MARCH 2010 $10 INCL GST SINCE 1984

SEE OUR AWESOME SUBSCRIBER PROMO ON PAGE 6&7

TESTED//YAMAHA YZF-R1TRIUMPH DAYTONA 675PIAGGIO MP3YAMAHA YZ450FKTM 450EXC

RIDDEN//APRILIA PEGASO SM

PLUS// WOODVILLE MXBIG DAVES VICTORY TOURBOTTLED LIGHTNING RALLYSUPERCROSS CHAMPSDESERT STORM TRAIL RIDE

HARDENEDBATTLE WE RACE TEST YAMAHAS ALL-NEW YZ450F

6 KIWI RIDER

Of late, other publications have come into the market place, each with its own pitch, its own back-story. Yet Kiwi Rider has fundamentally stayed the same.

Why is this?

The main reason is that though weve looked long and hard at changes (as any responsible enterprise would when faced with competitors moving into their patch) weve never been able to get away from the fact that the masthead says it all.

We are Kiwi Rider, not Australian Bike Rider or British Bike Rider or any other nationality of Rider. Of course we take the other local mags seriously. In exactly the same way we do bone de industry bibles like Great Britains Bike magazine, The United States Cycle World and even Australias Australian Motorcycle News and Two Wheels.

Whats important to remember here is that each one is different for a reason.

In Kiwi Riders case it is because we are very much a magazine by the people, for the people, rather than one put together by a bunch of publishing industry professionals regaling us with tales of what they did each month.

Sure we get to ride the same bikes and in most cases attend the same launches, but what tickles me most, as I pull together each issue, are the inspiring I-rode-my-bike-there stories from our many readers.

Truly, I never tire of them, and from the positive feedback we get, nor do you. That and the local content Andys MX and SX event reports and rider pro les, Mike Nashs Rally reports, Big Daves from-the-saddle

We get the odd (some, VERY!!) Letter to the Editor here at KR complaining about the content. Which prompts me to write this month about both the philosophy and direction of the mag.

For years Kiwi Rider ploughed its own unique furrow, one based as much on the fact that the proprietors were heavily involved in the local competition scene (which is where I met them all those years ago).

Like the late, great Geoff Eldridges Australasian Dirt Bike magazine, Kiwi Dirt Rider then its successor Kiwi Rider,re ected both the hands-on interests of the owners and those of their many racing mates scattered across the country.

Those interests, its important to note, were not so exclusive that they didnt recognize and appreciate other facets of the sport. I know, I was covering road racing, both for Kiwi Rider and Australian magazine Revs in those early days, as long-time contributor Andy McGechan was motocross and supercross.

Gentle prodding by the distributors of bikes and apparel and accessories also meant that the coverage of what I suppose you could call the hardware side of things increased over time.

What has never changed, however, is the sheer passion for the simple pleasure of riding a motorbike that everyone involved brings to the business.

BY THE PEOPLE, FOR THE PEOPLE

What has never changed, however, is the sheer passion for the simple pleasure of riding a motorbike that everyone involved brings to the business

ride stories, Racing Daves epic adventures are the lifeblood of Kiwi Rider, and if you dont mind me drawing a longish sort of bow, Kiwi motorcycling.

Speaking of which, its about time I wrapped this up.

Ill be the one locking up tonight of course because lets see Pete the Publisher left yesterday for Operau to help old mate Sean Clarke with his latest event, the No Way In Hell extreme enduro. Sometime contributor Oscars with him taking the photos and Ollie left an hour ago to prep the YZ250 he borrowed off Rory Mead to compete in the thing.

Big Davell also be there because he needed an excuse to go for a proper ride on Hondas new Fury custom.

That just leaves Michael Esdaile and I.but Mike baled earlier this arvo reckoning he needed to get some kays on the new Hyosung GT650 (the fuel-injected one) before it rains.

Some things, obviously, never change! KR

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PUBLISHED BY: McStannic Publishing LtdPOSTAL ADDRESS: P.O. Box 299, Kumeu, Auckland

COURIER ADDRESS: 127 Moire Rd, West Harbour, Auckland

PHONE: 09 416 5307 Fax: 09 416 5308PUBLISHER: Pete McPhee Of ce: 09 416 5307 Email: pete@kiwirider.co.nz

SALES AND MARKETING Ian Ferguson Of ce: 09 416 5307 Mobile 021 446 164ian@kiwirider.co.nz

ADVERTISING MATERIAL: set.up@clear.net.nz and please cc to ian@kiwirider.co.nz

BIKE MART ADVERTISING: Todd Suther-land: 021 709 989 or Alan Duff: 027 264 3383

EXECUTIVE EDITOR: Ross MacKay editor@kiwirider.co.nz

DESIGN/LAYOUT: set.up@clear.net.nzPHOTOGRAPHER: Geoff Osborne Ph 415 2555 ospics1@xtra.co.nz

REGULAR CONTRIBUTORS: Roger Moroney, Andy McGechan, Mike Nash, Ben Townley, Josh Coppins, Michael Esdaile, Big Dave, Racing Dave, Ollie Sharp and Andy Lyver

DIRT EDITOR: Ollie SharpON-LINE EDITOR: David Cohen

PROOFREADING: Linda GlasswellPRINTERS: GEON GROUP, AucklandDISTRIBUTION: Gordon & Gotch Ltd, McStannic Publishing Ltd.

OPINIONS: Opinions expressed in Kiwi Rider are not necessarily those of the editor or publisher. While every effort is made to ensure accuracy, the publishers accept no liability for any error or omissions contained herein. COPYRIGHT: This magazine is copyright in its entirety. Material may not be printed without the written permission of the publishers.ISSN 1177-0023

KIWI RIDER 7

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ROAD FEATURESTEST: YAMAHA YZF-R1 21 Its won kudos not to mention the World Superbike Championship title on the track, but is Yamahas radical new cross-plane crankshaft YZF-R1 still the Production Superbike categorys great all-rounder on the road?

TEST: TRIUMPH 675 DAYTONA 26Having missed out on a ride when Triumphs 675 Daytona was rst upgraded last year KR Ed Ross MacKay moved heaven and earth to get on one of the rst of the 10 examples to land here. Needless to say he wasnt disappointed.

TEST: PIAGGIO MP3 250 33 Nothing grabs the attention of other road users like the Piaggio MP3. As KR tester Michael Esdaile found out when he swapped two wheels for three.

RIDDEN: APRILIA PEGASO 37 The old adage that you cant judge a book by its cover is something you appreciate, more, as you get older and wiser. Tester Campbell Rousselle reckons Aprilias Pegaso Factory is a case in point.

FEATURE: VICTORY TOUR 40What started as a better way to get to and from the Burt Munro Challenge blossomed into one of the best rides Big Dave and The Co-Pilot have ever had.

FEATURE: LIGHTNING BOLT RALLY 53Racing Dave enjoyed the 11th Lightning Bolt Rally on the West Coast so much he returned with Racing Maree for the 12th late last year.

DIRT FEATURESRACE TEST: YAMAHA YZ450F 102Youve seen the pictures and marvelled at the specs. But is Yamahas radical new YZ450F really that much better than a conventional big-bore 4-stroke? KR Dirt Ed entered Yamaha Motor NZs test bike (he asked rst!) in the BoP Clubs annual SummerX to nd out.

DIRT TEST: KTM 450EXC 109Rather than keep it to ourselves (read Ollie! Ed) we decided to spread the love with our latest Long Termer, a road-registered KTM 450EXC. Old skooler Bill Mancer and young pup Mitchell Nield were the rst two friends of the magazine to get to ride it and give us their initial impressions.

ADVENTURE: YAMAHA SAFARI 120With hundreds of kilometres of fresh roads, tracks and trails, the Marlborough Sounds made this years Ya-maha Safari one of the best. Racing Dave has the story.

TRAIL RIDING: DESERT STORM 143 Back in the day, Osbornes mate Gus was a handy sort of Enduro rideror at least he was until he defected to the treadlie world. Recently though, hes been casting sideways glances at the various dirt bikes at Kastle KR and when he heard about Nick Readers latest Suzuki-backed Desert Storm Trail Ride.well, you can probably guess the rest.

REGULARS ROADROAD NEWS ...................................11

ROGER MORONEY ....................... 59 The rst fuel crisis

MIKE NASH .....................................61People are important

ANDY LYVER ................................. 63Feeling the fear

BRONZ ............................................ 65Theyll be back!

CLASSICS ...................................... 67Matchless G80

GASTROM RIDER ..........................71Funky Fish

ROAD COMPETITION................... 73R/R Champs, Supermoto, Nelson Street Race & Brian Wood

ROAD PRODUCTS ........................ 83See it, want it, must have it

REGULARS DIRTDIRT NEWS AND BRIEFS ............ 95

DIRT PRODUCTS .........................115

See it, want it, must have it

DIRT COMP .................................. 128Woodville and NZ SX champs

HANDY ANDY .............................. 137Its simple, motorcycling is a buzz!

JOSH COPPINS ........................... 140 Back to work

BEN TOWNLEY ........................... 140A busy month

KR KIDS ........................................ 146Courtney Duncan & Hamish Dobbyn

LOOKING BACK .......................... 148It was ve, ten and fteen yearsago today!

BIKE MART .................................. 149

Contributions: Kiwi Rider wel-comes editorial contributions from its readers. If you would like to write something up for KR e-mail a prcis to the Editor at editor@kiwirider.co.nz. Electronic trans-mission of words (Microsoft word.doc) and pictures (hi-res jpgs) preferred.

