Valentino Rossi replica helmet available for pre-order.
Link International is offering the Valentino Rossi replica AGV Pista GP R Soleluna helmet to the Australian market, which is now available for pre-order.
Valentino Rossi and Aldo Drudi have created a fresh new look for the 2018 AGV Pista GP R Soleluna, inspired by the design of 1970s models. The new graphics feature linear shapes and large colour blocks. The design of the new helmet is deliberately clean and simple, emphasising the sun and moon graphics.
Image: Supplied.
The paint scheme has been updated with a matte finish, also featured on the new spoiler. Carbon remains visible on the chin guard and was used to create the entire shell, making the Pista GP R the safest and most innovative helmet ever produced.
The Pista GP R is the ultimate racing helmet, with an included hydration system, MotoGP developed metal air vents and wind tunnel tested ‘biplano’ spoiler that has multiple wings to maximise aerodynamic performance and add stability at high speed.
The 100-percent carbon fibre shell’s shape is designed to minimise interference with the racing suit, while the interior has an adaptable fit and no stitching in sensitive areas.
Image: Supplied.
AGV Pista GP R Soleluna helmet key features:
– Shell in 100 percent carbon fibre engineered in four sizes with five-density EPS structure.
– Shell shape is designed to maximise aerodynamic performance.
– IVS (Integrated Ventilation System) ventilation with five large front vents and two rear extractors.
– New MotoGP developed air vents.
– New wind tunnel tested ‘biplano’ spoiler.
– MotoGP developed interiors engineered for maximum performance on the track.
– The inside of the helmet is designed to offer the highest riding comfort without any stitches in sensitive areas.
– MotoGP developed hydration system included in helmet.
– New class Optic 1 visor with 100 percent Max Vision Pinlock.
– Patented Visor Lock System (VSL).
Priced at RRP $1999, more information can be found by visiting www.agvhelmets.com.au.
Using a premium fuel with a higher octane than specified by the motorcycle manufacturer will not improve engine power or economy, RACQ technical officer Steve Spalding advises.
He says the energy content of fuel is the same no matter what octane rating it has.
“We see a lot of claims made about using premium fuels over standard and often motorists/riders believe they get a benefit from their use,” he says.
“The reality is by using a fuel with a higher octane than specified, there is only an economic or performance benefit if the engine management system can utilise the higher octane. Some will and others won’t.”
The anecdotal evidence of riders saying they get more power and higher range from a higher octane than their bike needs may simply be justifying to themselves the extra expense of PULP, Steve suggests.
Steve Spalding
Premium advantages
However, there are other advantages to using a PULP fuel over ULP.
“Some premium fuels such as Caltex and BP advertise they have additional cleaning additive packages that can offset the need to periodically buy fuel cleaners,” Steve says.
However, riders would have to work out if it is cheaper to pay the extra price for PULP over ULP rather than buying the occasional cleaner additive.
It may have been an economically wise decision about a decade ago, but the price differential between ULP and PUP has crept up and is now about 12-14c a litre.
“Fuel makers have worked out that people will buy it, not often on an evidence-based reason,” Steve says.
Steve says fuel companies and retailers make the most profit from the sale price of PULP.
Steve also points out that while ULP also has cleaning additives, it just doesn’t have the additional cleaners in some of the higher octane fuels.
However, it is certainly more convenient to have the cleaner additives in the fuel than having to periodically buy and add the fluid separately.
Steve also says PULP has lower levels of sulphur.
“While these are beneficial in reducing the build-up of engine internal deposits, they won’t make the bike travel further for each litre of fuel purchased,” he says.
“The best advice is to use the fuel specified for the bike.”
Low octane risks
Most modern motorcycles recommend a minimum of 95 or 98 RON.
If you fill up with a lower octane rating you run the risk of harmful engine detonation and pinging, Steve warns.
Also the higher sulphur content in RULP can damage catalytic converters and prevent them from working properly.
Some motorcycles have knock sensors that sense detonation or pinging and alter the ignition timing to effetely down-tune the engine.
Knock sensors are a preservation measure in case you are stuck at a remote service station that doesn’t have premium fuel.
Lastly, with E10 being common in services stations, ensure your bike is compatible with it before using, older carburettor models shouldn’t use an ethanol-based fuel.
Italian favourite hoping to capitalise on YZR-M1’s strengths.
Image: Supplied.
Multi-time world champion Valentino Rossi admits Mugello’s 1.1km straight will be Yamaha’s weak point this weekend as the MotoGP World Championship heads to the Italian venue.
The Monster Energy Yamaha MotoGP contender is anticipating a heightened atmoshphere as he races in front of a home Italian crown, and he’s hoping to capitalise on the YZR-M1’s strengths in alternative areas of the circuit.
