A fatal motorcycle crash on a corrugated road surface has sparked a new training program for inspectors to look out for specific road hazards that endanger motorcyclists.
VicRoads Safe System Road Infrastructure Program director Scott Lawrence says the training for existing surveillance officers would help road crews “better identify imperfections and other potential road hazards for motorcyclists”.
“The program has been designed by leading road safety experts with extensive motorcycle safety knowledge to help identify road imperfections and other hazards and ensure these are remedied as soon as possible,” Scott says.
“The surveillance officer teams, some of which include motorcyclists, are committed to reducing road hazards including surface imperfections (particularly on bends and on the approaches to bends), debris and other environmental factors that could destabilise riders.”
He advises that motorcyclists can also call 13 11 70 to report a road hazard.
Fatal road hazards
Victorian Motorcycle Council media spokesman John Eacott says the move is a direct result of “a fatal motorcycle accident involving a pavement shove (corrugations) which destabilised the bike”.
He says the training “can only be seen as a positive”.
“The VMC support this and look forward to more road safety initiatives that make riding safer,” he says.
“One such initiative which is long overdue is an extensive campaign to educate all road users about motorcycle lane filtering and both its safety and congestion-relieving benefits.”
Dangerous road conditions are no laughing matter for riders
Former No 1 member of the Motorcycle Riders Association of Australia, Rodney Brown suggests motorcycle riders have input into the new VicRoads training.
“VicRoads needs to undertake a proper training needs analysis in partnership with motorcycle riders, pillions and other stake holders,” he says.
Dean Marks, the independent rider representative on the Motorcycle Experts Advisory Panel to the Roads Minister, questions the ability of VicRoads to respond fast enough to road hazards.
“VicRoads has not really done any sort of serious advisory work to notify riders and drivers of this number and process. It is something you need to search for,” he says.
“As we know, road conditions that may be suitable for four-wheeled vehicles may have a very different and fatal outcome for riders.
“Should riders stop and call every time they encounter unsafe road conditions, they would be lucky to cover 200 metres in a day.
“We are yet to see what will be done in the form of response to any hazard called in. We already have a plethora of situations where VicRoads have been advised of serious hazards and they still remain unmarked for elongated periods of time.
“I honestly feel that riders are treated with a great deal of contempt. In any environment where safety is paramount, education and proactive actions are first and foremost.”
An extension of the bus lane trial in Hoddle and Fitzgerald streets to include the Eastern Freeway inbound from the Chandler Highway to Hoddle Street, and Victoria Parade between Hoddle Street and Brunswick Street;
Developing a learner and novice rider pack containing tips, resources, a high-visibility vest and other “safety” equipment; and
The MotoCAP motorcycle protective clothing star rating system will be “further promoted to help riders make better choices when it comes to buying safety gear”.
Norton Motorcycles is expected to improve reliability and spare parts availability as well as delivering important new models this year after two major cash injections.
MV Agusta has launched its fourth limited-edition model, the Brutale 800 RR LH44, in collaboration with five-time Formula 1 champion Lewis Hamilton.
Only 144 bikes will be made, each with Hamilton’s race number “44”.
They will cost $A38,880 ride away, which is about $14,00 more than the RR version and $10,000 more than the RR America.
Lewis Hamilton collaboration
The Brutale 800 RR LH44 is distinguished by a blacked-out ceramic exhaust, LH44 rim design, pearl shock red lever sets, and carbonfibre highlighted side covers, fuel tank trim, front and rear fenders and dashboard cover.
It also has a compact and lightweight two-channel ABS 9 Plus that features Rear Wheel Lift-up Mitigation to control the pressure on the front brake and avoid rear wheel lift-up.
MV Agusta says the Euro 4 inline-three cylinder engine has “undergone extensive technical updating”.
However, they don’t say what that is, but horsepower remains at 140hp with a top speed of 244km/h.
Limited editions
MV Agusta has launched a host of limited edition models in the past few years as they have struggled under financial constraints to produce new models.
While we’ve lost count of the number of “limited-edition models” they have released in recent years, we do know this is the fourth in collaboration with Lewis Hamilton.
It sort of makes a mockery of the term “limited edition” when they produce so many.
Top of the range of limited-edition models was last year’s $A125,012 Claudio F4 which pays homage to former company president Claudio Castiglioni.
