Articles by Mark Hinchliffe

Now the French firm has added a bigger, more powerful diesel to its 307.Joining the 1.6-litre diesel in the five-model 307 range is the direct-injection turbo, 16-valve 2-litre XSE HDi.Power is up 20kW to 100kW, but more important to the driveability and carrying capacity of the vehicle is the massive 80Nm increase in torque to 320Nm which is comparable with most large family sedans.At 9.8 seconds, it is two seconds faster to 100km/h than the 1600cc diesel.Despite the power and torque boost, fuel economy is not greatly affected. Around-town driving in the sedan increases fuel consumption from 6.1l/100km to 7.1 but highway driving is barely affected. The company claims just a .2l/100km increase.And for the greenies, Peugeot also claims its HDi diesel technology reduces CO2 emissions by 20 per cent compared with a conventional diesel.I recently had the Touring (wagon) model, which has ever-so-slightly higher fuel consumption figures.But compared with my last drive in a 307 diesel wagon, this is almost a race car.The engine has plenty of life, revving just a little higher than most other diesels.Off the starting line, there is a strong pull with a slight turbo surge around 2000-2500rpm.Yet neither the initial grunt nor the surge provoked more than a frail torque steer tug on the wheel, something other front-wheel-drive turbo-diesel manufacturers could learn from.Fuel economy is aided by a tall sixth gear in the six-speed manual-only model which purrs along at a gentle 1800rpm at 100km/h. (An auto arrives later this year.)You will, however, need to drop two gears if you want to overtake.At idle there is the familiar diesel clatter which only BMW has been able to effectively dampen in the 530d. It's not calamitous in the cabin, but it will turn heads as people walking by think your engine is about to explode.Once you feed it some revs, like all diesels, the noise disappears. The 307 is very quiet on the open road with minimal road, tyre or wind noise.The streamlining also provides a huge panoramic windscreen. The only problem with that is that it cramps the engine bay.Ride is on the plush side with a small amount of accompanying body roll, but little pitch and few unnerving cornering characteristics, although steering is a little soft and vague.French cars are typically built for comfort and long legs. They are ideal for touring and this is no exception.For a smallish car, the 307 Touring is quite big inside, especially the headroom, and could easily accommodate a family of five (or four adults) on long trips.There remains some typically French quirkiness about the vehicle.For example, the audio system is totally incomprehensible. There is nothing intuitive about it.I'm sure with the correct instructions it would become easier, but the manual wasn't in the test car, so attempts to change radio stations, etc met with frustration and static.The control and cruise control stalks are also fiddly with the up-volume control simply being faulty. The speedo shows 50, 70, 90 and 110km/h but not the major speed zones we have (60, 80, 100).The auto wipers were also a nuisance, coming on in broad daylight on a fine day. I couldn't find the rear wiper although I stumbled on it accidentally then couldn't find it again later.On the plus side, there is that panoramic windscreen, frugal economy, strong power, auto headlights, a chilled glovebox, auto up and down windows, a huge and flat-floored cargo area, and a full-size spare alloy wheel under the cargo floor, although it does live under the car and has to be laboriously wound down.At $33,990, the Pug wagon makes an attractive alternative for anyone economising from a mid-sized car or SUV who still wants cargo-hauling touring ability. The hatchback is $32,290.

