It is the second highest number of recalls in the past 10 years: 28 in 2017, 39 in 2016, 30 in 2015, 28 in 2014, 20 in 2013, 24 in 2012, 16 in 2011, 14 in 2010 and 23 in 2009.
The increase in safety recalls seems to mainly affect new models and could be the result of companies bringing these models to the market too soon in an effort to attract new buyers.
Brembo safety recalls
Faulty Brembo PR16 master cylinder
The biggest safety recalls of the year were over a single issue with Brembo PR16 front brake master cylinders.
They were fitted on motorcycles from a range of manufacturers such as Aprilia, Ducati,Husqvarna, KTMMV Agusta, TM Racing, Moto Morini and Horex, but did not affect aftermarket units.
The Italian brake manufacturer was again stopped in its tracks with a second major product safety recall for its replacement aftermarket rear brake caliper kits.
Ducati leads with six
Ducati had the most recalls of any manufacturer with six, four of which were for the Panigale V4 in its first year of production.
Scout models for brake issues; some Thunderstroke-powered models forfaulty right switchblocks; and Roadmaster for a lack of waterproofing in the rear top box.
Kawasaki 3
Z900RS for rear brake sensor issue; faulty centre stand on the H2 SX; and transmission failures on the Ninja ZX-10R and ZX-10RR.
Suzuki 3
DL650, GSX-S750 and GSX-R1000A for fuel leaks; GSX-R125 and GSX-S125 for engine mounting bolts breaking; and GSX-R1000A/R/RZ for chain breakages.
Yamaha 3
SR400 for an oil leak, MT-07 and XSR700 had loose chain protector bolts and MT-03 had noisy gears.
KTM 3
Sticking throttle on SX50 mini dirt bike (same for the Husqvarna TC50); 690 Duke R and 1290 Super Duke models for Brembo front brake issue; and 690 Duke and 690 Duke R for fuel leaks.
Triumph 3
Street Triple R/RS for switchgear electrical faults; Thruxton models for stalling issues; and most models were missing the correct stationary noise data label on the exhausts.
BMW 2
G 310 GS and R models had side stand breakages and a malfunctioning indicator light on their scooters, F series and R nineT Scrambler.
However, BMW also had a major issue with spokes collapsing but the company did not issue a recall.
TC50 sticking throttle and FS 450 for Brembo front brake.
Moto Guzzi 2
V9 and V 7 III for brake issues (not Brembo).
Harley-Davidson 2
Fifth recall for the onging hydraulic clutch problems on their touring models and trikes and brake issues on several models if the brake fluid is not flushed at least every two years as specified in the Owner’s Manual and Service Manual.
The three most popular articles this year have been about riders successfully obtaining justice either in beating incorrect fines or, in once case, getting a driver fined for road rage. In all cases we are happy to say that Motorbike Writer has played a role.
We published the original article in November 2017 with this video, but police weren’t interested.
But with pressure from the rider and MBW, police eventually fined the driver in January 2018 under Rule 268 (3): Part of body outside vehicle window/door – $325 fine, 3 demerits.
Without the rider’s helmet camera video, the rider might never have won justice.
It is an important example why some state governments should amend laws to allow cameras on helmets.
Adelaide rider Tim Byrne says he was fined for standing up while riding through some roadworks in January 2018 despite the practice being legalised in South Australia in 2016 and added to the Australian Road Rules this year.
So we suggested rider Alasdair “Ted” Cameron challenge the $371 fine through Maurice Blackburn Lawyers.
Senior associate Katie Minogue said she was confident her client had a “strong enough case” and was looking forward to their day in court.
However, at the last minute, VicPol have withdrawn the fine.
Once again, this means the issue has not been dealt with in court so no legal precedent has been set.
Motorbike Writer is happy to help you seek justice by promoting your cause. Click here to send us details of your incident.
Most popular
While these were the most popular new articles in 2018, our most popular reads for the year were older advice articles.
