Her Toyota Aurion turned right from a driveway on to King Street, Randwick, and hit the motorcycle heading east.
Dzikunu had faced up to a $2200 fine and/or imprisonment for up to nine months for a first-time offence.
The NSW community corrections order (CCO) is a new penalty that last year replaced the previous community service order. It is considered more serious.
Judges are also able to impose conditions that are tailored to the offender to ensure they don’t reoffend by targeting the offending behaviour, such as drug or alcohol addiction, or mental health issues.
Among the highlights at the Walcha Motorcycle Weekend’ will be the chance for riders to hear Harley-Davidson’s LiveWire electric motorcycle and even go for a “demo ride” on their Jumpstart Experience.
Harley-Davidson Australia spokesman Keith Waddell says they have been “working closely with Walcha Council to support their plans to host riders with music and food options over the weekend”.
The company will set up at the Walcha Showground and will run demo rides over the weekend.
There is a host of other entertainment across the three days, including stunt shows, a rodeo, guided rides, Harley demo rides, a Steampunk motorcycle gallery, markets, music, food stalls, a billy cart derby show and shine and more.
However, at the moment the Oxley is closed after bushfires and awaiting inspection by Roads and Maritime Services to see if it is safe.
All accommodation in town is fully booked so Council has organised for camping at the Oxley Sportsground.
Local not-for-profit groups will provide basic catering onsite and clean-up services.
Walcha Royal Cafe owner Toni Keable says they will continue with the entertainment they had previously planned before the events were axed.
“We had one rider who cancelled because he was concerned about bushfires, but they are a long way from us,” she says.
“People can be assured that this weekend will definitely go ahead.
“Everyone is positive and we’re not going to let this opportunity to showcase the town slip through our fingers.”
Bushfires can spread rapidly and even outrun a vulnerable rider, so stay alert.
Riders are also in danger from smoke inhalation and low visibility and eye irritation from smoke.
But rural fire services also say fires can be sparked by motorcycles and cars, especially the ultra-hot catalytic convertor, so don’t park on dry grass!
They say about 40% of all bushfires are accidentally started by humans dropping cigarette butts, campfires, discarding bottles, sparks from machinery, vehicles and motorcycles.
Most riders who accidentally spark these blazes are off-road and adventure bikes riding in the bush and on forestry tracks.
Tips to avoid dehydration in a heatwave:
Don’t drink too much alcohol the night before a ride. It has a diuretic effect which means it causes you to urinate more water than you take in which means you are losing fluid. And you can’t counteract that by drinking lots of water because most of it will go out in your urine. Obviously, don’t drink alcohol while you are riding!
Start drinking water as soon as you wake and keep sipping water right up until you get on your bike. It takes about half an hour for water to reach your muscles. Guzzling water just before a ride is not good as it can make your stomach to cramp. The Royal Flying Doctor Service which has attended dehydrated riders in the Outback, recommends carrying 10 litres of water per day! Read their Outback riding tips here.
Wear ventilated motorcycle clothing. Leathers may protect you better in a crash, but they create a “microclimate” which impairs your ability to lose heat. As a result you will produce more sweat to decrease your core temp. Instead, wear a flow-through jacket. There are heaps of options on the market. Make sure they have vents in the back so the air flows through. Also, loosen the sleeves so you get plenty of air on your wrists which have a lot of blood vessels close to the skin to effectively cool you down. However, be aware that a flow-through jacket cools you down because it is drying the sweat off your skin which can lead to dehydration. A set of Ventz up your sleeve will also keep you cool as air flows up your arms.However, don’t be fooled by your level of coolness as ventilation can also cause you to loose more water through evaporation. So you still need to keep drinking plenty of water.
Don’t be tempted to remove your jacket in the heat! Exposed skin may feel cooler, but that’s because the sweat is evaporating quicker, but that is just making you more dehydrated. And while your skin feels cool, you’ll be tricked into staying in the sun longer which leads to sunburn. That also leads to dehydration because your body needs water to repair and renew damaged skin.