Just like motorcycles, cars, 4WDs and vans, scooters have vast differences in power, handling and carrying capacity.If you only want an around-town scooter, then you just need an open driver's licence and away you go on any 50cc machine.While there may be a heap of 50cc scooters on the market, they are fairly similar in power and, of course, are restricted in their load capability and where you are allowed to ride them.If you are prepared to get a special motorcycle "R" class licence, the choice of scooter is much more varied and they can be ridden anywhere.However, not all scooters are fast, nor super-economical, nor handle or ride well. Obviously, you will have to compromise.If you are in the market for something with a bit of get up and go, pillion capacity, light weight, miserly fuel economy and a ride that won't shatter your spine every time you hit a pothole, then Aprilia's 200cc Sportcity at $6800 is worth considering.Engine capacity of about 200cc is probably the bare minimum if you want to carry a pillion or you want to be able to travel on highways in safety and comfort.This Sportcity is, as its name suggests, a sporty little scooter with plenty of go for city riding.The liquid-cooled engine means it has better acceleration, quieter running and more durability with services every 6000km, rather than the usual 2000km.I also found it willing enough to tackle highways without flinching. The only problem here is that wind blasts from trucks can wobble a lightweight machine.The advantage of the light weight, though, is that it is easy to manoeuvre in tight parking spaces and to lift it up on to the stable centre stand.Another compromise you will have to make is ride versus under-seat storage capacity.The Sportcity uses 15-inch wheels which are bigger than on most scooters. And having a high-profile tyre on a wide rim, they are, in effect, almost 16-inch motorcycle tyres. This makes handling more deliberate and precise and smooths out the ride.When you hit a bump, you won't be abruptly knocked out of line, nor will your spine.The compromise is that the rear wheel takes up space under the seat. There is still enough room to store an open-faced helmet and gloves, but not a full-face helmet. A lockable top box is available as an accessory if you need extra storage.One thing you won't have to compromise on is brakes.Most scooters have a rear drum brake, but this has discs front and rear.A disc on the rear is important on a scooter because most of the engine, chassis and passenger weight is over the rear wheel, creating the potential for more stopping power.In an emergency, the Sportcity can pull up so fast you will need strong forearm muscles to stay on board. And with braided brake lines, there is plenty of feel in the levers.Aprilia is a long-time scooter manufacturer, but they are not bogged down in the past.This scooter has a modern, trendy, aerodynamic look, even though it is a conventional step-through design.Riding position is comfortable with a fat, contoured seat, although legroom becomes an issue for people over 183cm. Pillions have a more relaxed position with rubberised fold-out footpegs and convenient grab handles.The analogue speedo and digital instrument panel are clear and easy to read with all the relevant information, fuel gauge, odometer, water temperature, trip meter, battery condition and digital clock. You can toggle between the odo, trip meter and battery readout with a switch on the right bar so you don't have to move your hand off the throttle.Under the instrument pod is a hook for carrying groceries and a small lockable glove box that is not big enough for a street directory, but does have a 12V power socket to recharge your mobile phone or iPod.Night riding is often an issue on scooters which seem to have under-powered headlights.The Sportcity has a powerful halogen headlight with a good and even spread of light.And the instruments are well illuminated and easy to see at night.You will be seen from behind, too, with a bright LED rear light cluster and mirrors are high and wide enough to see everything behind you.It is no longer available in black, only "sunset red". Accessories include a Body-Guard armoured cable lock and a higher windshield.Aprilia is bringing in a fuel-injected 250cc Sportcity in September for about $7490. While it has only one extra horsepower, it is expected to be smoother

Like the Honda Hornet, it was a naked, or bikini-faired, bike featuring the engine out of the sports bike, but detuned.The old FZ1 was a versatile machine that could be used for touring and commuting, but it lacked any excitement factor with the high-revving life sucked out of that glorious powerplant.Yamaha still de-tunes the 20-valve fuel-injected R1 engine in the new FZ1, taking some punch from the bottom but allowing astronomical revs for mid-rev mayhem and high-end highs.Together with a steeper rake, upside-down forks with separately adjustable rebound and compression damping, and a stiffer, lightweight frame, it is now no longer a practical choice, but an emotional one. And that's a good thing.You can still tour and commute on it, but you can also take it out to Queensland Raceway for a track day.The only problem is that it is geared too high for very much high-spirited hijinks.So the FZ1-N (naked version) test bike from Northstar Yamaha at Toombul was fitted with a smaller front sprocket which lowers the gearing.It costs about $30 for the sprocket and $150 for the speedo "healer" and the result is one madly accelerating weapon.There is still some muddling around under 4000rpm, but then it starts to get some steam and rushes towards 6000rpm where all hell breaks loose, the scenery becomes an impressionist painting and the wax gets sucked out of your ears. It's not quite R1 liftoff, but it's close.Recent mild temperatures prevented the Michelin Pilots getting up to proper operating temperature, so there was a little slide come out of corners when you're on the revs. With the tacho spinning past 6000rpm, small rises like the rollercoaster Mt Glorious Rd also have the front rising majestically off the tarmac.The disadvantages are that commuting means more gear changing, the on-off throttle action is a little snatchy and at highway cruising speeds it has