Articles by Mark Hinchliffe

 Actor Ewan McGregor may not have fallen off his bike so much in Long Way Down if he had a nimble BMW F 800 GS instead of the hulking R 1200 GS Adventure.The F 800 GS, which has the potential to become BMW’s biggest-selling machine, arrives in late October/ early November, but even the stellar Star Wars actor would have to wait in line to own one.BMW Motorrad Australia boss Cameron Cuthill said at the Australian launch this week that supply would be short and every one of the first shipment was already sold.“People have been paying deposits up front for the past year,” he said.“There are only 30 of them here now in Australia and New Zealand as dealer demos, not to be sold, so there is now a big queue just to test ride them.”So what’s so special?At 186kg dry, the F 800 GS is up to 45kg lighter than the 1200 GS models and therefore much less of a handful off road or on dirt roads.The centre of gravity is also kept low with the aid of a 16-litre underseat tank which makes them feel much more nimble, while lighter objects such as the air filter are where a normal fuel tank would be. The high air intake also facilitates deep water crossings.And, at $16,750, it costs at least $4000 less than the cheapest GS models.For that you get heated handgrips, a centre stand, on-board computer and plastic bashguard standard. It comes in either a steel grey or a black and yellow finish.It features much the same 800cc parallel twin engine as in the road-based F 800 S and ST, but with the engine tilted back to allow for the bigger 21-inch front wheel.When those road bikes were launched two years ago, the first thing journalists asked was when was the GS coming because the narrow engine was perfectly suited to an all-road machine.It is a torquey engine with a smooth spread of predictable power that makes it areliable tool in tough conditions. It’s also versatile, enjoying a short shift through the gears or being revved hard.The other major difference is that it uses a conventional chain instead of the road bike’s belt drive.BMW has had a long tradition of GS bikes, starting with the 800cc Dakar machine in 1980.Owners have taken them round the world like McGregor because they are reliable and durable.But many are wary of the sheer bulk of the 1200cc machines, says BMW Motorrad Australia sales manager Miles Davis.“It’s great to have a mid-sized GS. It’s what a lot of people have wanted for a long time,” he says.“It’s just right – not too big and not too small.”The only factory options are the off-road-calibrated ABS at $1265 and a no-cost 850/880mm seat choice.Davis said there would be a full range of accessories available at launch including a high seat, luggage, high and tinted windscreens, handguards with metal backing and a non-roadlegal Akropovic muffler.Like most BMWs, it comes with a heavy and muted exhaust and while there is a nice tone to the muffler under load, there is almost no induction noise, so the rider doesn’t get an aural blast.On the road, it has predictable handling. The smooth fuel injection and wide bars make it easy to perform slow-speed maneuvres.It is not a startling road performer; the engine tingles rather than vibes like the Boxer and the power is handy rather than exhilarating.But turn off the tar on to the dirt and it starts to make a lot of sense.The power now allows long and safe tail slides, the handling makes it flickable in tight situations while the wide bars provide stability at forest speeds most dirt bikers can only dream of.And it’s safe with that ABS pulling you up faster than a pro could without the electronic aid. But if you think you can do better, it is now a simpler process to turn it off and on. Just stop and press a button.The suspension in standard settings soaks up big bumps with a plush ride and plenty of feel. If you want to do some fine tuning, the preload is hand-adjustable and the shock adjustment requires a flat-head screwdriver.Off-road fans will want to replace the standard paper filter with an aftermarket foam item and the foot pegs with wider ones.Where it lags behind the 1200 is obviously in power and the ability to take big loads on long trips.The 16-litre tank is good for as much as 350km. On the spirited launch this week into gale-force headwinds on highways and forest trails, it recorded 5.9L/100km.It comes standard with dual-purpose tyres, but the launch bikes were fitted with Continental TKC knobbies. Just as well because a deluge, together with some fine hail, turned the forestry tracks into slimy clay.Davis said the 1200 GS dragged people off other bikes.“We think the 800 GS will do the same thing,” he said.It comes with a two-year warranty and long 10,000km service intervals. BMW F 800 GSPRICE: $16,750ENGINE: 798cc 8-valve DOHC twinPOWER: 63kW @ 7500rpmTORQUE: 83Nm @ 5750rpmTRANSMISSION: 6-speed, chain driveTYRES: 90/90 21; 150/70 R17BRAKES: 300mm dual discs (front), 265mm single disc (rear), ABS optionDIMENSIONS (mm): 2320 (l), 945 (w), 880/850 (seat), 1578 (wheelbase)WEIGHT: 178kg (dry), 207 (wet)FUEL: PULP, 16-litre tankECONOMY: 3.8L/100km @ 90km/h (claimed), 5.8L/100km (on launch) 

