Categories
Reviews

Saint Unbreakable Jacket With Shearling Collar

Many of you don’t know this, but most brands send items to test out and we are happy to do just that. However as you all know, when you have a new item, you can’t simply form your decision in an instance. You need to wear it in different conditions and situations to determine how good the item actually is. Thankfully Saint understand that. I mean it only took me 6 months but I’m done! 

From Sydney to London and London to shitloads of other countries I wore this jacket, some driving, some riding, some walking and some just to look like a sexy mother fucker. And I do that well, or so I tell myself in the mirror on a daily basis.

This jacket is great! Comfortable, protective and I know I’ll receive some hipster hatin’ from chubby white older men who want to make things great again, but it’s called FARSHION darling. It seriously looks cool. Did I get a chance to crash and test its road resistance? No I didn’t, however having come off a motorcycle wearing Saint gear in the past, I have nothing but trust and thanks to the team behind the product.

Now, here are the good and not so good points!

  • The Shearling collar is detachable! So when using it as a Jacket to ride in or to dine in or in my experience take heaps of instagram photos in the same item, you can make it look like two different jackets with the undoing of a few buttons – GENIUS!
  • Its a part of their unbreakable range which means you can trust the fact you can come off and slide baby slide without the gravel rash.
  • It looks fucking badass
  • It’s comfortable
  • Its perfect for summer riding!

Now the not so good

  • If you want to wear it in winter, you need to layer up! Again absolutely fantastic in Summer but as we now start to hit the colder months, it’s probably time I test their new Waxed Adventure Jacket (Hint hint Saint~)

To purchase one – Click here

To hipster hate – Click here

Now enjoy some photos of me! Print it! Frame it! Touch yourself.

Categories
Bikes Reviews

Unveiled – The Bobber Black

Being a mad Triumph fan (and to help a brother out) I was kindly asked to represent Throttle Roll at the Triumph Australia official launch of the new Bonneville Bobber Black and new Bonneville Speedmaster.

Having never been on a bike launch before I asked His Holiness Hawwa what’s involved.

The short answer was “thrash some bikes around Sydney, be wine and dined, get photographed, critique the bikes, pretend you know what you’re doing and spin some shit with other top journos. Oh, and hang out with Charley Boorman, all for a couple of days.”

“Hmmm…” I said, “let me think about that for a minute.”

Nek minnit, I’m online applying for extra leave to extend my Easter holidays, and immediately the excitement butterflies begin to build up in anticipation.

I was lucky enough last Easter to have borrowed a brand new Triumph Bobber for the Throttle Roll pre-Party Bike Ride. Being the lead rider, it was a great way for Triumph to show off their latest 1200cc High Torque monster, which really wanted to fit in with the cool cats of the custom bike world. It turned out shortly after its launch that, the bobber became so critically acclaimed by fans around the world that it became Triumph’s fastest selling motorcycle in its 115 years of existence. Who would’ve thunk it.

I had that Bobber for 5 full days and enjoyed every 800 km’s that I put on it– around the city, along country highways, and into the twisties. It was comfortable, gave a spirited ride, looked and sounded bad-ass, and it hit its design purpose on the head. But Bobbers just aren’t for me. I still commended Triumph with what they did with that bike – and that engine.

It did have a few downsides tho, most notably in the braking department. It went like the clappers, instant torque when you flicked the throttle and quickly built up speed. But pulling that 228kg (dry) beast up with a single disc and caliper was always going to be a tough ask. You see, the Bobber wanted to go – and it did. It wanted to turn – and it sort of did… Ground clearance was the biggest hurdle. But it really did not want to stop. In fact, when you needed it to stop you would have to allow sufficient time so you could perform the braking evolution without overshooting a corner or ramming it arse up into a tin top. Don’t get me wrong; it was adequate – especially for a Bobber – but its stop didn’t quite match its go.

Fast forward a year and enter stage left the Bobber Black – or as I like to call it, Bobber 2-point-ohhhh.

It’s meaner, more muscular, more imposing, and ‘more blacker’. You can pick any colour of the rainbow that you want, so long as It’s black – Jet Black or Matt Jet Black.

You see, Triumph listened to their customers and they changed a few things – for the better.

The first big difference you’ll notice is the front end. It’s now chunky, with extra beef. This is a result of new 47mm Showa cartridge forks (up from 41mm KYB forks), a smaller 16” blacked out rim (down from 19”) wearing a 136mm wide high profile tyre (up from 119mm wide), and twin discs each gripped by 2-pot Brembo calipers (up from a single disc with a Nissen caliper) which immensely improved its braking capability.

All up, it not only adds to the Bobber Black’s beefy hunched-forward appearance, but it also helps pull-up the black beast quickly and easily. A light squeeze on the lever with 2 fingers is all that’s needed to quickly pull the reigns in and come to a halt. It’s definitely a good upgrade over the standard model.

The clutch is the same in regards to ease of use, it’s torque-assisted, and only requires a light squeeze with a couple of fingers in order to swap cogs. Wanna race? Turn off Traction Control, make sure it’s in Road mode, apply revs, dump the clutch and hold on. It’s so easy with that clutch. In fact, this is exactly what Triumph encouraged us to do with the Bobber Black by sending us out to Eastern Creek Dragway in Western Sydney. They say the bike is at home in a straight line with power applied, and I couldn’t agree more.

After our safety brief, a photoshoot and a couple of practice runs we then went into a knock out competition. This started off all shits and giggles until we were told some prizes were on the line and then all hell and rear tyres broke loose.

I eased through my first round but unfortunately got done by an ex Australian Superbike racer in the second. I had the jump but he rode around me when it mattered.

In the end, it was he who got the quickest time of the day down the quarter mile with a 12.3 second run @ 168 km/h. And it was Charley Boorman who took out the competition by knocking everyone out. Well-done, Mr Celebrity-Who-Can-Actually-Ride!

And just for the record… I ran a 12.4 second pass @ 166 km/h

After our half day at the drag strip, we headed south to the Royal Nasho to test the Bobber Black through some twisties.

Triumph supplied the Bobber Black in a few variations, one with the Quarter Mile kit which included clip on bars, upgraded Fox mono-shock suspension (rebound adjustability only) and Vance & Hines silencers. And another with the Old School inspiration kit, which included a brown leather seat and Ape Hanger style bars – among other additions.

For me I love the look of the clip-on’s as it’s more my riding style, so I found myself on the Quarter Mile more often than not. It also helped that the other blokes on the ride liked having a photoshoot or a short squirt with the clip-on’s, but didn’t want it for too long. It does get to your lower back a bit with the foot position. The seat is still adjustable back and down or up and forward. I left it as it was (up and forward I believe), and the riding triangle just never quite felt right with the clip-on’s. It definitely wasn’t as comfortable as the stock Bobber Black with its low rise straight bars on the highway, which was a bit more of an upright position and very ergonomic. Like the original Bobber, the bike will still send a jolt up your back if you hit a decent bump. Even on the Fox equipped bike, the hard bumps were still felt on the factory setting. Playing around with the Fox’s one and only adjustment (rebound) may help with this, but I didn’t get around to fiddling with this. All up though the stock mono-shock does an OK job.

Once in the twisties, the Quarter Mile felt more at home with its forward weight bias, and it was here that it was the red hot favourite Bobber Black again amongst the boy racers. Sometimes it pays to be selfish.

Performance wise, the Bobber Black is the same HT 1200cc engine that’s found in the Bonneville T120 but with its own unique tune. What this ‘unique tune’ statistically translates to is 10% more torque and horsepower than the T120 at 4,500 rpm. The Bobber Black does have 2% more torque overall (106Nm) but lacks about 2% in neddies in total (77PS). What this means in real-world speak is the Bobber Black, like the original, is a low-down grunt monster that doesn’t need high revs, and loves traffic light drag racing. And this all comes down to a change of exhausts from the T120’s.

What this also means in day-to-day riding, whether in the twisties or in high-speed sweepers, is you just simply leave it in a gear, wipe off a little speed using two fingers or a right foot (the rear brake is quite sufficient), turn until you hear those hero knobs screech (oh it happened a lot), hit the apex, apply a fist full of throttle, listen to that glorious 270 degree offbeat thump reverberate all around, grin like a little school boy and repeat.

Coming in at an extra 9.5 kilos over the original Bobber with 100% of that forward of the head stem, you can feel the difference in the unsprung weight department at the front when turning. It’s not difficult to turn, but it is noticed. The overall diameter of the wheel and tyre is the same as the original, but the extra weight, bigger forks and gyroscopic forces of the twin discs does add to the weighted effect. It’s certainly not a deal breaker – especially once you consider the beef it now brings.

In fact, the Bobber Black is a mega fun bike to ride. It has oodles of torque and plenty of power. It now stops as good as it goes, and with or without the V&H pipes it sounds aggressive and deep. Throw in a heap of black stuff on the bike and you’ve got one seriously aggressive looking, blacked out hot rod of a bike – exactly what Triumph were aiming for.

From a custom bike tinkerer’s perspective, what else could be done or changed to the Bobber Black? It would all be cosmetic, really. Besides the usual shorter front and rear fender, smaller indicators and maybe a custom paint or wrap job, I’d look at putting a wider rear tyre on the back to give the rear end a bit of a beefy look too. But squeezing a wider rim and tyre inside that caged swing arm would prove pretty difficult. Normally, a headlight would be one of the first things I’d change on a bike to give it its own character – it’s own eyeball, so to speak – but the 5 inch LED DRL on this bike is a thing of beauty and I absolutely love it and wouldn’t change it for anything else.

It goes to show that Triumph have done an exceptional job with this bike straight off the showroom floor.

Stay tuned for the next blog where I tackle the Bobber Black’s less bobbed (and less black) brother, the Speedmaster.

Words by Tremayne East.

Photos supplied by Triumph Australia.

Categories
Bikes Reviews

Harley-Davidson Fat Bob 2018 Review

As a non-journalist, shit like this shows me just how awesome the life of a motorcycle journalist sometimes is. It’s a sweet fucking gig. Being flown around and accommodated while riding the latest and greatest bikes that have been built from a variety of brands; the camaraderie, the smiles, the spirited riding – it’s cool. I could live this life if I learned how not to swear while writing. However, this blog is not about the jet-setting lifestyle of writers, it’s all about the new chassis and bikes that now fall under the softail category from Harley-Davidson.

For this article, I’m going to focus on the new Fat Bob, while the next article will be based around the new Street Bob. 

They are both called Bob. One is fat, one is skinny.

To understand the present, we need to first understand the past – so feel free to skip the next paragraph or two if you have zero fucks to give about history or learning some facts.

