Macho Nacho – Mark’s Triumph Scrambler

Okay it’s super awkward writing a blog about your bike and self. So instead of reminding people how insanely attractive I am for a man of Middle Eastern appearance/ just man in general; I am just going to lay down some words and quote myself about the build aspect of this bike.

A bit of backstory – Triumph gifted me this bike in 2014 when they became the global sponsor of The Distinguished Gentleman’s Ride.

Here is what I had to say about that.

“In actual fact it was a bit daunting being gifted with a bike. Trying to navigate through all possible outcomes of getting stuck into modifying it, is there an expectation I’d leave it standard? Will they get upset if I shorten the fenders, paint it, put other peoples parts on? I didn’t know what to do, well deep down I did, I just didn’t want to offend those who made a huge decision to support us on such a global scale! However, I just decided fuck it, I want it to be mine, I want it to be unique and the work then began. To my surprise – Triumph were digging it and totally understood the customisation culture.”

“The build process continued forever, as my tastes changed, the bikes changed with it. From factory to now, its had 3 paint jobs. Each stunning! However my final, for now, decision was to take the tank back to bare metal and clear coat it. Murder out all the other parts to the bike and just go for that big braun, murdered out vibe. It’s an awesome daily.”

“The work that went into the bike wasn’t overly excessive, I say that because a lot of friends helped out with the build and I did close to sweet FA. The most difficult part would have been grafting the Triumph Explorer front end on which required the help of Darren from DNA Custom Cycles. The entire bike is not a big $$$ build nor did it need to be, It is one of my least defect-able bikes I own from a police perspective, looks great to me, makes me look small and is a well sorted, hoot to ride. Those front brakes are enough to pull up a steam train. Okay probably not but you get maaa drift.”

Go the Dragons!

“My favourite thing about this bike is the 270 degree crank. It makes for such an amazing sounding motorcycle, and by far one of my favourite sounding machines out there. However I do wish it did have the Triumph Bobber 1200 engine in it. Maybe an idea for the future… I also dig the front mag wheel vs. the rear spoked. It always pisses off my autistic mates.”

The Extensive Modifications List

  • The front is a Triumph Explorer 1050 suspension, brakes and wheel.
  • Customised headlight surrounds with integrated Rizoma indicators and a front MX cowl
  • Hair and beard by Tommy J Barber
  • Speed Merchant Side Covers and rear foot pegs
  • Biltwell foot pegs
  • Triumph Aftermarket Seat set up re-trimmed, painted and powder coated
  • British Customs 180 rear wheel from
  • Aftermarket Arrow exhaust – Then modified to sweep upwards, ceramic coated
  • Tank taken back to bare metal and clear coated
  • Body by Fit Factory PT
  • Shortened rear fender
  • Free Spirits front fender
  • Free Spirits rear suspension risers
  • General Well-bring by Hyde Park Medical Centre
  • Gazi rear suspension
  • Posh tail light
  • Modified chain guard
  • Mental Health by Movember
  • Rizoma indicators
  • Renthal handlebars
  • Clothing by
  • Rizoma side mirrors
  • Monza fuel cap
  • Ignition relocation
  • Physio by Life Fit
  • Gold chain baby
  • Black rear sprocket
  • Poker Skills by – self taught mother fucker!
  • Aftermarket crash bars
  • Pirelli MT60RS tyres
  • Hair Product by Uppercut
  • $10 Ebay special side bag
  • Custom number plates by the money hungry scumbags at

A special Thank you to Triumph Motorcycles (for very obvious reasons). The Speed Merchant, Free SpiritsGazi Suspension, DNA Custom Cycles, RB Racing, Harley Borkowski, Smith Concepts, Drifter Bikes, Chris Atkinson and Nik Ellwood.

This bike is now not for sale for the low price of $69,999.00 contact Jacob.

True story: I asked where is my coffee and he just walked past laughing. Asshole. Flat white next time. 

How many supporters / Sponsors can you count?
I wonder if she is ‘the one’

a real bad ass would of rode through the water. Not me.
Suck it in fella


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

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



Bikes Culture

The Great Scrambler Heist

While Papa Ducati slept, a crack team of reprobates snuck into the Scrambler barn to rustle up a herd of machines for 2 days of riding. With the new Desert Sled and Café Racer amongst the mix, a good amount of varied hoonery was definitely on the cards.

It was a mongrel team of riders that all turned up on the day, a good mix of blokes and sheilas who all seemed to hit it off instantly. This would be the foreshadowing of an excellent 2-day riding adventure across roads and twistys, dirt and water. The plan was remarkably simple – gather all the Ducati Scramblers that we could, ride their brains out, and enjoy it all the while. On the menu were the Scrambler Icon, Classic, Sixty-Two, and the brand new Café Racer and Desert Sled models.

The battle plan for day one would be to all ride together until we broke free of the traffic confines of Sydney. After a pit stop, and many coffees, two groups would be formed and broken off for the day. One would be on the Café Racers for some road and cornering action, and the second team would be snatching up the adventurous Desert Sled options for some fire trails and water crossings.