Time to switch the traction control from sport to full and the suspension damping from hard to soft. A flashing readout on the LCD told me the ambient temperature had dropped below 3C, so I also flicked the hand warmers from low to high. I toggled through the "info" button by the left handgrip and checked the fuel range. Enough to make it to Glen Innes, according to the roadside sign. Welcome to the world of the BMW R 1200 GS Adventure (GSA). It's like a two-wheeled version of the Toyota LandCruiser; better make that the Lexus LX570, because this is the luxury version. We rolled into Glen Innes in northern NSW about 6.30pm, still feeling fresh despite a 530km journey that consisted of mainly pulverised country tar and dirt roads, including the exciting and ever-changing Clarence Way. Not many bikes could have done the journey and probably not any other bike could have done it in such comfort and ease. Best long-haul seat I've experienced. Next morning, the temperature was -2C as we set off for the return leg to Brisbane. But protected behind a large windscreen and wide fuel tank "fairing", with hand warmers and bigger wind-breaking handguards, there was little the elements could do to stop the fun. The big GSA - with all the extras you can throw at it - is simply unstoppable. You can even get tyre pressure sensors which will tell you if you have a slowly deflating tyre, providing confidence when riding over sharp gravel tracks. It doesn't all come cheaply, but you can end up with a bike that will only be limited by rider ability. A GSA without ABS costs $25,470. Still a formidable travelling companion, as Ewan McGregor and Charley Boorman found in Africa on the Long Way Down ride. How much easier it would have been with all the "fruit": anti-lock brakes ($1775), electronic suspension adjustment ($900), automatic stability control ($385) and tyre pressure control ($380). ESA has been updated to include off-road settings. So you now have "soft", "normal" and "hard" damping for one-road situations with rear preload adjustments for one rider, a pillion and luggage, plus front and rear preload adjustment for off-road in moderate and tough terrain. That adds up to 15 different settings with a 20mm height adjustment for the latter. For my weight, I chose the lower off-road preload setting with "soft" setting for a fast rebound action to keep traction over corrugations. BMW has a hide calling its traction control "stability control" which seems to indicate it has yaw sensors and includes the braking system like in a car. Their ASC only affects the drive in the back wheel. It can be switched off, left on full or used in "sport" mode. I left it in sport most of the time and enjoyed the gentle and predictable power slides which help the bike turn in tighter on slippery dirt roads. _They also make you look more skilled than you really are. When the ignition is switched on, the bike defaults to traction control and ABS, so you have to make a decision at that point what you want. If it's a long ride like this one, leave both on to reduce fatigue. The new ABS even works in the dirt because it is now especially calibrated to allow the tyre to bite a little before releasing. It works just fine at a moderate touring pace. With all this technology and rider choices, it may not be long before BMW offers the perfect off-road setting of ABS for the front only. This is starting to sound like an endorsement for BMW's technology, but there is still a nagging worry in my mind about the longevity of this electronic gadgetry and the effect of Australian bulldust. In two weeks and more than 2000km of testing there was no way to know. Certainly nothing failed in that time. BMW marketing manager Miles Davis assured me that BMW had "fully tested and developed the electrics to cope with anything it is likely to encounter". The new model also gets a power boost to 77kW across a wider rev range, a lower first gear, a lower final drive, LED tail-lights, white indicators, chrome exhaust, a beefier shaft, extra durability in the final drive, improved seats, bigger adjustable handlebars, new handguards, new colours, slight styling changes and a more accurate fuel readout, although part-filling the tank can sometimes lead to false readings.       BMW R 1200 GS PRICE: $25,470 (without ABS) $29,415 (as tested) ENGINE: 1170cc, 4-valve, air/oil-cooled boxer twin POWER: 77kW @ 7500rpm TORQUE: 115Nm @ 5750rpm ECONOMY: 5.1L/100km (tested) FUEL TANK: 33L, 4L reserve TRANSMISSION: 6-speed, shaft drive SUSPENSION: Telever (front), Paralever (rear) SEAT HEIGHT: 910/890mm TYRES: 110/80 R19, 150/70 R17 KERB WEIGHT: 256kg OPTIONS: ABS $1775, ESA $900, ASC $385, tyre pressure control $380, alarm $505  

