Some riders tell about their adventures in distance. You’ll hear them say, “It was the toughest 5000km ever.”
I remember riding from Phnom Penh north through Cambodia, that fabulous, colourful country filled with smiling, friendly, wonderful people, for two days. I remember it clearly, because very soon after we crossed the border into Laos, I asked the guide to ride toward me for a pic with the mountains in the background.
Over the next five minutes time moved slower and slower, and the pitch of adventure climbed fast. When I headed up the road I found the guide unconscious underneath his bike in a sunken concrete culvert.
In probably less than a second I realised I was in a foreign country where I didn’t speak the language. I didn’t know where I was, where the next town was or how to go about getting medical help. Then I knew I didn’t know anything about the
unconscious guide lying under his bike in the ditch. It was only he and I on the ride. It all turned out well, obviously, because I’m here, but it’s those few seconds of squirting adrenalin and uncertainty that, for me, are the measures of an adventure. I don’t know what distance I covered on that ride over probably 10 days, but I can tell you about that short passage of time in detail.
“I didn’t know anything about the unconscious guide lying under his bike in the ditch.”
A little closer to home, I was heading to Menindee Lakes with another rider when I fell and did some damage. We were on our second day and we’d camped the first night in Bourke.
I remember the other rider taking maybe 30 seconds to boot up his phone and tell me, “There’s no phone signal.
I’ll have to go and look for help.”
I don’t know how far we’d ridden. I don’t know how far the ambulance had to haul me to get me to where something could be done. But I know intimately every minute of the four hours I lay there in 40-degree sun, cursing the pain, trying to force myself to drink from my CamelBak, trying not to move, trying to stay calm and trying not to pass out.
And what about the 30 minutes or so of glorious sunset over Wilpena Pound in the Flinders Ranges? The soft red and orange of sunset was climbing from the horizon and the touch of blue velvet was just beginning to show in the impossibly beautiful sky. The Triumph guys, Brendon and Mark, had loaned me one of my favourite bikes and Wilko, one of my favourite photographers, was calling the shots. All three were encouraging me to let the bike loose. Things got sillier and sillier until I finally dropped the bike on the soft grass and we all cracked up at me being such a goose.
Overall I probably covered several thousand kilometres on that trip, but when I think back on that ride, those guys, and that 30 minutes, my heart sings.
That’s how I think of adventure riding. I remember the times. Especially the great times.
Adventure Rider Magazine is published bi-monthly by Mayne Publications Pty Ltd
Linda McFadden subscribe@trademags.com.au (02) 8355 6841
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On the cover: ADV de Wineries. Four big bikes hit the Hunter Valley wineries… except the weather was so perfect and the bikes so awesome that we didn’t really get to many wineries. Everyone was too wrapped up in the riding.
Contributors
Paul BeavIs
Paul’s been adventure riding for only a few years. He’s set himself the task of touching the four corners of Australia. We first met Paul in issue #03.
BarBara Jones
Barb is back with more of her globetrotting adventure stories. She and her husband Mark have chalked up some big adventure-bike destinations. They’re both retired science teachers, and they’re living the dream.
Karen ramsay
Karen’s in that growing group of females either returning to riding or taking it up. She’s worked in the Northern Territory as a governess/jillaroo, supervising kids and mustering on ’bikes, and bought her first bike from an undertaker.
mIles davIs
Miles has been National Motorrad Marketing Manager for BMW Motorrad since 2006. He’s a highly qualified motorcycling coach and an ex-professional mountain-bike racer. Still on a bike every chance he gets, Miles has built an enviable reputation as both a worldclass rider and a great riding companion.
roBIn Box
A lifelong rider, Robin now rides, “whenever there’s a chance” on any bike available, on- or off-road. Between churning out Safari Tanks and importing high-quality Touratech gear, there’s not as much riding going on for this Victorianbased bloke as he’d like.
John thought adventure riders would love an event offering some of the thrill and challenge of The Dakar at a miniscule price, so in 2010 the real estate manager kicked off the APC Rally, and now ADVX.
Ken’s children and grandchildren keep trying to tell him he’s old and should slow down. There’s never been a time where there wasn’t a bike in the shed and he now uses the riding as a motivator to simply keep fit.
John hudson
Ken darK
NO ORDINARY ADVENTURER NO
ADVENTUREORDINARYBIKE
THE
NEW TIGER 800 RANGE IS ON IT’S WAY
He climbed Everest after breaking his back. He’s ex-military. He’s been bitten by snakes, survived parachute failure and faced challenges in every continent. And now Bear Grylls has met the new Tiger 800 XC. Featuring a host of rider-focussed technology including the standard fitment of electronic traction control and switchable ABS, the new Tiger with its powerful and more fuel efficient 95PS triple engine is up for any task.
The range-topping XCx model* goes even further. Switchable riding modes control the throttle maps, traction control and ABS settings. Cruise control makes light work of long rides and an adventure pack including hand guards, engine bars and an aluminium sump guard complete the rugged look.
The new Tiger 800 XC models – designed to handle anything a true adventurer can throw at it.
*Model shown is a Tiger 800 XCx with optional accessory Triumph Dynamic Luggage System.
de Wineries ADV
Superb bikes, great mates, brilliant riding and fantastic weather. What could improve a ride that already has those things? A smooth red, perhaps. Or maybe a cheeky, fruity chardonnay. The NSW Hunter Valley had the weather, terrain and wines covered. Adventure Rider Magazine organised the rest. u
Big-bike heaven. Lots of winding open roads and stunning views. A sign of good things to come.
“You know what those big-bike riders love?” mused the editor out loud, writing three stories at once while archiving some photos and dealing with emails about the best rear tyre for an adventure bike. “They love to be comfortable, and they love good hospitality. They’re not so much about guts-and-glory punishment. They like to see amazing places and feel good while they’re doing it.”
“Yes they do,” responded the publisher, lovingly polishing the reset button on his gleaming 1190 speedo and ensuring the Bluetooth connection to his phone wasn’t chafing the side of his contoured tank bag. “We should do a ride like that.”
Kerli ones
We’ve had cause to mention before that Kerli is an interesting character. He went to a lot of trouble to email his thoughts on the bikes, so here they are:
R KTM 1190 – Jane Fonda Racy and firm.
R BMW GSA – Marilyn Monroe Big. Compliant. Easy.
R Triumph Explorer – Cameron Diaz Nervous and tight. Outgoing.
R Yamaha Super T – Sandra Bullock
Ticks the boxes. No big performance gaps. Top earner. The weird thing is, we understand exactly what he means. And he’s spot on!
“Hmm…” said the editor. Next thing he knew there were four beautiful big bikes and a handful of suitably mellow, well-capable riders booked in for a run through the Hunter Valley, taking in a few of the better wineries as time and opportunity allowed.
“It’s like the Tour de France,” beamed the publisher, “But it’s ADV de Wineries!”
Weather or not
The bikes included were Triumph’s 1200 Explorer, BMW’s 1200GSA, a spanking new 2015 Yamaha Super Ténéré and the publisher’s own KTM 1190 Adventure R. The ‘official’ riders included the usual suspects: Kerli, TFG, The Boss himself and David Smith. Ring-ins who’d seen the invitation on the advridermag.com.au forum and decided to join included Craig Major and his snortin’ Husky Terra, Craig Humble on a raised and very fast Super T and Justin Glohe on his BMW 1200 GS. The editor, on the magazine’s KLR650, got an invite despite his teetotal philosophy. A loose Canon was needed to do a story.
The start was scheduled for Wisemans Ferry, but a text from the editor indicating rain of force sufficient to have kangaroos
pairing off and looking for an ark meant a change in plan. A quick look at the radar showed Moonan Flat as the nearest site on the route that wasn’t being hammered with a torrential downpour, so that’s where everyone headed.
Keeping up appearances
Thanks to the good ol’ weather radar and The Boss’ attention to detail, the whole group arrived at the Moonan Flat pub with bikes still fairly clean and in time for a very hearty lunch. A good feed was deemed a sensible prelude to serious wine-tasting… not that there’s ever any excuse needed to indulge in a good lunch.
As the riders got to know each other, the sun blazed down, the sky was a deep blue, and the ride was looking to be a huge success.
No audible burping or farting was to be tolerated in this well-cultured and high-brow crew of wine samplers, so with faces screwed up in polite concentration the bikes were started and everyone relaxed suddenly and visibly, then mounted up and followed guide David Smith on the first off-road leg of the journey to the
Above: Oh no! Not The Boss’ KTM!
Right: The guys reckoned riding other people’s bikes was like having their snouts in the trough.
Below: A chance to use all that horsepower.
overnight stop at Nundle’s Peel Inn. Because the group was so refined no-one brayed out the obvious pun that the Nundle pub had ‘a peel’. That was a shame really, because it’s a piss-funny joke, and it was likely everyone was sniggering away at the thought inside their helmets.
Inn like Flynn
That first day’s ride was about as glorious as it can be for bikes like these. The roads were open and fast, the scenery spectacular and the weather perfect. The riders all got on famously and there was plenty of friendly chat as bikes were exchanged and agreements generally reached about how
one bike or another’s electronics menu needed to be approached.
Interestingly, nearly all the discussion about the bikes’ electronics revolved around how to turn them off. It didn’t seem to be straightforward on any of the big girls. Fortunately, there were owners of the various brands in the group, so sharing
Triumph 1200 explorer
Last reviewed in issue #03
The Triumph impressed the group as an overall package, and in general everyone especially liked the motor, even though a couple of riders felt the multi-cylinder ‘buzzing’ at the ’bars uncomfortable.
Typically of any group, one rider felt the bike was nervous and didn’t handle well on the road, while straight across the table another rider raved about the predictability and stability of the Explorer on all surfaces.
The electronics were probably the easiest to use and figure out of all the bikes, and that gained a few positive comments.
Where the group lit up and united was when the general topic of ‘the Triumph’s drive train’ came up. Everyone agreed the engine/gearbox/shaft drive combination was seamless and fabulous.
Image: Kurt Quambusch
knowledge got the job done.
High passes, grassy, undulating paddocks and creek crossings came and went, and both bikes and riders luxuriated in the sunny, blue-sky conditions. There was a little excitement in a few of the slipperier sections, and Justin had a bit of a near miss with low fuel on his BMW, but it all ended with smiles when everyone rolled into Nundle happy, warm and weary after a very pleasant day.
A few cold beverages were consumed on the pub’s downstairs veranda as the sun set, and then Craig Humble and Justin headed off to their various homes.
The Peel Inn was everything
promised and more. The hotel itself is a beautiful example of an Australian country pub with big, deep verandas, friendly staff and more character than you could poke a stick at. The rooms were newly renovated and had all the mod cons, including reverse-cycle air conditioning, electric blankets and coffee-making gear.
All for $50 per person a night, including breakfast.
Sensational.
Stop-start
The glorious sunshine had everyone well set up for another big day when the riders grabbed various bikes and prepared to hit the trail. u
Last reviewed in issue #04
The big Yammie was the bike that polarised opinions. Where everyone was happy to nod along and agree on the other bikes, give or take some personal views on specifics, a couple of riders rated the Super T very highly, while one rider was adamant that it was the one bike he wouldn’t own, and one rider proclaimed enthusiastically that he ‘loved it!’
The majority of the group expressed surprise at how underrated the Super T seemed to be. Before riding the bike they’d formed the view the big Yamaha was simply outclassed by the Europeans, and were surprised to find it very capable and pleasant to ride. The lack of punch from the motor compared to the other bikes in the group was discussed quite a bit, but then there was plenty of positive comments about how easy the bike was to ride for long, lazy days. Comments like ‘nice’ and ‘easy’ were used a lot, and although everyone agreed the suspension was soft, it seemed to be much-favoured by the majority.
Closed for nine-to-fivers in the family station wagon, maybe, but wide open and full of promise for adventure riders.
All four bikes are brilliant to get you to the edge of nowhere.
Unfortunately, the bikes seemingly weren’t as ready as the riders.
First up was the 1190 refusing to start. The starter motor sounded more and more woeful as the battery slowly drained, and then sucked dry the outboard battery carried by one of the riders. A tow-rope and a sprightly run down the sloping road alongside the pub did the bizzo, much to the delight of all present.
BmW r1200Gsa
Last reviewed in issue #05
Then the Triumph just plain refused to turn over.
A little investigation revealed a loose connection at the battery terminal and it was soon running like a charm as well.
The Ténéré threw its colour into the morning by starting its hazard lights, and no-one could work out how to turn them off. By this stage there were some short
All the riders loved the BMW. It’s as simple as that.
There wasn’t a single rider who had any real criticism of the Beemer. All agreed it looked much bigger than it felt, and it was everyone’s first choice for long-distance riding. The electronics were judged the most effective and the power delivery was described in terms like ‘creamy’ and ‘fantastic’.
The suspension was judged to be soft, but curiously no-one complained about it. While all the riders agreed the bike felt ‘loose’ on occasion, no-one offered it as a complaint.
The adjustability of ergonomics and electronics earned plenty of nods of approval.
tempers in the group, and although the bike was running perfectly there were some harsh words hurled at the Yamaha – words a family-oriented magazine like this one just can’t publish (it turned out there was a clearly marked button on the right-handlebar switchblock. One touch and the hazards were off. The rider had probably pressed it trying to start the bike).
After all that excitement an uneventful
Left: Lowe Wines at Mudgee turned on the hospitality. It was tasting only for the riders. There was no actual consumption of wine during the riding day.
Image: Kurt Quambusch
trip was the perfect soothing balm to some slightly ruffled countenances.
Wines were tasted – not guzzled, just tasted – at the very hospitable Lowe Wines. Time was too short to do the selection justice, but the samples on offer were absolutely excellent, as was the service from the staff who were obviously knowledgeable and expert.
After an all-too-short visit the very
contented and happy riders trundled into Mudgee for the night.
Home time
The beautiful weather held on for Friday as, with wistful glances at the many vineyards still untried in Mudgee, the riders headed for home.
It was a truly sensational and very low-stress ride, and something AdvRider
KTm 1190 adventure r
Last reviewed in issue #01
The motor and suspension on the KTM had everyone’s eyes gleaming with excitement.
This was the only privately owned bike of the quartet, and the publisher’s personal set-up for his height and weight made the bike generally unsuitable for everyone else in the group. He’s a big, tall bugger, and no-one could settle into the bike’s ergos.
In general though, everyone got very animated about, and loved, the 1190. It was the butt of plenty of jokes for not starting two mornings in a row, but the performance once the bike was going was unquestioned. Statements like ‘I’d have one in a heartbeat’, and ‘good from the get-go’ were common and seemed to sum up the general feeling.
The KTM was probably the front-runner for sheer performance in the group’s collective view.
Mag hopes to do again soon. If you’d like to join us, we’d love to have you along. Keep an eye on the forum at www.advridermag.com.au and we’ll let you know when the next one’s on. The more readers who join us, the better we like it.
There’s already been the suggestion of a trip around some micro-breweries on the mid-weight adventure bikes. Let us know if you’re keen.
The Dark side Lessons re-learned
A group of mates decided a three-day shakedown ride would be a good idea. The thought was to sort out luggage and bike set-up under real riding conditions. Ken Dark rediscovered a few basics all too easy to overlook.
We five stooges were all experienced adventure riders, and the overall group’s average age was 54 – and that’s with one young pup being a youthful 38. We shouldn’t have had the dramas we generated for ourselves because we all knew better, but Mr Murphy can still wield a bloody big stick, and the ride turned out to be a true adventure.
Here’s a few lessons we re-learned and the events that underlined their importance.
Zip it
Within the first minute the gremlins had attacked. A kilometre from home in the pitch black before dawn I noticed my GPS was missing.
I know a zip tie securing the GPS to its bracket is a good idea, but after travelling many thousands of kilometres with no problems I thought I didn’t need such rudimentary precautions. This smart-arsed attitude cost me a Garmin Montana.