First we’ll touch on the naughty, dark little number that is the Scrambler Café Racer – a bit of a contradictory name, but we don’t mind. This is a standout from the new Scrambler line, and has gone for a more road savy/urban approach that has tapped into the ever-popular café racer niche. With it’s forks brought in, compared to the rest of the Scrambler line, and clip-ons attached, this is a remarkably light and nimble machine. It’s begging for corners, and a lot of joy is brought to your soul once you tuck over and lean in.

The Café Racer is a little bike, make no mistake. Though the taller riders of the day didn’t seem to have many complaints, so it’s not just us short bastards that can enjoy such machines. Riding close in check were the more standard Scrambler Icon and Classic models, eagerly keeping up with the dark Café cousin. Riding out through to Kurrajong and Wiseman’s Ferry was great in itself, but once we remembered we had escaped the office and work obligations, the fun really set in.

The on-road and off-road teams finally rendezvoused after hours of fun and swapping bikes. The local pub would be the victim for our hungry bellies, although upon arrival we were told the kitchen was closed “5 minutes ago”, now I’m not one for conspiracies but this seemed awfully suss. Maybe they didn’t like our haircuts? Maybe they were Harley riders? Maybe the kitchen actually was closed and I’ve got issues? It’s hard to say really, and maybe it’s all true. Regardless, the local pie shop up the road filled the spot just right. How good are pies but?

With the pies tucked away safely in our fat little bellies, we got wind of a beautiful lookout spot out near Blackheath. With the sun slowly making it’s way down, this seemed like a great way to finish the day and so the entire gang of Scramblers set out once more. We made it to our picturesque location with time to spare. The sun gave off dividends as we soaked up the incredible, albeit freezing, scenery.

Once the sun was gone it was a unanimous decision of “fuck it, it’s freezing, let’s get the fuck out of here.” To retreat to warmer housing, which also happened to have plenty of booze. Go figure? A big cook up was just what we needed, with everyone jumping on board to help with the feast. Young Patrick even learned how to chop vegetables for the first time, with L’Oreal from Ducati being very proud. The rest of the evening was very uneventful, with no one doing any creepy or sexual dancing at all.

Definitely not.

The following morning saw everyone rise with only mild hangovers, probably from too many finely sliced vegetables. Today would be the same riding, however with each group swapping bikes. This is where the very exciting, very new Desert Sled model would come into play.  This incarnation of the Scrambler series might be what should have been originally released years ago, it’s got plenty for hitting the beaten track and applying a bit of mischief and adventure into your rides.

This bike is in true retro form, throwing back to the stripped-down machines of the ‘60’s and ‘70’s that would be tearing up desert of the famous Baja desert race. With plenty of suspension, seat height, ground clearance and MX-styled bars, this is a much different riding form to any of the other Scrambler line. A completely different machine to the Café Racer (duh) and a much more dedicated off-road feel than the standard Scrambler line.

The Desert Sled is the heaviest of the Scrambler line, thanks to some much-welcomed additions. The frame has been reinforced to deal with the abuse of off-road riding, along with bigger suspension and a longer swing arm. The air-cooled 803cc L-twin engine that is in all these Scrambler models has been minimally changed, although with some welcome and subtle ones. The snatchiness of the previous Icon series has been eliminated, courtesy of a more progressive throttle opening and some work on the ECU. This hasn’t taken away any of the fun, but means you can control it when you want.

We took two of these Desert Sleds down some fire trails, across dirt, gravel, and the odd water crossing. They held their own, and, while not a completely dedicated dirt or adventure bike, it definitely performs well and is a tonne of fun both on and off road.

Despite the flashy new models of Scrambler taking up a lot of the attention for the day, the previous models held their own and maintained their stance as a versatile and enjoyable bike. Even the LAMS Sixty-Two model kept up, once it caught up on the straights mind you.

With dust having entered just about every crevice in our souls and hundreds of kilometres smashed out, it was time to return our faithful steeds back to the Ducati barn. Heading back east, the traffic began to return. Congestion, beeping, and the usual not-very-good-people you find on Sydney roads.

Back to Sydney.

Back to the office.

A special thank you to Ducati Australia for the bikes, and for all the cheeky boys and girls that made it such a great time.

Photography by Josh Mikhaiel and Throttle roll



Murray’s Triumph Thruxton

A life of travelling the globe planted the seed of adventure in Murray, which only naturally would bud into motorcycling. Using one of the greatest forms of creating adventure, Murray and his Machine have forged a bond through thick and thin – and picked up something special along the way.

In his travels, Murray found himself adventuring on a variety of bikes as he explored over 50 countries. This pure form of transport became the essence of adventure, and as his life became more grounded, a solid machine was on the cards. “I decided to get my full licence and become legal, so I completed my riders test in the UK the day before flying out to Canada. I landed in Vancouver, and in that very day went to a dealership to find the machine that would be for me.”

That dealership happened to be a Triumph dealership. “I wanted a Triumph as it was a brand that was synonymous with exploration and heritage, for me. I was originally looking for a Bonneville but I fell in love with this pre-loved British racing green Thruxton as soon as I walked in. I then had it done up as a classic style café racer as it was intended to be. Adventure called once again, and I was on the road, headed for Mexico.”

“It was on this trip that I met someone very special, and it was actually because of this bike that I had met her – but more about that later. After a lot of riding – and I mean a lot, I decided riding a café racer wasn’t the most comfortable so I started changing the bike into more of a street sled. I removed the air box, put a two into one system on and did a few more engine tweaks. I added some Biltwell tracker bars and stripped everything off I didn’t need, opting for led strip signals and brake lights.”