a tiring buzz at 4500rpm that cries out for an extra cog.That aside, the riding position is neutral and the seat thick and supportive, so you could keep riding while the R1 jockeys have long ago stopped off at their chiropractor.A shorter 18-litre tank means the rider can get a little closer to the bars, benefiting the front-biased weight distribution which is also facilitated by the engine being moved further forward.Cockpit controls fall easy to hand on the flat and wide bars and the instruments are clear.You get an analogue tacho and an LCD screen with speed, odometer, two trip meters, fuel gauge, oil temperature and clock.Mirrors show a bit of elbow, but are multi-adjustable and wide enough to see what's going on out back.This bike is much more compact than the old FZ1 and the styling is now more modern and neater. The way the aluminium frame is sculptured around the blackened engine is a work of art that MV Agusta would be proud of.Even the plastic shrouds on the oversized radiator manage to conceal its awkwardness, as well as protect it from damage.The latest-trend stubby pipe not only looks macho, but has a husky variety of notes throughout the rev range.Unfortunately, the ADR guys, or was it Yamaha?, have demanded the bike be hit around the rear end with the ugly stick leaving the extended rear guard looking like an insect's backside.The more compact FZ1 handles more nimbly than before.Tight corners seem like open sweepers.You only have to insinuate your intentions to turn and it seems to do it for you with the barest movement of the bars.But with that steep rake front fork, divots become unsettling and you'll need steady hands to hold a smooth line through sweepers.Despite a cable operated clutch, the gears shift with quick and slick grace, never finding false neutral.Brakes are strong, but the front lacks initial bite and the rear lacks feel, so it can be easy to overdo the rear and lock it up.Pillions will be temporary companions. The rear seat is small, but thick, and there is only a sash to grab. And there are no anchors to attach bungies for luggage.The FZ1 also comes in a faired `S' model with half-cowl and R1 style lights for an extra $700.

I assumed that the phenomenal 47 per cent growth in scooter sales so far this year was attributable to the high cost of fuel and maybe even the interest rate rise.That may well be a factor. I'm sure a lot of scooters buyers have pragmatic reasons for their choice, including ease of parking, ease of flitting through traffic and general low-cost motoring.But I wrongly assumed people bought scooters for practical reasons only. I assumed no one jumped on one for the fun of riding.I was wrong. The Bolwell GMax 150 is the sort of scooter you hop on just for fun. But then it is unlike most scooters.For a start, the $5490 scooter may be cheap, but it looks modern, chic and a little racy. It looks less like a conventional scooter than a scooter/motorcycle crossover.It's not even a step-through like most scooters. There is a hump through the middle to accommodate the fuel tank which has been moved to allow for the motorcycle-style swinging arm suspension.This means you have to mount it like a motorcycle, so skirt and kilt-wearing riders who favour step-throughs should probably look elsewhere.On the road, it's very much a scooter experience with simple twist-and-go constantly variable auto transmission and small, 13-inch wheels which make it twitchy, but easy to manoeuvre in tight spaces.Thanks to the "real" rear suspension, the GMax won't break your back when you hit one of Brisbane's many potholes, like most scooters with small wheels would.The 150cc single is no grand prix engine but it certainly isn't a slouch, easily mixing it with the round-town traffic. It will hit 60km/h in six seconds, which means you won't get run over if you filter to the front at the traffic lights.It reaches 80km/h in eight seconds, so the inner-city bypass isn't out of the question.And while it takes 14 seconds to hit highway speed with the throttle pinned, it doesn't feel as though the engine is about to explode. The single cylinder is spinning at 8000rpm at 100km/h sending a gentle buzz through the bars.Despite the test scooter's engine being tight and new, the little dynamo actually hit 120km/h with favourable conditions — downhill and a tail wind.At highway speed it isn't exactly comfortable cruising. You could probably ride to the Gold Coast on it, but I wouldn't advise you.It may handle better than a lot of scooters, but the blast from passing trucks can still cause a wobble and get the heart racing.The high-rise exhaust is also unusual for scooters and not just because of its positioning.Under full steam, there is a curiously loud, but not unpleasant, exhaust noise which becomes a hum at cruising revs.The exhaust din reminds me of the drone of bombers over London in a World War II film.With a catalytic converter, it is claimed to have low emission levels, but my pillion complained of the fumes even after a short five-minute ride.The good news is that performance did not suffer greatly for the extra load. Even up hills it still stoked the fires and refused to falter despite the pillion.The GMax's relatively lively performance is also matched by good stoppers with a larger-than-normal (for scooters) front disc and a rear disc, instead of a drum brake, as most scooters have.Despite the hump in the middle and the swinging arm suspension, the GMax still has plenty of under-seat storage capacity. Not as big as some, but enough for an open-face helmet and jacket. A rear rack is available as an option.The dashboard is well laid out and the speedo, fuel gauge and clock are easy to read. However, the tacho is quite small and difficult to read; not that it is really necessary since it's an automatic transmission.The ignition includes a steering lock, as well as the latch for the seat and petrol cap which is in the middle hump between your legs.Although it is push-button electric start, there is also a back-up kick starter if the battery ever fails.It comes with side and centre stands, but the centre stand is so easy to use and the bike so light, you could just use the secure centre stand. GMax comes in a classy blue/silver or the racy red/silver as tested.