The first ever soft-tails belonged to that of the Ediacaran Period c. 240 Million BCE, followed shortly by the dinosaurs and all sorts of other definitely real animals and mythological beasts. Back to in a similarly ancient time in 1984 CE saw the release of the FXST Softail. Since this momentous… moment, the word has been expanded upon to include other motorcycles with hidden rear suspension. These machines were designed to mimic the look of the rigid frames of yesteryear, while still offering the actual comfort and practicality of rear suspension. All of the street cred, with none of the sore body. 

If we’re going to chat about Softails, then we’ve got to drop Bill Davis’ name. A dedicated Harley rider and engineer, it was Bill who designed the first Softail in the mid 1970’s. This first design featured a cantilever swingarm pivot at the bottom and sprung at the top, with the springs and shock-absorber being hidden under the seat.

After Davis created a prototype based on his own ’72 Super Glide, he had his design patented and arranged a meeting with Willie G. Davidson. At this meeting, Davidson was impressed, but made no concrete commitments. This interest would remain stagnant in the following months, with still nothing concrete to move forward on. 

It was in April of 1980 that Harley-Davidson started work on its own rear suspension set-up that would capture that hard-tail motorcycle. This would be the same year that legendary drummer, John Bonham, would die in classic rock-and-roll fashion, and the greatest rock band of all time, Led Zeppelin, would call it quits. None of this is relevant at all in the history of Softails, but something that simply cannot be ignored.

With the all-new stiffer (insert erection joke here) chassis (34% more stiff to be exact) and the introduction of the Milwaukee-Eight engines, the new Softail line-up has basically taken the majority of the Dyna models under its wing. This is why current Dyna owners took to social media to vent their frustration upon the announcement of these new machines. The Dyna is now dead. But there is a silver lining – Dynas in years to come should grow in value, so put the Kleenex away. Anyone silly enough to vent his or her frustration before actually riding these new Softails should read this next part carefully – these bikes do not disappoint, so go talk to your local dealer and book a test ride.

This is by far the craziest machine Harley-Davidson has produced in a while. It’s so fucking fun. Just as crazy as the XR1200, but still keeps true to the HD feel. The HD Milwaukee crew said they’re confident in keeping their customers happy while also pushing the boundary that little bit further. These boundaries have been pushed over the previous years, with the introduction of a learner approved bike, the introduction of a the more nimble Roadster model, Live-Wire the electric bike and now this – the 2018 Fat Bob which is unlike anything you would expect from Harley-Davidson, while still keeping the HD fanatic happy.

Enough of the boring fluff, let’s get down to the actually bloody review of this controversial machine. It’s time to get to the heart and soul of the Fat Bob. I didn’t take the opportunity to ride the 107 (while in Spain); I committed all my energy to the 114. The 107 comes with ABS as an additional option, while the 114 comes with ABS Standard. The 114 has enough torque to pull a rhino with blue balls. From what I’ve learned, HD doesn’t measure in horses – just torque. 


This is a remarkably capable bike. The first feeling that entered my head as soon as I jumped on was a feeling of power – the stance is incredible, foot control and handlebar position are in a neutral comfortable position, it’s a powerful looking bike, and you feel that power once you’re in the saddle both mentally and physically when riding. It has a very “Scrambler” feel to it and could in fact be labelled the closest thing to a Scrambler that modern HD have ever produced.

Hitting the twisting roads of the incredible Catalonia region of Spain (for now…) was interesting. Honestly, I thought that it would suck balls as the bike still weights over 300kg. I was happily proven wrong – what a fucking hoot! As all the other journos are enjoying the sound of their bikes scraping the ground, I was hanging off the edge, muscling the Fat Bob through the corners at enjoyably stupid speeds with minimal metal to road noise. To be honest, I hate the sound of scraping. It scares me – worse than Pennywise hanging in my local sewers. 

This truly amazing “cruiser” is jacked up, meaning you can push this puppy harder than any cruiser ever built, and you’ll love it every thrust along the way. While the aesthetics of this bike aren’t for everyone, the additional clearance is an absolute blessing for those who enjoy “not cruising”. It is a bike that, within their line up, is built for those twisty corners which is not something you ever expect from Harley-Davidson. The kid’s done well.

Despite it’s chunky appearance, it is deceptively aggressive and has been designed this way by HD intentionally. The single cartridge inverted forks, dual disc front brakes and a performance inspired 2-1-2 exhaust system shows how this bike breaks from its cruiser label.

 The bike’s got plenty of stop as well, with ample braking provided by 4 pot twin disks. Would this be sufficient once I extort the bike off HD and lock in some stage 4 engine mods? Only time will tell. As the bike is, it’s got brawn, it’s got handling, and the power to get any rider’s blood flowing. This is just the base model, bear in the mind. It has yet to be offered to the Gods of Custom to be rebuilt into a truly exciting custom machine. Which could really be done with ease as well considering the entire rear subframe can be removed with just 4 bolts! This is a modular machine that will provide those metal bending, welding, rolling freaks with the perfect blank canvas to experiment with. It’s these possibilities that excite me the most and we will endeavour to cover those bikes as they are being built.

Mark wears: Whatever clean clothes he has while riding

Categories
Bikes Reviews

2017 Ducati Scrambler – Cafe Racer

The one the newest babies from the Scrambler Ducati line is somewhat of a black sheep of the range. It’s definitely a black bike, there’s not mistaking that. Introducing the Scrambler Café Racer – don’t let the name confuse you.

 

With the booming success of Ducati’s Scrambler range that pounced into the motorcycling market in 2015 we’ve been seeing slight modifications in this line of bikes, be it in engine capacity with the Sixty-Two, or styling. The brand new Café Racer breaks away from this in a much more nimble, corner-hungry, little demon-machine with a serious face-lift kind of way.

While the Scrambler Icon and its subsequent models have proven to be a great base for a custom build, some folks are opting for a more café racer style, you can now get that aesthetic straight off the bat. It’s not just the aesthetics that have been tweaked of this pocket-rocket, but a few subtle yet great changes that make this an enjoyable little ride.

While the name can be somewhat confusing with Scrambler being alongside Café Racer, which could seem like an oxymoron (actually that’s exactly what it is), this is much more than just a few changes to the Scrambler Classic. Harking back in Ducati’s own history, the iconic black and gold scheme is a throwback to the original Ducati 900SS. To add to the Ducati heritage of this machine is the number 54 emblazoned on the side, a nod to Bruno Spaggiari who used this racing number when he rode the Mototemporada Romagnola in 1968.

The Café Racer model features the same 803cc L-Twin engine as the previous Scrambler models, alongside many other parts including tank, headlight, frame, and the same Termignoni exhaust set up that the Scrambler Full Throttle comes standard with. There are new bits though, I mean, this is a new bike after all. The new 17” wheels come with Pirelli Diablo Rosso II tyres, radial-mount front master cylinder, new suspension and of course, some clip-on bars to complete the café racer look and feel.

Riding this bike you’ll instantly notice what makes it stand out in the Scrambler pack. The rack has been adapted to suit a more racing nature, with the angle of the steering head and the frame being tweaked to a rake of 21.8 degrees. This results in the bike cutting into corners like Anakin into a room full of Younglings (See: Revenge of the Sith). The bike is incredibly manoeuvrable, it isn’t a machine that has had clip-on’s attached and claims to be a Café Racer while struggling to perform its goal. This bike lives up to its name in both look and performance.

The Termignoni exhaust, which the bike comes standard with, looks good, and sounds good – to a degree. These are completely legal pipes, which means just as you’re starting to hear those sweet tones and notes, it cuts out and becomes friendly to even the sookiest neighbours. This is a fairly small bike, with a shorter and lighter riders loving the clearance and handling. I’m not a particularly tall person (read: bit short) so I asked Scrambler Ducati Ambassador Danny Clayton, who is a bit of a tall boy, what he thought of the machine after hours of riding. “As a taller gentleman I’m not usually drawn towards café styled bikes, but found this model to be incredibly comfortable and thoroughly enjoyable.” And there you have it.

The new Café Racer model also features a new Brembo braking system, with a Bosch 9.1 MP ABS system and pressure sensor. There is also a radial-type front brake pump, which is the result of a decision to mount a power single-disc front braking system. The market is still hungry for heritage and classic styled bikes, and it’s not an easy thing to pull off when you’re trying to mix vintage with contemporary. If you get the ratios wrong, you can end up with a bike that fits neither bill. This bike ticks off a lot of boxes. It looks fuckin’ great straight out of the factory, with plenty of room to customise it yourself.

It’d be nice to see the side number plate come blank, with the owner being able to add their own number in (shotgun 69) but Ducati have pulled off a lightweight, nimble as hell bike.

RRP for these badboys is $16,990 AUD

Ducati Scrambler Café Racer

o Black Coffee with black frame and gold wheels

Equipment
o Desmodue twin-cylinder engine, EURO 4-compliant, with black finish and machined cooling fins.
o Termignoni exhaust with dual tailpipes and black anodized aluminium cover
o 17” Pirelli DIABLOTM ROSSO II tyres, 120/70 ZR 17 up front and 180/55 ZR17 at the rear
o Dedicated seat with cover for passenger section
o Lateral number holders
o Separate aluminium handlebars
o Fully adjustable upsidedown fork with black anodized sleeves
o Sporty front mudguard
o Rear-view mirrors mounted on aluminium handlebars
o “Caféracer”nosefairing
o Frontradialbrakepump
o Steel tear drop fuel tank with interchangeable side panels
o Dedicatedlogo
o Lowplateholder

 

      

Categories
Bikes Reviews

Moto Guzzi V7 III

One on the most celebrated lines of motorcycle from Moto Guzzi, the illustrious V7, is still hitting the roads 50 years later – albeit with an updated dosage of tech and performance. We took this 3rd generation of 100% Italian made motorcycle for a spin to see just what these machines are all about.

It was in 1967 that the legendary Italian motorcycle manufacturer Moto Guzzi first released the V7. Building its foundation on reliability, with a dynamic appeal, the V7 saw decades of success with new models being released that stayed true to their proud heritage. The V7 III is no exception, with an exciting new range being released onto Australia shores that will appeal to a wide crowd of riders.

The 2017 range of V7 III’s will come in 4 options, the Stone ($12,990) Special ($13,990) Racer ($16,490) and a limited edition V7 III Anniversario ($16,990). This selection means there’s plenty to choose from for anyone interested in grabbing one of these machines, be it based on style, or budget. Let’s start from the first on this list, a dark number known as the Stone.