The next morning, after spending about two weeks in the garage working on his bike, Murray and his machine were ready. “Five minutes into my ride I felt the back of my bike lift up, and heard metal crunching and plastic tearing. I was being pushed into a main road and had no control of my bike.” A young driver with a brand-new 4WD had decided whatever was on his phone use was more interesting than paying attention to the road, and so Murray found his adventure machine half devoured by the large four-wheeled beast. “Her truck was lifted off the ground – they’re tough bikes, but I was gutted. All that work, and all those miles.”

It was in the ambulance to the hospital that the situation really sank in for Murray – the bike was done for, or was it? (plot twist!) “Now, as you may remember, I had met someone very special on my trip, Well, she’s now my wife. I had some met some guys in Mexico and ended up riding to Arizona and back to LA with them – one of the guys was dating a chick down in Orange County. I cruised over with him, and little did I know but they had set up a blind date for me with her best friend. It was super awkward, so to break the ice I asked if she wanted to come and grab a pizza with me, on the bike. We jumped on, and we knew that was it. Fast forward to the ambulance. I realised that this bike was more than just transport, more than just the first bike I owned, more than the bike that had got me through snow, rain and hail driving through the Rockies in January, it was the reason I met my wife.”

Murray knew this bike was not done for, that he could breath life back it – but not without a fight. The bike had been declared totalled by the insurance company. Not taking this as a final answer, Murray took it to Triumph, who inspected it for themselves. “It was only the sub frame that was slightly bent. I got the insurance money, bought the bike back and immediately began planning how to rebuild it. First I replaced and upgraded the brakes, shocks, chain and cogs. I then had to address the sub frame and the fact the seat wouldn’t fit anymore.”

“If necessity is the mother of invention, then this was a necessary move. Personally I loved the look, slightly tracker, slightly bobber, slightly cafe. The big problem now was it was a little waspy in its handling, it was front end heavy. I took all the wiring and hid it under the tank, removed the headlight and gauges and started looking for options. I went down the face plate route with LED lights to keep in with removing everything unnecessary.”

“I love the memories of this bike. Everything I’ve been through in the last four years, this bike has been there with me. It’s forced me to take the hard route and discover unseen lands, meet new people and remind me that the world is a lot smaller than it seems. The bike is a vehicle, but not in the main sense of the word. It is a vehicle for movement, it forces involvement and it drives life.”

Photography by Sam Bendall

Words by Pete Cagnacci


Bavarian Beard Basher – R nineT Scrambler

How do you become the highlight of BMW Motorrad Australia’s Boss throughout a new bike launch? Get yourself crossed up sideways with him hunting you down and wear a nice milky top lip with pride, easy!

To celebrate BMW Motorrad’s 90th anniversary in 2013, the retro-styled R nineT was released to the world, a bike that paid homage to the hugely popular and iconic R series motorcycles of the mid 70’s, in particular the R90S.

The R nineT was an instant hit with media and the buying public due to a combination of superb performance and nostalgic design. It was this popularity that saw BMW Motorrad decide to develop the Heritage series of bikes upon the R nineT tubular framed platform.

Fast-forward three years and a series of firsts were about to take place. I was going to do my first bike review, ride off-road in anger for the first time, attempt my first ever motorcycle ride on sand, have my first experience in discovering the joys of ABS & traction control and all this on the first of the ‘Heritage’ series from BMW Motorrad, the R nineT Scrambler.



You could almost say it was my first time riding a boxer too, however I did get a small blast on an R nineT a couple of months ago and already knew how great they are, what I wasn’t prepared for was just how much fun I was about to have on the Scrambler!

Kicking off at Ellaspede Custom Motorcycles in Brisbane, it was an opportunity to meet and greet the seasoned writers and bike reviewers, as well as get up close and personal with the Scrambler for the first time. One thing became abundantly clear, there was a distinct lack of facial hair amongst the ensemble, and so despite not being an experienced reviewer at least I’d look the part!


Miles Davis (Marketing Manager) and Andreas Lundgren (General Manager) from BMW Motorrad Australia gave us the low down on what set the Scrambler apart from the existing R nineT, and I was relieved to learn that it came standard with a 35mm taller seat height (820mm) due to longer telescopic forks with 125mm travel (versus the 120mm of the USD), rear shock with 140mm travel (versus 120mm), and a redesigned seat with slightly more cushioning to ensure that someone of my height and girth didn’t look too much like a Russian bear riding a monkey bike.



In standard form it’s a great looking beast, with cast rims (19’ front, 17” rear) shod with Metzeler Karoo3 Dual Sport tyres (no cost option), brown leather seat and ABS.

We also learned that the Scrambler comes with a great range of options including tubeless cross spoke rims (19” front & 17” rear), larger capacity alloy tank with weld porn straight down the guts of it, (1L more capacity at 18L) and traction control which happened to be upon one of the test bikes. It so happened to be the one that drew me in like a magnet, after all, this is Throttle Roll and I needed to ride the one that had the most personalisation done to it (and it looked mighty fine too).







