HARLEY'S NEW

X350 AND X500 TESTED

BIKES
HARLEY-
DAVIDSON
X350 & X500
YAMAHA
TRACER 7
BIMOTA TESI
roadrider.com.au
H2 & KB4
ROYAL
JUNE/JULY 2024 (No. 178) ENFIELD
AUS $12.95* NZ $9.50 (BOTH INCL. GST)
BULLET 350
IN-DEPTH
66

BIKE & GEAR FEATURES

ISSN: 1329 - 1734

9 771329 173010

ANTHONY GOBERT
REVIEWS HOW TO GO TOURING

TOURING ULURU • VIETNAM • VICTORIA

 PLUS WIN AN INDIAN MOTORCYCLE SPORT CHIEF
PL

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10 ENTRIES
Take out new
Motor Insurance*
5 ENTRIES
Take out new Home
Insurance+
1 ENTRY
Existing Shannons Customers.
One entry for each Car, Bike
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SPECIAL CAR DAILY DRIVE SPOUSE’S RESTORATION MOTORBIKE HOME &

DAILY DRIVE PROJECT CONTENTS

To view conditions and take out an eligible motor or home insurance go to

shannons.com.au/usa or call 13 46 46. Competition closes 28 June 2024. Scan to find out more

(i.e. total spending money of $10,000 AUD). 2$FWXDOSHULRGPD\EHOHVVWKDQGD\VGHSHQGLQJRQWKHZLQQHU·VORFDWLRQDQGGHOLYHU\SLFNXSGDWHKRZHYHUZRQ·WEHOHVVWKDQPRQWKVUHVLGXDOEHQHÀW7KHLVVXHRI6KDQQRQV,QVXUDQFHLVVXEMHFWWR6KDQQRQVQRUPDODFFHSWDQFHFULWHULD7KH

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CONTENTS

CONTENTS
I S S U E #1 7 8 J UNE/ J ULY 2024

46

UPFRONT
10 Zero back in Australia
12 Harley’s new Baggers
16 Triumph’s latest Tiger 1200s
18 Kawasaki Ninja 500

BIKES TO RIDE
36 Yamaha Tracer 7
Middleweight sports-touring
46 Bimota’s back!
Tesi H2 and KB4 ridden in
Sydney
56 Harley-Davidson X350 & X500
The new entry-level machines
from the Motor Co.
86 Royal Enfield 350 Bullet
The new bullet generation

TOURING
20 Uluru travels
70 Castlemaine and Maldon,
Victoria
94 Vietnam trails

FEATURES
76
76 How to go touring
104 RIP Anthony Gobert
110 Savic’s Aussie Electrics

REGULARS
08 Editorial
124 Rixy
120 Seddo
126 Secondhand
122 Subscribe
128 That Bike of Yours
130 Last Look

4 | AUSTRALIAN ROAD RIDER

20

104

56 70

AUSTRALIAN ROAD RIDER | 5

 Circulation enquiries to our
Sydney head office (02) 9805 0399.
Australian Road Rider #178 is published by
Australian Publishing, Unit 5, 6–8 Byfield Street,
North Ryde NSW 2113. Phone: (02) 9805 0399,
EDITOR Nigel Paterson Fax: (02) 9805 0714. Melbourne office, Suite 4,
Level 1, 150 Albert Road, South Melbourne Vic 3205.
npaterson@umco.com.au Phone (03) 9694 6444. Fax: (03) 9699 7890.
DESIGNER Kate Atkinson Printed by KHL Printing Co Pte Ltd, Singapore.
Retail distribution: Gordon and Gotch.
REGULAR CONTRIBUTORS This book is copyright. Apart from any fair dealing for
Geoff Seddon, Brian Rix, Phillip James, the purpose of private study, research, criticism or
review as permitted under the Copyright Act, no part
Ian Neubauer, John Turton, Dominic Graham, Chris Daly may be reproduced by any process without written
EDITORIAL npaterson@umco.com.au permission. Enquiries should be addressed to the
publishers. The publishers believe all the information
SUBSCRIPTION ENQUIRIES mailorder@umco.com.au supplied in this book to be correct at the time of
ADVERTISING ENQUIRIES printing. They are not, however, in a position to make
a guarantee to this effect and accept no liability in
Mitch Newell 0402 202 870, mnewell@umco.com.au the event of any information proving inaccurate.
David Strong 0411 424 072, dstrong@umco.com.au Prices, addresses and phone numbers were, after
investigation and to the best of our knowledge
ADVERTISING PRODUCTION Brendan Alder
and belief, up to date at the time of printing, but
ASSOCIATE PUBLISHER Martin White they may change in some cases. It is not possible
for the publishers to ensure that advertisements
which appear in this publication comply with the
Competition and Consumer Act 2010 (Cth) and
the Australian Consumer Law. The responsibility
must therefore be on the person, company or
HARLEY'S NEW advertising agency submitting the advertisements for

LAMS
publication. While every endeavour has been made
to ensure complete accuracy, the publishers cannot
X350 AND X500 TESTED
be held responsible for any errors or omissions.

Chairman/CEO Prema Perera * Recommended retail price

ISSN 1329 – 1734
Publisher Janice Williams Copyright © Australian Publishing Pty Ltd MMXXIII
BIKES
HARLEY-
DAVIDSON
X350 & X500
YAMAHA
TRACER 7
Chief Financial Officer Vicky Mahadeva ACN 003 609 103
BIMOTA TESI
H2 & KB4
ROYAL
ENFIELD Associate Publisher Emma Perera umco.com.au
BULLET 350
IN-DEPTH Please pass on or recycle this magazine.
66

BIKE & GEAR FEATURES

Circulation Business Development Manager
ISSN: 1329 - 1734

9 771329 173010

ANTHONY GOBERT
REVIEWS HOW TO GO TOURING

TOURING ULURU • VIETNAM • VICTORIA

We are a member of
Mark McTaggart
ON THE COVER
Phil James aboard the HD X350
Photo Nigel Paterson

ONLINE AT ROADRIDER.COM.AU
Get more Road Rider…

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6 | AUSTRALIAN ROAD RIDER

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EDITORIAL
GET ’EM WHILE
YOU CAN
The Yamaha R1M continues
for 2024 and can still be road
registered, but it’s most at
home on a track.
The Fireblade, GSX-R1000 and now Yamaha
R1 won’t be road registrable in Europe for
much longer. The forthcoming Euro5+
emission requirements are too tough for
the four-pot race replicas to meet, and their
manufacturers don’t see the value in trying to
develop technologies which will.
Here in Australia though, the bikes will
continue to be available, at least in the
short term, so if you’re thinking you want a
registered super-high-performance bike,
maybe 2024 is the year to buy one…
I have a love-hate relationship with the
class. Despite racing a Yamaha RZ350
Formula 3 bike in my 20s, doing both Stay
Upright and California Superbike School
courses and spending at least a few days a
year on tracks riding some of the fastest bikes
in the world, until traction control matured
I was always somewhat intimidated by the
open-class racetrack refugees.
Spinning up the rear tyre of a GSX-R1100
at Oran Park scared the hell out of me. Almost
highsiding a Fireblade at Phillip Island is still vivid
in my memories. Thinking I was fast on a Honda
RC45 Superbike — until another one went past
like I was standing still — was a wake-up call.
But then traction control didn’t just start
arriving, it became standard equipment on so
many bikes… and killed the Supersport class. I
loved the 600s, although I did come unstuck
8 | AUSTRALIAN ROAD RIDER
BY: NIGEL PATERSON
once and had a big crash at Phillip Island…
before they had traction control though.
These days, despite being older and slower
(hey… the older I get, the faster I was!), I’m
always happy to throw a leg over a Supersport
and do a few laps. In this issue you’ll find my
story about riding the Bimota Tesi H2 (230-
odd hp!) and the KB4 (Ninja 1000 powered)
and I had a ball on both bikes.
The civility of the open-class bikes, a
combination of traction control, riding modes,
ride by wire and sticky tyres, makes them an
incredible ride, although I can’t say I’m keen
on riding them on public roads; at 160km/h
they feel stable, safe and so, so easy to ride…
yet doing so can get the bike crushed in some
states. Europeans won’t even be able to ride
theirs to the track, though — they will only be
available as track bikes.
Go down a notch and there are many
sporty, capable and great fun street sportsters
available these days — bikes like Yamaha’s R7,
Suzuki’s GSX-S8, Aprilia’s RS660, Triumph’s
Daytona 660… midrange bikes and mostly
twins (Triumph twins are all Bonneville variants
— all the performance bikes are triples). Some
of these bikes are big sellers in Britain and
Europe, whereas the open-class race replicas
have seen their sales plummet over the years.
Indeed, if your impression of an R1,
ZX-10R or GSX-R1000 is based on a bike
you rode a decade ago, you’d be gob-
smacked at how different — and how good
— the current models are. It’s a shame they
are going away as I don’t know what might
replace them. High-revving four-cylinder
engines are hard to environmentally seal, so
getting them to meet emissions laws while
producing 200-odd horsepower might just
not be worth the trouble.
I’m not sure where that leaves Kawasaki
with its Supercharged engine or Ducati and
Aprilia with their V-fours, but I can tell you
this: bike journos of the future will write
about these bikes in hushed tones and with
reverence, just like I do when someone
mentions a Vincent or Brough Superior.
They are incredible machines and their
demise is a shame, but that’s “progress”.
LETTERS TO
THE EDITOR
Got something to get
off your chest relating to
motorcycles? Want to tell
the editor what sort of an idiot he is?
You can do this and read what other
readers think on the road rider website at
roadrider.com.au/letters-to-the-editor.
Or just scan the QR code above and
check it all out on your smartphone.
UPFRONT ZERO MOTORCYCLES BACK IN AUSTRALIA
The 2024 Zero DSR.
PETER STEVENS
IMPORTING ZERO
W
ith a history of successful
motorcycle importing and
retailing, Peter Stevens
Motorcycles is now also the
Australian importer of the all-electric Zero
Motorcycles.
Zero, the world leader in electric
motorcycles, expects Australians will take to
the brand in the coming years. The Australian
range will encompass nine models including
street and dual-purpose machinery. “Australia’s
electric vehicle demand is ramping up as
the nation’s charging infrastructure rapidly
expands, as does availability of exciting new
products like Zero’s,” said Zero Motorcycles
Zero FXE.
10 | AUSTRALIAN ROAD RIDER
Director of International Expansion, Adrian
O’Donoughue. “The powerful partnership
between Zero Motorcycles and Peter Stevens
will enable enthusiasts to access an established
and reputable network of authorised dealers
from coast to coast.”
Designed and built in California and
operating in 40 countries, Zero has been
building electric bikes and powertrains
for almost 20 years and possesses an
unprecedented combination of industry-
leading power, traction and revolutionary
“smart bike” technology.
Peter Stevens has stores in four
Australian states with additional dealers
2024 SR/S.
to be announced for Zero soon. CEO
Darren Munro said, “Zero Motorcycles is a
great fit for our business model and brand
expansion. Our leadership strongly believes
electric motorcycles are an inevitable
development in the long-term future
of Australian motorcycling and we are
passionate about being a leader in the way
of the future. Zero is a pioneer and the clear
leader in the EV space. Boasting the most
advanced technology and diverse model
range available in the world makes us highly
enthusiastic to be their Australian partner.”
You can find out lots more and even book a
test ride at www.zeromotorcycles.com.au ARR
THE BMW
R 1300 GS
SET THE PACE
Face every incline and turn with ease. Nothing can stop you, especially off-road with the new
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UPFRONT 2024 HARLEY-DAVIDSON ROAD GLIDE AND STREET GLIDE
NEW HARLEY BAGGERS
T
he family resemblance is very much
there, but there’s a new generation
of Grand American Tourer arriving at
your Harley-Davidson dealer in the
form of the 2024 Road Glide and Street Glide.
Make no mistake, this is the biggest
upgrade to these models since the Rushmore
platform was introduced in 2013 — and
these 2024 models are lighter, faster and
better handling than the earlier models.
12 | AUSTRALIAN ROAD RIDER
Unfortunately, they’re more expensive, too,
priced at $46,495 ride away (and it’s an extra
$1465 for many of the colours).
“These exciting new models represent a new
era for Harley-Davidson, elevating every aspect
of performance, technology, comfort and
style,” said Jochen Zeitz, Chairman, President
and CEO of Harley-Davidson. “Without
question, these are the most enticing touring
motorcycles ever offered by Harley-Davidson.”
While the family resemblance to earlier
models is strong, the bodywork of both
machines has gone through the wind
tunnel and come out producing a claimed
60 per cent less buffeting. Why Harley
doesn’t fit an electrically adjustable screen
to these bikes is a mystery to Australian
Road Rider… it would work for a lot
more rider heights in a lot more weather
conditions, but at least there are numerous
UPFRONT 2024 HARLEY-DAVIDSON ROAD GLIDE AND STREET GLIDE
replacement screens available if the stocker
doesn’t suit you.
The new generation are powered by the
117ci (1917cc) motor, a modified version of
the powerplant we’ve seen in the Breakout
and other models. In this version it’s making
a little more power and torque. Like the CVO
models (which have the 121 VVT motor), the
new Glides have liquid-cooled heads, in part
to better manage heat being transmitted
to the rider and passenger. Compared to
the outgoing models, which had the 107ci
engine (although the S and ST models had
bigger powerplants), power and torque
is up around 20 per cent. Add to that the
14 | AUSTRALIAN ROAD RIDER
weight being down by at least 7kg and the
improvement in performance is significant.
The adoption of advanced electronics
including a ride-by-wire throttle has allowed
Harley-Davidson to fit the bikes with various
riding modes — Road, Sport, Rain and Custom.
For Australian conditions, an increase in
the rear suspension travel from two inches
to three is possibly more significant — with so
many roads trashed by the fires and floods in
recent years, many of our “best” touring roads
feature potholes and patches, so bump-
absorbing suspension is a must and the
Glides should be much better than the earlier
models in this regard.
The suspension is by Showa at both ends,
conventional and non-adjustable 49mm
dual bending valve forks with twin emulsion
shocks at the rear, adjustable for preload by
removing a pannier. There’s also a new seat
which Harley claims is more comfortable, too.
In the cockpit is a massive 12-inch
touchscreen Infotainment screen replacing the
mix of analogue dials and smaller touchscreen
on earlier models. This is powered by new
software called Skyline OS and supports
Apple Carplay (if you have a suitable headset).
Navigation appears to be an optional extra, but
is available. Both bikes have provision to store
and charge your phone via USB-C. ARR
The New Bullet 350. New heart. Same beat.
UPFRONT TRIUMPH 1200 TIGERS
TRIUMPH UPDATES
THE TIGER 1200S
R
esponding to user feedback,
Triumph has made some tweaks
to its shaft-driven triple-pot
adventure/touring bikes — both
the road-focussed GT and more off-road
Rally Pro models. With a primary aim of
making the bikes more refined and nicer to
ride, the changes are aimed at improving the
motorcycles where they could and adding a
few new features.
Possibly the most critical of these is the
Active Preload Reduction, which drops
the seat height by up to 20mm when
coming to a stop, emulating a feature that
is becoming common across numerous big
adventure bikes with electronically controlled
suspension, making it much easier to get your
feet on the ground. Active Preload Reduction
is now a feature on all the Tiger 1200 range.
16 | AUSTRALIAN ROAD RIDER
Another big change is increased Follow the link or scan the QR code to read
cornering clearance for the GT models — the full press release on roadrider.com.au.
slightly higher and more rear-set footpegs Bikes are in-store now.
offer more clearance for those treating their
Tigers like sportsbikes. PRICING
The engine has received tweaks to make it • Tiger 1200 GT Pro from
feel more refined, which in turn makes riding all $30,790 ride away
day easier and more pleasant. The crankshaft, • Tiger 1200 GT Explorer from
alternator rotor and balancer have been altered $33,390 ride away
to increase engine inertia for a smoother motor • Tiger 1200 Rally Pro from
with better torque delivery, especially at low $32,490 ride away
revs. The clutch design has been modified to • Tiger 1200 Rally Explorer from
give a smoother change when selecting first. $34,690 ride away ARR
The GT models will now have the
dampened handlebars and risers we’ve seen
on the Explorer models aimed at delivering a More online at
Roadrider.com.au
smoother ride and clearer mirrors. The rider’s
https://links.roadrider.com.
seat is now flatter, which should offer more au/MY241200Tiger-178
space to move around.
 CHOOSE TO
HAVE IT ALL

Built to excel in the dirt and on the tarmac, the new Tiger 1200 Rally Pro is the all-new
globe-busting, desert-crossing, mountain-conquering adventure champion.
Powered by a new 1200 triple engine, the unique T-Plane design blends the low-speed capability of a
twin with the top-end performance of a triple, for excellent traction in tough conditions, and supreme
performance on the road. Add to that an all-new chassis that’s significantly lighter and more agile, long
travel semi-active suspension and feature-packed technology, for unprecedented capability off-road and on.
The all-new Tiger 1200 Rally Pro. It’s time to reset your adventure expectations.
Find out more at triumphmotorcycles.com.au
UPFRONT 2024 KAWASAKI NINJA 500
A GROWING NINJA…
K
awasaki has sold squillions of its
popular sporty small-bore Ninja
twins, and for 2024 there’s a new
model — the Ninja 500.
With an extra 52cc to play with, Kawasaki’s
engineers have tuned the bike to offer
considerably more torque than the outgoing
400, at least in part because the bike needs
to stay a Learner Approved model, and
increasing the power would have jeopardised
its LAMS approval. Carrying over from the
earlier 250, 300 and 400 models are the
sporty style, lightweight build, user-friendly
riding position and excellent value for money.
Updates to the engine include a redesigned
crankshaft, con-rods, pistons and balancer
shaft. Inside are plated bores, oil jets to cool
the pistons and a lightweight flywheel so the
engine can spin up quickly. Engine heat is
dissipated via a radiator fan duct which directs
hot air out the sides and away from the rider
and motorcycle parts, improving comfort when
stuck in heavy traffic. The new Ninja features
an assist and slipper clutch with increased
capacity over the Ninja 400’s.
18 | AUSTRALIAN ROAD RIDER
A short wheelbase — just 1375mm — is
one reason why the Ninja 500 will feel light
and easy to throw around and manoeuvre,
while the lightweight trellis frame provides
a rigid chassis. The steel box-section
swingarm is mounted on cast alloy plates,
which are mounted directly to the engine
for enhanced rigidity.
The suspension is 41mm telescopic front
forks and a single Uni-Trak rear shock. The
rear is adjustable for preload.
The new Ninja 500 has a large single
front disc — 310mm — with a twin-piston
caliper providing the braking, while the new
master cylinder is designed to eliminate the
ineffective (idle) stroke to offer better feel.
There’s ABS, of course.
Like the Ninjas before it, the 500 has a Modern technology is featured in the
sporty riding position, but it’s not a racer’s bike in the form of smartphone technology,
crouch. The clip-on handlebars attach which can record various aspects of your
to the top of the fork tubes, so there’s a ride, a high-contrast LCD colour display, and
gentle rather than aggressive lean into the projector lamp LED headlights.
wind. The fairing provides protection for Stocks are already in store in black or white,
comfort and the footpegs are not set too while an anniversary edition will be coming
aggressively rear or high. soon. Pricing is $7544 plus on-road costs. ARR
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20 | AUSTRALIAN ROAD RIDER

EXPLORING TO
THE CENTRE
It’s a long way to the Red Centre via highways
named for earlier explorers…
BY DOMINIC GRAHAM

AUSTRALIAN ROAD RIDER | 21

ARR TRAVEL ADELAIDE TO ULURU

The painted silos

along the way.

I
n June 1990, I stood on the side of the
Lassetter Highway next to a dusty and
dented Toyota Coaster with an oddball
collection of backpackers and budget
tourists looking at the scrub and red sand. The
landscape was so foreign and intimidating that
I might have been standing on the surface of
Mars. I felt as though it was daring me to step
away from the safety of the mini bus. One
thought sounded loud in my head: “Don’t lose
sight of the bus or you’ll die”, all while hearing
the driver and leader of our tour, from Alice
Springs to Uluru, Kata Tjuta and Kings Canyon,
gruffly telling us to collect firewood for our
camp that night.
My memory of the road back then was dirt
and just one long set of corrugations. The
driver had assured me the bus had heavy-duty
suspension. I asked what that meant exactly
but he didn’t say anything more. Heavy duty
was all I needed to know. cosseted in air-conditioned comfort, isolated I’ve checked it over for anything obvious. Some
It’s 2023, I’m on my own and riding a dusty from the outback by a steel cage. The landscape people get carried away with this, but I’ve always
and dented Honda. I’m standing on the side viewed through thick safety glass. To me, a taken a bit of a “she’ll be right” attitude and I’ve
of the Lassetter Highway for the second time motorcyclist passes through the landscape like always found a solution when that approach
in my life staring at the scrub. I was expecting you are a part of it, not an observer remote and lets me down. Generally the motorcycle gods
it to be just as threatening as it was the first disconnected like a passenger in a car. I fire up are kind and present a solution when things go
time I laid eyes on it, but I’m disappointed. The my bike and ride on towards the famous rock. wrong, as they did on this trip.
highway is a ribbon of perfect tar now, rolling I head north and after a while I get off
up and down and around scrub-covered sand HEAVILY LOADED national Highway 1 and onto my favoured
dunes dotted with spinifex and desert oaks. The bike is loaded with everything I need back roads. First stop is the town of Mallala,
The landscape seems tamer and it has lost its for eight days on the road. I’ve decided on a which sits on the plains north of Adelaide
menace. After recent rains it is looking almost mixture of camping, motels, roadhouses, self- surrounded by paddocks of wheat and canola.
green, and many of the plants are flowering. catering, pubs and whatever is available for It has a rather unique war memorial I’ve
The bike ticks quietly as it cools behind me, lunch along the way. When I leave home it’s always wanted to look at. It is made up of a
outback schooners hauled by straining 4wds bloody cold, somewhere around two degrees, 10-sided column sitting on top of half a sphere
rush by in both directions. Their passengers so I’ve layered up. The bike has fresh oil and representing earth, but with just Australia on

22 | AUSTRALIAN ROAD RIDER

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ARR TRAVEL ADELAIDE TO ULURU

Dry, flat… but not boring.

