Middleweight naked bike comparo

Tasmania and motorcycles. Even mates of mine with only a passing interest in bikes get excited at the spectre of punting a powered two-wheeler through the Apple Isle, flanked by beautiful scenery and with traffic volumes that most people on the mainland can only get to see at 3:00am.

My last ride around Tasmania was at the media launch of the 2007 Triumph Tiger 1050, when I was on the other side of the ‘fence’ running the show for the local importer. On that outing, we travelled in an anti-clockwise loop around the state, with overnight stoops in Strahan, Hobart and St Helens. Simply tantalising.

That was too long ago, so earlier this year a plan was hatched to return to Tasmania for another bite at the cherry – and to make it worthwhile with an arsenal of bikes in a mega comparison test. But what to take? In the end the decision was quite easy – sporty naked middleweights, as that was one segment where we hadn’t pitched the leading players against each other in a long time. With a number of new entrants, it made perfect sense. And perhaps it was also mentioned in deliberations that these bikes would be ideal for the glorious twists and turns of Tasmania – even though we’d be wind-blasted from the outset and have to pack lean.

And there was another point to prove: middleweight naked bikes have a propensity to sneak under the sporting radar, but without any good reason. And it’s daft logic too: they push all the right buttons -- particularly on performance and price -- and really allow riders to reach somewhere near their full riding potential.

We eventually assembled six bikes for the comparo: two each from the four and three-cylinder ranks, with single representatives from the twin and single branches. One bike which literally picks itself every time is the Street Triple R in-line triple, which has dominated literally dozens of middleweight naked bike tests around the world since its inception in 2007 (although it hasn’t always dominated sales charts), and has since been revamped for the 2013 model year (here).

With the Triumph locked in, we couldn’t go past its most natural competitor – the MV Agusta Brutale 675 (here), which has the same engine configuration and first went on sale in September, 2012, complete with a ride-by-wire throttle, four different engine maps and eight-stage traction control. This would be the Bikesales Network’s first ride on the ‘tiddler’ Brutale, which is based on the F3 supersport machine.

With the triples locked away, we zeroed in on the Japanese manufacturers – well not all, as Honda doesn’t have a bike which is a logical fit in this category. To add to that, the Yamaha FZ8 wasn’t available (and has since been tweaked in 2013 guise -- here), so  that left Suzuki and Kawasaki with the GSR750 (here) and Z800 (here) respectively.

Both bikes have also gone on sale over the last two years, with the GSR750 powered by a Euro 3-complied derivative of the engine found in the 2003 model GSX-R750K3 (for the naked bike-friendly angle of lean on its bank of four cylinders), while the Z800 is a derivative of the Z750, which was a huge sales winner for Kawasaki since 2004 – even though it always suffered from being a little too porky.

KTM’s all-new 690 Duke R also made the cut, despite some initial conjecture that it wouldn’t be able to hang tough with the multi-cylinder brigade in the horsepower haven that is Tasmania. Funnily enough, that argument was turned on its head by the end of the trip, but more on that later. We’ve tested the crackerjack 690 Duke before (here) and the 690 R goes to the next level with an Akrapovic exhaust, stiffer chassis and fully adjustable suspension (more here). It’s basically the road-going version of the bike which competed as a one-make support class in European-based rounds of the 2012 World Superbike title – and regularly produced more exciting racing!

The final piece of the Tassie battery – but certainly not the least – was the BMW F 800 R. The Bikesales Network first rode the parallel twin in August 2009 at its Australian launch (here), so it was the oldest bike on fleet by some margin – but not that it’s really showing its age, as it takes everything in its stride, whether you're going slow, fast, faster or fastest, and that's what makes it such a bundle of fun. And being a twin, it’s a nice point of differentiation from the triples and fours – much in the same vein as the Duke 690 R.

