Thanks to R&G Racing you and your best mates have the chance to win 4 x 3-day passes for the opening round of the 2019 WorldSBK and ASBK Championships at Phillip Island which will take place over the weekend of Febraury 22-24.
High octane, World class racing and one the world’s best race tracks : there’s no better way to spend three days of summer – you and your best mates could win four tickets, with pit access as a guest of the Landbridge Racing World Supersport race team courtesy of R&G Racing.
Enter early and to give yourself the best chance of experiencing one of Australia’s biggest Motorcycling events and party in style.
For your chance to win, you must be 18 years or older and simply purchase any R&G Racing product between 10th December 2018 and 8th January from an authorised Australian seller, upload a copy of your receipt below and in 25 words or less describe why you want to see the WSBK at Phillip Island.
R&G products are made for almost every make and model of motorbikes, making your products of choice almost limitless.
The winning entrant receives
• 4 x 3-day Passes to WSBK Round 1 Phillip Island 22nd -24th Feb 2019
• Team guest of Landbridge Racing with access to the pits.
Entry to the event with access from Friday to Sunday to spectator locations as well as the pits as a team guest. Will be able to base yourself with team and enjoy all of Philip island beauty and racing.
What is R&G Racing?
R&G Racing design and manufacture a growing range of innovative and functional bolt-on motorcycle accessories, the core of the business being crash protection. Utilising modern CNC machining and aircraft-grade metals, as well as other materials, R&G Racing set the standard in the crash protection business, offering protection from front to back of the motorcycle: products such as engine case covers & sliders, frame sliders (crash protectors), radiator guards, exhaust protectors, fork protectors, bike covers etc.
Miscommunication leaves MXD title-holder without support for next season.
Image: Foremost Media.
Recently-crowned 125cc junior motocross world champion and reigning Pirelli MX Nationals MXD title-holder Bailey Malkiewicz has failed to secure a deal at this stage of the 2019 silly season, despite establishing himself as one the most well-credentialed rising stars in the sport.
Following a stellar campaign at WBR Yamaha in the official MXD team, 17-year-old Malkiewicz has indicated that a miscommunication between he and Yamaha Motor Australia management led to him being out of a ride for next season.
“At the moment I don’t have anything, but the plan is to stay in Australia for one more year and race MX2,” Malkiewicz revealed to MotoOnline.com.au. “After a bit of miscommunication between riders and teams, they [Yamaha] filled up their spots and didn’t have anything for me – they lost me and put on another rider. It’s alright, I’ll just have to find somewhere else.
“I was thinking of going to Europe to race next year and I think Yamaha thought I was already doing that, so that’s one of the reasons why they signed a rider before anything happened. I think I’ll just stay here for another year and head over to Europe in 2020.
“We’ll see what happens – I don’t have anything on paper at the moment, so I can’t really do anything about. After getting two titles this year, I feel confident I’ll get some good support behind me for the year to come and have the best chance of getting a title in MX2.”
Malkiewicz’ departure from Yamaha means the manufacturer will lose all three of its MX Nationals championship-winning riders from 2018, with three-time MX1 champion Dean Ferris heading to the US and MX2 victor Wilson Todd tipped to be joining the factory-backed DPH Motorsport Husqvarna.
Funds raised to benefit 2019 Australian International Six Days Enduro squad.
Image: John Pearson.
Motorcycling Australia (MA) has confirmed its Junior Coaching Days will make a welcomed return as part of the 2019 Yamaha Australian Off-Road Championship (AORC).
All AORC Junior Coaching Days are for juniors aged 12-16 years, with all proceeds going toward funding the 2019 FIM International Six Days Enduro (ISDE) team who will head off to Portugal in November.
Victoria, New South Wales and Queensland will play host to a full day of coaching by some of AORC’s most elite riders, including members from the victorious 2018 ISDE World Trophy team and Women’s World Trophy team, where all entered junior riders will gain invaluable knowledge and guidance from the likes of Daniel Sanders (Husqvarna Enduro Racing Team), Daniel Milner (KTM Enduro Racing Team), and Jessica Gardiner (Yamaha).