It is light, nimble, chews meagre amounts of fossil fuel and looks sporty, even if the four-cylinder engine is not quite up to the challenge.At $33,990, the car represents top value in these days of escalating petrol prices.For your dollar, you get a lot of quality standard fittings.There are five-spoke alloys with a full-size spare in the boot; climate control; leather steering wheel, gear shift and handbrake; plenty of cup holders; cruise control; dual exhausts; curtain and dual front side airbags; front fog lamps and DataDot technology which helps detect stolen vehicles.Integrated blinkers in the mirrors and a general tidy up all round make this a handsome little vehicle.Inside, there is smart trim, even in the cloth seats which are firm and supportive. The front seats are nearly as good as Recaros.Rear passengers get plenty of fore-aft room on the seat, with a trade-off of limited legroom, while headroom and shoulder room is fine for three adults.The quality of the interior continues all the way through to the cargo area which is neat, well-insulated, flat-bottomed and deceptively large for a medium-size vehicle.The cockpit is ergonomical, even though the steering wheel is only adjustable for height. You can find a comfortable driving position because the seat is adjustable in every direction, including height.Steering is light and neutral and handling is similarly light, but always predictable thanks to Subaru's symmetrical all-wheel-drive system.Off the mark, there is a little lag in the automatic transmission, but once it gets into the revs, there is ample go with good feel from the electronic throttle control.Up hills and with a bit of load, it struggles.The four-speed auto box doesn't help here, being a little sluggish and vague.Yet if you drive more conservatively, it is quiet and smooth, delivering fuel economy commensurate with the manufacturer's estimate of 9.1l/100km on the combined cycle.I achieved a lot better than this on a weekend trip to the Sunshine Coast.Being an entry model, it doesn't get the delightful McIntosh sound system found in some of the more expensive Liberty models.This one had a bass speaker that became particularly excited and buzzed annoyingly. I suppose you keep the duff-duff music for the WRX anyway.The Liberty 2.0R is more of a Michael Buble sort of car.

Probably not.What if the parking brake was an electronic brake operated by a button on the dashboard to the right of the steering wheel?Even less likely.However, the new Volkswagen Passat has an electronic parking brake that, if you have the time and the natural reactions, acts as a panic brake, bringing the car to a neck-jolting stop in a surprisingly short distance.If only you could learn to use it in an emergency situation.Rather than one of the "unexpected pleasures" the car is being marketed on, it is more of an "unnecessary pleasure" for the use of motoring journalists on road tests.It is hard to see it being used very often in everyday motoring.However, that little added extra should not detract from what is a rewarding car to drive and look at, despite famed British motoring broadcaster Jeremy Clarkson labelling it the most boring car in the world.Probably not my pick of the VW fleet, but certainly a good fun car to drive.In an Australian first, the model's entry vehicle is a diesel.The Passat fleet consists of the two-litre TDI (turbo diesel injection) sedan at $42,990, a two-litre petrol turbo FSI sedan at $44,990 and the 3.2-litre V6 FSI at $54,990 with the three wagon variants costing an extra $2000.VW Group Australia marketing general manager Peter Dierks expects with this new Passat to double last year's 441 sales."We can see a big chance for Passat because the market is going away from large local cars, but is now looking for fuel economy, safety and driving fun," he said."We expect to get VW customers upgrading to a slightly larger car from Golf or Bora (now replaced by Jetta)."If you are used to the rather spartan interior of these models, you will enjoy the slightly classier cabin of the Passat.Unfortunately, the trim is five different shades of grey,But there are plenty of standard "unexpected pleasures": rain-sensing wipers that actually work, a low tyre pressure indicator that actually works, auto headlights, electric handbrake, six-way powered driver's seat, cruise control, leather steering wheel, a six-CD changer and even an umbrella recess in the door which includes an outlet for the wet brolly to drain.The V6 comes standard with 4Motion, front fog lights, leather upholstery and heated front seats which are a bit firm and too flat.Outside, there is plenty of chrome, smooth and uncluttered lines and integrated blinkers in the mirrors. OK Mr Clarkson, it is a little boring, but then so are most German cars and even a host of Japanese sedans that have adopted a similar silhouette.The worst part is the podgy and featureless rear end which uses the VW emblem as the boot handle.Where the Passat shines is on the road.All Passats have automatic transmission, with the V6 getting the super-swift and seamless six-speed Direct Shift Gearbox.This alone, makes the V6 Passat a delight and should sway any manual gearbox devotees.It features a handy pushbutton auto hold function which prevents the car