The Scrambler’s electrical system also allows the easy integration of aftermarket speedos and indicators without the computer wigging out and making the bike a 222kg paperweight. Mind you, the stock gauges and optional white indicators look so good in their simplicity you probably wouldn’t bother going to the trouble.


For the adventurous and skilled fabricators out there, the Scrambler’s modular tubed frame design allows custom rear sub frames to simply bolt in place, however as we all know, you change the sub frame, then comes a custom seat and so on an so forth. We’d be keen to see what some clever builder will come up with in future, as the stock bike is a tough act to follow.


After getting the low down on the Scrambler, it was time to jump on the bikes and hit the road to Mount Glorious for lunch via the twisties through the Enoggera Mountain Reserve. Not having ridden boxers much at all, the torsional twist from the horizontally opposed twin was very apparent. From the moment you give the throttle a twist, you very quickly notice the bike moving from side to side, giving it a certain soul and character not found in most bikes from manufacturers that pride themselves on clinical smoothness. To me, a motor that bucks between your knees adds instant character and screams to be ridden hard. Admittedly it did take me around 20 minutes or so to realize the bike didn’t want to kick me off and in fact I was starting to feel quite confident by the time the corners arrived.


What was most impressive was the ability to throw the Scrambler around with ease, and the confidence that the engineers made a great choice in pairing the bike up with the Metzeler Karoo 3 tyres.






Despite the bike not being a lightweight, it was more than chuckable and easy to fling up the hilly roads with ease, especially with the grunt delivered by the twin cam, four valve per cylinder air-cooled boxer. It’s more than capable of powering along in third gear, due to the 81kw (110hp) motor with a hefty 116nm of torque. Mind, you, shifting through the gears is where the fun is at, with the bike absolutely loving a quick downshift and hefty twist of the throttle to boot it out of the corners. The stock Akrapovic pipes give it a good roar without trying to rip your eardrums out, and didn’t leave me drained at all after the two days of testing.


It wasn’t long after lunch that the second of my first encounters arrived, and that was the discovery of ABS thanks to the quick thinking of Tom the videographer doing his best interpretive dance to get me to slow down right away for a 20kph left hand hairpin. It was at this moment that I was way too close to do anything other than look as deep into the corner as I could whilst scrubbing off speed entering the corner via application of the rear brake. It was at this moment that the bike gave me a gentle wiggle from the bum to let me know all was ok, and that I was able to gain confidence in taking the corner without either low siding or having to stand it up into the wrong side of the road and the Armco alongside it. Tom tells me he caught the wiggle, that I’m sure sounds more exciting and dramatic than it actually looked.

With my heart rate settled it was time to power on to the next regroup point where Miles, excited that I hadn’t binned the bike or myself duly proceeded to give me a full demonstration of ABS, and how effective it really is under trying conditions. I have to say, it really is an impressive piece of kit, particularly with the twin 320mm discs and 4 pot calipers up front. This demonstration certainly helped me out plenty of more times throughout the launch as the bike managed to get me places far more efficiently than I’d ever expected and anticipated, as it really is a confidence inspiring package.

I well and truly discovered just how great the electronics were when I lead Andreas down the garden path after heading the wrong direction at an intersection upon a super tight 20kph hairpin that we were already committed to, as we blasted off on our merry way towards the twisties again. There’s nothing quite like the MD of BMW Motorrad Australia chasing you down hard and then getting yourself crossed up in all directions whilst entering another of the deceivingly tight bends. It seems he found it entertaining as I managed to save myself and the bike thanks to the electronic aids, and admitted it was one of the highlights of his day, me, not so much.




After 230klm of riding on some brilliant twisty and challenging roads, we arrived at the evening stop for a bite to eat, beers and banter before hitting the sack. What surprised me most, especially as someone with chronic back pain was how well I felt after the ride. The seat is surprisingly supportive and didn’t leave my backside numb, or my back in the excruciating pain that I’m used to. In fact, I didn’t even take my daily dose of Ibuprofen that day. The seating and handle bar position also minimized the back pain that I regularly endure, so top marks there too.


Day two was set be the one filled with dirt sections and a trip to the beach, thankfully it was to ride the bike on the sand and not to show off my gentle curves to the unsuspecting public.

This is where the traction control combined with the ABS shone as a complete package. The test bikes we were riding were optioned with traction control for the media launch, and I’m glad that they were. It wasn’t long before I started to build up my speed on the dirt, with the bike never wanting to throw me off despite my lack of experience, in fact the best fun was had on a section that had dirt and tarmac alternating every few kilometers that I didn’t feel the need to back off for, and just kept pressing on with the same momentum the whole length of the way. It was a hoot!



During our regroup I put the bike through it’s most important test, how it looks when drinking a coffee upon it. Because let’s face it, doing the café’ crawl is something a good Scrambler should be proficient at. The seating position is quite upright, but it does maximize the opportunity for passers by to notice you whilst sipping back your favourite double roasted coffee. The shots tell the story.




The dirt sections got a bit more challenging when Chris Vermeulen joined us to show him some of the gems in his own backyard. The potholes were deeper and commanded more attention, especially at speed or without standing on the pegs. Doing so made the front end bottom out, however I didn’t get launched off the bike and kept on powering on through the more rugged fire trails without incident despite hitting a couple harder than expected. The Scrambler is no lightweight trail bike, but it certainly is capable of taking you off the tarmac and into your favourite camping spot with ease.