"HORROCKS MET
AN UNFORTUNATE
END WHEN
HE WAS
ACCIDENTALLY
SHOT WHEN HIS
CAMEL SET OFF
HIS SHOTGUN"
it in relief. It was built for 10 local young men
who died in WWI, listing them by name, place
and time of death as well as cause of death.
Of the 10 young diggers, only six were killed
in action or died of wounds. Three of them
died of illness before they even reached the as representing the hard-working farmers and flooding, which damaged the road surface. I
battlefields and one died from an unidentified foresters of the district along with a red-capped didn’t learn this until a few weeks after I returned
accident in Palestine. However they died, robin. It’s an impressive piece of art. — brilliant. The signs indicating corner speeds
clearly their community thought so highly of for the twisting road ahead start at 55km/h, and
them they erected a unique memorial to them FINDING SOME TWISTIES then decrease in 5km/h amounts until one says
that has stood for over a century. To the west is the southern Flinders Ranges, 40km/h and that’s generous when you’re on a
The roads are straight and smooth and the which promise some winding roads. The heavy sports-tourer fully loaded and the road
traffic practically non-existent. I zigzag my way southern-most is Germein Gorge road. On a surface is a sealed creek bed. It’s a great ride but
across to the B82 and join it north of Clare. map it’s a wriggle of ink surrounded by lines needs to ridden with respect.
It makes for great riding through small rural formed with the straight edge of a ruler but The road through Germein Gorge ends at
communities and alongside huge paddocks all representing roads. I turn off the B82 and Princes Highway and I turn and head north.
of freshly sown crops. The sun is up but weak immediately the road deteriorates but starts to Crowded with the ever-present outback
and I keep the grip heaters cranked up. This show signs of the curves to come. It was once schooners and road trains, I stay on it until I’m
is the mid north of South Australia and like the bullock route from the Blinman copper just south of Port Augusta. I take a right and
many parts of Australia, towns have engaged mine in the Flinders Ranges to Port Germein. head towards Horrocks Pass. I’m heading back
artists to paint their grain silos with fantastic art As a result, it takes the path of least resistance through the Southern Flinders Ranges away
works. The town of Wirrabarra has a spectacular for a bullock team. That means it follows the from my accommodation at Port Augusta but
piece chosen by the community who also tortuous bed of the creek at the bottom of the it’s for a good reason. Horrocks Pass is a lovely
chose the artist. It features a man described gorge. A year or two ago it was hit with severe twisty piece of road that winds back east to

24 | AUSTRALIAN ROAD RIDER

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ARR TRAVEL ADELAIDE TO ULURU
Rocket science happened out there, too…
It pays to be careful…
the town of Wilmington. It’s not long, but it’s
a glorious mix of sweepers and tighter curves
climbing up into the hills and down again. It’s
named for John Ainsworth Horrocks, who was
an early explorer in the area. Horrocks met an
unfortunate end when he was accidentally shot
when his camel set off his shotgun. Horrocks
survived but died later. However, he had
enough time to order the shooting of his camel
so his loyal workers wouldn’t take revenge on
the poor animal. It made no sense to me, but
clearly that is how people thought in 1846.
From Wilmington I head North to Quorn
and then west through Pichi Richi Pass. This
is another historic road that follows the line
of the former Central Australia railway from
26 | AUSTRALIAN ROAD RIDER
Port Augusta to Alice Springs. There is now a
vintage steam train you can ride along the line
if that’s your thing. Pichi Richi Pass is another
great piece of twisting tarmac. It climbs up
to the pass and then down the western side,
crossing the railway several times. There are a
few low-level creek crossings, but you would
have to have good timing to meet water in
them — it doesn’t rain much in these parts.
It’s a great way to end my first day before
rolling into my motel accommodation in Port
Augusta for the night.
PORT AUGUSTA
I’m staying at the appropriately named
Crossroads Ecomotel. Port Augusta is referred
to by locals as the “Crossroads of Australia”,
which suits its location. From here you can head
north, south, east or west to different parts of
the country. The motel has the potential to be
noisy as it sits right next to the highway. The
Eco part of its name refers to the fact it’s built
of rammed earth. It’s a quiet night and warm
inside, despite it being frosty outside.
One of Australia’s greatest European
explorers of the 19th century travelled through
all of this country. If asked who were the first
Europeans to cross the continent from south

"…GREAT RIDING
THROUGH
SMALL RURAL
COMMUNITIES
AND ALONGSIDE
HUGE PADDOCKS
OF FRESHLY SOWN
CROPS"
to north, you might say Burke and Wills. They
get a lot of the credit but they never saw the
ocean in the north and they karked it before
reaching civilisation again. Many people still
like to trek to the Dig Tree to see where they
missed possible rescue by mere hours. Only
one of their party, John King, survived that
journey north and back to Melbourne. It was
so punishing that he died just 11 years later,
having struggled to recover from the hardship.
The man who led the first successful
expedition to the northern coast was John
McDouall Stuart. After several journeys of
exploration into the centre of Australia, in
1861 he set out to find the northern coast of
Australia. It was a 12-month journey there
and back, but he was successful and all of
his companions lived to tell the tale. From
Port Augusta North I’m riding on the Stuart
Highway, named after the man himself. Parts
of it closely follow his route of exploration.
MORE THAN STRAIGHT ROADS
I head out in the crisp morning air. I’ve thought
of doing this trip for a while and the idea of
riding for days on unending straight roads
through the same scenery was a bit off-
putting to say the least. For me it was a bit of
a surprise to realise it’s not the whole story
of riding to the rock. There are some long
stretches of straight road for sure, but the
scenery is ever-changing.
As the tarmac rolls up and down through
the landscape, you pass through quite a
variety of vegetation. At times there are even
trees capable of offering some spindly shade
should you want to stop. In other places, the
stunted plants barely reach the height of
1970s shag pile carpet. The ground can be the
classic Australian burnt red sand, glaring white
limestone, smooth clay or covered in small
round gravel. If you decide to pull over, choose
your spot wisely; the ground is not always kind
to motorcycle riders. The other concern was
wildlife and its habit of wandering into the path
of oncoming vehicles. However, I took heart
from the fact there was very little sign of any
animal carcasses on the side of the road. The
Beware the Road Trains.
road itself is generally in excellent condition. It
makes for great cruising with plenty of time to
think and look at the surrounding landscape.
GREEN OUTBACK
The rain that fell two weeks previously is still
evident in the form of pools lying in creek
beds and alongside the road. It has given
the country a tint of green that seems to
contradict everything you might think of
inland Australia. In some places there are
fences keeping stock in their place, but in
many places no one has bothered. There are
plenty of signs warning of this, but it’s always
in the back of your mind. Every time you
cross from one station into the next there is a
large sign announcing the name of the new
station: McDouall Peak, Mount Clarence,
Welbourne Hill and Wintinna. These stations
are numerous, but they cover huge areas of
this arid landscape. At each boundary, a cattle
grid bisects the road. Many are smooth and
uneventful, occasionally they are rougher than
the proverbial, trying to rip the suspension
from your bike and throw you into the
undergrowth. Take care.
UNDERGROUND LIFE
My first night on the Stuart Highway is spent at
Coober Pedy. It’s an iconic piece of Australian
history, which no one can avoid when they
AUSTRALIAN ROAD RIDER | 27
ARR TRAVEL ADELAIDE TO ULURU
are in this part of the world. It’s busy with
motorhomes and the ubiquitous four-wheel
drives towing caravans. If you want to stay in
some underground accommodation, book
ahead. I had a room booked at the Desert
Cave Hotel. It was clean and comfortable, but
one thing you quickly realise when travelling
this highway is that everything has a slightly
worn-out and out-of-date look to it. You can
read people complaining about it in many of
the reviews online. It is what it is, so I embrace
it. If you want the latest decor and up-to-date
accommodation, stay in the cities.
I check in and clean up after a day’s riding,
then walk out to John’s Pizza Bar & Restaurant
for dinner. It’s absolutely flat-out busy with
locals and tourists. I order an emu and kangaroo
pizza, but unfortunately emu is off the menu so
it comes with just the jumping variety of local
wildlife. It was delicious regardless and the beer
was cold, so no complaints at all.
Sleeping in an underground hotel room is
quite the experience. It’s very dark for a start
and deadly quiet — a bit disorientating in the
middle of the night. I’d recommend leaving
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a night-light on if you don’t want to stumble
around banging into the furniture. This hotel
was purpose-built and there are some photos
of the process on display. Even then they
managed to dig up some opals in the process.
Sleeping underground is so good I sleep
in and I’m late getting underway. I still take
time to stop at the Outback Bar & Grill for a
delicious breakfast, washed down with a freshly
squeezed orange juice. I meet a couple who are
also travelling on bikes, Moto Guzzis. They are
travelling light and staying in hotels and motels.
We chat for a while and go our separate ways.
People live in Coober Pedy pretty much
for one thing, opals. Massive piles of gleaming
white limestone surround the town. This
has been chiselled and sucked out of the
ground before any rock containing opals are
plucked from it. Among the pointy molehills of
limestone is probably one of the world’s biggest
collections of vintage trucks. They are not there
to be admired but are part of the sucking and
sorting process of finding opals, equipped with
huge funnel-like contraptions mounted on
the back of them. It all has the feeling of some
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Wild West frontier town even today. Don’t be
tempted to stop and wander over for a closer
look at the molehills and trucks. Where there
are giant molehills there are numerous huge
holes with plenty of signs warning you of the
danger. It’s safer to pay your money and take a
tour of an actual opal mine.
I took a look at the underground Serbian
Orthodox Church, which was definitely
worth the $5 donation. Coober Pedy sits on a
plateau where very little grows, adding to the
desolate nature of the place. There is a plaque
commemorating the visit of Stuart when he
was on one of his earlier expeditions in 1858,
four years before passing through again on
his way to the northern coast. It’s hard to
imagine walking and riding horses through this
countryside over 150 years ago, with little idea
of where you would find water next. It’s harsh,
barren country and you would have needed to
be determined to get through it alive back then.
ROADHOUSES AND FUEL
I ride on towards my next destination. There are
road houses roughly every 250km out here, but
it’s worth doing some planning before you ride
this way to ensure you can make the distances.
It’s also worth filling up regularly. Years ago in a
Two Wheels article about riding in the outback,
it said, “While there is a Royal Flying Doctor
Service, there is no flying petrol station service”
— something worth remembering. The petrol
isn’t cheap either, but if you travel knowing that
and plan for it, it’s not a problem. It’s also worth
checking online for up-to-date information on
which places are open and closed.
There is quite a steady flow of traffic on
the highway and when I stopped a couple
of times, other travellers slowed to check
everything was ok. However, plenty of people
barely notice you’re there. I hired and carried
a satellite phone for peace of mind. Mobile
phone coverage is limited to within a few
kilometres of roadhouses and towns.
I pulled in to Marla Road House for fuel
and some lunch. It was here that I had a not-
uncommon occurrence — limited choices for
food. In some roadhouses, the predominant
type of food is that which is dipped in batter
and then deep-fried. They sometimes have
the option of prepackaged sandwiches, none
of which have salad-type contents. This was
the case at Marla, so I opted for the beef
sandwich, which had been generously made
and packaged in Queensland. Then a local
arrived with a milk crate full of oranges she
had just picked and was offering for free. I
gratefully helped myself to one — delicious.
30 | AUSTRALIAN ROAD RIDER
Underground Hotel.
It was also at Marla that a
slight problem with my bike
showed up. My pre-departure
assessment of my rear tyre and
its level of tread was clearly
misguided. It was not going to
make the distance to Uluru and
back home again. Before leaving
Adelaide, I had asked a question
on an online forum about
accommodation in a couple
of places for this trip. A local in
Kulgera had assured me accommodation there
was good and if anyone needed mechanical
help, he could provide it there too. So I hatched
a plan to ride on and ask for advice.
CU IN THE NT
Back on the bike and by mid-afternoon I
reached the border with the Northern Territory.
After some photos I was heading north again
and being the Northern Territory, I could pick
up the pace to 130km/h. At Kulgera I met Chris,
the proprietor of Red Centre Solutions, and
presented my problem. No worries, he says, I
can get a tyre here on the bus and fit it for you.
This was Friday and with limited time to hang
around, we arranged that I would carry on to
Uluru and call in on my return trip on Monday
to have the tyre fitted. Chris took a photo of the
tyre size and assured me all would be fine.
With my entire return trip in Chris’s hands,
I carried on. By now it was late afternoon. The
landscape had changed again, with large
rocky outcrops jutting from the plain. What
was slightly more alarming was the occasional
camel, inert and tipped on its side, on the edge
of the highway. I didn’t want to be riding at
dusk, so turned up the wick a little more. At this
hour of the day a glorious thing happens… all
the lumbering white whales (the popular choice
of grey nomads) leave the highway. You see
them pulled over among the stunted trees and
undergrowth on the side of the road, reminding
me of the encircled canvas-covered prairie
schooners of a western movie. They seem to be
seeking protection from the wilderness and its
dangers by gathering in small groups.
A HIGHWAY (ALMOST) TO
MYSELF
The only people on the road now are the
occasional road train and me. My destination
for the night is Erldunda Roadhouse, nearly
50km further north — easy. I then glance at
the fuel gauge and the trip meter and realise
I didn’t fill up at Kulgera Roadhouse. I’m
riding and doing some mental maths while
frantically looking for a sign telling me how far
it is to Erldunda. If my maths is any good, I’m
confident I can make it, but I slow down just
to be sure. Eventually Erldunda Roadhouse
appears and I pull in to fill up before checking
in. I pour 18.5 litres of fuel into a 19-litre tank
and pay $49 for the pleasure. Like I said, easy.
LIFE ON A STRAIGHT ROAD
I chat to a young truckie filling his Western Star
prime mover with diesel. Matty drives a seven-
day round trip from Darwin to Adelaide. His
52m-long road train consumes 4000 litres per
trip carrying general freight. On board for this
trip south he had a dead Ford Ranger and its
accompanying camper trailer. Matty tells me
its transmission has shit itself. He is a qualified
diesel mechanic so does all the servicing on the
truck himself — he figures if anything breaks
down he can only blame himself. He says it’s
a life he really loves. For some people this
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ARR TRAVEL ADELAIDE TO ULURU
highway is a once-in-a-lifetime experience, but
for others it’s their weekly commute.
The accommodation here is of the tired
variety, but the shower is hot and the beds
are comfy. The food in the attached tavern
was excellent — fresh chicken salad and again
the beer is cold. It’s here that I recognise a
familiar pattern: backpackers from around the
world are returning to Australia to work their
way around the country. On this trip I have
been served by young people from Germany,
France and Ireland. Without them I think some
of these places would have been struggling
through the Covid pandemic.
TO ULURU
The following day I’m finally riding The
Lassetter Highway to Uluru. Nearly all the
roads I’ve ridden on this trip have been named
after men from Australia’s history. Lassetter is
famous for declaring he had found a rich reef
of gold in the desert west of Kata Tjuta but
died trying to find it again in 1931. Surrounded
in myth, it’s unknown if the reef ever existed.
Either way, the highway named for him is
smooth and leads me directly to the Ayers
Rock campground at Yulara village. It’s July
and the weather has been perfect for this
whole trip, except for the cold overnight.
32 | AUSTRALIAN ROAD RIDER
For the next three nights I’m in my tent and
layered up to keep out the cold. On Saturday
morning I wake to a text message from Chris
saying he has my tyre already. Clearly this guy
knows what he is doing.
There is a variety of accommodation in
Yulara, but it is all a little pricey so that’s
why I’ve chosen the cheapest option. The
campground is well equipped and maintained.
The camp kitchen is cleaned regularly and I
chat to Joe who comes around regularly to
clean up after the less-tidy campers. He is
from Fiji and incredibly polite and friendly.
He is here as part of the Pacific employment
scheme. He enjoys it but reckons it is a bit too
cold for him. He misses the ocean and the
warm tropical sun of home. It must be quite
a culture shock for him but provides some
income he can send home to his family.
There are myriad activities to do here and
most of them centre on the huge rock in
the distance. You can hire bicycles or even a
Segway to ride around it. There are camel rides
and drone light shows as well. Book ahead if
you want to have a go as they fill up fast. I’m
spending three days here but it looks like the
grey Nomads all roll up in the afternoon, park
their caravans, then drive out to capture an
instaworthy photo of the rock at sunset, then
The views are stunning at Uluru.
pack up the following morning and leave
again. There are quite a few restaurants and
cafes and also a supermarket. I stock up and
cook my meals at the camp kitchen.
In 1990 I climbed the rock to the top, which
you can no longer do. This time I visited the
site where the climb started and set off to
walk around the base. Personally this was a
much more interesting experience. There are
information boards explaining the significance
of places to the local indigenous people, so
there was a lot to learn. At one point there is a
water hole with a trickle of water tinkling into it
from the side of the rock. A sign welcomes you
to sit and listen to the sound of birds, wind and
water. It’s quite humbling to think this very scene
has been happening here for millions of years.
There are fresh-water tanks to fill your drink
bottles and signs stating that it is possible to
survive here in the middle of summer if you wear
a hat and drink sufficient water. After all, the
locals have been doing it for thousands of years.
The path up the rock is still visible, worn into the
ancient rock by thousands of eager tourists. It
seems incredibly steep. In today’s risk-averse
world of hi-vis vests and occupational health and
safety, even if the indigenous population were
in favour of doing so, I wonder if walking up it
would even be allowed anymore.
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COUNTRIES
Serbia, Bulgaria, Republic of North
Macedonia, Albania, Kosovo
ARR TRAVEL ADELAIDE TO ULURU
KATA TJUTA & HEADING BACK
The following day I ride out to Kata Tjuta and
spend a couple of hours walking some of the
trails. It’s another otherworldly landscape that
has sat here for millions of years but starkly
different to Uluru.
My tyre is looking pretty desperate on
Monday morning as I load up. It has got to get
me the 350km back to Kulgera. I put my faith
in the motorcycle gods and set off.
I stop at Erldunda to refuel and check the
tyre, so far so good. I turn and head south for
Kulgera. Despite the state of the rear tyre, I
cruise along at the speed limit of 130. I roll into
Red Centre Solutions where there is a brand
spanking new hoop waiting for my back wheel.
I leave them to it and head across to the
roadhouse for a cold drink.
An hour or so later I head back and my
bike is ready to go. I chat to Chris about his
34 | AUSTRALIAN ROAD RIDER
Water around the base of Uluru.
operation. Their motto is “You F*%k It. We
Truck It!” He has a fully equipped workshop,
a mechanic and a couple of tilt tray recovery
trucks. Chris tells me they can recover broken-
down vehicles, including motorbikes, from as
far west as the Western Australian border and
east into the Simpson Desert. There is the usual
collection of dead vehicles parked up and I ask
about them. He says they are either abandoned
by backpackers who can’t afford to get them
repaired, or have been in crashes. I pay and
thank him and head back onto the highway.
I want to get home in two days, so I need
to make up some time. I stop for fuel at Marla
and then press on to Cadney Homestead
Roadhouse for the night. A good feed and
another cold beer and a good night’s sleep.
I’m back on the road early and heading south
again. Near Glendambo a part of the highway
has been modified to allow RFDS and other
"…IT IS POSSIBLE
TO SURVIVE HERE
IN THE MIDDLE OF
SUMMER IF YOU
WEAR A HAT AND
DRINK SUFFICIENT
WATER. AFTER ALL,
THE LOCALS HAVE
BEEN DOING IT FOR
THOUSANDS OF
YEARS"
emergency service aircraft to use it as a landing
strip. On YouTube there is a great video of the
RFDS landing their twin-jet aeromedical plane
on the highway. As I approach Woomera I stop
to look at Lake Hart, which is nearly full of water.
An unusual sight for what is often a dry salt lake.
It is also where rocket launch structures were
built in the 1950s.
I roll into Woomera and pull up in front of
the Eldo Hotel. This place is a real throwback
to the 1960s; the decor hasn’t changed much,
but the hospitality is great. Abby works behind
the bar and serves the meals. The restaurant
serves excellent food and there’s a bar with a
wide range of craft beer. The military still use it,
including personnel from the US and the UK.
Abby says she loves it here. It’s safe, there’s
no crime, the night sky is incredible, and the
sunsets and sunrises are beautiful. It has a
good social life too. No expense is spared in
maintaining the place and supplying good-
quality food and drinks. The accommodation,
which was originally built for members of the
European Launch Development Organisation in
the 1960s, would have been pretty sumptuous
back in its day. The rooms even have baths so
you can sit in the middle of arid inland Australia
and have a bath. The town also features an
amazing collection of relics on display from the
1950s to 1970s, when Woomera was a secret
but key part of rocket development and the
cold war. It has a fascinating history that’s worth
stopping to see even if you don’t stay.
The next day I’m homeward bound and
arrive there mid-afternoon after more than
3300km and eight days riding through some of
Australia’s most iconic scenery and to probably
its most recognisable natural landmark. The
Stuart Highway is not a motorcycle road, but it
takes you to some amazing places where the
horizon goes forever and the sky is endless. ARR
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ROAD RIDER TEST YAMAHA TRACER 7

36 | AUSTRALIAN ROAD RIDER

 DO-
EVERYTHING
TWIN
A middleweight for urban, touring
and sport duties…
BY PHIL JAMES. PICTURES NIGEL PATERSON

AUSTRALIAN ROAD RIDER | 37

ROAD RIDER TEST YAMAHA TRACER 7
L
ike a car dealer with a big smile… my
phone navigation app was looking
to stitch me up! It had directed me
down a narrow road into a deep
valley. Barely two cars wide and with no
runoff room, it was deteriorating quickly and
threatening to become dirt at any moment.
Then it did… wet slippery dirt.
The only option to avoid the approaching
wet clay was a tricky downhill U-turn. My
companions, on their large 250kg adventure
bikes, soon found themselves in a spot of
bother. Each unsuccessfully attempted the
turn and got stuck on the wrong side of the
road… with taillights pointing back up the
hill. Dismounting, and engaging two-person
reverse was the only option — a procedure
greatly magnifying the topple over risk. The
Tracer, on the other hand, with its tighter
turning circle and 50kg weight advantage,
managed it without issue.
This episode neatly underlined why smaller
bikes like the Tracer work. What they give up
on the drag strip they gain in spades when
Protective bodywork
38 | AUSTRALIAN ROAD RIDER
things get tight. For habitual solo riders and
for anyone who doesn’t require the ego-
gratifying satisfaction of riding A Big Bike, it
can be a big advantage. And then there’s the
price… potentially a huge saving over similarly
equipped big-bore machines.
PACKAGE DESCRIPTION
Yamaha’s Tracer 7 has been with us before
as a LAMS-only bike. In that incarnation
and despite the limited power and basic
suspension, it was a good machine. However,
experienced riders lamented the lack of top
end hindering the bike on the open road, and
occasional steering instability emanating from
the budget shock. Undulating roads at speed
were unnecessarily exciting…
That’s all changed. Now it has the
unrestricted CP2 engine making 76hp (54Kw)
at 8750rpm and 67Nm 6500 rpm. Not an
earth-shattering figure and a bit misleading —
where it matters in the midrange, the engine is
strong (possibly class-leading). The suspension,
while still not fancy, can be dialled in for weight
Compact exhaust, sporty-styled swingarm.
AUSTRALIAN ROAD RIDER | 39
ROAD RIDER TEST YAMAHA TRACER 7
The BMW F 800 GS is more of an adventure bike.
Suzuki’s new V-Strom 800.
COMPETITION
There’s not a lot of direct competition
to the Tracer 7 — for some people
the slightly bigger, heavier, more
expensive but torquier BMW F 800
GS (from $16,685) might suit, but it’s
also got a higher seat and a little less
weather protection.
Another bike with adventure bike
credentials to consider is the Suzuki
V-Strom 800 (from $17,490), a cast-
wheel machine that is also bigger,
heavier, more expensive…
The obvious alternative, the
full-power Kawasaki 650 Versys, is
no longer imported. Likewise, the
Triumph Tiger 660 Sport. In other
markets there’s an 81hp version of
the Tiger, which we’re sure would
40 | AUSTRALIAN ROAD RIDER
challenge the Tracer… but it’s not
available here.
Both Kawasaki and Triumph
would argue that 90 per cent of
sales in this category are LAMS
bikes, so it’s not economic to bring
in the high-power models. On the
surface it’s a reasonable point.
However, it’s really a marketing
failure as the full-power models have
a lot to offer experienced riders.
Perhaps Kawasaki and Triumph
should consider bringing in fully
loaded versions of the Versys and
Tiger. This would differentiate them
from the LAMS bikes and lift their
status to semi-premium machines.
Just a thought…
with pre-load adjustment, and instability dialled
out with rebound adjustment (at both ends).
Compared to its naked MT07 sibling,
the Tracer’s chassis has fractionally slower
steering (caster angle increases by 0.5mm)
and the wheelbase stretches 60mm to 1460.
This increase in stability is appropriate for
touring (but not for an urban specialist like
the MT07). That said, with a short 90mm of
trail, the Tracer should remain relatively sharp
and light steering. The frame is steel tube with
an aluminium swingarm. This is noteworthy
— most bikes at this end of the market make
do with a steel swingarm. A couple of kilos of
unsprung weight saved there.
Like other members of the CP2-equipped
family of bikes, Yamaha hasn’t gone down
the electronic rabbit hole. It has ABS, that’s
it. No ride modes, no cruise control, no
cornering ABS, no traction control, no wheelie
control or power mode options. It does have
smart phone connectivity, so it’s not a total
throwback to the distant past. Maintaining the
rider’s connection to the digital hive mind is
easy too, as both 12 volt and USB supply ports
sit in the fairing, adjacent to the TFT display.
The TFT has a choice two themes, and menu
selections are made from the thumb wheel
located below the starter button.
All this electronic simplicity has its appeal,
especially on a moderately powered bike where
complex electronics are usually mandated
marketing department, rather than an actual
need. Typically, mid-sized bikes with power
modes are selected to Full Power on ownership…
and never leave it. The Tracer aims for all-day
comfort, with standard kit including half fairing,
wind deflectors on the handlebars, adjustable
screen and quality seat. Ergonomically, it’s
close to being a crossover bike (a road bike with
adventure styling, ergonomics and sometimes
increased suspension travel) without the overly
wide bars prevailing in that segment.
Long-distance ability is further enhanced
with a good lighting package featuring twin
projector headlights and LED indicators.
Those with money to spend and a desire to set
the bike up perfectly for their needs will find
the accessory catalogue has a lot to offer.
THE RIDE
Size wise and ergonomically, the Tracer is
compact. Larger riders shouldn’t rule it out,
but it is skewed towards small- to average-
sized riders, although your editor had a ride
and found it quite comfortable.
The Tracer isn’t a premium touring bike, but
the comfort and weather protection on offer are
effective. The clever handlebar wind deflectors
deserve special mention, keeping the wind
(but not rain) off the hands and reducing it on
the arms and shoulders. The pessimist in me
notes they do look a bit vulnerable to tip-over
damage, and mounting handlebar accessories
(like a phone or GPS) will be a bit tricky.
An easily adjustable screen is always a
welcome feature. In the Tracer’s case, there’s
a comfortable setting for most riders and
conditions and a larger screen in the accessory
catalogue if needed. The screen wouldn’t lock in
position, falling to its lowest position after a few
minutes riding. We’re unsure if it was faulty or if
Yamaha needs to go back to the drawing board
here. The seat is a good effort too — one of the
better OEM seats we’ve seen at this price point.
The rider triangle is relaxed, but not so
relaxed the rider must shift weight to engage The CP2 engine in its various guises is As far as the mid-capacity class goes,
attack mode. It’s suitable for both touring and much loved. At Road Rider we’ve ridden acceleration is close to the best (or is the best)
tearing along. At rest, getting both feet firmly the MT07, MT07 Lams, R7, Ténéré 7, the old in all situations. It does it with style too, as
on the ground is easy, providing security Tracer and now… the new Tracer. In every the 270° crank timing delivers a muted, but
when manoeuvring on dicey surfaces. These application, the CP2 engine impresses, engaging noise. If it’s too quiet, the accessory
qualities give the Tracer strong appeal to but it’s certainly at its best in the full power catalogue has options. The gearchange is
many potential buyers. variant fitted to the test bike. excellent (particularly important on a mid-size