Each elite rider will teach the AORC juniors the correct riding technique, provide information on the art of the racing line, race preparation, plus other valuable aspects such as fitness and nutrition, bike set-up. Priced from $200, more information can found at www.aorc.org.au.
2019 AORC Coaching Days calendar:
Saturday, 19 January – Yarra Valley, Victoria (Daniel Sanders, Andy Wilksch)
Sunday, 20 January – Lang Lang, Victoria (Daniel Milner, Lyndon Snodgrass)
Saturday, 9 February – Stroud, New South Wales (Joshua Green, Jessica Gardiner)
Saturday, 23 February – Gympie, Queensland (Jemma Wilson, Fraser Higlett)
It was always going to be a feat to top last year’s Southern Alps Rallye, yet trading up epic mountains for breathtaking coasts – and throwing in an Ultimate Race challenge for added entertainment – resulted in a truly remarkable week of adventure for the 2018 KTM New Zealand Adventure Rallye riders.
KTM NZ Adventure Rallye
For six days and over 1700km, 101 KTM adventure riders, 3 pillions and 25 staff were treated to the best tracks the Northland and Coromandel regions had to offer, through way of expert local route coordinators Barry Reiher, Mike Johansen, Shaun Prescott and KTM Adventure Ambassador Chris Birch – who just so happens to be a Coromandel local.
KTM NZ Adventure Rallye
Throw in special guests, V8 Supercars legend Greg Murphy, 5-time American National Enduro Champion Russell Bobbitt as well as riders from 13 different nationalities, and the third annual KTM NZ Adventure Rallye was set to deliver an outstanding experience.
KTM NZ Adventure Rallye
Starting at the iconic Bay of Islands, riders explored the Northland region for three days with highlights including: stopping by Tane Mahuta, New Zealand’s oldest living Kauri tree; riding East Beach with it’s pure white silica sand; visiting the lighthouse at Cape Reinga, the northern most accessible point of New Zealand; traversing the zig-zagging Te Paki Steam, next to the great Te Paki Dunes to access the iconic Ninety Mile Beach; and exclusive access to outstanding sandy pine forest tracks and private farms overlooking stunning coastal waters.
KTM NZ Adventure Rallye
A final send-off from Northland at The Butter Factory in Whangarei saw plenty of laughs as stories started to emerge – the winner being an epic tale of a drowned 1090 rescued from a 10-foot-deep hole to one side of a water crossing. Riders were then off through Auckland to Thames on Day 4 for the Coromandel leg, as well as the start of the Ultimate Race Qualifications.
KTM NZ Adventure Rallye
A new initiative, introduced by the KTM Factory for this year’s KTM Adventure Rallye events, sees two lucky participants from each Rally around the world win the chance to compete against each other in the KTM Ultimate Race at the 2019 Merzouga Rally in Morocco.
The qualification challenges kicked off in Thames with a bike lift, wheel change and timed special test. A fantastic atmosphere had all the Rallye riders cheering on the participants, with the top 10 going through to the next day’s challenges.
KTM NZ Adventure Rallye
Coromandel lived up to its hype on Day 5 and delivered an outstanding Rallye experience, with the route winding along the iconic coastal Port Jackson road to the tip of the Peninsula, where a fundraising roast lunch was provided by the Colville School and over $2000 was raised by riders.
KTM NZ Adventure Rallye
The afternoon’s action was provided by another Ultimate Race Qualification challenge, a timed special set against the dramatic backdrop of Port Jackson bay. Rallye riders were able to watch the action before partaking in a special breakout route around the Port Jackson farm, which offered breathtaking ocean views against endless green hills.
