ‘Rambo’ Dolbel on a WR450F and Peter Cox on a DR650.

We allowed 20 litres of water for each person, and Harold’s ute had a 38-litre tank which worked a treat. Each night

Words and images: Andrew Bickford

Left: Blaze Tree 16.

Above: From left: Col Bennett, Nick Pike, Anthony ‘Rambo’ Dolbel’, David Cowley, Peter Cox, Harold Colley, Andrew Bickford.

u

we filled up the ute from the water containers and for the whole trip we could get water from the tap underneath the tray. It made getting water during the day easy.

A highly skilled camper, Harold had the camping essentials and food sorted, and between them David and Harold always made sure the fire was going in the mornings. They looked after us all like kings and really helped make the trip an amazing success.

Bathurst to Comeroo: 715km

The bikes were towed for the first day to avoid a lot of tar riding and we all met at Molong to start the journey. Dave was appointed as group treasurer

and did a great job of paying the bills. We refuelled the utes at Bourke and rolled into Comeroo Station, 150km northwest of Bourke at 4:00pm. Comeroo has great shearing-quarters accommodation and reasonable prices with dinner and breakfast included. We unloaded the bikes for a quick shakedown ride and prepared them to leave the next day, deciding to leave one ute and two bike trailers there.

Comeroo to Dig Tree: 592km

It was a cold night, and after breakfast we were all keen to get the trip started. We headed to Hungerford via The Dowling Track and crossed the Queensland border. Skirting road closures,

Left: Nick Pike at Wanaaring. Above: Comeroo at Bourke had great shearingquarters accommodation and reasonable prices with dinner and breakfast included. Below left: 2850km over 10 days. Below: Col Bennett (right) offered to drive support in his V8 LandCruiser and invited Harold Colley to break in his new V6 Amarok dualcab.

we had lunch at Thargomindah, filled up again and kept going. It was great to see the gas fields as we didn’t even realise such a sizable operation existed out there. Noccundra came and went and the Dig Tree camping area on the Cooper River was our first night’s camp. Thanks to some wood we had with us it was a great campfire that night and Harold nailed the dinner with a great chicken stew in the camp oven.

Dig Tree to Birdsville: 495km

After a great breakfast around the campfire we packed up and headed north on Arrabury Road. It was our first rough section, with big rocks and

corrugations for the first 40km, but then the country changed and the wellnamed Planet Downs Road cut through very flat, hard country and was a big improvement.

One of the day’s highlights was going to Haddon Corner on the South Australia and Queensland border. We made it there unassisted, except for Rambo running

out of fuel 400 metres short of the corner post. I took the hit for that one as I hadn’t filled his tank right to the brim at the previous stop.

The Birdsville Development Road had us in Birdsville at 3:30pm, in good time to refuel, organise a camping spot at the caravan park and enjoy dinner and a relaxing night at the Birdsville pub.

sandy dune early in the ride. He managed to get over okay unassisted, but it was a good reminder for us all to try and keep contact in the mirrors and to stick together.

Legend

After 90 minutes riding I pulled over to have a break, only to discover we’d travelled some 70km since Big Red. We’d been having so much fun I hadn’t realised how much distance we’d covered in that time, and when I checked the GPS I discovered I’d previously camped at that same location on another trip.

We had to wait an hour or so for the utes to arrive with a bite to eat and quick refill before finishing off the QAA line and following the salt lakes to Poeppel Corner. It was July first, and the NSW Central Tablelands would’ve been freezing. But at Poeppel Corner it was hot, probably around 26 degrees, and we all got a little sun tan and covered in flies.

Back past the QAA line and north on to the Hay River Track we roosted, and I’d warned the group I had no idea what track conditions would be like as I’d never been that way before. I knew it would be remote, but we had plenty of food, water, supplies and fuel. I put it to the group again to make sure everyone was comfortable with the route.

Birdsville to Hay River Track: 200km

Breakfast next morning was at the Birdsville bakery, knowing it would be our last barista coffee and treats for a while.

Riding on sand was a new concept for some, and Nick mentioned the only way to learn properly was to hit the dunes. Tyre pressures on bikes and cars were dropped and the riders all had a play on Big Red. We didn’t want to wear ourselves out, so the group soon headed west on the QAA Line and the desert trip was underway.

As it happened, we weren’t the only people out exploring. The QAA Line at one stage was like Pitt Street in Sydney. There were a lot of vehicles around and care had to be taken going over the blind crests of the dunes.

The plan was to regroup every 20km, but the support utes wanted to keep pushing on. Nick got caught in a big, soft,

Harold’s response was a cracker: “Andrew, you said we were going on an adventure. Let’s make it happen.”

What a legend!

Well met

With that we all headed off, full of confidence.

We’d only travelled about six kilometres along the track when we caught up with our mates from Nyngan. It was a great feeling. There’d been no way of contacting them over the previous four days, and it was nearly 4:00pm, so we setup camp and discussed track conditions. They’d just completed the reserve loop. I was now full of confidence we were capable and experienced enough to take the Hay River Track to Blaze Tree 16 and the Madigan Line back to Eyre Creek on the QAA Line. It was our first night in the Northern Territory.

Hay River track to Madigan Line: 150km

The next morning began a great riding day. The start of the track was rough and corrugated, but then turned into a

single-vehicle track of loamy red sand which twisted and wove its way along. It was great fun, and a lot of riding was done standing on the footpegs to help maintain speed and stability.

We got our photo at Blaze Tree 16 and then hit the Madigan Line, which was more rich red sand in a single-vehicle track. It was amazing country that was certainly remote, and nothing grew tall out there due to the extreme heat in the summer months.

Temperatures were in the early 20s during our ride and it was slow going on the sandy tracks which needed some level of fitness to get through. At one stage we thought the Amarok may have been bogged on a dune. Col was ready with the snatch strap, but, much to his disappointment, the VW made it through unassisted after a few attempts.

I pulled up at 3:30 pm when a great campsite appeared and we’d started to feel a bit tired.

Harold made another awesome dinner while the boys relaxed with a few beers. At around 8:00pm there were strange noises and Col was yelling. A quick investigation revealed four camels heading into our camp area!

At night the camels looked huge. It was a very special thing for us as we’d seen plenty of camel tracks, but no camels. What an end to a cracking day. And there was the promise of another to follow.

Madigan Line to Big Red: 236km

Departure was at 8:30am the next day with everyone looking forward to the Madigan Line’s stunning landscape and a lot of red sand.