“I’m glad it’s time for Mugello, it‘s a special weekend and a special race for all the Italian riders,” Rossi explained. “It has a fantastic atmosphere, but it’s also a bit tricky to manage with all the fans, but it‘s really great. This is one of the most beautiful race tracks of the year.
“It‘s a track I really like, but it will be hard because everybody is very fast. Mugello does have less acceleration from a low speed, so I think we could be faster than in Le Mans, but it is also true that there is a very long straight.
“Surely this will be our weak point, but if we work well, we can defend ourselves. We need to try our best to be competitive and give the maximum.”
Rossi hold down fourth in the championship rankings, three points shy of third’s Alex Rins (Team Suzuki Ecstar).
Mugello ‘a track I’ve always been fast at’ declares Miller
Pramac Racing ace to don special Lamborghini livery this weekend.
Image: Supplied.
Australian Jack Miller is hoping to turn his fortunes around at Mugello this weekend for round six of the MotoGP World Championship, declaring it’s a venue he’s always been fast at.
Miller’s 2018 campaign at the circuit was cut short just two laps into the encounter, where a mistake saw him crash out of the race, ending a streak of top 10 results.
The Pramac Racing ace will don a special livery on his Ducati Desmosedici GP19, as Lamborghini joins the outfit as a title sponsor for the weekend’s round.
“In Le Mans, it was nice to be there from the start more or less,” Miller explained at pre-race press conference. “It’s is a track that normally suits my style I get along with it really well. But coming after Jerez it was necessary, because I really struggled there so it was decent to get some points on the board.
“And like the boys said, it’s nice to come here. It’s a really important weekend for Ducati, we were fast here last year but a small mistake on the second lap put me out of it. It’s a track I’ve not had the best luck at in the past but it’s a track I’ve always been fast at so I’m looking forward to this year.
“We’ve got a really decent package under us this year in terms of the bike and the set-up we’ve got, our plans throughout the weekend have been working really will and like I said I learned so much last weekend in the race. It was nice to be battling with Marc even if it was just for a lap and a half. It was nice to be there and we’ll try to make it longer next time.”
Following the first five rounds, Miller currently sits sixth in the championship standings.
All Japan contender Takahashi receives factory Honda WorldSBK call up.
Image: Supplied.
Moriwaki Althea Honda has revealed Leon Camier will sit out round six of the Motul FIM Superbike World Championship (WorldSBK) at Jerez in Spain on 7-9 June, with his seat to be fulfilled by Yuki Takahashi.
Camier’s recuperation with his injured left shoulder is progressing well, however it’s been determined he still requires a additional time for recovery.
Takahashi, an All Japan Road Race JSB1000 Championship rider, is testing with the team this week at Misano and will join Moriwaki Althea Honda’s Ryuichi Kiyonari for the Spanish round.
“I’m obviously very disappointed to have to sit out the test in Misano and the Spanish round and miss the chance to continue working on our bike’s set-up and development,” Camier explained. “Anyway, we are where we are and we must accept it, considering that the shoulder joint is a complex one and it’s only normal that the ligament damage takes some time to heal.
“Having said that, my recovery is going well and steadily so everything’s on track. The pain is gradually lessening, and my movement is improving, so we’ll wait and see how the situation is prior to the Misano round.”
Camier is currently ranked 15th in the championships standings after a challenging start to the season.
I didn’t mind the F750GS I reviewed recently, but there were a couple of niggles that took the shine off it for me. The throttle feel was not quite right at part throttle, as was the quick shifter. In slow moving traffic it wasn’t the silky smooth bike it should have been. And the off road capability was certainly more ‘soft roader’ than ‘off roader. But aside from that there was real promise of something more…
The something more is (maybe a little unsurprisingly) the full fat, full sugar F850GS. Its a ripper of a bike. Dammit. So much for building suspense. What makes it so much better? Hah! You’d have to read on.
2019 BMW F 850 GS and F 750 GS on the Dyno
Quick recap of the spec sheet differences
F 750 GS: 853cc, 77hp, 83Nm, 224kg, 15L tank, 815mm seat, Suspension travel 151mm F / 177mm R (My take on that is here)
F 850 GS: 853cc, 93hp, 92Nm, 229kg, 15L tank, 860mm seat, Suspension travel 230mm F / 215mm R (this is what we’re looking at now)
So, compared to the 750, this one has an extra 15 ponies, 5 extra kilos that arrives care of the 80 mm extra suspension travel up the front, and 38 mm extra up the back, which translates to a 45 mm increase in the seat height. Despite what they sometimes say, more is absolutely more in this case.