P.O. Box 612, Sunbury 3429

AUSTRALIAN ROAD RIDER | 41

ROAD RIDER TEST
The full-power CP2 engine is a lovely powerplant.
Although throughly conventional, the front end works pretty well.
42 | AUSTRALIAN ROAD RIDER
YAMAHA TRACER 7
"THE SUSPENSION
SETTINGS ARE
SPOT ON…"
bike). The optional $234 quickshifter would
make it even easier to keep the engine in its
happy place, but it’s not a must-have as the
gearchange is so slick.
Fuelling is spot on, with predictable on/
off transition and excellent low-speed/low-
rpm engine stability. It runs to the redline with
enthusiasm, but not with dedicated sports
engine enthusiasm. Changing up 7000rpm
rather than persevering all the way to the 9000
redline doesn’t reduce acceleration that much.
This confirms Yamaha has prioritised midrange
and fuel economy over maximum power.
Exactly what we’d do for this type of bike.
One thing we’ve noticed with CP2 engines, at
highway speeds some are smoother than others.
This could be a function of kilometres travelled,
how they were run-in, and/or bar and footpeg
design. Our 2500km test Tracer was smooth
enough at 110km/h, but we have ridden others
that are exceptional. If it’s an issue for owners,
we’d suggest trying some high-mass bar end
weights. An extra tooth on the countershaft is
another option as the bike has enough punch
to get away with it. This would noticeably calm
things on the open road, and owners looking to
do long trips should consider this.
The all-round design of the bike is apparent
in the chassis settings. As expected, the steering
is light, the bike tips in and turns easily, and the
rate of turn is pretty quick. The wheelbase isn’t
super short, and this dampens any nervousness
(a potential issue with short trail bikes). The
THE TRACER 7 GT
In Europe, there’s a more highly spec’d
version of the Tracer, stepping up its
touring ability. Additional equipment
on the Tracer 7 GT includes a rear
carrier that accepts a genuine top
box, 20-litre hard panniers, touring
screen and comfort seat. If the Tracer
7 hits its sales targets in Australia, then
perhaps the GT variant might get a
start here. We hope it does. Currently
a GT equivalent can be built from the
accessory catalogue, but it would be
better and cheaper if it was offered as a
standalone model. Fingers crossed.
ROAD RIDER TEST YAMAHA TRACER 7

Front forks are adjustable.

Rear shock preload adjuster.

Standard wind deflectors. Asjustable screen. USB, 12v power either side of instruments.

SPECIFICATIONS CHASSIS AND RUNNING GEAR Launch control: No

Chassis: Steel Quickshifter: Yes, bi-directional, can be
2023 YAMAHA TRACER 7 Swingarm: Aluminium disabled
Front suspension: Upside-down 41mm Speed limit setting: No
ENGINE cartridge fork, rebound, spring preload Cruise control: No
Liquid-cooled, 4-stroke, DOHC, 4-valve, adjustment. 130mm travel
3-cylinder Rear suspension: Linkage shock, rebound and DIMENSIONS AND CAPACITIES
Power: 54kW (76hp) @ 8750rpm (Euro spec remote preload adjustment. 145mm travel Rake: 24.8°
model) Front brakes: Radial mount 4-piston callipers, Trail: 90mm
Torque: 67Nm @ 6500rpm (Euro spec model) semi-floating 298mm dual discs, ABS Claimed wet weight: 197kg
Capacity: 689cc Rear brake: Single-piston calliper, 245mm Ground clearance: 140mm
Bore x stroke: 80 x 68.6mm single disc, ABS Seat height: 835mm
Compression ratio: 11.5:1 Tyres: Front: 120/70ZR17 (58W); Rear: Wheelbase: 1460mm
Fuel system: Fuel injection 180/55ZR17M/C (73W) Length: 2140mm
Ignition: TCI Width: 840mm
ELECTRONIC RIDER AIDS Height: 1330mm
TRANSMISSION Brake control (ABS): Yes Fuel capacity: 17L
Type: 6 speed Riding modes: No
Final drive: Chain Engine power modes: No ETCETERA
Clutch: Wet multiplate, assist and slipper Traction control: No Price: $15,999
function Wheelie control: No Colours: Icon Performance, Redline, Midnight
Inertial measurement unit: No Black
Cornering assist: No Test bike supplied by Yamaha Australia
Engine brake control: No Warranty: 2 years, unlimited kilometres

44 | AUSTRALIAN ROAD RIDER

"NO RIDE MODES, NO CRUISE CONTROL,
NO CORNERING ABS, NO TRACTION
CONTROL, NO WHEELIE CONTROL OR
POWER MODE OPTIONS"
result is a bike long enough for a pillion and
luggage yet still agile and able to change line
mid-corner. Overall, the Tracer is a joy to throw
around and does it in a way a large bike can’t.
The suspension settings are spot on for a
mid-size affordable bike. In the standard setting,
there was no wallowing, the ride is reasonably
compliant, with occasional harshness on
challenging roads. We think it’s sprung for a
75kg rider; as your tester is 65kg, it was a tad
firm for me. Fiddling with preload and rebound
damping did yield an improved result, so the
adjusters aren’t just for show. Adjustment access
for preload and rebound is very good.
Comparing it to our recent MT07 LAMS
test bike, the Tracer is a step up in suspension
performance. The suspension falls short of
what’s fitted to bikes further up the pecking
order, but it’s more than acceptable for a
machine that’s half the price of an uber tourer.
Yamaha has embraced a no-frills electronic
philosophy with its CP2 bikes, so like others
in the range, the Tracer doesn’t get cruise
control. It would be better with it, but at least
Yamaha fitted a light throttle spring. On long
liaison sections, wrist fatigue takes some
time to set in. If it isn’t at the top of a would-
be buyer’s “need to have” list, the missing
cruise control isn’t a deal breaker. The TFT
display is easy to read in all situations, but the
menu thumb wheel (which is a good idea) is
a bit clunky to use, especially when trying to
maintain steady throttle openings.
The Tracer comes standard with Michelin
Road 6 GT tyres, and we’d like to applaud
Yamaha for fitting quality OEM rubber. They’re
a perfect choice for this bike and will be
appreciated by seasoned riders, as it avoids
the need to tolerate cost-effective rubber for
the first 8000k of ownership.
The bike’s all-situation flexibility shows again
with recommended fuel advice. It’s rated to
run on all four fuels: Ron 91, Ron 94 E10, Ron
95 and Ron 98. In typical riding scenarios it sips
fuel too, with average touring consumption
likely to be well below 4L/100 (I got 3.7) and
with a 17-litre tank, fuel range is over 400km.
We ran it on both E10 and 98 and it was happy
with either, although 98 did run a tiny bit
smoother at a constant 110km/h. However,
unless 98 is cheap and the best desired, we
wouldn’t necessarily use it.
CONCLUSION
It’s interesting to look at the typical bike
ownership trajectory of lifelong riders. First,
it’s small machines (because it must be), then
there’s a sequence of ever more powerful
bikes (usually with more weight and bulk).
Eventually, as the decades pass, it often trends
back the other way… towards machines with
lighter weight and usable performance.
This is where the Tracer 7 sits, bookending
both ends of riding life. It isn’t a trophy bike,
but delivers on the promise of good power,
light weight, solid chassis dynamics, budget
pricing and low operating costs. Performance
and comfort wise, the Tracer has no trouble
mixing it with big bores and in some
instances… it betters them. The final point Comment or
we’d make… it’s a low-stress, high fun-factor rate this article.
https://links.roadrider.com.au/
machine. It should be a solid seller to those YamTracer7-178
smart enough to appreciate these things. ARR
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AUSTRALIAN ROAD RIDER | 45
FIRST RIDE BIMOTA TESI H2 & KB4

46 | AUSTRALIAN ROAD RIDER

BIMOTA’S
BACK
Exotic, rare, collectable and
downright awesome…
BY NIGEL PATERSON. PHOTOS HALF-LIGHT

AUSTRALIAN ROAD RIDER | 47

FIRST RIDE BIMOTA TESI H2 & KB4
I
t’s taken five years since Kawasaki bought
a 49 per cent stake in Bimota, but now we
have them in Australia. You can actually
go and buy a new Bimota — either the
Tesi H2 or the KB4 — from your local Bimota
dealer, of which there’s one in the country at
the moment, Procycles in Sydney.
The Bimota dealership network will grow. I
think initially we’re going to end up with one in
each of the capital cities, but at least that means
you’ll be able to take your bike in and get it
serviced and you’ll also be able to go and see
one in a showroom, which is a big improvement
on Bimota from back in the old days.
I love the way we now have Bimota back
again in Australia. These are such exclusive
machines — beautifully manufactured, gorgeous
design, stunning finish and amazing attention
to detail. And with this latest generation of
machines, it’s as good as it’s ever been, if not
better. The partnership with Kawasaki means
they’re getting modern technology in the form
of engines and electronics, which was a big
problem for Bimota back in the days before the
Kawasaki buy-in. And these bikes will be able to
be used in a conventional manner of riding, as
well as being something that’s very exotic and
very unusual around the traps.
Bimota has said it’s committed to
continuing to develop “handcrafted Italian
48 | AUSTRALIAN ROAD RIDER
industrial products that are technologically
innovative and highly exclusive” and that the
partnership with Kawasaki will reinforce these
qualities. Its bikes will be rare and exclusive
because they won’t be produced in large
numbers and the company plans to continue
building “products unmatched in their
advanced technology”.
With the initial machines, the Tesi H2 is an
$85,000 hub centre-steered sportsbike with
some amazing body work, lots of carbon fibre,
an incredible level of technology, beautiful
Öhlins suspension, and a design that is not
copied or seen anywhere else in motorcycling.
The KB4 is a more traditional machine in the
sense that it uses a trestle frame, aluminium
swingarm and conventional suspension all
wrapped around an engine from the Ninja
1000SX. At $65,000, the KB4 seems like a
much better buy, but it’s not going to have the
same kudos in the future as the supercharged
Tesi H2, even if for most of us, most of the
time, it will actually be a better bike.
TESI H2
BMW is about the only company to really
popularise any sort of front suspension
on a modern motorcycle other than the
conventional fork with its Telelever front
end. The Telelever appears on many BMW
models, although it’s starting to fade from
the range just a little bit. It’s still there on
some Boxer models while being replaced
by conventional forks on others. That makes
the Tesi H2 about the only other motorcycle
I can think of which you can buy today that
doesn’t have telescopic front forks. That’s
not to say it’s a good or bad thing, it’s just
really an observation, but with the hub
centre steering they’ve created for the Tesi
models, which actually goes back 30 odd
years to the original bikes, the machine does
have a certain cachet and point of difference
that attracts a crowd.
Bimota is being imported by Kawasaki
into Australia and the team there brought
us out to Sydney Motorsport Park and the
short Amaroo circuit for a brief ride on the
new machines. If you count the esses, there
are about 14 corners in a minute or so’s
lap (it’s the back section of the old Easter
Creek GP circuit with an additional section
added some years ago). To do that on a
230-horsepower machine, well, you don’t
really need much of a gearbox. I stuck it in
third and just left it there, using the torque
to drive the bike out of the corners, being
able to roll off the throttle and get the
engine braking, a little bit of a squeeze on
the brakes and set up for each corner.
AUSTRALIAN
IAN R
ROAD RIDER
DER | 49
FIRST RIDE BIMOTA TESI H2 & KB4
Thirty degrees of steering lock is available
from the hub centre steering. The system
effectively separates steering and braking
from the suspension duties, so when you
hit the brakes, the suspension doesn’t
immediately compress.
Braking on the Tesi H2 is an interesting
feeling. Instead of the bike diving on the front
and a lot of the weight landing onto the front
wheel, the bike tends to squat a lot more and
you don’t get quite as much feel through the
handlebars of how the braking is affecting
that front tyre as I would like or expect. Same
50 | AUSTRALIAN ROAD RIDER
thing when it comes to cornering. When you
are pushing harder, trying to get as much
performance out of that front tyre as you
can, it does lack a little bit of feel. I think a lot
of that comes down to setup; there’s a lot
that can be done by an owner to get this bike
working exactly the way they like it and we
certainly didn’t have the time or resources to
do that during our short stint on the bike.
The system effectively uses two swingarms
— one at the rear, conventional, and one at the
front, highly unconventional, with everything
else required bolted to the engine. There’s
"THERE'S NOT
REALLY A
CONVENTIONAL
CHASSIS IN THE
NORMAL SENSE…"
not really a conventional chassis in the normal
sense of the word on this motorcycle.
With the suspension duty separated from
the braking, it would be really interesting to
ride this on a bumpy road and see how well
it performed to separate the suspension
and keep you comfortable and fast, as well
as keeping that wheel on the ground while
allowing full use of the brakes and steering
at the same time.
Another reason for using just a single gear
was that the throttle is quite snappy, caused
by Euro5 requirements where the fuel must
be cut off completely when you roll off the
throttle. This makes getting back on the
throttle a challenge. Even cracking the throttle
a tiny amount produces a lot of horsepower, so
the bike wants to rocket forward rather than
accelerate smoothly.
Switching the exhaust system for the
included (but not street legal) Arrow system
not only saves you around 8kg in weight, but
I’d reckon it might go some way to solving the
edgy throttle response.
I certainly didn’t get to test the
aerodynamics with the giant wings on the
The Tesi H2 features the radical front end, twin Remote preload for both ends.
Öhlins shocks doing the suspension duties,
downforce aero and lots more…

Twin shocks - one for each end –

and ride height adjustment.

AUSTRALIAN ROAD RIDER | 51

FIRST RIDE BIMOTA TESI H2 & KB4
Is there anything more exotic than a Tesi H2?
side of the bike either. It didn’t go fast
enough for any of that. But those wings
look pretty radical and you can actually pull
a couple of them off with a few bolts if you
don’t like their appearance.
The quality of the included fittings,
machining, the chassis, the paint — everything
is absolutely top-notch on this bike. I could
find almost nothing to fault in its quality of
finish and the way it’s been put together. Of
course, everything on the bike is top shelf,
from the Brembo Stylema brakes to the Öhlins
TTX36 shocks (used for the front and rear), to
the acres of carbon-fibre.
52 | AUSTRALIAN ROAD RIDER
Beautiful engineering. The hub-centre steering.
KB4
After a session on the Tesi H2, my next ride was
on the KB4 and this was almost like jumping
back onto the bike that you’ve ridden before.
It felt so much more planted, so much easier
to ride, and the Ninja 1000SX powerplant was
easier to use than the H2 engine in the Tesi
around the short circuit. Again I didn’t need to
use a lot of gear changing for so many corners
in such a short space of track, but it was easy
to ride fast and easy to have a lot of fun.
The style is heavily influenced by earlier
Kawasaki-powered Bimotas. Way back in
the late ’70s, there was the Z900/Z1000-
powered KB1. The KB2 was built as a race bike
for the TT-F2 class, running a Z550 motor. The
KB3 was again a streetbike with the engine
from the Z1000(J).
With the KB4 there’s a strong family
resemblance: retro sports done well. There’s a
big round headlight, but it’s LED, not halogen.
There’s encompassing bodywork which runs the
length of the bike, a low-slung pipe wrapped in
carbon fibre, a trestle frame, a leather solo seat
finished in beige… yet the technology hiding
behind the retro good looks is modern.
The bodywork is “exclusively” carbon fibre.
Hiding underneath is a plastic fuel tank. The
BIMOTA HISTORY
Back in the 1970s, there were
a lot of great engines being
manufactured, but they were
usually housed in chassis that
simply couldn’t cope well
with the horsepower. Bimota
was founded with the idea
to produce great chassis to
harness the power of these
engines, make them work
better, and help them win races.
Bimota-framed bikes
would eventually win at
World Championship level,
would come very close to
winning the Superbike World
Championship, and would pick
up various interesting accolades
and results through the years.
However, management, Italian
finances and the improvements
being made by motorcycle
manufacturers — often
emulating Bimota designs
— made it difficult for the
company to be profitable.
By the 1990s, the company
was in trouble and released its
DB1, its first Ducati-powered
machine which went on to
become the best-selling bike
for the company. Bimota
then tried to develop its own
engine, a 500cc two-stroke,
and the Tesi, a hub-centre-
steered motorcycle. Both
projects ended up costing the
company a heap of money,
didn’t result in good sales,
and effectively sent the
company broke.
Bimota has been reborn
a number of times, however
Kawasaki buying 49 per cent
and committing to supplying
engines and electronics to
Bimota means the Italians
can spend their time into
developing beautiful, exotic,
sporty and highly desirable
motorcycles.
AUSTRALIAN ROAD RIDER | 53
FIRST RIDE BIMOTA TESI H2 & KB4
"THE STYLE IS HEAVILY
INFLUENCED BY EARLIER
KAWASAKI-POWERED
BIMOTAS."
Beautiful machining and
adjustable footpegs.
frame is tubular chromium molybdenum
steel trellis, quite old-school — but the
strong aluminium swingarm is mounted to
the engine via alloy plates rather than to
the frame, which helps keep the wheelbase
closer to that of a 600 Supersport than a
conventional 1000cc sportsbike (50mm
shorter than the Ninja ZX-10R). Another
example is that bodywork — there are ducts
either side to direct air from the front of the
bike to the under-seat radiator, incorporated
to keep the bike’s overall length down and
keep a forward weight bias. Bimota claims
53.6 per cent of the bike’s weight is carried by
the front tyre.
54 | AUSTRALIAN ROAD RIDER
Modern instruments and
electronics from Kawasaki.
The mssive swingarm
and Öhlins shock.
The forks and rear shock are from Öhlins,
as is the steering damper — all fully adjustable,
including ride height. The electronics come
from Kawasaki: IMU, cornering ABS and
traction control, power modes, quickshifter,
cruise control and more.
The KB4 is a fun machine to ride, and
unlike most mass-produced sportsbikes will
likely draw a crowd for decades, whenever it’s
parked where riders who know gather. Modern
sportsbikes are so good these days there’s
probably less of an advantage to owning a Comment or
Bimota than there once was, but if you love the rate this article.
https://links.roadrider.com.au/
idea of exclusive, different, capable and Italian, Bimota-178
you’ll probably love a KB4 or Tesi H2. ARR
SPECIFICATIONS
BIMOTA KB4
ENGINE
Type: Liquid-cooled, 4-stroke, inline
4-cylinder; DOHC, 16 valves; Euro5 compliant
Capacity: 1037cc
Compression ratio: 11.8:1
Engine management: EFI
PERFORMANCE
Claimed maximum power: 142hp (104.5kW)
@ 10,000rpm
Claimed maximum torque: 111Nm @
8000rpm
TRANSMISSION
Type: 6-speed, up/down quickshifter
Final drive: Chain
Clutch: Wet, multiplate, slip/assist
CHASSIS AND RUNNING GEAR
Chassis: Front: chromium molybdenum steel
front trellis frame: Rear: machined aluminium
plate, aluminium swingarm
Front suspension: Öhlins FG R&T 43 NIX30
Rear suspension: Öhlins TTX 36
Front brakes: Radially-mounted Brembo, 2 x
320mm discs
Rear brake: Brembo, 220mm disc
Tyres: F: 120/70ZR17; R: 200/50ZR17
DIMENSIONS AND CAPACITIES
Rake: 24.0°
Trail: 100.8mm
Claimed wet weight: 194kg
Seat height: 810mm (+/- 8mm)
Wheelbase: 1390mm
Fuel capacity: 19.5L
ELECTRONICS, RIDER AIDS &
CONVENIENCE FEATURES
Brake control (ABS): Yes, cornering
Riding modes: Yes
Engine power modes: Yes
Traction control: Yes
Wheelie control: Yes
Inertial measurement unit: Yes
Quickshifter: Yes, bi-directional
Speed limit setting: No
Cruise control: Yes
ETCETERA
Price: $55,000
Colours: Red and White
Test bike supplied by: Kawasaki Australia
More info: Procycles, 02 9564 8015
Warranty: Two years, unlimited kilometres
TESI H2
ENGINE
Type: 4-stroke, 4-cylinder, DOHC, 4-valve,
liquid-cooled, supercharged
Capacity: 998cc
Compression ratio: 8.5:1
Engine management: DFI with 50mm
throttle bodies (4) with dual injection
PERFORMANCE
Claimed maximum power: 170kW / 231hp
@11.500rpm
Claimed maximum torque: 141.7Nm @
11.000rpm
TRANSMISSION
Type: 6-speed, return shift, dog-ring,
constant mesh
Final drive: Chain
Clutch: Wet multiplate, quickshifter
CHASSIS AND RUNNING GEAR
Chassis: Hub-centre steering via linkages:
front and rear swingarm suspension.
Aluminium alloy plates billet machined, with
rear swingarm mounting plate
Front suspension: Dual swingarm with fully
adjustable Öhlins TTX shock, 100mm of wheel
travel.
Rear suspension: Dual swingarm with fully
adjustable Öhlins TTX shock, 130mm of wheel
travel.
Front brakes: Dual radial-mount, opposed
4-piston Brembo Stylema® calipers, dual semi-
floating 330mm discs, KIBS ABS
Rear brake: Opposed 2-piston calipers, single
220mm disc, KIBS ABS
Tyres, F: 120/70ZR17; R: 200/55ZR17
DIMENSIONS AND CAPACITIES
Rake: 21.3°
Trail: 117mm
Claimed wet weight: 219kg
Seat height: 840mm (+/- 10mm)
Wheelbase: 1445mm
Fuel capacity: 17L
ELECTRONICS, RIDER AIDS &
CONVENIENCE FEATURES
Kawasaki Cornering Management Function
(KCMF), Kawasaki Traction Control (KTRC),
Kawasaki Launch Control Mode (KLCM),
Kawasaki Intelligent Anti-Lock Brake System
(KIBS), Kawasaki Engine Brake Control,
Kawasaki Quick Shifter (KQS) (upshift &
downshift), Öhlins Electronic Steering
Damper, LED Cornering Lights
Rideology the App Smartphone Connectivity,
TFT Instrumentation, OEM APP Smartphone
ETCETERA
Price: $85,000
Colours: Red/White/Grey, Carbon
Test bike supplied by: Kawasaki Australia
More info: Procycles 02 9564 8015
Warranty: Two years, unlimited kilometres
AUSTRALIAN ROAD RIDER | 55
ROAD RIDER TEST HARLEY-DAVIDSON X350 AND X500

NOT YOUR
FATHER’S
HARLEY
Harley looks to broaden its customer base with
HD-flavoured, yet affordable bikes
BY PHIL JAMES. PHOTOS NIGEL PATERSON

T
he Harley-Davidson name is polarising — many
riders won’t buy anything else, whereas there are
so many who say they’ll never buy one… and apart
from the brief lifespan of the Street 500, you
haven’t been able to do your motorcycle apprenticeship on
a Harley because they weren’t learner approved.
The new X-series hopes to change that. Small, light
and affordable, these new bikes offer a different riding
experience to earlier Harleys and are LAMS approved — and
could represent a new line of bikes to attract riders who
would never have considered a bike from The Motor Co.
The X siblings aren’t made in Milwaukee, but there’s a bit
of Milwaukee magic dust sprinkled on them to ease their
transition into the Harley family (they’re adopted, a special
effort is required). Harley has always followed the mantra
of “there’s no replacement for displacement”, resulting in
the large engines customers love. The X Twins follow this
unwritten company policy. Usually, a manufacturer’s entry
bike will be a 125, followed by a 250. Not Harley… theirs is
a 350 followed by a 500. Although not V-Twins, in some
ways the X machines take the traditional Harley path to
customer hearts.