The Stone is the cheapest of the range being released, but no sacrifices have been made in the design of this machine. Quite the contrary, it’s a blacked out machine that is simplistic in its stock form with a ton of potential for a variety of custom build styles. This was the first machine we jumped on to take for a spin, and as with most Guzzi’s, its character comes to life with the push of a button as the 90-degree V-twin kicks to life. This bike features 12-spoke cast rims that are blacked out in contrast to the multi-spoke rims of the following models.

Next in the V7 III family is the delightfully coloured Special. This is a very classic throwback model that boasts a more elegant style, a killer paint job and a good amount of chrome. The classic, clean feel of the bike is mixed in with some pleasant modern extra, such as Brembo brakes and dual clock instrumentation in contrast to the single on the Stone. Riding these bikes is very enjoyable, and responsive. The bike is eager to move if you so much as think about letting the clutch out.

For the racing fans is the V7 III Racer. A sport heritage homage to Moto Guzzi’s racing history, having claimed 15 world titles and 11 Trophies by their retirement from racing in 1957. The characteristic red frame and MG Eagle logo, inspired by the original V7 sport range, is still present. The clip on bars allow a more aggressive riding stance, and this will be a numbered series. This will be the most expensive of the V7 III series at $16,490 excluding the final machine to be released, the limited edition Anniversario.

With only 750 bikes for the Anniversario model being produced, this is a limited edition machine that we will see 20 models arrive in Australia. This is an incredibly indulgent machine; with its polished chrome tank mirroring your jealous eyes back at you. The solid machined aluminium triple tree clamp features a laser-etched limited serial number. This 50th anniversary edition machine is priced incredibly well considering it’s limited number, and will no doubt be snapped up by Moto Guzzi fans right away.

The riding ergonomics of these bikes has been greatly improved over previous models, albeit nothing drastic, with a slightly lower position in the bike allowing a more natural feel in controlling it. The engine has received its own share of changes that have seen improvements in the V7. The engine has been designed to improve efficiency through wherever available, with any aspects of power loss being address to ensure a lively and responsive engine when riding.


Whilst being a machine of heritage with classic design in mind, it’s still a 21st century machine in many respects. The twin channel ABS and a new adjustable Moto Guzzi Traction Control system, that can be disabled, will be standard on these models. The traction control system is adjustable with two levels of sensitivity – one for poor grip situations (rain, wet etc) and the second for optimal safety on dry roads.

The options for customization for this range of machines is limitless, with a dedicated range of factory accessories being made available, along with it an excellent canvas for creation. These bikes could suit a transformation into just about any style, be it café racer, bobber, brat, or scrambler.

Photography by Ben Galli, Half Light Photography and Throttle Roll

Moto Guzzi V7 III: Technical Specifications
  • Engine – Air-cooled, Transversal V-twin, 744cc, 80 x 74mm bore x stroke, 2 valves with light alloy pushrods and rockers
  • Power – 38kW(52HP) at 6200rpm
  • Torque – 60Nm at 4900rpm
  • Exhaust – 3-way catalytic converter with double lambda probe
  • Frame – Double cradle tubular frame in ALS steel with detachable elements
  • Wheelbase – 1463mm
  • Trail – 106mm
  • Headstock angle – 26.4°
  • Front suspension – 40mm hydraulic telescopic fork, 130mm travel
  • Rear suspension – Die cast light alloy swing arm with two shock absorbers with adjustable spring preload
    (Öhlins fully adjustable for Racer)
  • Front Brake – 320mm stainless steel floating discs, Brembo callipers with four differently sized opposed pistons
  • Rear brake – 260mm, stainless steel disc, floating calliper with 2 pistons
  • Front wheel – 18in lightweight alloy (Stone), spoked (Special/Racer/Anniversario), 100/90 (110/80 R18 as alternative)
  • Rear wheel – 17in lightweight alloy (Stone), spoked (Special/Racer/Anniversario), 130/80
  • Saddle height – 770mm
  • Length – 2,185 mm
  • Height – 1110 mm
  • Minimum ground clearance -150 mm
  • Fuel tank capacity – 21 litres (including 4 litre reserve)
  • Dry weight – 189 kg (Stone) – 193 (Special/Anniversario)
  • Kerb weight* – 209 kg (Stone) – 213 (Special/Anniversario)
    * Weight with motorcycle ready for use with all operating fluids and with 90% fuel.
  • Price (+ORC) $12,990 (Stone), $13,990 (Special), $16,490 (Racer, $16,990 (Anniversario)
Categories
Reviews

Segura Memphis Jacket

It’s gotten a bit chilly at the moment, and from the winter catalogue of Segura comes the Memphis Jacket. A weatherproof, thermal lined jacket that’s dying for adventure.

This jacket has a very classic style, and is something we can definitely see being a hit with scrambler riders and others so-inclined. The Memphis is a wax cotton jacket made from oiled canvas. This gives a lot of movement and comfort, while keeping you protected from the elements. We took these jackets for a thrash through the streets and off-road through more challenging terrain to see just how well they would hold up.

Segura are no strangers to making great looking jackets, that also cover the rider in regards to protection, and the Memphis appears to be no exception. They’re available in a very safe black colour, or a more adventurous khaki. Coming from the winter catalogue, it’s a jacket designed to take on whatever  elements are thrown at you.

The jacket is waterproof, with breathable insert. A big plus for this is the removable thermal aluminum lining. This will keep your warm as you retain all that magnificent body heat. Once the sun comes out and you begin to sweat like a nun in a cucumber patch, this can be easily removed with the zipper attachment. Vents are located at the back of the jacket and breast to allow airflow and keep you cool when riding.

Its remarkably sturdy build means this is designed to last, despite what you may throw at it. Now this is of course a jacket design for riders, so it comes with approved removable CE protection for your elbows and shoulders. It does not come with back protection as standard, but there is a pouch for you to slip one in which can be easily purchased. Internal yaw size adjustment helps create a truer fit for the rider as well.

There’s no scarcity of pockets for this jacket either, which is great for losing various amounts of small change and lighters in. We counted three interior pockets, and 6 exterior. Rumour has it that one leads to a magical land with a talking lion, however this might the result of leftovers from a festival.

Riding with the jacket in the rain kept us dry, with it also drying off quite quickly. From a style perspective, it fits a lot of bills. It looks great with nice jeans and boots, as well as more casual pants and shoes. It looks great on any style of bike, particularly modern classics.

Conclusion: These jackets retail for $449.95 AUD, which is quite an attractive price for a French designed, great looking jacket that will protect from both the road and the elements. It’s not as sturdy as leather, but then again it’s not meant to be.  It’d make an excellent jacket for a long day out riding, where you’re hitting every kind of road and element.

To find your local retailer and try one on, head to www.ficeda.com.au

Royal Enfield Himalayan images by Jeff Crow – www.jeffcrowphoto.com

Categories
Reviews

MotoBailey Boots

If you’re looking for motorcycle gear that’ll protect your body but not your virginity, then these boots are you.  This dapper footwear boasts a killer look with a neat design, sturdy protection and two colour-ways; it’s literally a one-stop-shop for moto and lifestyle footwear.

Based out of Texas, MotoBailey is an artisan style boot maker that brings a ton of style and good looks to the party, while mixing in protection behind the scenes. The idea for the shoes was conceived when founder Blake Bailey was driving to his stuffy corporate job in Austin. “I had seen a Ducati that Revival Cycles built, pull into a garage in front of me. At the time I was ticked that they got to build bikes for a living while I had to dress fancy for a corporation every day. I had an idea, and wanted to find the leather that matches my dress shoes for work but was suitable for riding as well. I’m ex-military so there was no way I wasn’t lining it with Kevlar, either!”

With two types of boots on offer, the El Bulli and La Ryder, the choices are simple. We got our hands (or feet) on a pair the La Ryder tan boots to see just what these shoes were all about.

Straight out of the box, these boots look bloody good – pure and simple. They’re real leather (imported from France, mind you) and are hand crafted by Blake Bailey. These boots have a lot of sole (geddit?!) but I was keen to see if they fit either bill they were designed for. It’s not easy to create something that can be comfortably worn all day throughout work and social situations, while still offering the motorcycle protection you require.

Chucking the shoes on, they’re stiff. This is fresh new leather – so that’s to be expected. After a few days of wearing them they’re now nicely moulded to my feet. Now, what makes these any different from other leather boots? Upon seeing these shoes my first thought was “these better give grip”. Trying to wear nice dress leather shoes while reversing a bike is something I’m not particularly keen on doing. While great for getting pissed at weddings in, fancy shoes are pretty bloody useless for anything motorbike related. So much to my delight I see that these tidy MotoBailey’s are grippy as hell. I can reverse my Harley uphill and have no fears of slipping over. Well done.

With The Distinguished Gentleman’s Ride 2017 coming up, these shoes are a remarkably attractive option. A little bit of practicality is never bad for us folks that often pick form over function. Apart from the wonderful protection leather offers, MotoBailey strived to make something that was truly moto-friendly. Beneath this excellent exterior sits a complete Kevlar lining. This covers from ankle to toe, with built-in PU ankle protection.  There’s also a “shift pad” on each shoe as well, to house that mark of pride left from the gear lever.
      

Wearing these boots throughout the day was delightful. They suited work in the office, shoots, parties, and most importantly – riding. These are for professionals that ride to work but hate having to swap boots over, or simply folks that want a great looking boot that also comes with added protection. These are no substitute for full-dedicated riding boots, but they aren’t supposed to be.

  

Conclusion: We could go on forever about how great these boots look; I received plenty of compliments wearing them, although this may be due to normally dressing like a slob. Hell, even my better half said they looked sexy on me. Maybe I’ve still got it?

What I’d personally like to see in these is a higher cut boot for increased ankle protection, and some light padding around the inside of the top to stop the leather digging in when riding in certain positions. These retail for $220 USD a pair, which is a pretty good price. They also come with a 90-day limited warranty, and a 30-day guaranteed return policy. “If you don’t love these boots, then just send them back. Simple.” Says the MotoBailey site. Can’t argue with that. If you’re grabbing a pair be mindful that the sizes run small. I’m a size 9, but am rocking a size 10 for MotoBailey’s that are a perfect fit.

Overall I’m very impressed with the quality of this footwear, and it’s a welcome addition to my wardrobe. Grab a pair for yourself at www.motobailey.com and stay tuned for some new boots that will be dropping soon, as well as a pair for our female riders.

   

Categories
Bikes Reviews

Royal Enfield Himalayan

From strength to strength, Royal Enfield has been kicking ass in expanding their name in the international motorcycle market. This heritage rich brand has now released the first of a more modern machine to our brave new world- meet the Himalayan.

Royal Enfield is a brand that is well in touch with their history. Their bikes today are a reflection of that single cylinder madness that ruled the roads of yesterday. They’ve found incredible success in their machines year-on-year production increasing to a forecasted 900,000 bikes in 2018.

