Eccles drew inspiration from dragbikes, saying, “Dragbikes were an inspiration with the XP, you’re literally riding the motor. This is a deceptively powerful bike and I wanted to physically embody that raw power.” Other sources of inspiration include rally car aerodynamics and experimental aircraft. Scroll through the photos to see how all of this inspiration was embodied into a custom electric motorcycle.
The King of Every Kingdom Around the world on a very small motorcycle
With J. Peter “The Bear” Thoeming
We last left The Bear in Portugal in Part 18, he now continues on towards Meknes in Part 19. Turns out crossing to Africa is easy. Dealing with the traffic can be a little harder.
We toured the old town, the Alfama, on the outfit and had trouble fitting through some of the narrow, steep streets. There are excellent, cheap restaurants here, specialising once again in seafood, and we had marinated fried tuna and grilled sardines.
The people gave us good-natured advice – don’t park there, traffic comes around the corner so fast! There was so much gesticulating that I understood Portuguese quite easily.
Trams run through the alleyways, and on blind corners there are men with table tennis bats – one side red, the other green. When a tram comes along, they show you the red side of the bat and you stop. Portuguese policemen are rather more fortunate than the Spaniards and get BMWs on which to ride around.
Local drink was easy to find with a local pear brandy sampled on one occasion, with plenty of history behind what was available
It was Millie’s birthday, and we bought her a cake, which was much appreciated. We also found a laundromat and did some long-overdue washing, and I invested in a litre of the cheap and delicious local pear brandy.
Going south again, we took the coast road through Simbales. It must have been a sleepy fishing village not too long ago, but has been caught up in the tourist trade now. A castle overlooks the town, looking suspiciously like a dozen other castles we’d seen in this country.
I have a theory that they’re mass-produced in cardboard and erected anywhere there are tourists, for atmosphere. Possibly they soak them in the kind of resin the East Germans were using for the Trabant cars, to make them rain-resistant.
Over lunch we were serenaded by a great flock of goats with bells around their necks. Shortly afterwards, I pulled out to overtake a truck and suddenly found a car coming the other way. I opened the throttle of the XS a little too far and we went past the truck on the back wheel. A rather unexpected bonus, considering the load we were carrying…
Our map showed a bridge across the river mouth here, but that turned out to be a misprint and we had to brave the Setubal one-way system again. Then we did something very naughty—an oil change by the side of the road, running the waste oil into a pit and covering it up. Considering that everyone else does the same thing, without covering it up, we didn’t feel as guilty as we might have.
Castles were suspiciously similar in this region of the world, with maps often unreliable
In the Sines campsite we watched the Magic Roundabout on TV, dubbed into Portuguese; it didn’t seem to lose anything in the translation, and Zebedee was as cute as ever.
A German engineer we met suggested we take the mountain road rather than the coastal highway down to the Algarve. We were glad we’d followed his advice when we found a well surfaced, twisting road lined with enormous gum trees and pine forests. We did have one heart-stopper along here, however.
I had just paid at a service station when I turned around and saw the Yamaha wreathed in smoke. By the time I was half-way to the sidecar for the fire extinguisher, I realised that it was just steam. The attendant had washed some spilt petrol off the tank and the water had vaporized on the hot engine. Quite a relief.
We had organised the catering so that one couple bought the food and cooked for a week and then handed over to the others. When Neil and Millie handed over to us down on the coast, they had overspent badly and we had another argument.
The goodwill of Biarritz was wearing thin. Then Millie was cheated of £14 of the kitty, changing money at the border, and didn’t notice until we’d crossed to Spain on the rickety old ferry. It wore even thinner. Regrettably, things that don’t really seem to matter very much in normal life can take on great importance in the hothouse conditions of a long tour.
Our map showed a motorway from the border to Seville, but this turned out to exist only on paper, so we took longer to cover this stretch than anticipated. By the time we got onto the motorway to Cadiz, we were riding into the setting sun; and the last stage down to Algeciras was done in the dark. But it was a remarkably good road; we stopped for a roadside dinner with coffee and arrived at the campsite in good shape.
