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By Mark Hinchliffe, Courier Mail Motoring Editor
Salesman used to put a glass of water on the seat of the Honda CB750 in
1969 and turn it on. The sales pitch was that the water didn't spill
because the four-cylinder engine ran so smoothly.
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Back in those days it was a far cry from the British and European twin-cylinder superbikes that used to shake and shudder.
This was the beginning of the invasion of super-smooth and powerful
Japanese superbikes that continues today. Now the CB750 has returned in
spirit with a retro-styled CB1100F.
It was one of the hits of the Tokyo Motor Show a year ago, shown in its
basic form and in a few modified formats using the wide range of
genuine factory accessories such as blackened mufflers.
And what a
fine looking bike it is, too, bringing back memories of the halcyon
days of motorcycling when it was all about an engine and wheels, not
fairings, luggage, technology and electronic wizardry.
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This is a bike directed at mature-age riders who remember those times and want to relive them.
This is a bike to look at and be seen on.
It's not a bad handling bike and will ably perform commuting and Sunday
recreational rides. But it's not very practical for touring with a hard
bench seat and no weather protection. It also won't tear up the track
like most modern sportsbikes.
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As a styling exercise, it scores nine out of 10.
I love the old-style twin instrument pods, the bench seat, the twin
rear shocks, conventional skinny forks, chromed fenders and the
beautiful plumbing of the four-into-one header pipes.
The stylists have thankfully resisted the temptation to modernise too
much opting for an 18-inch front wheel instead of the original 19, but
at least it's not a 17. On the back they have stayed with a 170mm tyre,
rather than modern fat rubber.
There are also some nice details such as the billet gear brake pedal,
chromed mirrors and blinkers and the discreet tie-down points to secure
small luggage on the back seat.
I've stopped short of giving it 10 out of 10, because the instruments
should have chromed backs like the mirrors and blinkers, the fuel tank
should have a traditional flat bottom rather than the 1980s curved
design and I'd prefer wire wheels rather than mags.
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The first CB750 had wire wheels, although the five-star mags were also
popular in later models. But this is not about historical accuracy so
much as what looks cool. The pipe configuration also isn't historically
accurate, but it looks very cool.
Build quality is excellent as we expect from Honda. However, a more
comfortable seat would have been handy. As it is, you will have a sore
backside long before the 280km touring range of the 14.6-litre fuel
tank.
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Like the CB750, the major selling point is the strong and smooth four-cylinder engine.
It is a remarkably refined unit with a bounty of power, mainly through the midrange.
However, it doesn't have a lot of low-down torque, so lazy riders need
not apply. You have to stir the five-speed gearbox to keep it in the
sweet spot of revs. That's no problem as it has a super-slick and
faultless shifter.
Brakes are a linked system which works well and ABS is a must-have safety feature.
Handling is okay, but I found the non-adjustable forks a bit soft,
promoting dive. On downhill corners, there was no travel left to soak up
bumps, so the front chattered a bit.
The preload-adjustable rear Showa twin shocks cope better although they bottom out easily with a pillion.
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Riding position is traditional sit-up-and-beg style, but with cramped
footpegs. My knees also kept getting scorched on the wide engine and I
barked my shins more than once on the gearbox.
The flat and wide handlebars make a breeze of foot-up u-turns, tight
maneuvres through traffic and flicking through a complex set of
twisties.
Pillions will be happy for short periods with the flat and wide perch
and the option of a seat sash or underseat grips to hang on to.
Just make sure you and your pillion have the right gear on, because this is a bike to be seen on, especially in white.
Honda CB1100FA
Price: $16,684 Ride Away with 6mths QLD Rego.
Engine: DOHC air-cooled, fuel-injected 1140cc inline 4
Power: 64kW @ 8500rpm
Torque: 90Nm
Top speed: 220km/h
Transmission: 5 speed, chain drive
Suspension: 41mm non-adjustable forks, Showa dual shocks with preload adjustment
Brakes: 296mm front discs, single rear disc, ABS
Tyres: 110/80-18; 140/70-18
Seat: 775mm
Wet weight: 247kg
Fuel tank: 14.6 litres
Honda CB750 (1969)
Price: about $2000
Engine: SOHC air-cooled, carburetted 736cc inline 4
Power: 51kW @ 8500rpm
Torque: 60Nm @ 7000rpm
Top speed: 201km/h
Transmission: 5 speed, chain drive
Suspension: telescopic forks, swingarm with twin shocks
Brakes: disc (front), drum (rear)
Tyres: 3.25 x 19; 4 x 18
Seat: 790mm
Wet weight: 223kg
Fuel tank: 18 litres
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In this issue
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April 2010 - By Mark Luxford, TeamMoto Marketing Manager
Every time if think about how long I have left on my RE license I start singing that old tune;
“Oh, give me land, lots of land under starry skies above,
Don't fence me in.
Let me ride through the wide open country that I love,
Don't fence me in.”
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I know we have plenty of RE license holders out
there and that many are quietly sitting out their 12 months of
purgatory before being set free onto the world and obtaining on open
motorcycle license. But is it purgatory - and so far has it been for
me?