  

Casting aside any form of a heritage throwback, the first modern adventure machine from Royal Enfield has been aptly named, The Himalayan. Slugging Royal Enfields around treacherous terrains is nothing new; it’s something my mates and I experienced on a Himalayan Heroes tour of Nepal in 2015. This new step in the Royal Enfield journey features their new LS 410 engine, and an ethos about accessibility and a break from the extreme.

 

To kick off the launch of this bike on Australian soil, I was invited to Melbourne, to get my bum on the seat and knees down. The group of us that had gathered was greeted with a bit of a history-pep talk on Royal Enfield. It was a nice little introduction on not only where this heavy-hitter hailed from, but also where they were headed. Hearing their history, it’s easy to get swept up in the excitement. But I was even more excited about the opportunity to test this new Himalayan in some off-road conditions – although it wouldn’t all go to plan.

Wind back to 2015, where a group of us had hit Nepal to ride from Kathmandu to Pokaha, Muktinath and back again. This trip was truly amazing, and was all achieved on our single cylinder Royal Enfield 350 & 500 Bullets – they withstood it all. River crossings, mud, loose rocks, boulders and cliffs. I was surprised we all lived to tell the tale of those 12 days. Fast-forward to 2016 and some leaked images appeared of a motorcycle built by Royal Enfield for the exact conditions we rode through in Nepal. It’s now 2017, and I’ve been handed the opportunity to test ride the all-new Himalayan. This is no street bike draped in adventure. This is an all round bike built for whatever you want to throw at it.

We started off in Melbourne city, heading to beachside town of Torquay for the start of the Great Ocean road. Along the way we snuck in some off-road action give me the ability to test the bikes mono shock suspension, Harris Bros frame, the 21” front wheel and absolutely everything in-between.

From tarmac to dirt, this bike is an adventure machine. It is far more capable than my skill level, having (tried to) negotiate a steep decent with a mix of loose rocks, dirt and trenches, I stalled the bike and with no power to accelerate out of a ditch, I lost control of the bike and dropped it. Embarrassing? Yep. On top of that I spent hours the night before, ensuring I don’t fail to bring any of the items I need for the 2 day ride; however – I forgot my kneepads, which as luck would have it, is exactly what I landed on. With bent bars, a bent ego and unable to bend my legs properly I continued to watch the rest of the experienced crew ride off into the distance as I cautiously rode, knowing my body can’t physically deal with another incident.

The ride continued and we transitioned from off-road to tarmac. Day turned to night and we ended up at Wye River for the night. This was the perfect opportunity to hold my hat out as I collected all the drugs (for pain…) on offer. Come 10pm, I had collected enough for a mini party in my cabin, by myself. Party favourites like the Spice Girls and Backstreet Boys played as the pain disappeared. I woke up feeling fresh as fuck on the Thursday and ready to tackle the world. Bright and early we caught the sunrise on the beach as we manage some slow runs alongside the water, making sure we didn’t awaken any little snoozing mermaids. After breakfast we tested the bikes in river crossing conditions, and the rest of the day was spent hitting the fire trails along with some of the wonderful twisties of the Great Ocean Road, sparks flying as I try and get my knees as close to the tarmac as possible.

You can’t compare this to anything on the market; it stands in a class of its own. It’s a lightweight, versatile machine. This is the bike you can afford without breaking the bank, yet what you get in return for that $6999 is HUGE. You get a bike that is capable of inner city riding, sweeping corners, hairpins, but more importantly you get a bike that you can explore with. You get a bike that you can hit fire trails, hit the beach, hit more complex scenarios and go camping with. It’s an adventure machine that won’t have you battling 250kg of bike once you start to lose control. It’s an adventure machine that’s not going to cost you a kidney to repair if you have an accident. It’s an adventure machine that will get you where you want to go regardless of what surface you are riding on. It’s a very capable bike that deserves your attention.

Now, lets be realistic, if you are a horsepower hero, please don’t buy one; you’ll be disappointed. With my 100kg frame, I could not hit the Ton, I got to 140kph, and that was downhill. On a flat road the fastest I could whip this little horse was 135kph. But that’s not a bad thing. At least you would never lose your full license if highway patrol nipped ya!

The bad parts: My flat track boots didn’t fit between the foot peg and gear shifter, which made for some awkward back of boot up shifts, which actually pissed me off a lot. Easily fixable if I had a piece of metal and a welder on hand, but I also forgot to bring that with me. Brakes are adequate, yet the front need a fair bit of squeezing until it really bites into the discs. The back brake locks up fairly easily, which made for a lot of screeching fun times.

The good parts: Everything else. With ample room for luggage, it still looks fucking rad, and is less then $7k on-road. It’s a smooth ride; even at top speed. It’s comfortable and can happily do 2-up. The pegs have removable rubber covers for when you want to get hardcore on dirt, river crossings, etc and it has a horn, which is great for attracting attention when you get bored and want people to watch you on your adventure machine. All around I would actually be happy to buy one and personally don’t understand the need for a $30k, 50000cc Adventure bike that weighs 4.5 tonne, especially at my skill level.

LS410 – TECHNICAL SPECIFICATIONS

ENGINE

Displacement: 411 cc
No of valves: 2
Camshaft: SOHC
Max Power: 24.5 bhp @ 6500 rpm Max Torque: 32 Nm @4000-4500 rpm

DIMENSIONS

Length: 2190 mm
Seat Height: 800 mm Ground Clearance: 220 mm Wheelbase: 1465 mm
Fuel Tank Capacity: 15 ltrs Kerb Weight: 182 Kgs

TRANSMISSION

Gear Box: 5 Speed, Constant Mesh Clutch Type: Wet, Multi Plate

SUSPENSION

Front: 41mm Telescopic fork with 200mm travel Rear: Mono-shock linkage with 180mm travel

BRAKING

Front: 300mm Disc, 2 Piston Floating Caliper Rear: 240mm Disc, Single Piston Floating Caliper

TYRES

Front: 90/90 – 21” Rear: 120/90 – 17’’

Categories
Reviews

Sartso Kevlar Flanno & Jeans

The flannel shirt is the staple of lumberjacks, bogans, hipsters and most importantly – lumberjack bogan hipsters. Now that we’ve shoehorned some stereotypes into this gear from Sartso, let’s get down to the nitty gritty.

We chucked on two good looking items from motorcycle accessory brand Sartso, both boasting excellent Kevlar protection, comfort, and style. We’ll start with probably the most sturdy flanno you will ever wear.

The Kevlar Flanno from Sartso is a far stretch from your usual $5 flanno from your local Lowes. Apart from looking a bit fancier, it’s also got a removable hood! Yep you heard it here first. Oh, it’s also got 4 second rated 380gsm Dupont knit Kevlar sewn into it. That’s right, beneath it’s relaxed casual exterior lies a seriously sturdy soul.

Now, what place does a Kevlar flanno have in the motorcycling world? Amidst the debate we often see where riders bash their heads together proclaiming what we should/shouldn’t wear while riding, this comes in as a sneaky number. It seems to fall into a mid point, not quite a full on sturdy leather/armoured motorcycle jacket, but it’s not a regular piece of clothing either. Putting it on, it’s bloody comfy. Like, really soft. It’s like being hugged by a warm, velour fog.

Over weeks of use, I found this flanno to be most useful when my large, imposing motorcycle jacket (or so it sometimes seems) would be left at home due to my own laziness and something more lightweight would fit the bill. The Kevlar Flanno meets CE Abrasion standards, and also comes with some impact protection options. Armour pockets are located in the forearms, shoulders, and spin – as you would find in any other dedicated motorcycle jacket. The armour (sold separately) then can easily be slipped into these pockets for more protection, albeit a much bulkier jacket now.

Wearing the Flanno with the armour options in, it felt a little strange at times. You’ll notice how much better your armour sits and stays in your full leather motorcycle jackets, due to weight distribution. Due to the Flanno being so much lighter, the spine armour would sit a bit funny, and have more movement. The forearms were also quite tight when the armour was added, which may be an issue for certain bike styles depending on your riding position and handlebars. It should be noted as well that I’m no beefcake – quite the contrary. I wore a size larger than I normally would wear, and the forearms were still quite tight with the armour inside. Something to be mindful of when considering this jacket if the armour option appeals to you.

Moving south, we’ve got the Sartso 360 Black Kevlar jeans. These are a men’s loose skinny leg stretch fit, and upon first inspection they look like your regular black jeans you’d find on most blokes around. There’s an absolute ton of different riding jeans available on the market, each with different styles, cuts, and amounts of protection.

Using these jeans daily, for both work and riding, they certainly were comfortable. Excellent to wear on the bike, the purpose designed crutch allows stretch and movement when sitting on the bike, which also prevents wear and tear on the jeans themselves. Heaven knows how many pairs of regular jeans have been sacrificed through riding simply from crutch blowouts.

Wearing the jeans around the office, on site, events etc throughout the day was a comfort as well. Given, in summer you’ll definitely feel the heat – but they’re designed so you don’t feel the road rash. Engineered using lightweight denim, which is then reinforced with a protective woven lining placed in all major crash points, these pants will definitely help protect your legs in the event of a stack.

Sartso boast their Safety Cell 4 second Kevlar, which as you guessed it, is rated to 4 seconds of road abrasion. The hip and knees come with armour pockets for further protective options, and a breathable liner. Sizing seemed true to what your regular jeans would be, which is a rare treat in the world of jeans.

Conclusion: The Sartso Kevlar Flanno is incredibly comfortable to wear, looks great, and will offer you various degrees of protection. This isn’t a dedicated motorcycle jacket when compared to its full leather, armoured cousin – but it’s not meant to be. At $249.95 RRP it’ll definitely be the most expensive Flanno you’ll ever buy, but it’s also the most protective.

The Black 360 Jeans fit the bill and do everything that say on the box. As usual, we decided against crash testing these as apparently our insurance wouldn’t cover our bodies (bloody nanny state). They look like regular jeans, can be worn comfortably on the bike and throughout the work day while blending into your regular attire. At $259.95 RRP they certainly won’t break the bank, especially when compared to other jeans (motorcycling and regular alike)

To check out some Sartso gear in the flesh, CLICK HERE to find your local dealer.  

         

Categories
Reviews

Falco Ranger Boots

A brand new pair of boots are hitting Aussie shores, fresh from our stylish Italian brothers at Falco. Much like watching a Disney film hungover on a Sunday morning, these boots look good, feel good, and will protect from the evil realities of the world.