First thing I noticed when I threw the leg over was the seat height from the extra suspension travel and the switch to larger spoked wheels (full sized 21-inch front), over the 750.
2019 BMW F 850 GS
What also caught me out the first few rides was how long the stand was compared to what I expected. It makes the bike sit closer to upright (it’s not leaning on the stand as much), so that when I rocked it off the stand it felt like it wanted to fall the other way – I had to catch it on the other side. I thought it felt a bit top heavy because of this initially, but on the go you don’t notice it at all. So if you’ve sat on one in a bike shop and its felt top heavy. Go for a ride on one because they aren’t. Maybe they’ve done that so it won’t push down into soft gravel all that much when going bush, which would be clever, although you don’t always have even ground when you stop the bike in the bush, so maybe not so much… Perhaps just a bigger foot on the stand would have sufficed. Either way, no biggie.
On the road it felt pretty familiar after having spent a couple of weeks on its little brother. I still love the dash and controls, kudos BMW.
Optional TFT dash seen here on the 2019 BMW F 850 GS Adventure
The big difference was, to my surprise, the throttle feel and quickshifter on this bike by comparison. They seem to work just fine. Damn near perfectly in fact. There’s still the slightest hint of surge at part throttle but only at revs below 3,000rpm, however it’s night and day better. And the shifter seems spot on.
If I was a cynic, I’d say that both the injection and shifter were extensively mapped and calibrated to this engine output, not the lower 750 output. But that’d be me being a cynic… Could also be that the 850 was running the standard muffler whereas the 750 had a slip-on that perhaps wasn’t properly mapped for that muffler? Dunno. With those two working perfectly on the 850, I didn’t seem to find anything to fault. And this bike didn’t have any more kays on it (around a thousand when I picked it up), than the 750, so that aint it either.
2019 BMW F 850 GS
The extra hump is noticeable. Not pull your arms out noticeable, but the feeling I often had on the 750 of wanting ‘more’ just didn’t seem to come into play on the 850. Gone are the days of the old lump being a bit insipid. This thing is nice, a deceptively grunty little number that builds power smoothly and without fuss. It’ll happily loft the front when you want it to in lower cogs and on gravel it’s just sublime.
Which brings me to the other big difference in that this puppy is running proper dual-sport tyres. Chunky looking Continental Twinduros. I’d not ridden on them previously and was itching to try them out in the dirt. And given that on sealed roads the 850 is just as good as the 750GS I’ve already covered (same lovely chassis that’s even better for having the aforementioned extra hump), let’s focus on the off road stuff in more detail here.
2019 BMW F 850 GS
So when a brief window of clearish skies appeared I was out the door and headed for some local bush tracks to get a fix. I’m lucky enough that the tracks mentioned aren’t far from my doorstep. And a few kays up the road is where the 850 GS really started to shine.
The longer travel suspension made mincemeat of serious corrugation at speed and once you’ve selected Enduro Pro mode – which you can do on the move – it does all manner of magic that flatters even relative gumbies like myself. Ride height goes up, traction control algorithms are adjusted to allow for some controlled slip, and rear ABS is disconnected (when the enduro plug inserted).
2019 BMW F 850 GS
This thing is proper awesome in the dirt. The traction control setting in this mode is mega, allowing you to get the tail out and steer it with the back with full confidence that you aren’t going to fling it around and end up halfway up a messmate. Its seriously good. Fourth gear slides good. I was quickly giggling inside my lid.
But it’s not just all about the traction control hijinx. It’s a true multi punch combo, as all the controls are so well dialled in. The throttle and traction control are ace, the quickshifter is also and doesn’t need any thought, just bang it up or down and it does its thing nicely – I didn’t miss a shift. So forward momentum is nailed.
2019 BMW F 850 GS
Combine that with a really impressive Brembo ABS system that allows you to pitch it into corners pretty hard for a bike this size, you quickly forget about there being any electronic intervention at all and just revel in the grip and control and simply enjoy the ride.
So – my test loop. The first stretch of my ride was a downhill tight access track that I hit pretty regularly, fairly hard with a local group of mountain bike riders so I know it well. But I don’t hit it often with a motor. Plenty of whoops and ruts and wash outs and soft sandy runs in spots that really tested the suspension at both ends. Not once did I have a single thought about the forks or shock needing more or less of anything.
2019 BMW F 850 GS
I stopped in amongst some of the smaller washouts halfway down the hill to take some pics of the bike while it was still clean, in a spot where the sun was coming through between the trees. This little spot was before a small creek ford crossing and I figured it wouldn’t stay nice and shiny for long! Even at that stage I was already impressed and feeling confident on the bike.