I gained my RE License in Nov 09 and yes I am an
employee of TeamMoto and have been since the 8th of June 2009. I have
had some previous riding experience and was the typical customer when I
booked in to get my RE license with the TeamMoto Motorcycle Riding
School in Springwood. I wanted to do the Q-Ride in one day but was
convinced to do the three-day course and this proved to be highly
beneficial by enhancing my riding safety awareness and skill level. Do
not underestimate the positives of improving your riding experience by
constantly revising your riding skills, even if you have ridden an
Enfield Bullet in India for 6 months dodging loud colourful trucks and
wandering cows with sharp horns (damn you sacred cows!).
For me being comfortable on a motorcycle is important and I expect it is
for most. I am just under 6 FT and weight somewhere between 110 &
115KG's :). Every motorcycle I ride I can guarantee that I have to set
the rear shock to the maximum setting. I knew nothing about this until a
very wise man (Cheers Ron) adjusted it before I rode off on a Kawasaki
KLR650 on Christmas Eve.
I have had the luck of riding the following LAMS (Learner Approved Motorcycles) motorcycles;
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Honda CB400 ABSA lovely
engineered piece of machinery, it hums at 6,000 to 7,000 rpm's. It would
be a great commuter and great for the weekend leave the stress behind
you ride. I, Mt Glorious and the CB400 know each other very well,
especially the back section. Throttle and power response is impressive
for a 400cc motorcycle. It is nice and light for quick handling response
and as a novice it gives you the confidence to take those sharp
corners.
Being on the larger size of the human species I felt like a
giant on this motorcycle. I would highly recommend anyone in the middle
to lower end of the human species size scale to give this bike a test
ride. Image: Mark and the CB400 on Mt Glorious.
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Honda VT400Personally I quickly found out that cruiser style
motorcycles are not my tequila slammer, but still when you are on the
road riding a motorcycle no matter what style of bike it is, life is
usually good. Riding from TeamMoto Honda Springwood to Lake Wivenhoe
for a recon on an event day we are planning we decided to go via the
Logan tollway which proved to be a great way to see what the VT400 was
like. Rosie my fellow work comrade was on a Triumph Tiger (I hated her
that day and I could not get that bloody song out of my head).
I actually felt quite comfortable on the
VT400 and my size was not really an issue. Around long sweeping corners,
like the ones you find on the road behind Lake Wivenhoe to the point
where the T junction is to turn off onto the road heading up the back of
Mt Glorious, proved to be the ideal road for the cruisers. Because it
is a 400 cruiser you do notice it does require you to shift down a gear
to get that extra grunt up a hill. This would be a great first
motorcycle for the cruiser orientated, it is a very safe bike and yes I
still had a lot of fun. Ideal for commuting in the city and a weekend
ride when all you want to do is sit back and absorb the world passing
you by.
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Kawasaki KLR650Just before Christmas I started to get excited
about dual-purpose adventure bikes and sitting upright while riding. I
was jumping up and down waiting for the Yamaha Ténéré; sadly I have not
yet had the chance to head out into the mountains on one (Ron has you
bugger). Graham the Dealer Principal from TeamMoto Kawasaki Bowen Hills
kindly let me take the KLR650 over the Christmas break. Family tends to
come first over the festive break so as I live out past Kenmore in the
western suburbs I was only able to ride out to Lake Manchester past
Karana Downs & Kholo.
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I was very tentative about riding on dirt
as I had not been on a dirt bike since I was twelve years of age. I
managed to get to know this road and the Kholo road very well. I was
very sad when I had to give this bike back to the guys at Bowen Hills as
it fitted my size, the ride height was nice and high and it was an
exceptionally easy bike to ride. Being a one-cylinder engine you do get
more vibration than your multi-cylinder style of engines. Great throttle
response although I am told not as much torque as with other
motorcycles of the same category. If you want to sit up straight,
commute, or use this motorcycle for some dual purpose tarmac / dirt
trail rides then take this bike out for a test ride. Great bike to build
up your riding confidence as stated previously and it is very easy to
ride. Image: Generic Kawasaki image.
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Kawasaki Ninja 650RLAgain Graham the Dealer Principal from
TeamMoto Kawasaki Bowen Hills has won the prize for my favorite DP of
the month award. I was given the recently released LAMS Ninja 650RL and
“I am excited”. That bloody song never entered my head as I rode out of
the Bowen Hills dealership on the Thursday evening before the Easter
break for four wonderful days. The best part was the 3 hr ride to
Mooloolaba on the Sunshine Coast via Samford, Dayborough, Mt Mee,
Woodford, Maleny, Montville and Nerang. This is a glorious winding ride
through the beautiful Sunshine Coast Hinterland. As you might be
guessing I had never been on a ride like this before and I was now
starting to realize what my fellow enthusiasts were talking about.
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It was damn hard on the next day for me to
hop back on the bike and go back home the same way. Bugger the highway
this is more fun and in my view a lot safer. You can really feel this
motorcycle has a hidden tiger deep inside and it throws my size issues
out the window! The throttle is restricted, causing the rotation to stop
a third of the way around . This is plenty of motorcycle for any RE
license holder and I stick by that. The ABS (yes ABS!) is a great added
bonus as it quickly and safely tells you that you have pushed the
breaking just that little bit over the line. In my view ABS is great for
a LAMS rider, anything that helps to enhance your riding experience in
the areas of safety and riding skills is a damned good thing. Other
people may have different ideas about this so pick up the phone and
request to go on a long test ride.