Get a Camelbak or other brand of water-dispensing unit so you can continue to take small sips of water while you are riding. I’ve seen riders on GoldWings and other big tourers with cup holders so they can take slurps from a water bottle. That’s obviously not as safe as the hands-free Camelback option, but anything is better than nothing. Some people don’t like Camelbaks because the water gets hot, but the temperature of the water doesn’t affect dehydration.
Stop more often than usual and hang out in the shade or in an air-conditioned cafe. Since you are drinking lots of fluids, you will probably need to stop anyway!
While you’re stopped, have a coffee, but take it easy. No need to swear off your favourite caramel latte, but avoid excess coffee. That also goes for caffeinated drinks such as Red Bull. High levels of caffeine have a diuretic effect just like alcohol.
While having a coffee break, avoid having too many sweet cakes, donuts and muffins. Sugar can dehydrate you if it gets to very high levels in your blood. This can happen if you are a diabetic, take certain medications or have an infection or some organ diseases. Sugar causes your kidneys to produce more urine to eliminate the sugar, leading to dehydration. Likewise, don’t drink too many sugary drinks. Best to stick to plain water, real fruit juices with no added sugar or drinks such as Gatorade that replace salts and minerals lost in sweat.
We’ve talked a lot about urine and it’s important that you monitor the colour. It should be a straw colour. If it’s too dark, you are dehydrated.
Sweat also depletes your body of sodium and if it becomes too low, it can cause many of the same symptoms as dehydration. The average diet probably has enough sodium, but it’s good to have a little bit of salt on your meals or drink sports drinks that have a sodium supplement. However, beware of sports drinks with caffeine and sugar.
Royal Enfield motorcycles are known for tackling all sorts of terrain at a slow and methodical pace, but now they have a limited-edition Bullet 500 Trial model with slightly more off-road ability.
It will be available in Australia for $9190 ride away which is substantially more than the $7690 for the standard Bullet 500.
The thumpers come with a single pipe that rises at a 45-degree angle, a headlight grille, slightly knobby rubber, solo seat, rear rack, bash plate and a side plate.
They come with chrome tanks with day-glo red and olive green frames.
Royal Enfield sent us this history of trials riding and Royal Enfield involvement in the sport.
Go back to the very dawn of motorised transport at the turn of the 20th century and you will find the origin of trials, or ‘reliability trials’, as they were known.
Manufacturers used these trials to demonstrate their machines’ dependability and endurance on the rough, un-metaled highways and byways of Britain. However, when road surfaces improved in the 1920s, trials competitions went ‘off-road’ to dedicated courses, where challenging terrain provided a gruelling test for both man and machine. A trials rider had to negotiate rocky hillside tracks, traverse slippery gullies, pick out a safe line along windswept ridges, slog through claggy mud and wade across boulder-strewn rivers. Points were lost if, in strictly observed sections, a rider so much as put his foot down, a fault referred to as a ‘dab’, if he careered off course or, as often happened, he simply fell off.
The sport became a widely recognised way of highlighting the merits of one manufacturer’s machine over that of another, with tractability, manoeuvrability and, of course, reliability, paramount. Although tuned, lightened and modified where possible to give an edge, the competing motorcycles were clearly derived from standard road bikes. In the majority of cases, competitors would ride their machines some considerable distance to an event, remove the headlight and any other extraneous parts, such as pillion seat and foot rests, give their all in the trial then hopefully still be able to ride home afterwards. Riders and bikes had to be built tough!
Spectators loved the sport. At the height of its popularity in the 1950s and ‘60s tens of thousands of them would brave the worst of the British weather to attend both the club and trade-sponsored trials which took place across the length and breadth of the British countryside every weekend. The top riders were household names pursued by fans seeking their autographs and trials wins, especially in one of the more prestigious national or international events, incontrovertibly led to sales of the road- going motorcycles from which the trials mounts originated.
When the Bullet was launched in 1932, the company quickly heralded it as “perfect for touring or trials” and it was soon available with optional wide ratio trials gearing. As the decade progressed, its successes racked up. In the 1935 International Six Days Trial (ISDT), the indisputable pinnacle of the sport which was commonly referred to as the ‘Olympics of motorcycling’, the Royal Enfield team was the only squad riding British motorcycles not to drop a single point. In 1937, Enfield riders won a record-breaking 37 trials trophies along with six gold medals in the ISDT, with legends such as Charlie Rogers, George Holdsworth and Jack Booker riding 250 and 350cc Bullets and the 500cc Special Competition Model to victory.