Lesson re-learned (apart from not being a smart arse): Make sure you zip tie the bloody GPS in place.
Strapped
Phil was sailing along happily when he suddenly came to a screeching halt with the back wheel locked. He had lovely new ratchet straps securing his luggage, and one had come loose and tangled around his rear sprocket. Not only did it lock the wheel, it also bent and cracked his luggage rack.
Lesson re-learned: Check your tie-down
Words and images: Ken Dark
arrangements regularly. The strap had simply loosened up and slipped off.
Bonus lesson: Always carry a few spare straps. Usually you’ll need one or two within the group. Stuff is always coming loose.
Red grease
Look at the picture. That’s the vital life draining out of Phil’s fuel tank.
Notice the colour of the clay under the bike?
In an attempt to climb out of a rut, a close encounter of the track kind resulted in a
broken fuel tap. The fuel line was blocked with a bolt and life rolled on.
Lesson re-learned: When you see red clay, BEWARE! The red stuff seems to dump you more quickly than your teenage girlfriend after you developed pimples. If the red clay is in the shade and you see a nice covering of green moss nearby, be doubly cautious.
Until death do us part
Normally Pete manages that big Kato 950SE like the rest of us handle a dirt bike, but a
minute lack of commitment at the last rock ledge had disastrous results. Admittedly, the hill was more snotty than Hooch’s drool and most of the little-brother KTM 690s had their own problems, but a man’s gotta do what a man’s gotta do.
Lesson re-learned: Choose a line and commit fully.
Hot stuff
What’s that smell? Someone doing burnouts? No, it’s just Phil’s waterproof top bag and u
tool pouch melting. After the little hiccup with the strap, the rear rack was sufficiently bent to allow the exhaust to cook the luggage pack. Lesson re-learned: Make sure all luggage and straps are well clear of the exhaust.
No shine, no go
The boys stacked on some pace attempting to get ahead of a looming storm. Pete on the big Kato and I were last to get away and he quickly pulled up, complaining of only having low gear.
A bit of a fiddle with the gear lever and we’d changed the situation enormously. He now had six neutrals.
While we were doing this the rain came closer, but we were too busy with the problem to pull on our wet-weather gear.
The storm broke as we pondered the situation. Thunder, lightning, rain and hail belted us and looked like it was setting in for a while.
We were drenched and mechanically no better off. There was nothing left to do but tow.
A bloody great KTM 950SE being towed by a 690 was a bit like a minnow towing a whale. All the puddles were overflowing and a torrent of water was rushing down the track, but we were okay until a particularly large puddle turned out to be a 4WD boghole. I lay there in the water with the bike on my leg while Pete tried to get off his bike before I drowned. I finally managed to extract my leg at the same moment David returned to see what we were doing. He couldn’t understand why I was lying in a puddle with Pete just watching.
In the end the minnow managed to tow the whale all the way back to Lithgow, about 40km or so, over some very serious country, including back across Phil’s ‘Red Grease’, now nicely drenched. Lesson re-learned: Always put your wet-weather gear on as soon as bad weather threatens.
farts, and the fact that Shane hadn’t been travelling at breakneck speed, she responded with, “It was just an accident,” and, “The bike didn’t do any damage to the truck that the ’roos haven’t already done”.
Rise to the occasion
What’s this? Just over a cattle grid at the top of a steep gully was a 4WD, complete with a load of sheep and a bike wedged under the bullbar. Shane had crossed the ramp at the same time the farmer had climbed out of a steep gully, and there’d been no time to do anything but lay the bike down and hope. The low, sensible speed went in the rider’s favour and the bike had almost stopped by the time it whacked the bullbar and Shane slid down the side of the 4WD.
The lady farmer, Fiona, and the sheep were most gracious. Once she saw we were all old
There was a ripped strap on a Giant Loop and a bent brake lever on the bike, both easily repaired, plus a very embarrassed rider. Lesson re-learned: We ride on public roads. Never assume just because you’re in the back blocks the road is clear. Always stand on the ’pegs to look over crests, and always stick to the left.
Was it a good ride?
It was a fantastic three days. The boys certainly had their shakedown and we crossed some pretty impressive rivers, not without incident – there was lots of water about after the storm and plenty of moss to make things interesting – and we saw some beautiful country.
Aspiring adventure riders, young and old, get out there and enjoy. But don’t forget to take care of the basics.
It’s all about YOU
Remember a few months back we ran a survey? On the website? And you could win a pair of Forma boots an’ that? Well, KLR rider Tim Roberts won the boots. But when we went through what you readers had to say, we were all winners. And the editor didn’t get the boot.
It’s not always easy to know what to put in a magazine.
Obviously we’re all adventure riders, and we all want stories about gnarly riding in the wildest places on Earth…or do we?
With our first year behind us, and being as how this is Australia’s only journal dedicated exclusively to adventure riding, we thought we’d check how we were doing in delivering the type of magazine readers wanted. Sales and advertising are strong – we sold out of issues #01 and #02 – so that’s a pretty fair indication we’re doing something right, but we’re always up for improvement.
And who did we turn to?
You, of course. The readers. The magazine is for you, so who better to tell us how things are going? Nearly 1500 of you responded in the week or so the survey was online.
Who are we talking to?
The first thing we needed to check was just who it is that’s sharing the sport with us.
We were pretty sure it was older riders who weren’t fretting about whether or not they could pay their rego when it fell due, but we’ve been meeting quite a few youngsters at rides and on trails lately.
As it turned out, a whopping 66 per cent of you fall into the ‘Over 45’ bracket, and only seven per cent are under 35.
That means our sport is pretty much enjoyed by mature, steady blokes.
Which is what we thought.
Blokes like us!
What are you riding?
There’s not many of you riding small-capacity bikes, which shouldn’t be a revelation to anyone, but we were a little surprised to see the mid-size bikes having the lion’s share of the readers.
A 41-per-cent chunk of you are on bikes of between 450cc and 750cc. The big-bore owners came in not far behind with 30 per cent on bikes over 1000cc, and 22 per cent
with rides between 800cc and 1000cc. That left only six per cent on tiddlers under 450cc. Big bikes for big distances.
Got it.
A couple of other interesting points were underlined
R Most readers update their bike every two to five years
R Most have been riding adventure for more than five years
R Most own one or two bikes
R Most ride weekly
R KTM and BMW are the most common brands, and
R A whopping 77 per cent of you own a GPS
Surprise
Up to this point we were all sitting around patting ourselves on the back because that was the way we thought things were, and we’d been building the magazine accordingly.
But then we asked: ‘What would you like to
see more of in Adventure Rider Magazine?
Above: Most readers are on bikes between 450cc and 750cc.
Left: Ride stories are the most popular by a good margin.
By this stage we were pretty sure we knew the answer. It’s bike tests. Everyone knows that.
Imagine our surprise when ‘bike tests’ wasn’t your first choice.
The thing most of you want more of is ride stories.
Tim roberts. Winna!
Everyone who completed the incredibly insightful and in-depth survey went in the draw for a pair of Forma Adventure boots. They’re the uncontested, unanimous favourites of the AdvRiderMag staff, and we were rapt to be able to pass on a pair to someone who was good enough to pass on their opinion of the mag.
We were peeing our pants when the computer did its random-selection thing and spat out Tim Roberts’ name and number. We were even more rapt when Newcastle-based Tim, 50, turned out to be
R A KLR owner
R A mad-keen adventure rider
R Definitely a top bloke, AND
R Recovering from a foot operation, so in a good position to benefit from a truly comfortable and protective boot
“I was laid up for a few days,” beamed Timbo when we phoned. He does a lot of beaming and always seems to be bursting with enthusiasm about riding, “and I wasn’t getting emails and messages there for a while. I thought I’d missed out on the deal.”
And how did Tim like the new Formas?
“I haven’t been out for a ride with them yet. I’m still recovering from the operation, but I’ve tried them on and they’re really comfortable. I’m very happy with them!”
Tim’s ’87 KLR is a rebuilt work of art, and we’ll be giving you a good look at that in a future issue. By then Tim will’ve given those boots a workout, we bet.
Nearly 70 per cent of you asked for more ride stories, edging out product testing by about 0.5 per cent. Bike tests actually came in third.
We were so excited we raced down to the coffee cart in the parking lot to tell the editor.
He was excited, too.
Plenty to think about Statistics are tricky.
According to statistics, if you have your feet in a freezer and your head in a fire, you should be comfortable.
All we’re saying there is, statistics are only one way of looking at things. We still look to you folks, each of you as individual adventure riders, to tell us what you like and don’t like about your magazine. When you see or read something you like or something that really peeves you, send us an email or log on to the forum and let us know.
It’s our best chance of getting this magazine right for you.
As a last observation, the tiny percentage who said Adventure Rider Magazine wasn’t the best mag ever might find a little surprise in their next subscription renewal. They shouldn’t inhale as they open the envelope. That’s all we’ll say.
Industry players
Descending a mountain he’d just climbed in Argentina, Steve Smith emerged from the wilderness in time to see three bikes winding past on the mountain road. In a moment of revelation he decided that riding bikes in amazing places around the world was what he wanted to do. AdventureMoto and RideADV came into being as part of that dream.
A Steve Smith
dvR: It’s hard not to be envious of a bloke who seems to be at just about every major ride and somehow still has time to run several successful businesses and occasionally kick off a new one. How did it all get started?
SS: I started working life as a builder…a chippy.
I bombed out of school in Year 10, did a trade, went back to college and Uni later on and got a building diploma. I’ve done some management courses and stuff like that.
I’m one of those ‘new-age’ guys that’s had lots of jobs doing lots of different things. I’ve been a partner in an advertising company, I’ve owned a motel and restaurants, I’ve been a developer…I’ve had quite a diverse background, but I’ve always been an adventurer.
AdvR: When did you start riding?
SS: I must’ve been maybe 10 or 11 when I got my first ’bike, an XR75.
I’ve always had a keen passion for motorcycles, but like a lot people, I dropped off for a while. I got busy with girls and work and building and climbing mountains, and there was a gap of about 10 or 15 years where I didn’t ride. I didn’t get back into riding until I was in my 30s.
I actually came back to road bikes. I didn’t do any racing, but I was always doing track days and riding whenever I could.
I’d always maintained the adventure spirit though, trekking and climbing.
One year I was climbing in South America with my brother. We were walking out after weeks of living in the wilderness and eating grubs and freezing. I must’ve been about 40, and I was thinking, “This is it.
I’m getting too old for this.”
We saw our first road for ages, and there were three guys on BMWs. They’d just come across the border from Chile into Argentina on GSs, and I thought, “Man! That’s what I want to do!”
I wanted to get back on a bike and ride around the world, or explore as much of the country as I could.
I got excited about the whole prospect of adventure riding. AdvR: How long ago was this?
SS: It must’ve been in about 2006.
I came back to Australia and bought a couple of BMWs. I had the Sydney Hills Holiday Park in Sydney as my main business, but I started up a hire-bike business called OzRider.
I quickly worked out renting out bikes was a mug’s game. It was great because I was meeting
adventurers from all over the world, but they were renting a BMW and flogging it to death, and I was left with pieces (laughs).
At the same time this was happening I was buying bikes for myself and kitting them up, and I stumbled across the Wolfman luggage line.
I got in touch with Eric Hougen at Wolfman Luggage. I asked to buy some luggage and I asked if he had an Australian distributor. One thing led to
another and I decided I wanted to set up as an online business, predominantly because I recognised very quickly it was going to be hard to get the product range into bike shops. Adventure riding was still flying below the radar back then.
So I became a retailer.
I’d done a lot of things, but I’d never been a retailer before.
AdvR: Was it tough to start?
SS: Well, just as I started to import Wolfman, Charlie and Ewan released Long Way Round. Suddenly adventure riding was ‘the new golf’.
I think in our first year we turned over something like $50,000 in Wolfman luggage.
I still had the hire bikes, but I realised then that I wanted to focus on the retail and the online business, so I sold off the bike fleet.
AdvR: How was the competition in the early stages?
SS: I started riding and getting involved with people in the industry, and I found this side of the motorcycle industry so different. People were so much more helpful.
I met Geoff Ballard on a Safari in New Zealand and we became friends. I met Clubby from TrailZone and we became great mates. Everyone I met in this side of the business became friends. The adventure-bike industry is very small in Australia, and everyone knows everyone else. When I travel to America everyone’s very closed off and secretive. It’s not like that in Australia. Also, at that time AdventureMoto was very much a niche market. We weren’t a bike shop, we weren’t a fullblown retailer with a big store…we weren’t trying to be all things to all people. Our sole focus was to become an outfitter for adventure riders.
“I don’t have to be the fastest, I don’t have to be the best, I just have to get out and have as much fun as I possibly can.”
Main: AdventureMoto owner Steve Smith, 51, has always been an adventurer.
Left:
IndusTry Players
And we were a supplier of quality products. I started with Wolfman luggage and very quickly got Giant Loop.
AdvR: You’ve expanded a long way from just luggage.
SS: I wanted to get outback as much as possible, and I found soft luggage worked best. Solutions were imperative, and Wolfman and Giant Loop supplied solutions to the problems I was finding, so that was great.
The next step was protection for the bike, and we found a brand that was little-known at the time, AltRider.
The founder, Jeremy LeBreton, used to be a Touratech guy, but he began making his own products. We were glad to add AltRider products to our inventory.
Then I went shopping at trade shows around the world and picked up some really decent lines.
The main thing that’s been critical is, even though we’ve always been an online business, and we had to start that way, we still had to have stock in the country. We distribute some of these lines and send them to bike shops. People want to know they can ring and get product.
AdvR: AdventureMoto’s willingness to see the customer looked after is a common topic of discussion on web forums.
SS: I always look at the big picture, and I look at how I would want to be treated in the same situation. I might not always win in every instance – and by that I mean I might not always get that product replaced by the supplier – but I don’t want to lose a friend and a customer.
I admit this whole business has been a selfish act on my behalf. It’s so that I can do what I love doing, get paid to do it, and meet and make a whole bunch of new mates. I don’t have to be the fastest, I don’t have to be the best, I just have to get out and have as much fun as I possibly can.
AdvR: Where does RideAdv fit in?
SS: I hooked up with Greg Yager from Old Bull Trailriders. It was a great set-up, and AdventureMoto jumped on board as a sponsor.
At the same time I was riding with Clubby and the Yamaha guys on the Ténéré Tragics rides. I knew Peter Payne from his time in New Zealand. So we put to Yamaha that we’d run a ride series. We asked was Yamaha interested in supporting the series alongside AdventureMoto. The condition was that it had to be open to everyone.
It’s gone like a rocket. Yamaha’s support has been fantastic.
They were expensive rides to run, and of course they were free to anyone
In his workshop surrounded by exotic Euro bikes and riding memorabilia, Steve can reflect on his riding past while planning his business future.
who wanted to show up.
The move from Old Bulls to RideADV and charging a small fee was really necessary. I love to joke that it’s a not-forprofit organisation, but the small amount riders now pay helps cover the costs of running the bikes, the event and the support vehicles.
AdvR: AdventureMoto looks a solid business now. Where’s it heading?
SS: The industry is changing.
Even though we don’t have a big shopfront and showroom, people still want to come in here and want to try on apparel and handle products, and good service has always been big for us.
It’s a growing business. We’re dealing with competition from more and more overseas suppliers shipping direct to Australia,
but we combat that with great service and being on the rides and promoting our products personally.
That’s got us to a point now where we’re going to have to change the way we do business in the future. I’ve been thinking of a new business model that would work better for our customers. I’m planning a much more accessible showroom and retail outlet, with a warehouse and a workshop capable of fitting product to bikes.