And with the final day over the range to Whangamata, even though the route had to be amended due to the amount of rain in the region, it was still all smiles as riders rolled into the final coastal town for a night of awards, laughs and reminiscing about an unforgettable week.
KTM NZ Adventure Rallye
The Ultimate Race Qualifications proved to be an outstanding addition to the event, with best mates Kevin Archer and Elliot Kent taking out the honours to represent New Zealand in Morocco.
KTM New Zealand would like to thank all of the Rallye riders who participated, as well as the staff, land owners and helpers who made it possible. With special mention to wonder tech Harry, who not only dived in to save the 1090, but also brought it back to life to finish the Rallye!
KTM NZ Adventure Rallye
Greg Murphy
“What a way to see the country! The 2018 KTM Adventure Rallye took me places I have never been and probably wouldn’t have visited, which being I am a kiwi, is a bit embarrassing. The scenery was breathtaking and the variable terrain covered was amazing, exactly what the KTM Adventure Bike range was designed and built for. A huge congrats to the whole KTM organising team who delivered such a memorable week.”
As the biker toy run season nears its end this weekend, the Salvos (Salvation Army of Australia) have thanked the tens of thousands of riders who have participated and provided donations.
Salvos community fundraising GM Andrew Hill says about $6-$7m has been raised in donations during the Christmas season. He says most of it comes from grass-roots events such as biker toy runs.
The remaining toy run on our list is the 41st annual Toowoomba Motorcycle Toy Run this Sunday (December 16, 2018). It leaves Picnic Point at noon and ends at the showgrounds.
Convoy of joy
1996 Melbourne Toy Run
Biker toy runs have also been bring joy to communities for many years, Andrew says.
“There is perhaps no better sight than seeing a convoy of bikers wearing Santa hats with toys on their decorated bikes,” he says.
“Toy runs demonstrate that bikers, who some people see as a little removed from the rest of society, have this beautiful soft side of giving back to the community and collecting toys for needy kids”.
“It also demonstrates the heart of the community work the Salvos do and that we don’t discriminate. Everyone can pitch in.
“Whether you are the CEO, the cook, the cleaner or the school teacher, everyone can play their part.”
Salvos work
Andrew says it is difficult to quantify the work the Salvos do and how much is raised in toy runs because they are organised locally.
“Most toy runs are a grass-roots activity,” he says.
“At this time of year biker toy runs are quite prevalent around the country and attract great deal of media coverage for our work.
“We help over 300,000 people at Christmas time.
“Demand significantly increase at this time because that’s when people start to think about family. Those finding it tough in life think about doing something for their kids.
“So they approach Salvos and other organisations to help bring joy to their homes.
“We hear stories all the time where people wrap gifts and leave it on our doorsteps.
“This is the beauty of the Salvos; it is so grass roots.”
The V-Strom 1000 and 650, shown here with the XT packages that include tubeless spoked wheels, have the distinction of being direct competitors despite, or perhaps because of, their different sizes and prices. Which one works better overall? Photos by Kevin Wing.
How does one decide on an adventure-touring bike? All of the choices out there can turn your mind into Play-Doh. One way to narrow them down is by the front wheel size that suits your riding style.
Planning a lot of off-road riding? You need a skinny 21-inch front to carve up the loose stuff and roll effortlessly over ruts and obstacles–you’ll find one on a Honda Africa Twin or Kawasaki KLR650.
No dirt in your future? A 17-inch front wheel will give the bike sharper handling on the street and a good variety of sport-touring tire choices–the Ducati Multistrada 1260, Yamaha Tracer 900 GT and larger Kawasaki Versys models all have 17s up front.
For most of us a compromise is in order. You have dreams of conquering the Atacama Desert or Dalton Highway, but will probably spend most of your time in the lower 48 on paved roads, and about 10 percent on dirt byways and 4×4 trails connecting them. That reality has made 19-inch fronts common among ADV bikes because they’re a (mostly) happy medium between street and dirt.