We were also a little cheeky with the F 800 R, accepting BMW’s offer of a ‘soft’ top box ($200) which I used for storing chain lube, puncture kits, rags, Mr Sheen (great for visors), my camera, maps, note pads and a first-aid kit. And it also became a dumping ground for my travelling companions’ crapola. It certainly offers plenty of storage and looks good in silver. And the other bonus of F 800 R: its wide seat was great for tying on luggage, so I also took advantage of that as well. There has to be some perks with being a team leader... The F 800 R also came to us with an accessory Akrapovic silencer ($1161), which under heavy acceleration made it sound like a big single-cylinder dirt bike.

Meanwhile, there was a noticeable absence from the comparo – the Ducati Streetfighter 848. It was a logical candidate, but Ducati Australia doesn’t lend press bikes out of Sydney (the Bikesales Network is based in Melbourne). Yes, we could have ridden it from Sydney, but we were running on a tight timeline.

FIVE OF THE BEST
Meanwhile, five mates joined me in Tasmania for the comparo, encapsulating all sorts of riding backgrounds. The quintet was made up of regular Bikesales Network comparo go-to man ‘Mad’ Murray Sharp of Sharp Racing Accessories fame; Paul ‘Jungle’ Burrows, who once floated down the Murray River for days on end consuming only beer; Bert 'Hitman' Close, who recently cut down a massive gum and took out his street’s power source; Anthony ‘Mad Dog’ Reid, who once made it to the semi-finals of Australia’s Funniest Home Videos; and Andy ‘Hurricane’ Herd, whose favourite hobby outside of motorcycling is roller skating with his wife. Motley collection? You can catch the opinions of the lads at the end of this article.

Bikes and bodies are one thing, but Tasmania presents a natural transport barrier – ie water. That’s where Spirit of Tasmania came into the picture with passage across Bass Strait from Melbourne to Devonport return. Travelling on the ship is not only a seamless exercise from start to finish, it’s fun too – especially with a group of mates and friends where you can sit back and wax lyrical until it’s time to retire. And there’s an excellent restaurant for those looking for a more upmarket dining experience. More at the end on what the Spirit of Tasmania offers to motorcycle riders.

The wake-up call on the Spirit of Tasmania (sultry voice, too) came at 5:45am after an ultra-smooth passage from Melbourne, and by 6:30am we were riding off the boat, searching for breakfast in Devonport before making tracks to Queenstown – the once thriving copper mining town on the west coast. At this stage we were still aboard the bikes which housed our luggage, as the official ‘Bike Rotation System’ (BRS) wouldn’t come into play for another 50km. And it’s a simple system, too: just follow the alphabetical order ie BMW followed by Kawasaki, KTM, MV Agusta, Suzuki and Triumph.

It only took us two blocks from the ship to be swayed by an “all you can eat breakfast” sign and, not only were we served by a salt-of-the-earth owner who thought I was a pain the arse for having the temerity to order poached eggs, but she also unilaterally altered our route – replacing a blip across the top to Burnie, and then south, with a more direct route which straddled the beautiful Cradle Mountain (route C132).

It was still very brisk when we began weaving our way out of Devonport, and the heated hand grips on the F 800 R were an instant attraction as I cranked them up onto the highest setting. The BMW was the only bike in the group kitted out with them (other manufacturers take note) and, combined with a real ‘sit-in’ feel, the F 800 R is a great bike to churn out the kilometres in plenty of comfort. However, there is a spoiler: the fly screen. While it looks fairly innocuous, it does throw up a lot of turbulence onto the chest and, along with the Z800, were the two biggest ‘offenders’ on the ride. Of course, wind blast is the lot of naked bikes, but those two just stood out more than others.

