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Rumours abound all over the internet about Suzuki supposedly looking to bring back the DR Big nameplate with a DL1000 based motorcycle. But how much should we really believe the hype? The rumours about the return of one of Suzuki’s all-time great adventurers - the DR Big have been long lasting and often, nothing but rumours, but this month a stir was caused after a Spanish website quoted "sources" within Suzuki claming that the legendary Dakar Rally based nameplate would be making a return. Now, we need to take this with a grain of salt as with all ‘internet rumours’ as due to the sheer lack of evidence other than a tantalising rendering from a couple of years ago and claims regarding “sources at the Japanese brand” – but damn if we’re not keen on this. After all, Suzuki did something eerily similar when it came to the revival of the Katana nameplate in the last year, so a new DR-Big isn’t such a far fetched idea. The 2020 DR Big – if the rumours emanating out of Spanish e-zine TRAIL RIDERS are to be believed – will be based on the DL1000X with a new subframe, revised bodywork, engine armour and of course knobbly shod wire wheels. If the bike is to live up to the DR-BIG name it'll also need longer travel suspension and a huge fuel range. Thankfully the DL already has the range to live up to the DR's legacy - and with its most recent update, it has the visual appearance of the predecessor of the Adventure bike scene already down-pat. It all sounds quite enticing, but one thing does have us a little conflicted, and that’s the name. The DR big was, of course, an oversized, adventurised version of the DR-Z400 and DR650 bred specifically from the trials of the Dakar Rally. So we're picking that maybe a name change to DL Big or perhaps the DR Big’s original ‘Desert Express’ would be more appropriate… It's no DR if it has more than one cylinder, after all.

Dirt bikes, forest tracks and just enough twists, turns, bumps and logs to make it interesting .... that's the second annual Husqvarna Hard X in just five weeks' time. The Husqvarna Hard X on March 30 could be New Zealand's ultimate of extreme cross-country races, but don't be frightened off by the event's daunting title, because, although it could indeed push riders to their limit, it should still appeal to individuals of all skill levels. Words and photo by Andy McGechan, www.BikesportNZ.com The Husqvarna Hard X event in the Kinleith Forest, near Atiamuri, is a four-hour cross-country race that will "feature all the great trails and hard bits of a Husqvarna Hard Adventure Enduro, but on a compact course, with hard sections deemed suitable for the grade that the rider enters". Organiser Sean Clarke said the event, which will run from 11am until about 3pm, would have mass appeal. "This is the second time we have held a Hard X event," said Clarke, who has also previously run the difficult Husqvarna Hard Adventure Enduro Events in the same area of the country, about 30 kilometres south of Tokoroa. "This Hard X event is to show riders what a three-day hard enduro is like but in a compact way," he explained. "It will be a lot easier to enter and ride. Riders don't need a GPS device on their bikes, they don't need head lights or tail lights and they don't need to be concerned with the thought of six hours of gruelling riding, like what they might encounter at a hard enduro." Riders classify themselves as either Gold, Silver or Bronze grade competitors and the course they'll face will hopefully reflect that level of proficiency. "Everyone is probably thinking it's going to be a psycho-hard event, but it's not," said Clarke. Clarke said the Bronze class would be about the same level as a hard section at a trail ride, with the Silver and Gold class courses will be just a little bit harder than that. One of the elite Gold level riders will be Wainuiomata's Jake Whitaker, a record eight-time national moto trials champion, and it will be his fine balance attributes and his skill with precise throttle control from that parallel motorcycling code that may give him the unbeatable edge, although he missed out on the main prize at the inaugural event last season. The outright winner last year was Helensville's Tom Buxton and this is one rider in particular who Whitaker will most be keeping a close eye on this time around too. "Last year I finished second after leading half to three-quarters of the race," recalls the 27-year-old father-of-one. "It was a technical course, but perhaps not as hard as I would have liked it. I think Tommy (Buxton) would be favoured again this year, but we'll see what happens eh? "This year I am focussing on national enduro and cross-country events and not so much riding trials bikes at all really. The fact that I have ridden a lot of moto trials events in the past gives me an edge at events like the Husky Hard X, especially when the course gets steep, with killer up-hills and down-hills and then creek crossings too. "That's where I make up ground over the other riders. Speed is involved, but it's not so vital and I've been getting better with my speed anyway," he said. The following day, the Husqvarna Hard X Trail Ride will be held at the same venue (on March 31) and this is more of a social ride. For this follow-up event, parents are invited to ride with their children, as long as they accompany them the entire time. The venue for these two events will be signposted on State Highway 1, 30 kilometres south of Tokoroa. The Husqvarna Hard X Hard Enduro and Husqvarna Hard X Trail Ride events are supported by Husqvarna New Zealand, Satco NZ Ltd, Michelin Tyres, Kiwi Rider magazine and Forest Trail Events.