56 | AUSTRALIAN ROAD RIDER

AUSTRALIAN ROAD RIDER | 57
ROAD RIDER TEST HARLEY-DAVIDSON X350 AND X500

"THE BIKES DO
SOUND NICE AS
THEY ACCELERATE
OFF THE MARK…"

On the showroom floor, the styling cues

and colours couldn’t have come from anybody
but Harley… and that’s a good thing. Potential
buyers won’t be mistaking for them for any
other brand. Quite an achievement given
they’re a small-budget makeover of existing
Qianjiang product.
Styling wise we think they work, and
functionally they need to be more mainstream
than a premium HD (big Harleys aren’t for
newbies). In many ways, the X pair are about
bringing people to the brand (usually with
limited experience) and developing the
confidence required for larger models.

SIGNS OF QUALITY
Harley has stamped some of its quality
hallmarks on both bikes, which appear to
feature a trademark HD premium paint job
and stainless fasteners in areas prone to
corrosion (like bar clamps). These bikes should

58 | AUSTRALIAN ROAD RIDER

USD forks, dual discs, shorty guard. Lots of reminders this is a Harley.

The muffler on the 500 is quite large… …while the unit on the 350 is very compact.

AUSTRALIAN ROAD RIDER | 59

ROAD RIDER TEST HARLEY-DAVIDSON X350 AND X500
"HARLEY HAS
STAMPED SOME
OF ITS QUALITY
HALLMARKS ON
BOTH BIKES…"
cope with exposure to the elements without
quickly weathering away to sadness.
Other features not found on the typical
entry-level machine include suspension with
rebound adjustability at both ends and shock
preload. An impressively fabricated trellis
frame and swingarm. Both bikes rode straight
and true (not always the case with product
manufactured away from a company’s
country of origin). There are aluminium triple
clamps top and bottom and twin disc brakes
on both bikes. The 350 has both hand and
foot lever adjustment, while the 500 makes
do with span-adjustable bar levers. To finish
off, HD has fitted Maxis tyres well suited to the
bikes’ intended use.
60 | AUSTRALIAN ROAD RIDER
In issue 176, our editor Nigel published a
comprehensive description of both bikes after
the official launch, so I won’t delve too deeply
into the technical details (you’ll find it at
roadrider.com.au if your copy has been stolen
by a mate). That event was a preview rather
than a test (as the bikes weren’t certified for
Australian roads at the time). This time we
got to ride them anywhere we wanted for a
couple of weeks. Consequently, we’ve moved
from speculation about performance to
observation and evaluation.
LOOKING AT THE X350
As mentioned earlier, although it’s a 350, it’s
still the entry-level bike for HD, so it needs to
be easy and un-intimidating to ride. We can
report it is!
One thing that differentiates it from the 500
is rear-set foot controls. It has an ergo setup
like no other Harley and the long-legged may
find it a bit tight on longer rides. However, this
bike isn’t about longer rides. HD pitches it as
an urban/sporty bike and we’d completely
agree. It runs short gearing, giving it good
roll-on acceleration (another HD trait) and it
feels busy at motorway speeds. However, the
gearing doesn’t limit the bike. We didn’t try it,
but top speed is likely to be well over 140km/h
and cruising at 110 is easy. The biggest issue for
some may be engine vibration. To be fair, the
first time I rode it I thought it would be an issue,
but later in the test I came to terms with it.
The adjustable suspension is firm and well
controlled, as opposed to soft and mushy.
Even with damping and preload dialled right
off, it’s still sprung for a heavy rider. When
ridden in its natural urban environment it’s
fine; on the open road it becomes harsh on
typical back-road surfaces. The thin seat
magnifies the spring issue to some degree,
but again, for short-duration urban rides it
works well enough.
The rearward footpegs help an
inexperienced rider by offering a straight
path for the rider’s legs to the ground. Handy
when things don’t work out and the feet need
to get to the ground quickly. The X350 also
has position adjustment on all levers. The
span adjustability may be an issue for those
AUSTRALIAN ROAD RIDER | 61
ROAD RIDER TEST HARLEY-DAVIDSON X350 AND X500

The 500’s seat looks comfy, but is quite thinly padded.

The 350s seat was also firm but more popular with our testers.

The X500’s engine cover. Harley-Davidsonbadged LED headlight. Easy to access but firmly sprung shock.

SPECIFICATIONS TRANSMISSION Claimed shipped weight: 180kg (199kg)

Type: 6 speed Seat height: 777mm (820mm)
HARLEY-DAVIDSON Final drive: Chain Wheelbase: 1410mm (1485mm)
X350 (X500 IF Clutch: Wet multi-plate, slip & assist Fuel capacity: 13.5L (13.1L)
DIFFERENT)
CHASSIS AND RUNNING GEAR ELECTRONICS, RIDER AIDS &
ENGINE Chassis: Mild steel trellis CONVENIENCE FEATURES
Type: Liquid-cooled, parallel-twin, double Front suspension: 41mm upside down ABS, round 3.5-inch diameter analogue
overhead cam, 4 valves per cylinder rebound adjustable (50mm USD, adjustable speedometer with an inset multi-function
Capacity: 353cc (500cc) for rebound damping) LCD display
Compression ratio: 11.9:1 Rear suspension: Single spring/damper unit,
Engine management: Digital, EFI adjustable for preload and rebound damping ETCETERA
Front brakes: Radially mounted four-piston Price: $8495 (X350) — $11,495 (X500)
PERFORMANCE calipers, twin discs, ABS Colours: Dramatic Black, White Pearl,
Claimed maximum power: 36hp at 9500rpm Rear brake: Single disc, single-piston caliper, Dynamic Orange, Supersonic Silver
(46.9hp at 8500rpm) ABS Test bike supplied by: Harley-Davidson
Claimed maximum torque: 31Nm at 7000rpm Tyres, F: 120/70ZR17; R: 160/60ZR17 Australia
(45Nm at 6000rpm) URL: https://links.roadrider.com.au/
Fuel consumption: N/A DIMENSIONS AND CAPACITIES HD-XSERIES
Rake: 24.8° (24.5°) Warranty: Two years unlimited kilometres
Trail: 140mm (100mm)

62 | AUSTRALIAN ROAD RIDER

with shorter fingers. My fingers are typical
small male length and I just got away with it.
Average-sized and smaller lady riders might
find it’s a problem.
The X350 has neutral handling. Yes, it’s a
cliché, but it’s true. It steers with precision, being
neither flighty nor heavy steering. As would be
expected, if it’s pushed very hard, its budgetness
can be felt, but by and large it’s predictable and
goes where it’s pointed. Definitely a pass there.
The trick wave brakes are adequate rather
than good. As the machine has modest
performance, they cope despite requiring a hefty
pull of the lever for fast retardation over 80km/h.
One area that will give owners grief from
time to time is a lack of a fuel gauge. There’s a
low fuel light, which is the equivalent of the old
reserve tap. It’s still a better arrangement than
that as it doesn’t announce the impending
fuel shortage by shutting off fuel… requiring
the rider to fumble under the tank for a tap.
The speedo is just that — there is other basic
info and a tacho in a scrollable readout, but
older riders will struggle with the small font.
It’s an uncomplicated setup, providing what’s
needed (except fuel range) and is in keeping
with the bike’s overall theme of simplicity.
LOOKING AT THE X500
The bigger bike has a wider functionality
repertoire than the smaller 350 (although
size wise it’s not much bigger). The X500
has significantly higher gearing, comes with
a good brake package and conventional
naked bike ergonomics. Riders of all sizes
will feel at home on it.
The seat is a nice shape but hard. Despite
appearances, it’s only 25mm thick, so the foam
must be firm to stop the rider’s butt settling
onto the seat pan. As with all firm seats, it’s
initially tolerable, with discomfort arriving
earlier than it would with a softer cushion.
The suspension is stiff. Rear springing
particularly so. This is a machine that
becomes tiring for the rider on the average
Australian back road. When there’s a pillion
load, the springing still remains firm. As it
comes, this bike could cope with a heavy
rider and a passenger — unfortunately that
makes it over-sprung for the typical 60/90kg
load it’s likely to carry. The adjustable
suspension is best left fully backed off unless
loading is exceptionally large. To access the
rear rebound adjustment, the seat and side
cover must come off.
The other ergonomic quirk we noticed was
the handlebar bend. It seems suited more to
long-armed riders over 180cm tall. They are
very wide with little pull-back. Fortunately,
sorting it with aftermarket bars is easy (and
cheap) if it’s an issue.
Like its smaller sibling, the chassis
and steering are good — not brilliant, but
AUSTRALIAN ROAD RIDER | 63
ROAD RIDER TEST HARLEY-DAVIDSON X350 AND X500
certainly good. This is a bike that always
feels stable but can change lines with ease
when required. Compared to its larger
American V-twin siblings, it changes
direction like a politician faced with a bad
poll. It would be one of the most agile bikes
in the HD catalogue.
The brake package is very good and a big
step forward over the 350. As the 500 has
noticeably more punch, good power and feel
in the brake department is reassuring.
The power train is well executed, with
more refinement than the smaller bike, with
an emphasis on usable power typical of the
HD brand. It will rev quite hard but there’s
not a lot of point unless it’s an emergency.
The light slick gearbox is well mated to the
engine and the bike always feels like it’s
ready to go unless speeds are way over the
limit. It will do a convincing truck overtake
on the highway. The 500 is also a real step
up in refinement compared to the 350 and
justifies the extra cost.
AUREL INTEGRITY
These bikes will never be mistaken for
American twins, but most would agree they
sound better than the average small-bore
parallel twin. The bikes do sound nice as they
accelerate off the mark and this is compliant
with Harley culture, although we’re sure there
will be aftermarket — and maybe even options
from Harley-Davidson — available soon.
64 | AUSTRALIAN ROAD RIDER
WHAT WE’D DO IF WE
OWNED IT
As mentioned previously, both bikes have a
stiff shock spring. Even with preload wound
completely off, there’s very little static sag on
either bike. A softer spring would cost around
$300 and we’d suggest savvy dealers organise
a softer option and mention it to customers at
the time of purchase. It could be fitted at the
first service if needed.
Both bikes have adjustable brake and clutch
levers but still aren’t suited to smaller hands. If
it’s a problem, aftermarket levers may fix it, or,
if the rider’s mechanically handy, disassembly
and a bit of careful filing should sort it out.
Regarding the firm seats, the easiest
solution is an Airhawk for longer rides.
CONCLUSION
Are these bikes real Harleys? For many
traditionalists they won’t be, but that’s not
to say they don’t deserve a place in the HD
showroom. They exhibit some core Harley
qualities and are an appropriate stepping stone
for inexperienced, aspiring V-Twin owners.
They have potential as a second machine
in families where a spouse or child wants to
get in on the fun (without too much expense
or carpark fall-over risk). The third potential
buyer is a true Harley owner (a turn of phrase
I won’t elaborate on) who needs a commuter,
runaround bike or something that can tolerate
being dirty if the weather goes bad.
These bikes aren’t available in many
western markets and Australia may be
a bit of a test case to check viability in
a mature market. We’re sure they’ll sell
well in developing economies where an
American-made Harley is out of reach for
99 per cent of buyers. If the concept of a
relatively small HD gets traction, then The
Motor Company would likely commit to
developing a brand-unique line of product
(as opposed to sharing the basic design with
others). If successful, this would drive sales,
providing balance sheet strength and fund
development for premium models.
All we can say is… if riders are attracted
to them, touch base with a dealer and take
one for a spin. They have a charm that shows
through quickly on a test ride. If any of the
issues we’ve identified are a problem, they’re
not expensive to sort out. It might be we’re
just being pedantic (that’s our job), and
most won’t even notice those crinkles in an
otherwise nicely printed page. We think all
Harley aficionados should support these
bikes as by doing so, they support the brand
they love. ARR
Comment or
rate this article.
https://links.roadrider.com.au/
HD_Xseries-178
SECOND OPINION
I was invited to ride the Harley-Davidson
X350 and X500 on what turned out to be
an unseasonably chilly and wet February
day. Undeterred, we set off, and it gave me (a
perpetually cold female) the chance to test
the windchill factor of the naked machines.
I swung my leg over the X500 first, a
decision made purely on the fact this bike
has classic mid-mounted foot controls,
as opposed to the X350’s sportier riding
position. The analogue speedo was the first
thing that caught my eye and I immediately
felt as though I was sitting atop a very grown-
up version of my first bike, a CB125E. This
illusion was soon dissolved when I felt the
mid-range torque pulling and could easily
keep up without feeling like I was straining
the bike or having to keep it at high revs.
The upright riding position made for a
comfortable posture that would be easy
to maintain for any length of time, but the
seat… the seat is very unforgiving! Advertised
as having “thickness designed to enhance
comfort on longer rides”, this was possibly
the only time in my life that I was wishing I
had more padding on my posterior!
U-turns are not my forte and I had been
pre-warned that the ride may involve quite
a few. I tentatively stepped my way around
the first couple, but was soon lifting both
feet and turning without hesitation, thanks
in equal parts to the manoeuvrability of the
bike, its generous enough turning circle,
and how quickly you feel confident on the
lightweight roadster.
It came time to switch to the X350 and
I immediately preferred it. The footpeg
positioning did throw me for a moment. I had
forgotten they were set further back after
getting caught up in riding the X500, and for
the first few kilometres I couldn’t grasp why
they would have made this design choice.
However, upon sitting, you instantly feel kind
of “wedged” between the seat and fuel tank
and your thighs naturally wrap around the
tank, so I felt much more at one with this fun
little beast than I did on the X500.
The seat offers no more padding than the
X500, but the slightly sportier lean forward
means the pressure is taken off your sitting
bones, which for me made all the difference
in my preference for this bike.
This one is touted as having an “aggressive
riding position”, which sounds much more
dramatic than the reality. But with the soft
aggression it does offer, the riding posture
(coupled with the seat narrowing as it
approaches the fuel tank) allows you to feel
as though you are gripping
the bike more, which in
turn makes cornering an
absolute breeze. I felt
agile and confident on
both bikes, but noticeably
more on the X350. This,
combined with the fact you
don’t see any controls, handles or windscreen
when moving, gave me a vision of riding into
work feeling as though you are floating as you
pass through the urban grind, cruising past
those in their claustrophobic cars — a sense
of letting your soul soar for a moment, before
having to sell it for a day’s wages.
Interestingly, my riding companions both
preferred the X500, and I was taller than one
of them, which makes me wonder if this was
just down to personal preference, or if the
X350 is generally a more comfortable setup
for a female rider?
Because the placement of the footpegs can
throw you a little, I would urge you to test ride
both bikes before making a decision as it took
next to no time at all for me to realise I actually
very much liked the combination of sportier
footpegs with the upright riding position.
Both parallel twin roadsters have a
noticeable vibration to them, which is neither
here nor there to be perfectly honest. It is
there as soon as you turn the key, but it’s
not off-putting. Neither have a windshield,
which may be a non-issue for those used to
this, but for someone who owns a bike with
a touring windscreen, I felt every bit of that
wet wind whip into my chest. Commuting
to work, cruising down the bus lane through
the daily grind and sweeping swiftly through
the city streets, this would hardly cause an
issue, but on those weekends when you want
to head that bit further out or spend a few
more hours on the open road, the lack of
wind protection may become a bit of a drag
— metaphorically and quite literally.
At 171cm (and more leg than torso) I was
more than tall enough for both bikes, and at
times felt my knees were maybe a little too
around my ears, particularly on the X500.
Admittedly this became less perceptible as
I spent more time in the saddle, and either
bike would easily feel comfortable for riders
of my height, or those with a more vertically
challenged vantage point. The X500 does
sit taller, so on paper it should be the more
comfortable option for me, but I still preferred
the wedged-in feel of the X350. The sports/
upright combination just made for a more
enjoyable and, honestly, fun riding experience.
The turn signal switch on both bikes felt a
little feeble, and more than a few times I went
to push the indicator off but accidentally
flicked it the opposite way.
I really enjoyed the simplicity of both
bikes; no smart phone connectivity, no fuel
gauge, no gear indicator… I’ve always felt this
“lack” of fancy fandangled features offers
you the chance to become more in tune with
your bike. If we were talking pure aesthetics,
the X500 would have my vote as I’m not
super keen on the guard mounted below
the seat of the X350. But, alas, as important
as attractiveness is, even us girls must look
beyond the pretty colours and after a good
amount of time on both, the X350 would be
my hands-down choice between the two.
Interestingly, I never realised how much
gravitas the Harley-Davidson name holds.
My, perhaps cliched, assumption was that
the bigger, older HD riders wouldn’t be
interested in these newer machines, but I
was proven wrong almost immediately as
we pulled into a cafe not long into our jaunt.
A few men who fit my above description
were admiring the “beautiful machines” and
already knew about the bikes and their specs.
I heard a few mentions of “parallel twin” as I
followed the smell of coffee inside.
So, it seems the combination of the
Harley-Davidson name, and the fact they are
learner approved with an accessible price
tag, makes these bikes a versatile option for a
wide range of riders to consider.
Whether one is looking to downgrade
on some grunt but stay within the HD kin, or
wanting to encourage loved ones into the
HD family (kids now old enough to ride, time
for the old lady to get onto her own set of
wheels), I feel either bike would be a great
option, with personal preference between the
two coming down to riding position and price.
— Kelly Black
A new correspondent for Australian Road
Rider, Kelly has a little over five years’ riding
experience, primarily on smaller-capacity
machines, with ambitions towards large-
capacity tourers. Her first article for ARR
was “The joy of the first big ride” published
in issue #177.
AUSTRALIAN ROAD RIDER | 65
ACROSS AUSTRALIA VIC: CASTLEMAINE & MALDON

66 | AUSTRALIAN ROAD RIDER

EURO FOOD
TOUR
We take a spin around the continental haunts
of Castlemaine and Maldon
BY RODERICK EIME PHOTOS RODERICK EIME, KEVIN MOLONEY, CLAIRE MCILROY

AUSTRALIAN ROAD RIDER | 67

ACROSS AUSTRALIA VIC: CASTLEMAINE & MALDON
The author on the road.
G
old was discovered around
Castlemaine in the mid-
1800s, causing a population
and building boom, so it’s
not surprising the area has something of a
European feel to it. Add in a cool climate and
the whole region — from Bendigo in the north
to Ballarat further south — give off a Victorian-
era vibe, in a good way.
I was exploring the area aboard a Honda
NT1100. As a Sydneysider I’d ridden down
backroads avoiding the Hume Highway as
much as possible and felt my spirits lift when I
rolled into Castlemaine. If you’re riding out of
Bendigo Engine Room
68 | AUSTRALIAN ROAD RIDER
Melbourne, I suggest ditching the boring M79
motorway after Kyneton and taking the Calder
Highway (C794) to Malmsbury. At Elphinstone,
hang left onto the Diggers Way and then the
Pyrenees Highway (B180) and you’ll notice a
most peculiar roadside ensemble at Chewton.
It’s a likeness of local hotrodder, Rod Hadfield,
whose shed is full of some of the most
outrageous homemade vehicles imaginable.
Outstanding even in this astonishing
collection is the handmade Warman Special,
powered by a 27-litre Rolls-Royce V12 engine
out of a Centurian tank shoehorned into a
highly modified 1932 Packard Limousine
Castlemaine vintage bazaar
chassis. If this monster was unleashed, it would
nudge 300km/h but no one is brave — or
stupid — enough to try it. Then imagine, if you
can, a tiny Italian mid-20th-century 600cc
Fiat Topolino refitted with a gigantic 8600cc
V12 from an American fire truck.
“It’s the only LaFrance-powered street rod
in the world that I know of,” says Hadfield in his
trademark monotone. Yep, it’s that sort of place.
And there are 20 more equally outrageous
contraptions. There’s only one motorcycle in
Hadfield’s shed, a chopped ’57 Harley-Davidson
he built for shits and giggles with help from Peter
Mansfield and Kiwi Daryl McKenzie.
 PIONEERING DESIGN
WITH AN AUSTRALIAN SOUL
Design. Performance. Quality. These are the cornerstones of our philosophy,
the ethos that drives our company - and our exceptional motorcycles.

Meticulously designed and handcrafted in Australia, we invite you to enter a

world where each ride is a new beginning.

VISIT SAVICMOTORCYCLES.COM
 The region from on high.

Feeling peckish? Follow the B180 into Central Garage Bowning

Castlemaine where you’re spoiled for

Eurofoodie choice. We head for Origini Café in
Barker Street, where native Italian, Luca Sartori,
serves linguini and lasagne just like his mother
makes. The tiny nook of a cafe on the main street
is thronging at lunchtime, so I’m glad we booked.
We park up the NT1100 and opt to hang
out in Castlemaine for a bit and head up to
The Mill to pick up on the artisan producers
there. You can easily spend a full day at The
Mill which, we discover, is much like a mini
circuit of Western Europe. Our first stop is to
meet flamboyant couple, Elna and Edmund,
owners and operators of the boutique small-
batch coffee roastery, Coffee Basics, which
adjoins Das Kaffeehaus, their Vienna-themed
restaurant full of Austrian regal memorabilia.
The menu reads like a Wagnerian opera
with all the Grosses Fruhstuck, Wurstal and
Kleinspeisen one could wish for. And the
coffee is superb and roasted on the premises.
The Mill is also a collector’s dream. And
when you’ve finished perusing the many stalls
chock-a-block with kitchenalia, garagenalia
and vintage fashion, relax with a meticulously "…A 27-LITRE ROLLS-ROYCE V12 ENGINE
crafted brew at The Shedshaker Brewery,
where Doug Falconer (yes, ex-Hunters & OUT OF A CENTURIAN TANK…"
Collectors) might regale you with tales from
his stellar rock’n’roll career.

