The second recall this week over faulty stands seems to point to a failing among modern motorcycle side and centre stands that are lightweight and flimsy.
Now Yamaha has recalled 78 of their 2017-19 XP530A scooters because the main stand “may crack and break due to substandard welding”.
Yamaha XP530A (Image supplied by Yamaha without the scooter miraculously standing without any aid from a stand!)
The official notice issued through the Australian Competition and Consumer Commission says if the scooter stand cracks, “the scooter could fall and cause a serious crush injury to the rider or bystanders”.
Yamaha will contact “all known affected consumers” directly to arrange for inspection and, if necessary, a new strengthened stand.
However, recall notices don’t always reach the owners, which is why we publish them.
No recall notification
British rider Randall Munroe says he crashed his 2012 Triumph Explorer after the side stand broke loose.
“When I went online to look up the part number I discovered that there had been a recall for the side stand bolt but I had never been notified,” he says.
“When I contacted the dealer they blamed me so I went up the chain and eventually contacted Triumph UK. In short, they did nothing.
“Wouldn’t even replace the broken and damaged parts – I had to pay for them myself. I did contact a lawyer after Triumph refused to deal with the problem but was told that I wouldn’t get anywhere with a claim unless I had missed work due to injury but I was retired at the time.
“Just a caution for every bike owner to keep informed of recalls as you can’t trust the manufacturer to be responsible!”
Remember when side and centre stands were big and chunky and made of steel?
Remember when you could actually have a sleep on your bike parked in the shade of a tree, comfortable in the knowledge it wouldn’t fall over?
And remember when you could pull your bike over to pivot on its side stand to turn the bike around on its own axis?
You wouldn’t try that with modern bikes.
It seems in an effort to reduce weight and therefore improve fuel economy and emissions, modern motorcycle stands are made of alloys or lightweight aluminium.
They are too flimsy and simply not up to the job of supporting a big bike.
Broken Multistrada side stand
Welding issues
Welding issues seem to a recurring issue in side stand recalls.
Perhaps that’s because they are trying to weld lighter alloys and aluminium that simply don’t bond as strongly as steel.
Some big news broke last week with Peter Stevens announcing the sale of its famous Elizabeth Street premises to a Chinese backed developer for $31.5 million.
While businesses regularly change premises for various reasons, few have the history behind them that the Peter Stevens motorcycle precinct situated at the top of the Melbourne CBD enjoys and thus the move signifies the end of an era for motorcycle retailing in Melbourne.
Even those of us that do not hail from Victoria, but have simply visited Melbourne over the years, have marvelled at the motorcycles on the footpath outside the Elizabeth Street string of motorcycle shops. The first of those stores came under Peter Stevens stewardship some 44-years ago and were followed in time by also bringing the neighbouring two sites into the P.S. portfolio.
Peter Stevens sell Elizabeth street premises
For me the history angle of the sale holds just as much interest as the financial reasons behind the deal. I would not be on my Pat Malone on that score.
My own first visit to window shop and ogle shiny new motorcycles on Elizabeth Street was as a fresh faced Western Australian 16-year-old navy recruit visiting Melbourne for the first time. My first ever weekend leave from recruit school had me heading into the big smoke after catching the train into the CBD from Crib Point down near HMAS Cerberus. As a motorcycle mad kid it was only natural I would gravitate towards this shiny row of motorcycles on the footpath as I trod my way around Melbourne for the first time.
The Elizabeth Street motorcycle precinct though dates back to even before Peter Stevens, as motorcycles have been retailed on Elizabeth Street for over 100 years. Motorcycle meets were staged on Elizabeth Street from the 1890s and the Milledge Brothers opened the first motorcycle shop on the street in 1903.It would not be out of order to suggest that more than a million motorcycles have hit the streets from those stores in that time.
Elizabeth Street Motorcycle sales precinct celebrated its 100th anniversary in 2003
One would imagine a fair percentage of people working across many facets of the motorcycle industry across Australia would have spent at least some of their time working in those shops.
Hundreds if not thousands of apprentices would have learned their trade as motorcycle mechanics in these stores.
A major fire in the Harley Heaven store in late 2002 caused extensive damage to the building and saw the store gutted. Major refurbishment works were required before the doors could be opened again.