Claudio F4
Meanwhile, MV Agusta have produced only a couple of new models since 2013 and suffered from a frustratingly slow supply chain. We know of one rider who waited six months for a sump plug!
Instead of fixing supply, updating their bikes or launching new models, MV continued to churn out limited-edition models with a lick of paint, some extra farkle and a hefty price tag.
The world’s fastest blind motorcyclist Ben Felten will return to the South Australian salt flats next week (March 4-8 2019) to attempt to break his own record.
In 2019, Team Blind Speed will defend their title, as new challengers emerge from Europe and the United States.
Magoo leads the blind
Ben and Magoo
Ben Felten will once again be guided by his navigator, Kevin “Magoo” Magee, on the salt beds of Lake Gairdner, South Australia, riding 2018 Kawasaki Ninja ZX10Rs.
Magoo, a 1980s Grand Prix racer, will also challenge the Australian 1000cc Production Class record, seeking to push past the standing 325km/h threshold.
Magoo uses an analogue radio contact to help him steer with three main voice commands.
“The words we use are ‘go’, when in a straight line,” Ben explains.
“He will say ‘left’ or ‘leeeeeeft’ for a wider turn and ‘right’ for turning in that direction. The way I turn incrementally at high speeds is by putting pressure on the foot pegs. At the finish line and in the pits I navigate with Magoo’s guidance and people are amazed at our level of control.”
Ben Felten has three objectives
The team will keep the contingent of land-speed record challengers around the world at bay, support Magoo’s race for a class record and prepare for the FIM sanctioned World Speed Trials Australia in 2020.
“15 kilometres of full throttle. I can’t wait. Magoo and I are ready to turn into Kawasaki green blurs over the salt.” Ben says.
“Internationally, there are a few guys with very fast bikes who I have a watching brief on. I wish them nothing but good luck. The Great White Dyno is the ultimate leveller, when the flag drops… well you know the rest.
“We are driving to Lake Gairdner as World Record holders. We will leave Lake Gairdner as World Record holders, with the seat time to really let the overseas riders know the score in 2020.”
The team is supported by Kawasaki Australia and BC Performance with sponsors Caring Approach, Dunlop, Rider Collective, AGV Helmets, TCX Boots, Spright and Aussie Made Software.
“We have the best of the best backing us as we hit the salt,” Ben says.
The previous Z900RS/Cafe recall was for improper routing of the rear brake hose and rear wheel rotation sensor lead which could touch the rear tyre.
“If the brake hose becomes damaged, it could create the potential for loss of braking performance due to brake fluid leakage,” the notice said.
It involved 132 motorcycles, so we know that they have now sold at least 150!
Even though manufacturers and importers contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
European politicians have voted on a raft of mandatory safety technology in all new vehicles including “black box” recorders, automatic braking and even automatic speed limiters.
The technology will only apply to new vehicles with some measures, such as auto emergency brakes in cars, being introduced as early as next year.
New safety measures include:
New crash testing requirements;
Mandatory installation of driver assistance systems including Automated Emergency Braking (AEB) with pedestrian and cyclist detection;
They say the automatic speed limiters will be overridable so that means you can switch it off.
But we suspect that when you switch your motorcycle on, it will default to being activated just like traction control and ABS are on current vehicles fitted with these rider aids.
However, one big problem in Australia is the standard and maintenance of our roadside speed signs.
Austroads report on TSR
An Austroads report says our signs will have to be improved. After all, what would TSR make of signs in rural areas that have been used for target practice!
We can think of several other scenarios where interventionist technology limiting your speed could be danger.
For example, if you commit to overtaking a vehicle which then speeds up, you could be left stranded on the wrong side of the road, unable to complete the overtaking manoeuvre.
An increasing trend in online shopping has led to an explosion of parcel deliveries that have become more and more difficult to carry on a two-wheeler.
The new electric trike can carry up to 100 small parcels and 1200 letters at a time, three times more than the old Postie bike.
Australia Post has now ordered 1000 electric delivery vehicles (eDVs) after a successful two-month trial of three trikes in Brisbane last year.
They start arriving in June in all states and could eventually replace the traditional Postie bike.
That’s good news for lovers of the little Honda as there could be a lot hitting the market later this year at bargain prices.
However, it may eventually lead to a scarcity of the popular machines.
Electric trike
Australia Post Group Chief Operating Officer Bob Black says the 1000 eDVs will become the nation’s largest electric vehicle fleet.