Top: Sunrise on Arrabury Road. Left: The Hay River Track was great riding. Top right: Rambo, Peter and Nick on the Madigan Line. u

We crossed the NT/Queensland border and radioed through that a border patrol had been set up. We all had a laugh except for Col, who thought we were serious. He got us all back later with a few snake pranks. The support vehicles also spotted more camels which the bike riders missed –maybe they were concentrating too much on the sandy tracks to notice.

Emerging from the station country at Annandale ruins the group found itself

back at Eyre Creek on the QAA line where, within five minutes, the Nyngan riders appeared again. As Harold said, “You couldn’t have organised it any better with a mobile phone.”

Back at Big Red the riders blasted up a few times in celebration. Ben’s KTM 500 was on song and completed most of Big Red on the rear wheel before we set up camp at the dune that night.

Big Red to Arrabury Road: 370km

after six nights camping out. Dinner that night was at the pub. The meals were great, and we all had a fantastic night talking about the trip up to then.

Tibooburra to Nyngan: 745km

The general store offered up generous servings of breakfast and coffee the next morning and we headed off to Wanaaring. We hadn’t had to worry too much about wildlife, but on that section had a close call with a kangaroo. It was a good reminder that they’re always about and to stay alert.

There were also a few road trains to get around heading into Wanaaring, and then we took a great road with about 12 gates though station country. That dropped us right back at Comeroo.

We arrived at 2:00pm, so we made the call to load up and head to Nyngan for a night at the caravan park.

some time to acclimatise.

With our gear sorted we reflected on an amazing trip. We’d travelled 2850km and my bike had used 202 litres of fuel. The utes travelled 4300km in total in the 10 days, with next to no issues.

The iconic dune was closed to the general public the next morning due the Big Red Bash that week, and as we went into Birdsville there was a parade of caravans heading west. After 200km on the Birdsville Development Road we thought we must’ve passed every caravan in Australia.

It was a dangerous road with so many vans. The dust was shocking, and even though we were heading east and they were going west, we had an easterly breeze blowing all the dust onto our side of the road and hampering visibility. We were happy to turn back onto Arrabury Road again and find very limited traffic.

Arrabury Road to Tibooburra: 467km

We woke up to frost on our swags, a friendly reminder it was still July. Back past the Dig Tree turnoff, over the Cooper River and on to Cameron Corner we toured. We saw some substantial water across the roads, and it was easy to see how someone could get stranded in that country and have to turn around or risk getting stuck.

After a quick lunch and refuel at Cameron Corner we arrived in Tibooburra at around 3:30pm. The motel provided a much-needed shower and shave

Nyngan to Bathurst: 400km

An easy trip had us home in the Bathurst cold at lunchtime. It was a nasty winter’s day and we all needed

It was a fantastic time away and we’d covered some incredible terrain.

Don’t think about it. Set the dates, plan it, and get out and enjoy our country.

Top: Full of confidence on the Madigan Line. Left: The QAA Line was like Pitt Street in Sydney at one stage.

Above: A quick investigation revealed four camels heading into camp.

Right: Andrew, Nick, David, Peter and Rambo..

Ridewithme.site

A new resource for adventure riders.

Ol’ mate Colin Bayman in West Aussie has started up a new adventure-riding website at ridewithme.site.

Col’s the one who introduced Adventure Rider Magazine to the Perth Adventure Riders, and he’s not a bad bloke who tells a good story and likes sharing riding and set-up tips. The site has a heap of information on everything from navigation to things like handling the Canning Stock Route and, and as Colin points out on the home page, ‘contributions are only opinions and everyone is different’.

There’s also a swag of recommendations on products and suppliers and a big gallery of images.

It’s good to see opinions from outside the mainstream, especially from West Aussie. Log on and check it out. Maybe give Colin a hello in the comments while you’re there: ridewithme.site.

ZOLEO is a low-cost satellite communicator that features emergency SOS, global messaging, weather updates and location sharing. ZOLEO will support you anywhere on earth so you can adventure with peace of mind.

Not to plan But still awesome.

A national and international off-road racer, Jemma Wilson, along with her father and husband, tackled their first adventure ride. It was a wild one!

I’m not even sure how it happened, but we decided to go on an adventure.

My dad, husband and I planned to freight the bikes to Darwin, fly up and ride across to the Kimberley, spend a week or so in WA, then make our way back to the NT for a look at Katherine Gorge and Kakadu on our way back to Darwin. From Darwin we’d freight the bikes home again.

But the best-laid plans – which admittedly these were not – can’t stack up against COVID.

Ready

When I said I wasn’t sure how it happened, I really wasn’t. None of us had any prior unsupported adventureriding experience. My dad did ride around Australia solo in the 1980s, but it was so long ago, he was on a road bike and he is the most cavalier man you could ever meet. So he was no help in the preparation stages. He legitimately wanted to take nothing. He didn’t even take a tent!

My husband hadn’t ridden for more than two days in a row before we rode out of Darwin, nor had he ridden his Husqvarna 701… at all. And although I’ve done many an offroad kilometre through many a country, it had all been with support. So, there we were. A 60-year-old walking definition of an intrepid adventurer, a guy who didn’t really like camping or riding that much, and a woman who couldn’t even come close to touching the ground on while seated on her Husqvarna 701.

Out in the elements, not knowing what the next day will bring and seeing what natural wonders Australia has to offer.

We all rode off into the wilderness.

No problem

We started out of Darwin a day late as Dad had a massively swollen and infected finger on his left hand. He was on some crazy antibiotics and lacking sleep, so we gave the guy an extra day to recover. That also gave us more time to work out how to tie our gear on. Then we pinned it for 570km of bitumen across to Timber Creek.

u

Words and images: Jemma Wilson

Left:

Above: From left: Ted, author Jemma and Jon. Ready for their first adventure ride. Below: The Billabong Track in Kakadu National Park.

We utilised the Katherine Moto Shop midway as we’d chosen the wrong tyres and the bitumen had shredded them. The guys at the shop there were great and had us back on the road ASAP.

With all those bitumen kilometres and the first day behind us, we did our G2G Border Pass to get into WA and really start our adventure. But we were denied access. Yep. Denied.

We weren’t allowed to cross the border as, without us realising, Queensland had been declared a moderate COVID19 risk. Looking back, the weird thing was we didn’t really even care.

We all shrugged our shoulders and said, “Where to, then?”

Wildman

As it happened, we were right next to the

Judburra/Gregory National Park. We knew nothing about the park or the riding in it, but off we went.

That was pretty much how the remainder of the adventure ran. We’d vaguely plan the following day or two, have an interruption like there being no fuel where there was supposed to be fuel, or a random encounter we chatted to would say, “So-and-so place is worth a look.” And off we’d go.

