Motorbike

"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.

Apart from their superstar status in the movie world they are both known as major-league motorcycle enthusiasts.McQueen was a world-class dirt bike and desert racer in his youth, before his untimely death in 1980, and Cruise is known for his love of high-powered road going sports bikes.Now Cruise is about to copy McQueen by throwing his leg over a classic Triumph Scrambler motorcycle in the upcoming Mission Impossible 3 blockbuster.McQueen rode the original Triumph in one of his classic movies, The Great Escape, although it was disguised as a German two-wheeler from World War II. And he was not allowed to jump it for the movie's famous scene when he tries to clear a barbed wire barrier after escaping from a military prison.Now Cruise will ride the remake of the Scrambler in MI3. He is already a fan of the British brand after using a Triumph Speed Triple in MI2, which was partly filmed in Australia. It is rumoured that he asked for a Scrambler, which is inspired by the company's 1950s dirt bikes.Triumph has created a special one-off for the movie, and Cruise's character Ethan Hunt, although details of the upgrade from the born- again Scrambler are being kept secret until the movie hits big screens next month.

If this was a hotrod car, the description would be "chopped and channelled". The Street Glide has a shortened windscreen and lowered riding position, and it has lost several style features considered unnecessary.It's still a dedicated touring machine, but the changes make it appear smaller and less cumbersome. From side-on, it looks as elegant as it is purposeful.The tank and seat flow over the sturdy engine, and the swooping exhaust and angular panniers give a long, lean look. Quality paint and deep chrome make a strong statement. The myth of Harley-Davidsons is that they are big, brutal bikes to ride. Not quite in this case. A low-seat height, plenty of leverage on large handlebars and a mountain of low-rev torque make them as easy to ride as a scooter.I'd also hazard a guess that its 690mm seat height will make it appeal to women as well. Just ignore the fact it weighs well over 300kg.It's always an experience slinging a leg over a Harley. And on the Street Glide, you settle into what could almost be the cockpit of a vintage aeroplane. In front is a comprehensive instrument console with large, antique-looking dials. Very classy.The Street Glide feels well balanced at low speeds. A design update means less effort is required to pull in the clutch lever.The rubber-mounted Twin Cam 88 engine delivers a solid, seamless surge of acceleration. Fuel injection is standard and this 1450cc motor is well sorted now.Harley-Davidson claims increased cornering clearance. While this is true, the sheer weight and size of the Street Glide means it has to be hauled through corners.On some fast sweepers, the test bike developed a slight weave.If the Pope can own an iPod then a Harley rider should be allowed to embrace new sound technology. The Street Glide comes to the party with a Harman-Kardon sound system that incorporates MP3, intercom and CB radio facilities. It's all part of the low-stress ride. The Street Glide, which sells for $30,495 plus on-road costs, is part of a family of half a dozen touring models.The FLHTI Electra Glide Standard is the entry-level model, while the FLHTCUI is the fully loaded option with lower fairings, cruise control, better pillion comforts, more comprehensive luggage storage and 12 colour options including two-tone paint. A long-running classic, the Road King, comes in three variations. The FLHRI has all the touring options; the FLHRSI Custom has California style; while the FLHRCI Classic is just that, with whitewall tyres and leather-clad saddlebags.

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.