HOLDEN is expanding its American invasion with the Pontiac G8 now available for sale in Canada. Built at GM Holden's vehicle assembly plant in Elizabeth, South Australia, the Pontiac G8 features the same ride and handling as the Holden SS Commodore and is based on the rear-wheel-drive platform which GM Holden engineered for the global market. The move into Canada is the first for GM Holden and follows the release four months ago of the Pontiac G8 in the United States. GM Holden this year expects to export half of all vehicles manufactured in South Australia, to be driven on roads in the US, Canada, Middle East, Brazil, South Africa and the UK. GM of Canada communications manager Tony LaRocca said he expected the G8 to be popular. “We're particularly pleased with the high praise for the fun, yet fuel-efficient V6 model which will represent the majority of our volume.” In the US, the Pontiac G8 is one of the fastest-selling vehicles in the GM portfolio. Pontiac communication manager Jim Hopson said they had sold 6270 G8s since release. “Impressively, even in the face of record high fuel costs in the US market, the V8-powered G8 GT accounts for more than 70 per cent of those sales,” he said. “With the rapidly changing marketplace in the US, I wouldn't want to venture a guess as to volume for the entire year, but we've been very pleased by the performance of the G8 so far and our dealers still want more than we can deliver. “I can't really speak to the Canadian market, but I can tell you that the vehicle was highly anticipated by Canadian customers, who were always disappointed we were never able to market the Pontiac GTO in that country.” He said their customers viewed GM as a global company. “So the fact that the G8 is built in Australia is not really a surprise to them. “To those who specifically follow performance cars, Holden-built products are held in high regard. “Even though the Pontiac GTO (based on the VZ Monaro) was not as successful as we would have liked, the performance attributes of the car were never questioned and many of those GTO owners have been the first in line for the new G8, specifically because they knew Holden would be involved.” The G8 sedan is powered by a 3.6L DOHC V6 engine rated at 190kW and 335Nm of torque, built by Holden Engine Operations in Victoria. The G8 GT has a 6.0L small-block V8, rated at 268kW and 520Nm, with Active Fuel Management system, which increases fuel economy by alternating between eight and four cylinders. US Pontiac G8 product manager Brian Shipman said it was the “perfect performance package”. “The Pontiac G8 is currently the most powerful vehicle for the dollar in the US. It is faster 0-60mph (100km/h) than a BMW 5 series and has greater horsepower.”  

The 308 CC (coupe-cabriolet), with a folding hard top that deploys in 20 seconds, will be revealed at the Paris Motor Show in September.Peugeot Automobiles Australia PR manager Mathew McAuley said it would likely be released here in the first quarter of next year. “It's too early to say what specs will be offered locally,” he said.The four-seater 308 CC will come with a new two-litre diesel engine producing 104kW of power and a six-speed manual.It has a wider front and rear track than the 308 hatch with larger diameter disc brakes and electronic stability program.The CC version also will feature air vents which muster warm air around the occupants' neck, like Mercedes-Benz's “air scarf” in the SLK. Peugeot calls theirs an “Airwave” system.It will include rear roll-over protection bars, automatic remote-control locking of interior storage compartments, rear seat access which electrically slides the front seats forwards, deadlocking of doors and selective unlocking and LED courtesy lighting in the door mirrors.

The mid-engined Mastretta MXT sportscar — the first car designed and built in Mexico — is capable of 240km/h and does 0-100km/h in less than five seconds.