We’re relocating in the next couple of months to bigger premises here at Dural in Sydney’s north-west, and hopefully we’ll follow with a showroom/workshop up in Queensland in the next 12 to 18 months after that, and then Melbourne.
The idea would be to go from being online to being bricks and mortar.
We’ll be bricks and clicks!
To find out more about AdventureMoto and RideADV, log on to www.adventuremoto.com.au and www.rideadv.com.au. There’s plenty more to learn about these bike- and rider-friendly outfits!
TasTrekrainia
Trek Tasmania seemed like such a great idea. Imagine riding around one of the world’s great adventure-riding destinations with a guide, sweep, and some great blokes. Imagine the scenery, the trails, the old-growth forest and the history, the trip across on the Spirit Of Tasmania …it rained for the first four days, and believe it or not, it was still one of the best rides ever. Riding in Tasmania is just that good.
Even stormy weather can’t hide Tasmania’s incredible beauty.
After a few administrative challenges the nature of Trek Tasmania changed from a paid ride – where readers paid a fee and were escorted around Tasmania – to where the publisher said, “Let’s forget all this paperwork. Let’s just go for a ride and whoever wants to can come with us.”
So on a sunny Melbourne afternoon Adventure Rider Magazine readers Craig Major and Mark Edney joined up with the editor and rolled on to the Spirit Of Tasmania, ready for a few days of a new world.
The new world kicked off with a not-verylarge cabin, but one that was luxury for three hard-core adventure riders used to roughing it. Soft beds and a hot shower put the Bass Strait crossing up in the realms of blue-ribbon comfort for these guys. Craig had ridden down from Sydney on his Husky Terra, Mark from Gippsland on his 1190, and the editor had ridden all the way from Melbourne airport on an F800GS, courtesy of BMW Motorrad.
So two out of three had shown some backbone to get started. The editor had a smug, happy expression that seemed to indicate he couldn’t have cared less where everyone else came from, he was very happy.
The Euro Bureau
Once settled into the cabin a little chocolate tasting and a hearty dinner led up to the footy grand final, broadcast in larger-than-life vision in the Spirit’s various bars and eateries. That, with a few cold beverages, pretty much filled in the night.
The morning saw the crew rolling off the ship – after they’d worked out the sneaky buggers on the boat had put rubber bands around the front-brake levers – to meet Jason Gale and Des Graham, the guide and sweep for the Trek. These two showed their intuitive, almost spooky, understanding of the riders’ needs by pointing to a coffee shop about 100m from the dock. This set the tone for what was to be a truly fabulous week…even though the weather looked a little iffy.
As the coffee and breakfast treats were consumed with gusto – Craig had added gusto on his – the view along the kerb showed two KTM 1190s, one Triumph 800 XC Tiger, One Husqvarna Terra 650 and one BMW F800GSA. u
Wild weather meant caution was needed scooting along the tracks. There were trees down here and there.
It seemed Euro bikes were to be the flavour of the ride, and that suited everyone just fine. The sledging of each other’s brands began immediately, but faded quickly as everyone agreed all the bikes were actually good. It was disappointing there was no-one to really pick on, but it was a good-natured group determined to make the best of things, and so a little ribbing at each other’s professions was happily substituted. Best effort went to guide Jason. He explained he was a deckhand on a tug, and immediately copped cries of ‘Tugger!’ over the breakfast table. When Mark explained he was a dairy farmer, Jason quietly conjectured that he himself might be a tugger, but that made Mark an ‘udder-tugger’.
Everyone laughed like drains.
Des and Craig had retired, which made everyone jealous, and the editor was so busy trying to lick the coffee from the bottom of everyone’s cups that no-one gave him much thought.
Professor Des Graham, 47, from Hobart kept a wary eye on everyone as sweep.
Mist it
The temperature was in low double figures and dropping as everyone mounted up and headed the 15km out of Devonport to leave the bitumen and the cares of the civilised world behind. Jason had every electronic navigation device known to man fixed to the ’bars of his Triumph, and confidently, at a safe and responsible pace, carved a zig-zag course through some gorgeous Tasmanian forest to Deloraine and the Great Lakes Highway.
The temperature continued to drop, and by the time the bikes were resting on their stands at the Haulage Hill lookout over Great Lake the best everyone could manage through chattering teeth was, “G-g-g-g-reat, J-J-Jase. Nice. C-c-c-c-an we please find s-s-ss-somewhere warm?”
‘Somewhere warm’ was Oatlands, and while there wasn’t a lot of big-city action in the village, there was a bakery with fabulous pies and a pub with a very wild set of
decorations. We’ve never seen a men’s-room mirror with a windscreen wiper before. What must Saturday nights be like in Oatlands?
’Snow joke
With contented, well-fed grins, bikes and riders were soon on their way again, and an afternoon look from the heights of Mount Wellington made for spectacular riding. By that stage the wind and rain were really beginning to take their toll, so the crew headed for the overnight stopover at the home of Chris and Josie Wharmby near Huonville.
Chris and Josie are a dedicated and hospitable pair. Dedicated to riding their BMWs anywhere and everywhere they can, and hospitable beyond belief to cold, bedraggled riders who happen to be wandering past. That hospitality extends to dogs, birds, sheep with little tufts of wool sticking out of their bare hides and pretty much anyone or anything that
This is how you look at the tall trees in Tasmania. Cool!
looked a little lost and friendly.
We met the Wharmbys in issue #05 on the Touratech Travel ride, and they threw open their fabulous home, cooked enough food to gorge a flotilla of asylum-seeking boat people and offered hot showers and warm beds to everyone. What a fantastic night, and as the weather became steadily more violent outside the peaceful oasis of the Wharmby residence, the riders all began to ponder how the next day might shape up.
Chris idly picked a tidbit of chicken from his teeth, looked out across the breathtaking landscape and observed, “You might get a sprinkling of snow tomorrow.”
With that cheerful thought everyone retired to contemplate what sounded like a cyclone of sleet hammering the landscape.
The bends
The storm had subsided a little the next morning and was probably no more than a Force Nine gale. Chris and Jason spent some time looking at possible alternative routes to cope with fallen trees and mud slips while Josie delivered life-preserving cups of hot coffee to set everyone up for the day.
As the riders set off into the gentle rain and not-so-gentle wind, all held close the warm, tender memories of the night at the Wharmbys. It’s one that won’t be forgotten.
Even so, it was about the only warmth enjoyed on that morning. The wind howled, the rain rained, and the fallen trees made the run through Judbury and behind Lonnavale an interesting one.
The aim was to end up in Strahan for the night, and after some dodging and weaving, and a look at some very amazing pipes made from timber for the hydroelectric scheme, a vote was taken and everyone was happy to just head down the road. It was cold and the rain meant most of the scenery wasn’t visible anyway, and the 99 Bends stretch had to be handled with tippy-wheel caution. The temperature was around four degrees, so everyone was happy to get to the incredibly beautiful port town of Strahan and get showered, dried out and ready for a new day…hopefully a day a little less wet and windy than this one had been.
Reece Dam was huge.
Guide Jason Gale, 41. Tugger, ace ride leader and top bloke from Ulverstone.
Sand baggers
The rain continued overnight, filling tankbags and promising another day of dodging and weaving through fallen timber. Craig kicked the new day off with a flat battery on the Husky after he’d left the heated grips on all night. A set of jumper leads from the local servo had him underway in no time, and after a lengthy breakfast the Trekking began again. Jason and Des were well up to the task and navigated their way around any obstacles and closed roads without any visible effort at all. The ride continued smoothly and without a hitch.
Until the Fatman Barge at Corinna.
This river crossing was to be a high point of the tour. The editor had drooled on and on about the pies and coffee at the ferry station, and after a cold, wet ride to arrive at the riverbank, everyone was well primed and very hungry… except Des. He went off searching for bears or something. We’re not sure what that was about, but he did it at various times during the Trek. He always seemed to reappear with a satisfied and contented look, but no bears we could see.
Anyhoo, the group was well drenched by the time it arrived at the crossing, only to find the barge out of service and sitting on props. Near the pie shop. On the other side of the river.
After some colourful language everyone mounted up and hurtled back up the sandy dirt road to hit the bitumen and continue via an alternate route.
Without saying too much here, it can just be noted there was a little irresponsible behavior from some riders on the run out from the barge. Apparently the wet, hard-packed sand proved a little too tempting for a couple of the wilder ones, and there may even have been – gasp – excessive speed.
The editor gave everyone a stern talking to and reminded them of their responsibilities as ambassadors for all adventure riders, and, with sheepish expressions, everyone regained their composure and continued on.
Fired
The rain didn’t ease and the temperature didn’t rise, so when the tiny township of Tullah appeared and had a large eatery, everyone was off the bikes and inside before anyone could say, “What about here, then?”
The Tullah snackery offered an open fire and incredible service. Satched gear was stripped off and dumped on the
Main: There were very few creek crossings on the Trek, but it was probably this one that resulted in a dinged rim and split tyre wall.
BmW F800Gsa
BMW Motorrad once again jumped in and offered us a sensational F800GSA for the Trek Tasmania ride. It’s one of the editor’s favourite bikes, and with good reason.
As always, the bike had to serve duty as a carthorse for camera gear, luggage and all the odd bits and pieces needed to get a magazine story done. It also has to go like a cut snake on occasion to be in the right time and the right place for photos. But then it’ll be asked to plod along at zero revs up rocky hills and across slippery creekbeds before hitting the tar and spurring along at pavement-melting pace to keep in touch with other riders on far larger machines.
The F800GS not only does all those things, it does them with incredible ease. On this trip where it was cold and raining most of the time, not only was the bike’s performance a real gift, but the extremely high comfort levels were greatly appreciated.
Thanks BMW, for a really wonderful riding experience!
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Above left: Mark Edney, 41, quietly spoken Gippsland dairy farmer rolled his new 1190 off the boat to join the fray.
Above right: Craig Major, 50, punted his Husky Terra from Sydney down to Tassie and back. Legend!
Below: The consistent rain meant the timber bridges were treated with a great deal of caution.
hearth while the ladies running the place lined up chairs in front of the fire for the drying and warming of jackets, gloves and other essentials. Coffee was piped straight into riders while hot foods were lined up and consumed almost as fast as they could be supplied. It was a very cold, wet and hungry crew that ate its way through the kitchen there, and the girls who were serving kept up with demand, seemingly without even trying. They even found time to demonstrate the best ways they’d learned to get the riding gear dry and warm as fast as possible. It was a true oasis.
Any colder and it could’ve been a true snowasis.
Sun and fun
Nature enjoyed her little joke, and even though it was sunny as everyone mounted up to leave Tullah and head for Snowton via the Reece Dam, the rain continued. At least the temperature climbed a little.
Is there anywhere in Australia as green, lush and spectacular as Tasmania? Probably not. Carving along the dirt roads between impossibly fertile pastures and paddocks, or diving in and out of the amazing, mosscovered rocks and trees of the primeval forests underlines just how great riding an adventure bike can be. The rain gave every scene crystal highlights and sunlight shattered into rainbows on every sharp edge and corner.
Reece Dam was huge and monolithic, and
the sunlight hit harder and harder as the afternoon flew by. The temperature moved up into the ‘comfortable’ range, so even though the rain continued, it was a happy and wide-eyed group that bundled into Smithton that evening.
Once again, great accom meant a chance to dry everything out and to stock up on the calories needed to recover everyone’s feeling of well-being.
What a great day.
Real riding
It seemed a miracle when, early the next morning, it only rained a little.
The morning featured long sections where light drizzle kept the dust down, and the only real downpour for the day came while everyone was under cover checking out the amazing Dip Falls.
This was a good thing, because Des had split his front tyre hurling his 1190 along, thinking no-one would know what he was up to because he was sweep. The truth will out though, and the flat spot on his rim and the split in the tyre told the story.
He’s a throttle jockey!
Jason’s eyes lit up as he informed everyone they were about to ride his favourite track, and off he went like a scalded cat.
Oh! How everyone said what a top bloke Jase was as they fought to just try and hold their bikes upright on wet clay that was so frigging slippery even the moss was having trouble sticking to it. And how everyone cheered as they paddled through the
sump-deep slop and tried desperately to go in a straight line.
And Des was loving it! He was rapt in the challenge afforded by hoping his tyre didn’t pop at every sharp-edged rock hidden in the slime-covered puddles.
Oh, yes. Everyone thought Jase was a dead-set champion with his ‘favourite bit of track’.
As it turned out, Des’ tyre held together until the next stretch of bitumen, and he headed off to find a bike shop and then rejoin the Trek that evening in Ulverstone.
Over and out
The final day’s ride kicked off with a goodbye to the editor. He headed off to Launceston airport in the early morning –not before pointing out that the rain had stopped at last.
The remaining guys spent the day on more dirt roads, chasin’ Jason through the Asbestos Ranges, Smith and Railton to end up back at the Spirit Of Tasmania for the crossing home that night.
This ride could’ve been a teeth-grinding exercise in cold, wet frustration, but thanks to some superb guiding, and some really excellent company, we reckon it was probably the ride of the year. With everyone having such a great time, and with the incredibly beautiful terrain, it’s hard to imagine this ride being any better.
Except…what if it’d been sunny?
Hopefully we’ll find out next year.
Scott Britnell
Cape Byron to Steep Point in 72 hours and 10 minutes. Back again to total 173 hours and 50 minutes for the double-crossing. Who is this guy?
At 40, Scott Britnell, from Camden, NSW, has done something astonishing: he rode across Australia and back in a time that seemed barely possible. The adventure-riding community sat glued to his SPOT trace watching it happen, scarcely believing what they were seeing. Adventure Rider Magazine spent a rainy afternoon in a coffee shop finding out more about Scott, his ride, and his plans for the future.
AdvR: No-one’s ever heard of you before this. Tell us a bit about yourself.
SB: I grew up on a farm in central Victoria where I had a lot of opportunity to ride straight out my back gate and into the mountains, so I sort of honed my skills there. There weren’t too many people to ride with, so I did a lot of my riding solo, and I did a couple of enduros where I didn’t have a licence and I borrowed some number plates, and I did a few natural-terrain motocrosses.
That was about all the racing I did for a while.
AdvR: What kind of bikes were you on?
SB: Always Hondas and always four-strokes. I had to ride whatever my father could buy tax-exempt for the farm.
AdvR: You had a break from riding for a while?
SB: I was in my late-20s when I got back into some enduros at State level. I was in WA by then. I had some limited success and I got a taste for Euro bikes at that time. I had a couple of Husabergs in their eccentric early days, and then got a ride with TM. I still have a TM400 in the shed that probably has about 4000km on it and hasn’t seen the light of day in five years.
AdvR: Did you learn to ride sand in WA?
SB: I guess so.
I used to mess about in the dunes up Lancelin way and the true sandy areas up north. It was all good fun.
Then I had an argument with the front end of a truck in the dunes and popped a medial ligament. After that I backed off for a few years.
Now I’m back on the east coast, and I guess I’m at that age where I’m looking for something a little more adventurous. I bought myself a KTM640 Adventure and did a few runs across central Australia on it.
AdvR: Were they solo rides?
SB: No, I rode with a few mates.
There were a couple of big trips, you know, 4500km and 5000km. For example, we might ride from Broken Hill, a big loop up and around, across The Simpson, through north Queensland and back down again. That sort of thing.
That gave me a taste for the big distance rides.
Above: Scott’s keen to tackle a range of challenges in the future. Dakar’s just one of them.
Left: Scott’s a big fan of KTM and Mitas after his experience on the double-crossing.
Right: For most of us this would be a moment of huge celebration. For Scott it meant he was halfway there.
AdvR: What made you think, “Byron Bay to Steep Point, that’s for me!”
SB: (Laughing) I remembered, years before, reading the original articles about the WR400s that had been across in 96 hours, and I had a look at the Motorbikin’ DVD where those guys made the attempt. It interested me, pushing the limits like that.