rolling forward or backward once stopped.Handling is neutral with plenty of feel through the feet and fingertips, the car reacting swiftly to throttle and steering input without any nervousness.In fact, a quick sprint across some lose gravel showed this is a car ready for the worst of roads, if it weren't for the wide, low-profile tyres.At least there is a full-sized alloy spare under the cargo floor in case you get a puncture west of nowhere.There is a little hesitation off idle, then it lurches into hyperdrive as revs rise rapidly.This makes it a little difficult to drive smoothly, especially at traffic lights.Safety features include use of high-tensile steel in crucial parts of the body for a 5-star NCAP crash rating, eight airbags, cornering headlights, ABS, brake assist, Electronic Brakeforce Distribution, a brake disc cleaner to wipe off excess water, traction control and active front headrests.The options list is extensive and, compared with German luxury opposition, reasonably priced. For example, sat nav is $2990 and sunroof $1990.Colours are limited to three shades of grey, plus black, white and blue, while interior choice is black cloth or black or beige leather.Very conservative.The first front-wheel-drive Passat was launched in 1973 and sold in Australia in 1974, winning Wheels Car of the Year award.While the new Passat is a great car, it is probably not an award winner.

"Never seen it so dry up here," I say and we discuss the drought and the price of cattle before going inside for a cup of tea.BMW provided me with a 2006 R 1200 GS for a couple of weeks which was a good enough reason to head up to the South Burnett to visit the in-laws and check out the dirt credentials of 2004's International Bike of the Year.For 2006, the GS gets a few minor cosmetic changes such as a silver exhaust cap instead of black and clear indicator lenses. There are also handy self-cancelling indicators that actually work.But largely it is still the same award-winning go-anywhere bike that is perfectly suited to Australia's varying road conditions, as well as some open, off-road adventures.Even with Tourance dual-purpose rubber fitted and road-going 40psi pressures, the GS acquits itself well on the dusty, hard-packed gravel roads around Jimna, (about 140km north of Brisbane, inland from the Sunshine Coast) although the sharp rocks chew chunks out of the tread.Since the R 1200 GS was released in 2004, many motoring journalists have claimed it is now a better road bike but some suggest it is not as good off road as the R 1150 GS.Yes, it's a far better road bike. In fact, it is a real boot-scraping blast through the twisty mountain passes.But it is also definitely a better off-road bike.At 225kg, it weighs 30kg less for a start; and weight is perhaps the most important aspect of off-road and dirt riding.I own a R 1150 GS and can instantly feel the difference in weight. Even wheeling the 1200 out of the garage, it feels easier to manoeuvre.Then saddle up and get going. It wheelies in first and second and the bars flick easily from side to side as the bike turns in faster and handles lighter.It's still light enough to stamp your foot down and pick it up as the front road-oriented tyres run wide on corrugations and loose surfaces.The comparisons with my bike are unavoidable. And the new bike scores a 99 per cent approval rating.Both bikes still have a tendency to be recalcitrant about finding first gear on start-up without letting the clutch bite slightly.On the plus side, the 1200 has more power right across the range but particularly the top end, fuel economy is marginally better (about 5l/100km), the gears are swifter and smoother changing, the handling is more precise and faster, and it looks way prettier.On the negative side, the 1200 gearbox finds false neutrals either side of fifth, the fuel gauge doesn't move until it is down to halfway, the seat is not as comfortable and it is perhaps a little too pretty; there is something very macho about the ugly old 1150.With a riding companion on a 2005 red 1200 and me on the new model in blue, both of us dressed in BMW corporate Rallye 2 uniforms, we look a bit like Long Way Round Ewan McGregor and Charley Boorman wannabes as we pull into the Linville Hotel at the parched headwaters of the Brisbane River.The advantage of these bikes is that they will comfortably and swiftly haul you long distances over tarmac twisties to where the roads turn to dirt and the bush gets closer.Here you stop briefly, turn off the ignition, hold the ABS button, turn the ignition back on, wait a couple of seconds for the disconcerting "brake failure" light to stop blinking and stay on, then you fire it up again.This process turns off the ABS. It's a nuisance that you can't switch it off on the fly, but it's a safety precaution.Then the real fun begins.Here on the dirt, there are few concerns about traffic or speed cameras, just cow dung and roos.The kilometres and rocks fly past in a blur, beckoning you to chase the setting sun.It's a big land with millions of kilometres of unsealed roads. Get yourself a GS and a set of Hema maps, then start probing those dotted red lines.Or book into an Overlanders Motorcycle Adventure.There is a big bike tour coming up on May 27-28 which would suit the GS.