But it was in the post-war era that Royal Enfield truly came to the fore in trials, largely thanks to the all-new 350cc Bullet. Even though telescopic front forks had become de rigueur from 1945 onwards, motorcycle designers had firmly stuck to the pre-war format of a rigid rear. The Bullet broke with thistradition when Enfield’s head designer, Ted Pardoe, and Tony Wilson-Jones, its chief engineer, incorporated revolutionary swinging arm suspension with oil damped shock absorbers for the first time on any production motorcycle. The suspension’s travel was rather limited at just 2” but it was enough to give its rider improved comfort and, as far as off road grip was concerned, increased adhesion.
British motorcycle manufacturers usually unveiled their forthcoming year’s models at the all-importantEarls Court Motorcycle Show, held in London each November. When he came to showcasing the new swinging-arm Bullet, Royal Enfield took the unorthodox step of revealing it at a trial, entering three prototype machines in the 1948 Colmore Cup.
This unexpected move was a shrewd one because the bike’s rear suspension caught everyone’s attention, including journalists from both of the UK’s weekly motorcycle magazines, The MotorCycle and Motorcycling. Both magazines published 2-page features on the bike. While victory may not have come on the course that day, it was certainly achieved in terms of publicity.
The positive showing that these new Bullets made in competitions during the following months meant that two were selected for the British Trophy team to take part in that year’s ISDT, held in San Remo, Italy. Success followed with both Bullet riders, Charlie Rogers and Vic Brittain, winning gold medals and contributing to the British team’s first place position.
The road-going version of the Bullet took centre stage on the Royal Enfield stand at that year’s Earls Court Show, and it became the backbone of the range for the following 14 years. The company’s annual sales brochures usually featured a trials variant, available to the club level rider by special order. However, pukka works machines were reserved for a select few professional riders. These were specially tuned and modified in the factory competition shop and lavished with, what were for the time, exotic lightweight materials, such as magnesium for crankcases and aluminium alloy for wheel hubs.
Although Royal Enfield had employed a number of highly skilled riders over the years it had never had a true star. All that changed in 1950 when a precociously talented 18-year-old joined the company. John Victor Brittain, universally known as Johnny Brittain, was the son of 1920s and ‘30s legend, Vic Brittain, a multi-skilled rider who successfully competed in everything from ISDTs to TT races, scrambles and fairground daredevil stunts and who had been persuaded to come out of retirement and join Enfield for one year in order to ride a Bullet in the famed 1948 ISDT win.
Somewhat gangly, quietly-spoken and immensely dedicated, Johnny soon showed his mettle, picking up first class awards in one day trials and a gold medal in that year’s ISDT. “In the early days,” he recalls, “my competitors openly ridiculed me, deriding the spring-frame Bullet. They were still on rigid-framed bikes andwould say things like: ‘I pity you having to ride that Enfield with that bouncy rear suspension.’ They were soon laughing on the other side of their faces when I began winning, and it took several years for all the other manufacturers to catch up and adopt the Bullet’s swinging arm suspension, which gave me a real edge.”
On his famous 350cc trials Bullet, registration number HNP 331, Johnny won the prestigious Scottish Six Days Trial twice, an arduous 900 mile contest spread over six long days, (1952 and 1957), the formidable Scott Trial twice (1955 and 1956), the tough British Experts Trial twice, where he was its youngest ever winner (1952 and 1953), and amassed over 50 major championship wins and a huge haul of open trial first places. Beginning with his first ISDT campaign on a Royal Enfield in the 1950 competition, Johnny accumulated 13 gold medals over 15 years, although some of those rides were on a 500 Twin and a 500 Bullet rather than HNP 331.
Johnny Brittain’s works trials Bullets of 1956 and 1957 were all conquering. In ’56, he triumphed in the ACU Star championship and his tally of wins included the Welsh Trophy, the Scott, Mitchell and Streatham trials, the Alan Hurst, Shropshire and Patland Cups as well as second places in the Scottish Six Days Trial and two other major events. The following year, he clocked up wins in the Scottish Six Days, Vic Brittain (named in honour of his father), Cleveland, Travers, Red Rose and Cotswold Trials amongst others.