When I was out riding on those trips on the 640 I probably spent more time sitting in the desert waiting for my mates to fight the sand dunes and catch up than actually riding. It was probably at one of those times I started tossing around the idea of whether I was capable of getting across The Simpson in a straight shot in a day.
The idea just morphed from there.
AdvR: This wasn’t your first attempt at the crossing. What happened last time?
SB: I put a lot of research into possible fuel stops and when they were open, and I managed to hunt down an old 640 Rallye rear-tank system. They bolted on to give 42 litres total and a massive range of more than 750km. I opted for an aftermarket aluminium radiator with the idea it may keep the bike a bit cooler, but it let me down. I guess the wear and tear of belting it across The Simpson at speed and then pushing it hard through the Old Gunbarrel took its toll.
The radiator cracked just west of Wiluna and that was pretty much the end of me.
AdvR: You obviously learned some lessons on that run that you brought to this run.
SB: Absolutely. Success is in the planning and quality of hardware.
When things went sour there I was quite disappointed.
The bike had to be recovered back to Perth, and it was the week of the Safari. I had a couple of mates competing, so I took the opportunity to watch the end. While I was there I ran into Rob Pollard and a few other guys, and I let them know what I’d just not achieved.
My wife had already told me I needed to get a machine that was up to the task of what I was asking of it, and with the help of Rob Pollard, who’d already sold the bike that I ended up buying, I called four of the eight known owners of a 690RFR in Australia to finally convince one of them to sell me the bike, and that’s where this ride started. I knew my original plan was sound and now I had the hardware.
My thoughts were that the bike should come pretty much ready to rock, and I wouldn’t need to spend hours and hours in the shed.
That wasn’t the case, of course. I do like to tinker.
Above: No big-money support crews on this trip. Scott did the ride without a support vehicle or co-rider.
Left: Just because you’re setting a record for riding across Australia and back doesn’t mean you shouldn’t stop at the bakery.
AdvR: Was the build intensive?
SB: Yep. The bike had done a Safari and a Dakar. Given what I was asking of it, I needed it as bombproof as I could get it. I simply had to make sure everything that was within my power was right. I started to pull things down and the linkage bearings literally fell out. So I proceeded to replace every bearing outside the motor, pulled the suspension out for a service – the forks needed re-chroming – and then while the bike was apart I threw the motor in a box and sent it up to Lee Palmer at Cross Roads Motorcycles in Grafton. Lee pulled it all down, scoped it, checked it all out and said it was like new. It still had honing marks from manufacture in the barrel, even after a Dakar and a Safari.
This man knows his stuff and knows just how good this design is. Lee had 100-per-cent confidence that the motor was going to go the distance.
I built the custom nav tower, gave it a fresh lick of paint and the big girl was set.
For those few good people who got on board to make this ride possible, I want to acknowledge my sincere thanks. To back a guy with a pretty crazy plan is a tough ask, particularly when he is an unknown quantity. The journey has really just begun.
AdvR: What are the big things you learned from this successful attempt that you’d like to bring to the attention of regular adventure riders?
SB: Having read over the blogs since the ride, I saw a lot of people saying there’s no way they’d ever go out and do something like that.
From the get-go I worked off a few main considerations: develop a rock-solid plan, don’t sacrifice on quality hardware, have a nutrition plan and get some great people involved.
By the time I set off, I knew my plan back-tofront, and that allowed me to ride hard with confidence. While you’re sitting on your couch it’s quite easy to put the level of detail in to
lee Palmer
Lee Palmer, 39, of Cross Roads Motorcycles in Grafton, northern NSW.
That’s now. In the past, Lee rode for Vince Strang during the heyday of the Safari effort. He rode enduro in Europe and ‘ended up’ at KTM in Austria.
“Over many years I worked my way to the top and was managing teams and the Dakar effort for KTM. And I developed this bike that Scott actually rode,” he told us.
How did Scott and Lee get in touch?
“He sort of found me,” explained Lee.
“ He was just driving through Grafton and he dropped in.
“It’s a small community with these bikes. There’s not many in Australia, so anyone who has one knows their history and background. Scott dropped in here to Cross Roads and we started talking and he told me what he wanted to do. I told him he had the right bike, and I said if I could help, I would.
“It just went from there.”
sCoTT BrITnell
Kicking off from Australia’s most easterly point.
make everything smooth sailing. Then the easy part is just getting out and doing it.
To be honest, there was a significant amount of risk and isolation in what I did. So it was paramount to have people sitting back in Sydney watching me through the SPOT and another tracking system, knowing where I was and ready to respond. All I could do was accept that in the worst case it might take more than a day to get to me. I carried little more than a neck brace and a few Panadol.
I spent a lot of time deliberating over my bike and gear. Aside from a couple of very minor things, I reckon I got it right. When it comes time to lay rubber, you want it to hold up. A bike of more than 220kg, hooting north of 150km constantly, hour after hour, is a big ask, and these Mitas tyres were up to the task. I made a very lastminute switch to an old Chain Gang rear sprocket that already had miles on it. Interestingly, it was one tooth bigger than during testing. One tooth can make a big difference to fuel range when things
are already on the limit. I ran out of fuel seven kilometres short of Warburton. Luckily, I’d filled my emergency water reservoirs with fuel and they got me into town.
Nutrition and minimising fatigue were critical on such a long haul and every aspect was worth a look. Comfy boots, big ’pegs and the ‘travel-light’ principal were more important to me than spare clothes, a tent and cooking gear. Although you’d be surprised at the amount of gear I carried to mitigate failure from breakdown. Normally I can’t deal with those tasteless protein bars and shakes, but I was recently introduced to Herbalife, and I reckon it’s the bomb for this sort of thing.
Other than that, I guess it’s important to understand you can’t pick a dual-purpose machine to do something as specific as the ride I did.
AdvR: You’ve made a huge mark with this double-crossing. What’s next?
SB: Seven days straight inside a helmet with no distractions is a long time to
scheme up the next wild adventure.
I’m disappointed I missed the Wynns Safari era where it was just a man and a machine without the current-day professional factory outfits imposing themselves on the purity of it all. So I’d really like to motivate like-minded people to maybe come out and do some truly challenging adventure riding, and then see where the appetite is for the future beyond the last running of the Australian Safari.
Clearly Western Australia is the Mecca for isolated, unimpeded and virtually limitless desert riding terrain. I’m starting to look into the possibility of maybe doing a run involving the Canning Stock Route and other iconic routes.
Again, for myself, it’d have the factors of speed, endurance and remoteness. There’d be a hefty element of risk there, and it’d probably have bigger logistical challenges than the crossing I’ve just done.
Perhaps a straight-shot, double-crossing of the Simpson for shits and giggles.
And I have a few left-field plans for the Kimberleys.
On top of that, I’m really, really interested in looking at Dakar.
AdvR: For reals?
SB: For sure. My own personal confidence is that the riding thrown at me there would be something I’d be capable of. Clearly I’m comfortable enough with the endurance side of things, pushing long days, but I’m not a fool. I know a run across Australia doesn’t necessarily validate your ability to be able to push on in one of the world’s harder races.
But it’s there to be done, and I reckon I’m going to tackle it.
Once I pay off the credit card for this one, I’ll focus on doing whatever it takes to get more good people on board and make it happen.
He used to be The King Of Pinch. Now he’s… BoB Bondeson
Q. Where’s home, Bob?
A. Myrtleford in Victoria. We moved here in late 2013 for the lifestyle and sensational riding!
Q. What’s your age?
A. Nearly halfway between 40 and 50… nearly! I’m 25 at heart!
Q. Are you registered on the AdvRiderMag forum? If so, what’s your handle?
A. Yes – pretty boring, I think it’s just ‘Bob Bondeson’.
Q. What bike do you ride?
A. A 2005 DR650 and 2006 KTM200 – go the two-banger!
Q. What’s the best ride you’ve ever done?
A. Porepunkah to Dargo via Wannangatta. I love the challenges of river crossings, the beautiful scenery and riding in a group is a great buzz. Up and down, up and down, look around for a bit, more of the same…
Q. What’s your favourite place to ride?
A. The Vic High Country of course! There’s so much to see, challenges galore and endless destinations. I spent years living in flat country, so to have endless hills and some great single trails is just awesome. I can take my boys on a ride that’s suitable to their skills but then step it up with my mates to some pretty tough single trails. Mind you, my boys are giving me a run for my money these days!
Q. What do you like most about the mag?
A. It’s highly informative – simple, no mumbo-jumbo or horsepower blah blah. It’s just practical and affordable information and suggestions that are easily applied to my bike and riding. It’s a really easy read.
Q. What’s something that really peeves you on a ride?
A. Nothing, really. Every ride’s a good ride. That’s how I look at it.
Q. Have you ever raced or ridden competition?
A. Yeah, a little Victorian Hare And Hound Series and Thumpernats in the early 1990s.
Q. When was the last time you pinched a tube?
A. I don’t know. I used to be the king of pinch, but I learned from my mistakes. Lube is the key!
BoB Bondeson
Shangri La And stinking mud ponds
Barbara Jones continues her world travels with husband Mark.
“Where? New Zealand! For how long?”
I took a deep breath.
Never one to forego the many creature comforts of life, I greeted the proposal of a week-long tour of New Zealand’s north island with mixed feelings: dread mixed with panic.
After all, wouldn’t it be hours on end in cold, rainy conditions, staring at the back of the rider’s helmet
with no one to talk to except myself?
But this proposal came from my rider, Mark Jones, the only man I’d ever loved and have been married to for nearly 30 years. The bottom line, as with the marriage, was that I wouldn’t have missed a minute of this incredible journey.
Local knowledge
New Zealand’s north island is by any measure a paradise, obviously designed by a creator who rode a bike. Strange thoughts occur to pillions without intercom. Things like, ‘What if God rode a bike, what would it be? And if he did, would Jesus have ridden pillion?’
Our bike was a BMW F650GS, BMW’s confusingly named 800cc twin, fully fitted with panniers and top box, capable of carrying everything we needed between stays.
Now, just landing in an unfamiliar country and renting a bike to explore with is fraught with perils, much like walking into an unfamiliar pub with no idea where the loos are. The way to travel is to get some inside information, and ours came from the team at Paradise Motorcycle Tours. These guys must have the best job in the world – checking out the very best routes and accommodation in NZ, to custom fit each rider’s personal preferences.
Food for thought
Auckland time is two hours ahead of Australia, and we staggered off the plane after a 3:30am wake up in Cairns – to meet international check-in times – to collapse into our first hotel with views of Manukau Harbour.
We’d spent days culling our riding gear and clothes to fit airline and pannier limitations, and we were soon repacked and ready to go, with the GPS pre-programmed by Paradise for the next day.
Auckland’s Manukau Harbour has a newly redeveloped marina area of shops,
restaurants, and more restaurants. That was all good from a foodie point of view, but pricey. Some of the best food could be had at the decidedly down-market Food Alley, offering a taste of Asian, Indonesian, Turkish and Japanese takeaways or eat-ins. There were plenty of bright lights and it was noisy, but it was extremely friendly and there was really big bang-for-buck food. Food Alley defines “grubby” at a glance, but don’t dismiss it. Cruise it and sneak it back to your luxury hotel room with the widescreen TV for an intimate night.
Dotting the eyes
We set out after a full brekkie at the hotel. Even though we don’t usually indulge, the breakfasts are essential to get through the morning rides. We were expecting to be on and off the bike repeatedly for camera stops for the first few hours and the roads were challenging, but at least they’re perfectly maintained.
Hey, wait a minute! All I could see was
u
the back of my beloved’s helmet. It said, ‘DOT’. It also said it weighed 1666gm.
After some practice I could actually look to the sides for incredible views without disrupting the aerodynamics. Even as we left Auckland in the only drizzle we encountered on the whole trip, the closed-in city views expanded to amazing panoramas of vast farmlands – mainly sheep, cattle and grass-cropping. Every hilltop offered a horizon-wide vista to take the breath away.
The GPS sent us somewhere we weren’t expecting, a little artist colony called Raglan. If you love artist colonies, or are into a bit of surfing with bodyboards, make absolutely sure you have Raglan on your itinerary. It was full of great little restaurants and arty-type shops. There were lots of upmarket B&Bs in the area as well, offering good value for tired riders. The spa bath and luxurious terry robes at our choice, Redwood Lodge, met my undeniably high standards for creature comforts.
Moving up
The second day’s ride was a long one, riding around the many volcanoes that make up the island.
There are many guided tours of caves with phosphorescent ‘glow worms’ – actually insect larvae. They’re pretty cool, but they take a lot of time that could be better spent riding the roads to the Mangapohue Natural Bridge near Waitomo. This is an amazing structure, fitted out with excellent boardwalks and no crowds. It also comes free, instead of the fairly high cost of the more-frequented sites.
Riding around the south of Lake Taupo, we finally caught up with the cold on the central plateau. The increase in altitude made us glad we’d put the thermal liners in our riding gear.
The realisation that what you’re looking at is actually an extinct volcanic crater, of what is purportedly the largest volcano on Earth, makes everything else look small in comparison.
Pardon us
The next day from Taupo to Rotorua was so remarkable that superlatives don’t do it justice. The geothermic activity is right there in front and on the nose, and the high water table throws up innumerable geysers, resulting in steaming vents throughout the countryside.
There are many guided tours through the
area, but none better than Orakeo iKorako, a masterpiece of ecotourism. Called ‘The Hidden Valley’, it’s only accessible by boat, and gives an hour-long stroll around some of the smelliest scenery imaginable. Yep, those blooping mud holes are giving off hydrogen-sulphide gases – much to the delight of young boys who thrill at any fart jokes they can manage.
Pooling resources
The next few days allowed some time to look around Rotorua, catch up with the laundry and take an excursion out to the east coast and The Bay Of Plenty, sticking to the back roads for more rollercoaster riding.
We finished the northerly ride at Whitianga after an unexpected stop at Hobbiton – yeah, the site of the Tolkien Lord Of The Rings movies. We’d read those books 30-odd years ago. It’s cute, if you’re into it.
There’s a free beer at the end of the tour for the effort.
The town itself is tiny and decidedly tourist-oriented, with a jaw-dropping marina full of yachts with price tags like a lifetime’s earnings. It’s a superb coastline, and a short trip to the Cathedral Cove and Hot Beaches
is highly recommended. Don’t forget to wear easy walking gear, and don’t stand too close to the hot pools people have dug. You’ll only annoy them and burn your feet.
And now for the true Shangri La – just follow the magic path from the Oceans Resort into the world of the Lost Spring.
Four years in the making, the Lost Spring taps into the geothermal activity to heat a series of pools of varying depths and temperature. Lined by luxuriant plantings draped over the swimming-length ponds, fitted out with swim-through caves and grottos, the mineral waters are amazingly clear. And as a plus, you can order your chardonnay to be brought to you at the pool. For a kid brought up in the icy climate of Maine, USA, this was heaven.
Paradise for sure
The final day started out with more winding roads and jaw-dropping scenery, then it was back on the freeway to Auckland.
I’ve run out of superlatives for this tour, and are forever in debt to the Paradise folks for making this the trip of a lifetime.
AdventureMoto BMW F800GS
When we asked AdventureMoto owner Steve ‘Wolfy’ Smith in his interview about what bike would be his dream build, he pointed and said, “That’s it there. The F800.”
AdventureMoto wanted to build the first F800GS Adventure. This 2007 model was completed before the first GSA hit dealer floors.
When the owner of an adventuremotorcycle import business decides to build a bike, you can bet it’s going to be something special. When that business owner loves adventure riding as much as Steve Smith, the result goes way beyond “special”.
Surrounded by all kinds of exotic bikes in various states of customisation and readiness – some of them seriously droolworthy Euro road racers – it’s this BMW that fulfills Steve’s adventure-bike dreams.