MIND GAMES
It didn’t take long for the personalities of each bike to come to the fore, and at the first BRS stop it was mentioned that “you can steer the 690 Duke with your mind”. The 690 Duke, in all honesty, was borderline in making the cut for the trip because of concerns it may have been a little out of its depth, which simply would have been a travesty – and a dreadful shame for the testers.  Weighing in at 149.5kg (without fuel) and with 70hp on tap from the free spinning and strapping single-cylinder LC4 engine, the 690 Duke R produces very respectable power-to-weight and torque-to-weight ratios – just behind the Brutale 675 and Street Triple R in power and the long-stroke F 800 R in torque. And that was borne out by some real world testing over the three-day ride, when the triples would only marginally pull away from the 690 Duke R under hard, hit-the-stops acceleration. Like all singles, the Duke 690 R loves to be kept on its toes to get the maximum from it – but its responsiveness is light years ahead of any other single I have ever ridden.

And as far as the open surroundings were concerned, the Duke wasn’t even in its natural habitat yet, as there are a few vibes (although the balance shaft, on the whole, does a excellent job as the revs increase) and it’s got a very dirt bike-style posture where the rider sits way forward in the cockpit – an aggressive stance that’s tailor-made for the twisties and making the best of its agile and involving nature. But watch for false neutrals, as you really have to give the gearbox a deliberate prod if you’re in hurry mode, especially when changing into fifth and sixth gear. At least its seat – straight from the Powerparts catalogue – is quite comfortable, and it’s just so easy to ride with the upright riding position and flat handlebar. And alongside the Brutale 675 and Z800, the 690 Duke is top-shelf on the eye with its aggressive looks and sharp angles.

While the Duke’s gearbox requires some encouragement, no such concerns for the GSR750, whose is an absolute jewel. When you consider that the GSR750 is powered by a decade-old engine, it’s yet more vindication of how Suzuki has got this part of its production process down to a fine art. The GSR750, much like the Z800 and to a lesser extent the F 800 R, is such a reliable all-rounder that it tended to slip under the radar on the comparo. There’s certainly not a lot of pizzazz, but it’s stable, willing, sensible, comfortable and competent without being outstanding. And at $12,490 it represents the lowest price of the group, with the Z800 the only other bike in the 12K bracket.  The GSR’s engine is beautifully smooth and refined, but with only minimal traces of the strong top-end left over from the GSX-R750 days. Kind of a shame that Suzuki has lopped most of it off, really, as naked doesn’t necessarily mean taking away the ability to knock your socks off.

However, the GSR750’s engine has all the key ingredients for laid back touring – decent mid-range for a start -- and that’s why one of the testers picked it as their preferred mount for the open road, with the F 800 R also getting a gong as well. But as far as long-haul is concerned, the Street Triple R was the overwhelming winner with four of the six testers. There are many reasons for the bike’s pre-eminence in this area – one of them certainly not for ease of tying down luggage! But look at the positives: a flat torque curve (60Nm from 3000rpm), supple clutch, compact dimensions, neutral handling, tactile nature and generally engaging ride. It’s the bike that just keeps on giving. The Brutale ($14,990), while also a triple, is much more of a seat-of-the-pants bike than its British counterpart, so it felt the least at home while cruising down C132 to Cradle Mountain at a constant pace rather than pointing and shooting and using its natural instincts. When you consider that its power peak of 113hp kicks in 12,500rpm, you can understand why. It just loves to be thrashed, and pussy footing around doesn’t cut the mustard, especially with some inconsistent fuelling on a constant throttle.

By mid-morning, Cradle Mountain beckoned after a few hits of BRS, and already the Z800 was starting to struggle against its contemporaries – which surprised us all. The Z800 is a willing machine, no two ways about it, and the increase in power from the Z750 days means that it doesn’t feel lardy anymore – just a lot more agile. The increase in capacity is due to a 2.66mm bigger bore, but the emphasis has been on increasing torque rather than power by lengthening the intake tracks. The end result is a creamy smooth powerplant which does its best work in the mid-range. It’s impressive, although there is some initial hesitation in the throttle response when pushing on – but it’s something that’s noticeable rather than being an irritation. The Z800 is let down by the rear suspension -- which is way too soft at high speed -- and brakes that come on too strong after very minimal initial bite. Put those two together and it upsets the balance of the bike tipping in and pushing through turns. But if firming up the rear suspension comes at the expense of its mostly plush ride, is it worth it? Probably not, as the Z800, like the GSR750, is more your commuter come scratcher rather than a balls-out performance cocktail.