It can also be a pain without a big-touring motorcycle with long legs, convenience, power and comfort.Strangely this is not a huge market segment despite our vast countryside.The segment was led last year by the Harley-Davidson Road King ($29,750) selling just 72 bikes.Second place went to the Yamaha FJ1300 ($22,999) which sold 65, proving that an element of style over substance is an obvious attraction.But so is value. The Yamaha is a bargain in this class against the Harley and the bikes that follow: Honda ST1300 (63 - $24,590) and BMW R 1200 RT (59 - $27,990).And this year the Yamaha gets an extreme makeover to become an even better bargain with more features and greater rider comfort.The previous model cooked the rider. Now a restyled fairing helps reduce heat in the cockpit.There is now a central vent under the instrument panel which directs air on to the rider to both cool and reduce negative wind pressure.The side fairings next to the knees are also adjustable outwards by 30mm. Just loosen two screws on each side and pull it out or push it in.In winter, this should be set in the outer setting to keep warmth on the legs.Rider and engine are also kept cool by a curved radiator with new ducting and twin cooling fans.The overall effect is cooler, but there is still a fair amount of warm air on the shins.Yamaha's low-maintenance shaft-drive tourer will now suit all shapes and sizes with a range of adjustable ergonomics.Seat height is also adjustable by 20mm. Just take off the back seat, then the front seat, move a plastic assembly underneath and refit the seats. It takes less than 30 seconds with practice; not that most riders would want to change it often, anyway.Undo four screws and the handlebars are also adjustable in three positions over 11mm, which doesn't seem a lot, but makes a difference.If you can't find a comfortable position, then join a circus.That big electronically adjustable windscreen now features a greater range of adjustment.For my 183cm frame, it was best all the way up around town and all the way down above 80km/h. However, I would prefer it was swept back a touch more as it directed airflow straight at my head.Pillions are also benefited by repositioned foot pegs that are lower, further forward and pushed out.Comfort on the long journey is also improved by a 34mm longer swinging arm and taller middle gearing. This provides better high-speed stability with less noise and vibration.The trade-off is a slightly slower turn-in and the need to drop a gear or two for passing.While it's still deceptively quick in the tight stuff, doesn't wallow through sweepers and has beefy torque right across the range, the new FJR cannot be classed as a sports tourer. It's definitely a big horizon-chasing tourer.But wait, there's more: the bike is 25mm narrower with panniers mounted, has an integrated grab handle to assist lifting on to the centrestand, has knob-adjustable headlights, car-style mirrors that are easier to adjust and retract, and has added features to the instrument panel such as real-time fuel economy, average economy, air temp and a gear-position indicator which more bikes should have.Those mirrors are among the best I have used with plenty of vision, light-touch adjustment and a car-style wind cowl that prevents them moving.They also include clear-lens indicators which, together with the restyled fairing, gives the bike a more modern, aerodynamic appeal.The colour scheme on the new gauges does not provide enough colour contrast to make them clear in certain light conditions. It is especially difficult to discern around-town speeds of 50-60km/h.Moving with the times, the glove box now features a 12V outlet which can be used for mobiles, sat nav and iPods.Yamaha is also following BMW and Honda with linked, anti-lock brakes, making them standard on the 2006 FJR.The brake lever operates the front brakes only, using six of eight pistons.However, the rear brake pedal not only activates two rear pistons, but also the remaining two front pistons.I have no problems with this. After all, it's not a track nor dirt bike. Stopping power felt strong with no dive or squat, and of course, no lock-up.The FJR now has a revised throttle cable pulley which is designed to provide a lighter action. I found it a little snatchy off idle.And for the environmentally conscious, emissions have been reduced thanks to an additional catalyst and an oxygen sensor in the exhaust.You can expect fuel economy below 5l/100km on the long haul and a little above that around town which gives excellent touring range on the 25-litre tank.For 2006, the FJR comes in "Ocean Depth" (pale green), "Desert Metallic" (blue-grey) and "Silver Storm" (silver) which are all fairly conservative.What hasn't changed is that glorious inline injected four.A little lacking in character because it is so smooth and quiet, but a muscular unit with blistering top-end power and torque across the board.As a stressed chassis member, it also allows a lightweight frame to keep the kilos down so you can throw on a pillion and quick-release hard luggage without it weighing a tonne.The 1298cc powerplant is married to a slick-shifting five-speed box that doesn't even need that hydraulic clutch most of the time.If you want to chase the horizon in smooth, comfortable style without it costing a fortune, it's hard to go past the FJR.