“With parcel volumes growing – on average, close to 10% each year for the last three years – and letter volumes declining, we’re always looking for ways to ensure our posties continue to play an important and sustainable role in the community,” he says.
“These vehicles offer additional carrying capacity, so our posties can deliver more parcels than ever before directly to the customer’s door – and can perform additional functions, such as collecting mail from street posting boxes.”
‘Safer and greener’
Along with delivery benefits, Bob reckons the electric vehicles also have safety and environmental benefits.
“The eDVs are safer than the traditional motorcycle. They are easier to see on the road, more stable, have increased rider protection and lower on-road speeds, all of which reduce a postie’s exposure to incidents and serious accidents,” he says.
“We started trialling eDVs in 2017 and we’ve since deployed them in all states. We have worked closely with our posties to make improvements along the way.
“Our posties love the eDVs because they demonstrate our commitment to providing safer and more sustainable employment into the future, given consumers are sending fewer letters and relying more and more on their postie to deliver their parcels.
“They will also help us achieve our commitment of reducing our carbon emissions by 25% by 2020.”
(Shame that most of them will be powered by electricity from coal-fired power stations!)
Australia Post will also roll out an additional 4000 electric pushbikes, bringing its total to 5980 over the next three years.
Zero Motorcycles has pulled the rug out from underneath the coming Harley-Davidson LiveWire electric sports bike with its new Zero SR/F that looks uncannily like the Milwaukee product.
Harley LiveWire
Zero SR/F
However, the Zero SR/F has better performance and range but costs about $US11,000 less than the LiveWire. The Harley is due in September at $US29,799 and will arrive in Australia next year at more than $US40,000.
Zero Motorcycles pulled the plug on exporting to Australia and New Zealand in 2017 with no hint of a return just yet. So, although the Californian company’s new ZR/F looks the goods, we most likely won’t be getting it here.
Zero’s SR/F comes in a standard model at $US18,990 and a premium model with a faster-charging battery and heated grips.
It has 82kW of power, 190Nm of torque and a top speed of 200km/h.
Range is said to be about 130km on the highway and up to 260km in the city. See the comprehensive “range” specifications at the end of this article.
A more robust “Power Tank” battery capable of 320km of range will be available in the third quarter of 2019.
Meanwhile, the Harley LiveWire has 177km of range and a 190km/h top speed.
Zero’s SR/F will also be able to update its Cypher III software via a link to a mobile phone connection just like a Tesla electric car.
A dedicated app will allow riders to track their trips, share rides, monitor battery level, find charging stations and even receive alerts if someone is trying to steal their bike.
Royal Enfield’s Continental GT 650 is a big hit with the Brisbane Cafe Racerswho I went cafe racing with on Sunday.
Last week I reviewedthe Interceptor 650 which is the sit-up-and-beg version of the new 650 parallel twins from India.
You can read my full review which is tagged to the end.
The Interceptor and Continental GT were on the Brisbane Cafe Racers ride to the Mt Nee gantry and both seemed to attract plenty of attention.
The only differences are that the GT has a sports riding position and does not have a hefty 4kg centre stand.
Mixing it with other cafe racers
Maybe it’s the sporty riding position, but the Continental GT feels more responsive down low, although it is still not great off the line.
Both bikes really show their best performance results when revved through the midrange. The Continental GT certainly stayed in touch with all the racers in Sunday’s ride.
Highlight of the Brisbane Cafe racers run to the Mt Mee gantry
The Continental GT is hardly a bum-up-head-down racing position, though.
I picked up the bike with the clip-on bars set at their highest position which is slightly above the instruments. At that height there is only a slight reach forward to the bars.
However, you can easily drop the bars as much as 45mm lower. That would make it a very aggressive position and may appeal even more to the Brisbane Cafe Racers!
About 45mm of bar adjustment on the forks
Either way, your knees will now be sitting on the metal protectors on the cooling fins to stop your knees getting scorched.
Black knee protectors
The pegs are also slightly rearset which doesn’t make a huge difference to the riding position.
However, it does have a shorter and more direct gearshift linkage which makes the already slick shifts a little more precise.
The only other difference is the humped seat which actually feels more comfortable than the bench seat of the Interceptor 650. You can also fit a solo seat and rear cowl.
Here is my review of the Interceptor:
The first twin-cylinder Royal Enfields in six decades have customers lining up for test rides.