The Falco Ranger boots are geared at the commuting rider, to be worn on the bike and through the working day. First and foremost, protection is key. With Falco using D30 impact protection tech, the ankle inserts allow free flow with regular movement, but the molecule technology will lock together in the event of abrupt force to help absorb the energy of the impact. Added with their P.U. moulded Tech-Toe, your feet will be quite safe dodging taxis on your morning commute. The team here decided to give these boots a good spectrum of use, from commuting in the rain, to belting through country roads, and finally to partying in them.

As anyone in Sydney will begrudgingly notice at the moment, it’s generally been bloody wet. Water has been falling out of the sky at inconvenient amounts – and we’re certain it’s got something to do with Mike Baird’s doing. Finger-pointing aside, the first time I slipped these good lookin’ boots on was for a joyful ride home in peak hour traffic in the pouring rain. The tag said these boots were weather proof, so I was somewhat eager to test this out. Lo and behold, after 40 minutes riding in soaking conditions, my feet and ankles were bone dry. The same could not be said for the rest of me however, which was lacking in wet weather gear. I felt like the opposite of Milhouse (Episode 19, Season 10 for hilarious reference).

Once I had dried off, it was time for the next test. Riding 6+ hours through a wide variety of roads, finishing up at the inaugural Machine Show. This would see us riding through mossy national park roads, twisting mountain climbs, and long high-speed stretching country roads before finally enjoying a very healthy dose of dirt, gravel, and clay track. Riding my Yamaha XSR900 these boots fit very well, and stayed comfortable throughout the entire trip. I’ve had owned many a pair of boots that proved to be cumbersome when used with the gear lever, but these worked a treat.

After hours of riding (and a little sitting around pubs shit-talking) we’d finally made it to our destination, the country town of Braidwood for the Machine Show. Here the boots would have a final test – how do they stand up to hours of beer drinking and talking endlessly about motorcycles? Bloody well, I’ll be pleased to inform you. Hours of walking around, taking photos, enjoying “one or two” beverages, and my feet were as happy as a chimp on acid.

Let’s talk tech. These boots have a full-grain oil treated leather upper, and a High Tex membrane. You’ve got laces and a side zip, which makes putting the boots on easier than punching yourself in the face. This also allows the fit to be snugger as well. Your ankles are protected by what is called D30 Impact Protection. This was developed by the Winter-sports and Military industry, and was first applied to motorcycle footwear by Falco. This fancy material allows free movement until impact force is created, in which the shock absorption kicks in and protects your stinky feet and ankles.

Conclusion: These boots have ticked a lot of boxes. As someone that rides every day, but still has shoots, meetings, and various other nonsense to attend – a comfortable, good looking boot that’s protective is as good as gold. This boot looks the goods (I opted for black, to decrease grubbiness) is comfortable for all day wear, and will give good protection in the event of a spill as far as the specs are to be understood. I wasn’t too keen to leap off the bike and give them a proper road test, but after kicking a concrete wall multiple times I was satisfied I had somewhat been protected by my own stupidity. Sizing seems true to what your usual foot size is – however would recommend trying a pair on in store to make sure you’ve got the best fit.

You’ll find these hitting Aussie shores in April 2017, with a retail of $269.95. A very good price considering folks shell out more for boots that will fall apart before you can drunkenly embarrass yourself in front of relatives at Christmas. Two big toes up for these boots.

To find a pair for yourself at your local retailer CLICK HERE. 

Categories
Bikes Reviews

Stalking The Hunter

Close to a decade ago, our protagonist Luke would fall in love in Japan. It wouldn’t be the cheap beer in vending machines, or dubious animated shows that would catch Luke’s eye however. A low down, stretched out Honda Zoomer would be the catalyst for some new wheels hitting Australia’s streets.

These 50cc Honda scoots that had initially captured Luke’s eye were nowhere to be found back home in the Australian market. After a bit of research, importing a 2nd hand scooter from Japan or the US would set one back over $20k once the import approval and compliance regulations were finalised. There was a gap to be filled, a machine that was born for customisation in the scooter realm. Here, the seed for Hunter Scooters would be planted – although how exactly does one go about creating a brand new scooter and sell it in Australia?

The roots for these new machines would go back much further than a decade, to a younger (and much more innocent) boy pulling apart his toys. ‘Since I was a kid I always had a curiosity of how things worked. I loved to pull my toys apart to see the inner workings and what made things tick. Growing up in the 80’s I was at the point of a technological revolution. Having toys that were made from wood and metal with mechanical workings it was easy to comprehend the physics behind their construction. As the microchip and electronics became more affordable and usable in more comprehensive applications I started playing with electric motorised cars. I started pushing the limits of their working conditions, through water in the bath or through fire by pouring metho on the floor and lighting it… I thought I was a stuntman inside each of my toys.”

The natural progression for Luke as he grew of course was for these toys to grow up with him – in the form of real cars and real scooters. None were safe from his desire to pull them apart, or make them unique to his style. ‘I went past a scooter shop on Parramatta road one day and purchased my first 150cc sports scooter. This scooter although, not a well-known brand at the time, was more of a sports style – not a classic Vespa styled scooter. This Taiwanese Golden Bee was sharp on acceleration and precise in handling, sure all the fairings were plastic but it worked and it kicked with a punch. Sitting at a set of lights I would consistently beat heavier European equivalents of the line! This was the best $4k I had ever spent.’

Luke was head over heels in love with Scooters, and now he would be creating his own. The first step in bringing together Luke’s gutsy and gear-leverless dream would be finding a factory to create these machines. ‘I was after a manufacturer that could build me a machine that stood out from the pack, and that was at a more affordable price for the average punter. After contacting many factories in China and suppliers abroad I was able to find one that not only promised everything I wanted, but was able to build a sample that could be tested on the Australian roads. After many months of email conversations and frustrating calls, I found a supplier that fitted the brief.’

15 months from the original brief, the first bare boned 150cc machine scooted onto Australia shores. From here, the testing would begin for what would eventuate into a much bigger line of these scooters being produced. Once the evolution was complete, with upgrades and improvements being made where found the Dark Knight ZH150 Scooter was born and ready to rumble. “Out of the crate for $4900 + ORC this was a balls out fun scoot with a multitude of bolt on extras from the thriving Japan and US scooter scene.”

Straight out of the box, these are unique looking and fun machines. The rear tyre is truly fat (or phat, as the youths might say) which will no doubt garner a lot of attention. Contrary to any thoughts about how the rear tackles corners, it’s actually not as bad as you think. After a few lefts and rights you’ll quickly become accustomed to the big butt of this little Hunter Scooter – it’s quite manageable.

These machines are born for custom work. Although you could happily own one with no work done to do it and still ride around getting plenty of looks, Luke intends these machines to be a reflection of their owner’s style and creativity. Simply put, they’re a ton of a fun to ride. This is an economic, simple machine that suits the coastal and urban living of Australia all too well. Leaving the larger machines at home and opting to use the Hunter Scoot for zipping through streets, or slamming down to the beach means you get to wrench the throttle back, and push it to it’s limits.

Despite it not even being a complete year of the scooters being on Australian roads, their popularity has grown considerably. A simple, fun, good looking machine paired with an owner who is passionate and hands on about getting people riding his scooters means you’ll no doubt be seeing even more of them soon. These little mean street beasts have extension arms on the drivetrains, dropped suspension, cut off sports exhaust and front set foot pegs.

‘I wanted now to conceive a product that could appeal to the masses and be customised to the most unique individual. This was the birth of the ‘hunter’ – go out and seek what you want. Stalk it, hunt it, live it.’

To check out your own Hunter Scooter, CLICK HERE

 

 

Categories
Culture Reviews

Segura Veloce Jacket

We’ve taken one of the very appealing Segura Veloca Jacket’s out for a 6-month field test and review. It looks good, that much is certain – but does it hold up to the test?

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The French motorcycle accessory label Segura first hit Australian shores in late 2015, and so are still a fresh face for Aussie motorcyclists looking for some good quality, and good looking protective gear. Form and function is something that plays high on the list of many apparel manufacturers, as they strive to create something that both looks good, and protects the rider. It’s a tricky balance, with many accessories leaning further towards one side than the other.

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The Veloce Jacket definitely ticks off the looking good part of its package. With very sturdy leather sleeves that only get better with age, they take on their own character whilst still providing the excellent protection that leather hide is so famous for. Chucking a denim vest over one’s leathers is all too common, particularly in the urban custom motorcycle scene. This jacket eliminates the middleman and comes with a waterproof, high quality denim vest permanently affixed to the jacket. Leather and denim – there’s no better marriage in clothing.

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For those colder rides and winter times, a removable hoodie is also a feature of this jacket. The black Segura hoodie simple clips into the cuff of the leather sleeves, and zips up into the denim jacket to become a single unit. Once the weather warms up, or your wanting to simply wear the hoodie by itself you can remove it in two shakes of a lambs tail.

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As far as protection is concerned (and most are generally concerned about this) The Veloce jacket holds up to many other sturdy protective riding jackets. The leather is top quality, with elbow and shoulder armour to help protect against any impacts. A separate back protector accessory is available for a very humble price, which is highly recommended to be added should you grab this jacket.

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The Segura Veloce has been worn by our team throughout the Australian Winter (Which does get cold, we swear!) and now Summer. The hoodie is an excellent addition and keeps the body warmth on the rider, cutting any chills or wind out. Once removed, the jacket breathes a lot more and is still very comfortable to be used in the Summer time.

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Segura Veloce features

Personal Protection Equipment EC
Leather sleeves with a waterproof denim vest
Shoulder and elbow armour
Removable hoodie lining which can be work separately
Plenty of inside pockets
Option CE back protector available separately (a must to add)

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Conclusion: This jacket ticks a lot of boxes. It looks great, is very comfortable to wear, and most importantly is protective. You’re looking at around $700 AUD for this badboy, and so is in the range of your higher-end motorcycle jackets. The removable hoodie is a fantastic addition. The denim vest feels very sturdy – however it’s durability compared to it’s tougher Kevlar cousins is yet to be tested.

To find out more or grab a jacket for yourself, check out www.ficeda.com.au

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Categories
Reviews

Velomacchi Roll-Top Backpack

When one starts riding motorcycles, carrying any baggage or items with you quickly becomes a creative endeavour. There are many options out there, from regular backpacks to panniers attached to your bike. One very attractive and exciting option that has broken into the motorcycle world comes from Velomacchi – The Speedway Roll-Top.

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Coming from the Italian words Velocità Macchina, or roughly “Velocity Machine”, Velomacchi is a creating some exciting and innovative gear for the moto-minded buyer. Founder and Director of Design, Kevin Murray, is an award winning industrial designer who has worked for the likes of The North Face as its Design Director of Equipment and Product Director of Europe, along with being the Global Director of Design for Colombia Sportswear. It’s with these years of experience in countless avenues of design and the need for quality  that has resulted in this intriguing backpack to come to light.