Neil and Millie took the XS to Granada to pick up the mail and Annie and I did some shopping for Africa, mostly packet soups and a bit of booze. We also chatted to a chopper-riding Swede in the campsite who had just returned from Morocco. He made it sound just like every other Muslim country I’d been to.
We were at the wharf quite early the next day to catch the ferry, and Annie went off to mail some letters while we were waiting. Neil and Millie decided to get the outfit on board to make sure it was out of harm’s way, and disappeared down the dock. Then, ten minutes before time, our ferry cast off and sailed! Annie returned and we stood watching our companions disappearing around the mole. Or so we thought.
Just then, an elderly French chap I’d been talking with earlier came over and asked us if we weren’t going to Ceuta. Of course we were, but – regardez, la bateau marche. Oh, non, he said. The Ceuta boat was farther down the wharf, but we’d better get there toute suit or it would go without us…
We made it onto the Virgin of Africa – the right ship!
Annie and I were on the bike, down the other end of the wharf and aboard the good ship Virgin of Africa in a time that would have made Graeme Crosby proud. I always did have a habit of jumping to conclusions.
Morocco
Going from Spain to to Ceuta is pretty much just like crossing the English Channel; even the ferries are similar—the main differences are that you get a view of the Rock of Gibraltar on this one, the crossing only takes two hours and you stay in the same country.
Ceuta is rather like a dusty, grubby Singapore with all the atmosphere of excitement that free ports get. The mailing slot in the post office is the mouth of an enormous brass lion’s head, which impressed me no end. The story goes that if you tell a lie while your hand is in the lion’s mouth, it will close and crush it. Not true. Heh.
The border was slow, but fairly relaxed. We were apprehensive, having heard horror stories, but the only horrible thing that happened was that we had to lay out a fortune for insurance. Customs seemed very keen on guns and radio transmitters, but we assured them the bikes held neither and they let us go.
We were stopped for papers twice before reaching our camp at Martil, but weren’t delayed much. Over dinner we discussed the financial situation, for once without acrimony, and Annie took over the management of our funds from Millie. The Martil campground was quite reasonable, with a reassuring wall and trees.
The amenities block, however, had a broken tank on the roof, which led to cascades of water pouring down the walls and over the door. It was rather like walking under a waterfall into a river cave to brush your teeth.
Tetouan, which we reached the next day, is the main tourist trap in the north and catches all the day-trippers from Spain. We parked in the main square while Annie went to change some money, and were handed all the usual lines: ‘I am from the tourist office. You are very fortunate, today there is the annual market, just one day….’ We had been told about this line, and assured that the market was not only on every day of the year, it also had prices especially inflated for the suckers.
‘You want some dope? My father grows best quality….’ I get rid of these guys by quoting, with a straight face, a Reader’s Digest story I once read on the horrors of ‘the weed’. We had a bit of fun there in the square.
A closer look at some of the hospitality along the way
The road south through the Rif is lovely, with steep, scrubby hillsides reaching up to snowy peaks on both sides as it winds up to the plateau. After a stop to buy lunch at Chechaouen, a pretty little hill village, we pushed on towards Meknes – pushed on rather carefully, too, as the road was lined with some unpleasant car wrecks and we weren’t keen to add a bike.
The light was failing when we reached Meknes, and the politeness of a Moroccan bus driver nearly killed Annie and me. A lot of vehicles have a small green courtesy light affixed to the back, which they flash when the road ahead is clear. I took this bloke’s word – or rather light – for it, but he was wrong. I made it back into the line of traffic with inches to spare.
We bring the first snow for 15 years to Meknes, next instalment. Who says motorcyclists can’t affect the weather?
Greg Hancock, the four-time world speedway champion, has announced his retirement after a glittering career which marks him out as one of the greats of the sport.
Hancock’s longevity is something to behold. I remember watching this great new young American talent on the speedway circuit when I myself was a kid when the solos would frequent Clarement Speedway back in the day.