The Gregory National Park was good riding. There were loads of twists and turns and really interesting gullies, creeks and loose, flat, rocks. We saw bulk donkeys and crossed a very croc-infestedlooking river.

I dropped my 701 for the first time on some slippery flat stones and we found our rhythm on the dirt. We went threewide on all the bigger red roads so no one was in dust, and I rode next to husband Jon on all the 4WD tracks. Dad would hoon off ahead on his FE501 and sometimes wait at intersections. Sometimes he didn’t wait and we’d have to guess where he went.

There was also often times where I would be afraid Dad would be eaten by a crocodile. First at the water’s edge of the Victoria River having a wash, and on the third day in a little creek at Jasper Gorge. The exposure was only momentary, but it was enough for me to have a wicked nightmare of him being pulled under the water, never to be seen again. It’s always an interesting time hanging out with Dad.

Eye opener

We had a tourist day in the middle of the adventure at Katherine (Nitmiluk) Gorge. It was a great place to stop on the fourth day for a proper shower, a beer and to do some washing – although I’d take an out-of-the-way quiet campsite over tent city and skip the clothes washing any day. It was by far our worst night’s sleep, with a bush doof going on somewhere in the distance.

The Katherine Gorge boat tour we went on was worth any crappy night’s sleep. It blew my mind how the country up there could be so hot, dry and rugged. And then there are these gorges which a gorge-ous (get it? Haha). The tour guide was also a wealth of knowledge and we learned a lot about the indigenous history of the gorge and of the Jawoyn people. We also saw seven freshwater

crocs up nice and close. It was breathtaking and eye-opening and I would go back in a heartbeat.

A

saltie

From Katherine Gorge we ventured on to Kakadu, with a random stop at the Umbrawarra Gorge, which again, was stunning and a great place to swim and camp, croc-free.

The two most memorable things from our time in Kakadu were Jim Jim Falls, for the ride in and the falls themselves, and a 4WD track we did from the Arnhem Highway to Old Jim Jim Road.

Jim Jim Falls was spectacular. By that stage of the trip it was very hot. Hotter than we were used to in Gympie, Queensland, in the height of summer, so an afternoon floating around at Jim Jim was enthusiastically welcomed. We were also able to set up camp at the campgrounds 10km before Jim Jim and ride into the falls on the sandy, winding, muddy, super-fun 4WD track with no gear on the bikes, which was a nice, light change.

The 60km 4WD track along the western bank of the South Alligator River was

Above: Three-wide on all the bigger red roads so no one was in dust. Left: Shade was at a premium.

another great ride. Jon and I were on croc-spotting alert the entire trip and it finally paid off as we passed over a bridge on the South Alligator River. We also saw a big saltwater croc swimming up river.

Take a fence

On the same day as the Billabong 4WD track we decided to ride through a gazetted

road that linked the Arnhem Highway to the Stuart Highway. Trust me, it was an interesting couple of hours. There were keep-out signs for a quarry and a station, but we weren’t headed to either, so decided to stick to our guns and rode on, finding so many intersections and gates. At one point we were riding along the tiniest remnant of a road that could be

better described as a cow track, but we made it to exactly where we wanted to be on the map. Dad is pretty great with directions when it comes to bush riding, but even then, I felt there was simply some luck involved.

It was about one million degrees and I was out of water, but we’d made it.

We could see the well-used big red road on the other side of a locked gate. But again, Dad came to the rescue (as a kid we used to say, “Never fear, Dad’s here” when things got a bit scary on a bike or even on the farm). He found the perfect spot on the fence to unwrap some wires, sneak the bikes under, and then do the fence back up.

Good as new!

Better safe

On the seventh day we rode from Jim Jim Falls to Florence Falls in the Litchfield

Above: No work, no signal, no interruptions. That’s what adventure riding is all about. Left: Sitting under Jim Jim Falls. u

National Park via ‘alternate-routes’.

It ended up being over 10 hours from when we left in the morning to when we arrived at a fully packed campsite at Florence Falls. We were cooked through –the NT is hot! – and tired and just needed a swim. We stripped off and sat in the most beautiful creek at one of the picnic areas and just never left.

I don’t really have a problem with heat, give me sweatiness over cold any day, but Dad and Jon are not the same. They had both had a rough time sleeping the previous couple of nights, especially Dad. He was losing a futile battle with mosquitos – to be expected when you

only bring a short mattress and a sleeping bag that’s too hot to use – so the next morning we decided it would be our last day riding. We planned to smash out a big day from Florence Falls down to Daly River for lunch, then back up via the 4WD Litchfield Daly Railroad Road, but we got to the first river crossing and chickened out. It was deep and murky and there were crocs just waiting to eat us for sure.

All over

So that was that. Our trip came to an end. We rode the 160km of bitumen back to Darwin and checked into the Hilton, embracing the aircon, a good pillow and

non-dehydrated food. We also had a few beers to celebrate what was, although not what we’d planned, the best fricken time! Although I did enjoy the riding, there was a lot of bitumen and open roads and I ultimately love nothing more than a tight, techo single lane. I’m new to adventure riding, but I’ve found I’m a completely different rider as soon as we head out. I’ve been riding with my husband for 15 years and never have I ridden with him for more than three turns before I get fed up with

the pace and blast past him (like a dickhead, usually). But when I’ve got my new adventure-rider hat on I’m chilled and happy to go with the flow because the riding is only part of the fun. Being out in the elements, not knowing what the next day will bring and seeing what natural wonders Australia has to offer makes a huge part of it. No work, no signal, no interruptions. That’s what adventure riding is all about. I’m hooked. We’re aiming at the Victorian High Country in October and Tassie in February 2022, then we’ll tackle the Kimberley (second time lucky).

Oh. And the Simpson Desert, too!

Thanks!

A big shoutout to the brilliant companies who helped get me organised to make this trip happen:

v Husqvarna Australia

v Fox Head Australia

v MXstore

v Ballards Offroad, AND v Adventure Moto.

A special thanks to Chris from Adventure Moto for his wealth of knowledge. One week out from the trip we had nothing. After two hours on the phone with Chris I was mentally prepared and he’d told us everything we needed.

Left: Not even a tent. Hard core! Above: The author getting up close and personal with NT flies.

Above: Riding into Jim Jim falls on the super-fun 4WD track with no gear on the bikes. Below left: Gregory National Park was good riding.

If you go

today woods to the down

Rod Taylor and teddy bears have the same message: you’d better not go alone.

Can you pick up your fully laden adventure bike?