Now, winnow out the expensive European machines with 19s and the pricey (and kinda heavy) Yamaha Super Ténéré, and you’re left with just two bikes–the Suzuki V-Strom 1000 and 650. That’s a good problem to have, though, because both are extremely competent on-road and can tackle some dirt as well.
You would think that choosing between them would be easy because of their size difference, but there’s actually a long-running debate over which is the better bike overall, largely because the V-Strom 650 is so versatile and a lot less moolah. Rider typically only compares similar bikes from different manufacturers, so we’ve never attempted to resolve the V-Strom 650/1000 debate. Let’s do it!
We snagged two Stroms and hit the road for our test, riding a mix of dirt and street to see which Strom rules them all.
For this story Managing Editor Jenny “Slim” Smith and Yours “Gas Hog” Truly planned a long street ride with a chunk of rutted dirt road to close the loop, so we requested the XT variants of the V-Strom 650 and 1000, which are an additional $500. This gets you tubeless spoked wheels that can take some abuse, hand guards with larger bar end weights and an engine cowl on the 650XT. The 1000XT gets the spoked wheels plus a Renthal Fat Bar handlebar; the rest is already standard on the base model. The plastic cowls offer some protection for the vulnerable bits in front (like the oil filter) from stones and debris, but are no replacement for a good skid plate.
For 2017 the V-Strom 650’s V-twin received new camshafts to boost power, dual spark plugs for better combustion and Suzuki’s Low RPM Assist and Easy Start System.V-Strom 1000 engine got a power increase in 2014; refinements for 2018 make the 1,037cc, 90-degree V-twin Euro 4 compliant.
Suzuki took things a step further by adding quite functional accessory top and side cases, tank bags, centerstands and “accessory bars,” a.k.a. bash bars, which are a good place to mount things like auxiliary lighting and may help protect the fairing in a tipover. The accessories added $2,636 to the $9,299 retail price of the 650XT and $2,413 to the $13,299 cost of the 1000XT.
At the crux of the big debate between the 650 and 1000 are the similarities between the two machines. Both are powered by liquid-cooled, 90-degree V-twins with DOHC and 4 valves per cylinder, and have six-speed transmissions, chain final drive and the same 14,500-mile valve inspection interval. Engines are mounted as stressed members in twin-spar aluminum frames, which have aluminum swingarms and bolt-on steel seat subframes, and both use the same wheel and tire sizes.
Tubeless spoked wheels are part of the XT package and add some authentic looks and toughness. Twin discs up front with 2-piston floating calipers could use more bite.Radial-mount 4-piston opposed brake calipers provide more stopping power and are a useful upgrade on the 1000XT.
Following a major redesign for the 1000 for 2014 and some updates for 2018, and a redesign for the 650 for 2017, the rugged styling and bodywork from their “beaks” in front to the luggage racks/passenger grabrails in back is similar now, and the stacked halogen headlights, instrument panels and LED taillights are identical. Both hold 5.3 gallons of fuel, though the 1000 requires 90-octane premium or better and the 650 is happy with 87.
Riders at opposite ends of the size chart will find this an easy choice, since the 650XT is lighter and lower for the vertically challenged, and the 1000XT has more power and legroom for the Paul Bunyans out there. Unless budgetary concerns are paramount, however, those in the middle have more to mull over.
Riders of almost all sizes own and love their V-Strom 650s thanks to its moderate seat height, 467-pound wet weight (without accessories) and lively engine, which made 68.7 horsepower at 9,100 rpm and 44.2 lb-ft of torque at 6,500 on the Jett Tuning dyno at the rear wheel, though the torque curve is so usefully flat that you have to hunt for the peak. It offers plenty of power for solo touring or two-up day rides, enough that even at 6 feet, 3 inches tall and 220 pounds, contributor Clement Salvadori recently bought one.
Although the 650 feels and looks smaller than the 1000, seating and comfort are similar, with wide tubular handlebars, footpegs well located under the rider and wide, compliant seats that are plenty comfortable from fill-up to fill-up.