The reasons for the sale are, no doubt, many, including the never ending and problematic tunnel works for new train lines and the increasing focus towards making the Melbourne CBD a much more pedestrian, tram and cyclist only space. Traffic congestion and space constraints has already seen the service departments of the Elizabeth Street stores moved out to Peter Steven’s Kensington Street complex.
Peter Stevens sell Elizabeth street premises
Peter Stevens Group Managing Director Paul Chiodo is the second generation of the Chiodo family of brothers that originally started the Peter Stevens Motorcycles operation some 50 years ago.
The 44-year history of the Elizabeth Street stores is deeply entwined with his own family history, a lineage that started in Australia when his grandfather Anthony emigrated from Italy early last century and started one of Melbourne’s first specialist Italian grocery stores.
No matter how much sense the sale undoubtedly makes from a business angle, it still must have been a major wrench for the Chiodo family, on a personal level, to sign off on a significant part of their history.
Paul Chiodo – “There are two aspects that have driven us to sell the property, they are equal to each other really. The complexities of retailing in the CBD, we are the last ones there with Yamaha City, for good reason. There are not really any motorcycle shops in the CBD of major cities. The council does everything they can to make things difficult for us, I am not sure whether that is intentional or not intentional, but the city is changing. The huge number of apartments and the changing nature of the area, we are some of the last retail stores in that precinct which has now largely been overtaken with the service industry and cafes etc. rather than a retail environment.
“Tonight at council there is going to be a vote whether to prevent motorcycles from being able to park on the pavements in the CBD. I am not sure whether that will go through but it likely will. We have always parked motorcycles out the front of the stores, used bikes, so that might no longer be an option after tonight.
“We retail hundreds of motorcycles out of there each month. Those bikes need to be dropped off by trucks, the distance from where they once were dropped off to where they now must be dropped off is now quite a distance away from the stores. Staff then must push those motorcycles through the CBD in order to get them to the store. It just adds yet more complexity to doing business in Elizabeth Street.
“Then we get to the rates and land tax on those premises. Since it has been revalued we are paying near on a million dollars a year. And next year word is that it might be in excess of a million dollars. And that is before you pay any other expenses it is truly a ridiculous amount of money. That means the viability from that perspective has become very difficult as the value of the property has gone up.”
Despite credit having never been cheaper, it seems these are very difficult times for every single area of retail in Australia. How is the current drop in motorcycle sales affecting your short and long term business planning at Peter Stevens?
Paul Chiodo – “We have been adjusting to the market in many ways over the past three years as the industry has suffered a decline. We are a dynamic business and continue to adapt and change the emphasis to different aspects of our business. Used bike sales and our workshops are growing rapidly.”
It must almost put coal-face staffing issues in an almost constant state of flux. The balance between the bottom line, and the need to retain the vital experience and knowledge of quality staff must be an almost impossible task?
Paul Chiodo – “We have got a huge number of people that are in our ten year club, and we have a ten year dinner that gets bigger and bigger every year and we have a number of people that are in our thirty-year club so there is a massive amount of retained experience in the business, and we celebrate that.”
Peter Stevens took over the distributorship of the Moto Guzzi and Aprilia brands not that long ago, what is happening in that space this year?
Paul Chiodo – “The new 660 from Aprilia has been announced and it is a significant anniversary for Moto Guzzi coming up shortly and the horizon looks bright for both of those brands.”
Aprilia RS 660
Triumph seems to be going greatand is the success story of your suite of brands?
Paul Chiodo – “We have had some good growth in January compared to the same period 12 months ago. The new Tiger 900 lands arrives this month.
2020 Triumph Tiger 900 GT arrives in Australia shortly
“The new Rocket III has had an incredible response and is sold out for the next few months at least. The Bajaj joint venture that was announced will see Triumph move into some new categories of the market and that is all really exciting and we recently re-signed a new long term contract with Triumph.”
The new Rocket III is sold out until the middle of the year
There is some encouraging growth on the scooter front with that segment of the market bouncing back well after a few years of pain. To be fair it was the bottom end of the scooter market that had fell apart predominantly, while the more premium brands you retail did not suffer such a marked drop, are Piaggio and Vespa still doing quite well?
Paul Chiodo – “The delivery market has been a strong growth area with Uber style delivery bikes and Vespa continues to be a very strong brand.