FIM Speedway World Championship 2016 Final Standings – Greg Hancock 139 – Tai Woffinden 130 – Bartosz Zmarzlik 128
Greg Hancock
“Over the last 12 months of missing a full racing season, I’ve had much time to reflect on my amazing career. Racing at the highest level, winning four World Championships, Team and Pairs World Championships amongst many domestic league championships, were amongst the most challenging and successful times of my life to date,” Hancock said.
“This last year taking care of my wife and family became life-changing in many ways and put life into a new perspective. I am pleased with my racing achievements and believe it is time to move on to a new chapter. As difficult as it is to make a decision like this, it is the right one.
“Although I am stepping away from the racing part, I do not plan to exit the scene. I have plans that will keep me close to the sport and we’ll see where that goes in the weeks ahead.”
Greg Hancock at the Melbourne Speedway GP in 2016
The announcement follows Hancock’s withdrawal from the FIM Speedway Grand Prix series of 2019. The decision to retire to spend more time with his family means that the Californian will not compete in the FIM Speedway Grand Prix series in 2020.
Hancock, 49, is the only rider who has been part of the SGP line-up every year since the series was launched in 1995. Up until September 2014, he raced in each and every SGP event staged – an unbroken run of 177 appearances.
Greg Hancock 2014 FIM Speedway GP Champ
He has made 218 SGP appearances in total and scored 2,655 points from 1,248 heats – both records. Two more records he holds are the most heat wins at 455 and his 92 SGP final appearances.
Greg Hancock’s pits at the 2016 Melbourne Speedway GP
One of his most notable feats was winning his first world title in 1997 and claiming his second in 2011 – 14 years later. The longest break between title wins was previously seven years. He also won three of his titles after turning 40, making him the oldest champion ever.
Greg Hancock took four world titles
Armando Castagna FIM Track Racing Commission
“Greg Hancock’s retirement is a big shock for the speedway world and he will be missed a lot by everyone. The FIM understands and supports the reasons for his announcement and we are close to him and his family in this hard decision. I’m sure Greg will not leave the speedway world completely and I’m also sure that he will remain involved in track racing. His experience, knowledge, charisma and advice will be welcome, in any position he will take in the future inside the sport. As a personal friend, I wish him all the very best for the future.”
Greg Hancock won’t be disappearing from the sport of speedway altogether Source: MCNews.com.au
In response to rider concerns about the safety of white line bumps, Transport for NSW conducted tests with a range of riders and found concerns may have been overstated.
The raised bumps of thermoplastic material in painted lines are called audio-tactile line-markings (ATML) and sometimes erroneously called ripple or rumble strips.
Roads and Maritime Services and Transport for NSW claim they alert motorists when they veer out of their lane, reducing fatalities and injuries from head-on and run-off crashes by 15-25%.
The study began last year and involved a pre-test survey, practical session at the Crashlab in Huntingwood, NSW, and post-test survey and discussion.
Five motorcyclists with a range of riding experience rode over the bumps in straight lanes and on curves, in wet and dry conditions, while braking and accelerating at speeds up to 95km/h. First-aid officers were on site.
Each rider was asked about their perception of safety of ATLM before a practical session riding on ATLM at Crashlab, and then again after the practical session.
After the practical session, all of the participating motorcyclists reported higher confidence in riding over the strips.
Their perception of the safety of the strips on a scale of one to 10 went from 6.75 in the dry to 8.6 and from 5.45 in the wet to 7.60.
Be wary
Dr Tana Tan
Safe System Solutions Research and Evaluations Lead, Dr Tana Tan says riders should still be wary of the road bumps.
“Riders who understand that ATLMs are not as detrimental to a motorcycle’s stability and handling as first thought are still likely to be aware of the presence of ATLMs but perhaps not be as concerned about them as before,” says the Honda VTR1000 rider.
“I would still encourage riders to not ride over them on purpose and treat them as they would any other line marking.”