Despite having the tank bag in place to carry the camera, I could still move around quite freely, meaning that I could shift my weight around and easily place the bike exactly where I wanted it, going from one track edge to the other regularly to slide past some pretty serious near full track width puddles.
2019 BMW F 850 GS
By the time I’d come out the other end of that run amongst some dirt bikers loading and unloading, I was already basically sold. A couple more quick shots then I headed out for another run up some tougher climbs. It was mostly first and second gear stuff on this section and it quickly showed me how good the traction control was, to the point where I was pretty much just keeping it pinned in a lot of sections.
One particular section was a long sandy climb of about 100 metres that had plenty of washouts and line changes. I specifically took that track with that climb in mind and the 850 GS just powered up without breaking a sweat. We’re talking sand soft enough to leave tracks a few inches deep on the flat. Impressive.
2019 BMW F 850 GS
At times I forgot just how big the bike was to be honest and found myself launching it over the graded washout drains they have on these types of tracks like I would on a proper dirt bike or my mountain bike. Now I wasn’t exactly throwing it down Metal Mulisha style, but getting a good foot of two of air under us easily on the right lips, which when you’re carrying enough momentum is soaked up without fuss – it didn’t bottom out once at either end. It just took it all in its stride.
On some of the flatter of these sections that I found myself really finding a nice rhythm towards the top of second gear that worked well. Peeling the bike left and right with the rear to change lines around holes and ruts and washouts, unweighting the front over the whoops if they were the right size. It really was an awesome little ride. Lots of those moments where you feel fully at one with the bike. Brilliant.
I finished it all by charging back up the track that I’d first come down. It’s a bloody tough climb on the mountain bike but it was a blast on the 850 GS! Two-kilometeres with 180 metres of vertical climb but that climb is mostly done in the first half. It’s a sandy washed out slog in spots and I did have one moment in really, really deep sand where the front dug in and I had a bit of a slapper, nothing that a quick dab of the foot couldn’t correct, but that was my fault not the bikes as I didn’t exactly choose the best line. And the sand was about 15 cm deep… Probably should have had my strava turned on. I would have smashed out a PB…
2019 BMW F 850 GS
So which spec are we looking at here? (cos there’s a few..) Well this one is an F 850 GS ‘Tour’ (also known as the Exclusive). It comes as standard with the Comfort Package and Touring packages (Keyless Ride, Navigation prep, heated grips, tyre pressure monitoring, centre stand, Dynamic ESA, Luggage grid with pannier fastenings) and Dynamic and Lights packages (Dynamic traction control, gear shift assist pro, riding modes pro, ABS Pro, LED Headlight, Daytime riding light, white LED indicators) and hand protectors. Basically, all the fruit.
That’s not going to give you much change from 25 big ones ride away. On top of that this one also had the $2650 full luggage set consisting of the two Vario expandable panniers, Vario expandable topcase with backrest, waterproof liners for panniers and topcase, tankbag and USB charging cable. The test bike also wore wide enduro pegs which are an additional $274.
2019 BMW F 850 GS
So… How good is it? It’s good. Bloody good actually. Even better than I thought it would be. I reckon it looks ace in this colour too. The silver, gold forks and dark green is a nice combo.
Throw a nice louder slip-on at it and I reckon I’d have one over my own gen 1 Tiger 800XC, and I love that bike so that’s saying something. Maybe I need to ride the new Tiger Trev, to see if its stepped up to match it? And the new 790 Adventure? And maybe the Africa Twin while we’re at it? They’ll have to be good to match the F 850 GS. We’re spoilt for choice aren’t we – As motorbike riders we’ve never had it so good.
Why I like it:
Why I like it:
It takes everything that’s good about the 750 and steps it up a notch
Whilst their model naming conventions might defy logic, begging the question how/why is a 750 actually an 850?, the BMW engineering boffins sure know what they’re doing. It’s a seriously thorough package when loaded to the gills like this F 750 GS was when I picked it up.
2019 BMW F 750 GS Review
They know how to do dealerships too. BMW Southbank isn’t such a horrible place to do some casual window shopping before picking up the press bike. Mental note – step away from the second hand S 1000 RR HP4 Wayno. And the R nineT racer… oof.
Back to the earlier point – a 750 not being a 750. The F 750-850 GS family is a little confusing so let’s do a quick high level recap of the specs to focus on what is what:
F 750 GS: 853cc, 77hp, 83Nm, 224kg, 15L tank, 815mm seat, suspension travel 151mm F / 177mm R (this is what we’re looking at here).
F 850 GS: 853cc, 93hp, 92Nm, 229kg, 15L tank, 860mm seat, Suspension travel 230mm F / 215mm R (I’ll get to this one soon).