Vespa GTS Super Tech 300 HPE
“It will be interesting to the see the influence of electric bikes on the motorcycle industry in the coming years. The Harley-Davidson LiveWire arrives in September which of course we will be retailing through our Harley Heaven stores. There are also a number of new products from different suppliers that will enter the Australian market.”
Harley-Davidson’s LiveWire lands in Australia this September
Thanks for the time out of your busy schedule Paul.
The fate of footpath parking in some areas of Melbourne’s CBD will be considered tonight (18 February 2020) at a meeting where council will also be asked to regulate rogue delivery scooter parking.
Riders have been encourage to attend the Future Melbourne Committee meeting at 5.30pm on the Council Meeting Room, Level 2, Town Hall Administration Building, to hear council’s plan to remove footpath parking from some areas and add 151 free on-street parking bays, replacing 36 car bays. It is also being live streamed here. Click here to make a submission by 10am today.
Click here to read more about the plan to free up more footpath space for pedestrians and the expansion of cafes.
Transport Portfolio Chair Councillor Nicolas Frances-Gilley said Victoria is the only state in Australia that allows motorcycles to park on footpaths under the road rules.
Cr Frances Gilley and his Trans Alp
Currently around 1200 motorcycles park on footpaths in the central city per day and there are 245 existing motorcycle parking spaces.
Fate rejected
The move was initially supported by the Victorian Motorcycle Council which has now withdrawn that support and issued this statement:
Whilst we support the intent of managing footpath congestion in the face of increasing pedestrian numbers, the proposal has several critical flaws and significant concerns in its current form. It is also significantly different to the proposal that was reviewed and endorsed at the November 2019 Motorcycles in the City of Melbourne Committee meeting which in essence was a 1:1 displaced bike to on-road parking proposal. The committee was not informed of the changes and had no opportunity to review them. In engineering circles, this is called an ‘uncontrolled change’.
Our deliberations with CoM identified that critical changes were introduced following a stakeholder group’s instigated footpath walking inspection with CoM engineers. From this meeting, CoM were under the impression that more bikes on average would be able to be parked in a standard car space if those car spaces were not marked and painted with Australian Standard angled motorcycle parking bays. The assumption saw CoM factor in on-street parking for 151 bikes across 36 car spaces, whereas approximately 126 (a ratio of 3.5 bikes per car space as originally proposed) was more likely. This dropped the nearly 1:1 replacement ratio to 1 : 0.72 and exacerbated the misalignment between the location of proposed restrictions and the potential location of the 36 car spaces.
At an average of 3.5 bikes per car spaces, CoM needs to review the impact of the additional car spaces that would be needed to meet the originally endorsed proposal. And also factor in the impact of future bike use growth.
It has also been rejected by the Victorian Motorcycle Riders Association who believe it could be the first step toward a total ban on footpath parking.
Emeritus professor of transport Marcus Wigan says he will make a formal submission tonight to ban commercial motorcycles and scooters from footpath parking, leaving space for legitimate commuter parking.
He says the rapid growth of commercial food delivery scooters and some small motorcycles has not been addressed in the council’s paper.
“These take up a great deal of space in the areas that they congregate, and are in general less likely to respect the other users of the footpath due to inexperience and commercial time pressures,” his submission says.
“It is also likely that they are unaware of the footpath parking guidelines that have been so successful over the years.”
Prof Wigan suggests that commercial use of the footpath be regulated, including the parking of commercial vehicles such as delivery scooters.
He says this would not only regulate parking, but also improve the “briefing and management of the riders”.
“Road space, kerb space and footpath space are all under pressure, and space allocation and usage are all increasingly important,” says Prof Wigan who is selling his 2017 Indian Scout for a Yamaha MT-01. (Click here if you would like more info on his Scout!)
Right from the off, Yamaha’s TMAX maxi-scooter struck a chord in Europe. In France and Italy especially, they loved and still love Yamaha’s premium scooter but the uptake for premium scooters has been a little slower in Australia. The first TMAX was introduced in 2001, and since then Yamaha has sold two million units in various capacities worldwide, with a chunk of those sales in mainland Europe. It’s easy to see why; it’s such a brilliant, versatile bike.
The new for 2020 Yamaha TMax 560
To widen its appeal and make sure the TMAX remains on top (and Euro-5 compliant), Yamaha have delivered a new 560 TMAX for 2020. It is bigger in capacity and faster than ever before. They’ve also improved the design while retaining a premium feel. If you’ve never considered a maxi-scooter before, maybe it’s about time because this iteration is the fastest, sportiest and, in my opinion, best-looking TMAX yet.