The eye-catching slice of Dakar-inspired bike art started out as a stock F800GS, purchased new in 2007, and even as we write this the odo still only shows around 7500km. If you could see the range of machinery in the AdventureMoto garage you’d understand why. Steve is a busy bloke, and when he does get to go for a ride, he has plenty of bikes to choose from.
“I’ve had this F800GS since new,’ he looped giantly. “It was always destined to be a project bike, but I’ve owned a lot of bikes while I’ve owned this one and it sat in the shed for a long time. I didn’t get a lot of kilometres up on it, and when I finally started to pull it apart a few years back it was really a question of either rebuilding it or selling it.
“At that time BMW hadn’t released the F800GSA, and I was determined to build the first F800GS Adventure.”
Once Steve had made the decision to develop the bike, things went ahead in a smooth progression. Robin Box at Touratech Australia supplied the tank and screen, and a big selection of parts came from America.
“The Öhlins front and rear suspension came from the US,” remembered Steve, “and the wheels from Woody’s Wheel Works in Colorado. I use a lot of Woody’s products because they’re incredibly strong.
“A lot of the other parts, like the AltRider bashplate, headlight protector and various guards are US-made products that I sell. Even the Doubletake mirrors – which fit on RAM mounts and fold out of the way – are AdventureMoto products.”
Bottom’s down
It’s hard to miss the low-profile Renazco seat. It looks like the foam might be a tad thin, but is in fact broad and very comfortable.
“I wanted more a rallye-style seat,” bummed Steve. “Most people think you have to soften the seat to make it work for distance, but that’s not the case. It’s all about the width and support for the rider’s hips, and this seat is very comfortable. I had it made in colours to suit the planned look of the rest of the bike.”
The rack is a Guard-It Technologies item, and Steve has a set of ‘side frames’ for panniers, hard boxes, Rotopax or long-range pod tanks. With the Touratech tanks and standard tank the bike carries 36 litres and offers a range of around 600km. With a CamelTank and pods the bike’s range stretches out to 1000km.
The exhaust is a Barrett slip-on can, not a full system.
“I went through that phase of trying to get every ounce of horsepower from the motor, but at the end of the day I’m not a good enough rider to worry about it,” honested Steve. “I find a little bit of mid-range punch helps, and the Barrett pipe gives that. I’d rather spend on the suspension and on getting a good range from the bike than look for every last ounce of power.”
Techo
The driving lights are from Clearwater, and
like several systems on this bike, they’re programmable. The Clearwaters can be dimmed, and they can be programmed to ‘amp up’ – Steve’s description – when the rider hits high beam, or dim down to a preset level on low beam. The BMW headlight has had an HID upgrade as well, so even without the Clearwaters night vision is exceptional.
BarkBusters handguards, Kaoko cruise control and a GPR steering under-’bar damper grace the ’bars, while a front-guard extender strengthens the front beak.
Something that can’t be seen is the PDM power management system.
Steve explains it: “It’s like a fuse block, but it’s a solid-state, programmable block of circuit breakers. You don’t have to worry about blowing fuses. It has six circuit lines, so if you trip one, instead of replacing a fuse, you simply switch the bike off, the circuit resets itself, and you turn the ignition on again.
“But it’s also programmable.
“I have everything that opens and shuts on this bike – heated grips, GPS, extra lights… things like that – and being able to program those accessories to come on after the bike’s already started means you’re not drawing all that power from the get-go. All the battery has to do when you hit the button is turn the starter motor, then between six and 60 seconds later the other electronics are programmed to go live. It’s a huge reduction in drain on the battery.”
Big wheel
Mark 3 Pivot Pegz replace the stockers, and in a new mod, the tank now has quick-release fittings and dry breaks in the lines. Removing the tank takes no time and is fuss-free.
The wheel set is purpose-built with 12-gauge stainless-steel spokes and Excel rims. The rear is an 18-inch with a narrower profile rim than standard. Steve’s dream was that the bike would be a world tourer, and the availability of 18-inch tyres still far outweighs 17s, especially in some less-developed countries. The 18-inch rim means anything from the currently fitted Mefos to Dunlop 606s can be slipped on.
And the paintwork?
Top left: An understated and clean look, front to back. Bottom left: Great protection for the heat exchanger and lower cases from AltRider.
Above: Clearwater LEDs give a boost to the HID fittings in the standard lighting.
Left top: Custom-built wheels front and rear. Look closely. There’s a KTM brand on that sprocket.
Left below: The low-profile seat actually offers improved long-distance comfort.
The design and look of the bike, right from start, was intended to be a tribute to the Paris-Dakar BMWs of old.
“It’s that M3 colour scheme,” dreamed Steve, “done right here at ShedX (a paint booth at Steve’s HQ in Sydney’s north-west).
“The white, the two shades of blue and the red, the blue hubs, and just the look of the bike,” he trembled.
“It’s just beautiful.”
We thought there may have been a tear glistening in the corner of Steve’s eye, but he slipped on his sunnies so we couldn’t be sure.
Job done
In the flesh this bike carries the quiet, race-ready dignity of the Dakar BMWs when they were at their height.
Gaston Rahier would’ve had a lump in his lederhosen for just a chance at a bike like this one.
We know the feeling.
1: AltRider guards feature throughout the build.
2: No sinking in the soft ground for this bike!
3: The look of the bike was a tribute to the M3 BMWs of the Dakar era.
4: Blue hubs. Hmm…
5: That’s an Öhlins shock lurking in the background.
adventuremoto
F800Gs
R Manufacture date: 11/07
R Odo: 7452km
R Öhlins suspension front and rear
R Touratech tank (combined 36 litres with additional 16-litre pods)
R Touratech screen
R Pivot Pegz
R Clearwater Glenda LEDs
R HID lamp upgrades
R AltRider bashplate, covers, headlight protector and sidestand foot
R GIT rear luggage rack
R Renazco Racing seat
R Woody’s Wheel Works superlaced wheels with Excel rims and alloy RAD hubs
R Supersprox rear sprocket
R Galfer discs
R BarkBusters handguards
R Kaoko cruise control
R Doubletake mirrors
R GPR Steering damper
R PDM solid-state programmable power management block
R Barrett exhaust
R Paint by Moto-Paint (Shed-X)
Image conscious
“This photo could be on Mars!” planeted Ed Cullen, “But it wasn’t Mars. Me and my cousin Graham were in western Queensland on the 400km journey from Windorah to Bedourie. Our eventual destination was Lawn Hill National Park. And, yes we carried fuel for this leg of the trip.” That’s a helluva ride, and a helluva pic too. Ed earns himself a much sought-after Adventure Rider Magazine T-shirt for sending us this image. You could win one, too! Send your pic, and some information about it and yourself, to tom@advridermag.com.au.
Wish you were here
ThaT PlaCe Where rIdInG For The Joy oF IT Is all ThaT maTTers.
Karen ramsay
good It’s all
It was the second quarantine sign that made us think they were serious.
We promised not to shoot anything.
t’s not often our kids are all home at the same time these days. However, as hubby Dave and I had already organised to take a few days off for an extended long weekend, combined with the fact that I haven’t been riding much lately because I’ve only just got my Terra back, we decided we’d still go. So, with the sound of the three kids arguing over who was taking which vehicle camping on the weekend while we were away, Dave and
II set off for a few days of exploration. I was severely tempted to take all car keys with me.
Venus and Mars
I’ll need to preface this story by letting you know a little bit about Dave and I. He likes to plan our trips precisely and not leave anything to chance. Going for a halfday ride? He’ll take enough spares and tools to cover any eventuality and spend hours mapping the route and looking for places to
stay. However, this is the same man who’ll build a shed, or an extension on the house, without even a mud map. Using a chainsaw. Amazingly enough, they’re always wellbuilt and square.
I, on the other hand, need a drawing from different perspectives and an itemised list of materials for any proposed building work. Yet, when we’re riding, I’m happy to jump on the bike with a map and go.
Words: Karen Ramsay
Above: The Terra’s back in service.
I’ve managed to avoid us getting a GPS so far. I deal with technology quite a bit through my work, so I see riding as an escape from it. We once had a Bluetooth intercom and it did have its place, particularly when I was learning to ride. Now I think it’s serendipitous that it stopped working. I constantly sing or talk to myself while riding. Things like: “Woah! Took that corner a bit wide!”, or, “Hey cow!” (every time I ride past cattle and there’s no fence between us), or, “Don’t slouch” or “Brake… brake…BRAKE!”, plus the odd squeal of either excitement or fear. I couldn’t imagine anyone wanting to listen to that.
Sign up
Now, I don’t know what it was about this particular weekend, but my normally good map-reading skills were on par with my singing skills. Somewhere near Stanthorpe I looked at the map and worked out which backroad to take next. Leading the way, I was slightly surprised when we got to crossroads. With a highway.
Not to be deterred, I reassessed our position and got it wrong again, so we backtracked a bit to follow a rolling, decomposed granite road along a rabbit fence Dave recognised from his internet trawling. The next time we stopped, we both consulted the map. Dave showed me where we were. I felt like my inbuilt navigational skills were reset and good to go.
Leyburn looked like a good place for lunch and the route we chose appeared to take in some interesting dirt roads we hadn’t been on before. I was leading when we got to the road I was looking for. There was no sign, but it was just as I remembered it from the map: a turn-off to the left, then 100m or so before hitting two roads that veered neatly away from each other. I say
“remembered from the map”, because there’s no way in the world that I’m going to look down at a map while riding. I’ve heard some people say they fear looking at their map or GPS more than hitting ’roos or emus. So, past cattle (“Hey cow!”) and the odd sheep, over a creek, round a corner…to a locked gate.
I was sure I knew where we were according to the map this time. And according to the map, it was a public road.
Contemplating the options (cut the chain and ride through, stand around getting annoyed or turn around), we opted to leave Leyburn for another day.
This pretty much set the tone for the rest of the ride. At various intersections we’d stop and consult the map, I’d pretend to know where we were, and just choose a direction to take. As long as we went more or less in a north-easterly direction, I thought we’d surely end up somewhere near Toowoomba by the end of the day. That led to various No Through roads, private properties and other roads I’m sure weren’t on my map.
At one point we ended up in a quarantine area. After ignoring the first sign, I figured the second sign was probably an indication they were serious.
Home run
The next day was no better. We came to a gate on Sawpit Gully Road.
After all the roadblocks the day before, I was more than a little reluctant to go through a very disused looking gate along a disused looking road, even if there weren’t any signs to tell trespassers they’d be shot on sight. Being on bikes in Queensland, we weren’t exactly flavour of the month. Nevertheless, the chat we’d had with a farmer earlier (the second time we passed him, as we were once again
lost), indicated it was actually a road…even if it wasn’t on our map.
Dave on the F800 sailed on, while I weaved across the track hunched over the handlebars, trying to make myself as small a target as I could.
It was all going well. I was in the lead as the track became a nicely graded road, down a hill, around a bend and onto private property.
Seriously?
Fortunately Dave had spotted a neglected track not far back, so we took it, through a private wildlife sanctuary –promising not to leave the road or shoot anything – until eventually making our way to a main bitumen road.
If I intentionally tried to take us the wrong way every time, I couldn’t have done better. Whatever the reason my navigational skills left me on this trip, it made for a great ride, and best of all, I had
R It’s possible to still have a great ride and not know where you’ve been or where you’re going
R Sometimes No Through roads aren’t
R A locked gate is simply the key to a different adventure
R With every ride, every new experience, I realise why I love adventure riding
R Next time, I’m definitely taking all the car keys
Karen ramsay
Another setback.
Adventure-riding tips
A-traction
Generally speaking, grip is good. It gives you control, gets you around corners, up hills and can be a big help in not ending up on your head. As a rider you can’t turn wet, red-clay slime into a grippy surface, but there are many ways you can maximise available grip levels to maintain control.
Words: Miles Davis
Kenny Roberts was one of the first road riders to slide his knee on the ground as he glided around racetracks. Now a young punk called Marquez is dragging his elbow – and sometimes shoulder – on the ground. Why do they do it?
Keeping it simple, with high grip levels a rider can lean off the inside of the bike to maintain balance at higher speed without exceeding the tyre’s-edge grip limit.
With an adventure bike on gravel turns though, if you lean off the inside of the bike the tyres will slide and push.
When you watch the textbook flat-corner, off-road style you’ll see the bum off the outside of the seat, the upper-body weight to the outside, and the outside foot pushing down through the footpeg. The outside elbow is positioned high to provide a good grip on the ’bars.
The benefit of all this weight on the outside of the bike is to push downwards through the contact patch of both tyres as the bike leans, creating grip while still being able to move the body easily to adjust balance when the tyres do start to slide. Depending on tyres and the surface, it can be very surprising to see how much the bike can be leaned over without losing grip or control.
Riders who stay very static on the bike aren’t able to extract the same grip levels from the same surfaces.
Control use
In previous issues we’ve talked about smooth control use (throttle, clutch, front and rear brakes). When you have grip you can be a bit aggressive and still maintain control, but in low-traction situations you need to be really smooth on all controls to keep control.
Short-shifting gears is also a great way to get big adventure bikes through slick terrain. Many riders over rev and do it tough when they could be one or two gears higher and doing it quite easily. Having the ability to get that lower-rpm torque to the ground with subtle clutch blend can make a huge difference, especially when it comes to getting up slick hills. And when it comes to slowing down, good braking feel will also give much better results when conditions are slick.
Riding is art
I’ve been lucky to have met world motocross champion Joel Smets. Joel had a saying: ‘racing is art’.
It was very interesting to find out some of his ideas on dirt riding compared to road riding. He sees off-road riders as needing to be more creative in the way they interpret terrain, how it changes due to moisture content and how a track can change during the course of a race. You need to be very in tune with the surface, and to understand grip levels and optimum line selection to maintain control.
When you think of it that way, off-road riding is more like surfing, with a non-consistent surface, while road riding is more like skateboarding on a generally consistent surface.
Line-selection skills are developed over many years of riding and can have a huge impact on how a rider feels in low-grip situations. Positioning the bike in the right place to be able to accelerate, brake, turn or navigate smoothly over ruts, small u
Left: Traction is important. Rider input can have a huge bearing when traction gets iffy.
Right: World motocross champ Joel Smets placed great importance on a rider’s ability to assess traction and the track’s changing nature.
Above left: Electronically adjusted suspension is becoming more common. It allows a rider to make adjustments quickly and easily at the touch of a button.
Above right: A shock reservoir is usually where compression damping adjustment can be found, but it can be in lots of different places. Check your owner’s manual.
logs and other obstacles can make or break a rider. Be creative with line selection, watch where better riders position their bike and learn what works best for you.
Bouncy bits
Suspension allows a bike’s wheels to keep contact with the ground, and there’s no doubt well-adjusted suspension can make a difference to how a bike handles and feels. It’s probably not surprising to know that many people have little or no understanding of how suspension works, so let’s demystify a few basic terms.
R Springs and spring weights: The front and rear springs support the weight of the bike, rider and luggage. The adjustments on a bike’s suspension will not make the spring stiffer or softer
R Preload: Adding pressure or tension onto a spring will compress that spring and raise the height of the bike. You add or remove preload to a spring to gain the correct ride height or ‘sag’ (see below)
R Sag: There are two types of sag – static sag and rider sag. Static sag is the amount the suspension compresses under the bike’s own weight, measured in millimetres at each end of the bike. Rider sag is the amount the suspension compresses under the weight of the rider on the bike. Add preload to decrease sag and remove preload to increase sag
R Damping: The control of the compression and rebound strokes of suspension is handled by damping. It’s usually a valve system, similar to a typical kitchen tap. Open the valve and the suspension fluid will flow through an orifice faster, giving softer or more compliant suspension. Close the valve and the fluid will move slower, giving a firmer feeling or lesscompliant suspension stroke. Front and rear suspension can both have damping adjustments
Adventure bikes need to find a balance between on- and off-road performance, which isn’t easy. For better off-road control a very general guide could be the following:
In low-traction situations you need to be really smooth on all controls to keep the wheels on the ground.