I can, but only when the bike is in a favourable position. A fully laden Tiger XC800 weighs somewhere in the order of 250kg, and Arnie I am not. At a muscly 65 kilos, some have called me scrawny (few are still walking).

If you’re stuck and if you’re not in phone range, have no PLB and nobody’s around, that can be serious. Worse, imagine being injured or with your leg pinned under the bike.

Can you see where this is heading?

Bad decision

I was on my way home from another top ride with my mates.

David, Craig and I camped at Moscow Villa near Nuniong. It rained. In fact it rained quite a lot, and we huddled under the edge of a hut, trying to stay warm and dry. In situations like that you have to keep your spirits up, and we did, with beer and BS.

We, Craig in particular, had a score to settle with the Marathon Track, so we rode up that way via Briagolong. In the past it had brought him unstuck a couple of times while riding the legendary Ratboxer BMW R1100GS. On the first occasion he’d slithered down the sludgy hill. Knowing Craig, he was laughing. The second encounter was potentially far more serious which brings me to the next survival tip: if you go to the woods with a group today, you better count them all.

Boom

‘Road Closed’, the sign said. Yeah, right. Here we were, a bunch of pumped-up blokes and a couple of girls. It was going to take more than a stupid sign to stop us. The testosterone was fizzing when somebody decided to ride around the boom gate.

It wasn’t that the road was too difficult, with only the worst section verging on a Pucker Factor 4, I’d say (Pucker Level 5 being the most difficult). We bumped and wobbled our way down the rocky slope before blasting off along easier tracks for another hour. Halfway down we saw why the road was closed. Although a section had collapsed, it was easy for bikes to slip past. After we decided to stop and scratch

our balls (those who had them), we looked around until somebody called out, “Where’s Craig?” Crap.

MIA

With a sinking feeling we recognised our folly. There were about a dozen of us riding through some fairly wild country and nobody had thought to count us off at regular intervals. We had visions of Craig, bike parked in the mulga, wheels up and, worse, injured. However, we were lucky to get away with it on that occasion. It turned out Craig had been a little behind the rest of us. He’d ridden up to the closed boom

gate and thought, ‘Yeah, nah. Pretty sure they went through but I’ll meet up with them in the next town’. And so he did, but the episode put the frighteners on us to lift our game.

Sticky situation

With those episodes behind us we hit the Marathon again, this time going up. The track was actually not that bad, and the only grotty bit was a short section up a couple of rocky ledges. We were powering up just fine until David’s front wheel hit a large rock, shunting him into a ravine. It was actually just a ditch, but ‘ravine’ sounds better.

Words and images: Rod Taylor

Main: The track disappeared almost completely into a field of pretty yellow St Johns Wort. Above: Planning the Marathon assault. Right: A pleasant, easy ride.

Above: Where’s Craig? Below: Double checking the map. u

Seeing he needed a hand, I picked a flattish spot and parked the Triumph.

D’oh! I should’ve gone a few more metres. found myself stuck with a mostly road tyre that had a little too much pressure.

That caused us a bit of farnarkling around until we fished out both the bikes, but not before I’d dinged my brand-new hard panniers, and if there was an upside to this nonsense, it was that it gave Craig a chance for some payback.

Our first desert ride with him left both he and his Ratboxer considerably beaten up. The Royal Order Of The Band-Aid is only for the best and the bravest, and as a mark of our respect, we’d stuck a Band-Aid on his bike’s busted-arse front mudguard. Now it was my turn.

“It is my solemn duty to award you The Royal Order Of The Band-Aid,” he grinned mischievously.

Proud, so proud. I nearly wept.

Good idea

With my panniers newly customised it was time to say sad goodbyes before my solo ride home.

pitched my tent just outside Tumbarumba before the short leg back to Canberra, which was great, but I’d done it 3402 times. I’m always looking for alternative routes, so, with a bit of time to

spare, I surveyed the map on my tablet.

On an earlier ride I’d found a pleasant, easy ride from Talbingo through the pine forest into the back of Tumbarumba.

From my campsite, it looked like a simple 30km section to intersect with that road. It seemed like a good idea. What could go wrong?

What I didn’t realise was the map was dodgy and not showing the proper detail. I turned off the tar looking forward to a bit of dirty, but family-friendly, forest action. And unusually for me, I took note of the road name and trip-meter reading.

While I was fairly confident, I thought it a good idea to keep an eye on these things.

Abrupt halt

At first the track was easy dirt, but it became more tricky by degrees. When I found a small tree had fallen across the road, it was obvious few people had been driving through.

At this point I imagine you shouting, “You should’ve turned around Rod! Turn around!”

I did double check the map and it suggested I was only about 15km from my destination.

The track disappeared almost completely into a field of pretty yellow St Johns Wort. Leaning against a tree, a

a sharp log, perfectly positioned and shaped to fit into a hole in the bashplate?

No matter how hard I pushed and shoved, the bike wasn’t going anywhere.

It was time to call for help. I didn’t want to disturb Anne at home and decided to try the local copper instead.

But then arose the next issue: no phone reception.

was about to hack off my arm using my pocketknife’s saw blade when it occurred to me the bike was stuck, not me.

Knowing the direction to town, I backtracked, hoping to pick up phone reception. I walked and then walked some more, then up a steep hill, but there was still no signal.

trekked on for several more kilometres until I had just enough signal to make a call, but no internet. I phoned David (who told me later this caper didn’t surprise him).

“You wouldn’t believe (etc),” told him. He texted me the Tumbarumba police station number, which got me onto Michael.

backwoods man wearing a checked shirt eyed me warily. Cradled over his arm was a shotgun and he chewed a stick of straw.

“We don’t see your type much around here,” he drawled. “You’re a city boy aren’t ya?” He nodded towards his shotgun.

“This here’s Betsy. She don’t miss much.” I smiled nervously and decided I’d better ride on, track or no track. It was another bad idea.

In my haste I missed a turn. It looked like the track went straight ahead, but I realised in hindsight I should’ve turned right. I found myself riding around more trees and over small logs.

‘Nearly there,’ I thought. ‘I just need to get through this next section and she’ll be right’.

Then…

Clunk.

No progress. The bike stopped dead.

Not the engine, you understand, I mean ‘progress’, as in forward motion, which I was kind of hoping would continue for at least a while.

Open Mike

I stepped off the bike to discover it wasn’t just forward progress that had ceased. It was also backwards and even sideways motion. The bike was completely and utterly stuck. I couldn’t even lean it over. Would you believe I’d skewered it onto

What a gem. Following my directions, we met about a kilometre from where I’d parked the bike. With the pair of us it was easy to pull the bike off the log before he dutifully followed me back out to make sure I was okay.