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The backpack is the workhorse for a rider’s day-to-day storage and transportation of goods – from work documents and a laptop, to beer and groceries. Velomacchi have created a high-tech, incredibly thought out piece that is the Roll Royce of backpackery. At a slight glance you might not think much of it, but the more you look the more you’ll hear “what the hell is that for?” in your head, and soon you’ll be headfirst down the rabbit hole of this incredibly useful item.

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The Speedway Roll Top is a watertight, versatile pack that was specially designed for the rider in mind. Created to stay close to your centre of gravity, the bag distributes weight off of the rider’s shoulders so that more aggressive riding can be achieved with maximum comfort. You can load this bag up and not be facing sore shoulders on those hours of riding.

Designed to carry with it a laptop or tablet, this bag caters to the mobile professional in mind. For those that require a more adventurous trip, the tech can be traded out for a water hydration system for weekend bush-bash trips.

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The 3-point rotating harness system is incredibly handy. The bag can be worn comfortably and tightly, hugging your chest while the adjustment straps meaning this suites any size rider. Simply twisting the silver magnetic dial at the chest piece will unhook the front of the back system allowing you to remove the bag or access your goods. This is particularly handy, as it can be done with remarkable ease whilst still wearing your motorcycle gloves. This front harness-like system also boasts a flat plastic base for Go-Pro’s or any suction gear to be mounted onto, along with a labelled medical pouch for any emergencies should the rider be in need. There is also a quick access tool side pocket.

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You’ll find this bag boasts a remarkably sturdy 1000D competition fabric, which is water proof, abrasion resistant and stable at all speeds. The 20 litre main compartment is 100% waterproof with a roll up magnetic top with clip. The front pockets are similar, with easy access elastic steel bars keeping them safe, which provides 5 litres of storage capacity. Tie down anchor points are also located across the bag if the rider decides to strap it to the motorcycles instead of wearing it. A steel clip is situated at the centre of the rear of the backpack which is intended for helmets to be clipped to – another very handy feature.

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Wearing this bag is profoundly comfortable. There is simply no other backpack that will provide you with the same comfort and support that the Speedway Roll-Top does with it’s excellent sternum and rotating harness system. It’s like being hugged by a small, textile koala wherever you go.

Conclusion: This is a very thought out, very high quality bag. Any sceptics will be silenced once the bag is adjusted and worn for a ride we believe. Such quality of course comes at a price, at around $400 AUD it’s at the higher end spectrum for any such motorcycle accessories – but is a purchase that would not be made in vain. If you’re after a very high quality, durable and handy piece of equipment to be used daily, this is definitely for you. A wider or larger main compartment could be handy – but this is coming from a photographer’s perspective and someone who tries to jam as much camera gear into a bag as possible.

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Categories
Bikes Reviews

Yamaha MT-10 – More Than Meets The Eye

Words & Poor Photoshopping by Mark Hawwa

At Throttle Roll, we’re big fans of just chopping shit up. Cars, bikes, bicycles, chest chair – you name it. So I was a tad surprised when Yamaha invited me along to the launch of their new MT-10. I was even more surprised when I jumped onto the bike and wrapped my sexy sleek legs around this new machine.

Yamaha_MT-10_201620160723 (9)I could waffle on about how I thought it was a prototype machine gun, and me being the ethnic looking type guy they needed authenticity for their product launch – but the news tells me now is not the right time for that. However, I knew exactly what the MT-10 was, and I knew that regardless of my chop-chop philosophy, my ‘like’ affair (love is too strong a word) started back in October, and I was not going to miss a chance to thrash this machine. Yamaha_MT-10_201620160723 (7)I first saw the MT-10 at EICMA in Milan, Italy. Drawn into the eyes of this beast, I stood completely enamoured at this new like-interest getting mildly aroused – to the point where out the Distinguished Gentleman’s Ride sponsors Triumph even thought “Hmm… something’s up”. I then began to think about what I’d change on this bike, what doesn’t need to be there and what colour to paint it. Although to be perfectly honest I just really fucking liked the bike as it stood, in its arousing stock glory. Could it be that this bike was the product of a passionate night between a Transformer and a Japanese Super Model? What sort of acid was the head designer tucking into while watching Megan Fox’s poor acting? Whatever the case, I honestly didn’t care. I loved the look of this bike.Yamaha_MT-10_201620160723 (6)The hardest part of saying yes to the Yamaha team was… well nothing. However, Throttle Roll is about customs, classics and vintage inspired bikes – who am I to put in a review on a brand new bike that hasn’t yet had the custom world chopping up yet? Then I thought “hell, it’s a good base for anyone wanting a bang for buck ‘Muscle Racer’” (someone trademark that shit) $17,999 with 160HP at the wheels. Seriously. Let me get out my Abacus – That is $112 for each horse! Gai Waterhouse ain’t got nothing on this. $17,999 remove some stuff, add some stuff, spend ~7k and you’ve got a pretty intense Cafe Racer.
Yamaha_MT-10_201620160723 (4)So off to Queensland I went – to bloody Maroochydore. Winter in Sydney, Summer in bloody Maroochydore. I hopped off the plane and made my way to the Twin Towers (as named by Jim, Editor of Old Bike). It must have been another Arab joke, but apparently he got the name wrong, as it was actually Twin Waters. That afternoon we received a dose of the one and only Dave McKenna. On a dilapidated Helicopter landing he got to work busting out stunts on his custom MT-09 wowing the hundreds (and thousands) of hairs on my body along with the 10 or so journalists. What I saw was truly amazing, and I soon had the thought “I can just photoshop my head onto his body, and claim all his fame!”

And so I did.

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Come dinnertime, we had what apparently is quite normal for these events – the presentation. “Something, Something, Something…” on it went, and I was already one bottle of Red down. Luckily they gave us a USB with all the details, I’ll copy/paste the key stats be below somewhere. I’m not a journalist (clearly) but it was an amazing opportunity to catch up with old friends and make some new ones, while jumping on a new exciting bike. Can’t complain about that! The Awesome thing was that they had all heard of Throttle Roll, most of them covered it and they all knew of The Distinguished Gentleman’s Ride. Hell, Even Kevin Magee was rocking his DGR shirt while pumping a lungpuncher. Maybe we’ll do something with Lung Cancer next year…Yamaha_MT-10_201620160723 (3)Come the start of my hangover, it was time to take the bikes for a bit of a spin. To no surprise, everyone calls shotgun on the MT10 out of the bikes that were on offer to ride, and we all wrestled naked to determine who was first. I just took the MT-03, or MT-07, or MT-09, or Tracer… I don’t recall which exactly but I’m a bit insecure to expose my voluptuous body. By the end of the day I had the opportunity to take all the bikes through what was proposed as the Sunshine Coast TT and throughout the Hinterland. The MT07 easily kept up with the MT-10 through the corners but the MT-10 was seriously out of this world. The power, the torque, the wheelies when the traction control is turned off and the handling were amazing. How do they do it for $17,999? I seriously don’t know. It performed just as good as some of the more expensive sports bikes I’ve ridden, and the fact it has Traction Control meant I was a way better rider then normal and didn’t eat shit. Yamaha_MT-10_201620160723 (2)Now the important part for those who want to grab one and go nuts.

First step: Keep us posted – we will document the build!
Second step: (Now looking through the house for the Yamaha USB) Okay I officially lost it.
Step three: While googling I found out a ‘fellow’ journalist has all the stats on his website – so check them out here.

Yamaha_MT-10_201620160723 (1)Specifications

Engine type: Liquid cooled, four-stroke, DOHC, four-valve, forward-inclined parallel, four-cylinder
Capacity: 998cc
Bore and stroke: 79 x 50.9mm
Power: 118kW @ 11,500rpm
Torque: 111Nm @ 9000rpm
Wet weight: 210kg
Seat height: 825mm
Wheelbase: 1400mm
Fuel capacity: 17L
Colours: Race Blu, Tech Black and Night Fluo
Price: $17,999
Availability: Late June
Detailed specs: www.yamaha-motor.com.au

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Categories
Bikes Reviews

In Bed With Ze Germans

Words by Mark Hawwa

BMW Motorrad Australia recently helped take part in the Throttle Roll Street Party, helping support the morning’s ride as well as the main event. This would be no one-night stand, but a beautiful and blossoming relationship between the two. However, early in the morning before BMW could awake, Throttle Roll slipped out of the perfectly laid german sheets and decided to “borrow” a BMW R nineT to make sure this relationship had the right stuff.

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Introduced back in 2014, the R nineT is a retro-styled machine that is to be the blank canvas for those wanting to flex their custom muscle. A throw back to the past, this is a bike that celebrates over 90 years of BMW engineering. Whilst the Germans are renowned for their machine like efficancy, bordering on almost clinical technology that could be called soulless by some, this is a retro styled modern piece of technology that has a very important thing – Soul. Sit on this bike, turn the engine on and as soon as you take off you’ll begin to know the personality of this machine, something that can often be overlooked in new machines in the 21st century.

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I’ve ridden a ton of bikes, old and new, custom and stock. What attracts me most is always the older machines, the cougars of the machine world. I love the quirks and imperfections, the rumble, the lack of refinement – this forms personality in a machine for me. I tried to be as objective as I could before I jumped onto a brand new bike, and as soon as I did the voice in my head (I swear I’m sane) said “Yep, cool, another bike to play with”. That all changed when I put the key in, turned it on and this machine suddenly came to life. And that’s what stuck out to me, this bike was alive.

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The stock exhaust thundered out a great tune – something I thought I’d never say about stock pipes before. “How is this legal?!” I thought. I rolled back on the throttle and the bike swayed from left to right, like an anxious horse ready to tear across grassy plains. I felt like I was in neutral sitting at a set of traffic lights in a mini with a V8 and a lead foot. The rumble is an instant turn on, and I knew instantly that I was going to enjoy this bike.

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This stead needed its legs properly stretched, so a ride from the Royal National Park up to Kiama would be just the ticket. Despite being a modern motorcycle, it’s held back from some of the techy creature comforts such as Traction Control – though this is not much of a negative for me. It does however still have hand warmers, because nothing ruin’s a lovers touch more than some chilly digits. This was perfect for the trip down south during winter as the cold snap was in full force.