So today we’re talking about the more accessible (power-wise), lower, more road oriented of the trio. The quick run through of the dash and controls was a bit of an eye opener too. They’ve gone to town on these as far as spec options go. This one didn’t just have some fruit on it – it was the full fruit salad:
Keyless ignition (push button unlock/start on proximity)
5 inch TFT screen with ‘multi-controller’ scroll wheel
Four ride modes (Rain, Road, Dynamic and Enduro),
Traction control (disengageable)
ABS (disengageable)
Electronically adjustable suspension
Cruise control
Tyre Pressure monitoring
Integrated navigator, music and phone controls (via phone app)
Heated grips (three modes)
Quickshifter
2019 BMW F 750 GS with Akrapovic exhaust
The bike I was picking up also had the very tidy Akrapovic muffler and the full suite of luggage, which is stunning by the way, via the Touring Luggage Pack (which also includes the tank bag). Solid as a rock, on and off the bike in seconds. Side panniers expand out with the flick of a lever. The top box even has a nicely integrated back-pad for the pillion.
It’s dripping with goodness and makes my personal luggage look positively low rent. Very nice kit. The Akra muffler and luggage add-ons will set you back around 4 grand on top of the base price but having seen and used them I’d be hard pressed not to tick those boxes.
High quality luggage on the 2019 BMW F 750 GS is an extra but top notch
Other than a playbook full of new technology options and having had a catalogue full of accessories thrown at it, the biggest news is the new engine. I’ll admit I’ve previously not really been a massive fan of the F series – the old parallel didn’t really blow my hair back. But this new 850cc version (in this F 750 GS…) is a much nicer powerplant.
It revs freely with a surprisingly rewarding airbox growl. Power curve feels as flat as a pancake and the bike can either be happily quick-shifted at around 4-5 thousand rpm under full throttle (which makes the most of the airbox growl) or wound right out. Peak torque (83Nm) is at 6000rpm and peak power (77hp) arrives at 7500rpm so shifting around 8 thousand just before the 8500 redline makes solid progress.
2019 BMW F 750 GS Review
The lovely carbon tipped Akra muffler liberates a little more mid-range torque over the stock muffler as well as a couple of decibels, but is still very much on the polite side of loud. At idle there’s a bit of mechanical noise from the engine – not bad noise mind you, but it’s not a quiet engine at idle. And it does vibe a little.
If it was italian it would be called character. What’s the German word for character…? Regardless, once on the move the vibes smooth out, the mechanical noise gives way to that nice airbox growl which unfortunately overpowers the exhaust note. Then by the time the airbox growl drops away the wind noise takes over, so unfortunately you never really get to hear as much exhaust note as you’d like. Less baffling please.
The quick shifter works nicely in both directions, most happily doing full throttle upshifts and will downshift happily most times if you give it a little blip to take some reverse load off the box while you’re doing it. I still found myself using a little clutch on a lot of downshifts depending on throttle input to help smooth it out further – as at part throttle it’s a bit hit and miss (which you get a fair amount of in traffic and when just cruising around).
2019 BMW F 750 GS Review
Needs to be said that when using a bit of clutch there’s a little mechanical feedback on the lever that feels odd as the auto slip mechanism does its thing. I do wonder if what is a relatively entry level adventure style bike needs a quick shifter at all, I actually think it’d be better without it – but it’s not me plonking down the folded.
Throttle feel is nice on the go, with only the occasional, very minor injection hunt when transitioning from off throttle to ‘just on’. It’s only really noticeable in traffic, when you’re riding to match someone else’s pace and not flowing along at your own. Out on the road or punting harder it disappears.
I think there’s also some tweaking to do on the anti-stall mapping down low as I felt that kick in a bit weirdly a couple of times too – and then I managed to stall it more than once while maneuvering around the boom gates at the work car park. I’d imagine both of these are only a mapping software update away from being dealt with and they are nothing you can’t adjust your throttle inputs to ride around. In fact these minor foibles with the flexibility of the powerplant might actually be from the mapping not being quite matched to the optional Akrapovic muffler that was fitted to this test bike.
2019 BMW F 750 GS Review
Overall it’s nicely proportioned and roomy for my 6ft frame. Really nice upright riding position with a generously comfortable, sculpted seat. Surprisingly comfortable actually. Whoever designed the curve of the seat nailed it. For whatever reason I reckon most sculpted seats seem to miss the mark, but this one is spot on and rises up behind your butt offering really good support.
Comfy cruising along the highway, yet sculpted enough to let you shift around and forward when firing along your favourite set of twisties. But if I’m being picky, and I am, I’d probably like a little taller screen from the factory for a little better wind protection on a bike like this.