Goodonya, Michael. He took it all with good humour and, on the way, stopped to inspect a burnt-out car body.

rode home a little late, feeling considerably chastened.

I’m looking forward to giving Michael a cheery wave next time I’m passing through Tumbarumba.

Top right: Skewered it onto a sharp log, perfectly positioned and shaped to fit into a hole in the bashplate.

Below: The author (left) with Michael from Tumbarumba police. What a gem.

Right: Stopping to inspect a burnt-out car body. All part of the job.

Above: Not too difficult.

Fill’o’sofically squeakin

deep ruts forced a decision: turn around and take the same iffy surfaces we’d just covered? Or push through?

The map was in favour of the pushthrough option as a main road was only two or three kilometres away.

Push on we did.

rounded the next corner and dropped into ruts up to both axles and paddled forward. We both allowed the bikes a gentle lie down in the process of negotiating slippery-as-glass mud, puffed and panted our way forward and, sure enough, popped out onto good dirt then the tar….a win!

After a quick resupply in a local town we headed out to a campsite we’d visited before to set up camp. The wind dropped, it hadn’t rained for a couple of hours and blue patches started appearing in the sky. A by-product of windy weather is replenishment of firewood...another win! The wind dropped to a light zephyr and

Left: Settled into a cracking campfire and one of the best steaks ever.

Bottom left: Rain lashed the shed.

Top right: Onto good dirt and then the tar. Below: Tomaselli took advantage of a free bike and boot wash.

There I was lying in the sun next to what amounts to my version of Diogenes’ barrel. Locked down again, blowing kisses at missed riding opportunities and hoping the next plan might just come together.

If the Grovelment did unlock the shed door, maybe, just maybe, riding mate Tomaselli and I could get away for a few days. He’d booked leave and again we got locked down within hours, two weeks out from our POQ date...SNAFU!

Putting on my positive-thinking hat (relax, it has a tin-foil lining) as the deadline for Lockdown Five inched towards us, I got my gear assembled and packed. We’d set leaving time as Wednesday at Sparra Fart, and knock me down, we got the green light!

Huey had a very different idea. The rain radar looked like an artist’s massacre site. Trees were being battered with gales and the moment I got my helmet on horizontal rain lashed the shed. But

other than making sure my luggage was properly closed, there were no thoughts of bailing out. We both got a pasting on the way to our usual meeting point and hid behind our masks in the servo café for an hour until gaps in the radar melee suggested we might sneak through some of Gippsland’s backroads without getting too badly knocked about.

After tucking in every possible waterentry point and reminding ourselves there would likely be every sort of debris danger around any corner – can’t see, can’t go! – we struck out on a circuitous and somewhat random route on dirt and backroads with no fixed destination. By about 3.00pm a caravan-park cabin looked like a slice of paradise.

Overnight the weather improved a little, and we managed another loop ride through southeast Gippsland, notching up about 100 clicks to gain 30 as the crow flew. The further we pushed the more the road deteriorated until two very sloppy,

stars filled most of the sky, we settled into a cracking campfire and each had one of the best steaks ever.

The next couple of days were perfect motorcycling weather, apart from a few heart-in-mouth muddy surprises. There was no dust, the sun shone and the roads were very quiet.

Tomaselli reported just beating the rain as he rolled his bike into his shed, and I had just enough time to unpack mine and give it a quick hose off. A couple of days later the state was locked down again.

Another smug win!

It got me to thinking...

Maybe this ride was a metaphor for life, possibly the point of adventure riding. Certainly, the ride to the servo at the start was as adventurous as you’d ever like to get. Being buffeted at a 20-degree angle on a straight road with water trickling down the inside of my visor and sitting upright to take a corner should have seen any sensible person turn around and go home. Passing customers at our first servo refuge just shook their heads and declared us insane. We stayed flexible, positive and cracked on. The gods of motorcycling rewarded us for our persistence. Win/win!

anDy Strapz

Andy’s claims a victory.

Words and images: Andy ‘Strapz’ White

Partner

up

Karen has a few ideas to help get your significant other on a bike.

Words:

People often tell me they wish their wife/girlfriend/partner rode bikes. While I’ve been in lockdown and working from home I’ve been able to give this some thought, and I reckon I’ve come up with a semi-foolproof plan that could maybe make that a reality.

Now, of course this guide comes with lots of conditional clauses – like assuming they’re physically able to ride and they aren’t terrified of bikes. However, if you’re serious about wanting your BFF to also be your riding buddy, it won’t hurt to give it a crack.

Timing

Approach the subject at an opportune time.

Right after you’ve relayed the story

about how one of the blokes broke a leg and wrote off his bike is not the right time. Dropping little hints is the way to go. When they’re bemoaning the fact you’re off riding again, leaving them at home with the kids/dogs/lawnmowing, that’s the time to suggest they take up the sport. Show them pictures of other couples out enjoying the best riding has to offer. Remind them of how much time you’ll be able to spend together if they start riding.

Tempting them with possibilities of amazing holidays and weekends away is worth trying too.

Community

If your partner is female, and if she’s on social media, get her to check out some of the online women’s riding groups. They’re

karen ramSay

a great source of community, knowledge and inspiration. It might just be the tipping point when she sees there’s lots of others just starting out and sharing their fears, successes and bloopers. Down the track they’ll be a source of other riding companions for her. These groups will also point her in the direction of shops that not only stock riding gear that fits women, but ones that will actually treat her as a customer. There are quite a few online retailers popping up that cater to the ever-growing female market with female-specific riding gear. Unfortunately, it’s still common for a female to walk into a shop to buy bike gear or bikes and get completely ignored by sales staff. Earlier this year I’d gone into three separate bike shops looking to buy myself a helmet before someone actually made an effort to serve me. The young guy at the third place was so helpful I ended up buying helmets for both Dave and I. I wanted to go back to the other shops and do the whole Pretty

Karen Ramsay

Woman

Left, above and below: Sharing a passion with someone special is pretty amazing. u

thing, but Dave managed to convince me a middle-aged woman standing in a shop doorway hoisting a couple of helmet boxes above her head probably wasn’t worth it.

Choosing a bike

This is potentially the make or break part of the whole operation. Put yourself in the shoes of a newbie for a moment. Yes – being able to touch the ground is very important. You may be able to chuck a leg over and mount your bike while it’s moving. You may have been riding tall bikes since you were a kid and never been able to touch the ground. But you’re trying to get this person you care about to take up this sport with you, so making them feel comfortable on a bike will be a big part of it. It’s surprising how often you’ll hear someone saying it doesn’t matter how big or heavy the bike is, if you’re learning, the skills are going to be the same. In theory; yes. But also – NO!