Our perennial top read seems to be our tips on washing your motorbike.
Second is an article about the correct tyre pressures for your bike, followed by what are the lowest seat heights with a comprehensive list of all motorcycle seat heights.
They are followed by advice on how to avoid a tank slapper, when to replace your helmet and even how and when to do the motorcycle wave!
In the Alps, a motorcycle is the best means by which to explore the rugged terrain, twisty roads, cafés and summer snow fields. And a tour company, such as Beach’s Motorcycle Adventures, makes it all possible. (Photo by Gretchen Beach.)
A motorcycle trip in Europe’s Alps is likely on your bucket list, but such a trip is daunting. You’ll have to arrange for a bike, book hotels and, possibly, convince others to share the experience with you. Finally, if anything goes wrong during your trip, who would you call? Well, traveling with a motorcycle tour company solves all those problems at once.
Last July, I took a Beach’s Motorcycle Adventures tour of the western Alps that attracted 20 participants, 18 of whom were veterans of previous Beach tours; this percentage of repeat riders speaks volumes about these tours and the support that tour leaders Rob and Gretchen Beach provide for their customers. Most members of our tour group had flown into Zurich, Switzerland, and converged upon nearby Baden. All were from the United States except for a delightful couple from New Zealand.
An impromptu cruise on Lake Lucerne revealed views of gorgeous homes, hotels and mountains.
When our bikes arrived, we were introduced to the BMW motorcycles we had reserved from Beach’s rental fleet. Besides saddlebags, each was equipped with a GPS unit programmed so that we could ride one of several recommended daily routes or explore on our own. Rob instructed us on how to use the GPS units, and we were on our way.
Our 12-day tour through Switzerland, France and Italy began with a Tuesday ride from Baden southwest to Ornans, France. We first passed through an industrialized area with a good deal of traffic, but the Europeans often utilize roundabouts rather than stop lights so we kept moving regardless. The tour book we were given was filled with all sorts of historical and practical information about our two or three daily suggested routes, along with a map, all loaded into the GPS. They were often on small, local roads we would not likely have found on our own.
In Gruyères, Switzerland, we were treated to a dinner of its famous cheese fondue in an outdoor setting.
For weeks prior to the tour we had been receiving correspondence from the Beaches enlightening us to such considerations as foreign currencies, tipping, overseas phone calls, use of ATMs, credit cards, dress codes, packing tips and more. Then a month prior, here came a beautiful luggage bag for each participant, embroidered with the Beach’s logo and our names! The strong suggestion was to pack no more (other than riding gear) than what could fit in this bag. On traveling days we would set this packed bag in the hotel lobby, then van driver Henri would transport it to our next hotel and the bag would be waiting in our rooms when we arrived.
Soon our trip settled into a pleasant rhythm. European hotel breakfasts usually consist of sliced meats and cheeses, with croissants and breads, plus tea or coffee. Breakfasts and our varied, delicious dinners were included with the tour price, except for two dinners when we stayed a second night at the same hotel. This allowed us to explore the local restaurants.
Dinners, such as this salmon plate in Moustiers-Saint-Marie, France, were universally impressive and delicious.
On our first Wednesday we rode to Talloires, France, where our hotel overlooked Lake Annecy and a distant castle across the water. This was followed by a free day on which most of the riders went off to explore the countryside, while our passengers stayed in town to explore the local shops.
As we gathered for breakfast Friday morning, we found Rob at a table surrounded by a stack of GPS units. We learned that the Tour de France bicycle race was passing near our intended route, roads were closed, and we would have to re-route if we hoped to reach our next hotel at a reasonable hour. Now Rob was hard at work programming a new route for our convenience.
The old bridge in Lucerne, Switzerland, lured us to take a stroll.