There is no power gain, only a 3kg weight loss, but the major changes all make the bike smoother at handling, accelerating and steering.Allerton should know. The 24-year-old, of Camden, NSW, is a leading contender in the national Superbike (1000cc) and Supersport (600cc) championships this year, hoping to replicate Honda's winning double in the categories in the previous two years.At the national launch at Phillip Island last week, Allerton took a stock standard Blade with factory suspension settings and street legal rubber around the scenic 4.4km track in 1:42.1.This compares well with Jamie Stauffer's Kawasaki ZXR 1000 best lap of 1:34.7 in the last race of the 2005 season and Craig Lowndes's fastest race lap in a Holden Commodore of 1:33.4 set in 1999.In a classic "win on Sunday, sell on Monday" sales strategy, two successive Superbike titles have rocketed the Fireblade to top road bike in Australia (excluding the humble postie bike).Phillip Reynolds national sales manager says: "If you think Superbike racing is competitive, Superbike sales are just as competitive."Last year, the Fireblade sold 958, an increase of 21 per cent, and Reynolds believes he can crack 1000 this year.The new Fireblade bucks the annual model trend of incremental increases in power of the Japanese litre racersWeight has been saved by "shaving a whole bunch of components a little bit", says Reynolds.The cam shaft is 450g lighter which improves engine response as it spins up faster.The exhaust is 380g lighter thanks to a plastic heat-resistant shield.The radiator is shorter and smaller for a 0.5kg saving.The ECU is more compact and moved to the top of the airbox to save 110g on "heavy" copper wiring.And 390g has been shaved off the seat rail, which makes you wonder how strong it will be for pillions, although a solo seat cowl accessory is available.With easy removal of the bolted-on rear pegs and brackets it can be registered as a solo machine in Queensland for half the rego price.In the performance stakes, acceleration has been improved by larger intake and exhaust ports, the rev limit has been increased from 11,650 to 12,200rpm and engine compression is up from 11.9 to 12.2.Honda claims a minimal gain in the 0-400m sprint of three-hundredths of a second to 10.05.In your right hand, the feel is definitely smoother with no peaks or troughs all the way to the rev limiter.And despite my inadequate entry speed on to Gardner Straight after wobbling around through turns 11 and 12, the Blade still wound out to 245km/h by the walk bridge.Allerton and teammates Adam Fergusson and Bryan Starling scorched by at 280km/h.To match increased go, there is a claimed 5 per cent increased stopping power with 10mm bigger front discs (now 320mm).However, the discs are slimmer to keep weight under control.Despite the increase in engine compression and lack of a slipper clutch, the back wheel takes a lot to lock up and when it does, it's smooth rather than chattery.The clutch has been made more rigid for smoother starting with undercut gears for more positive engagement.Handling is made slightly nimbler by a quarter of a degree reduced caster angle down to 23 degrees and the swingarm is 10mm shorter for a 1400mm wheelbase (another small weight saving).Consequently, turn-in is now just a shade crisper, which makes attack on Honda and MG corners easy.Race credentials are all well and good, but on the road, the Fireblade is still the one to beat.How Honda makes such as race-ready machine that also feels comfortable through potholes is a stroke of genius. Blade owners can continue to tour and commute their machines thanks to a riding position that doesn't feel too cramped (although the pegs are a little high and far back), weight on your wrists that lifts you with wind pressure above 80km/h, little heat blowing on to your legs and a flat seat that is fairly comfortable.Design-wise, there is slightly less fairing that doesn't change drag coefficient, decals are new, and the headlights have been redesigned.For 2006, the Blade comes in silver and grey and red and black and costs $200 more than last year's model at $18,990.

The Triumph Scrambler has finally arrived, rekindling teenage memories of similar-styled dirt bikes that Steve McQueen rode in the 1960s documentary On Any Sunday.The Scrambler features the Bonneville T100 and Thruxton 865cc parallel twin engine and harks back to a time when speedway sliding was more important that Crusty Demons-style mega-jumps.Unlike fiery modern motocross single-cylinder machines that burn out valves in hours, the old Scramblers were robust twin-cylinder racers that thumped along for eternity.This one just aches to do doughnuts on the beach like McQueen and his buddies in the closing credits of On Any Sunday.Its styling most closely resembles the Triumph TR6C, which was produced by the old Meriden works for about a decade from the mid-1960s and used in long-distance desert races, particularly in the US and Europe.Among the accessories for the modern-day version is a number 278 race plate, which is the tag allotted to McQueen when he raced a TR6SC in the 1964 International Six-Day Trials in East Germany.On a 600km trip last weekend through southeast Queensland, I was held up every time I stopped by people getting all misty-eyed about the bike. None was under the age of 30.Most of the demand for this 205kg machine with 41kW of power will come from older riders more interested in going back in time, rather than advancing rapidly through time and space . . . a non-intimidating ride through almost all types of terrain except gnarly trails.Some, like Brisbane school teacher and classic motorcycle racing enthusiast Rory Macdonald, who owns a Rickman 650cc Triumph Scrambler, may even be tempted. With a bit of tweaking, there is some great racing potential in that engine. And with plenty of comfort in that fat bench seat, it is also in for the long jaunt.Its dirt road credentials are aided by spoked wheels, more bias to the rear than front brake, high and wide bars, moderate clearance, longer-travel suspension and instruments that face upward so you can see them easily in the standing position. Limitations off the beaten track are the gorgeous but highly scratchable chrome bits, rubber footpegs, twin rear shocks and mirrors which don't tilt upwards high enough to give you a rear view when standing.It rides well on tarmac, with a low centre of gravity for high-speed stability, but light tip-in and left-right flickability that belies its weight.You won't be doing power wheelies on this. Parallel twin power comes on with a creamy and addictive momentum, rather than a ferocious squirt.Anyway, the Scrambler is about motorcycling, about a lifestyle, rather than about the motorcycle itself. Forget about kilowatt and kilogram equations, just get out and see the countryside.Parallel twins have a unique character with a gentle vibration, a muted flat bark from the twin pipes and a torquey power delivery. The on-off throttle is smooth, thanks to the twin carburettors with throttle position sensors.Typically, there is minimal engine braking, so use the strong brakes wisely coming into a corner.The Scrambler is simple to ride as you don't need to flick through the gears to get momentum. First and second gear are too high for gnarly off-road use, but fine for commuting, while the fifth gear is long for touring.Those pipes which run amidships down the bike — like the first dirt bikes — get warm under your thigh, but the heat shields prevent any burns or discomfort, as long as you wear long pants.Today's Triumphs are built tough. The Scrambler will not only iron out the bumps but will even handle small jumps without any jarring or the fear that chromed bits will fall off.However, it would be a shame to drop it as the hand-painted duco and lustrous chrome could scuff up. I dug the foot brake into the ground while riding slowly through a rut and was unceremoniously dumped. However, bike and I came up smiling; no scratches or dings, just a bent brake pedal warning me to stay out of the deeper ruts.If you do plan to give it some off-road caning or flat track racing, check out the range of Triumph Factory accessories available.They include an engine bash plate and crash bars, headlamp grille, flyscreen, black mirrors, tachometer, handlebar brace and cover, and a single seat and rack. It comes in two retro colour schemes — Caspian Blue/White or Tornado Red/White.