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The fairing looks good and the digital display is positioned well so
you do not have to look down too far. Second, third and fourth gear
around corners delivers plenty of power. On any 600cc – 650cc LAMS bike
you do notice the inaccessible power when overtaking at speed, but what
power you have with this bike in the lower gears makes up for it. I
did find the Ninja 650RL to be on the heavier side of the 600cc Sports
Tourer LAMS models but still light enough to push it around. I highly
recommend a RE license holder who is looking at purchasing a LAMS
motorcycle to take this bike out for a spin. It operates at a low 4000
rpm very well and sounds and feels “OH YES I CAN FEEL THE HIDDEN TIGER
is pocking its head out” at 6000 to 7000 rpm’s.
So in conclusion...
Well I guess I am a spoilt brat, but how many LAMS motorcycles are
currently available that I can ride? ... Well more than this article can
hold, so no conlusion yet! You will have to check back next month in
the May issue for the second installment of My Life as a LAMS Rider!
Until then, Don't fence me in...
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May 2010 - By Mark Luxford, TeamMoto Marketing Manager
Every time I think about how long I have left on my RE license I start singing that old tune;
“Oh, give me land, lots of land under starry skies above,
Don't fence me in.
Let me ride through the wide open country that I love,
Don't fence me in.”
Last issue I came to you with four LAMS approved models I had tried and tested - and this month I have three more!
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Yamaha FZ6RThis is the latest
LAMS motorcycle offering. I noticed the FZ6R at the Gold Coast
motorcycle Expo this year and it raised my blood pressure. This is a
very sexy motorcycle and even makes the old bugger on it look kind of
hot :).
After my Ninja 650RL experience I was keen to take the FZ6R out for a
spin. This is a sports bike and the motor has R6 breeding, but it really
surprised me with how light the bike was. It is a little bit smaller
than the Ninja but although I might look slightly large for it, at no
point did it affect the way I felt about it. My legs fitted to the tank
(another pet hate when they do not). You would not get tired of throwing
it around corners and it would be a great weekend fun bike. I can see
younger people being attracted to this fine piece of engineering.
The first word that popped into my head when I rode away from TeamMoto
Moorooka was “SMOOTH”. Everything about it was smooth; gear changes,
breaking, cornering and acceleration. One thing that you will notice
when you take it out for a test ride is the minimal throttle rotation,
it has the least of all the LAMS motorcycles I have had the pleasure of
riding so far. The power output appears not to be as great as some of
the other 600cc LAMS motorcycles but it makes up for it in pure riding
pleasure.
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Yamaha WR250X (Supermotard)When I
started annoying Chris the Dealer principal at TeamMoto Moorooka about
lending a LAMS motorcycle for an arranged ride out to Boonah and QLD
Raceway, he was in short supply of LAMS bikes. I wanted to try out the
new 2010 Ténéré or the XT660 but alas he did not have a demo available.
What I ended up with was a WR250X, as I am a spoilt brat my initial
thought was “you are kidding me a 250 dirt bike with road wheels, bugger
that.” Chris told me that I would be surprised by the capability of a
Supermotard motorcycle.
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Well slap me across the face with a
mullet, dirt bike aggression with the engine giving me plenty of get up
and go, a light weight, sit upright bike with the stickiest set of tyres
known to humanity. My view on Supermotard motorcycles “fun, fun, fun
and more fun”.
My riding companions where on two BMW 1200GS’s, a new Triumph
Thunderbird and a Honda Goldwing. On the corners I was easily catching
up to them. On a track with plenty of corners I am told that a
Supermotard will easily pass a sports bike. This bike is extremely easy
to ride; it gives you a great sense of security and would be a fantastic
commuter and hell of a fun machine on weekends.
LAMS Supermotard motorcycles are as follows; Honda has the XR400SM,
Yamaha has the WR250X and the XT660X and Suzuki has the DRZ400SM. If you
have not had the fun of giving a Supermotard motorcycle a try, I highly
recommend it - you will be pleasantly surprised.
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Hyosung GT650RI am told that
outside QLD not all Hyosung’s are LAMS bikes, but in the Sunshine State
they are. The GT650R is a V-twin so it produces a lower cool thudding
sound. If you are on a budget and want a 600cc LAMS motorcycle then go
on a test ride with this power packed machine. I am not in to getting
all techy so you will not get figures from me. Even though it is at the
less expensive end of the motorcycles in this article it is pushing to
be the leading top contender for power delivery. Ben the DP for Teammoto
Hyosung Springwood told me I should give it a crack and he was right.
Getting up to 100km per hr on the freeway was surprisingly fast.
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Powering out of corners is very solid.
Brakes and the clutch were somewhat stiffer than the other models I have
ridden, as well as the gear changes are slightly more clicky. As stated
previously if you are on a budget and want a one of the most powerful
sports LAMS bikes currently in the market then GT650R could be to your
liking.
Conclusion; Well I guess I am a spoilt
brat and yes this is all the LAMS motorcycles I have had the joy of
riding so far. There has been some friendly banter with some of our RE
License Facebook fans about the LAMS Suzuki GS500. Michael is the DP for
our Virginia store; maybe I should start being a pain in the rear end
with him and run away with one of his GS500F’s. Oh Yeh he also has KTM
and they currently have four dirt bikes listed as Learner Approved
Motorcycles. How many LAMS motorcycles are currently available that I
can ride?
Bugger how long do I have left as a RE license holder?
“I want to ride to the ridge where the west commences
And gaze at the moon till I lose my senses
And I can't look at hobbles and I can't stand fences
Don't fence me in.”