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Going around corners is just one test for this ‘cycle, it also needed to be tested in some more niche circumstances, such as mini jumps off old wooden bridges. Something that surely will come in handy for the inevitable zombie apocalypse, probably. Muddy burnouts would also be on the list of things this bike would need to trial – not for any particular reason but because we know the Germans like to get a bit dirty sometimes. It handled sharp braking and quick shifts in turning as I dodged branches, trees, moss and the occasional road kill from one of the windiest days we’ve had in years. Macquarie Pass, Kangaroo Valley to Kiama and back up through the National Park to Kirrawee, the bike thrived throughout the 400km+ roundtrip. It tore around the corners happily, and had power on tap throughout.

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It wasn’t just the twisties that made this bike enjoyable to straddle and ride, as a daily commuter it even was enjoyable. The bike has a good upright riding position, vision to the end of the road all the while enjoying that great exhaust note. It proved to be a classic styled bike minus the old bike issues. Changing the stock mirrors or a sleeker version would be ideal, as lane filtering and tucking between Sydney’s congested traffic was made somewhat tricky at times, paired with the flat twin engine poking out ever-keen to nudge an unsuspecting car’s bumpers. BMW_R_nineT_Cafe_Racer20160720 (10)

Looks wise, this version of the R nineT is by far my favourite. It’s got the right amount of mix between classic and modern straight out of the factory, with the brushed aluminium giving it a good amount of old school charm, along with the spoked wheels. This bike looks great stock, but the potential to take it up to the next level with custom work and modification is limitless. This is a machine that’s intended for customisation. The flat twin engine is great, with plenty of torque – although could be made better with about 10 more horsepower. The heavy engine braking is something that made this also great to chuck around the corners and control.

Lanesplitting ability: 3/10

Braking: 8/10

Warm Hands 10/10

Torque 9/10

Do the Ton 10/10

Handling 8/10

Power 8/10

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Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer, four-stroke
Engine details: Radially aligned valves per cylinder, central balancer shaft
Power: 110.00 HP (80.3 kW)) @ 7500 RPM
Torque: 119.00 Nm (12.1 kgf-m or 87.8 ft.lbs) @ 6000 RPM
Compression: 12.0:1
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Valves per cylinder: 4
Fuel system: Injection. Electronic intake pipe injection Closed-loop 3-way catalytic converter, emission standard EU-3
Fuel control: Double Overhead Cams/Twin Cam (DOHC)
Cooling system: Oil & air
Gearbox: 6-speed
Transmission type,
final drive:
Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated
Driveline: Constant mesh
Fuel consumption: 4.50 litres/100 km (22.2 km/l or 52.27 mpg)
Greenhouse gases: 104.4 CO2 g/km. (CO2 – Carbon dioxide emission)
Chassis, suspension, brakes and wheels
Frame type: Four-section frame consisting of one front and three rear sections, load-bearing engine-gearbox unit, removable pillion frame for single ride use
Rake (fork angle): 25.5°
Trail: 103 mm (4.0 inches)
Front suspension: Upside-Down telescopic fork with 46 mm diameter
Front wheel travel: 120 mm (4.7 inches)
Rear suspension: Ast aluminium single-sided swing arm with BMW Motorrad Paralever
Rear wheel travel: 135 mm (5.3 inches)
Front tyre: 120/70-ZR17
Rear tyre: 180/55-ZR17
Front brakes: Double disc. ABS. Floating discs. Four-piston calipers.
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc. ABS. Floating disc. Two-piston calipers.
Rear brakes diameter: 265 mm (10.4 inches)
Wheels: Spoke wheels
Physical measures and capacities
Weight incl. oil, gas, etc: 222.0 kg (489.4 pounds)
Seat height: 785 mm (30.9 inches) If adjustable, lowest setting.
Overall height: 1,265 mm (49.8 inches)
Overall length: 2,220 mm (87.4 inches)
Overall width: 890 mm (35.0 inches)
Wheelbase: 1,476 mm (58.1 inches)
Fuel capacity: 18.00 litres (4.76 gallons)
Reserve fuel capacity: 3.00 litres (0.79 gallons)
Categories
Bikes Reviews

The Nemesis XY400 – Sol Invictus

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Nemesis – “A long-standing rival; an arch enemy.” An imposing definition, but don’t let that get to you. This bike won’t be your untimely demise, and for many new riders around Australia it’s a bike that will mark a new beginning as it jumps in the ring for LAMs bikes.

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Hitting Australian roads June 2016, the Nemesis XY400 is part of the new range from Elstar and Sol Invictus. With the growing success of the Sol Invictus Mercury which is being seen more and more on streets, the Nemesis is the exciting new bigger brother that offers a bit more power while still maintaining the approachable ride and classic style that the Mercury is famous for.

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We took the Nemesis out for a squirt on Sydney’s roads, to wring its neck and see what this pony could do. Featuring the new 400cc OHC 4-valve single cylinder engine, the Nemesis joins the ranks of eligible bikes for new riders in the LAMs market. It’s got both electric and kick-start, so street cred can be attained as you give the bike that old school kick – and if that fails, you can just press a button!

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It’s a very lightweight and comfortable bike to ride, with nice low set bars that offer plenty of leverage, making it a bike that anyone can jump on – regardless of size – and feel confident. The Nemesis sports a classic style with modern engineering and sensibilities, a trend that is coming out of bike factories across the globe with very popular results. The opportunities to chop and change parts are also very appealing, you can go full café racer with the bike with relative ease for those so-inclined.

Sol_Invictus_Nemesis_Cafe_Racer_7997This is a bike that would be aimed at the more urban rider – it slips through the traffic of Sydney with ease, although for lane filtering bonus points the large stock mirrors could be swapped out for something a bit more low profile. Don’t be fooled into thinking this is strictly a city bike however, you can do more than zip down to grab a cheeky coffee as it’ll sit happily on the open roads for those longer trips. The luggage rack at the rear is very appealing for camping gear, and soon thoughts of off-road tyres will enter your mind as summer time bush bash trips begin to tempt you.

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Engine Specs

  • Engine type: 185YMQ 1-cylinder, 4 stroke, 4 valve, Over Head Cam, Balance shaft technology
  • Displacement: 397.2cc (OHC)
  • Cooling: Oil cooled
  • Bore & Stroke: 85*70
  • Compression Ratio: 8.8:1
  • Transmission: 5 Speed manual 1-0-2-3-4-5
  • Starter: Kick-Start and Electric Start
  • Max. Power (kw/r/min) 19.5/7500
  • Max. Torque (N.m/r/min): 30/5500
  • Max. Speed (Km/h): ≥140
  • Start acceleration (s): ≤12
  • Beyond acceleration (s): ≤10
  • Lubrication: Pressure ,splash
  • Gradeability (°): ≥20
  • Clutch Type: Manual, Multiplate wet clutch
  • Starting System: Electric start
  • Final Drive: Chain drive

Sol_Invictus_Nemesis_Cafe_Racer_7985At $6,999 ride away brand new, it’s on the more affordable spectrum of LAMs approved bikes and certainly has its place in the market. It’s a bike for those new to riding, and a very appealing one. You’d be scarce to find a rider that wouldn’t sit on this bike and instantly feel confident.

For more info on the Sol Invictus Nemesis XY400 Click Here.

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Categories
Bikes Reviews

Moto Guzzi V9 Roamer & Bobber

Europe’s oldest continual motorcycle manufacturer has come to the table with a new engine, and an exciting new bike. Well, two bikes technically. The Moto Guzzi V9 Roamer and its Bobber brother are a duo that is set to suit most personalities.

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Sporting a brand new 90-degree 853cc engine, the transverse mounted V-Twin is still very much the signature heart and soul of Moto Guzzi. Based on the popular V7 engine, the V9 has had both stroke and bore increased and provides a responsive performance with a good dosage of torque. Sitting at 200kg, it’s a low down and very manageable bike that can be enjoyed by most riders. Those short of stature or confidence can ride these bikes quite happily, while those that prefer speed and scraping foot pegs (and you will scrape these foot pegs) will also get good value from the V9 range.

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The V9 Bobber & Roamer, which very much are cruiser styled, have been chucked under the term “lifestyle” bike as they are set to appeal to a various groups of riders. It’s a bike that doesn’t ask a lot, but can give plenty. You’ve got just the right amount of modern pleasantries as far as technology is concerned, with ABS standard along with a two-level traction control system that can be set for dry or wet conditions.

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Moto Guzzi have been taking strides to get their bikes seen more frequently on the roads internationally, in the US in particular where their share of the market has been somewhat more humble in comparison to its booming foothold in Europe. With design input coming from the Piaggio Advanced Design Centre based in Pasadena, California, these bikes are something that certainly has an American flavour mixed in.

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So what’s the difference between the Roamer and the Bobber? A keen eye will instantly notice the difference in handle bars, with the Bobber sporting some low drag bars for that aggressive bobber-ish stance that encourages sportier riding while the Roamer has more upswept, relaxed bars that will whisper sweet touring thoughts in your ever impressionable ears. Other key differences include wheel and tyre sizes. Paired with the difference in bars, this makes riding these much more different than you would first expect. While not a huge difference in the grand scheme of things (the changing of bars on a bike can be done before your beer gets warm) the riding feel between the Roamer and Bobber speak for themselves.

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What Moto Guzzi has excelled at is creating a bike that has plenty of character paired with modern luxuries. The transverse V-twin idles happily side-to-side when you’re stopped; you know you’re riding a Guzzi. Once the revs are up and the wind is in your hair/beard/nose hair it smooths out and suddenly you’re riding a magic carpet made from velvet, it’s remarkably smooth. The riding stance is very comfortable, with mid controls and both sets of handlebars from the Bobber and Roamer meaning you can sit quite happily on the freeway for hours on end (if that’s your thing) while its light and agile build means once you hit the sweet twisty goodness of your favourite roads, you’ll be more than confident to chuck it around at speed. The use of top quality materials in these bikes such as steel and aluminium bolsters the elegant and stylish aesthetic, with plastic parts being used to the absolute minimal – which is fantastic to see.

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To cater to the custom inclined rider, Moto Guzzi offer a varitable treasure trove of accessories and parts that can be chucked on with ease to help personalise these bikes to suit their rider, along with two colour schemes for the Roamer – glossy Giallo Solare with black inserts or Bianco Classico with red inserts. The Bobber’s schemes both come in matte, with Nero Massiccio with yellow inserts and Grigio Sport with red inserts available.

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Categories
Bikes Reviews

Born From Heritage – 2016 Yamaha XSR700 & XSR900

With the custom side to motorcycling thriving and growing, it’s only natural that manufacturers take note and in turn release bikes that have this in mind. Yamaha have observed the forever-changing niches and created two new bikes with plenty of opportunities for the wrenchers and choppers out there to get creative in customising, if they so choose (queue bearded bloke shooting sparks everywhere). The XSR range is the result of a proud heritage from Yamaha as they take a nod to the past, only with much more modern sensibilities.