Ongoing testing
Centre for Road Safety executive director Bernard Carlon says they will continue to “work closely with peak motorcycling groups” and monitor locations where ATLMs are installed.
“The marking is particularly effective in managing driver fatigue, one of the leading causes of road crashes in NSW,” he says.
“As we continue to monitor the locations where ATLM has been installed, all road users, including motorcyclists, can benefit from the marked improvement in safety they offer.”
The performance requirements in R145 are for dry and wet retro-reflectivity, skid resistance, colour, colour change, luminance factor and degree of wear.
Have you experienced any issues with these line bumps on your motorcycle? Leave your comments below.
At the time, COO Brett Balsters said that if the Melbourne service was well received, “we will get Sydney going first and then shift our attention on Queensland”.
However, Scooti Motorcycle Taxi Service appointed Deloitte as an external administrator on 4 February 2020.
The first creditors’ meeting will be held at Deloitte in Bourke St, Melbourne, at 9.30pm on Monday (17 February 2020).
We contacted Brett for comment, but did not receive a reply.
Scooti COO Brett Balsters, CMO Eva Krane and CEO Cameron Nadi
However, when the service launched, Brett said it had taken a “lot of meetings” to sort out safety and other issues with the Victorian Government to get the service started.
Scooti spending
A source tells us the company had indulged in “wild spending, silly spending” and was “unaware of their potential client base”.
In their confidential email, the source also claimed riders were given “pathetic pay”.
“Their claims of fair pay and rider bonuses are completely false. No documentation, no rider updates, just nothing. False promise.
“They are shifting into the delivery sector whilst letting the taxi riders down. Most taxi riders have left because the client base is almost non-existent.
“Management lying to riders about promised forthcoming clients that never eventuate.”
Aprilia plan to introduce a lower-powered version of its upcoming RS 660 lightweight sports bike so it can be ridden by learners and novices under the European A2 motorcycle licence.
The announcement came in a quirky Instagram post that says “A2 driving license? Aprilia RS 660 95hp version confirmed! Keep updated!”
The A2 licence is a similar system to the Australian and New Zealand Learner Approved Motorcycle System, so there could be scope to also make a LAMS version alongside the fuel-powered version.
This has been done with several other bikes on the market, notably the Yamaha MT-07LA which has reduced capacity (from 689cc to 655cc) and restricted power (from 55kW to 38kW) via 25% throttler restriction, different cams and pistons.
Yamaha MT-07LA
The lithe Aprilia RS 660 weighs in at 169kg dry and fits in the 660cc or below capacity limits of LAMS.
However, they would have to do a fair bit more power restriction on the 95hp (70kW) bike to fit the scheme which also has a power-to-weight formula of 150 kilowatts per tonne or less.
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Top speed has been the Iwata factory’s big issue for a number of years. Last year we saw Viñales, Rossi, Quartararo and Franco Morbidelli (Petronas Yamaha SRT) unable to lay a glove on the likes of Honda and Ducati, even in the slipstream. The positive news is that Yamaha have seemingly found a decent chunk of horsepower with their new engine, with Viñales hitting a top speed close to that of KTM and Honda at Sepang. With more top speed and an improved chassis, Yamaha looks to be right in the hunt at the start of 2020.
The new CVO Road Glide against a more conventional model; while anyone can order a standard-issue Road Glide, the CVO model will be as rare as hen’s teeth.Harley-Davidson
The new CVO Road Glide, available in any color as long as it’s Premium Sand Dune (a sort of satiny eggshell with a pearl topcoat), stands out against its darker-hued stablemates and goes by Harley’s lettering nomenclature as FLTRXSE. It also cuts a unique niche for itself, not being a massive touring bike (Limited), three-wheeler (Tri Glide), or more conventional bagger (Street Glide, whose fork-mounted fairing and less streamlined bodywork conveys more nostalgia than sleekness).