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June 2010 - By Mark Luxford, TeamMoto Marketing Manager
KTM 450 EXC-R
I think I have found out I have an obsession for oh my god that’s some
funky shi- power delivery. At the end of a weekend of riding out at a
property, this bike was very hard to hand back. I have learnt the brand
name KTM stands for hardcore fun and the 450 EXC-R supplies this in
truck loads. Yes you can register this bike and you will need to if you
are going to ride it through state forests and as a commuter.
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As I am also a greenhorn to the world of dirt riding my confidence on
dirt is not high, if you can quickly teach yourself to have reasonable
throttle control this bike will give you plenty of aggressive power. If
I was going to use it as a commuter then I would get the supermotard
kit and as you may have read in my review on the Yamaha WR250X,
“Supermotard” rules in the road fun stakes. Whatever you do in the near
future take a supermotard motorcycle for a ride - you will be
surprised.
I gave Michael Oliver the DP for TeamMoto Virginia a call as
he has KTM’s and he is a KTM fan. You can purchase a set of Supermotard
wheels for up to $3,500 if you go for the top of the range. The best
news is that I am told it is an easy process to change from dirt wheels
to supermotard wheels and visa versa. This means a mechanical lame guy
like myself can do it. You now have two bikes in one; damn that sounds
like good value to me.
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Yamaha XVS650 Classic CruiserNow
if I was into cruisers and I wanted to purchase one during my 12 months
of being a RE licence holder the XVS650A would be number one on my list.
Compared to the Honda VT400 you can easily accelerate up hills. If you
have been reading my past reviews you will understand that I am a big
boy and how I fit the motorcycle is an important issue. It was the first
time I have ridden a bike that has footboards, it also has a toe &
heel gear shift. Being tall my knees where well above the tank and I
found this to be a slight bother.
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The performance while riding along Lake Wivenhoe and up the back of Mt
Glorious at 7am on a Sunday morning was spotless; smooth gear changes
with a good solid acceleration. It is not as heavy as appears so moving
it around for males & females should be easy. Chris Chenoweth the
DP for Moorooka kindly lent me his demo and I am told outside the
Harley it is the leading cruiser sold. Yamaha have done well with this
bike as I do not have any real points of issue with the XVS650 Classic.
Lesson learnt in winter on the western side of Mt Glorious however: it
is bloody cold and when you start to get to the windy sections the sun
at places blinds you, this is very off-putting. Thanks also to the
person on the yellow sports bike who was heading in the other direction
and over shot the turn. For one second I thought I was going to be
picking yellow paint off my leather jacket. I had to throw out my
undies when I stopped for coffee at the Miala cafe. Please fellow
enthusiasts ride safely!
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Suzuki GSX650FU LAMSLike the
Ninja 650 RL the GSX650FU LAMS is at the top of my LAM’s road bike list.
It felt a little lighter than the Ninja and was slightly sportier. It
does not have a throttle stop, as it qualifies as a LAM’s bike via the
Engine Control Module (ECM). First, second and third gears have great
throttle response. 80 to 100 km per hour is reached surprisingly quickly
when you compare it to other LAM’s motorcycles of the same 650cc range.
You do see the tacho get up to eleven thousand RPM which makes the
engine sound sweet.
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In fifth and sixth gear the acceleration flattens out a lot at around
seven to eight thousand RPM’s, because of this throttle response is
very minimal from half rotation onwards. My old stomping ground
Wivenhoe Somerset road beckoned and for the first time I continued on
along Bryden Somerset road, which boasts long corners and easy riding.
Opening up the GSX was a lot of fun, braking was smooth and helps with
riding confidence. It would be good to see ABS on this bike like the
Ninja but it was not an issue.
My riding skills must be improving with
all the different bikes I have been lucky enough to ride. Because I had
this bike for a couple of days I had the time to take it out twice and
ride it in different ways, therefore I noticed new qualities about the bike. This
was really beneficial and I would recommend longer rides to test any
bike, as all riders techniques and styles vary slightly. As
mentioned before ask a TeamMoto sales person to take it on an extended
test ride and deliberately change your riding style. Engine and the
handling characteristics will change when ridden differently and you might get a pleasant
surprise. I think it might be time for me to do the Advanced Road Craft
Course at our Motorcycle Riding School!
If you are looking for a LAM’s
650cc sportsbike or tourer take this little gem out for a ride and
don’t forget the Ninja for a good comparison :).
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by Mark Hinchliffe, Courier Mail Motoring Editor
Brute force, sinister looks and touring comfort come together in the Triumph Rocket III Tourer.
It appears to be a Rocket III Classic with a
windscreen and panniers, however there are so many changes the only
parts shared are the rear light, mirrors, brakes and the engine. Even
the seat is different with two separate layers of cushioning of
different densities and a gel pad in the pillion seat.
Usually Triumph seats seem to be made of
the best British steel, but this is one of the first with a comfortable
standard seat. However, if that isn't good enough there are three
optional seats you can choose from. These are among the 59 accessories
designed exclusively for the Touring variant, including backrests,
mufflers, heated grips and chrome parts.
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It comes with hard panniers and a look-over windscreen, but you can
also replace these with aftermarket variants. The top-loading and
lockable 36-litre standard hard luggage is neat and streamlined.
However it is a bit narrow, so it won't fit much gear. Both the
luggage and windshield have a brilliant quick-release system that is
easy to remove and fit.