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Anyone with a brain that has at least one cylinder firing is aware of the growing changes and demand in bikes over the years, with the custom side to motorcycling expanding almost daily. Major bike manufacturers has shown already that they’re not blind nor deaf to this changing world, and are following suit with new motorcycles that are the result of classic throwbacks, custom feel and modern machinery. And with this, Yamaha has released the XSR700 and XSR900.

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Helping celebrate the heritage of the XS series, an iconic bike that is still seen on roads across the globe, the XSR is an amalgamation of nods to previous series of motorcycles With the stereotypical SR series being the workhorse of the café racer scene, the XSR offers a lot more balls and refinement to what is already a growing change in the custom world. A nod to the past of the iconic 1960’s XS release paired with the accompaniment of modern pleasures from the ever-successful MT series. The XSR700 and XSR900 cover a lot of bases, and tick a lot of boxes.

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With the booming popularity of motorcycles in Australia particularly, Yamaha have had their finger on the pulse in catering to the LAMs crowd with the XSR700. With it’s 655cc twin cylinder engine, it’s on the cusp of the capacity limits for learner and provisional riders and is what is probably one of the best, if not most powerful, LAMs approved bikes. They’ve sought to squeeze everything into this bike that will fit the legal requirements. For anyone that’s new to bikes, this is a tantilising start – especially if they’re under 25 and are looking at a possible 3-4 year sting on restricted bikes. It looks killer, and performs equally so. With a very manageable weight and seat height, it’s something anyone can jump on and soon find confidence in chucking it around corners.

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Despite being a modern bike, the XSR range boasts much less plastic parts than you’d expect, which is great. The vast majority of these parts are aluminium, and although this raises the weight compared to cheaper, plastic bits it’s hardly a trade off and you’d be hard pressed to notice the difference.

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The XSR900 is the bigger and very much unrestricted brother of the XSR700. Sharing a lot of visual similarities at first glance to the 700, it’s got the power you want with plenty of modern luxuries, including a slipper clutch and Yamaha’s D-Mode engine mapping system which can be switched between three modes, A, B, and Standard depending on what you’re wanting to get out of the bike. Riding this bike is a ton of fun, simply put. After the very practical and sensible riding of the XSR700, the XSR900 gives you that smile on your face as you remember why going forwards at an accelerated rate is just so fun, with it’s in-line 3-cylinder 847cc Crossplane Concept Engine giving you plenty.

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Off the factory floor, these bikes look good. The paint schemes that are offered by Yamaha, Rock Slate and Garage Metal for the XSR900 and Forest Green and Garage Metal for the XSR700 along with stylish stock seats give the bikes a taste of the custom potentials, and that’s exactly what these bikes are intended for. Yamaha have aimed these bikes at the custom crew, to pull apart and make their own. With the recent launch of these two bikes at Deus Ex Machina Motorcycles paired with Deus adding their touch to some sacrificial XSR’s the intentions are clear. They couldn’t be any clearer with Yamaha labelling this their “Hipstar” range, which although cringe inducing can be forgiven for these magnificent motorcycle offering to the forever hungry crowd.

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You don’t have to be a wrenching maniac to be able to customise your bike with Yamaha offering a ton of H-word friendly accessories you can slap straight onto your shiny new XSR. Everything from Scrambler styled front number plates, fork boots and even a numbers sticker pack, to more stylish leather luggage bags and rear cowls for the café racer inclined rider. With so man manufacturers catering to the classic and custom crowd, it’s easy for the pessimist to claim their jumping on the bandwagon – though ever the optimist we’d rather view it as brands paying attention to their varied demographics and bringing more to the table as far as options are concerned, which is always a good thing.

 

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Model: 2016 XSR700

Price: $10,999 (plus on-road)

Colours: Forest Green, Garage Metal

Warranty: 24 months unlimited kms

Servicing intervals: First service 1000km, then every 10,000km

Engine: 2-cylinder, liquid-cooled, 4-stroke, DOHC, 4-valves

Bore x stroke: 78mm by 68.6mm

Displacement: 655cc

Compression: 11:1

Power: 39kW @ 8000rpm

Torque: 57.5Nm @ 4000rpm

Transmission: Constant mesh, six-speed

Frame: CF aluminium in a diamond configuration

Dimensions: Seat height 815mm, weight 186kg (wet), fuel capacity 14L, wheelbase 1405mm, rake 24º, trail 90mm

Suspension: front, Telescopic 130mm travel; rear swingarm 130mm travel

Brakes: Front, 282mm hydraulic dual disc, ABS. Rear, 245mm hydraulic single disc, ABS

Tyres:  Front, 120/70 ZR 17M/C(58W) (Tubeless). Rear, 180/55 ZR 17M/C(73W) (Tubeless)

Fuel consumption: 6.7l per 100km

Theoretical range: 200km.

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Model: 2016 XSR900

Price: $12,999 (plus on-road)

Colours: Rock Slate, Garage Metal

Warranty: 24 months unlimited kms

Servicing intervals: First service 1000km, then every 10,000km

Engine: Liquid-cooled DOHC inline 3-cylinder 4- stroke; 12 valves

Bore x stroke: 78mm by 59.1

Displacement: 847cc

Compression: 11.5:1

Power: 84.6kW @ 10,000rpm

Torque: 87.5Nm @ 8500rpm

Transmission: 6-speed; multiplate assist-and-slipper wet clutch

Frame: CF aluminium in a diamond configuration

Dimensions: Seat height 830mm, weight 195kg (wet), fuel capacity 14L, wheelbase 1440mm, rake 25 º, trail 103mm

Suspension: Front, adjustable USD 41mm; Rear, adjustable linked-type Monocross.

Brakes: Front, Hydraulic dual disc, Ø 298 mm. Rear, Hydraulic single disc, Ø 245 mm

Tyres:  Front, 120/70ZR17M/C (58W) (Tubeless) Rear, 180/55ZR17M/C (73W) (Tubeless)

Fuel consumption: 6.4l per 100km

Theoretical range: 220km

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Categories
Bikes Reviews

On the LAM – Ducati Scrambler Sixty2

It’s no secret, the custom and classic side to motorcycles has been expanding and thriving over the past years. There’s a myriad of custom builders chopping and creating new looks for bikes, and the crowd that is buying and riding these bikes are forever hungry for more. Key motorcycle brands have been watching and listening to these growing riding desires, and following suit with new ranges of bikes that are the result of this growing avenue of style mixed with machine.

2015 saw Ducati release a new bike into the wild with the 803cc L-Twin Scrambler. While it was certainly something different for the often sportsbike orientated brand, it came as no surprise with the growing styles and trends in riding taking over the globe. The market for a classic styled, but modern motorcycle that could be customised was thriving, and Ducati knew what people wanted. A throwback to the previous Scrambler range made by Ducati for the American market from 1962-1974, the new range featured classic styling with modern power and performance.

The release of the Ducati Scrambler has been hugely popular, with the Scrambler 803cc in all its models taking the title of the tenth best-selling bike above 500cc in 2015. 16,000 bikes being sold globally is an impressive number for a bike newly released onto the market, so the people had spoken – they liked this bike. Following this success, a new Scrambler was set loose on the world – the Sixty2. This would be a smaller 399cc machine that still held the same modern classic look of its 803cc bigger brother, but this time made available for another audience of rider.

With Learner and Provisional riders in Australia sometimes looking at the prospect of a 4-year stint on restricted bikes until they can get their full licence, more brands are listening and catering to the LAM’s crowd – which is bloody great. The Ducati Scrambler Sixty2 is a big contender in the list of bikes that are available straight off the bat to new riders, so I, Pete, your friendly Throttle Roll photographer decided to get the scoop and take one of these bikes out to be put to the test. Whether it’s a daily commute through Sydney’s magnificent traffic congestion (can we blame this on Baird, just for fun?) or on an overnighter trip up the coast.

Having a Harley Sportster for my all-rounder bike, hopping on this 183kg (wet) bike came as a big change in weight, but a welcome one. It’s got a super relaxed riding position, with wide bars that give you plenty of leverage to play with. My first order of business would be to put the bike under what I would consider my most important test for a motorcycle – an overnighter trip filled with riding, camping, and beers. Gathering early in the morning, I’d be riding alongside 3 mates, on much bigger capacity bikes. This would be an interesting comparison.

We would head out west to Colo, and then up the Putty, down to Broke before finally arriving at Wollombi Tavern to camp and enjoy a beer or two. Even without the rack accessory that is available for this bike, my camping gear strapped on to the seat happy as Larry. Now that’s a tick. The riding position for these Scramblers is interesting, in that I’ve had others comment on how they prefer to ride further back up on the seat, whilst I found myself sitting with nuts up on the tank much like a dirtbike once you had a bit of speed and corners were on the menu. It’s a zippy little bike, not as aggressive as it’s 803cc brother, but it’s got some juice for a 399cc regardless. The bike would sit at 140kph quite happily, albeit taking a bit of road to get there. The boring/quiet/Highway Patrol friendly exhaust had been ditched on this particular model I’d received for a much nicer set of Termignoni exaust that was much akin to a sleeping cat that had suddenly been stepped on – a nice quiet purr followed by a high pitched screech.

The bike survived and was quite enjoyable for the Putty ride and camping trip, with thoughts of “it’s bloody fun for a 400c” swirling about in my head. Fun is certainly an adjective for this bike, with new riders finding it something that’s an easy to manage bike that also has a bit of zip, while more experienced rider’s enjoying a lightweight bike that can have it’s neck wringed, a guilty pleasure for many.

As a daily commuter, enduring the joy that is Sydney’s peak hour traffic, it’s a fine enough bike. However, with lane filtering being legal (because we totally never did it before…) it can be tricky squeezing the wide bars and mirrors through gaps in traffic, having to be ever vigilant of others mirrors. As far as taking a pillion is concerned, it quite happily took my Missus on the back for trips up and down the coast, which is another important box to tick off for me – and those looking to impress on tinder dates.

This is a bike that is absolutely aimed at the LAM’s market, with it’s Italian heritage giving it plenty of style as far as aesthetics are concerned – although the weird fin-shaped rubber key handle can be a big fiddly once it’s in the ignition and on a keyring. It’s a well-made bike, that although carries a reflective price tag, makes for a fantastic start off for those looking down the barrel of a possible 4 years on a restricted licence. All Scramblers come with ABS standard, which is a huge plus as well. With a metric shitload of accessories, you’ll be able to customise and change your bike without the need of an angle grinder or custom garage to keep your ride interesting. Scrambler Ducati has proven to be a range of bikes that has been popular for it’s look and performance, and the Sixty2 is no exception.