THEY'RE called “Tuppies” - tradie urban professionals - and they are buying utes in record numbers.In fact, the Toyota HiLux has been the top-selling vehicle in Queensland over the past year and was the top seller in Australia in April.And it's easy to see why. They are versatile vehicles that fit work, family and lifestyle needs.During the week they ferry kids to school, carry tools to work sites, bring home everything from groceries to furniture, and on the weekend they are packed with the family and their bikes, surfboards, camping gear and hitting the great outdoors.Here, the four-wheel-drive capacity of most of these vehicles extends the versatility even further.So we decided to take the three most popular dual-cab four-wheel-drive utilities as far from their comfort zones as possible.Far from the clutter and rush of city life.Far, even, from the usual recreation sites on the beaches and the coastal countryside.Out beyond cultivated crops, traffic lights, fences, livestock.Out into the Simpson Desert, one of Australia's last great destinations for adventurers.The line-up naturally included the HiLux, plus the Nissan Navara and Mitsubishi Triton, all turbo diesels and autos, except for the HiLux.We packed them to the rafters with two people per vehicle, a host of camping gear and provisions, a trail bike each, plus seven 20-litre jerry cans full of back-up diesel and unleaded petrol for the desolate journey ahead.It was an expensive payload, not just for the bikes and gear, but for the fuel with diesel prices ranging from about $1.76 a litre in Brisbane to over $2 at Birdsville.The cast and crew on the trip included: 4WD touring expert Brad McCarthy; Craig Lowndes's race engineer, Jeromy Moore; and mechanic and owner of two Ultratune stores, Shane Plumridge.And this is what we found:TRAYS: This is the pivotal point of these vehicles; their ability to haul your gear.On paper, the HiLux was the longest and widest, but in the real world of packing awkward-shaped equipment such as generators, bikes, jerry cans and camping gear, it is the practical space that matters, not statistics.That made the versatile Navara the clear winner with its numerous movable tie-down points which could be placed in any position and the low and small wheel arches which meant the effective load area was bigger and more usable.The HiLux and the Triton had only four fixed tie-down points and the Triton struggled to fit a bike with the tailgate strapped half open.HANDLING: Around town and without a load these things jiggle about a fair bit.They all bounced around and lost traction easily, particularly in the wet. These vehicles really should come with traction and stability control as standard.The worst was the HiLux, while the Triton was the easiest to lock under brakes.Navara and Triton had the best ride with little or no load and felt at ease in the 'burbs.It was a totally different story with a load and serious piece of track underneath the wheels.Suddenly the jiggly HiLux was smooth and controllable, while the Triton tended to wallow, pitch and roll around.Moore said the Navara felt “nervous” in the steering, but I found it and the Triton more precise than the rather vague feel of the HiLux.Despite them all having fairly equal load weights, only the Navara bottomed out.If you spent the price difference between it and the HiLux on springs and shocks, you could equal the HiLux handling.ENGINES: The Triton has the largest capacity engine, but the least amount of power.But with a diesel engine, it is the torque that does the talking and all vehicles acquitted themselves well when presented with the ultimate obstacle to torque: a big sandy hill.And the biggest and sandiest of them all is Big Red, over 50m of steep, red sand which lies about 40km west of Birdsville and marks the start of the Simpson Desert.As McCarthy said: “All three vehicles waltzed up Big Red like it was a speed bump.”The only one to baulk at the hill was the HiLux on one occasion but only because the driver chose the wrong gear and had to quickly try to manually change his selection half way up; always a recipe for losing momentum which is critical in the war against sand.Auto transmissions really are the way to go in the sand.While these diesels are not smooth and quiet like most modern car diesels, they were not obnoxiously loud. The best performance on noise, vibration and harshness is the Navara, while the HiLux and Triton are not far behind.FUEL ECONOMY: Even though the HiLux had the advantage in the