You want this to be fun, and if they’re struggling to be comfortable on the bike because of the height or weight or balance, it’s not likely to be. With any luck you’ll have a number of friends with a range of bikes who will be willing to let them have a try. It’s not going to matter if it’s a postie bike, a KLR or a 1250GS. If they’re comfortable on it, then that’s the starting point. It’s unlikely you found your ‘forever bike’ first up. As riding ability and purpose change, you’ve probably changed your bike too. The same will go for them.

Reduce the pressure

I don’t know if this is a common thread with men new to riding, but you hear it often from women: they feel the pressure to keep up. Even if people aren’t saying so directly. When people say things like, “Oh, you’ve made it.” Or, “Did you stop for a while?” Or my personal favourite, “That’s good, you’re here now, we’ll go.”

Beginning riding can be tiring, both mentally and physically. If you’ve been waiting five minutes for your partner to turn up, you can wait another five minutes for them to have a break. Having said that, I would highly recommend not letting them out of your sight when they’re starting.

Everyone is obviously different, but I found it really helpful to follow someone when starting out. That allowed me to concentrate on my riding without needing to worry about navigation. It was also useful for elements liking showing me how to pick a line and when I should be braking going into a corner. Other people may like the more experienced rider to follow them. It’s going to be a matter of trying what works best for you and your partner.

You may find some sort of communication system worthwhile. Just don’t use it for constant chatter. Dave loved to talk to me and point out every detail as we were

Left: Tempting with holidays and weekends away is worth trying. Left below: Remind them of how much time you’ll be able to spend together if they start riding.

Above: With any luck you’ll have a number of friends with a range of bikes.

riding along. Don’t do that. Keep it brief and just use it for things like letting them know of bends in the road or hazards to be wary of.

Advice

There’s a few simple rules for giving advice to a new rider. Don’t give mountains of advice all at once, and be specific with your feedback. A good thing to do is to have a goal of a specific skill to practise on the ride. Talk about it beforehand. Watch some videos together. Then when you’re out riding, watch what they’re doing and let them know how they went. If you’re practising cornering the conversation might go along the lines of, “You did a great job of looking ahead going into the corner but your body looked a bit stiff. Next time try relaxing your shoulders and putting your elbows out more.” When they have that bit mastered, add something else to focus on. You need to find the fine balance between pushing them to their potential and turning them off riding altogether.

If you know patience isn’t your strongpoint, enlist a friend. Let them know they’re going to drop their bike (or as I’ve seen doing the rounds lately – their bike will ‘lay down and throw a tantrum’), but that happens to everyone. Too often you hear of people giving up the first time their bike falls over. This is where you’re going to go all motivational speaker or start singing Chumbawamba’s Tubthumping and get them back on that bike. Good luck with it all and I’ll leave you with something to ponder once you’re both riding: you’ll never again get away with saying something was cheap.

Motodry

Rallye 2 suit

Adventure Rider Magazine’s editor rates the Motodry Rallye 2 as ‘a seriously good value-for-money adventure-riding suit from a seriously good Aussie company’.

Originally I took delivery of the Motodry Rallye 2 jacket and pants to wear on the new KLR650. But because of bastard COVID19 the release of the new Kawasaki was postponed and I still haven’t ridden it.

I did have a KLR though, and I had the suit, and the lockdown rules for NSW said I was allowed to travel for work which couldn’t be done at home, so I suited up and set out to see what was what with the Rallye 2.

Good to go

I’d given some other adventure suits a very thorough workout, and over time I’ll do the same for this one, but for now I can only give thoughts and impressions after a few days of riding.

The first big impression was of a high level of comfort. A lot of suits, especially European suits, seem to be cut to fit the models who wear them for advertising photos. Us big, drop-bear-wrestling Aussies – especially editors who’ve been a little casual with the exercise routine of late – aren’t the same shape, and it’s a real relief to pull on a suit that, even with the liners and armour in place, feels like it’s been cut to accommodate the shapes of real people. The jacket was a great fit and the pants the same, even though they were just a little long – a problem I have with all suits. It was fairly chilly for the first ride so I left the liners and armour in place, and the protection from cold wind was really good. At this stage I haven’t tried the suit in the rain, so that’s something that’ll have to await a suitable (ha!) opportunity.

Fiddly bits

I can’t remember when I last saw a suit where the pants and jacket didn’t zip together. The idea is to stop the jacket riding up while a rider is sliding down the road, and while I accept it’s a sensible idea, I can’t remember ever joining jacket and pants. In any case, the Motodry suit offers that function, as

Motodry Advent-tour gloves

Asan added bonus, Motonational – makers of Motodry –sent a pair of the new Advent-tour gloves with the suit, and they’re a really good option for a general-purpose glove. They’re made from a leather and textile mesh, have a hard knuckle cover, gusseted fingers and double-layer palm

well as zipping pockets, cuffs, fly and vents. When there are so many zips it’s important they’re good quality and won’t fail or be difficult to use. The Rallye 2 has YKK zips, and although I wouldn’t have minded the teeth on the jacket’s main zip being a little larger, YKK is the duck’s nuts in zippers, and they all worked well.

The zips on the bottom of the legs are a good length too, and that made getting boots on and off an easy job.

There are a few larger vents on the chest and front of the pants which close with velcro and are held open with a small plastic hook, and they’re really effective. With the liners removed plenty of air gets to the rider, and on a hot day that’s good value.

The collar can be held open the same way, and although wear a neck sock, it was nice to feel the moving air across my hairy, manly chest.

There’s pockets galore, but couldn’t get happy with the pockets on the pants. They’re high up on the front, and while they’re big and have zips to keep them closed, I found if put anything like a phone or wallet in there they were a bit of pest when I was sitting on the bike.

There were plenty of pockets in the jacket, all in good positions, so I used those and they did the job, no problem.

Protection

The CE-standard armour in both jacket and pants is good.

Elbows, shoulders, back, hips and knees are all covered, and there was no problem with the individual armour sections moving around. Once I was suited up and things were properly secured everything stayed where it needed to be. That’s quite often a problem in budget-priced riding apparel, but not with the Motodry Rallye 2. I felt like it was one of the high points of the suit.