First is the R1200GS Adventure with a 33-litre tank next month, followed by the R1200S, with 25 per cent more power, and the K1200GT in June.BMW national marketing manager Cameron Cuthill has just returned from the world launch in South Africa of the F800S and ST midweight sports bikes, which he says will be here around August.Cuthill said prices were not yet decided.The bikes, which fill the gap between the 650cc and 1200cc models, feature BMW's first parallel-twin engine, a new suspension system and quiet, low-maintenance, long-life belt drive.The 798cc four-valve liquid-cooled DOHC engine delivers 63kW of power and 83Nm of torque and is available in the half-faired F800 S and the sports touring orientated F800 ST, both with a close-ratio six-speed gearbox.The engine was developed by BMW in close co-operation with Austrian manufacturer Bombardier-Rotax and is built in the Rotax plant.The F800 has an aluminium frame, single-sided swing-arm, a stainless steel exhaust system and conventional telescopic forks which BMW says help to keep weight down to 182kg dry for the S and 187kg for the ST.The 16-litre fuel tank is under the seat for a low centre of gravity and with easily accessible filler manifold, similar to the single-cylinder 650cc machines.Riders won't have to remove their tank bag to fill up.Both models will be available from the factory with BMW's new, optional two-channel anti-lock braking system.Braking is provided by twin 320mm discs with four-piston calipers and sintered metal pads up front and a 265mm single disc and single-piston floating calliper on the rear.The F800 S comes with the same cast aluminium wheel design as the K1200 S, while the F800 ST features the R1200 ST wheels, all with side-mounted valves for convenient tyre pressure control.An electronic immobiliser is standard.The mirrors come with a special rest position enabling the rider to quickly find the perfect setting after folding them back.The F800 S comes in "sunset" non-metallic or "flame red" non-metallic, while the F800 ST comes in blue metallic or "graphitane" metallic.It should have special appeal for shorter riders and women with a seat height of 820mm, or 790mm option and slender seat waistline.Other options include various items of luggage, heated handlebar grips, on-board trip computer, centre stand and an anti-theft alarm system.