Our route took us to Rencurel, France, passing through several tunnels and a stunning gorge in which the road actually undercut the mountain. When riding in the States, I spend most of my travel time in fifth and sixth gear. In the Alps, however, I spent most of my time in second and third gear. As a result, a 150-mile ride in the U.S. that takes three hours may take twice that long on the tight, twisty roads and first-gear hairpins of the Alps. Most of our riding days here were four to six hours, plus stops. Also, summers can be hot in the Alps and most hotels here–though delightful–do not have air conditioning.
Did someone say something about tight roads? At times I could swear I saw my own taillight in front of me!
The Alps involve very tight, technical roads that will test your slow-speed riding ability on multiple series of hairpin turns. Some were so tight that, on several occasions, I swear I could see my own taillight in front of me! For these tight mountain roads you don’t need a big bike, but something more agile. I had requested a BMW R 1200 RT for my passenger Frances’ comfort, but had I been solo would have preferred perhaps an F 700 GS.
Our hotel in Moustiers-Saint-Marie, France, offered a charming view of the mountains.
That Sunday we came within sight of Moustiers-Saint-Marie, France, a town set high against the backdrop of a massive gray wall of rocks, the buildings painted a complementary shade. This was to be our stop for the next two nights, and we found our hotel situated next to a beautiful arched bridge, below which flowed a steep, narrow, powerful waterfall. Its pleasant whoosh would be the backdrop for our sleep those nights.
The Grand St. Bernard Pass offers food, lodging and spectacular views.
Our next travel day, Tuesday, we headed for Auron, France, and were soon immersed in the sweet fragrance of lavender fields and the sight of acres of sunflowers shaking their yellow heads in the light breeze. Now we began to enjoy the ultimate mountain experience as we rode over some of the Alps’ highest passes. All the way up Cime de la Bonette, the highest at 2,802 meters (9,193 feet), were cars, motorcycles and bicycles, then a plaque at the top. I was feeling quite a sense of accomplishment for having ridden here…until I met a bicyclist from Chicago who had pedaled his way to the top.
Rob and Gretchen Beach were our amiable and informed guides.
On the next Thursday, from Sauze d’Oulx to Courmayeur, my co-pilot Frances and I encountered Rob and Gretchen who asked, “Do you want to have a picnic?” When we enthusiastically agreed they led us to a small specialty shop where we bought bread, sliced meats and cheeses. Then at an ancient bridge on the Col de l’Iseran (9,088 feet) we hiked past an old block building where, on a rocky, flower-strewn hilltop, Gretchen produced our repast as the far-off mountains shone with a necklace of glacial snow.
Narrow roads and tight turns indicate that a smaller bike may be preferable to a larger one in the Alps.
In Italy we were also fully immersed in the Alps experience, riding through small villages with streets barely wide enough for a car…or a wagon when they were constructed centuries ago. We encountered people strolling, flower boxes on windows from which emanated the fragrance of cooking or pipe tobacco. There is usually a war monument or two, sad reminders of those lost. Permanent glacial snow fields slump in the mountains, sending waterfalls rushing beside the road, sun so brilliant it can make you cry, rain so hard the pavement looks like a shag rug.
The interior of the Atrium Hotel Blume in Baden, Switzerland, was inviting indeed.
These tours allow one to interact with the locals on pre-selected routes. Rob led us to a restaurant in Courmayeur, where over dinner the friendly owner sang and mingled with our group like the uncle I used to have.
I want to stress that the Alps with their narrow roads, hairpin turns and changeable weather can be daunting, but Rob, Gretchen and van driver Henri went out of their way to care for their tour participants. When one rider had a mishap four hours from the hotel, Rob and Henri drove out to retrieve him and his bike. When some had trouble understanding the GPS, Rob conducted a mini seminar in addition to the group seminar. When Frances needed a backrest, Henri rigged one up for her from a step stool and rear seat from the spare bike. Not confident finding your way around? You’re invited to follow Rob and Gretchen to the next hotel.
Our tour members quickly coalesced into a group of riding friends.