It comes with hard panniers and a
look-over windscreen, but you can also replace these with aftermarket
variants. The top-loading and lockable 36-litre standard hard luggage
is neat and streamlined. However it is a bit narrow, so it won't fit
much gear. Both the luggage and windshield have a brilliant
quick-release system that is easy to remove and fit.
But the Touring model is not just about comfort and the practicality of a windshield and panniers. It's also about performance.
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The 2.3-litre three-cylinder engine has
been modified for less top-end and smoother midrange. Disregard the
80kW of power (down from 104kW) from the engine and
concentrate on the 209Nm of torque (up from 200Nm) available from
2000rpm that provides rip-your-arms-off acceleration.
It only has five gears, but you really only need to flick through to
top and then roll on and off the throttle for all the overtaking
acceleration you will ever need. That makes it a relaxing as well as a
rewarding tourer on the big open roads. The Classic features a massive 240mm tyre which looks the part, but makes steering very difficult.
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It has been replaced with a 180mm so more space can be given over to
the panniers. The narrower tyre is disguised by the rear fender and
panniers. What it means to handling is that you only have to shift your weight a
little for the bike to start turning quickly into sharp corners.
Clearance is not as good as the original, but the footboards are hinged
so they don't present a hard fixture to the road surface and they have
sturdy and replaceable wear plates underneath. Up front, the wheel is 16 inches, down from 17, which makes it easier
to manoeuvre at slow speeds. A slightly lower seat also helps with
parking manoeuvres.
Suspension has been tuned for a plusher, more comfortable, ride.
Brakes are strong and have plenty of initial bite, but the foot lever
needs more feel and a big bike like this really needs ABS as the rear
is easy to lock up on a wet road. Harley's Touring models all come
standard with ABS.
Triumph Australia says ABS may be available toward the end of the year.
Meanwhile, a naked and more aggressive version called the Roadster
arrives this month (February) with ABS. The Roadster has a more
upright riding position and is powered by a more powerful engine with
109kW and 221Nm.
Riding position on the Touring is relaxed with your arms spread to
the
big tiller and your legs spread around that wide tank. Your feet sit on
generous footboards with an adjustable heel-toe gear shifter. This is a
good position for long rides, although the economy is down
because of the extra weight and drag and the incongruously smaller fuel
tank, limiting range to about 300km.
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Triumph Rocket III Touring available from TeamMoto Triumph Springwood, TeamMoto Virginia and TeamMoto Blacktown.
PRICE: $28,417 RA
ENGINE: liquid-cooled, fuel-injected 2294cc triple
BORE X STROKE: 101.6 x 94.3mm
COMPRESSION: 8.7:1
POWER: 80kW @ 5400rpm
TORQUE: 209Nm @ 2000rpm
TRANSMISSION: 5-speed, shaft drive
WHEELS: 25-spoke 16-inch alloys
TYRES: 150/80 R16; 180/70 R16
SUSPENSION: Kayaba 43mm conventional forks (front), Kayaba twin shocks, with preload adjustment (rear)
BRAKES: 320mm floating discs, Nissin 4-piston fixed calipers (front), 316mm disc, Brembo 2-piston floating caliper
FUEL: premium, 22.3-litre tank, 7.7l/100km (tested)
DIMENSIONS (MM): 2608 (l), 895 (w), 1182 (h), 736 (seat), 1708 (wheelbase)
DRY WEIGHT: 362kg
COLOURS: black (with hand-painted silver pinstripes), black and white, black and red, and two-tone blue.
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Pass me a map of Australia; I feel a lap coming on.
by Mark Hinchliffe, Courier Mail Motoring Editor
The name Tenere comes from a Sahara
Desert region, but it is is better known to bikers for the Yamaha model
that has taken adventurers around the planet. A short ride on the new
Yamaha XT660Z Tenere is not sufficient to fully explore the potential
of this iconic bike, but it is more than enough to give you an itch for
travelling big miles.
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Yamaha's 1200cc Super Tenere is about to
hit our shores, but it will be more of a competitor to the BMW R 1200
GS Adventure that Ewan McGregor and Charley Boorman rode in their "Long
Way" adventures. This 660cc single-cylinder bike is a totally different
animal that will take adventurers to more secluded and hard-to-get-to
places. Its low-compression, bullet-proof engine has been around for
ages and now in its fuel-injected form which appears in several Yamaha
models, it is a lively and economical unit.
The robust mill is superbly suited for round-Australia duties with a
good spread of useable power but limited vibration that doesn't rattle
your teeth and leaves a stable image in the rearview mirrors. As a
dual-sport bike, it is a compromise between the road and the dirt.
Depending on what you want to do with it, you can bias it more one way
or the other.
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There is already an extensive range of accessories available from
Yamaha as well as aftermarket adventure specialists such as Hepco &
Becker and Touratech. This will allow owners to tailor the bike for
specific needs from commuting to long-range touring to extreme off-road
action.
While it will happily commute to work with its high position and
slimline lane-splitting design, most riders will want it set up for the
long haul across tough terrain, packed to the hilt with luggage, spares
and camping gear. It's therefore comforting to see a thick rear
subframe that appears to be strong enough to support stacks of heavy
luggage without sagging or fracturing.
First thing most adventurers will change, however, will be the
road-biased dual-purpose tyres and the rubber footpegs which are too
small.