The first road-only tour for BMW motorcycle owners finishes tonight at Sea World on the Gold Coast after a week of winding its way from the Hunter Valley through Tamworth, Coffs Harbour and Tenterfield.The tour included such "motor mecca" roads as Thunderbolts Way, Bucketts Way and Waterfall Way (now resurfaced) and the Oxley, Bruxner and Mt Lindesay highways.BMW has run 12 safaris since 1994 with separate road and off-road sections. Last year the event was split and the inaugural GS off-road safari was held in November through the same regions, attracting 130 riders.The first TS Safari this week attracted 300 people on 255 bikes with 150 solo and 75 with pillions. Some rode thousands of kilometres to get to the safari on Sunday and now face thousands more to return home.They rode from as far as Perth, Darwin, Cairns and Hobart. One couple flew in from the US.Oral surgeon Terry and Bev Rust of California were invited to the safari by Aussie off-road legend Geoff Ballard who pillioned wife, Jenny, on his specially adapted BMW R120GS HP2 super enduro.Like most of the riders and pillions, there is a good story here.Geoff was racing in the US when he came down with glandular fever and Jenny credits Terry with saving her husband's life.Now it's Geoff's turn to return the favour, lending the Rusts his R1200GS to ride their first safari."We arrived and jumped straight on the bike so we're still suffering a bit of jet lag two days later," Terry says. "It's a wonderful way to see Australia."We've ridden all over the States and we have some great places to ride, but the back roads are not maintained as well as here. And the food is so fresh."It's also Jenny's first safari."She got sick of me having so much fun," Geoff says. "She's not whingeing too much, but she doesn't like my music." (He has wired his MP3 player to the helmet communication system.)"But we're still good friends."Jenny also rides and is impressed with the "go anywhere" ability of the HP2, which she wants to borrow for a solo ride.The safari has attracted 80 women, mostly pillions, but several are steering.Netti Buchanan, 54, of Sydney, rode her R1100S solo: "I usually come with my husband, but he's been playing golf in Melbourne and he can't afford the time off work to come."Technical manager Ian Anderson, 62, of Melbourne, has been to nine safaris since 1994 riding his trusty 1993 R1100RS with friends, but this year he is also a soloist. "The guy I used to ride with passed away last year and my girlfriend used to ride with me but she broke her leg."BMW ambassador and swimming legend Kieren Perkins is on his third safari. "I've done most of my competing overseas and I didn't get to see my own country. This is great because you get to see the countryside close up."Paul and Viki Skerman of Auchenflower in Brisbane have come with friends and find the biggest problem is knowing what to pack for the trip."Everything has to have two purposes or it doesn't go in the panniers," Paul says.Meanwhile, Viki is thinking about packing one set of nice clothes next time for the three social events included in the safari agenda.And as the first TS Safari finishes on the coast today, event organiser Stephen Marshal of Marshall Cutting says there are already 70 registrations for the next safari, to be held on Cape York in August.He expects about 130 with a maximum of 150 and warns that the off-road GS Safari will be suitable for competent riders only."There is about 60km of sand that will be very tough," he says."But I feel confident that we will get people through."BMW invited the press along on the safari in two shifts.I picked up an R1200ST in Sydney and rode to the Hunter Valley start and then over the next three days to Coffs Harbour on four of the Beemer fleet.BMW is in for its biggest model year yet, with five new models, but none was available for the safari.First to come is the R1200GS Adventure with 33-litre tank next month. It will be followed by the R1200S, with 25 per cent more power, and the K1200GT in June.BMW national marketing manager Cameron Cuthill has just returned from the world launch in South Africa of the F800S and ST midweight parallel twins, which he says will be here around August.Cuthill rode the safari with BMW Asia-Pacific area manager Astrid Busch, of Munich, who chose to ride her favourite bike, a K1200R — complete with a "keep left" sign on the handlebars."They wanted to give me an ST, but my legs are too long for the ST," she says."I asked for the K1200R. For me it is the most famous bike. It looks so powerful and masculine."THE BIKESThese are the bikes that I rode on the TS Safari.R1200GS: There are so many reasons why this was 2004 international bike of the year and this safari gave further proof how comfortable it is on the road, let alone the dirt. The screen buffeting is my one and only complaint. It costs $21,750.R1200ST: This gorgeous little roadster is a real surprise package. Despite having the GS motor, it feels very un-Boxer-like with a grainy 4-5000rpm and a startling 6000+rpm spurt. Plenty of character, lively handling and the most comfortable riding position of any sports-oriented bike I've ridden. The price is $21,500K1200R: Perhaps the most suitable steed for the safari gallop with its comfortable upright stance. Great in the tight stuff and surprisingly comfortable out in the open, despite its pseudo-fairing. It costs $21,750.K1200S: Same lusty engine as the R but, in a fully faired package, it gets to unleash its full power. A more radical riding position, yet still comfortable on a four-hour jaunt up Waterfall Way and around Dorrigo, west of Coffs Harbour. Best mirrors on any sports bike — stylish yet practical at $24,750.All bikes except the GS feature an electronic suspension adjustment button which changes the damping characteristics for "comfort", "normal" and "sport" settings on the fly, and when stopped, it adjusts the spring ratings for solo and two-up.It's an ingenious device that got a workout going from patchwork tarmac on the Bucketts Way to smooth twisty sections on Thunderbolts Way.