Advertising: Got a hot product or service and want some real bang for your advertising buck? KR offers a complete in-house advertising design and production service. To nd out more talk to Pete (pete@kiwirider.co.nz) or Ian (ian@kiwirider.co.nz)

PAGE 26

VFR1200FCB600F HORNET-XVTR250CBF125

Dream rides love letters.

Hornie Hornet, streetwise, tuned, low slung, fuel injected, RR 4-cylinder, seeks sporty, lusty, or fussy rider.

With love from Honda.P.S - Now with adjustable suspension.

Dear Lonely Heart,

The ultimate rst bike or daily ride for 2010, seeks progressive, appreciative owner.

With love, from Honda.

P.S - $3999 and $9499.

Dear First Love,

mmmmmmmmmmaaaaaaaaaaaaaaaaatttttttttttttttttteeeeeeeeeeee rrrrrrrrrrrrrrsssssssssssssssssttttttttttttttttt bbbbbbbbbbbiiiiiiiikkkkkkkkkkkkkkeeeeeeeee oooooooooorrrrrrrrrrrr dddddddddddddddddddaaaaaaaaaaaaaiiiiiiilllllllllllllllyyyyyyyyyyyyyyyyyyyy

www.honda-motorcycles.co.nz, www.hondadeals.co.nz

FREEPHONE 0508 466 326VT1300CX FURY

Youll fall madly in love with my slim and sexy, ice cold body and hot attitude.With love from Honda.PS - The only chopper with ABS.

Dear Easy Rider,

Revolutionary VFR1200F seeking CBRxx owners and other sports touring riders looking for the ultimate naughty weekend.

With love from Honda.

P.S - State-of-the-art V4.

Dear Rated Rider,

Cyclespot Honda63 Barrys Point Rd, TakapunaPh: 09 486 1136

Botany Honda9 Trugood Dr, East TamakiPh: 09 274 2727

Honda Hamilton10-14 Willoughby St, HamiltonPh: 07 838 9299

See The Fury at any of the new Honda Powerhouse Superdealers

For more information visit

www.honda-motorcycles.co.nz

Ericksen Honda15 Hill Rd, Bayview, NapierPh: 06 836 6298

Energy Honda169 Gill St, New PlymouthPh: 06 757 3612

City Honda487 Rangitikei St, Palmerston NorthPh: 06 357 7027

Hampton Honda20 Carmen Rd, HornbyPh: 03 349 8968

Southland Honda77 Clyde St, InvercargillPh: 03 214 4254

KIWI RIDER 11

WESTPAC RESCUE HELICOPTERRIDE Its that time again when theUlysses Club rallies motorcyclists fromthe greater Auckland area to get togetherand cross Aucklands Harbour Bridge enmasse to raise money for the WestpacRescue Helicopter service. The 15th an-nual Charity Motorcycle Ride will this yearbe held on Sunday March 14, the gatheringpoint again the NZ Bloodstock Centre atKaraka adjacent the Papakura off-ramp onAucklands Southern Motorway. Ride STARTtime 9.00am sharp so if you want to join thethousands of others expected this year getthere by 8.00am. The ride takes those whosign up north up the Southern Motorway andacross the Harbour Bridge to AUTs AkorangaDrive campus on the North Shore. The ride isrun wet or ne and badges and T-Shirts will beavailable. For more information contact Richardon 0-9-482 0478. The ride has the support ofKiwirider, motomail, bits4bikes, Radio Haurakiand John Baker Insurance.

NATIONAL DUCATI RALLY Ducatisti* areadvised that New Zealands annual NationalDucati Rally will be held in Clive in the HawkesBay this year over between Friday March 5and Sunday March 7. Proudly hosted by theDucati Owners Club of New Zealand and sup-ported by Ducati importer, the Sydney-basedNF Importers Pty Ltd, and the New ZealandDucati dealer network, the event will be basedaround the Clive Motel/River Bar complexwith the concourse in the Farndon Domain onthe banks of the Clive River. The concoursewill feature bikes such as Andrew Forwards1098R Bayliss. For more info visit www.docnz.co.nz or call Nigel on (06) 878 0188 * Ducatiowners and marquee a cionados.

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ULYSSES AUCKLAND INVITES ALL MOTORCYCLISTS TO THE 15TH ANNUAL

CHARITY MOTORCYCLE RIDE

www.motomail.co.nz

Photo: David Cohen

DATE: Sunday 14th March START: 9:00am (arrive by 8am please)LOCATION: NZ Bloodstock Centre

Karaka, Papakura off ramp

Get friends and family to sponsor your ride by creating your very own page on

www.fundraiseonline.co.nzThe top two fundraisers will join the crew on board the Westpac Rescue Helicopter on a

scheduled training ight!

ROUTE: SOUTHERN MOTORWAY HARBOUR BRIDGE A.U.T. AKORANGA DRIVE

There will be food and drinks at Akoranga Campus. Public welcome at the finish. Wet or fine,no cancellations! Event enquiries to Richard 09 482 0478. Badge $10, T-shirt $20. Buy a T-shirt orbadge & be in with THREE CHANCES TO WIN vouchers from Motomail (1 x $500 and 2 x $250)PLUS spot prizes. Any donation of $10 earns you $25 discount at Bits4Bikes (conditions apply).

All proceeds to the Auckland Rescue Helicopter Trust.

In stark contrast to their fortunes in theUnited States, Harley-Davidson hassomething to celebrate in this neck ofthe woods a 4.55% increase in marketshare in 2009.

The companys growth in 2009 wasthe highest recorded in the industrylast year, something Harley-DavidsonManaging Director for Australia andNew Zealand, Peter Nochar attributesto the marques increasingly broaderappeal.

A key factor underpinning theproven market share growth is thediversity of appeal in the Harley-Davidson suite of motorcycles andour responsiveness to grass-rootsinnovation, he told Kiwi Rider.

We believe we wereable to cement our marketshare with a strong thirdand fourth quarter of 2009,thanks mostly to the releaseof the 2010 model range inSeptember. The new rangeoffers a mix of nostalgia andnew direction along withinnovation and increasedvalue for money. Mr Nocharsaid.

A spike in sales duringSeptember has beenattributed to the release ofthese new 2010 models. Thenew models, from differentHarley-Davidson familiesinclude the XR1200X, Iron883, Fat Boy Lo, Ultra ClassicElectra Glide and Wide Glide

NOW SOME GOODNEWS FOR HARLEY-DAVIDSON

Broader appeal across a wider lineupof models is how Harley-Davidsonhas explained its impressive growthin sales here.

WORDS: Staff PIC: Harley-Davidson

which provided an appeal to riders fromacross the board.

Harley-Davidsons year-on-yeargrowth of market share, 22.13% in 2008to 26.68% in 2009, was contrary toits major competitors, except Triumphwhich also enjoyed strong growth inits case from 14.12% in 2008 to 15.05%in 2009.

Another brand to see growth in2009 was Yamaha, up from 3.20% in208 to 5.23% in 2009 ( gures courtesyHarley-Davidson). KR

12 KIWI RIDER

DUCATI ANNOUNCES MULTISTRADA PRICING Ducati has announced recom-mended retail pricing ahead of the antici-pated May/June 2010 arrival of the new Multistrada 1200 and 1200 S. The new Multistrada will be available here in three

guises, the basic bike at $27,990, a Multist-rada 1200 ABS model which adds an Antilock Braking System to its impressive suite of

electronics for $29,990, and the range-topping Multistrada S which will sell for $36,990. Also

available to order will be two different versions of the Multistrada 1200 S which will come complete with hlins suspension front and rear plus Ducatis new Ducati Electronic Suspension (DES), which provides push-button settings for four con- gurations of rider, pillion and luggage.

ANOTHER ODDBALL H-D RECORD Call it cabin fever. The day after Boxing Day last year Aussie Steve Butler completed what is believed to be the rst successful Globe of Death ride on a Harley-Davidson XL883 Sportster. The Globe of Death is a popular circus and carnival stunt across the Tasman where (normally) three performers ride specially prepared motorcycles inside a mesh sphere simultaneously. Generally a Harley-Davidson is the last motorcycle youll see in the Globe because its too heavy. That is until Harley-Davidson dealer, Gavin Walker, got hold of it! Walker and his crew set-up the Globe at his Harley-Davidson dealership in Mildura on Boxing Day with two riders Phillip Jones and Steve But-ler vying to be the rst to tackle the Globe the day after. Joness rst attempt ended in a crash, but the bike was repaired and Butler pulled it off without a hitch going upside down on his third run, breaking a world record in the process.

EARLIER DATE FOR SPEEDSHOW The Rugby World Cup has had an early impact on New Zealands annual Speedshow, organiser Keith Sharp moving the traditional September date forward to July in order to get a guaranteed slot in 2011 when Cup competition is based in Auckland. This year the show will be held at Aucklands ASB Showgrounds over the July 25-25 weekend and for next year it will be on a similar weekend in July. Since its inception the annual Speedshow has promoted itself as the home of anything fast and/

or exciting on two, three or four wheels and for the fourth annual show organiser Keith Sharp

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A GLIMPSE OF THE FUTUREWORDS: Staff PICS: Yamaha

Remember those amazing rocketship-like visions-of-the-future companies like Ford and General Motors used to unveil at car shows in the late 1950s and early 1960s?

Taking a lead from those heady, optimis-tic days, Yamaha put together a fascinating collection of largely hybrid-based two-wheel-ers of the future for last years Tokyo Show.

There were ve in all, covering the gamut for power-assisted bicycle to full motorcycle. The ve were created as part of Yamahas Smart Power working group, the idea to see how electricity and other alternative sources of power can be har-nessed to produce vehicles which combine environmentally-friendly performance with completely new kinds of riding pleasure.