Maximum power is up from 45.3 hp at 6750 rpm to 46.9 hp at 7600 rpm and peak torque is up from 39 ft-lbs to 41.1 ft-lbs at the same 5250 rpm. Peak power has moved up the rev range, and the torque has increased due to the increase in engine capacity from 530cc to 560cc. Yamaha is claiming the Euro5 2020 model is five-km/h faster and accelerates quicker.
The TMax features a liquid-cooled parallel two-cylinder
It certainly feels nimble. If you’ve never ridden a maxi-scooter before, its ability will take you by surprise. 120 to 135 km/h cruising speeds are uneventful and easy, and if you push hard enough you see the analogue speedo top out at 177 km/h. What surprised me the most was the bike’s acceleration from 120 km/h upwards – it’s still brisk and doesn’t labour, unlike most models in this maxi-scooter category.
There are two engine modes to choose from (which can be changed on the fly with a closed throttle) – touring and sport. Yamaha claim there is now a greater step between the two than before, but I’d contest that. There is a noticeable difference between the two modes, but it’s not huge. I spent 95 per cent of the ride in the touring mode which never felt lacking.
The TMax also features an electronics suite, including riding modes and traction control
One of the most significant changes for 2020 is the 2 mm increase in the bore, from 68 mm to 70 mm, which ups capacity from 530 cc to 560 cc. But it wasn’t just a case of oversizing the engine, there is more to it than that. The intake valves have increased in size, and there are new connecting rods, a lighter crankshaft, new camshaft, and new aluminium forged pistons. As before, the two cylinders are balanced by an opposed ‘dummy’ piston.
The increase in power and capacity means heat generation has increased, obliging Yamaha to improve the cooling system with a larger radiator and new air duct. But, despite the larger radiator, coolant capacity is reduced due to shortened coolant routing. The TMAX still uses a CVT transmission – automatic, twist-and-go to me and you.
The TMax features an automatic CVT transmission, ideal for city and commuting conditions
However, the clutch engagement has reduced by 300 rpm to 4000 rpm, and gear ratios have been reduced, again to give a sportier feel and match the new engine performance. To meet strict Euro 5 legislation, Yamaha had to produce a new exhaust system, with a twin catalytic converter. The materials used are stronger, which allows for the thinner exhaust, reducing its weight. Airfilter, throttle body and fuelling are all new for 2020.
The TMAX twin-cylinder engine has always had a distinctive feel and exhaust tone but now sounds meatier than before, with a little more character. Despite its capacity increasing, the overall bike is only 1 kg heavier, with some of this weight saved from the new exhaust.
The TMax also benefits from a meatier exhaust note alongside the capacity boost
Despite capacity and performance increases, Yamaha are claiming a 10 per cent improvement in fuel consumption for the already frugal Yamaha. 4.8 litres per 100km works out at around 59 mpg while the 15-litre fuel tank means the new TMAX should have a range of about 310 km (194 miles).
On test, I achieved considerably less than the claimed figure, but I did spend the majority of the time with the throttle wide open – sorry. However, I’ve ridden the now ‘old’ model extensively in the past, even attending the world launch in Cape Town in 2017, and achieved 55 mpg, so Yamaha’s claim seems reasonable.
2020 TMax updates include optimising the suspension settings
When Yamaha re-vamped the TMAX in 2017 they increased its sportiness by reducing weight (by 9 kg), moving the engine further forward in the chassis and by giving it a steeper head angle plus new suspension and a revised swing-arm. For 2020 the set-up changes aren’t as dramatic, but they have gone one step further, to make it sportier than before. The suspension has been ‘fine-tuned’ and the damping settings ‘revised’ with spring rates, front and rear, also increased.
Simply put, the set-up feels firmer than before but still plush. On the motorway the ride is smooth end effortless, without jolting on bumps and road imperfections. Equally, the handling is impressive, still very ‘scooter-like’ and easy to throw around considering the bike tips the scales at 220kg.
The result is a firmer but still plush ride from the 2020 TMax 560
Stability is also excellent, not what you would normally associate with a maxi-scooter on 15-inch wheels. In the mountains I was impressed enough to, on occasion, drag its centre stand though tight turns, and you could certainly embarrass a few conventional bikes if you were in the mood. Don’t underestimate the handling of a well-ridden TMAX.