So far so good, went insanely hot into tight bends, barreled through unsealed roads and hit fire trails without dropping the bike because, hey, no one wants to be the newbie that drops the brand new bike on their first media launch. Miles on the other hand was determined to push me to the limits though, as right where we were in the Sunshine Coast is one of the few beaches in Australia that you can take a motorbike for a thrash upon in Laguna Bay.





Here is were I was super tentative, hauling a pretty heavy bike on sand for the first time, and exercise that demands a huge amount of attention and skill to do well. Miles is a bit of a master off this beach-riding caper, absolutely flinging the bike around like a rag doll with the traction control off, as it needs to be able to power itself out of the soft stuff on command. Pretty soon it was my turn, and I’ll admit that I was as slow as grass growing, but, once again, no dropped bike, so that’s a win in my books!



The end of the day was drawing closer and it was time to head back to the drop off point and back home to Throttle Roll HQ.

All in all the bike is an absolute blast, and in fact has a far bigger fun factor than the regular R nineT, because it’s so capable both on tarmac and off. The fact that it is around 10% cheaper is also a bonus at $19,150RRP.

If you’re after an out of the box bike that can be easily personalised, then this should be high on your list of bikes to test ride, you won’t regret it.

A special thank you to BMW Motorrad Australia and the film crews for the brilliant opportunity to test the Scrambler in all its glory. To find out more about the R nineT Scrambler, visit BMW Motorrad Australia

Photography by Greg Smith – iKapture Images

Words by Stephen Broholm

Air/oil-cooled flat twin (‘Boxer’) 4-stroke engine, two camshafts and four radially aligned valves per cylinder,central balancer shaft
Bore x stroke:
101 mm x 73 mm
1,170 cc
Rated output:
81 kW (110 hp) at 7,750 rpm
Max. torque:
116 Nm at 6.000 rpm
Compression ratio:
12.0 : 1
Mixture control / engine management:
Electronic intake pipe injection
Emission control:
Closed-loop 3-way catalytic converter, emission standard EU-4
Performance / fuel consumption
Maximum speed:
over 200 km/h
Fuel consumption per 100 km at constant 90 km/h:
4.5 l
Fuel consumption per 100 km at constant 120 km/h:
5.9 l
Fuel type:
Unleaded fuel, octane number 95-98 RON (rated output at 98 RON)
Electrical system
three-phase alternator 720 W
12 V / 14 Ah, maintenance-free
Power transmission
Single dry plate clutch, hydraulically operated
Constant mesh 6-speed gearbox with helical gear teeth
Shaft drive
Chassis / brakes
three-section frame consisting of one front and two rear sections, load-bearing engine-gearbox unit, removeable pillion frame for single ride use
Front wheel location / suspension:
Telescopic forks with 43 mm fixed-tube diameter
Rear wheel location / suspension:
Cast aluminium single swinging arm with BMW Motorrad Paralever; central spring strut, spring preload steplessly adjustable by hook wrench, rebound-stage damping adjustable
Suspension travel front / rear:
125 mm / 140 mm
1.522 mm
116.1 mm
Steering head angle:
Cast wheels
Rim, front:
3,00 x 19″
Rim, rear:
4,50 x 17″
Tyres, front:
120/70 R 19
Tyres, rear:
170/60 R 17
Brake, front:
Twin-disc brakes, diameter 320 mm, 4-piston callipers
Brake, rear:
Single disc brake, diameter 265 mm, double-piston floating caliper
BMW Motorrad ABS
Dimensions / weights
2.175 mm
Width (incl. mirrors):
880 mm
Height (excl. mirrors):
1.330 mm
Seat height, unladen weight:
820 mm
Inner leg curve, unladen weight:
1.830 mm
Unladen weight, road ready, fully fuelled 1):
220 kg
Permitted total weight:
430 kg
Payload (with standard equipment):
210 kg
Usable tank volume:
17 l
app. 3,5 l
 Technical data relate to the unladen weight (DIN)
 1) According to Directive 93/93/EEC with all fluids, fuelled to at least 90% of usable fuel tank
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.


Dr Scram – Pat’s DR650

Normally broken bones are the result of bikes, one way or another. For Pat however, bikes would be the result from an injury, instead of the cause. Paging Dr Scram!

A fractured knee wasn’t the ideal momento Pat had wanted to take home after a trip to Canada 6 years ago, but ever the optimist it would be this injury that would give birth to a whole new world of fun – along with new ways to break bones in the future.

“It was in 2010 that I first started riding. I’d come home from Canada with a fractured knee and had a lot of spare time doing nothing. It was in this down time that I found out about the café racer culture, which resulted in me buying a 1974 CB550. I was completely hooked.” Year later would find Pat upgrading from his CB550 to a CB750, as he immersed himself with the growing café racer scene in Sydney as it would grow and thrive.

It was at this time that Pat also grabbed himself a Suzuki DR650, with the intention of building it up for dirt and dual sport riding, as well as being his daily commuter. Owning two bikes at this point in his life with a growing family would prove to be impractical however, and so the CB750 would be sold off so he could concentrate his misfit juices on turning this stock DR650 into the multi-purpose Scrambler he’d always envisioned.