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The riding position is ideal for the long haul with one of the
most comfortable seats on any dual sport bike. Some may find it too
tall and too contoured for their liking, but with its leather-like
covering, it is supremely comfortable. My only complaint about the seated riding position is the windscreen
which is so far forward it creates an enormous amount of tiring wind
buffeting. Smaller riders might not get as much buffeting, but I would
either remove it altogether or fit the larger aftermarket windscreen or
an extender. However, the screen is not an issue when standing. From up
high the bike feels just right, with plenty of control for quick
steering changes. With a quick tilt of the bars, I found the standing
position extremely comfortable without the need for bar raisers.
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The instruments are also high and quite visible in all lighting
conditions, although they would be even better if you could slightly
tilt them up for improved vision when standing. Information provided
includes an analogue tacho, plus a digital screen with odometer, fuel
gauge, clock and two trip meters.
The long-travel suspension is on the plush side, but it didn't
bottom out on a couple of big hits and jumps on a test ride down a
rough dirt track. On the bitumen it doesn't wallow or swim around
either, probably because it is a fairly lithe 208kg even with 23 litres
of fuel on board.
It flicks into corners with a light and deft feel and holds its line
well at any speed. You could easily cruise all day at Northern
Territory maximum highway speeds with plenty of stability and comfort.
However, short, sharp hits can cause a flicker through the bars, so a
stabiliser is recommended.
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A highlight feature of its performance is the brakes. The twin disc
front has brute force with soft initial bite and great progression
while the back brake also has good feel, even when wearing chunky
off-road boots.
Yamaha XTZ660 Tenere
PRICE: $15,565 Ride Away with 12 months Rego in QLD
ENGINE: fuel-injected, liquid-cooled, 4-stroke, 660cc, 4-valve, single cylinder
BORE X STROKE:100x84mm
COMPRESSION: 10:1
TRANSMISSION: 5-speed, wet clutch, chain drive
FUEL: 23 litres
SUSPENSION: telescopic forks, 210mm travel, monocross swingarm, 200mm travel
BRAKE: 298mm dual discs (front), 245mm disc (rear)
TYRES: 90/90-21 (front), 130/80-17 (rear)
DIMENSIONS (mm): 2246 (l), 900 (w), 1477 (h), 895 (seat), 1500 (wheelbase), 260 (clearance)
WET WEIGHT: 208.5kg
WARRANTY: 24 months, unlimited kms, parts and labour
COLOURS: blue, black
Images from Yamaha Motor Europe
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With just a few small mods the new Tenere can be transformed into a serious long haul Adventure bike....
Ron Grant takes us through the changes he's made to his Yamaha Tenere to make that long journey that much more enjoyable. Simply modifying the seat so the rider
can move back and forward combined with a higher set of handlebars
provides far greater comfort and control, particularly when standing on
the pegs. I found the different sitting position changed the rider vs
screen relationship with the screen now providing a high level of
comfort and minimal buffeting.
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The foot pegs are a little narrow when
standing up – easy fixed with a set of PivotPegz. The stock Metzler Tourance tyres are fine
for the daily commute but for more off road riding, a set of Michelin
T63's work a treat. Excellent on bitumen handling but really are the
business in the dirt – plus they provide long tyre life. While you are
fitting new tyres, a set of Ultra Heavy Duty tubes is the best way to
prevent (or at least greatly minimize) pinch flats. And with dirt tyres
fitted a rim lock will be necessary to secure the rear tyre.
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The suspension is one of the best set ups
on any Japanese Dual Sport bike, but regardless, for the real serious
off roader there are some improvements available. The front forks do
not have any damping adjustment, easily fixed by fitting RaceTech Gold
Valve fork emulators. This mod provides both compression and rebound
damping adjustability and really does enhance the fork action.
The rear shock is pretty close to the mark, but can be upgraded with a
different damping and or heavier spring as required. If it is the
Strezlecki Track or Birdsville Track or you just have a passion for
2,000 or 3,000 or 4,000 k's of rocks and corrugation – then an upgrade
to an Ohlins shock may be viable.
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| The engine is a beauty, smooth, torquey
and with ultra long service intervals - oil change at 10K and valve
clearance check at 20K. The EFI provides exceptional fuel economy at up
to 25kml when riding in the manner you promised your wife. High speed
off road / sand will see this drop to as low as 17kml – still an
exceptionally frugal fuel consumption. Fuel range is between a very
healthy 400 to 500 +.
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By Mark Hinchliffe, Courier Mail Motoring Editor
The letter Z has been used in motoring to
indicate something special since the 1960s Z-Cars British TV police
drama. In 1972, the two-wheeled world knew something special had landed
when the world's first superbike was launched - the Z1 Kawasaki.
It was
marked by its across-the-frame four-cylinder engine and its
four-into-two-into-four exhaust system. Many copied the engine
configuration, but few followed the radical exhaust format.
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While those four big pipes might have
looked the business, they unbalanced the weight distribution of the
bike. The new model features a prechamber under the bike which allows
for shorter mufflers and keeps the weight central and low.
The result is
a bike that feels much lighter than its 221kg weight and beautifully
balanced. Other big news in 2010 is the addition of ABS as standard with
the letters printed large on the mudguard.
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The ABS works well in wet weather and
there is plenty of feel in the front with no jerky kickback, however the
rear brake feels wooden.
With its low centre of gravity, steep fork
rake and wide motocross-style handlebars this bike is the ultimate tool
for carving up your favourite tight and twisting mountain road.