When we encountered some heavy rain later in the day, the Yam’ didn’t disappoint. The feedback for a scooter was impressive and the Bridgestone rubber gave consistent grip, wet and dry.
The TMax is also formidable in wet conditions, with good grip from the Bridgestone rubber
My only complaint was that the TMAX felt a tad harsh over very bumpy sections, as if there was too much pre-load on the springs (pre-load is adjustable on the top-spec Tech model, but not in the standard bike). The first 1/4 to 1/2 of the suspension travel was smooth but the later part of the stroke was a little harsh. In fairness, we did encounter some very poorly surfaced roads as well as ancient cobbles (that were taken at speed). It will be interesting to see how the bike performs in the UK.
The brakes are unchanged for 2020 and do an excellent job of slowing proceedings. With no clutch, the back brake is on the left bar and comes into constant use, more so than normal. ABS, as you’d expect, is standard and isn’t too intrusive. There is also a parking brake on the left bar because, obviously, you can’t leave the bike in gear when parked on a hill.
R6 style brakes remain on the TMax 560, not needing any upgrade
We benefited from testing the top of the range Tech model which comes with an electronically adjustable screen that makes a huge difference on the motorway. Once fully raised you’re forced to look through the screen and not over it (this rider is 5 ft 7′), though very tall riders may be able to peer over the top.
With the screen up you’re in a cocoon of silence, all wind and wind-noise taken away from your upper body. Personally, I preferred the screen raised to just a quarter of the way up so I could look over rather than through.
The generous screen offers good protection on the TMax
Simple and easy-to-use cruise control comes as standard on the Tech model and there is enough storage under the seat for a reasonably large bag or two open face helmets – yes, touring is a genuine option on the TMAX.
The seat is nearly identical to the previous model’s, comfortable with small lumbar support ahead of the pillion seat. It was only towards the end of the day that I was forced to move around to ease nub-bum ache. From memory I thought the older bike was slightly better in this department, which may be down to the seat or perhaps the new suspension. It was far from uncomfortable, but I knew I’d done a full nine-to-five day in the saddle.
The TMax offers a generous and comfortable seat, with lumbar support
Traction control and ABS both come as standard, but are not lean-sensitive (there is no IMU monitoring lean angle). When the traction control kicks in it’s smooth, and the reintervention is effortless. And yes, on wet cobbles and white lines it did kick in from time to time.
The Tech MAX comes with an electric screen, cruise control, heated grips and seat, adjustable rear suspension, slight cosmetic changes, and My TMAX connectivity. The connectively not only allows you to view your ride, speed and lean angle but can be used as a tracking device.
2020 Yamaha TMax 560 in action
There is also a sports pack that includes a backrest and mounting, aluminium pegs, number plate holder and sports screen. An urban pack includes a top case and mounting, backrest and universal bar mounts.
Finally, a winter pack comprise of heated grips, apron and knuckle visor (handguards). Akrapovic produces silencers with a choice of two finishes for the new model and there is a range of detailed cosmetic options you can choose from.
A winter pack is also available for cold weather quality of life mods
Price at $16,599 ride away in Australia the TMAX is at the top end of the scooter food chain, but deservedly so.
The Yamaha TMax 560 faces some fierce competition in the Maxi-Scooter category
A new survey has found a large majority of European riders believe drivers should be allowed to ride light motorcycles up to 125cc on a full car licence.
In Queensland, Western Australia, South Australia and the Northern Territory, licensed drivers have been able to ride a 50cc scooter or moped for decades without having to do any sort of extra test.
However, in some states there are restrictions such as not carrying a pillion or riding on freeways or motorways.
Some European countries allow drivers to ride motorcycles up to 125cc and 15 horsepower such as the Honda Grom and Monkey bikes and the Kawasaki Z125 with little or no extra training or licensing.
“I’m not sure that this is supported by the stats, acknowledging that non-injury crashes are generally not reported,” he says.
“Something that muddies the waters here now is the rise of electric bicycles which, operationally, are similar to mopeds in terms of trip purpose etc.”
Ross Blackman
There have been no changes to the moped rules over the past few decades, despite most states reviewing their motorcycle licensing.
A Queensland Transport and Main Roads spokesperson says a 2012 review of moped licensing found the severity of moped crashes was lower overall compared with motorcycles.