To mark this tremendous run of results the firm released a Bullet closely based on his winning machine in 1958. Named the 350 Trials Works Replica, it aimed to give its rider a great starting point from which to compete in trials. Employing the same lighter, all-welded frame made of aircraft quality chrome-molybdenum, it sported a slimmed-down 21⁄2 gallon petrol tank, 21” front wheel, knobbly tyres, alloy mudguards, a sump guard, high-level exhaust, Lucas Wader magneto and a slimline gearbox with low gearing.
Even the engine was given the works treatment as its bottom end was formed around heavier 500cc Bullet flywheels, resulting in a motor which plonked like a gas engine, and its barrel was cast in aluminium alloy. Finished in polychromatic silver grey, the Trials Works Replica was a beauty to look at as well as to ride.
Johnny wasn’t Royal Enfield’s sole trials rider though. There was always a works team at major events which, over the years, included Johnny’s younger brother, Pat, as well as other leading lights of the trials circuit such as Tom Ellis, ‘Jolly’ Jack Stocker, Don Evans, Peter Fletcher, Peter Gaunt and Peter Stirland. Even Bill Lomas, long before he became a two- time motorcycle grand prix world champion, won a first class award on a Royal Enfield trials Bullet.
By the end of the 1950s, however, the days of the heavyweight trials motorcycle were numbered. Responding to the trend for ever lighter bikes, with revvier engines that could snap the front wheel up and over obstacles and make best use of the constantly improving tyre compounds and tread patterns, Royal Enfield refocused its trials ambitions around the new, unit-construction 250cc Crusader.
The story of Royal Enfield’s trials motorcycles doesn’t end with the 1967 Redditch factory closure. Over subsequent decades, many owners have undertaken trials conversions, using both British and Indian road Bullets as their starting point. Although the majority have standard gearing and see only occasional light greenlaning use, a significant number have been built to fully competitive specification and are regular entrants in classic trials events, including the celebrated Scottish Pre-65 Trial, a revered annual competition held in the highlands of Scotland ahead of the Scottish Six Days Trial.
However, Dutch company Porteos takes all the worry, muscle and skill out of the process.
They are updating their self-loading motorcycle ramp with a lighter telescopic ramp that can be easily fitted to most utilities and vans.
It features a telescopic ramp that slides out and down and will lift any size motorcycle up to 400kg using a motorised pulley system.
Porteos have been making the self-loading ramps in Europe out of steel but have now started an Indiegogo crowd-funding campaign to make their new lightweight ramp.
It is made of aerospace-grade aluminium which is lighter, but also more robust.
The Porteos ramp includes rollers so the 60kg device can be moved around easier and can be moved from vehicle to vehicle more easily.
The new Porteos motorcycle ramp has a “power tilt” feature that allows it to fit the bike quickly in tighter places.
It is not cheap starting at $2652 but crowd-funding supporters can get it for $2074. (We recommend caution on supporting any crowd-funding camapaign as prodjuct delivery and refunds are not guaranteed.)
Porteos says they will ship their new ramp worldwide and they estimate it will cost about $500 to get one to Australia.
Wayne Rainey says it “made me feel young again” to hop on a specially adapted Yamaha R1 recently after being sidelined for 26 years by a crash that left him paralysed from the waist down.
The three-time world champion and long-time sparring partner with five-time champ Mick Doohan was asked by Yamaha if he would like to take part in the Suzuka Sound of Engine event in Japan next weekend (15/16 November 2019).
Yamaha has prepared a special R1 with a hand-shifter, grippy saddle and clips to hold Wayne’s boots on the pegs.
Wayne, 32, was leading the 1993 Italian Grand Prix at Misano when he slid off the track into the gravel and was hit by his bike.
He broke his back, punctured a lung and was left paralysed from the middle of his chest down.
Wayne had not ridden since until his recent R1 test.
“It was an easy crash because it stepped out and I fell off the side of it,” later said of the crash.