Kawasaki Motorcycle's long-time outpost on Barrys Point Road on Auckland’s North Shore -–Spectrum Motorcycles – has announced it will be closing down at the end of March, with the home of the Big Green Machine to move up the ‘motorcycling mile’ to the Cyclespot Group. Dealer Principal of Spectrum, Ken Dobson, posted to the shop's Facebook page to break the news. “Dear Customers, Racers and Friends of Spectrum. It is with some sadness I advise you all that Spectrum Motorcycles is closing permanently on March 30 2019, he wrote. “I want to thank all of you who have supported our shop with buying bikes, gear and servicing or just calling in for a friendly chat over the years. We have had some very good times that will be great memories for us all.” The Cyclespot Group already boasts the biggest range of brands in Auckland, with the likes of Yamaha, BMW, Husqvarna, Ducati, Norton and Indian already under the Cyclespot umbrella on Auckland’s Barrys Point Road. Cyclespot Group director, Grant Woolford, cites Kawasaki’s recent market growth - in part thanks to the new Ninja 400 - as “one very good reason to appreciate the potential of the Team Green brand.” Kawasaki New Zealand’s General Manager, Mike Cotter, commented that the prospect of Kawasaki owners having a new home to be well cared for has him excited. The opening date of Cyclespot Kawasaki will be announced closer to the date.

While New Zealand’s most popular bike overall in terms of sales may be a 200cc farm bike, Yamaha is looking to get in on the same action by introducing the TW200 to the New Zealand market this year, with the cooky little AG bike having just arrived in dealers. Going straight up against the incredibly popular Suzuki DR200S, the 2019 Yamaha TW200 has plenty going for it to differentiate itself from its entrenched competitor in the small road-legal AG bike market. With a large rear tyre wrapped around a 14-inch rear wheel, the TW200 is geared low to tractor its way over the toughest terrain. It's a monster of a little bike, and both Kiwi farmers and pint-sized adventure fans should find its gobs of traction both useful and entertaining. In production since 1987 making it one of the oldest new bikes on sale in New Zealand, but don’t think this is a throwaway sub-200cc bike to ditch on the nearest back block. The TW200 has some history and a no-nonsense build sheet to back it up. On debut, Yamaha needed to set some buzz off about the little TW200. With its huge rear wheel making for an excellent tractor tyre - providing traction to keep the little Yamaha out of the muddiest bog, the bike was chosen by Shinji Kazama to famously ride to the North Pole (Kazama being one of the only people in the world to ride a motorcycle to both poles). Available in the rather interesting colour of “beige black” and priced from $6500, the TW200 features rather unique fat tyres with a 130/80-18 front and a huge 180/80-14 out back. Ground clearance is generous, and on top of the massive bump soaking tyres, the TW200 boasts up to 160mm of suspension travel. Want to see what the TW200 is capable of? The guys over at FortNine.ca have a brilliant video review of the TW200. You can view this below.

Kiwi freestyle MX hero Levi Sherwood may still be sidelined with injury, but that simply means there will be more time for fans to press the flesh with their hero at this year's Mike Pero MotoFest. Words and photo by Andy McGechan, www.BikesportNZ.com The two-day spectacular at Hampton Downs, just north of Huntly, on March 2-3 will feature all things related to motorbikes and, even though this year he can't take his bike and soar above the fans in the manner that he did last season, Kiwi freestyle motocross sensation Sherwood will still command plenty of attention in his event ambassador role. The Palmerston North-based rider is itching to get back into action and anticipates he'll be part of the Nitro Circus tour of New Zealand later in March. He just won't be quite ready to take any risks at all until then. "I broke my left ankle and heel bones back in June last year and it's been a long recovery. I'll be signing autographs and chatting with fans at MotoFest and it won't be long after that when I will be back in action," the 27-year-old confirmed. Sherwood aims to be competing in the United States in 2020 but this weekend he will be at MotoFest! Last year Sherwood set the skies alight with some daring freestyle jumping on Hampton Down’s main skidpan. This year he will be available to fans in the Star Insurance Legends garage in between his Shiny Side Up commitments. This year's Mike Pero MotoFest promises excellence on all fronts, with well-respected identities from all segments of the motorcycle sporting world coming together for a spectacular two days of action. Kiwi MotoGP commentator Simon Crafar has also been confirmed as a featured guest at the 2019 Mike Pero MotoFest event, appearing alongside Australian MotoGP and World Superbikes identity Chris Vermeulen, former British champion and team manager Steve Parrish, Australian hero Kevin Magee, Kiwi former World Superbike Championship contender Aaron Slight and fellow New Zealand legends Andrew Stroud, Graeme Crosby and Richard Scott. The 2019 