MOUNTAIN ROBBERY
The decision to top up the fuel at Cradle Mountain wasn’t a shrewd one, as the unleaded 95 was a jaw-dropping 205.2c a litre! “Go 100km the road darl and it’s a lot cheaper,” said the wise console operator. Senses recovered, we topped up the steeds, and did the sums – and the F 800 R was already way out in front when it came to fuel consumption. The bike used an average of 6.22lt/100km, followed by the 690 Duke R (7.19), GSR750 (7.44), Z800 (7.97), Street Triple R (8.11) and Brutale 675 (8.76). The F 800 R’s tank is 16 litres, so that’s an effective range of about 250km. Fuel usage increased markedly in some of the more twisty roads, but the pecking order remained the same throughout the rest of the trip.

The really fun stuff began less than an hour after departing Cradle Mountain, as we continued heading west on C132 until we hit A10 (Murchison Highway) and then made a beeline south. The A10 is a main road but, unlike the equivalent on the mainland, it’s still a doozy. But we were only on it for 15 minutes before turning right onto the excellent Pieman Road (C249), which begins about an 80km loop into Zeehan.

BRS saw me ‘lumped’ with the 690 Duke and Brutale 675 through Pieman Road, and it certainly crystallised my opinions of the two – they are all about a ‘catch me if you can’ mentality. The 690 Duke is just so eager to please on twisty roads with its ride-by-wire throttle (which is claimed to reduce fuel consumption by 10 per cent), and there’s a puppy-like excitement as you swing it from side to side. It does what you ask of it and more, and in such a responsive and lively manner. The WP fully adjustable suspension is superb, and especially allows the front end to cop an absolute hammering while still maintaining excellent composure. It raises the inevitable question: how much harder can you push this ball of fun before the limit is reached? Or maybe the chassis is just too good. Either way, $13,495 isn’t a lot to pay to get your pulse racing – and for pure adrenalin-charged riding, five of the six testers gave it the nod, with one opting for the Brutale 675. The 690 Duke was the only one of the group with a slipper-type clutch.

The Brutale 675 is also very animated, but its stiff chassis and non-adjustable suspension isn’t as accommodating as the 690 Duke R, and that’s soon conveyed through to the rider when it struggles to completely settle before peeling into a turn. And the Brembo radial brakes don’t help either, as the transition from mild to full biscuit is immediate, and on one occasion I locked up the rear barrelling into a turn with no ABS to settle the show. The Brutale was the only bike on test to have variable mapping, with four modes to choose from – and you can also customise one as well. Tassie produced superb weather, so the full-biscuit Sport was the preferred mode of the group. The rider can switch between modes on the fly, and that also holds for the eight-way traction control. The toggle button to perform these functions is located on the left-hand switchblock and is clumsy to use – and the digital dashboard is also a bit of a dog’s breakfast as well. There’s no doubt the Brutale 675 is more of an acquired taste than the 690 Duke R, but ride the top-end wave and weekend blasts will take on an extra dimension. The Brutale 675 is definitely a bike you’ll buy with your heart rather than you head, unlike the GSR750, Z800, Street Triple R and F 800 R.

SNAKE WAY
The small town of Zeehan signalled the end of Pieman Road, and we then continued south on B27 to the beautiful Strahan, before latching onto B24 and heading to Queenstown for the first overnight stop. The whirr of BRS – and twisty roads -- continued, and the one bike I was really enjoying more and more was the F 800 R. It'll do what you ask of it every time, and its engine does a fair bit of heavy lifting in the rpm basement, as is the wont of a twin. However, rev it hard – I’m talking around 7000-8000rpm – and it does take on a real sporty dimension and shows a lot more personality than the four-cylinder bikes. And for a naked entry, that’s important.