“I was like sliding with the bike across the track but when I went off the track I hit a curb. It kind of set me up in the air then I landed in the gravel trap it had like speed bumps in it for the F1 cars and at that time that’s what we were using in motorcycles.”
“Now all the sand traps are smooth but sometimes it takes a big incident to get something changed.”
Wayne’s Marlboro Team Roberts YZR500 was a constant challenger to Doohan on his Rothmans Honda NSR500.
“Mick and I had some good races and I respect him as a rider,” he once said.
“With Mick you know he’s never going to give up. That’s great in many ways, but it can also get you into trouble because you never back off. You have to be careful, but you have to win.”
Wayne won three consecutive 500cc World Championships between 1990 and 1992.
Despite not being able to ride since the crash, Wayne has remained a strong supporter of motorcycle racing and is President of the US-based MotoAmerica series.
Certain lifestyles demand transportation in and out of town daily, and a commuter bike is the best bet for that. The primary concern about these bikes is that they should be perfect for navigating the daily grind. Though for an enthusiastic, these usual bikes are not just for daily commutes, they fill the bucket by also being a weekend bike or touring bike.
With upright ergons, excellent fuel efficiency, high mileage and stunning visual appeal, daily commute bikes are something worth getting out of bed for. Here is the list of some of the best bikes for your daily commute at a price that won’t break your bank accounts:
Here Super Splendor is known for its durability, reliability, and fuel efficiency. It gives a mileage of 65 to 81 km/litre and has a 125cc engine, which retails for INR 61,186. Along with this, it has i3c technology and IBS system for added security. The wide and firm seats reflect the stature of the rider. Available in several guises, the Hero Super Splendor has got a bike model for everyone’s taste. Splendor’s lightweight, easy control and the prudent engine makes it a persuasive suggestion for a rider looking for a durable, fuel-efficient, no-nonsense motorcycle.
Bajaj Discover 125 is powered by 124.5cc and a single-cylinder engine which produces 11 bhp of maximum power and 11 Nm of peak torque. This comfortable bike is available in 4 colors – red, blue, black and black with grey. You might have noticed the huge traffic that abides on roads during office hours which sometimes leads to unlikely mishaps. Because of the same reason this bike has lately been updated with Combined Braking System (CBS), which makes it one of the best choices for your daily commute to work.
Like the other bikes of the ‘Dream Series’, the styling of Honda Dream Yoga is conventional and very basic in its styling. Currently, it is available in two variants – with and without CBS (Combined Braking System). The engine is 109.19cc air-cooled, 4-stroke, single-cylinder HET engine that is tuned to produce 8.31bhp of power and 9.09 Nm of torque. In terms of color options, Honda Dream Yuga is available in five colors – Vibrant Blue, All Black, Sports Red, Majestic Grey, and Sports Black.
TVS Star City Plus is made out to be a bit sleeker and smoother than the other TVS bikes. It has an enhanced wing mirrors and low-profile rolling resistance tyres for better commuting. It is an everyday motorcycle that focuses on high-end performance and fuel efficiency with a revised ‘Eco thrust’ 110 cc DLI engine. The powerful motor produces 8.3 BHP and has a crest torque of 8.7 Nm. So, if you want a stress-free ride that caters to your needs of daily commute, then this can be the right pick for you.
Bajaj CT100 has an extra-long seat that keeps things comfortable for both the rider and pillion. Concerning power, the Bajaj CT100 uses a 102-cc single-cylinder and a 4-stroke engine which is modified to deliver 7.6 bhp of power and 8.24 Nm of highest torque. This commuter bike is available in three vibrant colors, black with silver and red decals, black with silver and blue decals and a vivacious red.
Planning to Bring Your Daily Commute Home? Don’t Forget to Buy Bike Insurance
One common mistake done by people who are planning to buy a new bike is that they miss out on one crucial aspect – bike insurance. While you look at the significant factors like fuel efficiency, engine power, mileage, it is equally important to buy bike insurance policy to get coverage against losses that you might have to incur in case of an unlikely event. Be at the safe side and buy bike insurance from a prominent insurer like TATA AIG. They offer several add-ons like third party property damage cover to increase the third-party liability coverage, along with the other essential insurance coverage.