The Akro exhaust hidden behind the Luggage Pack
In the twisties, it’s a nice thing to punt along. Really, really nice chassis balance and dynamics. You feel comfortable on it straight away, confident enough to throw it fully on its side and test just how good the traction control is. And if you’re wondering, it’s good. I like it in enduro mode on smoother gravel roads in particular.
It lets you dial up a nice amount of wheel spin without getting away from you. When you combine the airbox growl at lower revs with easy gravel slides it certainly combines for a fun ride.
However to be fair – it’s the more soft roader of the family really and set-up for better road manners than off-road. It reinforced that by tying itself in knots on my admittedly horribly corrugated gravel road – the same road that my flogged out Tiger 800XC handles far better. For more serious off roaders, you’d go with the 850 or 850 Adventure being more, and more capable again, off-road.
The F 750 GS’s switchblocks give access to the full electronics package, including electronic suspension
So three variants of the same bike. I do wonder if punters will be paralysed for choice? Certainly spoilt for choice.
While the shorter of the three suspension choices might not be up to the task for really serious off road stuff, it’s more than up to it for sealed roads and decent gravel tracks. Lashings of feedback from both ends and it soaks up the everyday ripples and bumps on our average roads very nicely. That lower seat height helps make it a little easier for low speed maneuvering in traffic too and hides its 240 odd kilos well. I was surprised when I read that in the specs, feels substantially lighter on the move.
Another party trick up its sleeve is the electronically adjustable suspension. A quick dab of the controls raises or drops the ride height through three settings in a matter of a few seconds. I do think BMW would do well to swap the positions of the ride mode control (right hand side) and the suspension height control (left hand side). You’d be more likely to use the ride mode swapping on the go than the others, so put it on the left where it’s easier.
On the right side you need to shift your throttle hand, which… I’d personally prefer not to. But I do need to pat the lads on the back for allowing riders to disable the traction control and ABS while on the go. It’s not that hard is it. Why doesn’t everyone else do it?
That TFT also has a brilliant display of your bike status while on the go – and while I’d previously have never ticked the ‘tyre pressure monitoring’ option, on the second week it came in handy and could have paid for itself in one go. I’d managed to pickup a massive tech screw in the rear tyre and the warning system alerted me to the fact that my pressures were dropping well before I’d have noticed.
A TFT display offers a clear dash, with a TPM fitted to this machine
The warning kicked in when the pressures dropped from 43 pounds to about 38 pounds. After keeping an eye on it for a few kays to see how fast the pressure was dropping, I managed to servo hop my way to the dealer, topping up pressures before it dropped below the point at which you’d start to damage the tyre further.
Ultimately in this case it needed a new hoop as the tek-screw had damaged the inside of the sidewall so the lads couldn’t risk it, but it could have saved me 300 bucks on a new tyre. AND it alerted me early enough that I wasn’t left stranded with a dead flat tyre and no options.
All in all only minor grievances really. The position of a button? And too much stuff on a dash to play with? The world’s gone mad. It’s a bloody good bike that you’ll feel at home on straight away. If you want to do some decent miles including a bit of gravel roading, this has plenty going for it – and good service intervals too if you clock up the kays like I do.
Bluetooth giant Sena has moved into helmets with integrated intercom systems over the past couple of years, adding full-face helmets, a half-helmet and now the open-face Savage.
But I remain a little sceptical about the quality of sound and noise-damping of the brow-mounted microphone in their Savage open-face and Calvary half-helmets.
Sena Calvary
I’m hoping to test the Savage soon.
Meanwhile, check out this promotional video which seems to indicate the sound quality defeats wind noise.
Sena Savage
The Savage is now available in Australia in matte black in medium, large and XL sizes at about $A500, depending on where you buy it.
You can also buy optional long and short peaks and we imagine the three press studs would also fit many visors suitable for other open-face helmets.
It is the first open-face helmet with Bluetooth 4.1, connecting with three other riders up to 1.6km.
Controls are simplistic, but the jog dial and single button should work as well as other Sena products we have tested.
Sena says it comes with “HD quality speakers” built into the ear cavities.
The microphone is located in the upper rim of the helmet and features their Advanced Noise Control to reduce wind noise.
Like other Sena units, it is an intercom and has integrated 10-station FM radio which can be accessed hands-free with voice controls.
Bluetooth connection to your phone also allows access to make and receive phone calls, use Siri, listen to music and hear GPS directions.
Talk time is 11 hours and the lithium polymer battery charges in three hours.
The composite fibreglass shell helmet weighs just 1100g and features removable and washable padding, with a nylon double-D-ring fastener.