Profile shots of the author riding the V-Strom 650XT (above) and 1000XT (below) reveal very little difference in seating positions, though the 1000XT’s slightly higher seat gives it a touch more legroom, and its taller adjustable windscreen is quieter. Tubular handlebars on standard riser clamps are easily pivoted and raised for stand-up riding.
The 1000 has a bit more legroom but its seat is about an inch higher–I can nearly plant my feet on the ground sitting on the 650 but I’m on the balls of my feet on the 1000. Although the 1000’s fairing is ever-so-slightly larger and its toolless 3-position windscreen does a better job of redirecting the wind than the 650’s (which also adjusts but requires tools), for the most part the two bikes provide a similar amount of wind protection. Passenger seating is pretty good, with the nod actually going to the 650 when saddlebags are installed, since its lower footpegs provide more foot and legroom.
V-Strom 650XT’s windscreen adjusts to three positions over a 1.5-inch range using tools. Stacked halogen headlight is a bit dim on either beam.
If the V-Strom 1000 didn’t exist, one would find very little to complain about on the 650, but it does and many riders think that bigger is better now. For starters there’s the
additional power; with 91.8 horsepower at 9,100 rpm and 66.2 lb-ft of torque at 3,900–though redline is a touch lower at 9,200 rpm vs. 10,000–the 1000 pulls much harder at high rpm, and there’s roughly a third more torque much lower in the powerband.
Though the bike weighs 44 pounds more, its added engine grunt makes highway cruising and passing (especially uphill) much more relaxed and two-up and fully loaded touring a breeze, and the bike squirts from corner to corner quicker with a lot less shifting. The 1000 also has an assist-and-slipper clutch that eases shifting a little.
Instrument panel with analog tach and LCD speedo display includes trip computer, fuel gauge, gear indicator and clock and is common to both the V-Strom 1000XT and 650XT.
In general, however, riding solo on the road we found that the 1000’s draw is less its additional power than it is the bike’s superior suspension and brakes. Rear binders are identical, but in place of the 650’s 2-piston floating calipers up front the 1000 gets radial-mount opposed 4-piston clampers, and a stout, 43mm inverted fully-adjustable cartridge fork on the 1000 replaces the 650’s 43mm standard damper-rod unit.
Rear shocks have convenient remote preload and rebound damping adjustment and the same travel, but the 1000’s beefier shock looks as if it ate the 650’s for breakfast. Both the 650’s quick, light handling and the 1000’s smoother, more neutral feel in corners have their virtues, but we found the 1000 much more stable and planted on bumpy roads and in turns, and its front brakes strong enough for any stopping task where the 650’s are just adequate.
Slightly tighter steering geometry and 44 pounds less weight make the 650XT more nimble in tight turns, but the 1000XT’s superior suspension and neutral steering give it an edge in faster bends, especially when it’s bumpy.
Suzuki Motion Track ABS and Combined Braking is also standard on the 1000, which uses a 5-axis IMU to help the ABS work in corners, and proportions braking force front and rear under certain conditions when the front lever is applied. In the long run, though the 650 can get through tight corners quicker and slices up traffic, we preferred the added stability, more predictable handling and braking and better overall ride of the 1000.
Depending upon your personal pucker factor and where you’re riding off-road, climbing on the 650XT after riding the 1000XT in the dirt will either feel like a huge relief or something of a disappointment. Their stock 90/10 ADV tires are comparable, but the 650 definitely has the advantage of less weight and a lower seat height.
Although they don’t have as much ground clearance or suspension travel as some of the competition, both the V-Strom 1000XT and “Wee”-Strom 650XT can tackle graded dirt roads or moderate 4×4 byways provided the rider uses some restraint. The 650 is lighter; the 1000 has better brakes and suspension.