fuel economy stakes because of the manual box, it was no better than the HiLux which has the biggest capacity engine.Both recorded about 10 litres per 100km on the two-wheel-drive trot out to Birdsville with full loads.Despite all vehicles loping along at around 2000rpm at 100km/h the Navara chewed the most fuel at 12L/100km.Although we couldn't accurately test economy in the sand where we were refuelling from jerry cans, we predicted that the slow going in low-range four-wheel drive raised consumption by as much as 20 per cent with no real advantages for the manual.BUILD: They have to make them tough to take the beating they get from tradies, but we were surprised by the ease of the trays to scuff up and buckle from the loads, even though they were tied down.The HiLux and Navara are well protected underneath, but the Triton had a couple of exposed wires on the drive actuator which Plumridge said looked vulnerable.His assessment proved correct when a wire was torn loose on the return journey. While it didn't effect drive operation, it left the display confused.Running bush mechanic repairs with superglue and the refill from a Bic pen proved helpful.McCarthy expressed surprise at the Triton's underbelly vulnerability “considering Mitsubishi's Dakar heritage”.Bulldust and the fine sand of the Simpson Desert was largely kept out of the vehicles, except for when you opened the door. However the Triton and Navara had minor leakages around the doors.Wading through shallow water and bog holes after recent rains proved no problems for any of the vehicles.None used a drop of oil, despite a long haul in low-range across the endless Simpson Desert dunes.We cleaned the air filters on a couple of occasions, glad to see they had all worked very well.ACCOMMODATION: Even though these vehicles are made for blokes and therefore don't include a vanity mirror on the driver's side, passengers are well looked after in modern utes.There are few features missing and the modern adventurer can only wonder how tough it was for the pioneers with their camels and lack of aircon.Still, each could do with reach-adjustable steering wheels, audio controls on the steering wheel and 12 volt outputs in the tray, although they have two each inside.What we liked was the Navara's cruise control, spacious interior and folding back seat, the Triton's comprehensive on-board computer, and the HiLux's simple compass, its 10 cupholders and Bluetooth capability.Goldilocks would find the Navara seats too hard, the HiLux seats too soft and the Triton seats just right. But none had good lateral support.VERDICT: The Triton is the cheapest and feels the nicest inside, the tamest in the concrete jungle and the best on fuel economy without sacrificing power and torque.Despite being a city slicker at heart, it still managed to rocket up Big Red and had few qualms about any of the terrain where we took it.Suspension and vulnerability underneath are its weak points, but these could be rectified with a bash plate and stronger springs and shocks.The Navara is a very capable machine in any environment, but is let down by its suspension and economy.We like the rugged macho style inside and out, especially the well-thought-out tray with its clever tie-down points.Spend a few thousand on suspension and it could be a winner.However, the HiLux comes out on top, despite its price (this auto version costs another $2000).It feels robust, well-equipped and drives well with a heavy load.McCarthy admits he is a Toyota fan, but said the HiLux confirmed it: “The HiLux really did feel "unbreakable" in the desert conditions.“The HiLux felt like it could easily take all 1100 of the Simpson's dunes in its stride and come out unscathed and eager for more. It really did feel bulletproof.“I must admit the Triton and Navara coped pretty well too … but I felt I had to be a quite a bit gentler with them.”You also have to pay some attention to the outback locals who seem to favour Toyota.On the drive from Miles to Quilpie, we passed 79 cars, 57 Toyota SUVs, 40 trucks, 21 Nissan SUVs, 12 vans, 10 Ford SUVs and nine Mitsubishi SUVs.West of Quilpie it's almost entirely Toyota. Toyota HiLux Double Cab SR5PRICE: $50,430ENGINE: 3.0-litre EDI twin-cam turbo-dieselPOWER: 120kW @ 3400rpmTORQUE: 343Nm @ 1400-3200rpmTRANSMISSION: 5-speed manual ($2000 for 4-speed auto)DIMENSIONS (mm): 5255 (l), 1835 (w), 1810 (h), 3085 (wheelbase), 210 (clearance)TRACK: 1540mmAngles : 30_ approach, 23_ departureTRAY (mm): 1520 (l), 1515 (w), 450 (h)KERB WEIGHT: 