Australian motorcycle helmet startup Forcite has promised its ultralight and ultra-hi-tech smart helmet will hit the market in December.
The Forcite helmetintegrates a camera system, navigation, intercom and active noise-cancelling in the shell. It also features an electronically tinted visor that changes tint within a few milliseconds.
CEO and co-founder Alfred Boyadgis says their early supporters or “test pilots” will soon be able to buy a limited-edition founder carbon composite helmet (pictured above) with gold logos for under $1000.
Forcite sales director Dylan Ross says the planned retail price for the helmet when it comes to market later this year will be $A1299.
Flaws fixed
In this video he admits that their earlier Mach 1 model had a few flaws such as the camera position on the top.
He says that the top-mounted camera worked for sports bike riders, but those sitting upright mainly videoed the sky. And if the rider raised their visor, it obscured the camera.
The 160-degree camera has now been repositioned in the chin area.
Chin bar helmet
Alfred also confirms that they have not altered the physics of the helmet which still complies with European ECE22.05 standards.
He says none of the lightweight electronics (<200g) is embedded in the foam lining to ensure the integrity of the helmet’s protection.
The Forcite helmet’s electronics are powered by two ceramic batteries that are guaranteed not to rupture or ignite in a crash.
Those test pilots will soon be able to try out the helmet on a closed track at a Sydney racetrack.
It will be followed by a “Launch Tour” with demo events in select dealerships around the country.
Dylan says they will disclose the names and locations of participating dealerships soon.
“But you can certainly announce that we’ll be travelling to Melbourne, Adelaide, Perth, Tasmania, Brisbane, North Queensland, Canberra and multiple locations in Sydney/Greater Sydney region,” he says.
“We’re still confirming some of the structural components of the Launch Tour, but we are going national with this and getting in front of as many riders as we can.
“This isn’t juiced-up internet hype, this is a product with real-world usability, built by riders with input from the riding community over several years.”
The good news is that riders who attend the demo days and order the helmet will get it at a discounted price under $1000. They promise delivery in December.
Uni design project
Alfred with Mach 1 and founder helmets
The Forcite helmet evolved from an undergraduate UNSW design project with co-founder Julian Chow.
It followed Alfred’s “near-death experience” when he crashed his motorcycle in an oil spill about five years.
He says he broke his knee and cracked his helmet in half. The attached action camera almost penetrated his skull.
The helmet is based on similar smart helmets Forcite has developed for other industries, and the business recently received mentoring in the UNSW 10X Accelerator.
They say their helmet and software package give riders “greater situational awareness and allows them to overcome their lack of visibility on the road by communicating essential information about their ride in a completely safe manner”.
It can also alert riders to nearby safety hazards with audio and light signals in the chin bar.
The helmet also provides video and audio recordings of the ride and it can be controlled via a smartphone app.
Mobile app monitors helmet technology
All the technology is integrated inside the helmet with no external attachments.
Alfred says helmet attachments are illegal in NSW and being investigated by standards bodies in many countries.
(Our understanding is that NSW and Victorian police still believe external fittings render a helmet illegal, but NSW have been ordered not to fine riders until the issue is officially resolved.)
He says helmet attachments add weight to a helmet and at high-speed impact, can crack helmet shells, leading to death or injury.
There is also concern that they can cause dangerous head rotation in a crash.
Buying a sweet ride and needing a Motorcycle Shipping Guide For Beginners to get it home to the US (Sponsored post)
Everyone has a dream. And everyone has interests. Some people love shoes, some love buying houses, others enjoy fine art or French cuisine. And then, there are those who love smooth sailing or liberating rides. Sometimes it’s in a nice chevy, and sometimes in a beautiful Harley. There’s nothing like cruising the roads on your loved motorcycle to clear your mind, make your heart beat faster, and put a grin on your face. Owning or buying motorcycles sometimes requires shipping them cross country. Riding your two-wheeler may be nice, but riding cross country can be a bit tiring and difficult for your body. If you have to ship your beauty, we have a motorcycle shipping guide for beginners, so we got you as covered as you’d want your bike to be while in transport.
Having a bike to ship is essential for reading a motorcycle shipping guide
To transport a bike, you need to have one. You can be amotorcycle aficionado or just a guy who likes to buy vintage rides and fixing them up on your own. But you’ll need a way to ship it to your doorstep. Classic motorcycles can come at steep prices, so many people cruise online and search for auctions to find their sweet ride. But, buying bikes from outside of the US can eventually be cheaper. Or, you might be traveling abroad and stumble upon a beautiful 1953 Vincent Black Shadow and you have to have it. You convince the owner you’ll take good care of it, and after long negotiations, you agree upon a price. Now, the remaining question is – How to import a motorcycle from the country of purchase to your own? Don’t worry, it is a common procedure and there are specific rules, so just do the research, get all the documents you might need, and prepare to pay up big time. Which brings us to another point – you should calculate is it, in the end, cheaper to buy locally or internationally.