Kawasaki has also thrown out the rubber spacers on the bars and added
thin grips, so you have greater feel over what the fully adjustable
front end is doing.
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Sometimes it can feed back a bit too much
information to the rider when the forks get choppy and twitchy. If you
are clever and patient enough you could dial this out by experimenting
with the huge range of suspension adjustment.
Unfortunately some of the adjusters are
stepless which may mean infinite adjustment, but it also makes it
difficult to remember settings. Adjustment doesn't end with the
suspension, either. The instrument binnacle is adjustable to three
positions depending on your height and where the sun is while the
perspex instrument screen is yellow like those sunglasses that brighten
your view. Both are great ideas that I would like to say work well.
However, the instrument adjustment is impossible to change on the run
which is when you need it most to allow for the sun. The idea would
probably better suit an adventure bike where you are sometimes standing.
The yellow screen is good in bright light, but difficult to read in low
light. However, at night the illumination makes them very easy to read.
Build quality of the Z1000 is superb and a landmark for Kawasaki with no
visible welding marks on the frame and the welds on the swingarm
beautifully buffed.
Riding position is classic sit-up-and-beg style, although the pegs may
be too high for tall people. Together with a seat that slopes forward I
felt cramped and uncomfortably jammed up on the tank. The firm but not
uncomfortable seat is narrow at the tank which allows shorter riders to
get their feet down.
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Pillion riders won't like the small and hard seat and there are no hand grips or tie-downs for luggage.
Despite the tiny headlight fairing, the wind blast and buffeting is
limited unless you are following other vehicles.
Get in some clean air
and it feels fine, even at highway speeds. As always, the Kwaka four is a
smooth, torquey engine with a sweet top end from 7000rpm where the
induction roar becomes absolutely glorious.
The Z1000 is short geared
with sixth driveable at 60km/h doing 2500rpm.
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From here you can roll on
the throttle and accelerate quiet adequately. I found I was riding one
and even two gears higher in many corners and using the engine torque,
rather than tap-dancing through the cogs in search of power.
Unfortunately powerful engines usually
mean plenty of heat, but because there is no fairing, it disperses at
speed and is noticeable only in heavy traffic. - Mark Hinchliffe (Courier Mail Motoring Editor)
Kawasaki ZR1000EAF
PRICE: $18,340 Ride Away (RRP including on road costs, dealer delivery and 12 months Registration)
ENGINE: liquid-cooled, fuel-injected, 16-valve, 1043cc, 4-cylinder
POWER: 101.5kW @ 9600rpm
TORQUE: 110 Nm @ 7800 rpm
TRANSMISSION: 6-speed, chain drive
SUSPENSION: 41mm, fully adjustable inverted fork; horizontal gas shock
with stepless rebound damping and spring preload adjustability
BRAKES: dual semi-floating 300mm petal discs (front), 250mm petal disc (rear), ABS
DIMENSIONS (mm): 2095 (l), 805 (w), 1085 (h), 1440 (wheelbase), 140 (clearance), 815 (seat)
WEIGHT: 221kg
FUEL: 15-litre tank, 5.8L/10km (on test)
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By Mark Hinchliffe, Courier Mail Motoring Editor
KTM'S 990 Supermoto T will dice with the daily commuter traffic, sprint
up your favourite Sunday B-road, get its shoes dirty on unpaved roads,
gallop down the highway, carry a passenger in comfort and with the
optional luggage fitted it will also do the big lap around the
continent.
After all, the T in the name stands for for touring.
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The Austrian company has lately eschewed
the ugly corporate orange for more approachable greys, whites and
blacks, making them much more aesthetically pleasing as road bikes.
Its sharp and angular styling is striking and modern, although some may find it difficult to love.
If you can get past the styling, this is a very competent bike that
comes standard with all the quality fittings, such as Brembo brakes,
Marchesini wheels, Neken handlebars and White Power suspension.
However, only tall riders need apply as the seat is 855mm off the deck.
Once on board you won't want to get off for a while as it has a gel seat
which is comfortable for a full day in the saddle. The cockpit
accommodation is neutral with bars close enough to sit up straight, a
long reach to the pegs and good protection from the massive plastic
handguards. So good, in fact, you may not need bar warmers in winter.
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The mirrors are high and wide for
excellent vibe-free rear vision, but they feature those horrid
old-fashioned double-nut mounts which are a nightmare when they come
loose. And they will. Pillions will enjoy the wide and flat seat, big
grab handles and long peg reach.
Luggage can be strapped on to the standard rear rack, or you can get
optional soft or hard panniers that fit on to the permanently fitted,
but discrete, side mounts on the muffler heat shields. The high riding
position gives a commanding view of the traffic and thanks to its wide
handlebars, 17-inch front wheel, short wheelbase and steep steering
rake, it will maneuvre around the tightest spaces.
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That same maneuvrability makes it ideal on
a Sunday run with lightning quick change of direction, yet it retains a
high degree of highway stability. The engine is a lusty animal that
pulls from way down low and keeps singing all the way to the top with
plenty of torque in any gear to pull the extra weight of a pillion or
luggage.
In a technical corner-to-corner run, you won't need to change cogs, just
work the torque curve, however if you do shift gears quickly, it has
confident changes. I only snicked one false neutral between fourth and
fifth. Some may find the initial throttle response a little snatchy, but
it's not as bad as my BMW F 800 GS, a fairly similar style of bike. Out
on the highway the KTM ticks over 4000rpm in sixth at 100km/h which is
fine for rolling on power to pass.