Mike Pero Moto Fest will share track time with this year's New Zealand Superbike Championships contenders, the third round of five in this year's series being run on the track over the same weekend. Ten separate bike classes, from superbikes to sidecars, will take to the track to contest national titles. The prestigious NZTT titles will also be fought out on the Sunday afternoon. The Hampton Downs event will also again feature the Mike Pero Shoei GP, Post Classic racing, the Motul Moto Trials Challenge, Legends Track Sessions, Kawasaki Trail Ride and also include the Star Insurance Bike Show and the Alpinestars Legends Dinner, which is being staged on Saturday night (March 2). For the first time, ACC's Shiny Side Up Bike Fest will also be running in conjunction with MotoFest. For more information on the Mike Pero MotoFest weekend, go to http://www.hamptondowns.com

When you think of Kawasaki Motorcycles, your mind is quite likely to wander to the KX range of motocross weapons, the World Superbike Championship dominating Ninja series or even the Tuatara of the motorcycle world – the KLR650 – chugging along as it crosses continents with ease. One thing you don’t usually associate Kawasaki with, however, is the popular mid-sized scooter market. Words and Photos by Mathieu Day-Gillett Surprisingly, it is that popular mid-sized scooter market which is where we find ourselves as we step through the 2019 Kawasaki J300 – Kawasaki’s tradition-breaking scooter which is more than just the brand’s first foray into the global scooter market. When it comes to Scooters, the practical and easy to use corner of the motorcycling world often gets shunned by more traditional motorcycles with more sex appeal. But in times when driving a car for your daily commute becomes even more expensive thanks to rising fuel costs, the scooter’s time to shine is now. The J300 is a substantial option for the entry-level daily commuter with a decent wheelbase of 1555mm and tipping the scales at 191kg, however, due to the way the bike’s engine, fuel tank and other running gear is all held low in the bike this weight is nearly unnoticeable from the rider’s perspective. Under the substantially proportioned seat – which offers plenty of real estate for even a passenger – is enough storage to fit a full face helmet and briefcase, however, it would have been nice to have a little more space to accommodate another helmet considering just how tempting the large seat is to chauffeur a friend or colleague around. With that said, the storage options of the J300 are reasonable, and on top of the under-seat storage, there is a rear carrier which can be utilised as well as a sealed glovebox complete with a 12v outlet for charging accessories. The J300 really does pack in a lot of practicality for its low $6,995 price tag. Despite its sporty Ninja derived styling, the J300 is surprisingly powered by a 299cc single cylinder engine unique to the scooter as opposed to the 296cc parallel twin of the recently replaced 300cc Ninja as I had assumed would power the J300. While the sound of a single cylinder may be underwhelming compared to that of a modern parallel twin, the performance of the J300 is nothing to be disappointed in. With 20.5kw of power and 28.7Nm of torque pushing through a CVT transmission, the J300 has no issues with getting off the mark first in traffic light drag races. Sure, with the engine pushing power through a CVT transmission to the rear wheel it admittedly takes a few revs before the J300 sets off at pace. But like firing a rubber band out of your fingers the Kawasaki launches off from a stop with the analogue tachometer reading just under 3000rpm. It wasn’t long before I found myself holding the rear brake on while I kept the engine just below the takeoff point while waiting at traffic lights, jumping ahead as soon as the light went green. Naturally, the CVT transmission can make the J300 feel like you are riding a rubber band powered bike once you are moving, as you twist the throttle and wait a millisecond or two for the bike to respond to your request for more go, but once it is delivered the J300 is quite the fun bike to ride. With some scenic backroads just at my doorstep, the J300 was put to use to go for a weekend explore around the stunning – and predator-free – Maungatautari mountain. Even when riding at a brisk pace, thanks to that CVT transmission the J300 gets great fuel economy, and with a 13-litre fuel tank there's plenty of time between stops at your preferred servo. Now, when we think of the natural habitat of most Scooters we think that the majority are purely designed to be inner city commuters with little to no regard for open road prowess, however, the J300 is just as comfortable on the open road as it is within our crowded inner city streets. While the J300 can boast the usual must-have scooter features such as under seat storage for a helmet and “curry hook”, thanks to that Ninja-inspired fairing the J300 benefits from a decently sized windscreen which deflects the majority of windblast off the rider. That means that the J300 isn’t limited to just the big cities, and is equally at home on the open road. The only limitation is its small 14-inch wheels which can find themselves overwhelmed on some of our less pristinely maintained surfaces. Keeping an eye on all the important aspects of the machine is a tidy dashboard, with large analogue tachometer and speedo split by an LCD screen. It is a good looking unit, although functionality is limited and the rider has to take their hands off the handlebar to rotate through the LCDs functions. For the money, the J300 offers a lot of value compared to the traditional Vespa-wannabe. With its nearest rival priced a full $1000 above it, Kawasaki has gifted Kiwi commuters an appealing alternative to the sea of small used imports which continue to clog up our main arterial routes. 