Beauty is in the eye of the beholder
Moving house
If you are relocating an entire household, the process may be quite exhausting as it is. Moving to a different city or a country and transferring your family and everything you own is very complex. You shouldn’t try to be a hero and do it all on your own but get some help. Get all the help that is offered or you can find. If you are moving in or out of Burlington, there are great Burlington-based moving experts at your disposal, so don’t hesitate to call them. They will help you with the move and you will have the time and the energy to take care of all other parts of the move – finding schools, changing address and utilities, and all that needs to be done. Should you have a motorcycle in your garage, chances are you won’t be able to ride it into the sunset in this particular moment, so you really need to check out all the shipping companies around you. You need someone to take care of your precious baby as well as you would.
What are quotas?
Motorcycle shipping can be quite expensive. Especially for international and overseas shipping. So, at the very beginning, you should research all the shipping companies you can find. The price will vary depending on many different factors – whether you’re shipping in a container or air freight, the size and weight of your bike, the distance of shipping, and some other things. As we said, sometimes it’s less expensive to buy locally for a higher price, than internationally for less. We know you would rather spend your money on some rare and exotic motorbikes that up for auction, but getting your already owned bike safely home is as important.
Didn’t we just mention quotas in this motorcycle shipping guide?
So, many companies will provide you with a quota online – an estimate of the price, so you can have an idea of the cost prior to making arrangements. Different companies will have different prices, so computer generated quotas can be a faster way to assess and make a selection of a few companies. But, don’t let the price be the only deciding factor. What kind of a motorcycle shipping guide would this be if we wouldn’t advise you to take a better look on how the company works, how much experience they have, how will they secure your bike? Make sure to check user reviews as well, and ask around with people who have done it before. They will tell you what to take care of.
You don’t need a motorcycle shipping guide to know you have to take good care of this baby
Insurance
With everything you do, you need to ensure you are covered. Especially with things that are out of your hands. So, before you embark on the journey of bike shipping, make sure to get insurance. Check the policy and know what to expect. If the shipping company damages your bike, doesn’t follow loading rules, or it doesn’t use soft straps in strategic places and your bike gets scratched, tips over or worse, they need to reimburse you for the damage. Ask the carrier about its liability coverage. This step in a motorcycle shipping guide is not to be jumped over! If you need some help, ask for it. As we mentioned, when you’re moving you choose a reliable moving company, such as number1movers.ca. So, there is no reason not to do the same with shipping companies.
Preparing the motorcycle for the shipping
There are some things you should do prior to loading your motorcycle on the truck:
Check for the state of your bike – take notes and photos of all the damages, scratches, or mechanical issues. Or lack thereof. In case something goes wrong, you will have the proof of the prior state of the vehicle.
Wash your bike – this can highlight the damages and save you from a cleaning fee at the other end
No fluids – drain all the fluids from the motorcycle – fuel and oil. Leave just enough you can move it at the end.
No accessories – remove any items you may have on the bike. Don’t forget the GPS or any type of holders, and check the trunk as well.
Unplug the battery and release some air out of your tires.
Is there a better view?
The means of shipping – the core of the motorcycle shipping guide
There are different ways to transport your motorcycle. The decision is yours, and it depends on your preferences, type of motorcycle, and the destination. When you have a classic ride, you will want to tuck it in and smoothly ship it back home, so you probably don’t want to share a crate with other bikes. If you are shipping overseas, you can choose to airfreight it or ship it in a container across the ocean. Know that air freight is faster but more expensive. If it’s inbound shipping your motorbike can be individually crated or crated with other bikes. Individual crates provide more security and cost a little more. Make sure your bike is stabilized. It is better to stabilize it vertically, than a side stand. Once your motorcycle is crated, it needs to be tied down, so make sure the ties are soft and placed in strategic locations, fastened and stable.
Make sure to use a specialist motorcycle transporter. Only with their help will you be certain everything will be okay. You have certainly planned to go through all the scenic motorcycle rides in Europe as a Harley lover, so your prized bike needs to arrive safely.
What have we learned from this motorcycle shipping guide?
What you need to pick up from this motorcycle shipping guide for beginners is that motorcycle shipping is a process that can be quite lengthy, costly and tedious. But if you make sure to choose the right shipping company, get insurance and follow through, you will be fine. You have found your ride, now put your helmet on and go enjoy a ride to the sunset, you’ve earned it!