In short, during our Alps experience with Beach’s Motorcycle Adventures we were well informed and cared for, our bikes pre-arranged and we gained many new friends with whom to share the experience. With nearly 200 tours under his belt, Rob Beach has the details dialed in. And when we returned home, we found that Gretchen had posted a 23-minute video of our tour that we could show our friends via the Internet. In all, a thoroughly enjoyable time.
The Beach’s Alpine Adventure West will run August 25-September 8, 2019; for more info visit bmca.com.
Map of the tour route, by Bill Tipton/compartmaps.com.
Nearly six decades on, and the Norton Manx continues to be raced and refined
As Kevin Cameron points out, years of refinement would turn the Manx into “a very detailed elaboration of a simple concept.” Much like a formal English garden.
For 2018, Triumph offers Tiger 800s in a six-bike lineup, all incorporating extensive upgrades. The top-dog 800 XCA we tested features six riding modes: new Off-Road Pro, Off-Road, Road, Sport, Rain and a Rider-Customizable mode, as well as programmable power levels, traction control, ABS intervention and more. Even better, the core mechanicals perform delightfully well too…. Photos by Kevin Wing.
Ina world flush with outstanding large adventure bikes displacing 1,200cc and more, the Triumph Tiger 800 presents a convincing argument for middleweights. We sampled 2018’s top-of-the-line off-road-oriented XCA Tiger 800 variant, which boasts more than 200 upgrades compared to the prior edition; it’s now brimming with high-tech features that deliver a ton of versatility and convenience, along with a load of thoughtful, real-world enhancements.
To some, the engine with its newly added six riding modes may deliver the biggest surprise. Refinements include a new, lower first-gear ratio for more rapid engine response, while the torque curve remains flat as can be for an impressive power hit. This engine is a runner and it builds revs with a vengeance, starting with a raspy snarl that develops into a wild-animal howl in an eager, cammy rush. It’s only during top-gear roll-on passing that the missing 400 or 500cc become apparent, so just downshift!
Otherwise, the 800 delivers all it’s got in a seamless manner that makes riding a delight. Fuel metering, throttle response, driveline lash, gearbox action, gear spacing and clutch actuation are all practically perfect, so glitches don’t intrude on the riding experience.
Our main complaint concerns engine heat that grows painfully toasty in stop-and-go traffic when air temps climb above 80 degrees, especially on the left side where hot air flows from the radiator onto the rider’s left leg virtually unimpeded. Also, a light buzz builds in the handlebar near 70 mph, then smoothes out at higher speeds; part of this is due to vibration harmonics in the handguards, a quirk common to many ADV and dual-sport bikes.
The longish 60.8-inch wheelbase lends stability, while rake and trail figures of 23.4 degrees/3.7 inches make for light, quick steering, especially given the wide handlebar and narrowed cross-section of the 21-inch front tire. A very intuitive partner, the Tiger dances beautifully down twisty roads.
Super-aggressive riding will get the front tire howling sooner than would be the case with a 19- or 17-incher due to the reduced contact patch, but all in all, it’s a non-issue for the vast majority of sporting street riding. It’s also quite comfortable for highway travel, and the new left-side cruise control button proves a welcome convenience.
Lots of backlit controls, including a clever mini-joystick, mount on the left side for easy access.
New dual Brembo front brakes deliver strong stopping power and excellent feel. These twin-piston-caliper binders offer a softer initial bite compared to super-aggressive
supersport brakes, but you wouldn’t want racetrack-style braking when you’re in the dirt anyhow. We did notice the slimmer tire tends to nibble a bit while running along on freeway seams or rain grooves, but it’s a minor quirk that you’ll ignore in time.
Meanwhile, if you’re really going to get serious about off-road adventuring, the front wheel will accept DOT-approved knobby tires (tubes required) that will perform much better in the dirt, albeit at the cost of pavement performance. For hard-core dirt adventurers, the XCA now adds a sixth riding mode, Off-Road Pro, so riders can turn off the ABS and other systems for total control.