70 | AUSTRALIAN ROAD RIDER


You can’t visit Castlemaine without a
tour of Dave Reidie’s amazing collection
of classic and vintage Harley-Davidson
motorcycles. It’s a perfect bookend if
you’ve seen Dr Dugal James’s collection of
Indian, Ducati, BMW and other motorcycles
installed in the former Black Swan Hotel in
central Bendigo. At both venues, it’s wise
VIC: CASTLEMAINE & MALDON
and polite to call ahead as neither is open
without an appointment.
The B180 becomes the A300 north of
Castlemaine and at nearby Harcourt, stop
in at the General Store for excellent coffee
and delicious pastries. Riders may end up
discussing chef Annette Larsen’s family
collection of antique BSA motorcycles.
ACROSS AUSTRALIA
OUR RIDE
I was astride a loaned Honda NT1100
for this story, the model which has
become a best-seller for the company,
especially in Europe. Australian Road
Rider ran a full test of the bike back in
issue 170, but if you don’t have it, you’ll
find that article on roadrider.com.au.
For this trip I found the bike to
be excellent. The twin-pot motor
the bike shares with the Africa Twin
makes a relatively modest (by today’s
standards) 75kW and 104Nm, but I
never found myself wanting for more,
even when overtaking on highways.
The cruise control was excellent,
the fairing and screen protective,
the heated grips welcome and the
riding position — quite upright — very
comfortable.
I found the NT1100’s seat height to be
reasonable at 820mm, making it easier
to cope with than adventure bikes (often
with seat heights north of 850mm) and
even other “crossover” machines.
The test bike was a 6-speed
manual, but there’s also a Dual Clutch
Transmission model available (+$1000)
which gives you automatic shifting
and button-shift manual override. The
editor tested the NT’s cruiser sibling,
the CMX1100, with a DCT and loved it.
The test bike came with the Honda
“slimfit” panniers (33 litres left, 32
right) which are designed for urban
compatibility… they won’t swallow a
full-face helmet, but do allow for some
lane filtering. There’s a large top-box
available if you want one and an array of
other accessories.
Fuel consumption is excellent, with
the 20-litre tank capable of taking the
bike 400km in the right conditions.
Since our test ride, the MY24
NT1100 has been announced, with
the bike receiving two new vivid paint
schemes: Matt Jeans Blue Metallic
and Candy Chromosphere Red.
Other than the paint choices, the bike
remains the same.
Pricing is dependent on where you
live because government charges
can vary, but you’re looking at around
$23,500… check out motorcycles.
honda.com.au for a ride-away price
based on where you live.
AUSTRALIAN ROAD RIDER | 71
ACROSS AUSTRALIA VIC: CASTLEMAINE & MALDON

An invitation is extended to revered motor

noter and Castlemaine local, Bill McKinnon,
and his prolifically published partner, Lee
Atkinson, to take dinner at The Railway
Hotel. I’m reminded just how far “pub grub”
has come as we’re served such delights as
Moroccan lamb back strap, barramundi fillet
and baharat-spiced kangaroo. Don’t worry,
classics are always available too.
After a solid day of lollygagging around
town, we head to our retro digs at The
Northern Arts Hotel and meet owners,
Maggie and Frank, who made a splash in
Melbourne with their former hotel, the
iconic Brooklyn Arts Hotel in Fitzroy. Just
around the corner from The Mill, the old
pub was built in 1873 and traded as The
Brighton Hotel and Store. It’s now a quirky
guesthouse and community hub with
tastefully restored rooms by renowned
furniture maker, Nicholas Dattner. Frank
Castlmaine.
and his right-hand man, Alan Joyce, curate

72 | AUSTRALIAN ROAD RIDER

ACROSS AUSTRALIA VIC: CASTLEMAINE & MALDON
Rod Hedfields Hot Rod Roadside Display
Ruins from the gold digging days.
classic movies for regular screenings and
hold regular “pot luck” fun dining events.
Of course, there’s a ghost with a knack for
leaving locked doors ajar.
Thankfully I slept through any spectral
incursions and awoke to the smell of fresh
coffee wafting up from the lounge. We head
out for breakfast at Johnny Baker and it’s easy
to see why he’s a firm favourite for locals. Here
John Stekerhofs, whose roots are in Latvia,
creates crafty pastries that are the talk of
the town. He’s even opened a second shop
attached to the Northern Arts Hotel with
excellent coffee to boot.
74 | AUSTRALIAN ROAD RIDER
Relics of the past.
There’s time for a brisk, invigorating stroll
around the manicured botanic gardens before
the 15-minute ride eastward along the C282
to Maldon. Victorians will be familiar with the
beautifully preserved streetscape that could
easily be a goldrush movie set. Established in the
1850s, Maldon developed into the prosperous
and dainty town much as it appears today.
To continue our European theme, we
take a hearty morning tea at Le Sel, another
European-themed establishment operated
by French-born urban refugees, Serge and
Claudine, who have created a compact deli
full of homemade delights with a most Gallic
flavour. Popular with locals and visitors alike, it
is a favourite morning haunt of resident Logie-
winning TV stars Kevin Moloney and Janetta
Stones of Travel Guides, who happen to be
fulfilling their mid-morning routine of pain au
chocolat and almond croissant. They fly out to
Paris in the morning, of course.
Greater Bendigo and the neighbouring
Mount Alexander Shire are surrounded by
wine regions and can name two of their own:
Bendigo and Heathcote. The eponymous
region can trace its vineyards back almost
to the beginning of the gold rush, when
Jacques Bladier and a German chap named
 “…BEAUTIFULLY PRESERVED
STREETSCAPE THAT COULD EASILY
BE A GOLDRUSH MOVIE SET”

Maldon.

The Mill, Castlemaine.

MORE INFO LINKS

Rike Design
www.rike-design.com
Buda Historic Home & Garden
www.budacastlemaine.org
Origini Café
www.instagram.com/originicastlemaine
Oakwood Smallgoods
www.oakwoodsmallgoods.com
Love Shack Brewery
www.loveshackbrewingco.beer
Northern Arts Hotel
www.northernartshotel.com.au
Johnny Baker
www.johnnybaker.com.au
Long Paddock Cheese
www.longpaddockcheese.com.au
Das Kaffeehaus
www.coffeebasics.com
Theatre Royal Castlemaine
Delscher both planted vineyards near Melbourne along the Harmony Way (C794) www.theatreroyalcastlemaine.com.au
Epsom in about 1855. or, if you’ve decided to stay another night, Railway Hotel
Traditionally, the central Victorian vineyards there’s the classy Castlemaine Boutique www.railwayhotelcastlemaine.com.au
have been known for big reds like Shiraz and Accommodation selection of restored Cabosse & Feve Chocolates
Cabernet Sauvignon, with some of the cooler heritage properties to choose from. www.cabosseandfeve.com.au
locations producing classic Chardonnay and And there you have it, a year-round, Le Sel www.lesel.com.au
Pinot Noir varieties. If you’re riding, you’ll need passport-free Grand Tour of Europe right in Enfilade Plus
to spit. A pity, but better than the alternative. your own backyard. Magnifique! ARR www.instagram.com/enfiladeplus
The roads around the Bendigo, The Mill
Castlemaine and Maldon triangle present www.millcastlemaine.com.au
plenty of excursion possibilities. Whether Comment or Castlemaine Boutique
you want to make it a weekday whizzer or rate this article. Accommodation
https://links.roadrider.com.au/
a weekend wallow, the options are there. Castlemaine-178
www.castlemaineaccom.com.au
Complete your loop by heading back to

AUSTRALIAN ROAD RIDER | 75

FEATURE HOW TO GO TOURING

HITTING THE
LONG ROAD
The editor’s random thoughts on what it takes
to be a touring rider…
BY NIGEL PATERSON. PHOTOS KIRRILY VINE & PATERSON

76 | AUSTRALIAN ROAD RIDER

AUSTRALIAN ROAD RIDER | 77
FEATURE HOW TO GO TOURING
Y
ou want to know what you need
to go touring? I’m here to help, for
this is something I have 40 years of
experience with, travelling across
town, states, countries… So, put on your riding
gear, then head for your bathroom. On foot
would probably be best at this stage, I’ll get to
the riding soon.
In your bathroom, pick up your toothbrush,
slide it into the inside pocket of your jacket.
Next, dig out your wallet or purse, check it has
your riding licence and a credit card. Mount
up onto your bike and ride… what else do you
really need?
ENOUGH OF THE COMEDY
While touring with a credit card and toothbrush
is a great way to go, it’s fairly impractical and very
wasteful — buying new underwear wherever you
want to change would get very tiresome, very
quickly — but the truth is the lighter you can
travel, the more convenient so many aspects
of a trip become. Like most things, however,
moderation is called for; take too much stuff and
you’ll upset the handling of your bike, packing
will be a nightmare, finding what you need will
be troublesome… it can quickly impact your
enjoyment of being on the road.
IS YOUR BIKE SUITABLE?
Any bike can be a touring bike. Personally I
rode a Yamaha FZ750 across the Nullarbor
Plain three times… but when your body ages
78 | AUSTRALIAN ROAD RIDER
out of its 20s, the idea of riding a sportsbike for
10 hours a day starts to lose its appeal. I’ve also
ridden swathes of Vietnam on a 175 and across
parts of the USA and Australia on Grand
American Tourers, so almost any bike can be
used for touring.
If your bike isn’t all that comfortable, get
an Airhawk or SW Motech seat cushion,
plan shorter days, and spend more time
exploring off the bike. Another great
comfort tip is to wear padded bicycle shorts
under your riding pants.
Plan your route to suit your bike — Grand
American Tourers aren’t great on dirt roads, and
small adventure bikes aren’t fun on freeways.
LUGGAGE
There’s an old story about how you pack for a
bike trip: put only the absolute essentials on
your bed. Then dump half of that on the floor,
putting the other half on the bike. Seriously
though, take as little luggage as possible… I
see so many people riding their overloaded
bikes out in the countryside it’s not funny —
and can be downright dangerous.
The best way to carry gear is in the triangle
formed by using your bike’s axles as the
baseline, with the top of the triangle usually
being somewhere near the top of the rider’s
helmet. The more you can carry in that area the
better. There’s a reason engines, fuel tanks and
the rider’s seat are all placed in that region — it’s
so the bike handles properly.
Sportsbikes can be tourers, too.
Consider that about 90 per cent of touring
bikes offered today — the machines with
standard panniers — are not supplied standard
with top boxes (the only bikes with standard top
boxes are Grand American Tourers, including
one model of the Honda Gold Wing). That’s
because top boxes are highly convenient but
also introduce terrible aerodynamics for the air
trying to flow around the rider and, even worse,
a heavy side-to-side pendulum as you lean the
bike over into corners.
Check the approved weight on a rear rack
or top box and you might be shocked how low
it is, but that’s because the forces acting on
those parts are magnified by the movement
of the bike as weight is transferred through
acceleration, braking and cornering. My
FJR1300, which I purchased secondhand,
came with a top box… which I dumped for a
more convenient SW Motech rack bag, which
I use for lighter weight/bulky items like wet
weather gear, hats and clothing. All that said,
there are many, many riders out there who
will disagree with me and find top boxes to
be convenient and useful… but me, I reckon I
can feel the difference in the way bikes handle
with and without luggage, and the top box is
the most critical piece.
While I really like hard panniers, setting up
a bike which wasn’t designed for them with a
pair might require not just the luggage and a
fitting kit, but also suspension modifications…
so there’s nothing wrong with investigating if
FEATURE HOW TO GO TOURING

Heavily loaded, but not overloaded.

"…WHEN YOUR BODY AGES
OUT ITS 20S, THE IDEA OF
RIDING A SPORTSBIKE FOR
10 HOURS A DAY STARTS TO
LOSE ITS APPEAL"

boxes are the best solution for your needs, but
if you’re taking a passenger and lots of gear, be
aware your bike might not thank you for it… and
a broken subframe in the Australian countryside
is not being fixed with cable ties and duct tape.
Soft bags, often with a hardware fitting kit,
may be a better solution. The SW Motech units
Phil James has been using on both his KTM
Super Adventure and the Honda Transalp
long-term test machine here at Australian
Road Rider have proven waterproof, durable
and are lighter than a hard-case set-up, while
carrying just as much or more — and are less
likely to break if the bike falls over.
Tankbags are enjoying a new lease on life
thanks to better mounting systems, chiefly
a ring that mounts to your aircraft-style filler
cap, allowing the bag to simply clip on. A hard
base means it’s not sitting on the tank itself, so
there’s little chance of scratches or damage,
and a tankbag is a great place to carry small
heavier items you might want access to —
tools, cameras, a water bottle. Just make sure
there’s handlebar clearance for U-turns and
nothing gets obscured.
Seat bags (sometimes referred to as
tailpacks) are excellent — the weight is
carried on the back seat of the bike, they can
generally take a lot more than a tankbag,
aren’t expensive and don’t require a fitting kit.
If you’re not travelling with a passenger, they
are a no-brainer as far as I’m concerned.
BIKE SET-UP
Of course, to go touring you’ll have to
order a big touring screen, handguards, a
communication system, comfort seat, tyre
pressure monitors and a new kitchen sink.
Or not.
All of those things can be convenient on
tour — and I’ve seen kitchen sinks in towed
motorcycle camper trailers — none are
necessary. What your bike really needs is to be
maintained well so it will be reliable, has tyres to
last the trip (or a plan on how to replace them)
and works for you in what you’re planning to do
each day. Be aware that tyre life is much shorter
when heavily laden and travelling at high speed,
especially if it’s hot. Two-up summer touring
can destroy a rear tyre in record time. For
example, last year I did a nine-day winter tour
around NSW… and we changed our first night’s
plans because I didn’t have the right gear for
my pillion to deal with freezing conditions. Cold
was OK, freezing was not! So we changed our
route and enjoyed a wonderful ride in glorious
winter sunshine… it’s easy to cope with 15
degrees, a lot harder at three degrees.
I’d also set up my bike’s suspension to cope
with the load of two full panniers, a bag on the
back and a small tankbag — fully loaded, but
not overloaded. I increased the pressure in my
rear tyre as per the owner’s manual and the
bike coped beautifully.
These days we have great weather
forecasts… sure, they aren’t perfect, but if the
forecast for a week’s time at your planned
location is for it to be miserable, it’s unlikely to
be sparkling weather — they don’t often get it
that wrong. This sort of information might help
you decide if it’s worth getting that touring
screen, buying a new pair of winter gloves and
taking the thermals.
RIDING GEAR
Plan by the climate, pack for the weather… if
I’m riding in Far North Queensland, I’m not
that fussed about wet weather gear, although
there’s a really good chance I’ll get wet — but
because it’s often hot and wet, having gear
that leaks then dries out in the breeze is much
more comfortable than blocking the breeze
when it’s not raining.
For cooler weather, wearing waterproof gear
and carrying an oversuit is the go… if you can
afford the space. Why two layers of waterproof?
For a start, nothing stays waterproof forever and

80 | AUSTRALIAN ROAD RIDER

 You don’t need a new bike.

Aussie company Andy Strapz

makes great luggage for our
conditions.

A GPS unit can record a trip and guide you to great roads. The editor’s bike on tour.

AUSTRALIAN ROAD RIDER | 81

FEATURE HOW
ROYAL
TO ENFIELD
GO TOURING
350 BULLET
Travel at a speed where you can stop for animals.
an oversuit is an awesome way to keep you main
riding gear dry (most gear takes time to dry out,
especially if it’s cold) and keep yourself warm. An
oversuit will block the wind and the rain when
conditions turn to shit, but having nominally
waterproof gear means you’re not stressed
about getting the gear on at the first sign of rain.
To beat the cold, thermal underwear is good
but electric gear is definitely the go — you can
ride in the coldest Australian conditions and
still be comfortable by cranking up the heat.
We prefer bike-powered heating, but battery-
powered options are great too.
The best gear is not only waterproof, it’s
ventilated too. Australia’s Great Dividing
Range has many of the best roads in the
country joining the coast to the countryside
and temperatures can change widely as you
head up or down the mountains — we’ve seen
temperature changes of 20 degrees regularly
on many of our tours, in the same day. No
riding gear can be comfortable at 10 degrees
and still be comfortable at 30… you’ll need
layers, vents etc to make all that work.
If you’re touring in hot conditions, a mesh
jacket and pants with body armour (including
a back protector) plus a waterproof oversuit
for a cold or wet snap is the go. Lots of modern
82 | AUSTRALIAN ROAD RIDER
gear has armour at the knees, thighs, elbows
and shoulders. Only the premium gear has a
standard back protector. Cheaper jackets have
a thin piece of foam which is there to hold the
jacket’s shape while it’s on the coathanger in
the shop. Buy a back protector which fits in
the pocket of the jacket and ride in a way that
you’ll never test its effectiveness…
Boots that are high enough to not leave a
gap between the boot and your knee guards
makes for excellent shin protection (awesome
when rocks get thrown up by bikes ahead)
but can be hot in warm weather. I usually wear
shorter boots these days, but I often have a
fairing, too.
Take two pairs of gloves — one waterproof,
one for warmer conditions. If you’re heading
for potentially bad weather, Andy Strapz has
overgloves which are awesome…
WHERE AND WHEN TO GO
I’ve ridden in snow, I’ve ridden through
extreme heat across the Australian outback…
and generally, these conditions suck! While
there are great stories to be told from riding
in extreme weather, leave it until you’re
experienced… start out by visiting places when
the conditions are mild.
Generally, I’d go for cool rather than warm…
it’s easier to bulk up a little to beat back mild
temperatures than it is to stay cool in hot
weather. We don’t have air-conditioning on
motorcycles and touring in shorts is a bad, bad
idea. Check out the climate for the area you’re
travelling and go in the shoulder, not peak
season. Peak is likely to have more tourists
(including the dreaded caravans) on the road
and everything can be more expensive… stuff
you don’t need.
Beware of school holidays, double demerit
point weekends… you can still travel during
those periods, but take note of increased
traffic and a heavy police presence.
LOOP OR HUB AND SPOKE
Most riders plan their trips as a loop — ride
somewhere and ride back a different way.
Sounds logical and smart, you get to see
more of the countryside… but it means
packing and unpacking every day, staying in
a different bed every night and always riding
with a fully laden bike.
It’s sometimes better to do hub & spoke:
take a fairly direct route to somewhere and
set up for a few days in a motel, cabin or your
tent if that’s what floats your boat, but then
Water crossings are common in the Aussie outback.
use that as a base to explore from. Most of
your gear then doesn’t need to go back on the
bike each morning, you’re not under as much
time pressure, and a shorter day in the saddle
can rest the weary bones. Your travelling
companions also have the option to not
participate in the day’s riding and that leisurely
lunch doesn’t mean you’ll be riding into the
night a bit later… you’ll also get the feel for a
place that bit more.
For those who simply want to ride and ride
and ride, hub & spoke still works — just plan
a big loop for the day around where you’re
staying. You can do it on a bike completely
Phil James pointing out the obvious.
stripped of luggage and only in the gear you
need for the day.
WHAT TO TAKE
If you’ve got a modern smartphone, you
probably don’t even need a camera these days
— I’ve published numerous articles where the
entire story was shot on a mobile. These days,
if I’m pressed for space, I’ll take my compact
drone rather than a traditional camera because
it gets shots which can’t be taken any other way.
I still recommend a tubeless tyre repair kit
(presuming you have tubeless tyres) because
flats are a thing, but if you’re travelling in a
"…YOU’LL HAVE
TO ORDER A BIG
TOURING SCREEN,
HANDGUARDS, A
COMMUNICATION
SYSTEM, COMFORT
SEAT, TYRE PRESSURE
MONITORS AND A
NEW KITCHEN SINK"
group, just make sure someone has a kit. Keep
in mind 90 per cent of flats happen in the last
10 per cent of tyre life, so trying to squeeze out
a few extra kilometres of wear could see you
on the side of the road with a deflated tyre,
and that will do nothing for your mood.
If your bike runs tube-type tyres… damn,
that’s tough. Adventure riders need to know
how to get going again when they get a flat,
but that’s beyond the scope of this article. For
anyone else, make sure you have a way to at
least get the wheel out so you can get the tyre
to a shop without having to wait for a ute.
Beyond that, the standard tool kit is a good
place to start… but add a tyre pressure gauge,
cable ties and duct tape. These can temporarily
fix things which come loose/break until you can
get somewhere for a more permanent fix.
Check your tyre pressures regularly! Not a
terrible idea to do it first thing each morning,
when the tyres are cold and the bike is unladen
— it’s awful to discover a slow leak because the
bike is handling poorly 5km out of town, when
you could have had it repaired professionally
before even checking out of your room.
AUSTRALIAN ROAD RIDER | 83
FEATURE HOW TO GO TOURING
The edior’s SW Motoech Rack Pack with a Kriega bag on
top for overflow gear.
Cut a 10cm square out of a damp cleaning
chamois and put it in a zip-lock snack bag — now
you have a visor cleaner in your jacket pocket.
Wear earplugs. The wind, engine and road
noise will damage your hearing over time and
I’m convinced earplugs reduce fatigue, too.
TRAVELLING WITH OTHERS
Should you go solo, with a friend on the
back or in a group of riders? There is no
wrong answer there. I love to tour solo: I stop
whenever I like and for as long as I like (which
is part of the reason I get better photos than
most people), travelling with a pillion adds a
friend to enjoy the ride with, travelling with
84 | AUSTRALIAN ROAD RIDER
A Kriega seat bag.
other riders can share the load (I’ll bring the
drone if you bring the tubeless repair kit…) and
add other personalities to the experience.
Be aware that the more people travelling
together, the slower the ride will be…
THE COST
Ride a big expensive bike, stay at premium
accommodation, eat in nice restaurants and
you’ll spend quite a lot on your motorcycle
tour — and if you’re happy to do this, you’ll
probably have a great time. On the other
hand, a small bike with a tent strapped to the
back can be a very inexpensive way to enjoy
the countryside, and waking up to kangaroos
Carrying gear on the back seat is smart.
Shad makes a huge range of luggage.
grazing outside your tent is very, very cool.
Somewhere between is my happy
medium — staying at a pub or motel so I
get to sleep in a bed, eat in a pub or club
so the food cost isn’t through the roof, ride
on touring tyres which provide decent grip
without wearing out quickly… and this is
where I recommend you start.
If you’re not an experienced tourer, riding
all day will sap you, mentally and physically.
Having a bed at the end of the day and not
needing to set up a tent is awesome… and
the fancy restaurant? Do you really want to
pack clothes for fine dining, do you want to
spend a few hours on the different courses and
 Reader Stephen Gillman sent this shot in – swag on the
"…90 PER CENT OF FLATS
HAPPEN IN THE LAST 10 PER
CENT OF TYRE LIFE…"
experiencing the local wines with each course?
How are you going to feel the next morning,
facing a 10-hour ride, knowing last night’s meal
could have bought you a new tyre?
Just kidding, at least a bit. If you can
afford the great food, do it… but be cautious
with the wine.
ROUTE PLANNING
So where should you go? Anywhere.
Everywhere. Realistically, aim for somewhere
reasonably close, then go the long way there —
if you are delayed you can then cut your losses
and head for the highway to get where you
plan to be.
Plan to end the day early. I try to plan to be
at my accommodation by 4pm, even earlier in
the depths of winter — that way there’s wriggle
room with the time if I end up running late, and
I’m not out dodging kangaroos.
If I get in on time there’s the opportunity
to check out the town’s local attractions,
although I’ll often be found at a local lookout
enjoying the sunset before dinner. For newbie
tourers, you might be shocked at how tired
you are at the end of the day, mentally if not
physically, so be prepared to pace yourself.
It’s good to use a paper map which includes
the whole region you’re travelling for route
planning — it gives you an overall feel for the
journey. Combine it with TomTom’s excellent
Mydrive online planner (mydrive.tomtom.com)
and it’s a great way to work out where to go
and how to get there.
back, screen up front and leathers for safety.
The Mydrive planner lets you choose to
avoid highways and dirt roads while also
being able to choose motorcycle as your
transport and select different levels of
twisties and elevation changes. Try alternate
settings and you’ll see distances change as
different routes are chosen and the time it’ll
take differs, too. You can even print out a set
of instructions or copy them into your phone
if that’s how you like to roll.
Be aware that if you try to transfer this
info into Google maps, it’ll probably try to
take you on the fastest route between each
location, whereas if you download a GPX
file and transfer that to a GPS device (or
supported phone app), you’ll get to follow the
route you planned.
MAPS, GPS AND APPS
There is no simple, easy navigation solution.
Paper maps are awesome for overall planning,
never run out of battery and often show a
dirt road from a bitumen road better than
anything digital — but they go out of date,
aren’t produced in the numbers they once
were, and don’t tell you where you are or offer
turn-by-turn navigation.
Google and Apple maps are getting a
lot better, but make sure you download
the areas you’re going before you leave,
otherwise you might find yourself lost and
without phone service. They aren’t the best
for planning multiple stops or for helping
you find great routes.
There is a plethora of apps available to help
you navigate, and they claim to offer the best
routes, the most up-to-date information and
where to get the best coffee… but they can’t
all be right. Here at Australian Road Rider
we’ve generally stuck to using GPS units, but
are researching apps for future articles, so
keep an eye out for them.
With Google and Apple taking over the
world, GPS units are getting thin on the
ground, but we’ve had good experiences
with both TomTom and Garmin GPS units
(and often the GPS navigation systems
built in to high-end bikes come from these
suppliers). I’ve recently received a Garmin XT2
motorcycle-specific GPS unit for testing and
so far it’s been great — but the learning curve
is steep. There’s heaps of functionality there
and I’m sure it will be a big help in planning
many great rides into the future, but be careful
of too much distraction.
FOOD AND DRINK ON THE
ROAD
Stay hydrated and try to eat healthily. In warm
weather I wear a hydration pack… in hot
weather it’s filled with cold water and Hydralyte
tablets. Either way, drink plenty of water. Don’t
have a huge lunch — probably better to graze
across the day with a light breakfast, some fruit
on a break, light lunch… you get the idea. A big
meal can put you to sleep! Carry some energy-
rich food as well as the water just in case you
get waylaid out of town.
If you do find yourself tired and worn-out
but still some distance from where you want
to be, change your plans, have a nap… or
suck down an energy drink. They will give
you a boost and it’s better than being tired,
but it’s not something I recommend you do
even occasionally.
FINAL THOUGHTS
Motorcycle touring is about being a part of the
environment as you pass through it. For me,
walking and cycling is too slow — there’s too
much I want to see and I’m too impatient. Cars
are too isolating, they make the view look too
much like a TV set, and the temptation to block
out the environment with air conditioning and
surround sound is overpowering.
Touring by motorcycle is different. Faster,
yet you still get the smells and chills and heat.
You feel like you’re outdoors all day, but don’t
need to be fit… and at the end of each day
it feels like you’ve achieved something, that
you’ve met a challenge.
And that’s got to be good. ARR
AUSTRALIAN ROAD RIDER | 85
FIRST RIDE ROYAL ENFIELD 350 BULLET
THE BULLET
IS BACK!
The most famous name in the Royal Enfield line-up is
back with a new-generation Bullet…
BY NIGEL PATERSON
T
he Royal Enfield Bullet is an extremely honest
motorcycle. It’s not very fast, but it is smooth
and nice to ride. It’s a very pleasant machine you
can use as an imitation vintage bike, because
a lot of people will look at it thinking it’s a vintage bike,
or you could use it as a bike to commute on, to just get
around town on, to enjoy riding with your friends, and get
a little bit of a buzz out of a single-cylinder, air-cooled,
very simple machine that is also modern enough to carry
ABS brakes, fuel injection, and a three-year warranty with
roadside assistance.
The engine is built on the same platform we’ve seen in
the previous generations of Royal Enfield 350cc singles
— the Meteor, the Hunter and the Classic. The Bullet,
though, is the most famous name of all, having started
construction in 1934.
86 | AUSTRALIAN ROAD RIDER
The history of the Bullet goes back a long, long way.
During the 1950s the Indian government decided to
order a whole heap of Bullets for their police and army to
patrol its borders. The terrain up there is pretty tough, so
they wanted something that would be able to handle the
conditions. The Bullet had a reputation for being a good
trials bike and also being well built, so they ordered a whole
heap of them and, during the 1960s, were manufacturing
them in India as well. Of course, the Enfield factory in the
United Kingdom closed down by 1970 and Royal Enfield
became very much the Indian company.
In a similar way to Vespa being known as a brand of
bike rather than a model range from Piaggio, the Bullet
was really a better-known name than Royal Enfield in
its home country of India for many years. When Royal
Enfield was taken over by Eicher Group 30 years ago,
AUSTRALIAN ROAD RIDER | 87
FIRST RIDE ROYAL ENFIELD 350 BULLET
management decided to update and build a
modern platform for the bike that suited the
home market, but would also be suitable for
export — that meant still being air-cooled, but
updating it in many ways.
What hasn’t changed in this latest
generation is how the Bullet is still very honest,
very tough, made out of metal, not plastic,
and looking very similar to the previous
generations going back 90-odd years.
88 | AUSTRALIAN ROAD RIDER
WHAT YOU GET
For Royal Enfield, to have made the bike look
more vintage than it does would have been
a real challenge. I mean, there’s even a little
visor over the top of the headlight, which
I think was there in the old days to reduce
scatter from the styles of the olden-day
headlights blinding the rider. But whatever the
reason, it looks really good on the new Bullet.
The guards are steel, the tank is steel, basically
everything is steel or aluminium. There’s a little
bit of plastic in things like the indicator lenses,
but not very much at all. The style of the bike
is very vintage/retro. However, to call it retro
is almost an offence to the Bullet because it’s
been built this way almost from day one, just
evolving with each new generation as they
change over the years.
Powering the Bullet is a 349cc 4-stroke
single, air-cooled, with fuel injection. Royal
 "…IT REVS RELATIVELY
SLOWLY FOR THE
AMOUNT OF POWER
AND TORQUE IT
CREATES…"