This research determined there was no requirement for changes to licensing requirements.
Crashes involving mopeds within Queensland, 1 January 2013 to 31 May 2019.
Crash severity
2013
2014
2015
2016
2017
2018
2019
Fatal
3
0
0
0
1
2
1
Hospitalisation
78
78
41
44
65
61
22
Medical treatment
56
52
45
44
34
42
18
Minor injury
10
7
8
10
11
17
6
Total crashes
147
137
94
98
111
122
—
Compare that with motorcycle and scooter crashes (excluding mopeds).
Crash severity
2013
2014
2015
2016
2017
2018
Fatal
42
37
54
64
50
41
Hospitalisation
930
932
968
966
935
960
However, we note that there may be significantly fewer people riding mopeds on car licences.
It is impossible to gauge exact numbers given many may only hire them.
Queensland registration statistics also don’t different mopeds from motorcycles.
Western Australia’s Department of Transport also reviewed moped licensing in 2014.
“Discontinuing moped operation on a car licence was not supported due to there being little evidence that moped riders in WA were overrepresented in crashes compared to other powered two wheelers,” a spokesperson says.
“DoT would reconsider moped operation on a car licence should data show that moped riders are overrepresented in crashes in WA, and that there was evidence to support that discontinuing the approach would result in considerable road safety benefits.”
WA registration stats show a 33% increase in moped registrations from 2011 to 2015.
“This could have been attributed to an increase in traffic congestion, lack of available parking, need for economical and convenient transport and that the holder of any valid class of driver s licence is also authorised to ride a moped,” the spokesperson says.
Pros and cons
Moped racing
We can see pros and cons in allowing drivers to ride mopeds.
On the positive side, it’s great for tourist areas where foreigners can hire a moped to get around.
It also allows drivers to experience the thrill of riding and hopefully encourage them to go for their full licence.
The licensing also allows inner-city residents to get around cheaply and conveniently without the expense of a motorcycle licence they may never need.
There is also a host of great light electric motorcycles and scooters hitting the market that qualify under the moped rules.
Bolt electric mopeds
Harley electric scooter
On the negative side, we see a lot of stupid moped riders doing some dangerous and illegal things on the roads.
An example is filtering. It is illegal to filter unless you are a fully licensed rider, for a start.
Secondly, we see moped riders filter to the front of a queue of traffic at the lights only to hold everyone up when the lights go green because of their slow acceleration.
Unfortunately, the ire drivers feel toward some idiot moped riders filters across to legal and sensible motorcyclists!
What do you think? Should moped licensing be extended to other states? Should there be some sort of competency course first? Leave your comments below.
KTM and, to a lesser extent Husqvarna, have defied the Australian road bike sales slump of -11.9% last year, according to official statistics from the Federal Chamber of Automotive Industries released today.
They were the only two road bike companies in Australia to register positive growth last year: KTM was up 292 (18.3% to 1889 for the year and Husqvarna was up 64 (24.2%) to 329.
Despite a 2% drop in off-road sales, the result was enough to help KTM leapfrog Suzuki into fourth place overall for the first time.
At the other end of the scale was Honda which dropped 24.4% in road bike sales, its biggest fall in more than a decade.
Harley-Davidson topped road bikes despite dropping 643 (7.9%) to 6462, ahead of Honda, with Yamaha third.
Massive slump
The figures are the worst for road bikes since 47,752 were sold in 2016.
That’s a catastrophic slump of 16,771 sales or 33% in just four years.
This balancing act will amaze your friends when you call your motorbike or scooter and it automatically comes to you from its parking space.
That’s a vision of the future from Indian company Liger Mobility who have developed a prototype self-balancing scooter that comes when you call it.
It basically uses voice activation like Siri and it self-balances via gyroscopes controlled by microprocessors.
Self-balancing prototypes
It’s not dissimilar to self-balancing prototypes already developed byHonda, BMW and Yamaha.
Honda’s self-balancing motorcycle
However, this scooter goes further with the ability to come when called.
Apart from the carpark scenario, we can also see that this could be convenient for ageing riders or women riding in high heels who don’t want to get them dirty.
However, the Bombay start-up’s claims that it will somehow be safer seem spurious.
We’re not sure of the statistics, but we couldn’t imagine too many deaths from parking incidents or falling over when coming to a stop.