Day two saw us head east to Bicheno, beginning with the mind-blowing and oft-mentioned blast out of Queenstown on the A10. There’s no easing into this one after a big night on the tiles in Queenstown, as the ‘snake way’ begins almost immediately. The Z800 ($12,999) was in my corner for this one and, although it’s probably one of the slowest steerers in the group, it does respond to plenty of body language, and the silky engine doesn’t throw any curve balls. In fact, the throttle response is quite impeccable, even though it could be a little more hard-edged and aggressive for a bike of this ilk.

I wanted to go down the bottom and start again, but was overruled by the majority. Still, it’s not like the rest of the A10 is tedious, with a seemingly endless supply of punchy straights and corners. The A10 antics ended after about 180km when we turned left on B110 just after Hamilton, heading towards Bothwell. Around that time, the landscape took on an increasingly brown hue, and the only sign of traffic were a few local cockies enjoying a leisurely stroll. There was also plenty of vision on the open, sweeping roads, which was the window of opportunity for a few roll-on acceleration tests: namely Z800 versus GSX-R750 and Brutale 675 versus Street Triple R ($13,490). Third gear and about 60km was the starting point, and the Z800 initially got the jump on the GSR750 before the latter started hitting back with a more robust top end. That was the same theme in the Triumph and MV Agusta battle, as the Street Triple R’s initial kick was too much, and it has basically put down its tools by the time the Brutale builds up its own head of steam, and even keeps on giving on past its power peak, so you can hold an open throttle for a long time.

The Street Triple R’s shorter gearing always adds that little extra meaning to “it’s always’ in the right gear” – and that’s so true. That’s what makes it such an appealing all-rounder, and its sweet throttle, infectious sports bike-like induction roar, impeccable throttle action and oodles of torque combine to make it one bike which has ‘instant attraction’ written all over it – although it isn’t especially pretty.  In the naked bike genre, the only other machine that garners as much immediate affection is the Aprilia Tuono, which also delivers wedges and wedges of useable power.

RUDE SHOCK
Bothwell saw us take a breather as Jungle checked out Australia’s oldest golf course – he loves the game but can’t play to save himself. Post Bothwell, we continued east before linking up with the A1, which is the main highway between Hobart and Launceston. That was a rude shock, too -- riding on a relatively straight road for about 80km. It’s like we were being forced to ride motocross bikes with plank seats, as we were all stretching our legs, standing on the pegs and generally irritated for the whole 45 minutes – with no real reason, as they are all comfortable bikes. But that’s just the mindset of Tasmania – if you’re riding in a straight line the boredom quickly sets in.

But we were soon able to ‘escalate’ proceedings when we turned right at Campbelltown on B34 for the final run into Bicheno. Here’s yet another crackerjack road with all the critical elements to please, and by that time we knew which bikes handled certain conditions better than others – but that meant for little as BRS was still dictating the terms. However, the seminal question was being asked: what bike would you take as you every day steed? The answer, overwhelmingly, was the Street Triple R with five votes, followed by the Duke 690 R with one.

The final day allowed us the chance to either lock in our opinions of each bike or change tact, and it wasn’t long before we ventured off the A3 to immerse ourselves in the Elephant Pass (B34) and St Marys Pass (A4) to set the record straight — both roads chiselled to perfection by convicts to connect the inland to the coast. For sheer buzz factor, the passes are on a par with the climb out of Queenstown – a must do on any Tassie trip. Signs erected told us that the Targa rally was heading through that neck of the woods the week after.

Once we dipped back onto the A3, the pace dropped on the run back to Devonport, when I found myself enjoying the GSR750, F 800 R ($13,100) and Z800 more than I had in the preceding two-and-a-half-days. Perhaps the slight drop in intensity suited them more, and I can see why they all have their own batch of devotees. Not everyone wants to ride at warp factor and, on that score, these bikes deliver.