2019 Kawasaki J300 Gallery PROS AND CONS | 2019 Kawasaki J300 Price: $6,995 + on road costs Engine: 299cc single cylinder Pros: Great fuel economy, decent power, substantial enough to comfortably take a passenger Cons: limited underseat storage, unconventional styling for a scooter 2019 Kawasaki J300 Specifications ENGINE: Liquid-cooled, 4-stroke single DISPLACEMENT: 299cc BORE & STROKE: 72.7 x 72.0mm COMPRESSION RATIO: 10.8:1 FUEL SYSTEM: Fuel injection: 34mm x 1 IGNITION: Electronic TRANSMISSION: CVT with centrifugal clutch STARTING SYSTEM: Electric MAX TORQUE: 28.7 Nm @ 6,250 rpm MAX POWER: 28 PS @ 7,750 rpm FRONT SUSPENSION: 37mm telescopic fork REAR SUSPENSION: Twin shocks with 5-way adjustable preload FRONT WHEEL TRAVEL: 110mm REAR WHEEL TRAVEL: 100mm FRONT TYRE: 120 /80-14 M/C 58S REAR TYRE: 150 /70-13 M/C 64S FRONT BRAKES: Single 260mm petal disc with dual piston caliper REAR BRAKES: Single 240mm petal disc with dual piston caliper FRAME TYPE: Tubular diamond, steel RAKE/TRAIL: 28° / 113mm LENGTH X WIDTH X HEIGHT: 2,235 x 775 x 1,260mm WHEELBASE: 1,555mm FUEL CAPACITY: 13.0 L SEAT HEIGHT: 775mm CURB MASS: 191kg COLOURS: Metallic Flat Anthracite Black /Dark Silver (Special Edition)

Kiwi former motocross world champion Ben Townley has signed on to become brand ambassador for Yamaha in New Zealand, an exciting new development inspired and enabled by long-time friend and former Grand Prix rival Josh Coppins. Words by Andy McGechan, www.BikesportNZ.com Tauranga’s Townley (YZ450F), along with his son Levi (YZ65), a rising star on the junior motocross scene in New Zealand, have already collected their new Yamaha bikes and they are both thrilled to be moving into the future with Yamaha. Ben’s youngest son Jaggar will make the move across to Yamaha when he steps up to the YZ65. "It's very exciting and came quite out of the blue," said the 34-year-old Townley. "This is a great opportunity for Levi, who has really started to sink his teeth into motocross racing. Yamaha has a great range of motorcycles and Josh has always been someone that I've looked up to and I have a lot of respect for is it will be great to work with him in his role. He's very professional and sets a very high standard for motorcycling in New Zealand." Townley became MX2 (250cc) motocross world champion in 2004 and then stepped up to the MX1 class the following season, where he battled all season long with Belgian Yamaha ace Stefan Everts and fellow Kiwi Coppins. Everts won the MX1 world title in 2005, with Coppins runner-up and Townley finishing third overall. Coppins said the appointment of Townley was an important part in his bid to rebuild Yamaha’s Junior Racing (YJR) programme within New Zealand. "We already have some great representation within the Yamaha brand with Rhys Carter (Mount Maunganui's national MX1 No.4) running coaching clinics and now with Ben Townley as brand ambassador." "We are looking forward to working with someone of Ben's calibre. To have someone with his experience fostering and mentoring our younger riders is very exciting. With Rhys looking after coaching and Ben running the junior programme, and some other exciting stuff coming up too, there's a lot of positive things happening right now. "This is the first step ... we have a lot of other things happening down the track. Watch this space."

If you want to be the best, it pays to be coached by the best and that's just what is being offered in the lead-up to the Mike Pero MotoFest at Hampton Downs in just two weeks' time. Words by Andy McGechan, www.BikesportNZ.com The Pirelli Legends Rider Clinic and track day, set for Thursday, February 28, and hosted by Kiwi international bike legend Simon Crafar, is the perfect warm-up to the big Mike Pero MotoFest event at the North Waikato track on the weekend of March 2-3. MotoFest promises excellence on all fronts, with leading riders from across the entire motorcycling spectrum, all coming together for a spectacular two days of action at Hampton Downs, a weekend that will also feature the third round of five in the 2019 New Zealand Superbike Championships. Crafar, who is now globally renowned for his comprehensive and insightful rider training, along with several other MotoFest legends, will host rider clinics two days before the event proper, a great opportunity for those wanting to hone their skills on track and learn about bike set-up, maintenance, sponsorship, media and all other aspects of the sport. Crafar – co-ordinating with fellow international motorcycling stars Graeme