EC-03

One of the more conventional if thats the right word models in the Smart Power lineup is the EC-03, a 100% electrically-powered commuter scooter using a small electric motor and lithium-ion batteries mounted in a lightweight aluminium frame.

EC-f/EC-fs

These are de nitely more out there com-bining futuristic styling with ease of use, quietness and smoothness.

HV-X

As a hybrid the HV-X offers environmentally-conscious performance with low emissions and outstanding fuel economy while still providing the fast-accelerating dynamics and relaxed cruising conventional scooters and cruiser-style motorcycles are famous for.

PAS Brace-L Special

PAS bicycles were developed and originally marketed by Yamaha way back in 1993. The PAS Brace-L Special is an electro-hybrid incorporating Yamahas SPEC 8 (Shift Posi-tion Electric Control) in-hub 8-speed gear mechanism (Sturmer-Archer eat your heart out! Ed).

PAS er

Finally, the PAS er is a prototype model de-veloped on the concept of more advanced hybrid relationship between the rider and the motor.

It has an electric motor in each wheel

Yamahas Smart Power selection (from top to bottom) the almost conventional-looking PAS Brace-L Special, the aluminium-framed lithium-ion battery-powered EC-03 scooter, futuristic EC-F commuter, and PAS er special exhibition vehicle.

and uses a two-wheel-drive mechanism that applies electric motor assist to both wheels via an automatic electronic transmission, with the motor in the front wheel having a regenerative function which charges the battery during decel-eration or free-wheel downhill riding.

Readers who have recently enjoyed the movie Avatar will also, no doubt, ap-preciate the fact that the PAS er comes complete with a sensor which monitors the riders heart beatand adjusts the assist level to suit something which truly blurs the edges between man.and machine! KR

KIWI RIDER 13

promises more of the same. The website, www.speedshow.co.nz, has recently been updated with photos from 2009 and all exhibitor and visitor information. Tickets will be available from Ticketek.

ST JOHNS FUND RAISING RIDE The Canterbury Branch of the Ulysses Club will again be holding its annual ride in support of St John Ambulance on Anzac Day, Saturday 25th April 2009. All money raised, less expenses, will be donated to St John. This year the chosen St John branch is the Banks Peninsula Area Ambulance. Motorcycling individuals and clubs will assemble in Winchcombe Street, South City, Christchurch and then depart on an ordered ride to Awa-iti Domain Little River for a barbeque. Funds are raised by the selling of badges, raf es and a gold coin donation for the barbeque. The 2009 Anzac Day involved in excess of 250 motor-cycles, and the local Ulysses Club anticipates large numbers again in 2010. For more information contact Chris Carey on (03) 348 4153 or (021) 497 155 or e-mail captain.carefree@gmail.com

MOUNTAIN THUNDER On Easter Saturday, April 3rd, the streets of Methven, the small Canterbury town nestled under the snowy peaks of the Southern Alps, will resound to the sound of motorcycle thunder, when the next South Island festival of street racing arrives. The Methven Lions, in conjunction with the Classic Action Motorcycle Sport Club, are working to bring more of our motorcycle racing thrills to a wider public audience. CAMS, who are a Classic and Post Classic Racing club based in Christchurch, but with members from all over the SI, will be rolling out their Pre 63, Pre 72, Pre 82 and Pre 89 machinery to rock the socks off the spectators. With the support of the Bucket Motor Racing Club (Miniature Road Racers), the Super Motards, and some of the Souths most spectacular Formula 1 rid-ers competing in the Formula Methven class, a thrilling day of racing around a street circuit is guaranteed. For more informa-tion on this event go to our website; www.cams-racing.org.nz KR

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The weekend of March 5-7 2010 sees 50 years of the Suzuki marque in this country celebrated.

The celebrations link in with the Wanganui Classic Motorcycle Rally for Pre 86 motorcycles based at the Wanganui Top 10 Holiday Park and are a chance for the New Zealand motorcycle community to come together and mark this milestone in our motorcycle history.

This action starts with the North Island Classic, Twin Shock & Evo Trial Championship on the Saturday March 6 at Quentin Handleys property at Westmere. The Trials event is also Rnd 2 of the British Spares Classic and Twinshock Trials Series.

A GREAT OPPORTUNITY

The 50 Years Suzuki in New Zealand Dinner is an opportunity for Suzuki enthusiasts to gather together and mark their own particular milestone in New Zealand motorcycling history. The dinner is at the Kingsgate Hotel-The Avenue with pre-dinner drinks from 6.00pm and dinner at 7.00pm. A display of approx 20 iconic Suzuki models will be in the dining area for guests to enjoy.

After dinner speakers are John Bullock who worked with Eric Cheney in the United Kingdom and built the rst Cheney Suzuki motocross machine for Suzuki GB, plus Rod Coleman. Rod Coleman secured the New Zealand Suzuki franchise in late 1959 from an import/export agent in Tokyo.

THE ORIGINAL TRACK

On Sunday 7th the North Island Classic & Twinshock Scramble Championship will be held at the Colemans Track at Kildare, the former Bob Coleman property. Special guest for the day is Peter Ploen - NZ & Australian motocross champion.

There will be a Cheney Display featuring both Suzuki and BSA/Triumph Cheney mounts plus a British Bike Dirt Day display of machines from the past, and many examples of Suzuki and other Japanese and European mounts in action.

Finally, for those interested in some live music to nish their weekend

SUZUKI 50 YEAR CELEBRATIONS

The Wanganui Pauls Road Music Fest runs for 2pm to 8pm on Sunday featuring top blues band Blues Buffet.

Commemorative 50 Yr badges, T Shirts and polos are available along with full details and entry forms for online registration at www.legendsofdirt.co.nz or contact Robert Cochrane robertc@amcom.co.nz or 06-343-7585 with your questions. KR

Fifty years of Suzukis presence here in New Zealand will be celebrated in Wanganui over the st weekend in March with bikes and riders coming from all over New Zealand, Australia and even the US for the event.

WORDS & PICS: Robert Cochrane

16 KIWI RIDER

THIS MONTH ON THE WEBSITE

WORDS: Staff PICS: Big Dave

Everything is trucking along quite nicely on www.kiwirider.co.nz and on some of the peak days last month there were nearly 500 unique visitors to the site per day.

It really has become a great way to advertise a motorcycle business or product and there are several sponsorship opportunities coming up. Call our Ad man Ferg for the details.

We can design, produce and implement some very good bang for your advertising buck with our press and web packages.

BEST ROADS YOUR PICK

The polls to elect New Zealands best bike road now has over 200 votes counted and the West Coast Highway on the South Island, The Coromandel Peninsula and The Forgotten World Highway are looking like taking the podium.

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Overseas models shown with optional accessories.

Well leave voting open for a while yet and then produce a report on the results.

READ KR ON-LINE

In other news Subscribers can now read the latest copy of the magazine online with our new Issuu.com service.

Its quite an effective way to read the mag on your computer screen with a variety of viewing and zooming options and many of the links in the online version are clickable through to our advertisers sites.

We think it will be a popular way to read the mag if you are travelling many laptops are smaller than the magazine these days!

Were also in the process of having an online only subscription for overseas readers too so keep an eye on the site for news.

Webmaster Big Dave hasnt been exactly short of bikes this summer with Harley-Davidsons XR1200X and Hondas new Fury factory custom two recent rides which you can read about on www.kiwirider.co.nz

AUCKLAND: RadarDirect LimitedApex Duo Industrial Park44 Aranui Rd, Mt Wellington (opposite gate 2 entrance to Sylvia Park) ph: 09 574 6710, fax: 09 574 6715

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CHRISTCHURCH: RadarDirect at Ingear, Unit 2 Jade Courts - 211 Ferry Road.ph: 03 365 4414, fax: 03 365 4464

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The Park-n-Move is the must have product for all motorcycle owners needing to easily move their motorcycle around the garage. When space is an issue the Park-n-Move allows one person to easily park their motorcycle in any location they desire in the garage.

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KIWI RIDER 21

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pionship title on the track, but is Yamahas radical new cross-plane

crankshaft YZF-R1 still the Production Superbike categorys great all-rounder on

the road? KR tester Campbell Rousselle and photographer Geoff Osborne took time out over

the Christmas/New Year break to nd out.

PICS: Geoff OsborneWORDS: Campbell Rousselle & Geoff O

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Make no mistake the latest R1 is super sharp. Sharp enough to cut you. But before I explain, let me do a little scene-setting.

The rst words to come out of my mouth when I saw the test bike were; Its black! You noticed, replied Edi-tor Rosco. Geoff (photographer Geoff Osborne) will love that, I responded, knowing full well that neither the Ed nor the mags long-serving photographer liked photographing black bikes.

Yep, hes already made his feelings quite clear, sighed Rosco in a long-suffer-ing tone. Speaking personally here (and not really wanting to wade into the debate) Im not a fan of being invisible on the road, but

black does seems to appeal to a lot of bik-ers, who feel they look mean. With that in mind, perhaps its appropriate that this one was painted black, because mean could well be the new R1s middle name.

THE NAMES BLACK, MATT BLACK!

Dull spy plane-like matt black paint nish aside, my initial riding impressions of the Yamaha Motor NZ test bike were of its loud (aftermarket GYTR) muf ers, its uncompromising riding position, twitchy steering and stratospherically high rst gear. Riding through town was an exercise in clutch slipping and throttle blipping, this latest R1s rst gear (something I remem-ber the Ed mentioning in his track test of the 09 bike) being higher than Everest (150km/h in rst). This was complicated by the grabby clutch and weak bottom end power. Ive got little good to say about the aftermarket muf ers either despite obvi-ously being road legal they were to put it bluntly embarrassingly loud; causing pas-sersby to stare and I dont mean (like you

or I probably would) with admiration.