Meanwhile, the Brutale 675 isn’t a mellow soul and just loves the rough and tumble – but just lacks that little bit of refinement to match it with the Duke 690 R and Street Triple R in a straight shootout. But it’s still fun trying...

As we pulled into that same cafe in Devonport where it had all started three days ago (we substituted brekkie for beers on this occasion), it was clear that we had two standouts: the 690 Duke R and Street Triple R. If you want to rocket your way into triple figures and comfort isn’t your prime concern, then make your way to a KTM dealer forthwith. But for all-round useability and a nearly the same amount of fun, the Street Triple R is the boss cocky.

SECOND OPINIONS
Let’s face it: we all ride bikes for the fun and the rush. And I have never had as much fun as ripping around Tasmania in search of all the tight, windy stuff, of which there is an abundance. All six bikes performed admirably, and the funometer was always on high irrespective of what bike I was on. However, some models had the funometer red-lining. The Z800 and GSR750 I would take on any road trip and return happily satisfied. The F 800 R will bring you home with a broad grin from ear to ear and the expectation that all you need do when a little down is just jump onto the bike and all will be well in the world. We all know how much fun dirt bikes can be, and the 690 Duke R is that and more with an upright riding position which offers some panoramic views. If you can picture the tacho red-lining, screaming for a gear change, but still hinting at a little more, then that’s where the Street Triple R belongs -- it has it all. A comfortable yet confident riding position, superior suspension that rewards confidence and a sound that dissuades you from throttling down as that sweet note diminishes. All that leaves is the Brutale 675, which gives you too much blood pressure in a place that is not conducive to safe motorcycle riding. What can I say to make you go out and buy one of these monsters? Stiff suspension, horsepower that deifies its capacity and a roar that is better suited to a lions’ cage. I had the most fun on this bike, as nothing was a problem for the Brutale. If your penchant for motorcycle mania leans towards the racetrack as opposed to the highway then it’s the Brutale. – Paul ‘Jungle’ Burrows

A common theme has emerged on most of the comparos I've been lucky enough to be a part of. Terms like "harder to pick than a broken nose" and “nothing between them" sometimes fails to cover how similar bikes of a class can be, but not this time! Having been presented with six very individual bikes there is surely no better place to wring out their differences than a small (relatively ) island crisscrossed with amazing roads (I lost count of the "Caution, twisty roads next 12km" signs we saw!) and, for the most part, unpopulated from what I could tell, it doesn't get much better! The BMW is a surprisingly revvy twin with a confidence-inspiring chassis, let down a bit for mine by a lack of real punch and a bit of vagueness in the steering and brakes in this company. The Z800 isn't a bad place to be, with great styling and a smooth turbine-like engine. There is a lot to like, but unfortunately a severely under damped rear end and so-so brakes let it down a bit. The Duke 690R, wow! What a machine, I found myself looking down to check if it is really "only" a single; this thing goes and goes more than a one cylinder has any right to. Then you reach a corner, and before you know it there is an apex under your handlebar without any perceivable effort involved! Steering by thought, awesome brakes and great seat puts the Duke R very high on my wish list. – ‘Mad’ Murray Sharp