Crosby, Aaron Slight, Paul Treacy, Kevin Magee, Stu Avant, Steve Parrish, Chris Vermeulen and Karel Pavich – will run a number of workshops throughout the day and riders will have access to the international circuit to put into practice what they have learned. Crafar said he was definitely looking forward to MotoFest. "The organisers have gone to great lengths to put many very experienced people together in one place, which rarely happens, really only once in a blue moon. "I'm talking about legends of our sport, some I haven't seen for a decade or more. I look forward to seeing old friends and making new friends which is always a result of this type of event," said Crafar. "Regarding the classes I'll be doing for riders on February 28, I've put together the information I believe suits each level of rider and will explain in detail how best to apply each skill. I also like some interaction in the classroom – that's when I get to find out what skills people are struggling with the most." Riders are guaranteed at least five 15-minute sessions on the track. In between track sessions, they will attend all of the various clinics being offered, to be conducted in a suite or garage. All riders will also get a complimentary copy of Simon Crafar’s Motovudu DVD/memory stick. The clinics are: 1.      Riding fast – Motovudu style with Simon Crafar 2.      Making it to the top – Graeme Crosby and Aaron Slight 3.      Bike set-up tips – Paul Treacy, Kevin Magee and Stu Avant 4.      Media & Life After Racing – Steve Parrish & Chris Vermeulen 5.      Rider Safety – Karel Pavich, Pro Rider Rider Training The price is $349 per person for the day. Crosby said he was thrilled to be a part of the MotoFest Legends Clinic. "After last year’s inaugural MotoFest, this year’s event is promising to be bigger and better," said Crosby. "Apart from Kiwis being treated to a full line-up of the highly competitive national championship races, I am excited to be part of the Legends section within MotoFest. "We will have a display of bikes rarely seen in this part of the world. These will be a line-up of bikes that I have raced during the 1980’s, including a 1981 Factory Suzuki 500cc XR35, my old XR69 GS1000 plus two Moriwaki Kawasaki bikes courtesy of both Steve Wheatman and Chris Wilson, from the UK. He will also have on display a 1980 RSC1000 Factory FI Honda, so it's going to be a busy weekend. "However, living this far away from all the MotoGP action has not meant ordinary Kiwis miss out on the action because Simon Crafar, a true legend, is bringing a Motovudu race training program to Hampton Downs. That’s an opportunity not to be missed."

There are a couple of new gunslingers in town and they mean business. Raglan motorcyclist Jason Dickey has been tearing up the countryside in recent major cross-country events and his impressive win on steep farmland at Flemington, near Norsewood, on Sunday has set him up now for a potential national title win, with Dickey's victory at this first of four rounds in the 2019 New Zealand Cross-country Championships perhaps a forecast of what's to come. Words and photo by Andy McGechan, www.BikesportNZ.com Despite being a little slow to get off the start line on Sunday, the 24-year-old dairy farmer soon had his 2018-model KTM 350XC-F bike humming. Dickey quickly moved through the traffic to put himself in a three-way battle for the lead, banging handlebars with fellow KTM rider Sam Brown, from Glen Murray, and Husqvarna rider Reece Lister, from Wairoa. It was a gruelling battle, the three-hour race taking its toll on several key of the more than 50 riders entered, including Lister, who was forced to withdraw when the pain from an earlier ankle injury became too great. This left the way clear for Dickey and Brown to engage in a one-on-one battle for the win, Dickey eventually prevailing and crossing the finish line nearly a minute ahead of Brown. Taupo’s defending national cross-country champion Brad Groombridge had problems too, a long way back in the field after he'd crashed on the opening lap, although he did manage to work his way back up to finish third overall. This result has shown that Dickey and Brown are both ready to step forward and challenge Groombridge for his title. "I caught up to the leaders after my bad start but then I went off the track and dropped back a few places again," Dickey said. "When the leaders pitted I snatched the lead and managed to hold it from there. "I didn't have any real problems, just a couple of lappers holding me up at times. Visibility in the dust wasn't too much of a problem for me." Moving dirt is something that Brown is particularly skilled at, the 28-year-old Brown working as a digger driver during the week, and he was doing that with his KTM 450XC-F at a terrific pace on Sunday. "I had a pretty good start and was leading the race inside the first lap. But halfway around that first lap I suffered 'arm pump' and just had to let Jason (Dickey) and Reece (Lister) go by me. I had a bit of a surge after that and got back into a battle with those guys again. "I was in front until I pitted. I nearly ran out of gas. I didn't think I was going to last the lap. I had a large enough tank that I only needed one fuel stop (for the three-hour race), but it was pretty risky. "I caught back up to Jason but then he looked back at me and pulled away again." The 90-minute junior race, held earlier in the day, was won by Raglan’s Cody Rooks, followed by Napier’s Bryn Codd and Eltham’s defending junior champion Adam Loveridge. It is now six weeks until round two of the series, set for Mosgiel on March 24. NZ Cross Country Championships calendar 2019: Round One: Sunday, February 10 - Central Hawke's Bay MCC Round Two: Sunday, March 24 - Mosgiel District MCC Round Three: Sunday, April 14 - Marlborough MCC Round Four: Saturday May 25 - Taupo MCC