R Add preload so the bike sits higher in the stroke, therefore increasing the usable stroke of the suspension
R Reduce damping, allowing the suspension to compress and rebound quicker. This will let the wheels follow the uneven nature of off-road surfaces better and feel plusher
It’s becoming more common for bikes to have electronic suspension adjustment. Having the ability to tune suspension using a button on the handlebars makes it much easier for a rider to make changes based on the surface at the time.
Round, bumpy bits
Tyres are the bike’s contact with the ground and definitely make a difference to traction levels. But many riders overestimate how much impact tyres, especially tyre pressures, can make. If I had a dollar for every time I’ve heard, “What tyres?” or, “What tyre pressures?” I’d be sitting pretty. Don’t get me wrong, those things are important. But they’re not the be all and end all. Get body position, control use and line selection right and you’d be amazed at how well you could ride a bike with bald tyres at 40PSI. Then add good tyres and suspension settings and you could be invincible! Well…almost.
As a general guide, choose knobby tyres for more sandy conditions, and more street-looking dual-purpose tyres for hard-pack or bitumen riding and for longevity.
And guess what? In-between tyres will be in between.
Pressures can be varied, but don’t get too carried away with running low pressures unless you’re committed to riding lots of deep, sandy conditions. The risk is going to be pinch flats to tubed tyres, as well as rim damage from aggressive impacts with rocks and other sharp objects.
Once you know how to extract traction from low-grip surfaces you’ll be able to choose when you want to induce some slide and when you want to get drive. Then you’re covered for a wider range of conditions and situations.
John hudson
Setting up
John Hudson takes us to the outside edge of the adventure envelope.
The ragged edge of the sport is going into new country and taking on a difficult track that makes your gut churn as you look at it. Especially if it doesn’t exist according to your GPS or map.
When you find yourself in this situation you need to pull up, gather your thoughts and run through your options. A rider who’s having trouble with their bike or equipment will often have to back away and take the safe option. A rider who’s done his preparation can have faith that, even if the situation turns very ugly, he can cope.
That’s the preparation all adventure riders should be striving for.
Gear selection
It might sound strange, but when it comes to equipment I start with the gear I’d need if, in the event of a bike failure, I had to walk out from the desert or scrub.
My ultimate survival (walk-out) gear consists of
R A CamelBak that will hold my wet-weather gear as well as a jumper and a spare 1.5-litre bottle of water
R A cigarette lighter
R A Leatherman
R Pub shoes that I can hike 100km in if I have to
R Hat and sunglasses
R A GPS that has a battery that can be used without the bike
Words: John Hudson
(I’d consider taking the bike battery if heaps of navigation was required)
R Swag roll with sleeping bag. Use a rope or strap to make it easy to carry, and put food in it
R I’d be hiking in my pub clothes – light weight shorts and/or jeans, a shirt and jumper
R A phone and phone charger
If you have pen and paper, leave a note with your bike telling people of your plans
Walk over
When selecting your pub clothes and your camping gear all I’m suggesting is you consider the worstcase scenario. Imagine you may have to do a long walk for safety’s sake.
John hudson
Tool belt
Now some stuff you should look at when selecting some of this gear.
First of all your CamelBak needs to be able to carry more than just its bladder. Having your lighter, hat, sunnies, first-aid kit and wet-weather gear are essentials.
In most emergency situations you shouldn’t leave your vehicle, but adventure riding often consists of very minor tracks. I’d only leave the
Left: Preparation is the key to dealing with emergencies and difficulties.
Above: It pays to know how to get the best from a swag.
Right: It’s a good idea to have a CamelBak that will hold wet-weather gear as well as a jumper and a spare 1.5-litre bottle of water.
Far right: Choose a Leatherman with a good set of pliers, and the Phillips-head and flat-head screwdrivers need to be high quality.
bike if I was returning to the last major track where I think I’ll have the best chance of being found.
On the SPOT
When going on an adventure ride I will often put a waypoint on my GPS where I see drinkable water as I’m going. It’s not a bad habit to get into.
My priority on all decisions from this point is getting water and looking after anyone who is injured. If you’ve done an APC Rally you’ll have a SPOT tracker you can just press the button to bring in the cavalry.
When selecting a Leatherman you need to make sure it has a good set of pliers, and the Phillips-head and flat-head screwdrivers need to be high quality. Some fuel pumps need a top-quality screwdriver to undo them.
The pouch needs to be really good quality and have enough room for your pants’ belt to fit through it. Having your Leatherman on a normal leather belt is not a bad option either.
John hudson
A lightweight tarp has multiple uses. It can be a shelter, and clean place to put engine parts and dry place to put a swag on wet ground.
The swag man
Because of insects it’s always a good idea to have a flyscreen in either your tent or swag. The OzTrail Biker Swag is a good cheap option, but the place you don’t want to skimp on money is the sleeping bag. You need a minus10-degree bag, and you should buy a silk liner. It’ll work great on the extra-cold nights. Your sleeping bag should be left in your swag.
The key to not getting condensation in a swag on a cold night is to have it open a little. Modern swags have domes with lightweight poles that allow it to breathe. When it’s cold, position the swag so your feet are facing the breeze. On a hot night do the opposite.
Always try to pick a campsite where there’s some sand or loose soil to lie your swag on. I often see guys use shelters with concrete floors, and it’s a big mistake. Always stay away from a hard surface if you have a thin mattress. If you use an air mattress it’s especially important. You don’t want punctures.
Never camp under a tree that could drop a branch in a high wind.
For a pillow, a good trick is to roll up your riding pants and put them under the swag. They won’t move around if you do this.
When going to bed, always take your head torch into the swag because sometimes it can be hard to find the zippers to get out.
Love the tarp!
I always carry a lightweight tarp which I put under my swag if there’s no weather about, and you can fold this over your
riding gear to keep the dew off. I keep the tarp under the swag on my bike to protect it from chafing, and the tarp is handy when it’s really raining and you can keep an area dry to sit. It’s also handy for keeping everything out of the dirt during mechanical jobs. It can be used as an emergency stretcher. Just grab two long poles and roll the tarp tightly around each pole.
The tarp itself is just a three-metre-by-threemetre lightweight cheapy. Don’t get the heavy silver ones as they weigh too much.
A major advantage of a swag over a tent is fast set-up. You can also lie close to a fire when it’s real cold, sit on a rolled up swag by the fire, or bury hot rocks under sand and lay your swag on top.
When travelling, the swag can be tied to your rear rack using ratchet straps or bike tie downs, and then you can stand a fuel bladder against it. I like the idea that when I’m not camping I just leave all this gear on the back. I have my pub clothes in a waterproof bag in one pannier with my shoes above them. Having to unpack a heap to get to your pub gear is a pain.
Panniers
The key is to never fill your panniers. Always leave some spare room.
This makes packing them a lot easier and allows space for extra water bottles and food when you know you’re heading into a long section. Always try to pack panniers so they are even in weight. I have a tube and compressor with a clothes bag and shoes in one side, and a tool roll, spare parts,
warm-clothes bag, food and spare water, tow rope and first-aid kit in the other.
I personally reckon the Andy Strapz Expedition Pannierz are the best for durability and easy use.
Straps
If you can find lightweight ratchet straps you should buy a set of four. You put your tarp and swag on your rack, snug them down, then cut the excess straps and burn the ends.
The other two straps I put around my panniers and cut off the excess.
The best feature of ratchet straps is that they can be easily tightened once the load settles. All you do is ride for 30 minutes then get off and tighten them. They’ll be right for the rest of the day.
The ratchets can often be used to help a bike with a broken sub frame.
Tow rope
Buy a five-metre piece of webbing strap and get a high-quality D shackle and tie the webbing onto it. When towing you put the D-shackle through the front rider’s foot peg and wrap the webbing end around the back bike’s opposite foot peg. That way whoever is being towed can just lift their foot off the ’peg when they want to let go.
Tips
Some good habits to get into
R Always wash dirty socks when having a shower
R Try to pack your gear in the same place every time
R Tools should be carried in a soft case to protect your other gear. A school pencil case is not bad. Before a trip put a selection of spare bolts and hose clips in your pencil case
R Often riders will carry Araldite, Quick Steel and Silastic in tubes. If you cut the top off a small plastic coke bottle it’ll protect your soft-repair products from your other gear and stop them from exploding
R Whenever you see steel valve caps with valve removers on them you should buy them and put them on your bike
Ready, steady
Like any sport, a positive attitude is the main ingredient for success.
It’s a great feeling when you leave home on a bike that’s well set up and your gear’s sorted.
When you arrive home it’s a good idea to clean everything and repack it in your panniers. It’ll be ready to go on the next adventure.
4 Day Brisbane QLD
12th-15th March 2015 $450
4 Day Sydney NSW
26th-29th Feb 2015 $450
ADV-X Perth to Byron Bay
30th May-13th June 2015 $1700 (plus freight) ADV-X Option 2 (Alice to
Cost $900 - Only 23 spots available because that’s what our truck can take out to Alice. Finke desert race!
We have had a large number of riders ask if they could do half the trip because they could not afford the time from work.
After sorting out some logistics here is what Option 2 offers June 5th to June 13th It’s a bit of a Rockstar type tour. See more online at www.apcrally.com.au APC 14 Day Rally 2016 14th-27th May 2015 $1450
For more information, contact John Hudson.
Phone: 0414 457 455
Email: john@australianpropertycentre.net.au
Web: www.apcrally.com.au
Store: www.apcrallystore.com
Preparing for
adventure
Planning a trip requires a number of key considerations, including where you want to go, how long you plan on being away, and the riding experience you and your fellow travellers have.
Sensible packing will make a loaded bike much easier to handle.
One of the questions I’m often asked by newbies is, “How do I get into adventure riding?” For seasoned tourers it may be second nature, but for new adventurers it’s an important question that warrants more discussion.
An adventure bike allows you to connect with the world like no other form of two-wheel transport. For many riders with years of experience, it’s not until they get an adventure bike that they truly realise adventure touring is more about taking in your surroundings than about how fast you can ride, or how long it takes you to get somewhere.
An adventure tourer can ride as fast or as slow as they want, without the peer pressure or expectation that often comes with owning a sports or dirt bike.
Let’s have a look at the some key considerations for planning a trip.
Solo or group?
If travelling solo is your thing, you’ll generally cover bigger distances in a day, and you won’t have to consider other riders in terms of where to stop, what sights you’re interested in seeing, and how long you want to be in the saddle.
For remote travelling, it’s highly recommended solo travellers carry a SPOT tracker (a tracking device that can notify search-and-rescue of an SOS situation and position), so that those at home can follow your progress, and it gives a safety net in case something goes wrong.
Travelling in a group allows you to share the experiences with others and then relive the moments later on, but it
also requires some extra planning. You can expect to cover less distance in a day with a group, and have less flexibility to change plans on the run. Pleasing everyone is the key, and you want to avoid disharmony at any cost.
Groups don’t always need to travel together or go the same way. As long as everyone knows the destination or next stop the group may split up and ride each at their own pace, or go a different way depending on each rider’s ability and pace.
robin Box
This can also be an advantage for slower riders who don’t want the pressure of having to push beyond their comfort level. This is what I generally prefer to do, but in more remote country we’ll stay together as a group.
Above: Camping allows a freedom that’s hard to match. Riders can stop whenever they like, wherever they like. There’s no times to meet.
Below left: Adventure touring gives you the chance to connect with the locals like no other form of transport.
Take it easy
Don’t be too ambitious with your end-ofday targets until you know everyone’s ability and comfort zones. When riding in a group, the front rider should never go faster than 80kph on windier roads because the group will spread out too far. The riders at the back will then need to go too fast to catch up.
This may seem a little far-fetched, but consider the traffic-light example. The lights go green at the same time for everyone, but if you’re 10 cars back, it’ll be several seconds before you can even move forward. Amplify this over 100 tight corners on a winding road and you can see a slower rider at the back of a group will soon be hundreds of metres behind.
A group of three to five riders is about right, but you can certainly have more. However, even a group of eight or 10 u
With the right preparation adventure riders can take on the
riders will often split into smaller groups during a ride.
Brief
A group can have lots of different personalities, so make sure everyone is well aware of each day’s route and what’s expected before the ride begins. You can then give them daily updates on which towns they’ll pass through and at what time they need to be in certain locations.
You’ll also need to plan some flexibility into your itinerary, just in case you encounter flat tyres or other problems. It’s helpful to include a short, easy day in your itinerary, just in case you need to make up some time. I always try to have a short day every third day on a longer trip.
Where to travel
Your major consideration is at what time of year you’re heading off and what the temperature will be.
As a rule, riders in the south of Australia head north in the winter, and south in the summer, often to Tasmania.
Be realistic in planning how long it takes to get to your destination. If you have limited time, consider trailering your bike some of the way. Your travelling time is longer and safer in a car, simply because you won’t need to be off the road when the shadows get longer and the wildlife starts appearing. You can ride towards dusk if
you wish, but from our experiences both in Australia and in Africa, the risk-versus-gain equation simply doesn’t stack up.
Trainers
If you’re new to adventure riding, simply owning an adventure bike doesn’t mean you’re capable of riding anywhere you like. Plan your trip based on your riding ability. Thoroughly research the areas you want to ride in beforehand. As an example, many times we rode past the turn off to Bubbler Springs on the Oodnadatta Track, but we eventually took the time to check it out and discovered a truly amazing formation. If you can, it’s also worth getting some good rider training. It’ll make your trip more enjoyable, and safer, on a loaded bike.
Pump it up
The availability of fuel is a major consideration, particularly if you’re heading into central Australia. As a general rule of thumb, you should be able to get fuel every 200km or so, but that’s not always the case. If you have a fuel range of 350km, you should top up regularly, while a bike with a 500km range means you can usually skip every second opportunity –but do your research first. It’s not uncommon for the service stations to run out of fuel in the outback, meaning you’ll have to wait until the next shipment arrives, and that could be days.
Also remember that fuel won’t always be available 24/7. Many places will close at 6:00pm and won’t open early the following morning. Refuelling your bike when you arrive at a town is advisable.
Daily
time and distance
Australia’s a big country. You can see all of our landscape types on made roads and within reasonable distance of major towns. That means, for example, you don’t need to ride to the Simpson Desert to see red sand. Plan your trip thoroughly before you leave so you don’t miss any highlights, and then enjoy the ride.
If you’re travelling on main roads, averaging 100kph won’t be that difficult. You need to allow for stops along the way for scenic sights, food and water breaks and anything else that you may want to see. Breaking your ride up gives you time off the bike, but also keeps you fresher as the day wears on.
If travelling in a group on twistier roads, your daily average will be reduced to around 300km to 350km (average speeds of around 70kph, or five hours in the saddle), and this will come down even further (to around 250km, or 50kph average) if you’re on tight gravel roads, such as on the Barry Way along the Snowy River.
Obviously your whole day won’t be ridden at such slow speeds, so research your route and make allowances where necessary.
Comfort zone
The rider comfort on an adventure bike is brilliant for long-haul riding, meaning you’ll finish the day feeling far better than you would on a sports or dirt bike.
As I said earlier, you can travel further on your own, but we don’t recommend doing any more than 550km in a day – you’ll spend your whole day riding and won’t see anything.
In summary, if you have a 10-day trip planned, then an overall distance of between 3500km and 4000km would be perfect.
Destinations and accom
We’ll cover this in more detail in a future issue, but if you decide to live off the bike during your ride, it gives you flexibility as to where you can stay each night. You can stop where and when you like.