WINNING PEDIGREE

OK, so commuting isnt its strongest point, but fair enough, thats not what Yamaha had in mind when it conceived the latest model in its long and pretty much univer-sally-lauded YZF-R1 range.

This particular model was made to win races and it has. Ben Spies took last years World Superbike Championship on Yamahas works R1 with a total of 462 points, the reason, no doubt why the bikes engine, chassis, ergonomics and brakes seem so totally focused on one thing and one thing only, to make the R1 the fastest bike around a racetrack.

With that in mind its a bike that doesnt suffer fools. Whilst Hondas cur-

When I asked Kr Ed Ross MacKay for a bike to commute around the north Auckland area over the Christmas break he smiled a knowing smile and said, take the R1!

Cool, I replied.

I did because Ive put a fair amount of time in on big sports bikes on the road over the years and believe they can be ef cient and fun if used wisely.

I have no need to go into the R1s pedigree or technical specs because Campbell has already done that. In short its an impressive bike which is nothing

short of a guided missile on the track. The Rossi-inspired cross-plane crank engine is simply amazing and with mode selection on the handlebars you can adjust its out-put and response to your mood. This bike handles and stops like a thoroughbred and to discover its true potential you need a Track Day.

ON THE ROAD

But I wasnt going near one so Ill have to make do with telling you what it is like on the road.

Using the bottom end and mid range of the engine is the most rewarding and

once you get your head around the layout, you can con dently carve up the back roads.

Despite its presence and the booming GTYR pipes, it can still be an ef cient bike in traf c, and as I found out going north in peak Christmas congestion, you just dont get tangled up with a narrow and compact package like the R1, and even in B mode just a touch of throttle has you past any vehicle.

A REAL TEST

A real test was when I took each of my daughters as pillions on 140 km rides

EXTREME COMMUTER By Geoff Osborne

Matt black nish is no friend to a photographer or printer but suits hard-edge personality of Yamahas current cross-plane crank YZF-R1.

KIWI RIDER 23

In theory (particularly with stratospherically high rst gear ratio) the road is not really the best place for R1 to shine (unlike, for instance, the 2004 model year all-rounder) but testers Rousselle and Osborne learned to live with its race-focused dynamics

very tight corners (the Hayabusa I tested for the Feb 10 mag was far easier to man-age in tight sections).

To really get the R1 turning well, you need to hang way off the bike, swing your weight forward and apply a lot of force through the bars. On a track youd have the time to get comfortable with the ighty front end and learn how aggressively you could push through the bars, but on the road it required more aggression than I was willing to risk.

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rent CBR1000RR will make you feel like a riding legend (as does Ducatis 1098 and 1198 models) and Suzukis GSX-R1000 will cruise along if you want, the new R1 will carve up a corner and then laugh at you for not being quicker.

In short, its one of the most demand-ing bikes Ive ever ridden. It requires talent, experience and commitment from its rider.

UNCOMPROMISING NATURE

Whilst the cross-plane crank gives the Yamaha character other straight fours lack; the biggest factor in its uncompromis-ing personality is the way the power is delivered. Theres so little ywheel effect that opening the throttle is like icking a light-switch.

Simply put, it is the fastest revving engine Ive ever experienced.

The problem here is that it is dif cult to ride in anything less than pushing-on mode with this type of delivery and I found it hard to nd a rhythm on the road. Exac-

erbating the problem were the GYTR pipes tted to the test bike.

That said Yamaha has decided to t the R1 with a switchable engine map system. Changes in delivery in its various modes are subtle with A being the sharpest and B the softest. Fuelling is rst rate in any mode, allowing con dent throttle input even from a closed throttle. And all that explosive delivery is paired with a slick close ratio gearbox which (ultra high rst gear ratio aside) will be a winner with many track day a cionados and racers.

THE RACERS EDGE

To a racer niceties and ease of riding arent relevant, and the R1s low centre of gravity is a classic racer set-up, allowing quicker changes of direction, especially through S bends.

However, whilst it quickens steering, it also makes the bike twitchy, unstable and dif cult to turn in or hold a line. Understeer on the R1 is particularly noticeable around

north. At 14 and 16 years-of-age respec-tively they are not big people, and despite the minimalistic-looking seat pad and high pegs they thought it was fun as long as they had me to hang on to.

Interestingly they didnt complain of sore rear ends at the end of the ride; only a bit of stiffness due to the high foot position.

Obviously you would think twice about touring the South Island two-up but short trips can be done. That said, I found it particularly dif cult to t soft luggage or saddle bags due to the muf ers and tail shape so found it easier to wear a backpack.

The fuel range is about two hundred

km on a tank which is acceptable but with no fuel gauge, only a low fuel warning light, you need to keep an eye on the odo.

GOT IT FIGURED

After a few days of rural riding I had g-ured the R1 out and was enjoying the con- dent late braking and using the engine to drive out of the never ending corners that make up Northlands roads.

Using the mode switch smartly can be interesting too standard mode is useful for most open road riding but in the city or on wet roads the B mode softens the bottom end power and the power is fed in much more predictably.

A mode (A for Angry according to

my daughters) gives the engine a harder, punchier feel particularly off the bottom and would be more suitable for the track.

The bikes potential is only hinted at as the roads open up but if you want a bit of Rossi fantasy you can soak up the unique exhaust note and hang on as the massive horsepower hurls you towards the next corner.

TO SUM UP

You can live with this bike day to day and have a good time. but to really appreciate it throw on some leathers and head to the track and let it impress you without the limits you have to adhere to on public roads. It will blow your mind.

24 KIWI RIDER

GREAT SUSPENSION

Whilst the chassis might not be your best friend on the road, the suspension de nitely is. It isnt a comfortable ride, but for an ultra stiff set-up the suspension is a revelation, as good as any top shelf performance suspension and superior to any other standard kit Ive come into contact with.

The springs felt well chosen for my 90+kgs and damping rates were spot on. Yamaha have done a stellar job of creat-ing a set-up that would work instantly at a Track Day, yet still give a safe and controlled ride, even on the bumpiest of New Zealand roads.

SOME LIKE IT HOT

Braking is also track focused, the brakes offering the most feedback and performance once theyre sizzling hot; they certainly improved during a spirited ride on windy roads. Im sure theyd be impressive at a track, where theyd reach and maintain the required heat. On the road theyll work effectively in most situations.

In traf c, they can be a touch dull and lack feel, but that lack of initial bite could be a bonus in a panic braking situation, giving you a moment to recover before they build enough heat to bite. Hard braking from cold was a weird mix of vague mild braking performance, followed up moments later with a wooden grabby feel.

A COMMITTED RIDE

The new R1 is a committed ride for serious pilots and theres de nitely still a market for such uncompromising bikes. If you want something thats easy to ride straight out of the crate and that makes you feel like a hero, you should look elsewhere. But if you spend a lot of time at the track; if you like to work hard to sharpen your skills every time you ride; if you like the kudos of riding a bike that makes lesser riders quiver in their Alpinestars, then the new R1 well may be your weapon of choice. KR

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Like the all-new YZ450F MXer also tested in this issue, Yamahas latest YZF-R1 repre-sents a radical break with philosophy and ac-cepted engineering practices on past models. New cross-plane crank engine was created to help transverse frame four cylinder engine get off the turns as quickly and ef ciently as the V-twins of arch World Superbike Champi-onship rival Ducati, and geometry and ergos were fettled to make a better base for a race bike. Switchable ignition modes are there to take the hard edge off the motor but it remains the most single-minded of R1 models and will appeal and repel existing and new-to-the-brand buyers in equal measure.

SPECIFICATIONS2010 YAMAHA YZF-R1ENGINEType: Liquid-cooled, fuel-injected DOHC 4-valve, forward-inclined parallel 4-cy. 4-Displacement: 998ccCompression Ratio: 12.7:1Bore x stroke: 78.0mm x 52.2mmPeak Hp: 180bhp @ 12,500rpm approxPeak torque: 85lb/ft 10,000rpm approxStarting system: ElectricEngine management system: EFI, YCC-T, YCC-I and D-ModeFuel system: Electronic fuel injectionClutch: Hydraulic, Multi-plate with slipperTransmission: 6-speed constant meshFinal drive: O-Ring chain

FRAMEType: Cast aluminium DeltaboxSwingarm: Cast aluminium.Suspension: USD-type 43mm telescopic forks fully adjustable (right fork rebound, left fork compression) front & single linkage-mounted coil-over shock absorber adjustable for preload, rebound and high & low speed compression damping rear.Brakes: 2 x 310mm rotor discs w/ 6-pot calipers front & single 220mm rotor disc w/single pot sliding pin caliper rear.Wheels: 5-spoke cast aluminiumTyres: 120/70 ZR17MC front & 190/55 ZR17MC (73W)

DIMENSIONSWheelbase: 1415mmRake: 24 degreesTrail: 102mmLxWxH: 2070mm x 715mm x 1130mmSeat height: 835mmWet Weight: 206kg with full tankFuel tank capacity: 18LRRP: $23,995

GEARHelmet: Arai Leathers: SpidiGloves: Held Boots: Styl Martin

Aucklands newest Yamaha storeDrop on in and check out our huge range of new Yamahas, including our 2010 R1 demonstrator and the latest revolutionary reverse cylinder YZ450F motocrosser.

346 Church StPenrose, Auckland

Next to Mt Smart Stadium

Ph 09 525 0300A/H Dave Elgar 021 930 007

BERIK Blade 1pc race suit srp $1900Made from high quality cowhide leather, perforated to give a cooler ride; magnesium inserts in key critical ar-eas knees, shoulders and elbows for extreme protection along with CE knee, elbow and shoulder protection; race collars and aerodynamic hump protector; tail bone padding; race knee sliders and a removable and washable inner liner. White/Black, sizes 48-60. Black/Red/White, sizes 48-58.