2019 is already upon us, and with it comes a host of new metal we can't wait to swing a leg over. Today we're counting down our Top 5 2019 Motorcycles we can't wait to ride this year. Triumph Scrambler 1200 The first bike to make its way to New Zealand shores is the new hero of the Triumph Scrambler range, the Scrambler 1200. Available in two model variants, the extreme XE and the more approachable XC, the new Scrambler 1200 takes Triumph's scrambler motorcycle concept and gives it true adventure bike abilities in line with the bike's gnarly aesthetic. Key features we're truly excited about are the long-travel suspension, which sees the bike lifted significantly over the previous generations of Triumph Scrambler we've seen - but it is the tech package that really has us frothing at the mouth. Triumph teamed up with Google and GoPro to give riders something to play with on the bike's beautiful TFT display, with Google Maps and GoPro integration meaning the rider can navigate without the use of an extra device and can control their GoPro from the comfort of the bike as well. The Triumph Scrambler 1200 XE - E for EXTREME - is the top dog of the new Scramblers and is priced at $24,490 plus on road costs. Ducati Panigale V4 R While the chances of us actually getting seat time in Ducati's new hero bike are pretty much slim to none, there was no way we weren't going to add the Ducati Panigale V4 R to this list. Taking the already potent Panigale V4 to the next level was always going to be a tall ask, but somehow the engineers - or wizards, we haven't decided how much magic they've done quite yet - have somehow done it. On top of the base bike, the biggest eye grabber is the carbon fibre canards attached to the fairing. Pinched straight outa MotoGP, they should help give the flying Ducati more stability at high speeds. Seriously, this bike has wings. How cool is that? KTM 790 Adventure R June 2019 will see KTM's new lightweight Adventure model arrive in New Zealand, beating out its Blue competition by months for the dollar of keen Kiwi adventure riders. While the 790 Adventure comes in two distinct flavours - the base and more road oriented 790 Adventure and the more off road capable 790 Adventure R – it is the R model which makes it onto our list. Why? For starters, the 790 Adventure R adds XXXmm of ground clearance over the base bike giving it real off-road character. At its heart is the new - and rather loved - LC8c parallel twin And let's not forget it looks top notch as well. Here's hoping the plastics don't go the same route as the 790 Duke which feels a lot like the plastic you'd see on your kid's Tonka Truck. Yamaha Tenere 700 We'll have to wait a little longer for the Yamaha Tenere 700 compared to the KTM, but we're sure it'll be worth the wait. Based off the incredibly popular MT-07, the new Tenere 700 takes the CP2 parallel twin engine and gives it some adventure credibility with a whole new adventure chassis. According to Yamaha Motor NZ boss, Alan Petrie, Yamaha had to rework the design after our Australian friends complained that it was too much of a soft roader. The result is a bike that looks like it is fighting fit and ready to take on the rest of the middleweight adventure class. Things we really are looking forward to are the crisp response a gob-full of low-to-midrange torque we are already familiar with thanks to the MT-07. With the Tenere 660 still holding its value in the second hand market, the new Tenere has a lot to live up to in the minds of riders. We're going to be waiting until the end of the year before we can find out just how good the new hero of the Yamaha Adventure family is though. BMW S 1000 RR BMW Motorrad New Zealand has yet to release arrival dates on the new S 1000 RR superbike, but we're happy to wait. When first released in 2008, the first ever BMW Superbike was a total game changer for the 1000cc sportsbike class - essentially reinvigorating interest in the segment and saving it from complete collapse. One thing that didn't set the world on fire however was the styling of the original S 1000 RR. In typical BMW Motorrad fashion, the bike sported polarising asymmetrical headlights, which, while distinctive certainly didn't win over much of the world. Now for 2019 the S 1000 RR has received a total overhaul with the bike not only getting a thorough working over in the mechanical side, but also scoring a styling new look that is sure to win over prospective riders to the BMW stable. We can't wait for the first BMW Motorrad NZ track day at Hampton Downs once this thing has arrived!