While that doesn’t make much difference on graded dirt roads, in sand, tight turns and on hills it inspires more confidence, particularly at the lower speeds most of us mortals will be carrying off-road on these big bikes. But a skilled ADV rider will definitely prefer the 1000’s more robust brakes and suspension, and probably won’t be bothered by the additional weight.
2018 Suzuki V-Strom 650XT.
Jenny’s Gear Helmet: G-Max GM11 Jacket: Rev’It Tornado 2 Pants: Joe Rocket Alter Ego Boots: Sidi Deep Rain
Switchable traction control systems work well and identically in the dirt on both bikes, with 2 levels and Off, but should the need arise (like encountering a steep dirt downhill) the only way to turn the ABS off on either is by removing the seat and one of the ABS fuses. It only takes a few seconds, and the warning light will remind you to put the fuse back, but switchable ABS should be a standard feature on an ADV bike. DIY switch instructions are readily available online.
So, if it boiled down to owning one of these two bikes and nothing else, with no mods allowed, we ended up choosing the 1000, particularly if only a small amount or no off-road riding is involved. And even if there were a fair amount of dirt in front of us, we’d probably stick with the 1000 and just try to get better at riding it.
2018 Suzuki V-Strom 1000XT.
Mark’s Gear Helmet: Shoei Hornet X2 Jacket: Spidi 4Season H2Out Pants: Olympia Airglide Boots: Tourmaster Epic Air
A solo rider can easily make a case for the V-Strom 650’s superior fuel economy, and using the $4,000 saved by purchasing it instead to upgrade its suspension and brakes and buy a few aftermarket bits (like a good skid plate) to ready it for any adventure. But the 1000 is not that much bigger, heavier or taller than the 650, and with its extra power would also handle our two-up touring needs just fine while the 650 struggles with a passenger and full load.
There was a time in these models’ histories when the gap between them was wider and the V-Strom 650 was clearly the better choice. Both of these bikes are hugely competent and fun, but for 2018 the gap has narrowed, and now we think that bigger is better.
2018 Suzuki V-Strom 1000XT / 650XT
Base Price: $13,299 / $9,299 Price as Tested: $15,712 / $11,935 (Top Case, Side Cases, Tankbag, Centerstand, Accessory Bar) Warranty: 1 yr., unltd. miles Website:suzukicycles.com
But you can’t see the 2019 colour schemes, yet, officially…
Unlike some stories posted elsehwere, Suzuki’s iconic sportsbike, the legendary GSX1300R Hayabusa, will continue to be available from Australian dealerships in 2019.
Sucks to be them…
Suzuki European Distributors will not sell the current generation Haybusa due to the iconic road burner not meeting European emission controls.
Good to be us!
Suzuki however will continue to manufacture the Hayabusa and Suzuki Australia will introduce new colours for the 2019 model, next year. While they are coy on what those 2019 colour schemes will be, MCNews.com.au believes they will be the same, or very similar, to the colours that will be seen in the U.S.A. next year. These colours we show in the above headline image, and immediately below here.
2019 Suzuki Hayabusa
2018 Suzuki GSX1300R Hayabusa $19,450 Ride Away
The 2018 iteration of the Suzuki Hayabusa is currently available in Australian dealerships in two colours at a special run out price of $19,450 Ride Away with 12 months registration and is backed by Suzuki’s 24 month unlimited kilometre warranty. See offer here (Link)
$19,450 Ride Away on 2018 Suzuki GSX1300R Hayabusa
For further information, interested customers should visit their nearest authorised Suzuki Motorcycle dealer, who can be found via the Dealer Locator on www.suzukimotorcycles.com.au.
Indian Motorcycle has one of the best audio and infotainment systems on a motorcycle and it has just got better with a free software upgrade and phone app.
The new software will allow riders to plan their trip on their desktop computer with up to 100 waypoints then send it remotely to their bike’s infotainment system.
It will also allow riders to share their planned or completed rides on Facebook.