This CVO’s paint is available only in one color: Sand Dune monotone, which is finished with a pearl topcoat. Look closer, and you’ll see gloss black and black onyx finishes.Harley-Davidson
The Road Glide packs a Milwaukee-Eight 117 V-twin, a CVO-specific powerplant Harley says is the largest, most powerful engine it has ever offered. Feeding the mill is a high-performance Screamin’ Eagle Heavy Breather intake for better airflow into the engine. The nearly 2-liter twin produces 125 pound-feet of torque thanks to the revised intake and more aggressive camshaft; horsepower output is not quoted. Larger-diameter, 21-inch front and 18-inch rear split seven-spoke wheels add an airier look to the Road Glide’s profile, while aerodynamically resculpted bodywork ensures bits like the Fang front spoiler don’t adversely affect high-speed stability. A wind tunnel-tested shark nose fairing promises adequate protection from gusty breezes (as do heated handgrips), with triple slipstream vents to reduce uncomfortable buffeting. Mounted to the fairing are Daymaker LED reflector headlamps for appropriately blinding forward vision at night. Although the panniers won’t exactly swallow bulky objects like helmets, the molded saddlebags do incorporate One Touch latches for single-handed operation.
The front three-quarter view reveals clean lines and sleek contours.Harley-Davidson
Although it seems contrary to the old-school potato-potato vibe, Harley’s suite of tech manages to plant the CVO (somewhat reluctantly) into the 21st century. For starters, H-D Connect is Harley’s subscription-based cellular connectivity package that allows cellphones to tap into key info on the bike’s mechanical health, security status, and service needs. The Reflex Defensive Rider Systems uses cornering ABS and traction control along with features like a drag-torque slip control system to manage the motorcycle’s dynamics. The CVO also gets a wireless headset linked to the Boom! Box which uses 600 watts to power bi-amped speakers, and integrates a 6.5-inch touchscreen with navigation and Apple CarPlay.
An aerodynamically tested and developed fairing promises smooth high-speed riding.Harley-Davidson
While custom bits like the Kahuna Collection muffler end caps and brake pedal cover are sure to garner attention, the CVO Road Glide’s ultimate secret weapon is its rarity: With only one or fewer bike available per dealership, this small-batch bike likely won’t last long.
Although it lacks the attractiveness of the Screamin’ Eagle Heavy Breather air cleaner, the left of the CVO still manages to look sharp.Harley-Davidson
2020 Harley-Davidson CVO Road Glide Specifications, Features, And Price
PRICE
$40,999
ENGINE
1,923cc (117ci) OHV four-stroke V-twin
BORE x STROKE
103.5mm x 114.3mm
COMPRESSION RATIO
10.2:1
FUEL DELIVERY
Electronic sequential port fuel injection
CLUTCH
Hydraulically actuated, wet
TRANSMISSION/FINAL DRIVE
6-speed/chain
FRAME
Tubular steel
FRONT SUSPENSION
49mm dual bending valve; 3.6-in. travel
REAR SUSPENSION
Hand-adjustable shock; 2.2-in. travel
FRONT BRAKES
4-piston caliper, dual 300mm discs w/ ABS
REAR BRAKE
4-piston caliper, 300mm disc w/ ABS
WHEELS, FRONT/REAR
Split seven-spoke; 21.0-in. / 18.0-in.
TIRES, FRONT/REAR
130/60-21 / 180/55-18
RAKE/TRAIL
26.0°/6.8 in.
WHEELBASE
64.0 in.
SEAT HEIGHT
25.9 in.
FUEL CAPACITY
6.0 gal.
CLAIMED CURB WEIGHT
893 lb.
WARRANTY
24 months, unlimited mileage
AVAILABLE
Now
CONTACT
harley-davidson.com
The Screamin’ Eagle Heavy Breather air cleaner steps up the CVO’s street appeal.Harley-Davidson
Dual-disc 300mm brakes work in conjunction with a series of electronic aids to maximize safety.Harley-Davidson
Apart from the red and black CVO graphics at the rear, the new bike manages to look strictly sparse and minimal.Harley-Davidson