Suzuki’s entry into the large capacity adventure bike world may not be the most adventurous or tech heavy, but with an entry price hard to match you’ll be surprised just what the Suzuki Swiss Army Knife can accomplish. Words and Photos by Mathieu Day-Gillett The Suzuki V-Strom has somewhat evolved into the adventure class over its near two decades of production. While the bike started out as more of a tourer, the latest iteration of Suzuki’s big ‘Strom proudly states its intentions on its fairings. You see, the V-Strom is a Sports Adventure Tourer in Suzuki’s eyes and I have to admit, they really do have a point. Today’s adventure motorcycle market is bursting at the seams with a contender from nearly every manufacturer of note, and while the competition seemingly fall over each other in a barfight for class supremacy, the humble V-Strom soldiers on quietly in the background. Notably, in the 2017 overhaul of the V-Strom, the bike further added to its adventure credentials with better technology, chassis developments and some formidable brakes. One of the standouts is the Champion Yellow colour scheme of our test bike. In a world where matt black is the new black – and boring seems to sell – the bright yellow Suzuki with its gold anodised spoked wheels is a breath of fresh air and the combination gives the rather low-key V-Strom some much needed visual presence. Sports Headlining the sports aspect of the V-Strom’s personality is its 1037cc V-Twin engine - itself an evolution of the unit which powered the infamous TL1000 sportsbike of the late 1990s. In V-Strom tune, the engine is a low-end powerhouse with plenty of grunt available up to 7500rpm where the wave of power starts to peter out. Luckily the V-Strom is bestowed with a 6-speed gearbox so there are plenty of ratios to play with to keep you in the meat of the powerband. The chassis is also rather sporty, with a twin-spar aluminium frame mated to fully adjustable suspension up front and preload adjustable monoshock out back allowing for the V-Strom to be tailored to both rider and conditions. Braking from the twin Tokico calipers up front is first class, with the V-Strom easily scrubbing off speed when called for and we loved the brake 'feel' from the adjustable brake lever. Adventure With the adventure market still one of the stronger aspects of the worldwide motorcycle, the V-Strom 1000X needed to deliver the ability for riders to take the road less travelled if they so desired. Unlike other entries into the big adventure bike segment which go all-out to lean into the adventure side, the Suzuki takes a more balanced approach with a smaller 19-inch front wheel as opposed to the 21-inch units of some other big adventurers, with a 17-inch unit in the rear – both with strong laced wheels for durability. The tyres are another nod to adventure with tubeless Bridgestone BattleWing tyres fitted from factory. The Battlewings aren't the most aggressive off-road tyre by a long shot, but provide a good hold of most surfaces while providing the right aesthetic for the adventure style of the V-Strom. Tourer Rounding out the V-Strom’s impressive split personality is its touring amenities, which let the rider take to the highway and soak up the kilometres in relative comfort. A large 20-litre fuel tank takes care of fuel range, with approximately 400 kilometres or more able to be squeezed in between drinks. We averaged 5.2 L/100km during our time with the V-Strom. A respectable figure in our books. The seat is large and offers plenty of space for you to plant your backside, with the same going for the pillion accommodation which also benefits from sturdy grab handles built into the alloy luggage rack behind the seat. Up front rider comfort is also looked after by the Suzuki factory with the adjustable windscreen. Unique to the Suzuki, the windscreen is easily adjusted up to 35mm by pushing it away from the rider which gives more wind deflection by changing the aerodynamic profile of the windscreen rather than the height. It’s clever, simple, and really does work as we quickly found out. Suzuki has also equipped a factory 12v power outlet integrated into the factory dash which allows for charging of a wide variety of devices (from GPS to cellphone and everything in between) via the cigarette lighter style outlet. Suzuki’s Swiss Army Knife After collecting the V-Strom 1000X from Hamilton’s Boyds Motorcycles, we immediately hit State Highway 1 and headed north for Auckland. While a short distance by big touring motorcycle standards, it did show that the hand guards work a treat at keeping wind blast off your hands and the adjustable windscreen is a top feature. Adjusting the windscreen while riding was an easy manoeuvre, but we did miss the cruise control found on other bikes in this class on our trip north. Arriving to the typical Auckland welcome, heavy congestion, revealed another trick the big V-Strom is holding up its sleeve. Cleverly, the bike knows when you are in a slow speed situation and ups the engine revolutions when the clutch is pulled to help prevent stalling. After running a few errands and nipping through traffic on the surprisingly nimble Suzuki, we turned our sights on the Hunua Ranges in Auckland’s south to try the V-Strom in a more adventurous environment. Upon arrival, the traction control system was disabled by using the switch mounted on the left switch gear. It’s an easy-to-use system, and can be adjusted on the fly if needed. Sadly ABS is non-adjustable, meaning extra care was going to be needed when it came to braking on the gravel roads ahead. Once on the rough stuff the V-Stroms weight came into play, but surprisingly – and probably due to remnants of the Pro Rider Gravel Riding Course left in my brain – I soon found a groove with the 233kg V-Strom and let the Bridgestone Battlewing tyres do their thing. The Battlewings aren’t the most aggressive tyre, and out on the highways and backroads seems to be where they are designed to spend most of their time, but on the gravel they provided a good foothold to terra firma and didn’t once give me a fright. Ergonomically the V-Strom leans more towards its tourer side than full on adventure, with rubber footpegs and a relatively low handlebar meaning that it is brilliant on the road, but not completely suited to the rough. Seat height is an accessible 850mm with the front end