1815-1865kgTOWING: 750kg (unbraked), 2250kg (braked)FUEL: 76-litre tankECONOMY: 10L/100km (highway and fully loaded) Nissan Navara D40 Dual Cab STXPRICE: $47,990ENGINE: 2.5-litre intercooled turbo dieselPOWER: 126kW @ 4000rpmTORQUE: 403Nm @ 2000rpmTRANSMISSION: 5-speed autoDIMENSIONS (mm): 5220 (l), 1850 (w), 1779 (h), 3200 (wheelbase), 217 (clearance)TRACK: 1570mmANGLES: 29_ approach, 22_ departureTRAY (mm): 1511 (l), 1560 (w), 457 (h)KERB WEIGHT: 1995kgTOWING: 750kg (unbraked), 3000kg (braked)FUEL: 80-litre tankECONOMY: 12.1L/100km (highway and fully loaded) Mitsubishi Triton GLX-R Dual CabPRICE: $47,490ENGINE: 3.2-litre DOHC, 4-cylinder, 16-valve, intercooled turbo dieselPOWER: 118kW @ 3800rpmTORQUE: 343Nm @ 2000rpmTRANSMISSION: 4-speed autoDIMENSIONS (mm): 5174 (l), 1800 (w), 1760 (h), 3000 (wheelbase), 205 (clearance)TRACK: 1520mm (front), 1515mm (rear)ANGLES: 33_ approach, 29_ departure, 27_ breakoverTRAY (mm): 1325 (l), 1470 (w), 405 (h)KERB WEIGHT: 1965kgTOWING: 750kg (unbraked), 2500kg (braked)FUEL: 75-litre tankECONOMY: 10L/100km (highway and fully loaded)The Courier Mail 

THE Simpson Desert is top of the to-do list for any adventure motorcyclist. Sand is tough, but 1100 sand dunes in a row make this the ultimate test for rider and machine. Supported by three dual-cab utes, we took three desert-oriented bikes to Windorah, then unloaded them for the ride into Birdsville, out to Big Red, on to Poeppel Corner and all the way back to Brisbane. Not right the way across the Simpson, but still about 2300km in five days. There are few bikes on the market cut out for this type of adventure. Small 450s and 400s would have been fine on the smaller dunes and light enough to muscle over the big ones and large KTM and BMW twins would be great on the ride out and back, but murder over the dunes for all but the very brave and talented. Last year I rode the BMW 650cc Xchallenge over Big Red's highest and steepest peak, so this year we returned with three other 650s. The first choice was simple. Suzuki's DR650 is a cheap and dependable machine that seems to be the most popular choice judging by the adventurers we met out in the desert. It has a bulletproof engine and, because it is cheap, buyers don't baulk at spending thousands on accessories to modify it to their use, such as large tanks, bigger pegs, stronger bars and more. Suzuki supplied one with a JT rear sprocket, Tag bars, Barkbusters, Continental TKC 80 tyres and a heavy duty tube in the front. All up cost is about $8565 plus on-road costs and likely a bigger tank than the 13-litre standard to go adventuring. The other choices were a KTM 690 Enduro and a Yamaha Tenere, but the former was not available and the latter is not yet in the country. Instead, KTM sent a 625 SXC and Yamaha offered the XT660R. Here is how they performed.   ENGINES Start the Suzi and it sounds quiet and anaemic. But don't underestimate this engine. It will still pull clutch wheelies over obstacles in first and second and has a springy acceleration feel through the mid-range. It only runs out of puff up top, but is still capable of sitting on illegal speeds all day long. The steep and challenging Big Red was a breeze. Round-the-world adventurers chose this for its understressed engine and guaranteed long life. The XT's engine is a personal favourite. For a single, it is very smooth. It will also wheelie off the throttle in first and pop second and even third-gear clutch wheelies. The torque delivery is strong and even across a broad spectrum, which made it ideal for pulling up soft sand dunes. This was the best engine for the long haul with no vibe through the bars and great fuel economy from its fuel injection. The only concern was surging in low revs. KTM's L4 engine is a ripper and here it is a lively performer that sends the SXC flying up any dune. KTM supplied it with a performance pipe which gave it a commanding snarl and a beautiful free-revving feel. It chewed petrol pretty quickly, so KTM sent it with a 13-litre tank rather than the standard 9.2L. However, the vibey engine made the long ride home quite uncomfortable and the hands numb.   