However, the high demand for demo rides meant I only had a couple of days with each bike.
I’m happy to report that after thrashing both bikes through traffic, down highways and over mountain ranges, the 650s live up to most of the hype.
Retro styling
Richard says the previous problems with Royal Enfield chrome tanks have been resolved.
A close inspection at the demo models substantiates a vast improvement in paint and chrome finish.
In fact, the overall quality is a substantial improvement. I pulled the locked seat off the Interceptor and was pleased to find the paint extends right down the tank where you can’t see it and the welds are neat.
Even the initials of the bike builder responsible are hand painted on the end of the tank under the seat.
Builder’s initials
That’s pride of workmanship, with good reason.
Wiring and cabling is tidy, plastics are smooth, the vinyl seat is good quality and even the footpegs are nice rubber and alloy units.
The only build fault I could find was a slightly gummy weld joint where the headers leave the cylinder on both the Interceptor and GT.
Those who love the retro look will appreciate that Royal Enfield didn’t go to town on the chrome which the original ‘50s/‘60s cafe racers didn’t have.
Instead of acres of chrome, the engine casings and wheel rims are brushed alloy (black rims on some models) which looks understatedly stunning. (Now there’s an oxymoron for you!)
For a $10,000 bike there are quite a few niceties and extras such as twin instrument pods with a tachometer, comprehensive toolkit and lockable fuel cap.
It also sits on retro-style Pirelli Phantom tyres originally made for the Ducati GT1000 and used on the new Triumph Bonneville.
And how many $10,000 bikes come with a centre stand as standard these days, let alone a toolkit? In fact, how many bikes twice the price have a centre stand and toolkit! (Note that the GT does not come with a centre stand.)
The toolkit is in a side panel which is locked with the ignition key. It also has a latch inside that unlocks the seat.
The Interceptor’s seat is soft and quite comfortable, but after two hours in the neutral riding position you sink down into the seat and you can feel the supports underneath.
The seat is 804mm high, but it’s very narrow, so at 183mm tall I could easily get my flat feet on the ground with knees bent.
Pillions will enjoy the thick padding and the substantial grab handle at the back.
Royal Enfield has kept the price down by making this a lo-fi bike. No fancy traction controls and electronic wizardry, although it does have ABS, of course.
The instruments are basic with just two analogue pods (speedo and tacho) and a small LCD screen with readouts for odometer, trip A and B and a voltmeter when running. No clock, ambient temperature, weather forecast or stock market readouts!
And you have to reach over and touch a mode button between the two dials.
The indicators and taillight are also basic and the mirrors are cheap units that come loose over rough roads and blur at highway speed.
The front and rear fender feature cheap and ugly rubber extenders that can easily be unscrewed and discarded for a neater, bobbed look.
Heartbeat
Many Royal Enfield enthusiasts are attracted by the slow and methodical pulse of the single-cylinder engine.
These parallel twins have a 270-degree crank like the new liquid-cooled Triumph Bonnevilles, so they are a totally different heartbeat.
And unlike the the 500 singles, you don’t need to schedule a slot in your diary to reach 100km/h. It will reach 100km/h in about six seconds.
Some say it will top 170km/h, but I managed 140 — under controlled conditions, of course!
It will certainly cruise at legal highway speeds in a relaxed manner with very little vibration or hand/feet tingle.
Riders in hot climates will also appreciate the fact that they do not run near as hot as the new scorching Bonnes. The cylinder heads still get quite hot, as you would expect, but there are coated metal protectors so you don’t burn your knees.
The 648cc twin is oil and air cooled with a modest 47 horsepower or 35kW at 7100rpm and 52Nm of torque at 4000rpm.
It doesn’t sound like much, but the midrange is smooth and meaty.
The engine is mated to a super-slick, six-speed gearbox and clutch with a moderate pull so it is easy to use in traffic.
You will need to feed the bike some revs in the first couple of gears for rapid acceleration from the front of the queue at the traffic lights.
If you continue to rev the bike to the limiter and dance on the gearshift you will get maximum results, but you may also hit a few false neutrals. (I didn’t hit any on the GT which has a more direct shifter lever.)
With such moderate horsepower there is not a lot of point in spinning it out to the red line every shift.
I found these bikes yield satisfactory results if you short-shift through the gears and ride around town in fourth or fifth at 4000rpm.