“I used to do a lot of weekends away, 4-wheel driving with mates. The 4WD had to go when our first child came along; so being able to get out in the bush was something that came into consideration when I bought the DR650 initially. I don’t get to go out for my longer rides now as my wife and I have just had a baby boy, but this will change later on when we all get used to the new addition to the family.”

It would be a slow start piecing together all the ideas and inspiration for this build, as Pat trawled through all the popular scrambler and tracker builds that were coming out. Once the plans were settled, it was off to Darren at DNA Custom Cycles to get this bike Scrambling. “I didn’t have a garage or appropriate tools to take on this build, and with Darren’s knowledge and skills we ended up with a far better end result than I had first envisaged.”

Over at DNA, the bike was completely stripped down, with the frame being powder coated along with most of the other bolt on parts receiving some fresh paint. I had upgraded the wheels (Excel Takasago front 19×2.5 inch from 21×1.85 inch, rear 17×4.25 inch from 17×2.5inch) laced to standard hubs, suspension, fuel delivery (Mikuni TM40 Pumper) and bigger front brakes previously to improve the overall rideablity of the bike.

“It’s really just a great little all-rounder. Enough power for what I need, it can keep up with most bikes on the sealed twisty mountain roads, and it feels at home in the dirt too. The new and improved look is a huge bonus, I have already had a lot of good feedback from lots of people – some are confused whether it’s a Yamaha or something else.”



Michal’s Harley-Davidson XLH883 Scrambler

Growing up in communist Slovakia, you’d scarcely find any Western motorcycles, let alone a Harley-Davidson – a machine that’s just about as west as it can get. These early days for Michal would be greatly contrasted with today, as he tears up and down the beaches of Australia on his custom Harley Scrambler.

Growing up in Slovakia, you’d find Michal riding along with his father in the sidecar of their Jawa 250. “My Dad still has that bike, he was the coolest guy around where we lived. Every time he kickstarted the bike all the kids from the neighbourhood would be out, looking at the bike and following us as we rode off. It was so cool to be the kid in the sidecar or riding pillion.” From then on, bikes would constantly surround Michal, as he learned how they worked and how to maintain them from his father who was a handy mechanic.

After the Iron Curtain fell, a new world of machines and opportunities were suddenly made available to scores of people living in eastern Europe. A future move to Australia would find Michal making his home by the sun soaked east coast, and of course a new set of wheels would follow suit to match. Cue the Harley-Davidson XLH883. Michal picked up this 1999 model with just 9000kms on the clock, so it was a bike in need of some proper riding and love. “It was all shiny and new when I bought it despite the years behind it, and it was also a carbi model so it was exactly what I was after for my build.”

Now that Michal had his bike, it was time to get to work on making it truly his. He has his vision for this bike in his mind, with intentions to make sure the Sportster would ride and handle better (insert Harley jokes here). While most Harley’s you see on the street are being lowered and bobbed, Michal went the other end of the spectrum.

With plenty of parts coming in from the US, Michal got to work chopping the subframe, drilling holes and adding new wires for the new electrical components. A pair of 15” progressive shocks would give the bike a good dosage of clearance, along with some thinner oil for the front forks. “I don’t ride with my knee down on this thing, but it’s perfect for a bit of acceleration/braking action. The wider handlebars also make a huge difference.”

Riding this Harley, you instantly notice its increase in maneuverability. These 883s aren’t a light bike; coming in at around 250kg they’re a heavy bastard when compared to its engine capacity. The weight Michal has shaved off, along with increasing leverage with the new bars and adding height with the shocks makes this a Harley that’ll happily go around corners, with it’s V-Twin engine giving you plenty of torque.



Moly B – Greg’s Triumph Bonneville

Greg’s brief was not unlike others when he paid 66 Motorcycles a visit. “Recapture the excitement of days gone by, when we had time to fang down some bush tracks after work on the road trail bike” The thrill of sliding the tail end out on some bends while making lots of dust was a sure way to leave behind the 9 to 5 grind. The final product would be the wily machine known as Moly B.

A bit of a late starter to motorcycles at the age of 25, Greg got stuck into dirt bikes along with his nephew who was 12 at the time. “I picked up a TS185 for him, and for me an XL500 which I named ‘Bastard’, as it was a complete bastard to ride; you had to hang on and go wherever it wanted.”

From here, after gaining his open class licence it was time for many and varied 2-wheeled machines. “It was then that I picked up my brother’s Z650, which was a great hill climb machine. I owned a few road bikes followed after that, but it was back to dirt bikes the age of 35, just after the birth of my Son. The theory being it was safer to be flying around in the Perth hills on pea gravel than it was on bitumen!”

Greg admits, if we were to list every bike that came and went in his life we’d be here for a while – and we’re sure none of you reading his have bathroom breaks that long. Greg had an itch that couldn’t be scratched, and while discussing ideas to customise a Thruxton with Pete Ellery from 66 Motorcycles and a few emails, Greg turned up at Pete’s doorstep the following week with a 2010 Triumph Bonneville T100.