HANDLING Bravo to Yamaha for putting the XT up for this expedition. I thought it had no chance with its low clearance and comparatively short travel. While these proved a problem over the sandy whoops and deep ruts, it still managed quite well. One of our riders, Jeromy Moore, race engineer for Craig Lowndes, favoured the easy to ride machine through the desert. A racer at heart, he was quick on this machine, despite his unorthodox sitting-down “speedway” style. The Suzi is way too plush for most off-road situations, but in the desert it all seems to work, unless you are taking the bigger jumps fast. The rolling whoops and smooth dunes suit the soft Suzi suspenders, although it will still bottom out for a heavy rider. It steers a little heavy on dirt and tar roads, but is surprisingly nimble in the tight stuff. The KTM suspension was never tested to its full extent in these conditions. There was always plenty in reserve, steering was quick and light and the whole bike felt at ease over the rolling dunes.   ERGONOMICS KTM cheated a little by putting a gel seat on their bike, which was beautifully comfortable. However, since you are standing almost 100 per cent of the time in the desert, they need not have bothered. The pegs, bars and tank are well located for an easy standing style, although for my 187cm frame, short risers would be a welcome addition. The Suzi felt a little cramped when standing with the bars too close, but it was fine when seated. The seat is very hard, but flat, so it wasn't as uncomfortable as expected. The Yamaha seat is just right; firm with some give for long distances. However, it needs decent bar risers for standing duties.   BRAKES Suzi's brakes are very soft and vague, requiring a lot of pull to be effective. They are also accompanied by front-end dive, even off the back brake. The XT's brakes are superb with good progression and a rear brake that is second to none for feel in the dirt. It was an addictive pleasure to use the back brake to back this into turns. KTM's brakes are strong, a little too strong on occasions, with not enough feel, especially in the rear.   BUILD Yamaha build quality is impeccable and the XT is no exception. It's almost too nice to take out into the wilderness. After some bone-rattling rides in and out of Birdsville, it managed to work loose a few bolts on the instrument cowl and fairing. We replaced the lost bolts with cable ties which are a preferable permanent solution, anyway. The KTM build quality is let down by the orange plastics and the low-tech instruments which would better suit a bicycle. We also had trouble with some electrical connections. Still, you are paying for the important stuff such as quality braided hydraulic braked and clutch lines, and White Power suspension components. Suzi may be basic with a 1980s set of instruments and conventional forks in rubber gaiters, but nothing went wrong. Not a bolt lose, nothing.   VERDICT Three very different bikes. The KTM is a weapon in the sand and the bush, but getting there may be a little tiresome and uncomfortable. The Yamaha will get you there in comfort, but is limited in off-road abilities. Suzi is a great all-rounder and quite capable if you are willing to spend some money on modifications.   Yamaha XT660R PRICE: $10,990 ENGINE: liquid-cooled 4-valve, fuel-injected 660cc single TRANSMISSION: 5-speed STARTER: electric FUEL: ULP, 15-litre tank SEAT HEIGHT: 865mm DRY WEIGHT: 172kg SUSPENSION: telescopic forks, monocross rear BRAKES: dual 310mm discs (front), 260mm disc rear)   KTM 625 SXC PRICE: $11,995 (+ $500 cashback offer) ENGINE: single cylinder, 4-valve, OHC, 4-stroke 625cc TRANSMISSION: 5-speed, wet multi-disc hydraulic clutch STARTER: electric and kick, decompression automatic FUEL: PULP, 9.2-litre tank (13L fitted) SEAT HEIGHT: 940mm DRY WEIGHT: 139kg SUSPENSION: WP USD 43mm forks, 295mm travel; WP monoshock with Pro-Lever linkage, 300mm travel BRAKES: 260/220mm single discs   Suzuki DR650 PRICE: $7690 ENGINE: 644cc, 4-stroke, single cylinder SOHC, air-cooled with SACS TRANSMISSION: 5-speed STARTER: electric FUEL: ULP, 13litre tank SEAT HEIGHT: 885mm DRY WEIGHT: 147kg SUSPENSION: telescopic, coil spring oil damped forks (front), link-type coil spring, oil damped, spring preload/compression damping adjustable (rear) BRAKES: discs The courier mail 