The balancing act a novel display and makes a great video, but surely the extra weight and expense of gyroscopes won’t make these self-balancing scooters and motorcycles commercially viable.
Liger Mobility think it will and say it will only increase the cost of an electric or petrol-powered scooter by 10%.
That’s 10% many might prefer to spend on protective clothing!
Australian motor vehicle theft rose 7% in the 12 months to September 2019, largely the result of a 12% boom in motorcycle thefts, the highest of all vehicle groups.
Despite accounting for just 5% of registrations, motorcycle thefts now account for one in six stolen vehicles, according to Council figures.
Theft boom
The sobering statistics also show that almost two in three motorcycles are stolen from the home, one in six motorcycle theft victims have previously been a victim of theft and more than half of all stolen bikes are never recovered.
Council Projects and Communications Coordinator Caitlin Hrambanis says there could be several reasons for the explosion on motorcycle theft rates:
The ease with which they are stolen;
A high demand for parts; and
The lack of security measures by riders.
“The NMVTRC is looking to liaise with motoring groups to look to disseminate theft prevention messages,” Caitlin says.
“We are hoping to improve motorcycle security awareness among riders.”
The council wants to partner with interested motorcycle groups to improve the security message to riders.
For more details, please contact Caitlin by clicking here.
The most likely targets for thieves are newer models, with almost 30% stolen aged five years or younger.
Motorcycles with an engine capacity of 150cc or less are the top theft targets such as scooters and mini bikes, closely followed by motorcycles with an engine capacity of 251-500cc.
South East Queensland is a hot spot for motorcycle theft with Brisbane, Gold Coast, Moreton Bay and Logan in the top five local authority areas for bike theft.
Previously the riders were able to park free in the Rocks, Pyrmont and Darling Harbour areas including outside designated bike-only zones as long as they adhered to the time restrictions.
However, the state reclaimed the land in January, according to the council, and installed private company parking meters at the end of August 2019.
The COS website was only changed on 17 September 2019 after several motorcyclists complained, according to Property NSW.
“Disputed infringements issued before the website was updated have been waived,” they say.
After our publication of the unfair fines, they have reversed that decision.
A Department of Planning, Industry and Environment spokesperson told us:
We were recently made aware of inconsistencies between the government and the City of Sydney’s parking policies. We have now revised our parking guidelines and waived infringement notices relating to this discrepancy. Motorcycle and scooter riders no longer need to pay at any of the parking meters in our areas, however, must respect the time restrictions. Our policy is published on The Rocks website.
Day in court
Jin and his yamaha custom
However, Jin Weng says it is no victory for him after taking a day off work without pay to fight the fine in court.
“I pleaded guilty because pleading not guilty requires another hearing date and I can’t afford to take another day off work,” he says.
“Legal aid said it’s unlikely I can claim for my time even if I get a not guilty outcome, this is a shame as the courts should penalise councils and authorities for issuing fines in error otherwise there is no accountability for them to continually do this.
“It is unjust but I can see why most people just pay the fine as its multiple times the cost to challenge.
“I presented my supporting documents to the court and the judge decided on a section 10 1 (A) ruling meaning I am guilty but there is no conviction, or penalty.
“I wouldn’t call it a victory given that I had to plea guilty to something that shouldn’t even been charged wasting half a day sitting in court.
“They clearly did not want to waive my infringement by rejecting my appeal and proceeding with a court prosecution. They even took the time to submit to the courts a prosecution including the judge reading a statement from the prosecutor that I was aware of changes in the area as mentioned in my appeal.
“Will they be reimbursing me for taking a day off to go to court?”
Website update
Andrew and his scooter
Another fined Sydney rider, Andrew Johnstone, missed the change on the website and said the fines were unfair as there was not enough notice provided that the change had occurred.
He says the website has now been changed, but it “seems to say no and maybe”.
“Motorcyclists cannot be expected to read the website every day before parking a bike to ensure a road ownership hasn’t changed,” he said.
Andrew is still waiting for his fine to be waived.
Loss of Sydney spaces
The change in Sydney motorcycle parking follows the reduction of CBD kerbside parking last year to accommodate bus, pedestrian and cyclist infrastructure.
It prompted a petition for more motorcycle parking space.
Emma launches petition
Petition organiser and commuter rider Emma MacIver says the city is lagging behind Melbourne and the rest of the world and Motorcycle Council of NSW parking subcommittee claimed council’s lack of consultation with riders on the issue was “disappointing”.