As you’ll need to carry camping gear and food on the bike, this form of accom is usually only undertaken by solo travellers or small groups. If you haven’t camped before, do a couple of local trips beforehand, just to fine-tune what you need on a longer trip.
Your destination will also have a bearing on your form of accommodation. If I travel north I generally use a combination of a tent and pub or motel, but I’ll usually stay in pub/motel/guesthouse/B&B if I head south to Tasmania.
Staying in fixed accommodation also gives you the bonus of talking to the locals, who often give great advice on local attractions that may not be on the map.
If you’re staying in pre-paid accommodation along the way, it will usually need to be booked before you leave, meaning the distance you travel each day and the time you arrive in the evening is critical. It’s also worth remembering that if you don’t pre-book, it’s a lot easier to find a bed for one than it is for a group. If you arrive at your destination late, the meals at the pub may have finished, the bar may be closed, and you’ll have some very unhappy riding partners to contend with.
The information above is easy to put into practice, but being well-researched, wellplanned and well-prepared will ensure you maximise all the highlights and experiences, and your adventure ride will be one to remember. A clean bed and a soft pillow can be a welcome sight at the end of a long day.
Finally, chat to other adventure riders who have done similar trips to the one you’re planning, and get their tips and recommendations on what to see. Don’t be afraid to ask questions!
The 2015 Adventure Travel Film Festival
Bright, Victoria, must be one of the best adventure riding places ever. There’s dirt roads going every which way, the scenery is incredible, and we’ve been there heaps.
Bright, Victoria, is so good that no matter how often we ride there, we can’t wait to ride there again. About the only thing that could improve Bright as a riding destination would be a few good movies.
Hallelujah! Our dreams have become reality!
Even better in 2015
In issue #04 Douglas James and a small but dedicated crew wandered in to the third 2014 Adventure Travel Film Festival, and they had such a great time that we vowed we’d be there next year.
Now it’s next year – sort of – and Adventure Rider Magazine has stitched up a deal with the Film Festival organisers that means you readers can head on up to Bright and take in a movie or two, meet a film-maker or two, have a drink or two, and generally feel special, too.
It’ll be like that Cairns Film Festival the gossip magazines are always on about, but it’ll be for adventure riders, and in Victoria.
VIP treatment
There’s some fine detail under discussion as we go to print, but so far we’ve organised R A special Adventure Rider Magazine screening where readers will get to sit in their own special area and feel like real knobs
The main feature will Dream Racer, the gut-churning, feelgood story of Christophe Barriere-Varju’s journey to compete in the Dakar. You’ll laugh. You’ll cry. You’ll get to talk to Christophe! Yes! Christophe himself will be at the screening (we’re pretty sure), and will answer
When
questions, possibly even autographing a DVD or two, in a special Adventure Rider Magazine -only Q&A after the flicks (probably at the brewery, and others can probably listen enviously)
As we said earlier, there are still a few things under discussion. The publisher and editor are both fighting like little schoolgirls over who’ll get to go, so maybe they both will. Either way, the mag will be there, and it’s going to be awesome. It’ll be even more awesome if you readers join us.
Site seeing
If you’re keen – and who wouldn’t be – log on to www.advridermag.com.au, go to the forum and register your interest. Because we won’t have time for another issue of the mag before the festival we’ll be lining this one up using the website and email. Find the thread on the forum, leave your email address, and we’ll be in touch.
Also find the ad for the festival in this issue (here’s a clue: it’s on page 29).
If you use the code to book your tickets, you’ll get a whopping discount! Could it be any better?
See you there.
and where
R The Adventure Travel Film Festival R February 13-15
R Alpine Visitors Centre, 119 Gavan Street , Bright, Victoria (right near the Bright Brewery. Yum)
R Log on to www.advridermag.com.au to get an invite (you’ll have to register your interest and give us your email so we can contact you)
corners
TheandSimpson
Paul Beavis and a few mates met in Tibooburra in far northwest NSW with a rough itinerary and big list to get through.
Across the Simpson on a single 34-litre tank of fuel.
This ride had four starters: Chad on a DRZ400, Dave on a Ténéré 600, Matthew on a Tiger 800XC and me on the DR650.
We didn’t plan for a big leg on the first day. Considering the pre-trip drinks of the night before, everyone was pleased at a casual start, and we arrived at Cameron Corner just in time to cross the first item – Cameron Corner itself – off the bucket list over lunch.
After a feed and fuel-up we headed for our first night’s camp at Montecollina Bore on the Strzelecki Track, and pulled up to find Chad’s rear tyre had thrown off all its centre knobs. That was potentially a major problem. There were a few thousand kilometres before Alice Springs and the opportunity to get another tyre.
There was nothing to do but continue on.
The Strzelecki and Oodnadatta
After spending the night in minus-four degrees it was hard to get going.
We took the Strzelecki to Lyndhurst – where there’s no longer unleaded fuel – and with the Flinders Ranges to the south and clear blue skies overhead, we rode to conserve fuel until Marree, which was just as well with Chad’s tyre issues.
Shortly after Marree we stopped to see Lake Eyre South and pulled up at William Creek for the night. William Creek has a fantastic restaurant and we were made to feel very welcome by the staff there.
Centre punch
We headed out early the next morning to Oodnadatta, passing Algebuckina Ruins with their impressive bridge and great camping area. We pressed on to Oodnadatta for some last supplies before heading north to Finke.
Just before the town centre we turned west towards Kulgera and the Lambert Centre turnoff only 20km away.
The 13km to the Lambert monument and the geographical centre of Australia kept us on the ’pegs and is a great ride. Considering the long roads we’d been on, this section was awesome. It’s a shame it’s so short.
We arrived at the Lambert Centre to see a small replica of the flagpole at Canberra’s Parliament House. We signed the book, set up camp and ticked another item off the bucket list.
The rock
There’s only one road to the Lambert Centre, so we were back into the fun riding on the way out, arriving at Kulgera for a second breakfast.
u
1: Paul Beavis.
2: It’s what can happen if you go into the desert ill-prepared.
3: The Mt Dare Hotel is a great stop for adventure riders and four-wheel drivers.
4: There were no major mishaps in the dunes, but a few soft landings.
Words: Paul Beavis. Images: Paul Beavis, Dave Harrison and Chad Adams
The centre of Australia…depending who you ask.
last pub in the Northern Territory. As it’s so close to the border, we headed south for the mandatory photos at the border crossing – seeing as some of us missed the NT sign on the bottom of a 44-gallon drum near Charlotte Waters the day before.
We took the Mulga Park Road, right next to the border, to Mount Conner. Mount Conner is sometimes mistaken for Uluru, so has the pet name ‘Fooluru’. It has some testing terrain, including deep sand and bulldust sections. We pressed on and joined a conga line to Uluru on the blacktop.
After seeing hardly anyone for days on end, it felt as though there was traffic everywhere.
We pulled up short of Uluru to get some photos of The Rock and The Olgas, but didn’t go through the gates. We all vowed to bring our families back for a holiday one day.
There was more riding to do, so we headed back to Curtin Springs for the night.
Alice
We took it easy to Alice for our rest day and some supplies. Chad had nursed his damaged tyre over 1700km from the Strzelecki Track and was stoked to have made it. After some bike maintenance we had a quiet look around the town.
It didn’t take long to get going the next day as we were all keen for the ride ahead. We took the Old Ghan Railway which runs beside the famous Finke track. It’s approximately 220km from Alice to Finke, and due to the race being held only a few months before, the railway road was smooth. The Finke course runs parallel with the Old Ghan Railway and we took to the race track several times to mix things up a bit. There are more ruins to stop at along the
way and read up on the history of the Old Ghan.
Before long we were at Finke for the second time this trip. The next planned stop was Mount Dare. That was where we’d grab the last fuel until Birdsville, and also pick up our pre-booked satellite phone. The phones cost around $35 a day and can be returned to Birdsville after your Simpson crossing. It’s money well spent!
After lunch we headed for Dalhousie Springs where we were scheduled to meet our support vehicle for the Simpson crossing. None of us had done a Simpson crossing on a bike and we agreed a support vehicle was a sensible choice.
We had a mandatory swim and set up camp for the night, then settled
in for a sleep at the entrance to the Simpson Desert.
Middle of nowhere
We were up before dawn for another swim and then we were off, regrouping at Purni Bore and agreeing to regroup every 10km, or every main turn, to make sure everyone was accounted for if something went wrong. It didn’t, thankfully. There were a few bikes dropped here and there, and the Tiger made its own track on a dune as it overshot a sharp right at the top.
It was a good introduction for what was ahead and kept us all honest.
Seventy kilometres past Purni Bore the Colson Track crossed the French Line. We exchanged stories with a group of 4WDers and headed off again,
Just outside Finke on the Old Ghan trail.
On top of Big Red and ready to celebrate.
in no rush to cross the desert. We’d agreed earlier we’d allow three days.
So not long after the Colson Track we pulled up for the night, in the middle of nowhere, lit a fire and exchanged stories of our day.
Second corner
As we knew we were heading into bigger obstacles, we decided to get up early and hit the dunes while they were untouched by 4WDs and the heat of the sun. They were compact and easier to ride, but the sunrise made for difficult viewing. It was like riding blind. We ended up waiting for the sun to rise a little further before heading off again.
Although the dunes became larger we were all in our element. The falls were minimal and with the relentless “dunes of death” approaching things were going well.
The scenery is hard to explain. It’s amazing. Endless dunes stretch to the horizon with only a twin trail to follow. There’s only yourself, the bike and the dunes.
We’d arrived at Poeppel Corner by mid-afternoon to tick another item off the list. While there we exchanged stories with Jordie, a guy who was walking across the desert. He’d started with a custom-made cart at Dalhousie Springs 13 days earlier, but the cart was making things slow for him, so he dumped it and asked passing 4WDs – and us – to drop one of his 20-litre water drums and food bag ahead for him in an agreed location. He managed to raise over $10,000 to help fight teenage suicide in the Northern Territory. Legend!
The camp went up quick and the fire was lit and the stories rolled out as the sun set.
Big Red and Birdsville
We awoke to dingo footprints around the
camp, some centimetres away from the tents. There was a sense of happiness on packing up and we were all keen to ascend the biggest sand dune in Australia, Big Red, and to get to Birdsville for a cold beer. Just east of Poeppel Corner the track runs alongside a huge salt pan that makes for great viewing and was a smooth relief from the sand riding we’d endured for the past few days. The dunes do become bigger after the salt pan, but become further apart with little salt pans in between.
busy around town and made for a great night at the hotel sharing stories about our Simpson crossing.
Coming face to face with Big Red is daunting. You become aware of the enormity of the challenge as you approach and attempt a third-gear run up, dropping back to second near the summit. We all made it without any dramas and had a celebration beer on top watching the countless 4WDs ascending.
Our nights’ accommodation was at Birdsville, so we pushed on.
Haddon and home
Birdsville is only 40km from Big Red, and we were there in no time. I made it across the Simpson, from Mt Dare to Birdsville, on a single Safari Tank sold as a 30-litre cell, but which in fact held 34 litres.
It was kind of strange to see traffic again and an active airport. With the famous Birdsville Races only a week away, it was starting to get
Birdsville bakery served us brekky – some having the must-try camel pie and coffee – and lived up to its reputation. Due to the races approaching, it seemed all of the roads into Birdsville had been, or were being, graded. That made for smooth riding. Before long we’d turned south and ticked the last item off the bucket list: Haddon Corner.
We continued south back to Tibooburra where we split up, thinking what a fantastic trip we’d had and pondering our next adventure.
There it is: Big Red. It’s daunting.
The salt pans stretch from one horizon to the other.
The bridge and campgrounds at Algebuckina are well worth a look.
ONE
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shop bike
The bike’s being prepared for ADVX, so it goes everywhere with the swag, tools and other luggage in place.
ADVX, here we come
The publisher has decided AdvRiderMag needs a story on ADVX. He’s entered on his 1190 and decided the editor should run the KLR (otherwise the publisher might not get pictures of himself in the mag). That meant the KLR had a definite ride to aim at. That helps shape tuning in a big way.
Image: Marty Blayke
Last issue the mighty KLR had its footpegs moved and had settled in after blotting its copybook on an earlier ride. We wondered about lower gearing, some suspension work, and maybe a lighter, more open pipe.
Since then, the bike has been pencilled in for ADVX and now the editor’s running around like a chook with its head cut off trying to get the bike in shape for what looks a challenging ride.
First stop: Teknik Motorsport.
Nick of time
Nick Dole, owner of Teknik Motorsport and well-known for his blunt assessments of the editor’s shortcomings as a rider, rolled his eyes when the forks and shock arrived, then set about assessing the current state of the suspension equipment.
“The first thing we do is measure how much preload is on the shock right now,” he compressed, grabbing the shock and a pair of vernier calipers and measuring away like crazy.
Nick discovered the preload adjuster on the shock was seized –which explained that funny clicking noise the editor heard when he tried to wind it up. It was chocka with crud. Nevertheless, Nick made the relevant measurements, noted everything in an impressive file marked ‘AdvRiderMag KLR’ and proceeded to disassemble the unit.
“The KLR shock is actually quite a good one,” clicked Nick. “It’s rebuildable and simple, and that’s neat. What lets it down is it’s normally sprung and valved too soft, and that’s because Kawasaki never really intended people to use it the way Aussie adventure guys do.
“The forks are damper rods – as opposed to cartridges – so they’re comparable to bikes like the DR650. They don’t have shims. They’re simple and robust, and again, they’re usually undersprung. To get them working well we have to add a little complexity to the damping circuits.”
While he was saying all that, Nick reduced the shock to its component parts, cleaned and measured everything, then ignored the editor’s claims to being ‘slim and razor fit’ and ‘fast as!’ He eyed in the editor’s bulk, remembered the editor’s XR he’d tuned for many years
(only to watch it continually finish races after everyone else had gone home) and then told the editor what he felt would work best.
You can’t beat expert advice based on experience.
Spec tackle
The stock shock is probably set up for a 60kg or 65kg rider, so the 4.8kg spring was swapped for an 8kg unit to accommodate the editor’s mass. As Nick then pointed out, a spring that’s so much firmer will rebound way, way faster than the stocker, so he needed to modify the rebound circuit to maintain a safe rebound speed.
Before the shock could be rebuilt and reset, Nick had to work out the sag that would best suit the rear end.
A genuine straight, slip-on fit. The Barrett makes the bike a little louder, but gives much-improved throttle response. It also moves the sweet spot up in the rev range.
With the shock being in such bad shape before he started, and with the rebuilt unit such a far cry from when it was in the bike before, Nick considered the existing measurement to be irrelevant. He was able to dig into his extensive top-secret files and find sag settings from previous builds. He then applied his findings to this setup. Not only that, but he was able to put the settings into a computer program that showed him possible results and simulations for the various parameters he could change.
We were very impressed. Nick tried hard to explain it to us, but Ernie, Nick’s dog, came in with a manky old pig’s ear he’d dug up, and we lost track of the technical explanation in ensuing hoo-haa.
A program allows the simulation of different parameters and their effect.
was fitted. Nick explained that with the heavier spring and damping, the bumpstop was less critical. The bike’s rear was unlikely to hit the bumpstop regularly, so he’d rather allow the rider to use more of the shock’s action. The smaller bumpstop rubber would give a few extra millimetres of shock travel at extreme compression, and that’s when it would really help.
A new seal was fitted, just because it seemed a good idea while the shock was apart. The valving for both compression and rebound was adjusted to make both a little firmer, and then clean, new oil, the same weight as stock, was poured in.
Nick explained thinner oil is better because the thicker the oil, the greater the viscosity change with temperature. If the valving is set sensibly, a thin oil will do the job and the rider won’t be plagued by the shock fading as it heats up.
are no shims. The oil runs through holes. So when the oil ages, the forks still don’t feel too bad. It’s a very sturdy and workable system.”