Hot on the heels of the international launch of the new Porsche Carrera Coupe and Cabriolet come the updated all-wheel-drive models.The rear-drive Carrera 2 models go on sale on September 20, with the all-wheel-drive Carrera 4 variants in showrooms on October 25.Porsche Australia said the rear-drive versions outsell the Carrera 4 two to one and pricing for the new 911 series would be announced in the coming weeks.Pivotal to the Carrera 4 and Carrera 4S models is the Porsche Traction Management (PTM) which is now electronically controlled, replacing the former all-wheel drive with its viscous multiple-plate clutch.The new PTM system was first developed for the 911 Turbo and has been modified for the Carrera models.Porsche claims that, together with the mechanical limited slip differential now fitted as standard to the rear axle, it improves stability, traction and agility.With the previous viscous clutch, up to 40 per cent of torque could be directed to the front axle. The new electronically controlled PTM system delivers a variable torque split, and is able to distribute up to 100 per cent of traction to the front or rear wheels.Porsche claims PTM gives a faster and more precise transmission of power in all driving situations.The 911 Carrera 4 models share their new flat-six engines with Direct Fuel Injection with the two-wheel-drive Carrera 2 and Carrera 2S as well as the new semi-automatic, seven-speed, double-clutch (Porsche Doppelkupplung) transmission.Depending on the model, the all-wheel-drive 911 Carrera offers up to 8.5 per cent more power, fuel economy improved by up to 12.9 per cent, and 15.4 per cent lower CO2 emissions than the previous generation.Output of the 3.6-litre power unit is up by 15kW to 254kW, while the Carrera 4 Coupe with PDK transmission offers fuel consumption of 10.1L/100km which is slightly higher than the rear-drive models.The Carrera 4S with its 3.8-litre engine gets a 22kW boost to 283kW and overall fuel consumption down in the case of the Carrera 4S Cabriolet with PDK to 10.7L/100km.All new 911 models have subtle styling changes, while the Carrera 4 models are 44mm wider across the rear panels. A further distinguishing feature is a new reflector panel between the rear lights.They also get a new Porsche Communication Management with touch-screen, and compatibility with Bluetooth, USB and iPod. 

This means motorists may have long delays to convert their car to running on LPG which costs less than 70 a litre.

As fuel prices soar, spare a thought for the motoring enthusiast with a thirsty vintage or veteran car. Like retired school teacher Kevin Brooks, 67, of Alderley, in Brisbane's north, whose veteran 1915 Buick CX25 open tourer gets just 13.8 litres per 100km, which is about the same as a modern V8. But his 2.7-litre four-cylinder Buick gets about 10 per cent of a V8's power and has a top speed of about 100km/h, with a "comfortable cruising speed" of 80km/h. "It's a fairly heavy little bugger," Mr Brooks said. "I try not to worry about things like fuel prices." However, he did buy the Buick in 1991 at a bargain price because fuel was so cheap then. "A friend brought the remains home from Texas, Queensland, and I bought it off him for the cost of his fuel. That was only about $20," he said. Yet restoring a veteran vehicle can be expensive. "I wouldn't have a clue how much it's cost me. I try not to keep a count on costs; I'd prefer not to know," he said. "I do my own spray painting, paneling and woodwork and my wife, Joyce, did the upholstery and hood. "I could never have afforded to buy the car ready-made. If I wasn't a handy person who could restore at minimal cost it wouldn't be possible." The most expensive parts have been tyres, which cost $400 each. However, he only pays $170 a year for a concessional registration which allows him to "test" the vehicle within 15km of his home or take it to rallies such as the RACQ MotorFest at Eagle Farm Racecourse on Sunday, June 29. "That means I can't use it to pick up the bread and it's only good for about 300 miles (482km) a year, so rego isn't all that cheap after all," he said. "Veteran vehicles should get free rego like many states in the US and New Zealand, because they are our national heritage." There will be plenty of Australian and international motoring heritage on display at this year's MotorFest. Organisers expect more than 600 veteran, vintage and classic cars to attend. Among the many changes to the MotorFest, including the new venue, is that the vehicles will be displayed according to their country of origin. Also, for the first time, Queenslanders will be able to experience active crash prevention technology through an Electronic Stability Control simulator. Other attractions include fashion parades, gourmet food and wine, roving musicians, circus performers and dancers, and a Kids' Corner with carnival rides and face painting. RACQ and RACQ Insurance will be showcasing their products and services and there will also be informative displays from organisations such as Queensland Police and the Main Roads Department.