A classic name still being built.

This badge can be replaced with the

optional Tripper navigation.

The graphics are timeless.

AUSTRALIAN ROAD RIDER | 89

FIRST RIDE ROYAL ENFIELD 350 BULLET
Enfield has changed the fuel mapping and
fuel injection on the Bullet’s version of the
349cc engine to give it a broader spread
of power with better fuel consumption.
This is aimed at making it more popular in
the Indian home market, where the cost
of fuel is a huge part of travel costs. So to
keep that cost down, they want very good
fuel consumption: Royal Enfield claims
2.63L/100km, which works out at 107 miles
per gallon. The excellent fuel economy
goes some way to compensating for a small
13-litre tank, so you’ll still get decent range
(approximately 500km!) out of the bike (and
the sticker on the tank recommends E10,
although I’m still not sure I’d use it).
It’s an honest motor, only producing about
20 horsepower and 27Nm of torque. So it’s
not very powerful at all, but it’s got more than
enough to keep up with modern-day traffic. At
speeds between about 40 and 80, it’s actually
very nice to use. Very easy to ride, smooth,
90 | AUSTRALIAN ROAD RIDER
and delightful in many respects. Over about
80km/h, or if you’re trying to make hay while
the sun shines, you’ll get a bit of vibration,
especially through the footpegs. But you’ve
got to rev it pretty hard to do that.
It’s a long-stroke motor, which means it revs
relatively slowly for the amount of power and
torque it creates, which makes it actually very
pleasant to use at those moderate speeds.
If you’re riding it within its design brief, it’s
actually really nice to ride.
The Bullet is equipped with a five-speed
manual gearbox and a wet clutch. Now 30
years ago that would have been fairly standard
fare, but these days, of course, most bikes
have got six speeds and most modern bikes
have also got an assist & slipper clutch. Many
modern bikes also have a quickshifter. Now
I never really want to see a quickshifter on
a Bullet, however an assist & slipper clutch
would have made life easier for learners to get
their head around using a clutch and makes
the clutch pull lighter too. Another problem
with the with the Bullet is that it doesn’t have
adjustable levers and it’s a fairly large span
to get your hand wrapped around both the
clutch and brake levers.
CHASSIS, SUSPENSION AND
BRAKES
The Bullet features an all-new chassis
designed at the Harris Performance Group
in the UK. Royal Enfield purchased Harris
Performance some years ago and this is the
result, a modern chassis that looks like a
vintage chassis. Still a steel twin down tube
but much better designed and much better
performing than the earlier designs.
The 805mm seat height may put off a few
riders as well because there are quite a few bikes
out there with lower seats, however it is fairly
narrow at the front, so getting your legs down
isn’t actually too hard. The bike isn’t super heavy
at 195kg (curb weight), but it’s also not one of
AUSTRALIAN ROAD RIDER | 91
FIRST RIDE ROYAL ENFIELD 350 BULLET

SPECIFICATIONS Final drive: Chain Seat height: 805mm

Clutch: Wet multi plate Wheelbase: 1390mm
ROYAL ENFIELD Fuel capacity: 13 litres
350 BULLET CHASSIS AND RUNNING GEAR
Chassis: Twin Downtube Spine Frame ELECTRONICS, RIDER AIDS AND
ENGINE Front suspension: Telescopic, 41mm forks, CONVENIENCE FEATURES
Type: Single cylinder, 4 stroke, air-oil cooled 130mm travel Analogue speedo, LCD warning lights, LCD
Capacity: 349cc Rear suspension: Twin tube Emulsion shock display panel. USB port. Dual-channel ABS
Compression ratio: 9.5:1 absorbers with 6-step adjustable preload
Engine management: EFI Front brakes: 300mm disc with twin piston ETCETERA
floating caliper, ABS Price: $7890 (standard colours), $8050
PERFORMANCE Rear brake: 270mm disc, single piston floating (Black Gold)
Claimed maximum power: 20.2 BHP @ caliper, ABS Colours: Black Gold, Standard Maroon,
6100rpm (14.87kW) Tyres, F: CEAT 100/19-19 Tube Type; R: CEAT Standard Black
Claimed maximum torque: 27Nm @ 120/80-18 Tube Type Test bike supplied by: Urban Motorcycle
4000rpm Imports
Fuel Consumption: 2.63 l/100km (claimed) DIMENSIONS AND CAPACITIES URL: links.roadrider.com.au/REbullet178
Rake: N/A Warranty: 3 years, unlimited kilometres plus
TRANSMISSION Trail: N/A roadside assistance
Type: 5-speed constant mesh Claimed wet weight: 195kg

92 | AUSTRALIAN ROAD RIDER


the lightest things out there either. For a taller
rider it’s actually quite comfortable to throw
a leg over and to ride. The footpeg to seat to
handlebar distances all match up quite well to
deliver a comfortable bike at moderate speeds.
The wheels, 19-inch front, 18-inch rear,
are laced with steel spokes. Suspension
duties are handled by conventional 41mm
forks (with shrouds) up the front and twin
shocks at the rear. The forks have 131mm of
travel, which is pretty good, but the 104mm
for the rear wheel is only just enough. The
only adjustment available is rear spring
preload. Built tough, I think they’ll last for
ages without needing too much work and are
unlikely to give you any trouble.
Braking is by disc at both ends, a 300mm
front, 270mm rear and Bybre calipers, the Indian
offshoot of Brembo. Brakes are pretty reasonable
without being spectacular and they do have twin
channel ABS but not cornering ABS.
ANCILLARIES
The headlight nacelle also houses the
instruments — an analogue-style speedo with
some LED warning lights and an LCD panel
"VERY EASY TO
RIDE, SMOOTH, AND
DELIGHTFUL…"
which displays things like fuel level. There’s
space to have a Tripper Navigation unit
installed, but it’s not standard on this model.
A small concession to modern requirements
is a USB port, which is very welcome so that
you can charge your phone or GPS unit
mounted to the handlebars.
Standard equipment also includes some
steel tubes over the rear wheel, there to
prevent saddlebags or panniers rubbing on
the back wheel, making it easier to set up for
touring. Crash bars and a whole heap of other
accessories are also available for the new Bullet.
PRICING AND COLOURS
The Bullet’s pricing starts at $7890 for the
Standard Black or Standard Maroon colour
schemes, or $8050 if you prefer the Black
Gold. The Black Gold definitely looks the best.
WHO’S IT FOR?
The Royal Enfield Bullet 350 is not really a
learner’s bike. The capacity points to being
a learner’s bike, the horsepower, the torque,
all point to being a learner’s bike. However,
the seat height, the old-school clutch and
gear box, the style of the seating, the vintage
looks and the vintage riding position don’t
make it perfect for learners. Not bad if you’re
tall, but not particularly great if you’re short.
Something like the Meteor or Hunter (which
is quite a lot lighter) would be much better.
I actually think the Bullet 350 suits the
more experienced rider. If you’ve been riding
for a long time and you really love the style
of bike and you’re looking for something that
doesn’t need to be particularly fast, the Bullet
350 represents great economy, great style,
modern build quality and a very easy bike to
ride. It would also suit someone looking for
day-to-day transport with a vintage style, a
little bit of class and not too much expense.
It’s a nice bike to get around on and I think
it would be very good at carrying a pillion
passenger compared to most other small-
capacity modern machines. ARR
Comment or
rate this article.
https://links.roadrider.com.au/
RE_Bullet178
AUSTRALIAN ROAD RIDER | 93
ARR TRAVEL NORTHERN VIETNAM

94 | AUSTRALIAN ROAD RIDER

 JUNGLE
BROTHERS
Phil and his little band of brothers
in the jungles of Vietnam…
BY PHILIP BARNAART

AUSTRALIAN ROAD RIDER | 95

ARR TRAVEL NORTHERN VIETNAM
Ba Be lake.
W
e all know Vietnam is
covered in jungle, and that
growth comes from water
and heat, so I probably
shouldn’t have been as surprised as I was to
discover we’d be entering the Ba Be National
Park by boat — and we’d have to ride the bikes
onto the ferry to get there.
Funnily enough, it wasn’t the boat which
caused our first victim, but the raised, narrow
concrete strip you ride down to get to the
boat… even the long-legged had trouble
getting their feet down, and the less-tall Jim
didn’t stand a chance when balance was lost.
96 | AUSTRALIAN ROAD RIDER
Lang Son scenery.
Previous spread: Spectacular gorge at Dong Van
Lang Son scenery.
Luckily the support crew swung into action
and he was patched up quickly, with little harm
“THE BAN GIOC
done, but it highlighted one of the benefits of FALLS WERE AN
a guided tour — support when you need it.
And it was only day two. Only one of us would
UNEXPECTED YET
get through without a mishap of some sort… Our SPECTACULAR SIGHT
group of nine Aussies had ridden out from Hanoi
the day before, an easy ride on a good highway,
— CASCADING FALLS
enjoying the views as they got more and more ON THE CHINA/
spectacular. Dave, who trained at the WA
School of Mining and has worked in the mining
VIETNAM BORDER”
industry all his life, was in fine form describing
the geological formations — towering limestone
peaks, jagged cliffs, large caves and deep valleys.
ABOVE Day 1 Emily, Chris, Dave, John, Lew, Philip, Paul, Shane, Jim. BELOW Ban Gioc waterfalls.

AUSTRALIAN ROAD RIDER | 97

ARR TRAVEL NORTHERN VIETNAM

Cao Bang.

Dave, Lew and myself have travelled Dong Van.

overseas extensively, starting out with a
Blue Dragon charity ride over 10 years ago.
Seventeen complete strangers had set off
from Hanoi on a mix of Ural sidecars, Ural
solo machines and a Minsk to ride the Ho
Chi Minh Trail along the Laos border to
Danang and Hoi An. The 10-day fund-raising
ride took in spectacular mountain scenery,
huge caves in the Phong Nha Ke Bang
National Park and the Vinh Moc tunnels
north of Hue.
It was so much fun most of the group
continued to meet up and ride overseas for
many years afterward, but by this trip only the
three of the original ‘Band of Brothers’ are
still travelling together.
Luckily, Dave managed to round up another
six riders, including his daughter Emily and
her partner Chris, to make up the numbers
required for a free support vehicle. And what a
great crew it turned out to be!
The ride was arranged through Cuong’s
Motorbike Adventures based in Hanoi. Four
support staff accompanied us — Mr Phu,
the lead rider, Mr Tap, the sweep rider and
mechanic, Mr Anh, the support vehicle driver
and Ms Yen, the general support person.
Coincidentally, Phu who had also worked as a
support rider with the 2013 Ho Chi Minh Trail
ride, recognised the three original “brothers”
and greeted us warmly. An experienced guide

98 | AUSTRALIAN ROAD RIDER

ABOVE Terraces near Dong Van. BELOW Mr Tap Cao Bang checks out his phone while his guests check out the scenery.

AUSTRALIAN ROAD RIDER | 99

ARR TRAVEL NORTHERN VIETNAM
Ha Giang.
Phu and Tap repair
Shane’s boots.
with a gregarious nature, Phu led the group
for eight days, cheerfully navigating across
all types of terrain, ensuring we were well fed
and accommodated and that cold beer and
gin and tonics (the latter free of charge!) were
available at the end of the day. Phu made
the whole experience fun with his humour,
local knowledge, expert riding ability, clear
instructions, and easy-going attitude. Jim,
who claimed the title of oldest rider in the
group and not in the peak of health, said it
was due to Cuong’s team that he was able to
complete the ride.
100 | AUSTRALIAN ROAD RIDER
We were all aboard Honda CRF250s,
some with lowered seats.
FOUR PROVINCES
Although termed the “Ha Giang Province”
motorbike ride, four provinces in the north
were actually traversed — Lang Son, Cao
Bang, Ha Giang and Bac Kan. Geologically,
all these areas form part of the South
China Plate where the predominant rock is
limestone and which can be found on 80
per cent of surface area. The Ban Gioc Falls
were an unexpected yet spectacular sight —
Map of the ride
cascading falls on the China/Vietnam border.
Located 272km north of Hanoi, the falls
were a surprise feature of our Vietnam tour
as no-one was expecting such a beautiful
cascading waterfall, although we probably
should have — the scenery had simply been
getting better and better since leaving Hanoi.
Then it was on to the Be Ba National Park,
where Jim came unstuck before the boat
ride, but after crossing the fast-flowing river
we entered the huge and magnificent Ba Be
Lake. Beyond its geological wonders, Ha Giang
and neighbouring provinces are also home
 Ha Giang.
Ha Giang.
to diverse ethnic communities with vibrant
culture and traditions including the Nung,
Hmong and Tay. The food provided during the
ride reflected the culinary traditions of these
groups and was always fresh and delicious. It
was amazing to see how other people live and
employ life skills, especially agriculture. There
was always time to interact with locals and the
arrival of our group of riders usually attracted
some attention.
Not having shaved since 1976, Shane sports
a splendid beard that always drew a crowd. As it
was close to Christmas, comparisons with Santa
Ha Giang terraces.
Claus were often made. As we progressed
further north into Cao Bang province with
"…PICKED UP THE
steeper mountainsides, deep valleys, lush BIKE, INVITED ME
vegetation, fewer people and less traffic, the
serene beauty gave rise to a spiritual feeling
ONTO THE PILLION
which just enhanced the experience. SEAT AND ROARED
CHALLENGING CONDITIONS
UP THE HILL…"
The ride proved quite challenging at times
with the variety of road types and surfaces
encountered. Sometimes we enjoyed long
stretches of quality black top with sweeping
curves, but every day there were narrow
AUSTRALIAN ROAD RIDER | 101
ARR TRAVEL NORTHERN VIETNAM
Halong Bay near Hanoi.
Cave transit.
paths through rural villages, rough tracks,
steep switchbacks with surfaces of broken
concrete, mud, rough stone and ruptured
bitumen. Everyone bar one rider fell off at
some stage — some multiple times — but
thankfully the injuries only amounted to cuts
and bruises (and wounded pride…).
A particularly difficult stretch of steep track
with a heavily rutted surface on the way to
Pan Hou had me off halfway up, but thankfully
only sustaining a couple more bruises. Mr
Tap picked up the bike, invited me onto the
pillion seat and roared up the hill with me on
board. Damage to my pride was the only major
casualty that day! Ms Yen dutifully tended the
wounds at the end of each day — usually while
the patients were enjoying a cold beer or gin
and tonic — and morale remained high. Road
surfaces weren’t the only hazard and riders
soon learned to get out of the way of trucks,
buses and cars on the narrow roads.
Despite the challenges, everyone agreed
it was a great experience and had nothing
but praise for Cuong and his staff. Members
102 | AUSTRALIAN ROAD RIDER
of the group agreed that Cuong’s team were
incredibly patient, hardworking, and that
nothing was ever too much trouble. All had
a great sense of humour and obviously liked
what they were doing. It was great to have
them join in for drinks and dinner at the end
of the day. The challenges were considered
by some to be the highlight of the trip. The
Honda CRF250s were the ideal machine for
both the black top and the rougher roads.
All were well maintained and fitted with new
knobbly tyres prior to heading off.
The ride terminated at Lao Cai on the
Vietnamese/Chinese border and the change
in architecture on the Chinese side was
obvious. Arriving at Lao Cai in the early
afternoon, we were provided with “day
rooms” to relax in, take a shower and enjoy a
change of clothes. There was plenty of time
to explore locally, enjoy an evening meal, and
make our way to the railway station for the
night journey back to Hanoi.
Comfortable sleeping berths were
provided on the train and most people
Enjoying a cave
excursion.
enjoyed a decent night’s sleep before
arriving at Hanoi station at 5.30am the
following day. Cuong provided a minibus for
transport back to our hotel where breakfast
was enjoyed and heavy luggage was
deposited. Anticipating that the ride might
prove challenging, I had suggested that our
group enjoy an overnight cruise on Halong
Bay to relax for a couple of days after the
ride, to which everyone had agreed. After
breakfast we transferred by minibus to Dora
Cruises at Halong City and boarded our
luxury cruise boat for Lan Ha bay, one of the
quieter spots in the Halong Bay area. Cabins
were modern, large and well furnished, the
cuisine was excellent and the staff friendly
and helpful. Kayaking proved popular, as
were the small boat trips to caves in the
fascinating limestone karst islands. Everyone
enjoyed the chance to relax and chat in
comfort in beautiful, tranquil surrounds after
our fabulous ride.
Thanks to Lew Truscott, Shane Lovell and
Jim Stanley who contributed to this article. ARR
 John on the edge of a
very deep valley.

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www.postiebikechallenge.org Ph. 

AUSTRALIAN ROAD RIDER | 103

FEATURE ANTHONY GOBERT

Gobert at Phillip Island.

ANTHONY
GOBERT
1975-2024
ARR remembers Anthony Gobert, who passed away on
17 January, 2024, aged 48 after a short illness.
BY DARRYL FLACK

104 | AUSTRALIAN ROAD RIDER

During his days in America
riding a Vance & Hines Ducati.

AUSTRALIAN ROAD RIDER | 105

FEATURE ANTHONY GOBERT
Team managers often said Gobert’s
throttle control was incredible,
allowing him to manage a sliding
tyre effortlessly.
I
n the wake of the outpouring of tributes
for Anthony, we look back at his eventful
career. What we see is a free spirit who
shone brightly on the world stage, but not
for long. Although he never achieved his lofty
goals, Anthony earned perhaps something
rarer — the awe and respect of race fans
around the world.
ANTHONY GOBERT — WHAT A
SHOW IT WAS
After observing the first eight years of the
Go-Show’s professional career, many were
convinced there were two Anthony Goberts.
One was the extraordinarily gifted motorcycle
racer, enormously ambitious, focused and
hard-working. When this Anthony Gobert told
you he wouldn’t be satisfied until he had won
three 500cc world championships in addition
to the Superbike World Championship, you
wanted to — sorry — had to believe him.
The other Anthony Gobert fulfilled the wild
child prophecy, the hard-partying Anthony
who believed he could rage and race his
way to the top. Compelling, spectacular,
frustrating, humorous, extraordinary yet
ordinary only began to explain the once-in-
a-generation rider from Oakdale, south-west
of Sydney. Asked to find one word to describe
him, it would be this: confounding.
When 16-year-old Gobert burst onto the
scene as a kick-arse dirt squirt then budding
road racer, Australia had its own Freddie
106 | AUSTRALIAN ROAD RIDER
Spencer. Here was a white-hot talent who was
destined for greatness, and like Spencer, his
success would come as quickly as his no-holds-
barred riding. So it seemed. At 17, he cleaned
up the best of the nation’s mud-diggers in the
1992 Supercross Masters. Taking up the knee-
dragging cudgels of road racing that same year,
Gobert was later signed by the Winfield Honda
Superbike team for 1993 and won the Australian
Superbike Championship in 1994. He was just 19.
Shooting to world-wide prominence at the
Phillip Island round of the 1994 WSBK, Gobert
stepped onto Terry Rymer’s Muzzy Kawasaki
after Honda fumbled its negotiations to retain
the promising Aussie, with a sensational 3-1
finish after starting from pole position. The
Honda deal, which had been going well, was
somehow reduced to doing the US Superbike
Championship while Rob Muzzy promised a
full tilt at the world title alongside 1993 WSBK
champ Scott Russell.
For someone who felt the need to make
bold statements, Anthony Gobert’s words
were delivered in a soft, measured voice that
regularly ventured into an endearing gruffness
whenever he was getting something off his
chest. Infinitely quotable, Gobert said his
extraordinary self-belief was instilled at an
early age. “My parents gave me confidence,”
he said. “Like driving to race tracks in the
morning, they would tell me I could be the
best. I believed that, and that belief carried
over to my results.”
The Muzzy years were filled with frustration
on uncompetitive machinery. Finding it
difficult to keep pace with Ducati’s top-
speed advantage, Gobert claimed fourth in
the championship with wins at Laguna Seca
and Phillip Island. If the introduction of the
Kawasaki ZX-7R for ’96 was meant to reverse
the trend, Kawasaki and Muzzy were mistaken.
The new gear-cam-driven short-stroke engine
lacked the much-promised top-end zing the
team was hoping for and Gobert again rode
his heart out to prove that he could win on
the slowest bike in the field. “I’m here riding a
Muzzy Kawasaki because I want to,” Gobert
said defiantly in mid-1996. “I chose to ride a
Kawasaki because I believe I can win the world
championship on it and beat the Ducatis.”
Gobert had originally signed a letter of
intent with Team Harris Suzuki for ’96, but they
wanted him for two years. Reluctant to agree,
Gobert ramped up the numbers and when
Muzzy was prepared to match the $US1.2
million p.a asking price, he stayed put with the
moustachioed maestro.
Stripped of a brilliant victory over John
Kocinski early on in the season at Misano after
his bike was disqualified over a carburettor
infringement, Gobert’s first win of the year came
at Laguna Seca, where he finished on top in a
three-way duel with the Ducatis of Kocinski and
Troy Corser. Crashing out of the first race after
dicing with the Ducatis yet again, Kocinski was
asked about the Aussie who passed him around
"…SLIDING THROUGH
THE HIGH-SPEED
SWEEPERS AND
BACKING IT IN…"

In the pits having beers before he’d He rose to Grand prix and raced 500s, briefly. This shot is
even got his leathers off… it was from a guest ride on the ill-fated MZ 500.
these antics which would cost him
dearly. (pic Arthur Thornton.)