The 21-inch front wheel, WP fork and dual twin-piston Brembo brakes all add to ADV functionality.
The excellent WP suspension feels firm yet compliant, and I am no lightweight. Extra off-road-oriented travel means the Tiger 800 sucks up bumps, patches and holes with ease on neglected back roads with old, broken pavement; no spine-jarring hits here, yielding a huge advantage over sportbikes and naked bikes that would struggle with less suspension travel.
Seating is upright and spacious and the seat can be altered between 33.1 inches or 33.9 inches in mere seconds. I chose the taller position to appease my aging knees, and the longer reach to the ground didn’t present any problems for me with my 31-inch inseam. The seat is wide and firm although not cushy comfortable.
A new, well-designed windscreen can be easily set to any of five positions using one hand.
A new one-hand-adjustable, spring-loaded windscreen is ingenious in design and easy to alter while underway. In the lowest of five positions the oncoming windblast strikes this six-footer right about eyebrow level, and the clean airflow creates little curl-back or buffeting. Despite their modest size, the windscreen and deflectors redirect windblast away from the rider’s torso well, producing a decent still-air pocket.
Riders may choose between six styles of displays for the easy-to-read, full-color, 5-inch TFT instrument screen.
The new 5-inch, full-color TFT instrument panel stays easily readable day or night, with nice levels of contrast; the readout configuration can be custom selected to suit rider preference. Lots of the backlit switchgear has been moved to the left side of the handlebar, including a five-way joystick that greatly simplifies navigation through the many riding mode/display menus.
However, the joystick on our bike proved to be a bit sticky, locking in place until manually returned to center; hopefully this glitch is unique to our test bike, as this innovation makes it quick and easy to navigate through the plentiful mode options.
Comfy ergonomics can be adjusted for seat height and handlebar position. Riders headed off-road will appreciate the XCA’s 21-inch front wheel, but all Tiger 800s shine brightly on old busted-up back roads.
When balancing the scales, whatever edge the Tiger 800 trades away in cubic inches and punch compared to big ADV bikes, it gains back in more nimble handling, easier slow-speed maneuvering and better off-road manners thanks to a 35- to 80-pound weight savings. In short, this middleweight hits that sweet spot right in the middle. And for the Triumph Tiger 800, that’s a very good place to be.
A record number of rookies and women will contest the 41st Dakar Rally in January which will be held in one country for the first time.
Chile, Argentina and Bolivia have pulled out of the event, leaving just the dunes and high altitude of Peru to tackle.
The route
The rally will also be the shortest in history at 5000km with 3000km of 10 special stages with two rest days.
It all starts in Lima on January 7 with 534 competitors in 334 vehicles, 149 of them motorcycles, with a record 135 newcomers in 97 vehicles vying for rookie awards.
The contenders
Toby Price
KTM is hoping for its 18th straight win with Aussie 2016 winner Toby Price (#3), 2017 victor Brit Sam Sunderland (#14) and incumbent champ Austrian Matthais Walkner (#1).
Honda’s team includes Kevin Benavides (#47), Paulo Gonçalves (#2) and Joan Barreda (#5) with Yamaha led by Adrien Van Beveren (#4) and Xavier De Soultrait (#18).
Aussie riders also include Queenslander Rodney Faggotter (#25) on his fifth Dakar mission after finishing 16th last year on his Yamaha.
Rodney Faggotter
Rookies and women
Other Aussies are Dakar rookies Victorian Ben Young (#72 Duust Rally Team) and Canberran James Ferguson (#121 KTM).
The largest female contingent since the Dakar moved to South America a decade ago includes 17 women.
There are two female riders: Laia Sanz (#17) in the factory KTM team and Spaniard Sara Garcia (#98) on a Yamaha.