The ‘bad feeling’ over time with forks like these comes from the springs sagging and losing their preload. To get the best from them, Nick recommended that if the forks are just serviced regularly, and the preload reset, it’s like they’re ‘back to brand new again’.
The stock fork springs were .41kg. That’s about the same as a stock XR250.
The replacements were a pair of .54kg with 20mm of preload, and when we asked why that spring weight, it turned out to be a judgement call on Nick’s part. The same went for the slightly lower oil height. The heavier springs take up more volume inside the fork leg, so there should be less oil to compensate.
Geez. People who know what they’re doing know some interesting stuff.
New fork seals and oil completed the package, and then, just to put a finish on
The KLR shock is simple but can be made to work well.
The forks and shock even looked more aggressive when Nick had finished with them.
“Manky pig’s
ear?
I don’t know what you’re talking about.”
The rider can’t just plonk his bum on the seat and let the low-rev torque drag him out of trouble now. The engine needs to be pushed up to around 3500rpm to hit that feeling where it’s ready to take on anything. For aggressive riders, the sweet spot runs up to around 5000rpm, and the motor gets there faster than it did with the more restrictive standard muffler.
It’s a bit of a snorter now.
Remember this bike is being prepared to take on the sand of Steep Point, the dust and ruts of the Gunbarrel and the extremes of central Australia, so while it might be a little less friendly, it’ll be far more ready for that type of terrain.
It’s still a great, go-anywhere bike. The pipe and suspension have made big improvements in performance.
or in turns, and the feedback to the rider has improved out of sight. It feels like a bike ready to accept a lot of rider input, and to let the rider know what that input is doing.
Admittedly, that means some of the plush, ultra-smooth cruising feel has gone, but it’s a trade-off we’d happily make on any bike, any time. We feel like this is a really excellent suspension upgrade in every respect. It encourages the rider to be more aggressive, not just in line choice, but in throttle use as well.
That’s a good thing, because the new pipe has had a very marked effect.
We haven’t been able to put the bike on a dyno, but we don’t feel like there’s heaps more horsepower. What’s really noticeable is the improved throttle response, and the movement of ‘the sweet spot’ in the rev range up 1500rpm or 2000rpm. That means the bike’s not as lazy to ride.
Experience counts for a lot. Nick was able to delve into his files of previous KLR suspension builds to find information that would suit our bike and the ride we have in mind.
Power play
That’s where we’re up to.
The editor’s taken to riding everywhere, no matter where, with his swag and tools on board to get an idea of how the bike’s going to cope with the load in various situations. So far he’s very happy, but he’s still whining about wanting more horsepower for the sand, and lately he’s been seen cutting up bits of cardboard in the shape of GPSs and sticking them to various parts of the bike.
He’s also been on the phone to the folks at Safari Tanks, and to Andy at Andy Strapz. That’s a hint as to what might be next.
reckon you can do better?
Do you have a second-hand deal that’s better than our KLR? Maybe you’ve got the worst second-hand purchase of all time? Or maybe the barn find that was the bike of your dreams? Send us some info and pics. We’d love to hear about it! Email tom@advridermag.com.au
Image: Marty Blayke
Scrapheap
Putting the ‘fun’ in ‘fundraising’
Think you can hack a challenge? A run with the Scrapheap Adventure Ride people will have you wondering if you even know what the word means.
The Scrapheap Adventure Ride is a quirky combination of adventure riding, bike building, fundraising and the kind of good-humoured staring down of difficulties that makes it a unique and very uplifting experience.
The concept came from the quirky and uplifting Perry Gilsenan, 50, a Sydney-based rider who wanted to raise money for Down Syndrome NSW. Perry’s family has had a lot of help from Down Syndrome NSW, and he wanted to do something in return. Perry’s something of a tinkerer when it comes to bikes, and he thought the idea of people building a bike to do a ride to a specific destination would be appealing to a lot of people. To make it even more appealing, Perry came up with the idea that the bike had to be purchased for less than
$1000 – thus the title ‘Scrapheap’.
With destinations like Cameron Corner and Bourke, that meant some serious work to get cheap bikes up to the reliability needed.
The idea flourished. People loved the notion of resurrecting seemingly decrepit bikes, and as the event has grown, there’s developed an unspoken pride in finding the least likely bike in the worst possible condition, and somehow getting it to the destination.
You’ve never seen so many people facing such a near-hopeless task and having such a great time doing it.
Perry’s own FrankenHonda bike is a great example of how the Scrappers love to build. Starting with a CB400/4, Perry fitted a 460cc Yoshimura big-bore kit and an XR250 front end, then extended the swingarm 100mm and fitted Öhlins rear suspension. We had some vague memories of a colourful, incendiary history for this particular bike, and we asked if it had done all the rallies
“It’s only done three,” said Perry, looking almost serious for a second.
“It split the fuel tank on Scrapheap Two, getting to the start. I pulled up and my wife, Jane, said, ‘Is there supposed to be fuel running all over the spark plugs?’ and I went, ‘Yeah…NO!’
“I had the tank modified, and it’s been great ever since, but maybe I pushed it a little hard on the u
Top: Around 80 riders gathered at Nymboida in northern NSW for the fifth running of the Scrapheap Adventure Ride. There were some wild ones!
Left: You don’t have to be a greybeard to love a good Scrapheap run. Mike Case, 26, put together this bike. “It’s part Harley, part Yamaha, part Honda, part roller blinds, part handbag. When I heard about the rally I thought it’d be a great opportunity to get this built and raise some money for a great cause.”
Right: Seriously? On a belt-drive, 50cc Chinese scooter? Any wonder bits started falling off it halfway through the day.
another great batch of ANZAC bikkies, too.
2: Dave Scharf started with a Kawasaki GPX750R he bought for $900. He fitted up a Chariot sidecar, built in Caloundra, Queensland, between 1978 and 1982. “It had a whole ‘Grosby slipper’ thing happening,” explained Dave. “It had the big, three-foot-high thing behind your back and had speakers in it and a three-foot-high windscreen…it was vulgar and ugly”. Was?
3: Andy owned the WR250F being ridden by Matt Brumby, but he rode his SR, complete with fake-grass sidecover. Classic.
4: Looks like wishful thinking to us.
1: Dave ‘Ramdog’ Ramsay set out a brilliant loop. He cooked up
downhills yesterday, because the head gasket’s leaking now. It’s more of a 345/3 than 460/4 at the moment,” he giggled, ready to ride away and chase Ramdog Ramsay through the mid-northcoast forests.
Support brief
With the difficulties of breathing life into the machinery and then making it to some confronting locations, riders have a genuine case to put before potential sponsors who pledge to donate to Down Syndrome NSW if the rider makes the attempt. The first four Scrapheap rides raised around $220,000, and when we met up with Perry at Nymboida, he expected the 2014 ride, with approximately 80 starters, to bump that figure up to very close to $300,000.
It’s an event that’s gaining popularity.
“I’m meeting new guys every year,” grinned the irrepressible Perry.
“Every time I run it, guys say they’re going to be here again next year. There’s three guys this year who’ve been on all five rides, and a heap who’ve done the last four.
“The Inverell guys raised over $10,000
out of their country town, and they weren’t chasing money, just awareness. When people find out what they’re doing, they want to support them.
The Toowoomba guys have a really big community involvement up there as well.”
All for one
It’s an event that has just about everything. It’s non-competitive for sure, but that doesn’t even come close to describing the community feeling and mutual support that forms the very foundation of the ride. It seems that if there’s any possible way for anyone on a Scrapheap ride to help anyone else, that’s considered a bonus. And it’s not just mechanical assistance. To watch people like Matthew Brumby manoeuvre their way from a wheelchair on to a bike, and then rally their lazy mates to hurry up and get going, is awesome and incredible to watch. We chased Matthew along on his modified WR250F, and he was frigging quick! When we caught up, gasping for breath and our arms pumped up like footballs, he told us, “I was a keen rider on road bikes and I had the accident. It’s one of those things. You can’t just not try again.
Chris Schneider’s wife told him he couldn’t spend any money, so he grabbed the V-moto scooter from eBay for $100 and took every opportunity to keep it at the front of the pack. Did Chris get good financial pledges for his attempt? “Yeah! When my mates saw what I was riding they were all like, ‘Here you go. I want to see this!’”
“The Scrapheap challenges are amazing and everyone’s just so friendly. Someone’ll catch you when you pull up. If not they’ll pick you up off the ground when you fall over,” he laughed.
We were glad, because we weren’t feeling all that steady ourselves after chasing Matt along the forestry roads at manic speed.
Matt’s mate Andrew, who owned the WRF Matt was riding, was also entered on a similarly modified SR. Andrew rode at a far more sensible speed, we thought. At least he didn’t fill us in as he roosted past.
You’re welcome
The Scrapheap isn’t an exclusive or elitist event. If you’re not keen to resurrect an old bike, no-one will mind if you show up on something more modern and you’ll be welcome anyway. Just do something for Down Syndrome NSW, get on your bike, and enjoy being with one of the greatest groups of people on Earth.
The destination for 2015 hasn’t been announced yet, but you can log on to www.scrapheapadventureride.com.au to keep track of things.
Below: Inverell’s Col Meacham was there to lend a hand, as always. He seemed to enjoy himself. We don’t know what that is he’s wearing.
1: Perry’s Yoshimura-and-Öhlins kitted Scrapper is a real head turner. Those with good memories will remember the bike breaking down on Channel Nine’s Kerrie-Anne show a few years ago. There’s no stopping Perry, though.
2: Matthew Brumby spent the whole time going a zillion kph, and smiling about it, on a borrowed WR250F.
3: Tony ‘Nugget’ Balkin from Narrabeen in Sydney paid $850 for his bike for the first Scrapheap. It’s still going strong, even after a run across the Simpson. “The frame’s been welded up where it snapped in half,” said Nugget, “and the exhaust fell off on the way here, and the rack was welded back on. I wired a jam tin in place of the muffler. Other than that it goes good.”
Shaun Rudd
This issue we have a different Reader’s Bike story, because this issue we have three mates who ordered and picked up their bikes on the same day, and then went riding together.
Is that the warmest, fuzziest thing you’ve read since primary school, or what!
Our bottom lips are trembling even as we write the story.
One of the blokes, Shaun, 49, is a hard-working mechanic in Adelaide, and along with Nick and Darren, enjoys riding of all kinds. He now has four bikes in his garage, and loves the KLR as much as any of them.
“I just love it,” spannered Shaun. “They’re a fantastic bike, and they do what you need them to do.
“We had to wait for them to be delivered
The FIne TunInG you see here InCludes:
Shaun’s mods for the mighty Kwaka adventure workhorse include:
R Zero Gravity double windscreen
R Pivoting ’pegs
R Removed the rear-guard extender
R Fitted an LED number plate light and mounted the ’plate on the rear guard
R ROX risers
R New ’bars
R Oxford heated grips
R A dashboard mod to fit a GPS and some power outlets
R SW Motec Crash Bars
R B&B Bashplate
R B&B Rear master-cylinder guard
R Oxford clock
because we had information the updated KLRs were on their way. So these bikes are the 2014.5 model – the New Edition. We wanted them because they already had the better suspension.”
So far the trio has done a few day trips, a Point Turton two-dayer, and when we called the lads were back from a 1000km, four-day snort on Kangaroo Island.
Crikey. Not only that, but Shaun told us he hopes to have a beer at the Birdsville Hotel early in the new year.
Of the three bikes bought by the three mates on the same day, which one has worked out the best?
“I’m going to say mine’s the best no matter what, aren’t I,” laughed Shaun.
He was still laughing when we said goodbye.
R Oxford X40 tail pack
R Kawasaki handlebar bag
R Kawasaki tail bag
R Nelson Rigg tank bag
R BarkBusters Storm handguards
R IMS longer gearshift lever
R KTM mirrors
R Cruise control
R Twin-Air filter
R Eagle fork brace
R Staintune muffler
R Lightweight lithium-ion battery
R CTEK battery-charger plug
R Kenda Big Block and heavy-duty tube front
R Heidenau K60 Scout and heavy-duty tube rear
R Custom-made lambswool seat cover
R RJ’s waterproof motorcycle cover
new products
TouraTeCh
GPs
mounTInG adaPTor
R Mount a GPS secure and ready in the cockpit of the KTM Adventure
R Strong, stainless-steel frame screwed into place directly below the odometer
R Will cope with even the toughest vibrations
R Frame holds the 12mm strut on which all Touratech GPS
holders can be mounted
R The highest possible position is chosen for the strut. You don’t have to move your eyes from the route to look at the GPS
R Important instruments aren’t covered up
RRP: $111.49 (including tax) plus shipping
Available from: Touratech Australia
Phone: (03) 5729 5529
Web: www.touratech.com.au
Checkout
exPed doWnmaT
Get seriously comfortable!
R DownMat is unmatched for winter camping, even sleeping on snow
R Low-profile valves – one for inflation and the other for deflation – ensure ease of use and are protected and durable
R Light foam blocks at the mat’s ends
prevent down from escaping or migrating between chambers
R Laminated polyester fabric is durable, airtight and humidity resistant
R Seams are high-frequency welded for durability
R Light and warm
R Exped only uses IDFL-certified goose down, specially treated to eliminate
the effects of humidity
R Two thicknesses: seven centimetre and nine centimetre
R Two sizes: 197cm x 675cm, or 183cm x 52cm
RRP: From $180 to $255 plus postage
Available from: Andy Strapz
Phone: (03) 9770 2207
Web: www.andystrapz.com
moToPressor
mInI Tyre
GauGe
R Small and light
R Supplied with protective neoprene pouch
R Reads from 10PSI or 60PSI (0.5Bar to 4.3Bar)
R Small enough to get at those really ‘hard to get at’ valves
RRP: $25
Available from: Rocky Creek Designs Web: www.rockycreekdesigns.com.au
neW advenTure
rIder maGaZIne
T-shIrT
Sexy! And adventurey!
R Haynes, 100 per cent cotton T-shirt
R Screen-printed in Australia
R Seamless design
R Raunchy, or what!
RRP: $24.95
sharK exPlore-r
Last issue we promised a rundown on the Shark Explore-R helmet. The editor’s been wearing one exclusively for around six months, and there are a few very noticeable characteristics of the Shark it’s worth you knowing.
R It doesn’t allow the running of the peak and visor at the same time. This won’t bother a lot of riders, but it’s good to know. The editor fitted a Super Visor from Andy Strapz and found the set-up excellent, particularly at speed
R With the visor in place, it’s super warm and very quiet. Even in sub-zero temperatures it keeps the rider’s head in good shape
R It’s really difficult to get a CamelBak mouthpiece into the rider’s mouth. Because the helmet is snug and the jawpiece is broad and fits close, a drinker mouthpiece won’t fit. The editor managed to jam the valve down from the top when he was desperate, but it’s not comfortable or easy
R It looks sensational! And it’s tough. The editor drops his every time he gets off the bike, and he even sent it as luggage with the airlines twice, and there’s still hardly a mark on it Overall, we like this helmet a lot, but it won’t suit everyone. If your riding is more dirt roads and long distances than technical trails, this helmet is a great option.
R Custom tailored and removable waterproof roll-top liner
R High Tech X-Pac four-layer sailcloth fabric construction on the Ultra-Lite
R Wolfman proprietary Ballistics Vinyl fabric construction on the Enduro Dry
R RefleX Accent webbing doubles as a handle
R Three-point centre- and side-compression straps
A fullface helmet? An offroad helmet?
The Explore-R is both at once. A helmet with a carbon look able to face all terrains. It offers the same panoramic vision field as the Vision-R in full face configuration, very light weight and a well-designed ventilation system for extreme conditions.