The outer layers are 600 denier heavy-duty nylon and look as

Motodry Rallye 2 jacket

R 600D construction with reinforced shoulders and elbows

R Detachable waterproof and thermal liners

R Fold-open Clip-Air system

R Zippered chest, bicep, forearm and rear vents

R CE shoulder and elbow protection and removable HDF back protector

R Adjustable waist belt

R Jacket and pants zip together

R $299.95 – $309.95

2 Suit

though the abrasion resistance would be good. I haven’t put it to the test – yet – but it certainly feels as though I don’t have much to worry about.

A waterproof liner and thermal liner take care of rain protection and low temperatures, and I found the suit particularly good in the cold. I used both liners and the insulation was excellent.

Comfort

There’s a couple of nice features on the Rallye 2, especially on the pants, that are worth a special mention.

The liners play their part in comfort in less-than-ideal conditions, but the shape of the garments is particularly good and seems like someone who knew what riding a bike was about had a say in things. There’s a few stretch panels in strategic places that make sitting and moving around especially comfortable without being baggy when the rider’s off the bike. The long zip openings on the legs I’ve mentioned, and although it’s a small thing when you’re sitting and reading a magazine, it makes a big difference suiting up and when removing the duds after a tough day.

The collar of the jacket has a really nice, soft feel. Even without the neck sock it felt good, and that was a bonus in the heat when I chucked the neck sock in a pocket in the pursuit of some cooling airflow.

Incredible value

After wearing some high-spec, top-dollar adventure suits over the past few years it was quite a surprise to find the Motodry Rallye 2 being such a well-made and comfortable bit of kit. It was a bigger surprise to see it coming in at around the $500 mark. You read that right: Depending on size, jacket and pants together will cost something less than $550. It’s absolutely astonishing value in a good, serviceable outfit.

Motodry Rallye 2 pants

R 600D heavy-duty construction

R Detachable waterproof and thermal liners

R Fold-open Clip-Air system

R Removable CE knee and HDF hip protection

R Long leg-cuff zip opening

R Precurved knees

R Stretched ribbed and comfort upper knee

R Safety reflectives

R Stretch breathable crotch panel

R Reinforced seat area

R Jacket-to-pants zip

R Ribbed rear waist

R $199.95 – $209.95

Checkout

The best adventure-riding gear and accessories you’ve seen since last issue!

alpineSTarS venTure xT JackeT

Lightweight, dualsport adventure-touring gear for on- and off-road.

R Durable main shell with a water-resistant treatment

R Nucleon Flex Pro armour

R Jacket is Tech-Air 5 ready

R Ready to be upgraded with Nucleon inserts

R Fully CE-certified motorcycling garment – A class

R Pants available in in-boot and over-boot styles

R Jacket available in three colours and sizes S-4XL

R Pants available in two colours and sizes S-4XL

RRP: Jacket $349.99.

In-boot pants $279.99.

Over-boot pants $299.99

Available from:

Leading motorcycle stores Web: monzaimports.com.au

daineSe Mx1 SafeTy JackeT

Maximum protection and ergonomics for the upper body when off-road riding.

R Incorporates Pro-Armor protectors on the chest and back

R Flexible and widely ventilated

R Comfort even on the hottest days

R Hardshell protective gear safeguards areas most exposed to impacts

R Customisable through the lumbar band

R Available in sizes S-XL

R Made of lightweight and breathable fabric

Mc cruiSe cruiSe conTrol for kTM

390 advenTure (throttle-by-wire only)

Set-and-forget cruise control for KTM’s feisty little adventure sweetheart.

R Everything needed is in the kit

R Purpose-built switch with backlights

R CAN-compatible using the bike’s CAN signals

R Sophisticated, LED-driven, built-in diagnostic and trouble-shooting features

R Built for motorcyclists by motorcyclists

R Waterproof computer module and harness connections

R Compatibility with innovations due for release soon

RRP: Check the website Available from: mccruise.com

RRP: $489

Available from: All good retailers

Web: mcleodaccessories.com.au

Tirox Snap Jack porTable STandS

Raises the rear wheel for tyre repair or chain adjustment.

R Pivoting, self-aligning base and cradle

R Anti-slip pad for smooth surfaces

R High-strength low-alloy steel

R Front brake-lever strap

R Includes carrying case

R Available for single- and double-sided swingarms

Helinox cHair one

The original lightweight chair.

R Weighs less than 1.0kg

RRP: From $89.95

Available from: Adventure Moto

Web: adventuremoto.com.au

Saxx underdax

Andy Strapz gets the ball rolling with motorcycle undies.

R 3D hammock-shaped pouch keeps everything in place

R Mesh panels and Flat Out Seams™ of the BallPark Pouch™ prevent skin-against-skin friction

R Chafe-free support

R Moisture-wicking

R Quick-dry

R Low-odour

R Four-way stretch fabric

R Serviceable fly

RRP: $40 plus postage

Available from: Andy Strapz Phone: (03) 9786 3445

Email: info@andystrapz.com Web: andystrapz.com

R Capacity of 145kg

R Innovative design

R Quick set-up

R Simple assembly with single-shock corded-pole structure

R Advanced alloy DAC aluminium pole frame

R Durable 600-weave polyester seat

RRP: $149.99

Available from: helinox.com.au

GianT loop fandanGo Tank baG

A universal harness design allows fitment to virtually any motorcycle tank.

R Eight-litre volume

R 1.0kg weight

R Rugged Bomb Shell™ -coated fabric construction with sewn seams

R Reflective trim

R Rugged fasteners, including YKK zippers

R Nylon webbing

R Duraflex buckles

R Rear height 20cm, front height 13cm, 20cm W x 30cm L

RRP: $399

Available from: Giant Loop dealers Australia-wide Web: whitesmoto.com.au u

fuSporT xp2 booTS

Protection when taking on extreme terrain, but comfortable on long rides.

R Protects lower leg, ankle and feet with hyperextension protection of the ankle and lockout articulation

R Low-profile toe box

R Rubber upper cuff

R Safe and secure with four closure buckles

R Water resistant

R Specifically compounded rubber sole

R Colours: Stealth (all black), fluoro yellow/grey/black, or white/black/grey

R Available in sizes

39 Eu-48 Eu (6 US-15 US)

RRP: $299.95

roTTweiler perforMance kTM

Available from: All good motorcycle dealers Web: fusportboots.com

rocky creek deSiGnS Gearlok

Lock your helmet, jacket and bag to your bike.

R Simple to use

R Utilises a 150cm-long, braided, galvanised-steel, plastic-coated cable

R Conveniently packed in a neoprene bag

R Fits easily in a pocket or backpack

RRP: $38.95 plus postage and handling

Available from: Rocky Creek Designs Web: rockycreekdesigns.com.au

790/890 advenTure power plaTe e ediTion

A budget alternative giving intake protection without the power increases of the full Rottweiler Performance intake kits.