OK, one is a scooter, but the Vespa GTS 250ie is still a two-wheeled form of transport.And it's the one that gets used the most for short trips, incidental shopping and commuting, just because it's so simple.Hop on, twist and go. That's it.There is plenty of storage space under the seat for coat, gloves and open-face helmet and on the way home, I can fit a few items from the shops or any work from the office that I need to take home.It's also cheap to operate. Running at about 3.5 litres/100km, it costs less than $10 a week to do the 50km work-and-home daily commute.Practical, but is it cool?You bet. Italian retro design and it's black.But to add even more spice, accentuate the Italian origins and attract a bit more attention, we went back to Carl Merz at Performance Decals & Signage, Moss St, Slacks Creek, to design, produce and fit some tasty stickers.Merz spiced up the look of the long-term Yamaha XTX660 last year for just $200, which isn't bad for a one-off design.This time, we needed an Italian influence, a nod to the retro styling and something that shows this is now slouch.So there are green, white and red flags, and silver GT stripes that reflect the generous chrome used in the bike's design.Since there is more surface area on a scooter, more stickers were required, so this job cost $300, which is still good value for a unique design.Merz produces stickers for road and dirt bike race teams, bike shops, private riders, bike restorers and people wanting something different or a cheap fix on a scratched fairing."We're able to reproduce anything the factories do, including shaded and fade-in designs," Merz said. "A lot of people are restoring bikes and the decals are no longer available."It's a amazing how a set of decals will make a bike look like new."Prices range right up to about $700 for a full set of decals for a road bike and $350 for thick scratch-resistant stickers on a motocrosser.

It's called the Madass and it's made by German suspension master Sachs, the oldest bicycle and motorcycle manufacturer in the world, having started in 1890.If you need a scooter for around-town errands but you wouldn't be caught dead on something pink and "girly", then the Madass could be for you.But be aware, it's only a 50cc four-stroker with a top speed of about 61km/h; that's downhill with a cyclonic tailwind.At that speed, it's pretty stable, but there is a real tingle coming through the handlebars, pegs and seat.Starting from the lights, you had better get your foot down and give yourself a decent shove off, because it is not exactly quick off the mark. Don't filter to the front of the traffic or you will be run over when the lights turn green.However, if it's just a mode of transport for negotiating inner-city traffic snarls, this is ideal.Because it's under 50cc, you can ride it on an open car licence and because it's automatic, you just twist and go. If you can ride a bike, you can be on your way on this with a couple of minutes of tuition.Scooterama in Fortitude Valley claims it has orders for 10 at the moment, with six from a law firm that wants them on hand for people to run errands or nip out for lunch.But don't expect to carry anything as, unlike normal scooters, there is no cargo carrying capacity. It will accommodate two people so long as they are reasonably friendly with each other since the rear seat is tiny. Your pillion also will have to be willing to help paddle to get started and may need to get off and walk on uphills.But at $2990, it is cheap and cheerful city transportation. Ride down the street and people will give you a double-look and then a broad smile.The Spartan lightweight bike features a 4.6 litre fuel tank in the frame, conventional bike indicators, meagre headlights that can be switched off, a useful horn, a kill switch, electric ignition button and little else.The front disc brake is actuated by a handlebar lever and the rear via a foot pedal. It stops well enough for the weight of the bike, although the front disc will lock up pretty easily — so take care in the wet.Those big 16in wheels and long-travel Sachs suspension give a comfy ride through the potholes of downtown Brissie and it is so nimble you can slice your way through the busiest traffic snarl, leaving white van drivers cursing you in your wake.The Madass is designed in Germany, assembled in China and a 70cc kit is now available for an extra $295. A 125cc bike will be available in a few months for less than $3500.It comes in a macho matte black or trendy silver. Build quality is good with beefy looking welding on all the joins.