BERIK Blade 1pc race suit srp $1900d to l ar-

ection ;

BERIK Deceptor 2pc race suit srp $1500Made from high quality cowhide leather; perforated in key areas to give a cooler ride; CE amour in knees, shoulders and elbows; stretch Kevlar for exibility; reective fabric for visibility; race knee sliders; tail bone padding and safety seams. Available in black/white in sizes 48-60

BERIK Hi Flow Sports 1pc race suit srp $1300Laser Perforated Leather; neoprene at cuff; advanced cutting at the knee cap; CE protection in shoulders, elbows and knees; knee sliders; aero-dynamic hump with ventilation; airow mesh lined. Available in men's and women's cuts in blue/white/black. Men's sixes 48-60. Women's sizes S-XL

BERIK Air Flow leather jacket srp $600Laser perforated leather offers improved ventilation and abrasion resistance. CE knee, elbow and shoulder protection; air ow fab-ric; mobile phone pocket; men's and ladies cuts. Black only, men 50-60, women S-XL.

BERIK Stealth leather gloves srp $220

BERIK KTG leather race gloves srp $270

IMPORTED AND DISTRIBUTED BY DARBI ACCESSORIES LTD. AUCKLAND, WELLINGTON, CHRISTCHURCH.

Pedigree. Performance. Pricing.

sizes 48-58.

26 KIWI RIDER

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Having read rave reviews from the original world media launch at I think it was Sepang in Malaysia I remember champing at the bit to ride Triumphs rst 675 Daytona.

Funny thing was, when I did, I was left underwhelmed. On the billiard table-smooth surface of the international circuit the bikes track-friendly suspension geometry and settings obviously worked well.

But on Pukekohes bumps, lumps and hollows it was a wild ride.

The subsequent test I wrote didnt win me any brownie points at Triumphs local headquarters...something to do, no doubt, with the fact that since then the Daytona has dominated the Supersport section of the annual Masterbike super-test where journos from across Europe gather at a Spanish circuit to ride every bike in each sports category and rate them under controlled circumstances...

It was with these thoughts oat-ing around in my head that I collected importer Triumph NZs latest demo model, a 2010 (technically the same as the upgraded 09 model). The bike had delivery kms on it, and was equipped with a Triumph-approved after-market muf er and a trick little electronic quick-shifter (which provided hours of harmless fun).

ENGIN-UITY

Before I go any further let me just say for what it is worth that the unique 675cc in-line three cylinder engine Triumph developed for what was their what was it? fourth attempt at a suitably sporty Supersport category contender is one of the motorcycle worlds great engines.

I know, I wasnt around when com-panies like Scott built their original two stroke twins, or when AJS built their amazing V4 or the equally incredible Porcupine at twin etc etc but I have had the pleasure of experiencing most of the contemporary suspects like Hondas rst transverse four, Suzukis two-stroke tri-ples, Suzuki and Yamahas GP-style four cylinder 500s and all the various two and four cylinder Superbike engines.

hek-

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Having missed out on a ride when Triumphs 675 Daytona was rst upgraded last year KR Ed Ross MacKay moved heaven and earth to get on one of the rst of the 10 examples to land here. Needless to say he wasnt disappointed.

WORDS: Ross MacKay PICS: Geoff Osborne

KIWI RIDER 27

28 KIWI RIDER

So Im not just opening my mouth and apping my lips.

Theres just something about the distinct, off-beat combination of power and torque which makes every ride a pleasure, even a simple

trip to the shops an adventure. With Japan Incs high-revving, highly-

strung four cylinders theres a clear distinction between power (what you

get when you rev the engine, particular-ly towards the higher end of the rev range) and torque (what you go looking for to get you there).

There isnt with the Triumph engine. In-stead it feels like the two are bound tightly together so that you get both at the same time, rather than one, then the other.

Yes, it does ramp up and yes there is a little reward just before the red line.

But the Daytona is a bike you can gain immense pleasure and enjoyment from without ever leaving the mid-range.

INCREDIBLE! REALLY?

In a word? Incredible.

But theres always more to a bike than the engine isnt there?

To that end Triumph took on board comments from owners, testers and its own development riders and engineers and for the 2009 model year made some subtle changes. The new model mightnt look or feel that much different it still has a distinct head down/bum up feel with what to me is still an extravagant amount of rake (particularly ex-factory).

But a change to rake, trail and wheel-base dimensions has, in my humble

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opinion, made a major change for the better to the bikes basic as-delivered demeanour.

The changes dont amount to much, rake is now a slightly less radical 23.9 (it was 23.5) and consequently, trail is now 89.1mm (was 86.8mm) with the wheel-base now 1395mm (was 1392mm)

Other changes are to the suspension where a hi/lo circuit has been added to the damping adjustment arsenal up front and to the brakes, where, up front again, Triumph has added Nissins stiffer, single-piece monobloc caliper to the existing radial four-piston package.

I must say I cant remember thinking, man this things quicker than the old one, but Triumph also took the opportunity presented by the 09 model upgrade to

unleash another 2.2kW of peak power and a similar increase in torque via a number of incremental upgrades to the head and reciprocating internals.

Shortening the intake trumpets and re-calibrating the rev limiter (giving it another 400rpms of grace) also produced an improvement in power at the top end of the rev range.

MORE POWER AND LESS WEIGHT?

As well as a little extra power the develop-ment team was also able to lighten the bike by a couple of kilograms, the biggest saving coming from a new rear wheel/sprocket assembly with other incremen-tal reductions resulting from thinner wall exhaust tubing, the move to a magnesium cam cover etc.

Though the factory and local importer probably doesnt want me to dwell on it, the 09 upgrade also included a new, larger sump for an increase in oil capacity.

You have to be fastidious with your maintenance with any late model high-performance four stroke engine (as owners of any 250 or 450cc 4-stroke MX bike will tell you) and Hinckley Triumphs are no different, meaning you have to regularly check the engine oil level and add oil as necessary.

Trawling through the new models spec sheet also reveals a slightly higher rst gear, though again, if I hadnt read it I wouldnt have noticed the difference.

To look at, of course, there is a differ-ence, but really only at the front. While the basic silhouette remains the same the fair-ing nose cone has had a subtle re-design,

Subtle styling and engine and chassis changes have made Triumphs 675 Daytona lighter, quicker, more tractable and arguably better looking.

KIWI RIDER 29

the result a cleaner, less fussy face tothe world with a greater delineationbetween the twin projector beamheadlights and the centrally-placedair intake.

Oh, and though youd have toline the two of them up together totell the difference, the 2010 modelgets a new, revised instrumentcluster; and just the two colour op-tions, black or the test bikes classictornado red.

So what nally I hear you say is thenew un like to ride?

Fantastic!

Though the riding position is still onethat forces you, the rider, to make compro-mises in everyday use, you eventually getused to the tight, down and inward angleof the low-slung clip-ons and high-lineseatOr at least I did, and if you dontthere are plenty of little companies roundthe world (including here in NZ) makingrisers.

With no track or test days at Pukekoheor Taupo while we had the 675 our testthis time was limited to road use and inthat the test bike was everything a keensportsbike rider could want from a mid-dleweight.

A SUBTLY DIFFERENT SELL

In this the Triumph is a subtly different sellto one of the four cylinders from Japan Incbecause as much as it is virtually tailor-made for Track Days, the light, nimble butnow not half as jiggly or ighty feel, alongwith smooth, supremely tractable powerdelivery mean that like its more street-ori-ented sister the Street Triple, the Daytonahas a more (I hate to use the word but it isthe right one in this case) sensible side.

Not sensible as in pipe and slippers.More sensible as in broader, more all-round appeal.

That said theres no doubting the Day-tonas real intent, the lack of inertia (from anarrower engine) working with the pin-sharpsteering geometry and uncompromisingriding position to produce one of the lightestfeeling, most incisive yet also now com-mendably stable handling packages.

TO CONCLUDE

When I search for words to adequatelyconvey what the Daytona feels like as yourevel in a nice, undulating and owing pieceof back road, the ones I come up with arerapier-like and razor-sharp.

The bottom line? You really notice justhow light and slim the Daytona is, particu-larly if youre used to a four cylinder. KR

to

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SPECIFICATIONSTRIUMPH DAYTONA 675

ENGINEType: Liquid-cooled DOHC 12-valve in-line 3cylinder 4-strokeDisplacement: 675ccCompression ratio: 12:65.1Bore x stroke: 74 x 52.3mmStarting system: ElectricEngine management system: CDIFuel system: Fuel injectionClutch: Wet multiplateTransmission: 6-speedFinal drive: Chain

FRAMEType: Beam-type aluminiumSwingarm: Aluminium w/ adjustable pivotSuspension: Front: Kayaba USD-type41mm w/ adjustable preload, rebound & hi/lo compression. Rear: Kayaba single coil-over shock absorber w/ adjustable preload,rebound and hi/lo compressionBrakes: Twin 308mm oating rotor discs w/Nissin monobloc radial four-piston calipersfront & single 220mm rotor disc w/ Nissinsingle piston caliper rearWheels: Cast aluminium 5-spoke 17 x 3.5 in.dia front & 17 x 5.5in. dia. rearTyres: Pirelli Diablo Supercorsa SP120/70AR17 front & 180/55ZR17 rear

DIMENSIONSWheelbase: 1415mmRake: 23.9Trail: 89.1mmLxWxH: 2020 x 710 x 1105mmSeat height: 830mmWet weight: 185kgFuel tank capacity: 17.4lRRP: $17,990Test bike: Triumph NZ

GEARHelmet: AraiJacket and gloves: TriumphPants: Draggin JeansBoots: Sidi

Masterbike wins and top six nishes inWorld Supersport championship mean Tri-umphs distinctive three-cylinder Daytonais now a bone-de market competitor forJapan Incs four cylinders and Ducatis simi-lar, over capacity, V-twin (the 748). Basicsremain the same but incremental engine,chassis, suspension and brake upgradesin 09 made the 675 an even better trackand road prospect. No easy task. New for2010 is the instrument cluster thoughyoud have to be a real trainspotter to tellthe difference. Track-spec Pirelli Diablotyres produce the winning combination ofrazor-sharp steering and con dence-inspir-ing stability but new model feels like itsspending less time on the absolute edge ofits performance envelope than the morehighly-strung original

KIWI RIDER 33

THREE-WHEELED ATTENTION-GRABBER

Nothing grabs the

attention of other road

users like the Piaggio

MP3. As KR tester

Michael Esdaile found

out when he swapped

two wheels for three

early in the New Year.