From 80km/h and above there is a bit of wind turbulence from the
windscreen which could be improved if it could be adjusted for tilt. As a
tourer, it could do with a centrestand as standard. If country dirt
roads occasionally feature in your route planner, the KTM will take them
in its stride with 195mm of clearance, plush, long-travel White Power
fully adjustable suspension, wide motocross-style bars that help with
stability on loose gravel and a comfortable standing position for
riders. However, don't push it too far down rocky roads as the cast iron
oil tank in front is exposed and vulnerable to rocks.
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The Brembo brakes are almost too powerful.
They have way too much initial bite that induces startling fork dive
and rear lift from the long-travel suspension. Hit them too hard and you
feel as if you are about to go over the bars. Use one or two fingers on
the levers at all times.
KTM's road bikes have been hampered in the past by poor resale value,
build quality and instrumentation. It is great to see their build
quality and instrumentation improving and hopefully this will help
improve resale value. The panels all seem to fit and the inside of the
front cowl is now very tidy, although the cables are a bit of a mess.
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Instruments are less like you would expect
on a bicycle, but could still do with more info and a mode switch on
the bars. If there is a fuel gauge, I couldn't find it and that is a big
mistake on a supposed tourer. Speaking of fuel, KTM needs to forget
about its off-road roots and fit a decent filler cap that isn't attached
by a breather hose.
Those minor points aside, this is a great all-rounder that is perfectly
suited to Australia's varied road conditions as well as riders' wide
array of demands.
KTM 990 SMT
PRICE: $20,490 R/Away for 2010 model, save $2,383. Current special ends June 30, 2010.
ENGINE: 999cc, four-valve, fuel-injected V75 twin
POWER: 85kW @ 9000rpm
TORQUE: 97Nm @ 7000rpm
FUEL premium unleaded
TRANSMISSION: 6-speed, wet multi-disc clutch
SUSPENSION: White Power upsidedown 48mm forks, WP mono shock
BRAKES: Brembo 4-piston fixed calipers, 305mm discs (front); Brembo 2-piston, floating calliper, 240mm disc (rear)
TYRES: 120/70-17; 180/55-17
SEAT HEIGHT: 855mm
CLEARANCE: 195mm
FUEL: 19-litre tank (3.7L reserve)
WEIGHT: 196kg
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By Mark Hinchliffe, Courier Mail Motoring Editor
The Suzuki SFV650 is also called the Gladius, Latin for sword. However,
it sounds more like gladioli which conjures images of Dame Edna
Everage. It doesn't help that the Gladius bodywork looks like a melted
1960s domestic appliance and has a scooter-like stubby exhaust hanging
off the side.
Looks and name aside, it is a quality bike at a bargain price. If
Gladius is a sword, then this is a double-edged one because the Gladius
comes as both a restricted power output LAMS (learner-approved
motorcycle) and in standard trim.
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I recently tested the non-LAMS version and immediately fell in love
again with its V-twin engine that has been around for some years. The
engine is not only bulletproof, but has a delicious vibe, a strong
spread of mid-range torque and power, and has the closest feel to a
Ducati's grain as you can get.
The
V-twin's pleasant vibe is not enough to shake the mirrors and, even
with that scooterish exhaust system, it still emits a throaty "Italian"
note. Now in fuel-injected format, the engine is smoother with no
sudden snatch off idle that other more expensive fuel-injected bikes
have.
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The 645cc twin has just the right amount of power to make it
manageable in traffic while being strong enough for the Sunday morning
run up the mountain. It only runs out of breath on a track when you
explore the upper limits of its rev range.
Despite some vigorous runs, it still yielded just under 5L/100km.
Matched
to its versatile engine is a light and tight frame with a 1445mm
wheelbase that makes it highly manoeuvrable in traffic and a succession
of hairpins. You have only to think about turning and it does. Look where you want to go and it follows.
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Equally it feels planted and stable on the highways and in sweepers, thanks to improved suspension. Front
and rear now have adjustable spring preload. Matching front and rear
can take a bit of trial and error but will yield a well-sorted
suspension.
The brakes are not overly strong but are effective with reasonable feel.
Basically it does no one thing brilliantly in the mechanical department, but does everything well.
My
only mechanical complaint is that the clutch might be considered a
little heavy by some and that it is not adjustable for hand span.
That's a shame given a lot of women may be attracted to its low seat
height, light weight and mild manners.
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While the melted plastic look of the bike might be a bit confronting
for some people, others might find the SFV a welcome return to the more
rounded looks of earlier SVs rather than the current angular models.
At least that rounded look is matched by a rounded feel in the cockpit with no sharp edges.
It
moulds nicely to the contours of your body and feels comfortable ... if
only the seat wasn't made out of something as hard as a church pew.
The instruments are basic, but tidy and the analog tacho has a digital inset with a handy gear indicator.
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Another digital screen displays a big speed readout, plus smaller
readouts with two trip distance meters, a clock, odo and kilometres
travelled since the fuel light last came on which is convenient given
there is no fuel gauge.
You can toggle through the info displays
via a button on the instrument panel, but that means you have to lean
forward and take one hand off the bars. It wouldn't have cost much to
route a couple of wires to the bars and install a mode button.
But then, this bike is made to a price, and it's a pretty good bike for your money.
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