“Greg had ended up selling his Thruxton and picked up a slightly shabby Bonneville to be turned into his nostalgic street tracker. Greg wanted a functional bike, which was low key and could blend into a crowd without saying “look at me!” That is until Moly B does catch your eye and you pick up on the subtle mods which make you appreciate that this is no ordinary road going Bonnie.” – Pete

“We started with shortening the rear subframe with a slightly kicked up loop and bobbed 6” guard. The seat, which is good for the occasional two up riding is made from hand formed ABS pan and diamond stitched by Beyond Trim. The original wheel package was showing its age, so the rims and hubs were powder coated in black and then relaced with stainless spokes. The Shinko 705 tyres give predictable grip on the bitumen and confidence when punting off-road. The chain and sprockets were also due so to complement the nostalgic look a BC retro sprocket was fitted.” – Pete

It’s definitely a machine that can happily roll through the streets and alleys of city life, before tearing off it’s mask and showing it’s grittier and dirtier side on the trails. Dubbed ‘The Molested Bonnie Tracker Project’ – or simply ‘Moly B’ for short… and the sake of political correctness. It’s namesake being inspired from a mate of Greg’s who commented, “Why would someone want to molest a perfectly good Bonnie?”

The inspiration and intention for this build would be a bike that is presented as something that is ridden and used, with a rider’s soul. This was an important aspect of the final build for Greg. “I wanted a bike that was made to ride and be presented in a classic street tracker style – it’s a bike that’s a perfect tourer, street bike and mountain goat. It handles well around the tight river run and hills roads, and it’s comfortable enough to spend the day riding either on or off road.”

“I love the bike at mid speeds around the Perth River and hills twisties, the exhaust note and power delivery in the mid range are a heap of fun. Although not something I do often enough the, off-road on the bike is great fun.

We visited one of my old dirt bike haunts with a mate and his Bonneville Scrambler crossover in tow, dropped the tyre pressures and got on it and had a ball.

I can see a XT or XL 500 project in the not to distant future!”

Photography by Ryan Kelly | | @RSKphotographyPerth



Vlad’s Kawasaki W650

You’ll read about plenty of motorcycle riders coming from a proud family history that also rode. Vlad however will be the first to admit his roots when it comes to bikes isn’t quite as rich or exciting, but it must all start somewhere and hopefully he is the first in a long line of riders in his own family.

Vlad first started on 2-wheels after buying a 125cc scooter for his wife which he also started riding. “She stopped using the scooter and it just sat in the car park collecting dust. Sure enough that thing was either stolen or towed away, I parked it in Richmond and forgot about for about 3 months, I’m sure it’s found a good home.”

Little did Vlad know this unsuspecting introduction into motors on 2-wheels would result in him wanting more power, and more machine. It was time to upgrade to a proper motorcycle, and so the search began.

“As with a lot of people, I very quickly came across Deus Customs and really liked what they were doing with small capacity Yamahas. I was pretty set on buying one, but after going for a test ride I wasn’t blown away at all. I needed something with more performance, and the look was a bit too skinny for me. I looked at some 400cc bikes, and kept researching for something that would be right for me. I finally came across the Kawasaki W650.

The more I read about this bike the more I wanted to ride it, and after a rest ride I was set – I loved it. I found one for sale on Bikesales in QLD and had it shipped down.”

When the bike arrived, it was time to add some personal touches to really make this machine Vlad’s own. “While I was researching what bike to get I came across Rob Wood’s Rotax BMW tracker out of the States. I thought that thing looked unreal and really wanted to replicate as much of it as I could, including the tracker seat/tailend combo.

I soon realised that trackers aren’t all that comfy for any rides longer than 3 minutes for what I was using it for, so I had to compromise.”

This being Vlad’s first bike, there were sure to be a tricky part or two in giving it the look he was after. “I’ve never held a spray can in my life before, and found myself spray painting the tank with a 2 pack system out of a can in a carpark of a residential building… shall we say lots of fun?”



Nina’s KTM 390 Duke

Nina wanted something unique, a modern bike that was reliable with fuel injection and ABS but with an old school cafe racer look. That was the brief given to Yul of Yuls Customs by Nina and her husband Mark. Yul delivered in the form of a bike that will have all the punters guessing.

After a ton of research, Mark came across the KTM duke 390 as a suitable bike for the base of Nina’s custom scrambler. The factory ABS is a big plus for a daily rider and it suited Nina’s small stature. These bikes have been seen all around on the roads as their popularity soars – but yet has anyone done any serious custom work to one.  Nina was a big fan of the trellis frame, but not so much on the trademark KTM orange. “It was everywhere, even the cable ties where orange! We have a big boxes of orange bits now” However to stay true to it’s KTM roots, a closer look will show you there’s still some KTM signature orange hiding here and there.

Yul knocked this build out in just two months “The KTM had quite a pronounced upward rake on the rear seat. To make it look like a cafe racer we had to cut the frame and drop it down, and then make a custom seat and tail end. Mark sourced the rear light from a Ducati which we turned it upside down, it’s a nice touch as the brake and indicator lights are all incorporated”

“The fuel tank was probably the most major thing to do” Yul started with an old Honda style tank “I cut it shut it and stretched it to fit the pump and everything up inside the tank” gaining an extra 5-6 litres in the process, it also had to be made to play nice with the trellis frame, one of the main aesthetics that attracted Nina to the duke 390. “The bike is lightweight, safe and fast, it certainly gets a lot of attention.”