The Go Show loved to put on a show for his fans, with

monster wheelies being particulalry popular.

AUSTRALIAN ROAD RIDER

DER | 1107
FEATURE ANTHONY GOBERT
On the Phillip Island grid
with Barry Sheene.
the outside of turn two while backing it in.
“Gobert? He’s crazy!!”
Later, team Muzzy boss Rob Muzzy
unsuccessfully appealed the disqualification
of Gobert’s Kawasaki ZX-7R at Misano. Some
pundits saw Anthony’s DQ as a hometown
decision for Ducati; Muzzy said both his
Kawasakis were fitted with removable collars
cum restrictors ‘to tame the bikes down a bit’.
108 | AUSTRALIAN ROAD RIDER
“They checked it before the first race, before
the second race and after the second race!” said
Muzzy. “We didn’t do anything against the rules.”
Finally we come to the Go-Show’s
memorable double victory at Phillip Island,
riding on the edge for the entire 22 laps, sliding
through the high-speed sweepers and backing it
in through the hairpin turn four. He edged Colin
Edwards by just 0.3 seconds, with Troy Corser 12
“…A WHITE-
HOT TALENT
WHO WAS
DESTINED FOR
GREATNESS…”
seconds back clinching the ’96 WSBK crown.
Gobert was the buzz of the paddock
between races. I bumped into him amid
the clamour. Still suited up, he agreed to
chat. I congratulated him on his stunning
performance and asked if he would pick the
same tyre for race two. “Same tyre, same risk.”
He edged Aaron Slight in another classic by
just a tenth of a second.
Following his famous semi strip-tease on the
Phillip Island dais, Kevin Schwantz noted Goey’s
brilliance but privately labelled him outrageous.
Afterwards, Gobert held court with spellbound
media in the paddock while wearing his famous
T-shirt that said, “I Am What I Am”.
Gobert had fractured his collarbone during
practice for the Indonesian WSBK round on
August 18, and returned to Australia where
he sat out the next four to ready himself for
Phillip Island. It was during his convalescence
that he began negotiations with Lucky Strike
Suzuki to take over the ride from the soon-
to-be-dumped Scott Russell. The deal was
stitched up prior to the Australian Grand Prix
at Eastern Creek, and soon confirmed after
Gobert’s famous double victory at Phillip
Island, his last ride for Muzzy.
Noting Gobert’s incredible performances
and wild celebrations at Phillip Island, Team
Lucky Strike Suzuki were fully aware with
what they were dealing. They were happy to
let Anthony find his own way. “He’s definitely
a one-off, an off-the-wall personality,” said
team boss Garry Taylor. “You wouldn’t want
to change it. You’d damage his character if
you did.” A team insider went a step further:
“I know Anthony’s breaking all the rules by
speaking out, but he’s clever and he’s bloody
fast. He knows what he’s doing.”
Logging many laps on the all-new XR87
Gamma alongside Daryl Beattie, Gobert
impressed with his speed and ability to stay
on the thing in his first pre-season test at
Eastern Creek. Gobert was also acutely
aware of the psychological warfare required
to compete at the elite level. The first
person you must beat is your team-mate
and Gobert, who recorded Suzuki’s fastest-
ever test lap at the Creek, was half a second
faster than Beattie. It was Beattie’s first ride
in months after recovering from a disastrous
year in which he suffered complications
from a fractured skull and broken wrist. An
incredibly fit but drained Beattie appeared
while Gobert was giving a gleeful press
conference outside his pit garage after the
test. Gobert ducked the microphones and
yelled out, ‘Hey, Daryl!’ and ran over to give
him a beer in a very public, very ambiguous
way. Beattie, the vanquished, was in no
mood to party, but with the press present he
felt obliged to accept.
Soon after his Eastern Creek success,
Gobert re-fractured his collarbone after his
bike seized at Phillip Island. The fracture
was plated in Melbourne. Then he repeated
the dose big time at Shah Alam just two
weeks before the opening GP of the year.
Committing himself to ride, despite having a
huge plate holding his battered collarbone
together, Gobert completed part of the first
practice session and then pulled out of the
meeting due to his inability to compete at 100
per cent. Soon after, Australasian Motorsport
News dropped a bombshell. It claimed Gobert
was to be sacked from Lucky Strike Suzuki and
replaced by Peter Goddard.
On the instruction of the team, Gobert
missed the next two races in a cloud of lurid
rumours. He finally made his 500 GP debut at
Mugello, where he finished 13th. Both he and
Beattie had great difficulty coming to terms with
the XR87, but a front-row position at Imola gave
pause for hope. After duelling up front, Gobert
faded to 10th while Beattie finished a disastrous
13th. At one point, Beattie refused to ride the
uncompetitive ’97 Suzuki. Deeply disillusioned,
he retired at season’s end aged just 27.
Suzuki was in turmoil. Gobert was
summarily sacked from the team in September
after allegedly failing a team drug test. The
Go-Show’s career flat-lined. It was Ducati who
threw Gobert one of motorcycling’s greatest
lifelines with a ride in the US Superbike with
Vance & Hines for 1998 and ’99. Anthony got
on with well-respected team owner Terry
Vance. Vance understood Anthony and did all
he could to get the best out of him.
Season 1998 was a good one for Gobert
after several years of disasters coupled with
being on the wrong bike at the wrong time.
He won four races, but rumours were swirling
about a return to WSBK in 2000. Gobert
raised eyebrows after missing Friday’s practice
at Loudon because he “was playing golf in
Milwaukee”, his commitment to racing in
America brought into question. His talent
was beyond question and therein lies the
conundrum. One of the hardest working riders
of the era, Mat Mladin had raced with Gobert
long enough to confirm what we suspected
all along. Speaking to Cycle World, Mladin
said, “…Anthony has as much natural talent as
anyone, maybe ever…”
Everyone rejoices Anthony’s incredible
29-second race-one victory on the MVR
Bimota SB8R at Phillip Island in 2000, but his
ride on the Team Biland GP-1 MuZ-Weber 500
in the 1999 Australian Grand Prix has been
lost in the sands of time. This was preceded
by a one-off race on the Modenas KR3 at the
1999 British Grand Prix, where he finished
15th. Gobert had his first blat on the MuZ at
Broadford on the Thursday and was impressive
in qualifying at the GP. The Go-Show was
dynamic on the run from Siberia up to Lukey
Heights, nailing down a keen qualifying time of
1m33.91 for 13th grid position. Making a great
start, Gobert shot around the outside of slower
riders through the Southern Loop when a
rider bumped Carlos Checa, who then forced
Gobert wide and onto the grass. He lost control
and hit the tyre wall, biting his tongue.
Gobert was back in America in 2001 with
Yamaha, racing its Superbike Supersport bike
for two seasons before a brief dalliance with
Ducati in 2003. He had a run at the 2003
Suzuka 8-Hour with Adam Fergusson on a
Corona Suzuki, after earlier teaming with
Noriyuki Haga on a factory Yamaha R7 in 2001.
He last raced in Australia in 2007 aboard a
private Kawasaki Superbike. ARR
Comment or
rate this article.
https://links.roadrider.com.au/
Gobert178
AUSTRALIAN ROAD RIDER | 109
WHATZ NEW RXT STONE HELMET
GET THAT
1970S
STYLE
RXT’s new Stone helmet — available in various
shades of black, white and this Classic Stripe
model — is a modern helmet with 1970s style.
So you get a removable/washable liner,
padded and anti-flap strap with double D
closure, classic stitched lining, hinged visor,
WHATZ NEW – BIKES & BATHURST: E-BOOK REVIEW
BIKES & BATHURST
Bathurst was Australia’s first inland settlement
the other side of the Blue Mountains, 200km
north-west of Sydney, but the town is best
known around the world as the venue for
many memorable battles of the automotive
kind as the location of Mount Panorama —
Australia’s most challenging and most thrilling
race circuit. The spectacular 6.10km track was
first used in 1938 after bike racing had begun
on the nearby Vale circuit in 1931.
Success in the annual Bathurst Easter
weekend motorcycle races was for many
decades the pinnacle of achievement for the
products of the legendary Australian rider
factory, interspersed with the occasional
victory for their overseas rivals. The first such
feat came when Kiwi Rod Coleman became
the first non-Aussie to take victory at Bathurst,
winning both the Australian Junior TT and
Senior TT over the same weekend in 1954. This
nicely previewed his Isle of Man Junior TT win
later that same year on the unique factory AJS
7R3A, and indeed Bathurst was very much
the spiritual Down Under equivalent of the
Manx TT course. But while that is still going
strong today, Bathurst’s final bike meeting was
held in 2000, by which time the circuit was
deemed unsuitable for motorcycles following
continued modifications to suit car racing,
including the erection of concrete walls.
110 | AUSTRALIAN ROAD RIDER
vents and RXT’s modern comfortable fit. The
modern ABS construction keeps you safe. MORE INFO
Available at better bike shops everywhere, RXT STONE
priced from just $209. HELMET
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Scan the QR code to see all the colours
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and find more info.
First published in 2003, Bikes & Bathurst
by Jim Scaysbrook — himself a former
Bathurst race winner — has become a
collector’s item as the definitive account of
Australia’s greatest annual motorcycle races,
with the original hard cover version of this
book containing chapters on every event
held from 1931 to 2000, including results of
every race and hundreds of photographs.
But since then, Scaysbrook has continued
to amass many more photos — so many that
the new e-Book version of his original work
has been published in two volumes: 1931 to
1959, and 1960 to 2000. These are available
online only and contain a massive total of
839 photos and illustrations, many of which
have never been published before, as well as
amendments and corrections to the original
text. As definitive histories of major race
circuits go, this one is hard to beat.
— Alan Cathcart
Published in two volumes as e-Books for
computers and large tablets.
• Volume 1 (1931-1959) —
139 pages with 335 illustrations
• Volume 2 (1960-2000) —
424 pages with 504 illustrations
Download: $12.50 each volume
www.bikesandbathurst.com.au
 MOTORRAD GARAGE HONDA NX500 WHATZ NEW

Mirror Wideners
$117 GPS Crossbar Mount
DUSC Top Case Set, Incl. $127
Street Rack $1112 Hand Guards
$312

Tank Bag PRO Micro $234

Tank Ring PRO $98

Crash Bars
$TBC

DUSC ABS Side Case

Set, incl. PRO Side
Carriers $1854

Foot Pegs EVO

$283

Adjustable Brake Lever

Centre Stand $371
$254
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$488

MOTORRAD GARAGE
HONDA NX500
Honda’s new Crossover machine, the NX500 is coming soon and Motorrad Garage already
has a full line up of new SW-Motech products designed to make the LAMS-approved Honda
a more comfortable and more capable machine! Check out www.motorradgarage.com.au
to view a huge range of accessories for bikes of all kinds.

AUSTRALIAN ROAD RIDER | 111

WHATZ NEW ZARKIE NOMAD 2.0 HEATED MIDLAYER SHIRT

ELECTRIC WARMTH
The Australian Road Rider crew have been
using heated riding gear for some years now,
and it’s great: turns winter into spring, makes
for safer riding because you’re not distracted
from the cold, and because your core stays
warm, it helps your body keep the extremities
warm even if they don’t have direct heating.
Many parts of Australia have cold, dry
winters, which make for great riding days —
provided you can stay warm. Mostly what
we’ve been using has been bike-powered,
because you don’t have to worry about
charging batteries; the heat is fast and
consistent and it doesn’t matter how long you
ride — the warmth is still there.
Off the bike, though, we’ve found problems.
Even a brief walk to check out a view, fill up
the bike or take a comfort stop and you’re
disconnected from the power and it gets cold
quickly. So the new Nomad Heated Midlayer
Shirt from Zarkie has tweaked our interest
and we’re looking to try one out around the
time this issue of Australian Road Rider hits
the streets. This version 2 model runs on an
upgrade 7.4v system aimed at keeping your
core lungs and heart warm, so will be perfect
for shorter rides in cold weather, or on a bike
which isn’t wired up to provide power to the
bike-powered gear.
It’s a machine-washable comfortable
synthetic-blend shirt that’s great at wicking
moisture away from your skin with carbon-
fibre heating panels. For longer rides it might
go under the normal riding and heated gear to
allow you to stay warm while off the bike.
We really like the idea of being able to
charge the battery via USB (A or C) because
that means you can charge the battery
while on the move pretty easily, while the
Bluetooth control means you can control the
temperature via your smartphone.
Scan the QR code for more information.

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112 | AUSTRALIAN ROAD RIDER

 OXFORD HOTGRIPS PRO WHATZ NEW

PRO HEATING
Oxford has developed new heated grips, the temperature to suit changing environments, s,
Hotgrips Pro, featuring longer life, integrated ensuring comfort on every ride.
temperature controls, silicone construction For sports enthusiasts, Hotgrips Pro Sports
and three different styles to suit adventure, offer maximum grip with a built-in heat controller
oller
touring or sports riding. for temperature adjustments on the go.
All the new grips feature an intelligent Price: $389.90 RRP, available from yourr
controller for optimal comfort, and built- favourite dealer or scan the QR code for
in temperature units, so there’s no need more information.
for a separate controller. The Hotgrips Pro
Adventure features a knurled base and hex
pattern for enhanced grip on rough terrain. MORE INFO
Perfect for adventurous rides, these grips OXFORD
HOTGRIPS PRO
keep your hands warm and steady.
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AUSTRALIAN ROAD RIDER | 113

WHATZ NEW DUCATI COMPANY C4 LOW-CUT BOOTS

Designed by Drudi Performance and built exclusively for

Ducati by Held, the new Company C4 low-cut touring
boots are aimed at those looking for comfortable,
waterproof footwear on and off the bike.
They have CE safety certification, are designed for
both touring and urban use, and feature microfibre
and technical fabric upper and the mixed lace/Velcro
closure, which combines easy fastening to a perfect fit
on the instep.
The Vibram® rubber sole is non-slip and abrasion-
resistant, offering safe support and protection thanks to
the synergy with the ankle cups and the reinforcements
on the heel and toes. The reflective inserts improve the
rider’s visibility, increasing safety.
They are priced at $399 and you can get more
information by following the link or scanning the QR code.

MORE INFO
DUCATI COMPANY DUCATI’S SHORT TOURING BOOT
links.roadrider.com.au/

C4 LOW-CUT BOOTS DucCompanyC4

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 QUAD LOCK HANDLEBAR CLAMP & ACTION CAMERA MOUNTS WHATZ NEW

QUAD LOCK
ACTION BY: NIGEL PATERSON

Quad Lock has released a new range of products
to mount action cameras on your bike, and a
new phone mount specifically aimed at bikes
that have been poorly catered for in the past.
The Handlebar Clamp Mount kit ($54.95)
replaces any 8mm bolt with a Quad Lock mount,
and that just happens to be the size most
commonly found on handlebar clamps. Simply
remove one bolt and replace with the Quad Lock
bolt (torquing it down is recommended) using
the supplied spacers if required and serrated
bolt base (this converts the top of the bolt to a
platform the mount can be attached to). Then
mount the offset knuckle adaptor (an angling
arm) and a Quad Lock baseplate. It actually
sounds more complicated than it is to fit.
The result is a very simple and elegant
phone mount sitting central on the bike. In
the photo I’ve added an optional Quad Lock
vibration damper, because if you don’t there’s
a strong chance your bike will shake your
phone’s camera to bits.
If you already have a bunch of Quad Lock
bits, the bolt and spacers are available in the
Single Bolt – M8 – Base kit
($23.95), but that doesn’t
include the Knuckle
Adaptor ($14.95).
Quad Lock has also
released new products
to mount action cameras.
There’s a Suction Base
($44.95), which the
company claims will adhere to flat or curved
surfaces (we’ve had some early success with
fairings). The Suction Base is supplied without
accessories, so you’ll need extension arms, Quad Lock offers all sorts of options to build
knuckle adaptors, spacers and a head or a package to suit your bike, phone and camera.
mount, depending on what you’re trying to Check them out at links.roadrider.com.au/
mount and where. QuadLock178.
The most simple package would be the
Action Camera Head ($24.95), which screws
MORE INFO
onto any Quad Lock 360 base — like the QUAD LOCK
Suction Base. HANDLEBAR CLAMP
If you already have Quad Lock gear, & ACTION CAMERA
the Quad Lock To Action Camera Adaptor MOUNTS
links.roadrider.com.au/
($24.95) simply allows you to use your action
QuadLock178.
camera instead of a phone on your mount.

WHATZ NEW – BARRY THE BIKE

BARRY THE BIKE

Finding anything today that is totally unique
is very rare, but the Barry the Bike book
series is just that — totally unique. The Barry
the Bike books are based around classic
motorcycles, cars and trucks from the late
1950s. The books are designed to entertain
young children and bring to life motorcycle
brands that are being forgotten. This book
series will delight many children and stir the
memories of the older generations.
The books are written and illustrated by
Jeremy and Mary Ann Furness, a husband-and-
wife team who have many years of experience in
the publishing industry. “I was always
told to write about something you
know well,” says Jeremy. “I have been
involved in riding and racing classic
motorcycles for more than 45 years. My
knowledge on classic machines provided a
great foundation for these books.”
The books are all printed in Australia to
ensure they are produced at a very high
standard. The motoring clubs, museums,
libraries and teachers have loved them
due to the quality of writing and illustrations.
To date there are four books in the series,
with a fifth book due out later this year.
Currently the books are distributed
throughout Australia, the UK and the USA
through online and selected retail outlets.
Australian customers can buy the books directly
on the Barry the Bike website for $18 each,
which includes postage. They also have a special
limited offer of all four books personally signed
and posted for $60, which includes express post
with tracking. If you know someone young, these
books may well be the perfect gift.
To buy the books and find out more
about the series, go to www.barrythebike.
com or email the team directly at
barrythebikebooks@gmail.com.
MORE INFO
BARRY THE BIKE
www.barrythebike.com

AUSTRALIAN ROAD RIDER | 115

WHATZ NEW MACNA PROGRESS TRX DL HEATED GLOVES

BLUETOOTH
HEATED
GLOVES
Macna’s Progress RTX DL gloves are the and thermal lining with RTX
latest tech for keeping warm, with dual- waterproof membrane, RISC
power compatibility, Bluetooth control, knuckle and palm protection,
waterproofing and quality construction. reflective Nighteye details,
Powered by lightweight lithium batteries or double-waterproof cuff, touch
direct from your bike via optional 12v connection tip and lots, lots more.
cables, the Progress RTX gloves are built to RRP $449.95
keep your hands warm and dry, whatever the
conditions. The Bluetooth connectivity allows for
the setting of multiple products (such as heated MORE INFO
base layers) in a group for easy temperature MACNA PROGRESS TRX
DL HEATED GLOVES
management via the Macna Heated app.
links.roadrider.com.au/
Features include goat leather, polymide MacnaProgress172
and polyester construction, a Bemberg, Isofur

116 | AUSTRALIAN ROAD RIDER

 MOTORRAD GARAGE DIGITAL TYRE PRESSURE GAUGE WHATZ NEW

Motorrad Garage has sent Australian Road

Rider one of its digital tyre pressure gauges, a
compact, easy-to-use tool with a backlit display
which is so cheap — just $12.95 — you should
have one under the seat of all your bikes.
Its compact shape means we’ve had no
trouble manoeuvring it around discs or chains
to get onto a valve, it reads out in PSI, Bar, kpa
or kg/cm² and holds the reading for 10 seconds.
The unit arrives ready to use, complete
with batteries, and will shut itself off after
30 seconds… so we suspect the replaceable
batteries will last for years and years.
Having the right tyre pressures will keep
your bike handling like it should and is the best
way to keep tyres lasting as long as they can.
More info at links.roadrider.com.au/
MGtpg178 or scan the QR code.