The app can be downloaded for free in the Apple Store and Google Play.
New models will come with the software upgrade already installed.
Software upgrade
Owners can update their current system at their local dealership or by downloading the software to a USB drive at the Ride Command Page then plugging into their bike’s system.
The page also acts as a platform for riders to plan and share rides. Currently it is an American page, but Indian Motorcycle Australia spokesman Chris Gale says they are working on developing the app and website for Aussie riders.
“The new app has been developed in North America and some of the website/app information and functionality is only available in that region,” web says.
“We are working to localise the app for the Australian market.”
Meanwhile, Australian riders can still use the app to download software updates, plan and track rides then download them onto their Indian Motorcycle.
Owners can also upgrade their Ride Command system by downloading the free 2018 map updates on the Ride Command Page or at their dealer.
Ride Command system
Indian’s Ride Command system has a 7-inch touchscreen that is glove sensitive. We’ve tested it with thick winter gloves and it works perfectly, including the pinch-and-pull motion to zoom in and out like on a smartphone.
2017 Indian Roadmaster Ride Command infotainment system
The system has a split screen so you can display a host of different information art the same time, or you can toggle through screens that show navigation, vehicle data, audio entertainment and phone call information.
Vehicle data includes fuel, oil, tyre pressure, battery charge and service reminders. American riders using the app can also now log their maintenance. The app has not yet been adapted for Australianuse.
A while back, I dedicated a Riding Well column to the topic of preparing ourselves for every ride. We have T-CLOCS to assess the condition of our motorcycles, but what about a way to gauge the condition of the human at the controls? That’s when I developed the acronym, “READY.”
Before you ride, ask yourself, “Am I READY?”…
Relaxed and in the right mindset for riding. Is your head in a good place? If you’re angry, stressed or distracted, it may not be the best time to get on the bike. Tired? Don’t press on. Honestly assess your mental and emotional state before you straddle your bike.
Equipped with proper riding gear. If you’re reading this, you’re likely inclined to wear ATGATT. But is that chinstrap fastened? Do you have gear that’s right when that temperature plummets after the rain storm (you have rain gear, right?). Don’t forget the clear face shield in addition to the dark one that’s on your helmet.
Anticipating the ride ahead. Before you roll on the throttle, roll through in your mind the things you can expect to encounter out there. Consider how the season, the day of the week and time of day can present different challenges and threats. The more you think through, the less chance you’ll be taken by surprise.
Drug and alcohol free. The best bet is to save drinking for ride’s end. If you do have a drink at that bike-friendly pub, be sure to give it at least an hour (per drink) before riding again. And, if you’re on medications, be aware of any side effects that may impair your riding acuity.
Yielding to more aggressive drivers. Maintaining control of a situation sometimes means giving in to aggressive drivers. Engaging with them puts them in control. Decide before you ride how you will respond to antagonistic drivers.
I keep a laminated, wallet-sized copy of this card with me and refer to it before every ride and after every stop along the way. Want a copy of your own? Here’s a PDF of the card that you can download and print out. Then you’ll always have it at the READY!
Suzuki to continue production of iconic model despite cease of sale in Europe.
Image: Supplied.
Following news this week that Suzuki’s European distributors will not continue to sell the Hayabusa model, Suzuki Motorcycles Australia has now clarified the iconic sportsbike will remain in dealerships throughout the country, with 2019 colourways due to be introduced in the new year.
The decision to not sell the current generation Haybusa in Europe comes due to the motorcycle not currently meeting emission controls, however Suzuki Motor Corporation will maintain manufacturing of the bike.
The 2018 iteration of the Suzuki Hayabusa is currently available in Australian dealerships in two colours at a special run out price of $19,450 ride away with 12 months registration and is backed by Suzuki’s 24-month unlimited kilometre warranty.
For further information, interested customers should visit their nearest authorised Suzuki motorcycle dealer, or visit www.suzukimotorcycles.com.au.
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