of the seat reasonably narrow to allow for a wider range of riders to comfortable get a food down at a standstill. Unfortunately for adrenalin junkies who like to fly over berms and bust ruts, the V-Strom 1000X is limited in ground clearance as part of its broad appeal design, with only 165mm of ground clearance under the bike. While the V-Strom sports a belly pan from factory, it is far from adequate protection from rocks and debris, and the position of the oil filter makes it rather vulnerable in some situations. Thankfully Suzuki (and the wider aftermarket sector) actually has plenty of accessories on hand to improve this, with the must have for anyone looking at the road less travelled being the meaty alloy footpegs with sprung rubber inserts. These provide comfort on the road, but as soon as you stand on the pegs the rubber insert depresses and allows the alloy peg's teeth to bit into your boots. Considering the V-Strom's low price point it is a surprise that these pegs aren't just fitted from factory as they look very cool and function well. But then again, those pegs being factory fitment would give off the impression that the V-Strom is something that it isn't – a fully fledged adventurer – to most riders. You see, the V-Strom has the ability to do just about anything. It is exactly what it says it is, a damn fine Sports Adventure Tourer. It will happily charge along your favourite backroads on any given Sunday, competently tackle loose surface roads and the odd track when needed, then allow you to ride home in complete comfort the long way. Is it the perfect bike? No, but it is one hell of a motorised Swiss Army Knife. PROS AND CONS | 2019 SUZUZKI DL1000X V-STROM PRICE: $18,995 ENGINE: 1037cc PROS: Versatile, capable all-rounder, low price-point, highly customiseable CONS: Lacks X-factor, doesn’t have many modern amenities now standard on the competition, some aspects a little old school 2019 Suzuki DL1000X V-Strom Specs and Gallery Engine Type: 4-stroke, liquid-cooled, DOHC, 90º V-twin Engine Displacement: 1037cc Bore x Stroke: 100mm x 66mm Transmission: 6-speed Fuel System: Fuel Injection Starter System: Electric Overall Length: 2280mm Overall Width: 930mm Overall Height: 1470mm Wheelbase: 1555mm Ground Clearance: 165mm Seat Height: 850mm Curb Mass: 233kg Suspension - Front: Telescopic, coil spring, oil damped Suspension - Rear: Link type, coil spring, oil damped Brakes - Front: Disc, twin Brakes - Rear: Disc Tyre - Front: 110/80R19M/C 59V, tubeless Tyre - Rear: 150/70R17M/C 69V, tubeless Fuel Tank Capacity: 20-litres

In 2016 when Honda unveiled the production CRF250L Rally at the EICMA show, we got the "I want it" feeling, bad. Fast forward a little over 2-years and we've finally put a Rally into our garage permanently, but we're not going to leave it stock... Words and Photos: Mathieu Day-Gillett As we've already mentioned in our Honda CRF250L Rally Review, the Rally isn't the perfect motorcycle out of the crate, and that's why we've put together a plan to try and make this little adventure steed more capable for our unique New Zealand conditions. The Overview So what are the points of the CRF250L Rally which we'll be looking at fixing? For starters let's talk about protection - or the lack thereof. Starting up front the handlebar guards are flimsy plastic and are about only good for protecting your fingers from the wind. The seat, while not horrific, has the pillion strap running straight through where you want to place your butt while linking gravel roads, and then we have the suspension. Woeful is one way to put it, spongy and way too soft for your typical Kiwi rider is another. These are just the major points that we will be looking to address in the short term, but there are of course other aspects to the Rally that we'll also be looking at in the long term such as luggage, navigation, fuel capacity and of course the rider - who's skills in the rough are admittedly average at best. The Plan First we'll be tackling some of the easy stuff, working our way up to the big ticket items which will be giving our bank account a proper hammering. First on the list is removing the pillion strap from the seat. This is quite literally a pain in the ass and since we're not going to be taking a pillion at all is excess to requirements. We'll also be looking at removing the pillion pegs, as again, we're not going to be using the Rally for two-up travel. Next up we've made a plan for new hand guards to replace the flimsy plastic units the bike was bestowed with from the factory. Kiwi online superstore Bits4bikes.co.nz has a great selection of Barkbusters gear to suit a wide range of models, and the Jet kit we've ordered will do the job for not a lot of coin. Knowing that replacing levers can add up this should be a good investment. Once we've got a bit of protection sorted we'll probably be in need of a new set of rubber, as the factory equipped IRC tyres are 2-years/4500km old and starting to square off at the rear. There are plenty of options available, with the Dunlop D605 or D606 appearing to be popular choices for Rally owners elsewhere in the world. We'll see what suits our own unique needs first before committing to any one set of rubber, however. With the basics of the bike sorted, our attention will then turn to the rider. There is is no point in having an adventure bike if you don't know how to make the most of it, and with plenty of outlets offering adventure riding coaching we'll be heading along to one to make sure that we can handle anything the road throws at us and our Rally. We'll also be attending the popular ACC sponsored Ride Forever coaching to make sure our road riding skills are as sharp as possible for the sealed roads connecting the fun stuff. Our final short term goal is to get the suspension sorted. As we've already mentioned, the suspension on the Rally is woeful for the average Kiwi rider. Weighing in at a little over 100kgs, we need to stiffen up the shock and forks significantly. Thankfully, New Zealand is home to some top-notch suspension specialists, and we've already been in touch with MotoSR in Taupo to learn more about what can be done to rework the stock suspension to a more appropriate level. It won't be cheap however, which is why this is the last item on our short-term list of improvements for 'Rosie the Rally' as the bike has come to be known.