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WORDS: Michael EsdailePICS: Geoff Osborne

Forget fat-arsed chrome-plated cruis-ers, full dress tourers or rumbling sporting V-twins. They are common as dirt. If you live a narcissistic existence, you just have to have an MP3.

Cruise past bus stops and you will see heads swivel around to follow your progress. Sometimes you will see peoples mouths gaping when you snatch a glance in the mirrors. You will also encounter motorists who stop to watch the MP3 roll by. Theres no I didnt see you malarkey when you ride the MP3. Everyone notices this unusual device with it two close-set wheels at the front and a single rear wheel. They may not admire its looks, but they sure as hell see it.

Thats a strange looking scooter, Tania observed when she spotted the MP3 in the garage. What is it?

Well, its a scooter with two front wheels. But to achieve that, the Italian en-gineers had to do some rather nifty design work. After all, the MP3 cranks over into corners the same as any motorcycle or scooter, but with two wheels at the front, it wasnt simply a case of running two sets of forks to mount them.

A PARALL-A-WHAT?

Hiding under the plastic bodywork at the front of the machine is a parallelogram suspension of original Piaggio design. This is anchored to the frame. The tilt mecha-nism is composed of four cast-aluminium control arms with four hinges xed to the central tube. There are two guide tubes on either side of the parallelogram connected to the arms via suspension pins and ball bearings. The tubes on the right and left

enclose the steering tube in a single arm set-up.

Huh?

Take a look at the diagram and study it for a while.

Jumping on the MP3 after riding a number of other scooters, you immediate-ly notice it is a little heavier in the steering it takes a little more muscle to crank it over into corners than a typical single track motorcycle or scooter. That said, one ride is all it takes to adjust and as the feed-back from the front-end is so con dence-

inspiring, the next thing you know you are crowding the Piaggio into corners trying to nd the limit.

NO LIMITS!

In two weeks with the MP3, we never did nd the limit of front-end traction. Even on wet roads.

Last time we had an MP3 to try was three years ago and back then the KR tester took it to a kart track to try to nd the limit of front-end grip and failed.

We have decided that if ever the Dark

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Lord lets us have another MP3 to terrorise the neighbourhood with, we will have to nd a skid pan, wet the surface, throw cau-tion to the wind and attack a corner on full throttle. Our guess is that the rear tyre will break traction way before we nd the limits of the front, and slide out.

We once felt a slight front-end slide in a corner where the road surface was rippled, but it was of not the slightest concern.

CONFIDENCE-INSPIRING

So, if you get the idea we found the twin front wheel set-up con dence-inspiring, you have de nitely passed todays compre-hension test.

At the rear, suspension is by normal scooter single arm which contains the drive to the rear wheel. This arm is controlled by a pair of coil-over-damper suspension units, one each side. These offer adjustable spring pre-load.

The wheels are 12-inch front and rear with 120/70 front tyres and a 130/70 at the rear. Brakes are discs all round, with 240mm diameter stainless steel rotors and twin 30mm piston oating calipers.

Braking performance is exceptional. Unlike most scooters, where the rear wheel does most of the braking, the MP3 gets substantial stopping force from its front brakes not surprisingly because there is quite a bit of weight up high at the front and when you nail the front brakes, theres plen-ty of weight transfer onto the front wheels. And as there are two wheels, theres a lot more rubber on the road at the front.

LOCK IT UP

Weve gone on a bit about the twin wheel front-end but there is one more feature of

this that needs mentioning. When it comes to parking, you have the choice of rolling the MP3 on to its easily operated centre stand, or you can press a button on the right handlebar which locks the front tilting mechanism rigid. This is due to an electro-actuator activating a central clamp on the tilt mechanism which generates hydraulic pressure to lock the suspension dampers.

The plus here is that you can lock the front at a variety of angles, so if you are backed into a curb on a hill, you can lock the body of the scooter upright, with the front wheels at different heights. You then pull up the parking brake and walk away.

This front-end locking mechanism can be brought into play when you are coasting to a stop. However, our advice is to wait until the MP3 is stationary before activat-ing the locking mechanism. You can then sit at the lights with the engine idling with both feet on the running boards. Soon as the throttle is twisted to take off, the lock is automatically deactivated.

HIGHISH PERCH

At 780mm, the riders seat is not as low as most 250cc scooters but that neednt bother shorties overly as you can lock the front at the lights and never have to put your feet down.

The riding position is comfortable with quite a bit of leg room. However the seat is stepped slightly so taller riders may nd they are sitting betwixt and between, as it were.

Apart from the twin front-end, the other really attractive feature of the MP3 is that it has oodles of under-seat storage. Piaggio offers you the choice of pressing a remote control button on the key to release the

locking mechanism under the seat, which is then tilted forward or pushing in the key and turning it to open the boot lid at the rear. All up theres a capacious 65 litres of under seat storage.

Once you get used to being able to carry loads of stuff inside a scooter, getting back on a motorcycle can take little getting used to

Unlike the Vespa range (also owned by Piaggio), the MP3 uses high tensile steel tubing for its frame rather than a pressed steel monocoque shell. Our guess is that this, along with the tilting independent front suspension system, is why the MP3 weighs in at 232 kg with a full (12 litre) tank of petrol.

For comparison, the Vespa GTS300 i.e. scaled in at 160 kg with a full tank of fuel and the GTS300 uses the same engine as the MP3, but in 300cc displacement.

PERKY PERFORMER

Motivating the MP3 is the Quasar 250 i.e. engine, the brilliant Piaggio four-stroke, four-valve, liquid-cooled motor that meets Euro 3 standards. The Quasar electronic system features advanced closed-loop injection with a Lambda sensor, together with a three-way catalytic converter and electronic ignition control system, reducing emissions as well as fuel consumption and providing immediate throttle response.

Despite its rather hefty weight, the Quasar engine propels the MP3 away from standstill very effectively and once rolling at 20 km/h or more, whacking the throttle wide open sees the tacho y around the scale to 8000 rpm while the

Its easy to see why the MP3 is an attention-grabber (top) and schematic of the unique front suspension system Piaggio has developed for the MP3

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analogue speedo steadily plays catch-up.

Theres no doubt the Italians have got the engine and CVT scooter transmission dialled.

Once cruising along, the MP3 is turning 4900 rpm at 50km/h on a level road, while 60 km/h shows 5400 rpm. From there the revs rise only slightly as speed increases and at 80 km/h it was only running at a bit over 6000 rpm.

Out on the open road, the MP3 was hustled along at a fair old clip, and at one stage it showed 120 km/h. That was on a at road in with no wind.

Rider protection from the body work and screen is pretty good. One trip in light rain didnt even result in wet trousers.

Even when giving the Italian three-wheeler a fair working out, fuel consump-tion did not climb above 5 litres/100 km (20 km/litre) which gave a range of just over 200 km before the fuel warning light came on. A little less enthusiastic use saw consumption improve to 4.2 l/100 km (23.8 km/litre) and the fuel range increase to 280 km.

We cannot tell you what gentle use resulted in, fuel consumption-wise, be-cause for some reason we found ourselves constantly riding the Piaggio in the most sporting of manners.

And we have yet to meet anyone who has ridden one who hasnt been overcome with the same urge.

As well as the 250cc version, Piaggio is offering a 400cc model (yes!) and a 125cc four-stroke/electric-engined hybrid for those poor souls who believe that CO2 emission actually has an effect on the tem-perature of the earth. {So 84% of scientists are wrong are they Mike? (Pew Research Centre 2009). Ed}

Our bet is that if the Dark Lord brings the hybrid in, it will sit around for a very long time before nding an owner.