A record 34 brave motorcycle and quad riders have chosen to enter unassisted in the “Original by Motul” class, previously known as the Malle Moto.
How to watch the rally
As usual, SBS TV in Australia will broadcast half-hour highlights free and in HD at 6pm from Tuesday, January 8-18.
Or you can stream live via SBS Sport and SBS On Demand.
Stage replay is also available on SBS VICELAND nightly from about 7pm.
Screening times may vary in your state, so check your local guide.
Motorcycle helmets are getting smarter all the time with head-up display, crash alerts, air-conditioning and active noice-cancelling, while some riders (or pillions) are not so smart (watch this video!)
It’s not yet certified for Australia and may have some difficulty getting Euro approval as some European countries ban Bluetooth and/or earphones in helmets.
Helmet AC
If you believe in global warming, then airconditioning for helmets will be vital for the survival of motorcycles.
There have been all sorts of strange contraptions to add to helmets.
The biggest problem with all this smart motorcycle helmet technology is that it will make helmets more expensive, so you will not only need to lock your bike from thieves, but also your helmet.
So here comes the Kobe Smart Helmet Case which electronically secures your helmet to your bike when parked and neatly folds away when not in use to be visually discrete and aerodynamic while riding.
Sounds like a good idea, but it will cost you €199 (about $A310, $US225).
Kobe Smart Case
While tech tries to make our heads smarter and safer, some people would prefer no helmet or even a turban!
Technology dominated motorcycle news this year with jet thrusters to prevent low-siders, sidecars with a drone launching pad, plus self-riding, self-balancing and even flying motorcycles.
While most of these are fanciful or far-off innovations, there was some advance in more useable technology.
Ducati and KTM have made giant leaps forward with Bosch developing blind spot alerts to prevents sideswipe accidents and adaptive cruise control that keepsthe bike a set distance from vehicles in front.
Big Bosch tech
Bosch tests jet thruster
But the biggest tech story of the year for us was the Bosch jet thrusters that prevent low-siders.
The system uses pressurised gas to blast a jet of air out of the high side of the bike when sensors, gyroscopes and accelerometers detect the wheels sliding sideways.
This sudden jet of air is designed to help counteract the slide pressures and lift the bike back up.
ON the one hand, it would be great to have tech that would prevent low-sides, but just how much will this add to the weight of the bike and its expense.
And, like an airbag inflator it would be a one-time activation, so you would be up for the expense of a new activator after it’s been deployed.
Given the problems with faulty Takata airbags, we’re not so sure about this tech.
Quirky tech of the year
There have been some quirky bits of tech this year.
One of the most interesting is Suzuki beacon light that shines on the roof to make traffic aware of the rider’s presence.
They filed for a patent this year so it may be a while before that comes to market.
Furion M1 Hybrid SportBike
Then there’s the Furion M1 hybrid motorcycle from France that has a Wankel rotary engineand an electric motor. So far, its only CAD images on a computer screen.
And here’s some tech you never thought you would need that will be available soon in Australia.
Owner Enrico Grassi says he has prepared the 2019 riding season “with more determination and passion”.
Having a local guide like this Roman rider is a distinct advantage as he knows and rides all the roads, and he has a great knowledge of local history, foods and the best wines to have with dinner.
Enrico, Mrs MBW and me at the Pantheon in Roma
His tours range from 8-12 riding days visiting scenic destinations such as the Amalfi Coast, Italian Alps, Dolomites, Tuscany, Chianti, Sardinia, Corsica, or even watching the MotoGP races at Mugello and Misano circuits.
All include twisting country roads, historical destinations, spectacular views of the mountains and the Mediterranean with four-star hospitality.
“After the sun has set, there’s plenty of opportunities to experience the culture, the food and wine, the night-life and the passion of this amazing country,” Enrico says.
Hear The Road Motorcycle Tours Italy provides motorcycle rental, accommodation with “a local flavour”, luggage transportation and transfer from and to the airport.