“I love it, I ride it almost every day, and it’s the easiest bike to ride. If I don’t ride it to work I’ll go for a short spin along the river or up the coast when I get home.”

Photography by Sam Luckman – Be sure to follow @samluckyman


The Guv’nor – Mark’s BMW Scrambler

Taking it’s namesake after the British bare knuckle fighter Lenny McLean, The Guv’nor is a machine that can be bashed about, beaten and smashed and still ride along happy as Larry – “It is a big Boofhead of a bike after all.”

Mark’s love for Desert Sleds kicked up at an early age, thrashing through dirt on XL Honda’s and Postie bikes. “I started riding because my mum and dad told me I couldn’t! I got my first road bike at 16 – much to the disappointment of my parents. It was a Honda MVX250, triple smoker. That was 32 years back… yes I’m an old bastard.

I’ve been riding non-stop since. Road, off road, touring and commuting. I built my first Café Racer back in about 1986. It was a Honda 750 K6 base. At last count, I’ve owned about 53 bikes over the years.”

The Guv’nor is a 1995 BMW R1100GS that’s been Scrambled like an egg. It’s a big, unique looking desert sled of a machine with a front end that will make you look twice. It could slip quite comfortably into a post-apocalyptic film, and in fact should the world come to an end this is the kind of bike you’d hope you had handy.

“This the second GS Scrambler build for me. It’s all about stripping off the ugly excess weight, adding dirt tyres and making the thing indestructible. You can ride it all day through rubbish roads and dirt tracks, dust, dirt, rain and mud. It can fall over, be picked and keep going.

There’s no fancy finishes or bits to worry over breaking off. This machine is built for durability and reliability. The essence of a desert sled, it’s “ride what you brung” on all roads. Big dumb dirt bikes are a lot of fun and I’ve always loved big GS’s so I’ve owned quite a few. This time I wanted a cool looking one to do dumb stuff on.”

All the fabricated parts were first mocked up with cardboard before the finals were completed. Mark tried to have the bike with a pillion seat in place, however this messed with the stubby back end look he had envisioned. “So bugger it! It’s a selfish single seater, just for me.”

The crowning feature, and most notable part of this sled is the front end set up. The rusted aluminum trellis forms a weathered, rough, modern look. It allows for Mark to also keep full suspension travel up the front end. “There’s no compromise for that awesome aftermarket Ohlins suspension. For such a big bike, the suspension keeps it all tidy and well behaved on the loose stuff.

Like all BMW GS’s you’ll find, this bike does most things well. “What it does really well is rubbish tar, back country roads, dirt and off road. It will take you to some sweet spots on the roads less travelled, that most road bikes won’t go near. It can be set up for long trips at speed, and this bike is definitely going to see plenty of KM’s.

As am added bonus, it is also awesome at throwing shit and rocks back at your mates! It’s great for doing dumb shit in the dirt”



Dave’s DRZ 400e Scrambler

For Dave’s second complete bike build, he was after a bike that could do just about anything and everything. Old school look and feel, but modern machining and performance. For Dave, a Suzuki DRZ 400e fit the bill just fine.

Christmas of 1983 marked the beginning of what would be an addiction to bikes. Dave and his brother had received a Honda Z50 from their Father. “I think it was more of an excuse for Dad to get a bike as well. Most of my life I’ve owned and ridden dirt bikes, apart from hoarding a couple of monkey bikes.”

Going for a complete custom motorbike that had everything Dave missed on his first build, Dave was looking for a bike that could tackle anything. “It needed to have that 70’s look, chrome guards and chunky tyres – but ride and have the power of a modern steed.”

“I love the build as much as the ride. I set myself the task of trying something new, with a mate’s TIG welder in hand I taught myself how to weld and build a new subframe, also knocking up a spray booth and 2 packing the tinwork.

The biggest headfuck was the cooling system, as the stock radiators fouled the tank and weren’t going to make the cut. The 75 turned out just like the picture I’d scribbled at my desk.”

“My favourite thing about this bike would have to be how fun it is to ride! It brings out your inner Hooligan. It’s great for around town, blasting tunnels with the local crew, hitting the twisties up in the hills or bashing fire trails and getting lost.”

Photography by Brenden Allen – – @ba_photo



Dust Hustle 2015

Flat track racing is experiencing a renaissance of sorts all around the world at the moment. Everyone from Valentino Rossi to the kid next door seems to be getting in the sideways groove. Brisbane –based custom bike shop Ellaspede are fanning the flat track flames with their annual Dust Hustle event. The 2015 edition was the second running of this celebration of skids and good times. Dust Hustle gives any rider, on any bike, the chance to experience the unique thrill of going sideways on a real, purpose-built flat track course, in this case the Mick Doohan Raceway on Brisbane’s north side.

With the emphasis firmly on fun, wacky costumes and the use of any kind of running two-wheeled machine, Dust Hustle’s motto is “Because no good story ever started with ‘I was riding the perfect bike in excellent conditions…’. From Postie bikes to Harleys; from 1000cc street bikes to proper flat track machines and everything in between, the day saw riders of all ages, genders and experience levels laughing and sliding together. Dust Hustle is rapidly gaining notoriety and becoming a real highlight of many riders’ motorcycling year.

Words by Mojo Webb

Images by – @ba_photo & @thekarlos40