Installs in about 20-30 minutes

Shields entire intake system with 100% oiled filtration

Allows bike to breath virtually dust free

Better than power-robbing foam snorkel inserts

RRP: $179

Available from: Motorcycle Adventure Products Phone: 1300 898 560 Web: motorcycleadventure.com.au

MoSko MoTo STraTa Merino

quarTer-zip THerMal Top

Ethically produced in Vietnam.

R Lightweight, comfortable, and naturally anti-microbial

R Made from Nuyarn, a blend of twist-free merino wool and nylon

R Moisture-wicking and quick-drying

R Anatomical shaping

R Flat-lock seams

R Thumb loops

R Detachable hood

R Hoodie-style hand pocket

MoTul 5100 eSTer SynTHeTic enGine oil

Ensures optimal clutch performance at start-up, acceleration and full speed.

R Reinforced by ester base stock

R Improved oil-film resistance at high temperatures

R JASO MB2

R Low phosphorus and sulphur content

RRP: One litre $28.90. Two litre $47.90. Four litre $89.90

Available from: Your local motorcycle dealer Web: linkint.com.au/motul-oils.html

advworx Hard luGGaGe

Great value and exceptional quality.

R Robust, aircraft-grade aluminium construction

R High durability and protection from dust and water

R Easy on/off rack system

R Glass reinforced nylon corners

R All three boxes are keyed alike

R Available in black or silver

R Racks included in kit

RRP: 128-litre $2075. 160-litre $2175

Available from: Adventure Moto Web: adventuremoto.com.au

Held deSerT ii For hot-weather riding without sacrificing protection.

R Article No. 21954

R Highly abrasion-resistant kangaroo leather palm

R Mesh fabric/leather detailed back

R Colourfast and sweatproof

R Elasticated leather panels on back, thumb and fingers

R Velcro brand adjustment at cuffs

R Perforated finger panels and sidewalls of fingers in lightweight mesh fabric

R Hard-plastic knuckle protection covered with SuperFabric

R Available in black only and sizes 7-12

RRP: $140

Web: mig.bike

Email: sales@mig.bike

Phone: 1300 916 916

ixon raGnar JackeT

Equipped with a high-performance X-Dry waterproof and breathable liner and removeable thermal liner for all-season riding comfort.

R Ripstop fabric with 1200D polyester reinforcements on shoulders and elbows

R CE level-1 approved IX-PROFLEX SEKA-1 protector in shoulders and elbows

R Pocket to house optional IX-PRO BFB-2 level-2 back protector

R Removable waterproof and breathable X-Dry laminated membrane

R Reflective elements on the back and sleeves

R Oversized ventilation zips on the front, back and sleeves

R Retractable 3D mesh band on the central zip

R Available in black/grey/red and sizes S-4XL

RRP: $699.95

Available from:

All good motorcycle retailers Web: cassons.com.au u

Tcx baJa Gore-Tex booTS

TCX’s top-of-the-range CE-certified adventure boot.

R Designed for the modern-day adventure rider

R Suits all road types in all weathers

R Full-length Gore-tex lining

R Durable

R Highly protective

R Waterproof

R Sizes Eu

39-48/US 5-13

Toura

Maximum ride dynamics for total enjoyment

(it transformed the editor’s KLR).

RRP: $499.95

Available from:

All leading motorcycle dealerships Web: tcxboots.com.au

R Fully serviceable

Made for adventure and touring bikes

Built for hard use and heavy loads

Top performance on- and off-road

Highest-quality materials

Uniquely solid Touratech hydraulic spring preload with 50% greater adjustment range

Ideal for weekend trips, riding with a passenger and/or long tours with lots of luggage

Precise, high-performance damping even on poor roads and tracks

Available from:

shop.touratech.com.au/vehicleequipment/suspension.html Web: touratech.com.au

rad Guard kTM 1290 Super advenTure S/

An essential aftermarket part.

R For the hardcore adventure rider

R Easy to fit

R Video instructions on website

R Lightweight and doesn’t restrict air flow

R Made from 6060

T1–T5 aluminium

R Available in black, polished alloy, and orange-and-black

R Three-year worldwide warranty

R Australian made

RRP: $346. On special for $279

Available from: Rad Guard

Phone: (02) 6658 0060

Web: radguard.com.au

S2 M 701 xplorer

A new Explorer from LS2. Fibreglass composite shell 1460g ± 50g

Dynamic ventilation system

Quick-release twin-visor system

Removable and washable hypoallergenic liner

Emergency quick-release cheek pads

R Sizes XS-3XL

RRP: From $399

kTM

Terra advenTure JackeT

Fits perfectly with the Terrra adventure pants.

R Integrated SAS-TEC® protectors on shoulders and elbows

R Comfort collar

R Sleeve ventilation

R Bag and tube guide for optional drinking system

R YKK-Quickburst® zipper

R Large waterproof front pocket

R Removeable pocket

R Pocket for optional SAS-TEC® back and chest protectors

buMoT kTM790/890 Skid/baSH plaTe

Please Note: The KTM genuine centrestand will not fit with the Bumot skid plate, but the SW-Motech centrestand is compatible.

R Made from four-millimetre aluminium

R Welded construction

R Impact force is distributed over a large area via eight mounting points

R Significant protection for lower engine cases and lower section of the fuel tank

R Makes lower crash bar redundant

RRP: $725

Available from:

Authorised KTM dealerships Web: ktm.com/en

warp 9 320MM brake roTor kiT

A 320mm supermoto floating front brake rotor package made in the USA.

R Available for DR650, DRZ400, KLR650 and WR250R

R Adds stopping power

R Kit includes a new rotor floating on a central mounting carrier along with a caliper relocation bracket

R Generic image used

RRP: From $299.95 plus postage

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

R Powder-coated black finish

R Stainless-steel brackets

R Includes all installation hardware

RRP: $565

Available from: Adventure Bike Shop Phone: 0428 536 519 Web: adventurebikeshop.com.au

Safari TankS Ténéré 700 long-range Tank

Thoroughly field tested in the outback by Dakar rider Rod Faggotter.

R 25-litre capacity

R Gives a range of 420km-450km in adventure conditions. Up to 500km when conserving fuel

R Proven to have little impact on the overall design and ergonomics of the bike

R Complements the Ténéré 700’s original styling

R Available in translucent (clear), white, blue or black

R Utilises the standard Ténéré (OEM) EFI fuel pump and mounting brackets

RRP: $875

Available from: safaritanks.com.au

Motorrad Garage 2021 KTM 1290 super Adventure

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