COMPACT DIGITAL MORE INFO

MOTORRAD GARAGE
DIGITAL TYRE

TYRE GAUGE
PRESSURE GAUGE
links.roadrider.com.au/
MGtpg178
BY: NIGEL PATERSON

Andy Strapz
Gear to get you there
(and back)

M O N A R O H W Y, N I M M I T A B E L N S W

OPEN ALL WEEKEND

0488 394 284
OPEN: 10AM-4PM THURSDAY-MONDAY OR BY APPOINTMENT

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AUSTRALIAN ROAD RIDER | 117

PROFILE SAVIC MOTORCYCLES
AUSSIE ELECTRIC
The C-Series bike which is now available.
S
avic Motorcycles is expecting to
deliver 230 new electric motorcycles
to customers in 2024, the start of a
process of building a brand that will
tap into the technologies of the future.
Savic is both the surname of the founder,
Dennis Savic, and the name of his West
Melbourne tech start-up dedicated to building
zero-carbon bikes for a world market. It was
back in 2016 when Savic Motorcycles was
established — since then its prototype machines
and the technology the company has produced
have continued to attract further investment
from the private sector and government.
Indeed, the C-Series machine, which
started being delivered to customers just
after this issue of Australian Road Rider
went to press, has won several design awards
and attracted grant funding from both
the Australian government’s Advanced
Manufacturing Growth Centre and tax
incentives from the Victorian government. It
has full ADR approval.
THE C-SERIES
Savic Motorcycles has produced six
prototypes of its flagship machine, which
118 | AUSTRALIAN ROAD RIDER
boasts a 16.2kWh lithium-ion battery
producing 60kW (approximately 80hp)
of power and over 200Nm of torque.
The company is also working on a lower-
powered variant, the C-Series Delta, with a
14.2kWh battery outputting 40kW and over
140Nm. The two bikes have been developed
on Savic Motorcycles’ proprietary SM1
production platform, which will be able to
scale its modular battery, motor and inverter
technologies for two-wheelers of varying sizes
and performance capabilities.
An electric bike with a top speed of around
170km/h, 200km range and can be charged
from a conventional power point while costing
just $26,990, sounds like a very interesting
package to the crew here at ARR, no matter
where it’s been built. Known as the Alpha, it
produces 60kW from its 16.2kWh lithium-ion
battery. For more urban-based riders, the
forthcoming Delta models will have a smaller
battery — about two-thirds of the performance
and range, at a price of $19,990.
The C-Series houses an advanced edge-
computing platform, which enables reliable
cellular connectivity, IoT (Internet of Things)
features such as continuous performance
Dennis Savic.
monitoring, remote diagnostics, over-the-air
updates, and connected vehicle apps for rider
experience, safety and security.
The vehicle also provides a versatile
charging setup, which removes the need for
any special equipment at home. “Anywhere
you can charge a phone, you can charge your
bike too,” explains Dennis. “Our motorcycles
come with an adaptor that plugs straight into
a wall outlet, or you charge at a faster rate on
a Level 2 charger. These are popping up in a
lot of new residential apartments, shopping
centres, hotels and gyms.”
DENNIS SAVIC
The founder of the company, like so many tech
innovators before him, is young, smart and
driven to succeed. He is still in his early 30s,
but was showing off the early prototypes of
the C-Series while still in his mid-20s.
“It’s a very exciting space to be playing in,”
says Dennis. “There are few markets where
the technology is mature enough to be
reliable, accessible and at a good price point,
while not yet being saturated. We see new
contemporaries coming on board and starting
their own manufacturing within Australia every

The bike has full ADR compliance for street use.
year. Australia has the technology base, the
skill sets, the equipment and personnel. We’re
proud to be producing new ideas, concepts
and products on our shores.
“The fact that the government is behind
rideable technology is great,” continues
Dennis. “We’ve felt the support and are
confident that it will continue — not just for
our company, but for our customers — to
encourage the adoption of electric vehicles
in future. Australia is at a tipping point and
anyone with their finger on the pulse will see
a bright future for EVs in this country and
across the region.” ARR
Belt final drive.
SAVIC MOTORCYCLES
PRODUCTION MILESTONES
2014
• Dennis Savic graduates from the University of
WA and completes his final year project on
the design of an electric motorcycle.
2015
• Dennis sells his car and starts with the
modification of a Yamaha R1 to run on battery
electric power.
2016
• The first design and vehicle build concept
is completed and the company publicly
launches as DSAV2.
2017
• Dennis moves from Perth to Melbourne to
set up manufacturing, completing his first
capital raise.
2018
• DSAV2 rebrands to Savic Motorcycles with
the public launch of the MK1 prototype at the
Melbourne Moto Expo, built from the ground
up with an off-the-shelf powertrain.
2019
• The growing Savic Motorcycles team
designs, manufactures and launches the
MK2 prototype, the first prototype with a
proprietary custom powertrain.
2020
• The company receives VC funding and
the team designs and builds the MK3, the
production representative prototype.
• Savic Motorcycles leases its first official
headquarters, which will become the
manufacturing facility in West Melbourne.
2021
• Despite significant supply chain challenges
presented by COVID, the team successfully
sources and tests all major prototype
components.
• Savic Motorcycles closes another capital
raise, including a major government grant,
and successfully road tests the C-Series
prototype, as well as on-boarding a full-
time leadership team.
• The company builds two production
representative prototypes for further
road tests.
• Savic Motorcycles finalises custom ABS
testing and development with Bosch
Australia.
• Final ADR compliance is approved and
issued by the Federal government and the
first-ever Savic Motorcycles C-Series is
registered for Australian roads.
2023
• Pilot production and testing schedule
commences.
2024
• Testing schedule finalised, first customer
deliveries commence.
• National Test Ride Tour commences.
AUSTRALIAN ROAD RIDER | 119
SEDDO
PICK & STICK
Are 15 bikes a lot or not many to own over a lifetime of motorcycling?
S
o I’m enjoying my new bike, which is
just as well as buying motorcycles is
not something I do that often. Over
50 years, I’ve been lucky enough to
ride hundreds of bikes but have owned just 15,
and most of them in the first 20 years while my
fortunes ebbed and flowed and I worked out
what I liked. In the 30 years since, I’ve bought
just three, including this one.
For those who came in late, my new ride is
a 2016 Triumph 1200 Thruxton R that I bought
for $14,000 two weeks before heading off to
the MotoGP last October (ARR 176). I’ve since
added 5000km and we’re getting along like a
house on fire. My only reservation, apart from
it not being a Ducati, concerned the spoked
wheels. You only have to fix one roadside
puncture on a tubeless tyre to be a lifelong
fan, but any other style of wheel would be
Seddo’s Thruxton.
120 | AUSTRALIAN ROAD RIDER
BY: GEOFF SEDDON
wrong here after they’d gone to so much detail
on everything else. So not for the first time I
let my heart rule my head and am once again
taking a punt with inner tubes. Wish me luck!
This is my second Triumph. The first was a
bitsa I bought from a mate for not much in the
early 1990s. It had a TR7 Tiger engine — think
single-carb Bonneville 750 — in an earlier 650
chassis, the rear of which had been modified
and the shocks re-angled for a lower seat
height. It wasn’t the prettiest bike I’ve ever
owned, so ugly in fact I don’t have a single
photo of it, but it was very reliable and fun to
ride. I can’t remember it ever letting me down in
the two years I owned it, yet I didn’t hesitate to
trade it in on a beautiful (and much less reliable)
Norton 750 Fastback when finances improved.
Label me shallow, but I’ve always been
a sucker for a good-looking motorbike and
I can’t see my new Trumpy suffering the
same fate as the first. The Thruxton ticks all
my boxes. It is small and light, has a glorious
engine and is 25 years newer than my Ducati.
It also gets a high distinction in the all-
important shed test, possibly the main reason
I chose it, even if the designers did cheat a bit
on its DNA. The liquid-cooled SOHC engine
has been faithfully dressed to resemble an
air-cooled pushrod Triumph twin, but the tank
and seat are much closer to a Norton Manx,
so maybe Triton would have been a more
appropriate model name.
Is a beautiful body alone enough for a
successful long-term relationship? Probably
not; as in real life, what lies underneath is also
important. One of the best-looking bikes I
ever owned was a 1976 Kawasaki Z900 which
I bought in 1980 but sold just six months later,

Seddo & son working on his Norton.
the shortest period I’ve owned any bike. Too
many cylinders, as it turned out, but I had to
buy my first and only in-line four to find that
out. I’ve only ever owned twins in the time
since, including my first Ducati, a 900 Super
Sport that I bought new in 1982. If ever a bike
was sex on wheels it was this silver beauty, with
a personality as passionate as its curvaceous
body — but good grief, talk about hard work
to live with on a daily basis. I ditched it after
four eventful years and hooked up with a 1976
Harley XLCH Sportster on the rebound. Out
of the frying pan, into the fire; you can imagine
how well that went. Luckily, I had to sell the
Sporty — the most cantankerous, difficult-to-
start bastard of a motorcycle I’ve ever owned
— in 1988 when I plunged my family into
poverty to become a full-time journalist.
And then there are all the Norton
Commandos, the most desirable of classic
British twins but also the most likely to break
your heart. I’ve owned four of the blessed
things so far despite vowing to never buy
another after I sold the first — an 850 Interstate
— to purchase the Kawasaki. And what did I
buy six months later when that relationship
soured? Yep, another bloody Commando, this
time a 750 Combat Roadster. Love is blind, but
lust overwhelms all the senses, along with any
capacity for rational thought.
I eventually found my true love in 1996
when I bought my second 900SS and 28 years
later we’re still together, albeit now sharing our
love nest with the Thruxton. Good sport that
she is, the Ducati is okay with that and happy
to enjoy a well-earned rest.
Are 15 bikes over 50 years a lot or not
many? Editor Nigel has owned 20 motorcycles
over 40 years — of which he still owns four —
and tells me that I haven’t been trying hard
L SEDDO
“LOVE IS BLIND,
BUT LUST
OVERWHELMS
ALL THE SENSES,
ALONG WITH
ANY CAPACITY
FOR RATIONAL
THOUGHT”
enough. ARR road tester Phil James has
owned 17 in just the last 10 years. My great
mate Bruce Linnell has been riding for nearly
60 years and has owned 90 bikes over that
time, although he always seems to have up
to a dozen on the go at any one time, which
keeps the numbers high. My record is three at
the one time and that will be two when I get
around to selling my latest Norton folly. And
lest you think 90 means Loose Bruce changes
bikes like he changes his undies, he still owns
an Indian army Scout he’s had forever and a
Ducati GT860 he bought new in 1977.
At the other end of the ownership
spectrum, there are those who pick and
stick. Another close mate and regular touring
buddy Sam Frost has owned just two bikes in
his adult life. Okay, Frosty is a farmer so there
have been a few chook chasers as well, but
this is Australian Road Rider so we’ll ignore
them. Sam bought his first roadie, a 1972
Ducati GT750, from his brother Jack (yes,
Jack Frost) in 1982. Then 30 years later, his
better half Vicky helped him onto a Ducati
GT1000 for his 50th birthday. Both are in fine
fettle and he has no plans to sell either nor
any great desire to buy another.
Others in my regular riding crew fall
somewhere between. I’ve been riding with Steve
Parker and Tim Mahony since the early 1980s
and both have owned just five motorcycles
in that time, although they are each currently
considering a sixth. Harpo, aka Pete Dean, who
joined our merry band a few years later, has
owned nine or 10, of which he still owns five.
He’s a high mileage guy who shows no signs of
slowing down and will undoubtedly own more.
I also know a few blokes who collect
motorcycles, but I’ve never had the financial
capacity or shed space for that malarkey. I’m
just very happy with what I’ve got, especially my
new Triumph which I like more and more every
time I ride it. The only thing wrong with it is it’s
not a Ducati, but I’m thinking it will be the bike
to see me through my motorcycling life. ARR
AUSTRALIAN ROAD RIDER | 121
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RIXY’S RIDE
ON-ROAD
REPAIRS
Flat Tyre on the road to Cerro Sombrero.
T
here’s nothing worse than being
stuck on the side of the road when
it’s stinking hot and thick with
flies so bad every breath means a
mouthful… unless it’s freezing your wobbly
bits off in the middle of the night listening to
local wildlife honing in on you, looking for a
juicy snack of smelly biker.
Sometimes, standing around waiting for
the nearest tow truck to turn up and empty
your wallet is avoidable. Scouts honour, being
prepared can save you grief. Here are a few
examples of on-road calamities and a few
clues that might help.
The most common failure on the road is
the one thing that keeps you in touch with
mother earth. I’ve had my fair share of flats and
that sinking feeling when the back end feels
124 | AUSTRALIAN ROAD RIDER
BY:BRIAN RIX
all mushy and starts squirrelling around. It’s
even worse when the front end wants to go
somewhere you don’t want it to.
Heading off on a group ride from Melbourne
via every twisty road to Canberra, an old mate
rolls up to the start on a Hayabusa with a very
second-hand piece of rubber on the rear.
“She’ll be right.”
No, she wasn’t.
On the way home more canvas was
showing than rubber. He grabbed a roll of
gaffer tape and wrapped it around the tyre
and headed off, stopping every 50 or so
kilometres to do it all again. He made it home,
but I wouldn’t recommend it.
Then there’s the off-road riders’ trick of
stuffing grass inside a tyre, assuming you
can get it off the rim. It might get you out of
trouble. These days, gels and tyre fillers are
used. They’re messy to repair when you get
home if you’re doing it yourself.
There’s no argument that tubeless tyres
are a boon for riders. A flat tyre at speed with
a tubed tyre runs off the rim very quickly,
whereas with tubeless you have more time
and usually the tyre stays on the rim, making
it more controllable. I’ve had both. In the old
days I took to carrying full-size tyre irons, a
tube and patches in a duffle bag. These days
it’s puncture repair plugs and gas canisters. I
also carry a small compressor and on longer
trips, much to the chagrin of the pillion in a
million, the tyre pliers to take the tyre off the
rim. They live in the bottom of her pannier.
Australia is a big hot country where sealed
roads vary. Hard and course compounds are
 Cambodia - bike repair.
Rixy’s essentials kit.
used to stop them disintegrating in hotter
climates. They eat up a tyre travelling at speed.
I’ve seen tyres delaminate in the middle of
nowhere on the west coast. Waiting for hours
in the hot sun, surrounded by a million flies
was no fun for Spike (sorry mate).
On a quick run across to Perth from the
east coast with a mate Luke, the new tyre on
his Harley had wire hanging out of it on the
last day of the ride from Sydney. Running the
correct pressure for the bike, speed and load
can make a big difference.
Electrical gremlins are mainly a thing of
the past on modern-day machinery but if
they do occur, it’s usually beyond a roadside
repair. A power pack big enough to fire up
the bike is the best tool to get you off the side
of the road. But take care where you store
them. I’ve had them expand and threaten
to explode in a pannier. It’s best not to pack
them down under pressure or weight.
On older bikes, like the iconic 750 Hondas,
there’s one fuse that does it all. Here’s an
example of my stupidity. A ride into the Blue
Mountains on dusk was preceded by muggins
cleverly wiring up a bad-arse driving light to the
Honda 750-4 aptly named “Black Widow”. As
the light fades, I hit the driving light. It’s all good
for a short time, then everything goes black, with
smoke pouring out of the headlight shell where
all the wires connect. Then the engine dies. By
the light of a cigarette lighter we got power to
the engine with cigarette silver foil around the
old fuse, but no lights. It was an exciting ride
across the Blue Mountains by moonlight.
In my humble opinion, there’s an excessive
reliance on electricity to run everything on your
modern-day steed. The battery is required to
keep things ticking even while your pride and
joy is parked up. The alarm, the clock, maybe
the motion sensor. Then when you decide to
fire up, there must be enough juice to get the
fuel pump up to pressure and sling the pistons
up and down to fire up your pride and joy.
If you park somewhere cold overnight, the
battery isn’t as efficient and cranking power
may be down. I had one die after a cold night
at Mt Isa. There were no tell-tale signs. It just
died. There’s no doubt a battery booster pack
should be in your tool roll these days.
Other calamities I’ve seen on the road
include holed crankcases. The old 750 Hondas
were known to throw chains and invariably
they threw them forward through the
crankcase. I’ve seen repairs done with araldite
and a coke can. Not ideal, but it worked.
Recently a visitor on his brand-new Harley
was heading down our way via the back roads
when a bolt flew up — straight through the
crankcase! While holes like this will likely mean
a ride home on the trailer of shame, some can
be repaired on the road. Another item that
should be in an expanded tool roll is JB Weld
or similar. Just make sure it’s the fast-drying
variety. Some bonds need half a day to cure.
Ever had a muffler fall off? I wired up
Dingleberry’s muffler that fell off his Harley on
a high-country ride. We found a bit of stray
wire on a fence post and used that with the
Leatherman pliers I always carry. Brownie points
for ingenuity go to my good riding buddy Groff.
He lost the muffler off his classic R65 BMW.
With few resources on hand, he re-mounted it
with some gaffer tape and a stick!
I broke the rear rack supporting the top box
on the Beemer in India. My fault. I got both
wheels airborne going over a culvert — two-
up and fully loaded. Landing with a big crack
wasn’t good. Jury-rigged with some tie-down
straps (always handy), we got going until the
next village where the local cops helped me
find a welder who could weld aluminium.
It broke again in Cambodia but some kid
wearing thongs and sunglasses welded it up
again, this time with some metal supports. It
got us home and hangs proudly in the shed.
The best tool you can carry is in your
wallet — your automobile recovery card.
But in the back blocks or in a remote part of
the world, it pays to have the ability to get
yourself out of trouble if you can.
Here are some extras I carry. Gaffer tape and
cable ties — for when it moves and it shouldn’t.
Small can of CRC or similar — for when it
doesn’t move and it should. JB Weld — just in
case you hole something. Battery booster/jump
starter — essential these days with electronics,
fuel pumps and the constant drain on batteries.
Tie downs — great if securing the bike in a ute
or on a trailer. Tyre repair kit capable of fixing
a flat on your bike (tubed or tubeless). Small
compressor to supplement those canisters.
Personally, we always carry a Leatherman
multi tool (him) and Swiss Army knife with a
corkscrew (her). You just never know when you
will need a tipple to wash away your troubles
or celebrate after a long hot ride. ARR
AUSTRALIAN ROAD RIDER | 125
SECONDHAND BMW R 1200 GS
THE BIG GS
W
ith the launch of the R 1200
GS, BMW really started
to acknowledge its big
adventure touring bikes
had been growing too big and too heavy —
the weight loss of the new model over the
outgoing 1150 was significant, 30-odd kilos,
with engine output up significantly.
An all-new bike only broadly similar to the
outgoing model, the 1200 would last around
15 years before being replaced with the R 1250
GS in 2019, although along the way it gained
water cooling among the many changes to
keep the bike current.
Today, five years after bushfires tore through
numerous parts of Australia before storms
and flooding which have damaged so many of
Australia’s great riding roads, bikes like the GS
stand out as motorcycles which can take on
the conditions and help you see more of the
126 | AUSTRALIAN ROAD RIDER
BY: NIGEL PATERSON
country than you might have ever imagined.
Despite being considerably lighter than
earlier models, the 1200 GS is still a big, heavy
motorcycle — however the twin-cylinder Boxer
engine (one cylinder sticking out each side)
does an amazing job of keeping the weight
low, and if your GS does fall over, they are
easily the easiest heavyweight adventure
machines to pick up, because the cylinders
(and engine guards if you’re smart enough to
have them) act as a prop.
We also suspect many will be coming
onto the market in 2024 as those passionate
enough order a 1300.
EARLY MODELS
I rode the first model in South Africa, at the
world press launch, and came away impressed:
“BMW has built almost exactly what I wanted
in an update of the venerable R 1150 GS. The
new bike is smaller, much lighter, has more
power, more torque and is much smoother. It
is about as close to being the perfect touring
bike for Australian conditions as you’ll find.”
The only problem I see these days is that
my quote comes from 2004… which makes
the early models 20 years old, and therefore
too old, in my opinion, as a day-to-day bike for
anyone who’s not competent and confident
with the spanners.
WASSER BOXER
In 2013, the new model featured many
changes, the headline being adoption of
partial water cooling, replacing the air/oil
cooling system of the early motors. Other
changes included a wet, multiplate slipper
clutch which is so much nicer to use than the
old single-plate dry clutches, cruise control,
riding modes, better traction control and ABS,
ride-by-wire throttle and a shift of the final
drive to the left-hand side.
With 125hp and 125Nm of torque, the
Wasser Boxer — despite some teething
troubles mostly rectified through recalls — was
a significant improvement on the earlier bikes.
As a touring motorcycle, the GS is
exceptional — it’s designed to take significant
amounts of luggage and a passenger, can
be ridden through cities and over deserts,
could be specified with lots of electronics and
ordered with spoked or cast tubeless wheels.
Spend a little time with Google and you’ll
find all sorts of “problems” with R 1200 GS
models… but that’s because they are ridden
long distances on terrible surfaces, often
through mud, dust and occasionally rivers,
not because they are unreliable. That said, the
electronics can be expensive to fix if anything
goes wrong… but on the other hand, there
are some smart people out there who have
devised ways around problems which don’t
involve the original manufacturer.
PRICING
There are myriad choices to be made by riders
buying new BMW motorcycles which can
make buying secondhand something of a
minefield. Make sure any bike you look at has
the options you want, because many can’t be
retro-fitted (electronic suspension, keyless
ride, traction control, to name just a few).
Occasionally you’ll see a fully pimped-out
GS with everything from the BMW Navigation
System to the dynamic suspension, cruise
control, panniers, and even both cast and
laced wheels. As a package these can be
a bargain compared to buying a bike then
adding everything in.
If a 2013 or later 1200 GS is under $10,000,
it’s either really high mileage, has been crashed,
or the owner is desperate to shift it. A clean,
undamaged unit with average mileage will be
$12-18,000 depending on age and spec, with a
little more to add for accessories (but nothing
like their new price). That’s around half the price
of the R 1300 GS… and while I’m sure the new
bike is better, I doubt it’s twice as good! ARR
AUSTRALIAN ROAD RIDER | 127
THAT BIKE OF YOURS

Adam Pulman

Craig Field 1974 Triumph T150v, out in the Perth sunshine – Sid . My Street Bob at Port Clinton SA –
Wayne Gilbert.

THAT BIKE OF YOURS

GO TO LINKS.ROADRIDER.COM.AU/TBOY TO SUBMIT YOUR PICTURES

Nothing beats a road

trip – Frank Triple.

128 | AUSTRALIAN ROAD RIDER

 THAT BIKE OF YOURS

Michael O’Shea

Home Sweet Home – Norm Needham

MOTUL
CARE PACK
WINNER

Fun on the Kawasaki Versys X300 looking over the Gulf of St

Vincent SA with Port Clinton in the Distance – Wayne Gilbert.

An early start, 630am somewhere between Uralla

and Walcha on my R 1250 RS. Looking forward to
breakfast in Gloucester – John Begg.

WIN THIS
Every issue we’re giving away this beaut pack of Motul cleaning gear worth
SUBMIT
YOUR PIC
Scan the QR code or go to:
$49.95. All you have to do to be in with a chance of winning is send us a pick of links.roadrider.com.au/TBOY
your shining steed and we’ll pick what we think is the best shot and comment
and the top blokes at Motul will fire out this pack to whoever wrote it. Simple.
Pack includes some of the best washing and detailing products on the market:

• Wash & Wax, a waterless cleaner that leaves a wax coating

• Moto Wash, good for all surfaces
• Scratch Remover, a micro-abrasive cream for painted surfaces
• Helmet & Visor Clean, to keep your lid and your view pristine.

If you’re the winner and you haven’t already heard from

us, email npaterson@umco.com.au. We’ll do the rest.

AUSTRALIAN ROAD RIDER | 129

LAST LOOK
LAST LOOK
LOOKING BACK
The Thruxton is dead, again. First born in 1965
as a production racer, it was as rare as hen’s
teeth and almost as desirable, so it should have
surprised no one when Triumph used the name
on its cafe racer model introduced 20 years ago.
Those first streetbike versions were
variations on the Bonneville and were
commonly known as the Thruxton 900. Low
’bars, laced wheels, rearset pegs… everything
Crossover bikes have been with use for
decades, but I didn’t realise it. In fact, I own
one… a Kawasaki Versys 650.
Crossovers are the moniker being thrown
at road bikes with an upright riding position,
protective bodywork (usually), adventure
bike-inspired styling and longer than usual
suspension travel. In some cases we’re talking
adventure bikes with 17-inch wheels (Ducati
Multistrada 1200) and versatile road bikes
(Kawasaki Versys, BMW S 1000 XR).
Personally I love the configuration. I did
nearly 700km in about nine hours recently
on boring roads because my riding partners
needed to be home; taking another day and
the winding roads wasn’t possible, so it was a
long drone home… but the Versys, in company
130 | AUSTRALIAN ROAD RIDER
Triumph Thruxton Final Edition.
someone pining for the 1960s was looking
for, except maybe modern performance —
the 70hp engine had to push around about
230kg of motorcycle, so it was more flash
than dash, although the target audience
didn’t seem to mind too much. Priced at
$14,990 at launch, that seems like a lot…
bikes are cheaper now, in real terms, than
they were 20 years ago.
LOOKING FORWARD
with an ageing BMW R 1200 GS and Suzuki
V-Strom 1000, ate it up. We did nearly three
hours/300km in the saddle for the first stage,
so broke the back of a big day early, allowing us
to have relatively leisurely breaks.
I barely had a sore arse when I got home…
and then I got a call from Suzuki. The GSX-
S1000GX will be in the country by the time
you read this, and the latest cast-wheel
V-Strom 1050 — which has sold much better
than forecast — is on the agenda for an
Australian Road Rider review. Both bikes are
Crossovers as far as I’m concerned, although
the ’Strom is likely to be better on the dirt
thanks to its V-twin engine and 19-inch front
wheel, but hopefully the GX will be good on a
decent dirt road, too.
In 2016, Triumph upped the ante with
the Thruxton 1200 and 1200 R. With 97hp
and no weight penalty, the new bike offered
heaps more performance, and the R version
— with Öhlins shocks, Showa Big Piston forks
and Brembo brakes — better handling and
stopping, too. Columnist and former magazine
editor Geoff Seddon loves his…
I rode the Thruxton RS a couple of years
back and loved it. The price was up to $25,390,
but with 103hp and weight down a little, I
found it to be a wonderful machine on which
to strop around the countryside.
Now they’re (almost) gone. 2024 will be
the last year of the Thruxton as we know it,
with Triumph announcing a Final Editon of the
bike before the name goes back on the shelf,
possibly to be dusted off in the future when a
new generation of Triumph engineers decide
it’s time for another twin-pot cafe racer…
or who knows, the next Thruxton might be
powered by electricity.
In the meantime, however, and arriving
soon at your Triumph dealer, is the $28,100
Competition Green Thruxton Final Edition.
It’ll have some exclusive bling and come with a
certificate of authenticity signed by Nick Bloor,
the Triumph CEO, and yes, I’d like to have one
parked in my garage.
The Crossovers are looking like a gateway
drug to adventure touring — riders will
realise there’s no need to be scared of a
bit of gravel, which opens up lots more
routes around the country, and if they enjoy
them, the next bike might be even more
adventurous.
Occasionally I get complaints from readers
saying ARR shouldn’t run stories about gravel,
or test adventure bikes… but I feel dirt roads
are part of our brief. To exclude dirt roads
from touring Australia is to cut off hundreds
of thousands of great experiences, and I see
no need to do that.
— Nigel Paterson
npaterson@umco.com.au
A NEW ERA OF
ENDLESS ADVENTURES
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