Ok, so how much does all this fun, not to say usefulness, cost? Just a bit more than $12,000. Which is around the same as the Honda 250 Forza, but loads more fun. KR

SPECIFICATIONSPIAGGIO MP3

Engine: Single cylinder liquid-cooled SOHC 4-valve 4-strokeBore x stroke: 72mm x 60mmDisplacement: 244ccCompression ratio: 10.5:1Max claimed power: 22.5 bhp (16.5 kW) at 8250 rpmMax claimed torque: 21 Nm at 6750 rpmFueling: Electronic fuel injectionStarting: Electric onlyTransmission: Twist and go automatic CVT, torque server.Chassis: Twin cradle high tensile steel tube frame.Suspension: Front: Parallelogram composed of four aluminium arms supporting two steering tubes, cantilevered suspension; 85mm wheel travel. Rear: Single arm with twin coil spring/hydraulic damper units with adjustable spring pre-load; 110 mm wheel travel.Wheels: 2 x 12 in. dia. front & single 12 in. dia. rearTyres: 2 x 120/70 x 12 front & 130/70 x 12 rearFront brake: Twin 240mm stainless steel rotor discs w/ two oating calipers and two 30mm pistons front & single 240mm stainless steel rotor disc and caliper with opposed 30mm pistonsSeat Height: 780mmWheelbase: 1490mmLxW: 2130 x 450mmFuel capacity: 12 litresFuel consumption: Best 4.2 litres/100 km, worst 5.0 litres/100kmPrice: $12,390Test bike: Triumph New Zealand.GEARHelmet: Nolan N103, Classic N-ComJacket: SpidiGloves: TriumphRiding pants: Triumph Kevlar jeansRiding boots: Styl Martin Jerez The Piaggio MP3 twin wheeled front-

end provides con dence-inspiring steering even in the wet we did not nd the limits. In addition to the lockable ip-up seat, theres a boot in the tail to gain further access to the cavernous under seat storage. Dashboard provides comprehensive, at-a-glance trip information. It includes tacho and speedo, fuel gauge, temperature indicator, clock and partial and total mileage. Other features are a fuel reserve indicator, oil pressure, turn signals, low and high beam, seat or boot lid open warning and an Immobilizer LED.

36 KIWI RIDER

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WORDS: Campbell Rousselle PICS: Geoff Osborne

CITY SLICKERThe old adage that you cant judge a book by its cover is something you appreciate, more, as you get older and wiser. Tester Campbell Rousselle reckons Aprilias Pegaso Factory is a case in point.

The moment I laid eyes on Aprilias new Factory-spec Pegaso 650 I was impressed. The paint and de-cals scream quality, as do subtle touches like the high quality fasteners colour matched to the components they hold in place. Carbon bre mud guard, exhaust shroud and frame guards, FTE radial brake caliper, under-seat exhausts, gold-anodised wheels, trip computer with lap timer (controlled via a mode switch on left handlebar) all scream performance.

In fact when I arrived at KR HQ to pick it up, the Ed and I stood and marvelled at the t and nish and the attention to detail for a good ten minutes before his work commitments dragged him back into his of ce and I hit the road.

INITIAL RIDE

Straight out of the gate my sense was of a soft and cruisy, street friendly bike. Its typically light and manoeuvrable, the beauty of this style of machine. It pos-sesses easy ergonomics, a super comfy, nicely shaped seat, and an easy reach to the ground and theres plenty of under seat storage, all good stuff.

On the down side, the mirrors provide less view than Id like (form over function here) and theres less wind pro-

QUICK FLICKBike: Aprilia Pegaso FactoryType: SupermotardEngine: Liquid-cooled SOHC 4-valve 660cc single cyl. 4-strokeFrame: Tubular steelWheelbase: 1479mmFuel tank capacity: 16LSeat height: 780mmDry weight: n/aRRP: $16,490Test bike: Triumph NZ Ltd

Light, nimble Supermotard-style Pegaso could have been purpose built for city riding, combining the snappy short-geared acceleration of a dirt bike with enough road bike smarts (good ergos, wide, comfortable seat) to make commuting or crossing town a pleasure rather than a pain.

38 KIWI RIDER

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tection than appearances would sug-gest, but as I was riding in the worst possible conditions (windy as a day after a super-strength curry) I could be judging unfairly here. Engine power is at-ish and wont threaten beginners.

UPPING THE PACE

Hitting the twisties the Pegaso initially felt too soft. However Motard ergo-nomic and a diminutive feel due to a lack of mass and sticky rubber add up to a con dence-inspiring ride. Its never scary due to the moderate engine performance and the excellent brakes.

ENGINE

Aprilia makes much of the modern liquid-cooled, fuel-injected 660cc (single cylinder) Pegaso engine though to my mind 35Kw is nothing to crow about. Another humbug is that the fuel injection surges around 3000rpm at constant throttle settings.

Power-wise the engine makes its most useable thrust between 4000rpm 5500rpm meaning that to hustle it along a windy road, youll be swapping cogs a lot. With this in mind its just as well the excellent 5-speed gearbox is as slick as it gets.

SUSPENSION

For really hard charging in the hills I found the suspension a bit on the soft side. And the fact that it is almost completely un-adjustable seems like a budget cutting exercise, made more sinful in light of its Factory designation.

BRAKES

That said, the brakes are absolutely magic and a stroke of genius by Aprilia. They quite literally bring you to a stop in a heart beat! or on a dime! Fantastic.

CITY CHARGING

Which leads me into the Pegasos biggest ace card, its city manners. On busy city streets its power, brakes and suspension come together to provide a fun, con dence-inspiring experience, while its short power-band makes sense in short charges up narrow streets.

Where on fast windy roads it feels slightly breathless, here it feels quick and easily manageable. And where the suspension felt the tiniest bit overwhelmed on fast back roads, it now feels comfortable and controlled, soaking up potholes, manhole covers and speed bumps with ease.

It really comes into its own in this environment, provoking antics that will look boisterous, butwill just be good, safe fun.

CONCLUSIONS

If youre looking for an edgy high performance Super Motard, thatll keep your mates on their sports bikes honest, you should look elsewhere. But if youre looking for the ultimate urban assault vehicle, with comfort, safety and fun as its greatest virtues, then youll wonder how you ever man-aged without the stylish Pegaso 650 Factory. KR

Look is as modern as today yet had the Ed and other older souls round the of ce fondly reminiscing about XL250 and 500 Hondas..

KIWI RIDER 39promotus 2166

Yes, you have to go back to school, but at least you can do it in style on a brand new Suzuki. These freedom machines let you go anywhere, any time so therell be no more waiting for lifts or slumming it on public transport. Theyre economical and reliable and right now, with our back to school specials, theyve never been more attainable.

0800 SUZUKI | WWW.SUZUKI.CO.NZO er ends 31 March 2010. Some conditions apply see your Suzuki dealer.

This good-looking bike always ies out the door and its easy to see why. With its alloy wheels, low, comfortable seat and electric start 4-stroke, its fantastic value and a blast to ride. Rideaway Price includes FREE Oxford full-face Helmet, WOF and 6 months Registration.

Commute in style with twist-and-go automatic transmission, a big disc brake and ample under-seat storage. Rideaway Price includes FREE Oxford full-face Helmet, WOF and 6 months Registration.

Jump on one of these stylie scooters and youll never have to beg for a lift again. Its economical so its easy on your pocket, and automatic so its easy to ride all you need is a car licence!Rideaway Price includes 6 months Registration.

The Marauder is long and low, in the classic cruiser style with a teardrop fuel tank, ared guards and sweeping chrome mu er. At 250cc its also learner approved.Rideaway Price includes WOF and 6 months Registration.

AN125H

$2,895Rideaway

UZ50

$2,295Rideaway

GN125H

$2,995Rideaway

GZ250

$5,595Rideaway

40 KIWI RIDER

What started as a better way

to get to and from the Burt

Munro Challenge blossomed

into one of the best rides

Big Dave and The Co-Pilot

have ever had.

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KIWI RIDER 41

The original idea we oated to the Victory Motorcycles team was that we would access their Vision Tour demo bike and ride it some part of the way down to the Burt Munro Challenge celebrations in Invercargill. Then wed spend a few days touring Southland and Fiordland on a photo tour.

They liked the idea as an opportunity to show a lot of people just how nice a bike the Vision is and kindly upped the ante by making the Limited Edition Arlen Ness Vi-sion (#164 of 200) available for Kiwi Riders exclusive use.

Oh, thats only perfect! I said to Vic-tory man Garry Ridden when he called to break the news and talk about collecting the machine.

At KR we gured it would give a lot of folks an opportunity to see a unique bike and add a little something to the festival.

If theres anything that captures the ornate part of the spirit of the Indian Motorcycle better than the Vision Id like to ride it. Sweeping valances and organic curves included. It was tted with the luxury throne pillion seat and top box too.

NESSIE

As we were off to the Scottish quarter of New Zealand, and Arlen Ness Victory Vision is such a mouthful, we christened it Nessie for the trip.

We picked it up in Christchurch on the Wednesday afternoon prior to the BMC and after a quick brie ng from Garry we hit the road.

It was very warm in the City of Churches and we headed south via State Highway 1 in quite excellent conditions and with buoyant spirits.

We stopped at Rakaia to take a few snaps of the bike, while it was still in pristine condition and the cloudless skies

prevailed. We grabbed a bite to eat and pushed on to the South, with the steady stream of passing bikes heading for the Challenge.

By now I was loving the bike and won-dering how @^#$% good is this? out loud under my Arai.

Beyond Ashburton the wind picked up and it was still quite hot.

The Canterbury Plains might be The Breadbasket of the Paci c because of their rich agriculture, but they are pretty boring to ride across, particularly in a building gale like the one that now began assaulting us.

THE BAROMETER DROPS

By the time we got to Timaru she was really risingthe wind, that is. We then rode into a few showers and conditions cooled off considerably as we pushed on, along the coastal fringe, to a photo stop in Oamaru.

We posed the bike for a few portraits down by the old waterfront. In parts the old town is like stepping back in time, with the weathered stone facades largely un-changed since whaling was a big industry.

The ladies in the Star & Garter Tea-rooms were typically South Island-friendly as we grabbed a coffee and put on wet weathers in preparation for the colour of the sky in the direction we were heading.

Co-pilot is always tracking the barom-eter at home and was very happy that the Vision has a digital thermometer in its digital display allowing her to keep obser-vations all trip.

Jeez, that got cold all of a sudden hey? I said, about to skite about how smart I was choosing to wear the three-layered Rev-it touring jacket that Im still quite chuffed with.