The Beemer was a middle-of-the-road bike for me, delivering power when required with adequate handling.  I find the F800R’s styling pleasing to the eye, however as with most Beemers beauty is in the eye of the beholder. The Z800’s styling is very aggressive, giving a perception of a well setup and sporty naked bike -- unfortunately first impressions can be misleading. Kawasaki has to get the engine and suspension sorted out. From the first minute I sat on the 690 Duke R all I wanted to do was throw it into a corner, and fortunately for me Tasmania has thousands of them.  The riding position is perfect as you are sat above the handlebar, similar to a supermotard. The bike’s power delivery is smooth as can be expected from a big-bore single-cylinder.  The combination of power delivery and handling makes it the perfect bike for all the tight and twisty bends of Tasmania. The bike fills you full of confidence with no corner too tight, and it put a smile on my face every time I rode it. As with all Italian bikes. The Brutale does not disappoint in the looks department, however it is too close to a sports bike with the suspension and power delivery too harsh. When I first got off the GSR I was not that impressed, the bike felt fairly bland and a little dull.  I gave it the benefit of the doubt and started to push it using the full rev range, and the bike responded in a controlled manner. In the corners the bike is smooth and predictable giving you the confidence to push it through the bends. The first thing you notice about the Street Triple R is the aggressive styling and classic twin headlights. Once on the bike the second thing that becomes apparent is the awesome noise coming from the Arrow pipe.  The bike is controlled and delivers massive amounts of useable power almost comparable to the Brutale’s, however a great deal smoother. The brakes are awesome, building confidence that allows you to use all the available power. Handling is also very responsive however not as responsive as the KTM’s. This bike would have been first choice however the KTM’s combined riding position and single cylinder power delivery gave it the edge in Tasmania. – Andy ‘Hurricane’ Herd

That is the way I see these bikes, simple. Well not that simple really. The Triumph was an easy one, twisted good looks, sounds hot with its meaty growl from the Arrow exhaust, plenty of power and torque in the low and mid-range, strong brakes and a joy to ride. Be it fast through the twisties or in traffic, it not only works but is exciting at the same time. The KTM is a very close second; closer then I would ever have believed. I rode its big brother, the Super Duke R, a few years ago and hated it. So I had very low expectations of the 675. Wow, this thing rocks! It is not even close to the most powerful bike here however, for me it is the fastest bike through the tight stuff and does it so easily it makes you wonder why it is so hard for other bikes. The downside, and what pushed it to second is, if you’re not in the tight stuff it is not as refined as the triple. Vibrations that you don’t remember when your blood’s up make the mirrors useless, and the upright position on the highway is tiring. Surprise No.2! The BMW is ugly. Not in a bad way but like an ugly dog -- you know its owners still love it. However, beside that and its flaccid feeling engine down low, it does everything else really well. This includes being by far the easiest bike to strap gear to. As an everyday ride it is probably the pick. The disappointment of the trip for me was the MV. I rode its big brother a couple of years back as well and loved it. Don’t get me wrong: the 675 is a weapon and on a smooth piece of road, with its engine on song, it is wonderful. It loves to be ridden hard; harder than my skill level is comfortable with. Speaking of hard, my skateboard has softer suspension! Now to the Japanese duo. These bikes do everything well, both have strong smooth engines, good ergonomics, reasonable good looks and would make great bikes to own and use on a daily basis. Unfortunately we rode them back-to-back with bikes that screamed for your attention and rewarded with exhilaration. The GSR750 and Z800 just got lost in the excitement. – Bert ‘Hitman’ Close