Emma’s petition has gained almost 2000 signatures.
Kymco have announced their Xciting S 400i, ushering in their next generation maxi-scooter with high spec suspension and brakes, a powerful 400cc engine, high tech dash and large wheels.
2020 Kymco Xciting S 400i
The Xciting S 400i will sit between the flagship AK550 and the smaller capacity Downtown 350i models, offering a package closer to the AK550 with a strong sport touring focus, but priced competitively for those not after all the bells and whistles and the attached price tag.
The Kymco Xciting S 400i offers a sports-touring option under the flagship AK550
Sporty styling is matched to a single-cylinder fuel-injected powerplant producing 26.5kW or 35.5 horsepower, with the four-valve four-stroke offering fuel economy and an automatic transmission for easy commuting duties.
Styling is sporty with 35.5 horsepower on offer
Large 280mm petal rotors are found on the front of the Xciting S 400i, with a large 15-inch front wheel.
Large petal discs are featured on the 15inch front wheel
The rear also boasts a 240mm rotor and is a smaller 14-inch wheel, with Bosch 9.1 ABS run on both ends to ensure high levels of safety.
A smaller 14inch rear wheel is run, with Bosch 9.1 ABS and parking brake
The chassis has also been updated with redesigned engine and frame links, ensuring more strength and a double-clamp between the frame and fork, which is more on par with motorcycle designs. The changes ensure strong stability at high speeds, where the 400i will be performing past the expectation of smaller urban focused scooters.
An updated chassis ensures high levels of stability at speed, with motorcycle-inspired design elements
On the suspension side of things there’s a set of non-adjustable telescopic forks, while dual rear shocks offer five steps of preload adjustability, which is ideal for two-up riding or when laden up.
Rear shocks offer five-step preload adjustability
The 400i also features Kymco’s Noodoe dash, offering smartphone connectivity and navigation, as well as the option to customise the dash display, with custom displays sharable via Noodoe cloud.
The Kymco Noodoe dash offers plenty of customisation options and smartphone connectivity
Storage comes in the form of two-stage underseat, as well as two locked glove compartments, complete with a 12V charging port.
Underseat storage on the Kymco Xciting S 400i
Lighting is also LED, while an adjustable screen is standard fitment, as are heated grips for a bit of luxury.
Lighting is LED with a futuristic taillight
The Xciting S 400i features a 805mm seat height, 12.5L fuel capacity and weighs in at 195kg dry, coming with a three-year factory warranty program, offering an addition year over the standard two year warranty if you have your vehicle serviced exclusively at an authorised dealer and retain an accurate service history.
Glove compartments are electronically locked and there’s a 12V outlet
The Xciting S 400i is arriving in dealers now and will be available for $8,990 plus on road costs in Matte Deep Blue. For further get in contact with your nearest KYMCO scooter dealer or head to the KYMCO Australia website at www.kymco.com.au (link).
The 2020 Kymco Xciting S 400i is available for $8,990 plus on road costs in Matte Deep Blue
2020 Kymco Xciting S 400i features
400cc single-cylinder EFi 4-valve 4-stroke engine
26.5kW of power
KYMCO’s Noodoe smart phone interactive dashboard
Twin 280mm disc brakes
Bosch 9.1 ABS braking system
Preload adjustable twin rear shock absorbers
Adjustable sports touring screen
LED headlight with daytime running light and LED taillight
Two electric auto-locking glove boxes with 12 volt charging port
Two stage seat-opening design with plenty of storage
Five-stage heated grips
805mm seat height
15 inch front and 14 inch rear wheels
Pillion foot rests
Rear wheel lock/park brake
Three-year factory warranty
Available in Matte Deep Blue
Adjustable sports-touring screen2020 Kymco Xciting S 400i seat2020 Kymco Xciting S 400i
Yamaha XP530A (Image supplied by Yamaha without the scooter miraculously standing without any aid from a stand!)
The 1948 Vincent Rapide had not one, but two sturdy side stands
Broken Multistrada side stand
1980s Honda CX500 had a chunky steel centre stand
Cr Frances Gilley and his Trans Alp
Prof Marcus Wigan and his Indian Scout
Make sure the bike suits your needs … and your height!
Ross Blackman
Moped racing