Out on the highway, they cruise without stress at 4000 revs in sixth. Since the engine pulls lustily from 3000 revs, you can roll on the throttle without having to drop a cog.
I pushed moderately hard through traffic and winding hills, yet the Interceptor yielded impressive economy figures over about 500km of 3.6L/100km.
That means range of almost 350km from the 12.5-litre tank.
The Interceptor 650 I rode was fitted with aftermarket slip-on Emgo mufflers for an extra $300.
Richard regrets fitting them to the Interceptor, saying they don’t suit its more sedate image.
He says they should have gone on the more racey-looking Continental GT cafe racer.
Emgo mufflers
They also sound a little nasty and anti-social when revved hard, although they do give the throttle improved response, he says.
There are S&S Cycle mufflers coming in about six months that promise a better sound.
Ride and handling
The twin cradle frame and twin-shock suspension set-up is as traditional as it gets, but it works.
It’s not the lightest 650 out there at 202kg dry, but the frame and suspension combine to provide a light-steering, agile bike.
I found the American-made Grabriel shocks a little on the soft side for my 80kg frame, even after pumping up the rear preload to the fourth of five settings.
You can adjust them by hand if you’re strong and put the bike on its centre stand, although there is a C spanner included in the toolkit.
It still managed to bottom out over some big bumps, bounced around at the rear and wobbled a little over mid-corner irregularities.
However, that was when it was pushed hard. If you trot along at legal pace, it’s all quite controllable with those wide, braced handlebars.
I believe Ohlins is working on suspension upgrades, but that could be overkill on a $10k bike.
The Interceptor turns in quite quickly and holds its line well on its narrow, 18-inch front and rear Pirelli Phantom tyres.
They have good corner and braking grip, although the front was found lacking on emergency stops with the bike’s single disc and hefty weight.
The brakes are Bybre which is a discount Brembo offshoot and they have braided steel lines for good feel. Still, a second front disc would be welcome.
Despite the heft, the bike is easy to lift onto the centre stand with a convenient handle beside the seat like on old bikes.
Conclusion
There has been a lot of pent-up demand for these bikes since they were announced almost two years ago.
Thankfully the excitement and hype is justified.
Royal Enfield has done a good job of bringing top-value bikes to the market.
We also expect more model variants soon such as a scrambler.
Ride-away pricing
Interceptor 650
$9790 (solid colours — orange, black and silver);
$9990 two-tone (orange, white and gold pinstripe; red, black and white pinstripe);
$10,290 chrome tank.
Continental GT
$9990 (pale blue, black with gold GT stripes);
$10,190 (two-tone black/silver with yellow pinstripe, white with silver and blue stripe);
Law enforcement agencies agree that tougher penalties are needed.
However, the big problem has been that organised criminal rings use specialist criminals for different functions of the same offence.
They include bike thieves, burglars who break into your house to steal car or bike keys, re-birthers, fencers and document forgers.
This has made it difficult to convict offenders and gang bosses or organisers. Charges were often not proven or bargained down to lesser charges, such as receiving stolen property.
At best, the conviction system was protracted with little or no joy for the victims.
In 2006, the NSW government amended the Crimes Act 1900 to introduce a new offence of knowingly facilitating a rebirthing activity carried out on an organised basis.
It would apply to any and all members in the network involved in stealing your motorcycle or car with tougher penalties.
While it seemed like a good idea, National Motor Vehicle Theft Reduction Council figures seem to show it is not working. In fact, NSW bike theft is up almost a quarter over the past four years.
Motorcycle theft 2013-10 to 2018-09
State/Territory
2013-10 to 2014-09
2017-10 to 2018-09
% change
Thefts
% of thefts
Thefts
% of thefts
ACT
109
110
0.9%
NSW
1,506
1,878
24.7%
NT
190
87
-54.2%
QLD
1,354
1,619
19.6%
SA
451
543
20.4%
TAS
111
142
27.9%
VIC
1,832
2,097
14.5%
WA
2,638
2,044
-22.5%
AUS
8,191
100.0
8,520
100.0
4.0%
Laws assessed
Law firm DLA Phillips Fox assessed the law changes in 2010 but found many matters were still before the court. They found there had not been enough time to draw conclusions on the law’s impact.
So now the NMVTRC has engaged law firm Clayton Utz to do a second review.
They will not only consider NSW prosecutions but also identify issues that might lead to similar provisions across the nation.
A report is expected to be available by end of April 2019.