It was 27C just before Rakaia and 6C

coming down the hill into Dunedin, she knowledgeably informed me as we unpacked for our overnight stay at the Mercure in the north end of the city.

It was an easy ride down the coastal stretch and the occasional sea glimpses kept the scenery in-teresting, but we knew better roads were yet to come.

CARBO LOADING

After we settled in, she headed for the Spa and I rode downtown with the stereo pumping.

I caught up with a few online buddies down in the city centre where we talked bikes and bull till it was too late for dinner at the hotel; fortunately the kitchens at Etrusco at the Savoy in Moray Place (just off the Octagon) were open. Its my favourite Italian restaurant ever.

Pasta and touring seem to go together. When next you are in Dunedin, make up some excuse about carbo loading for the ride and go upstairs for a wonderful atmosphere, good folks and a Bolognaise that excuses being so common as to order Bolognaise.

The hosts even came down for a look at the bike before bidding us goodnight.

Friday and Business Time.

BLOW ME DOWN

First event on the BMC programme was the Bluff Hill Climb and we had planned to get away early. Seeing both are nominated in the kiwirider.co.nz Best Road poll, wed take either the Pig Root or the Catlins to get to the bottom of the Island.

Walking to the bike from the front door of the hotel required leaning into the wind. Opening the top box into it took some effort. Sitting a helmet on the seat while packing was out of the ques-

Big Dave &The Co-PilotsVICTORY TOUR

WORDS: Big Dave PICS: Big Dave & The Co-pilot

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tion. It would just blow away.

By the time we got to Balclutha, and decisions about which route to take, there was only one answer.

The cross wind was easily in excess of 100km/hand it was propelling occasion-ally heavy showers inland. The sky along the coast was as dark and foreboding as a Peter Jackson gloomy scene and the wind gusts on the inland plains were treacher-ous.

Shortest direct route, thanks, we said to each other at the junction. These were the conditions for nothing else. Mordor does rainy.

So we motored along State Highway 1, dialled the speed limit into the cruise con-trol and cruised the rolling hillsides away, all the way to the Southland plains and on to Bluff.

We were remarkably comfortable doing it. The bike dealt with very dif cult conditions admirably.

A BIT TENSE

At one stage we encountered a traf c inci-dent and were diverted on to a seven km detour of single lane, gravel, farm service

track, in 100km/h cross winds, with heavy rain and passing 18-wheelers.

I was a bit tense by the time we got back on to the tarmac, but Nessie really coped most tidily all trip.

Going over the Bluff causeway it was blowing. Man, was it blowing. But the Hill Climb was sheltered from the elements by the hill itself, and so was the famous signpost we parked the bike under at the end of the road. Its like a badge of honour for touring bikers, being photographed under that sign.

After a wander around the Hill Climb we headed north for the rst time on tour to our lodgings for the next three nights.

The Kelvin Hotel appears to be Inver-cargills tallest building. Its an older style establishment that gets three stars in the Qualmark guide. What it lacks in marble bathrooms and gold ttings, it makes up for with happy, helpful staff and the way they make you feel welcome.

I wanted to give the bike a bath before taking it to one of the events bucket, hose by the service entrance and a smile were immediately forthcoming. Secure parking for bikes is available via a lockable

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cage in the public car park across the road.

Its right in the middle of town and they give you chocolates before bed!

COFFEE TIME

We spent the next few days trying to avoid the worst of the cyclone that caused the cancellation of the beach races. We had the bike serviced by the friendly lads at KB Motorcycles, drank a fair bit of coffee and bought new thermal clothing in the town.

By the time the Burt Munro Challenge events had run their course, the winds had moderated somewhat and conditions generally improved enough that we set out on the second part of the journey with enthusiasm.

After the Sunday Street Races at Wyn-dham, and the conclusion of the of cial events, we headed west and to our rst real opportunity to punt Nessie up some beautiful backcountry roads.

FIORDLAND BECKONS

We took Route 96 as we headed for Fiordland and our overnight stop at Mana-pouri. Once again we were impressed by the comfort and capability of the bike as it rolled away the beautiful, lush foothill country delightfully, until we stopped in the shadow of the Southern Alps.

If you are looking for a touring-biker friendly place to hang your helmet for the night, check out the Manapouri Lakeview Motor Inn. Host Dave rides a TDM and attended the BMC. He offers good food, a nice bar and clean and tidy rooms at a reasonable tariff plus one of the nicest outlooks from the restaurant anywhere watching the sun set over the Cathedral Peaks (1590m) being a highlight. See

Left: Memo Van Halen: This must be just like livin in paradise. Below: Mount Cook was shrouded in mist, but the run up SH80 was well worth it.FACING PAGE: Top: Lupins at Lake Tekapo. Bottom: Sunset at Lake Te Anau, the TV didnt get a look in.

KIWI RIDER 43

back to Te Anau base, chatting with a number of bikers on the way. Our theme for the ride by now was youre never alone with a Nessie as we were swamped with ques-tions and admirers every time we parked.

We met some great characters along the way. Like Darren and his mate the The Albatross.

If I get a Kea to take a sandwich out of my mouth will you put me in the mag bro?

Now I know youre not supposed to feed them, but what could I say? The bird didnt take it anyway.

When last we saw them, their bikes were parked beside the road and they were headed for a beautiful babbling stream shing poles in hand.

What a wonderful place to travel.

We got back to Te Anau mid afternoon and settled in to very amenable accom-modation at the Lakeside Motel and had a wander around the pleasant township.

Its another good one for motorcyclists. The Lakeside Motel, Te Anau, has separate living spaces, kitchen and amenities, but the highlight is watching the sun set over the Lake with Flat Mountain away in the distance. Magni cent. Co-pilot says De -nitely recommended thumbs up.

MORNING INDECISION

We left Te Anau reasonably early with the days destination undecided.

After the terrible weather that had prevailed for most of the rst few days on tour, the sunshine and 20C temperatures were most welcome.

The roads from Te Anau heading north are a blend of open highway touring and lovely lakeside twisties.

By the time we were skirting Lake Wakatipu, south of Queenstown, condi-tions were close to ideal. Sunny breaks and virtually no wind prevailed.

www.manapouri.com for the skinny.

Monday morning dawned and we had no trouble getting motivated for the day ahead. In these esteemed pages eight years ago, I rated State Highway 94 NZs Best Bike Road. Ive since found a few I like better, but not many.

We had allocated a full day to make the 300 km journey to Milford Sound and back to our next nights accommodation at Te Anau.

At rst the road follows the Lake Te Anau shoreline with tree-clad escarpments looming beyond the crystal clear waters.

AWE-INSPIRING

Beyond Te Anau Downs the road snakes through beautiful tunnels of native forests that line the fringes of the escarpments. Occasionally they open out to a narrow plain on the Eglington Valley oor, nestled between the Earl and Livingstone Moun-tains. The scene is quite awe-inspiring and its only a teaser of what is to come.

Past Lake Gunn the road climbs toward the Homer tunnel with Mt Christina (2502m) looming on the right.

Through the 1.25 kilometres of rough-hewn tunnel, and on via a descent of switchbacks to the valley oor on the Milford side, the road really is a motorcycle ride of the utmost quality.

Conditions were overcast for most of the day. The temperature climbed to 17C in the valley and dropped to 5C in the high country. The road is in fair condition and carries quite a lot of tourist traf c, so but-ton off and drink it all in.

The bike continued to draw a crowd and was a big hit with the tourists every-where we stopped. We took dozens of photos for the Japanese tourists wanting to be seen with Nessie.

We had a quick look around and snapped a few pics out at Milford Sound, but with the grey skies (and a stunning motorcycle waiting) we decided against the boat cruise as wed done it before in better conditions. It costs around $NZ75pp for a two-hour cruise (Gilligaaannn!) and if you havent done it ride down and do so. Its a wonder of the natural world.

DARREN AND HIS MATE

We had a few relaxing stops travelling

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44 KIWI RIDER44 KIWI RIDER

The ride along the stunningly beautiful lake, in the shadows of The Remarkables provided one of the great sights of the tour.

We decided to by-pass Queenstown and push on to the middle of the Island, stopping at Cromwell for lunch instead.

More fabulous sights, gorges, moun-tains, glistening lakes and snow-capped peaks lined the way.

OVER THE LINDIS

From Cromwell we made excellent time through Lindis Pass and on to Central Otago and the Mackenzie District.

Lindis is probably the gentlest pass on the Mainland, but it is a great ride nonethe-less, and its long sweepers ideally suited the big Nessie.

Beyond Lindis the landscape in Central Otago is completely different to anything we had encountered on the trip so far. Brown and relatively dry, the plains are ringed on all sides by towering peaks. The snow capped Southern Alps lie to the west, the Hawkdun Range and Benmore Peak (1863m) to the east.

The road hugs the valley oor and is quite straight and the countryside open

and empty. Punctuated by wide streams anked by elds of outrageously coloured lupins, with owers that were almost the same shades as the artwork on the bike.

We arrived at our tentative destination of Twizel at around four pm and stopped to take pics by the incredibly blue lakes. With conditions still ideal we decided to push on to Mt Cook.

Unfortunately at 3,754m the moun-tain makes its own weather and it wasnt playing ball. Shrouded in mist and light rain, only the bottom half was visible. The ride in, along Route 80, was worth the effort however.

EPIC PROPORTIONS

The owing road crosses countryside of epic proportions. Vast slopes rise away from the Lake Pukaki basin and the Ben Ohau Range lies to the west, with Dun Flunary rising 2,499m and the Gammack and Burnett Ranges, off to the east, funnel the view to distant Mt Cook.

On arrival at the village we considered checking in to a hotel at the foot of the mountain, but with the