Let me preface my verdict on the comparison with one key point; this was the first time I had ridden a bike on the road in two years (after a high-side accident on the Hume Highway) and therefore my mindset was more about getting back into the swing of riding and not necessarily racing around like the rest of the guys. So in my humble opinion the winner, by a big margin, was the Triumph. It has all the requirements a mid-range road bike should have: responsive engine, great brakes, and comfortable ride. It also handled well at speed and around corners. It ticked all the boxes. The only thing that annoyed me was the bit of play in the throttle. The bike I enjoyed the next was the Suzuki. Possibly because it followed the MV Augusta (more on that later). The Suzuki is just easy to ride. Comfortable, turned into corners well, and it doesn’t have a great deal of speed or acceleration so there was no need to try and race it! It is just a nice relaxing bike to ride.  The MV Augusta is by far the quickest bike. It is great for having a fang on, but you could only ride it in short bursts and you definitely wouldn’t want to ride it around town. It has a very uncomfortable seat, the clutch is very heavy, and the dash display is way too busy and makes it hard to read at a quick glance. The horn and indicators also have unorthodox positions, thus every time I wanted to put the indicator on I honked the horn!  The Kwaka came in fourth despite its terrible suspension and ordinary brakes. The engine is nice and smooth, and you could ride it around in any gear you wanted. Visually, there wasn’t much in front of your peripheral vision because the dash and headlight are down low, out of the way, so you are basically hunched over the front wheel. Fuel gauge and range indicator were not always accurate either. Despite the heated hand grips which were nice in Tassie, the BMW came in fifth. There was nothing really special about riding it. That leaves the KTM as my least favourite. Although it was fun in the twisty sections, it was full of vibrations. There is no point in having rear vision mirrors; you can’t form a clear picture in them because they are shaking too much. Unfortunately a lot of my riding of the KTM was on straight roads and it just reminded me of riding a trail bike on the highway; not fun. It didn’t have the necessary acceleration to overtake a truck in quick time and the buffeting didn’t help. It also sounded and felt like my International tractor. Harsh, I know. I like my road bikes, to actually be road bikes. Not for me. -- Anthony ‘Mad Dog’ Reid

SPIRIT OF TASMANIA
A riding trip to Tasmania – unless you are hiring bikes when you get there – is all about the ‘occasion’, and the Spirit of Tasmania is a huge part of the revelry. Sure, competition for the ocean liner is scant, but now that I’ve made the crossing for the first time, I can’t think of a better way to bookend a trip -- from the nervous anticipation on the way over to the feel good factor of ‘a job well done’ on the way home. The only disappointment was that I didn’t fall in love – I was obviously expecting too much after watching a couple of The Love Boat episodes before the comparo began. And I’m sure my wife was relieved, as well.

The Spirit of Tasmania is actually two ships -- Spirit of Tasmania I and Spirit of Tasmania II -- criss-crossing like, err, ships in the middle of the night, as they make daily overnight jaunts from Melbourne to Devonport and vice-versa. There are also summer day sailings from 9:00am-6:00pm -- but there's something extra special about the moonlight crossings. The duo was built in 1998 in Finland, and the first commercial crossing was September 1, 2002. They are roll-on/roll-off designs -- openings at the stern and bow – for seamless entry and exit. Not that it’s really an issue for bikes, but a B-double driver would be happy with the arrangement.

Boarding on the Spirit of Tasmania begins a couple of hours before departure, and it’s a simple exercise – both in Melbourne and Devonport. Once it’s clear that you’re not harbouring any nasties like fruit fly in your luggage, the next port of call is a gatehouse masquerading as a check-in booth. You simply hand over your licence and you’re given the appropriate ‘credentials’, which for us included swipe cards for our cabins. There are some family rooms with televisions, but we had three twin cabins, which are more than big enough to store all your riding gear, whether it’s under the bed, on the side dressers or in your the cupboard. All the rooms have en-suites too. If your budget doesn’t stretch to rooms, you can book a reclining seat to whittle away the hours. There are 146 ocean recliners and 222 cabins – the latter offering four different spec levels.

After check-in, there’s a small wait before vehicles are herded onto the ship, where you’re then directed into position by staff. The only request is that you leave the steering unlocked so the bikes can be tied down. And don’t worry about other people playing with your bike, as the professionalism of the staff is beyond reproach. Once you’ve waved goodbye to your steed (and it’s permanent, as no access allowed to the vehicle deck until arrival) it’s then upstairs to deck seven, which is the central hub for the ship as far as dining, accommodation (rooms) and entertainment (games arcade, children’s playroom and live entertainment in summer) is concerned. That includes a free cinema, which has a child friendly screening time around 7:00pm, followed by another one later in the evening. Argo was playing during our cruise, but there wasn’t a huge turnout as the Logies were also screening at the same time and people were on tenterhooks on who would win the coveted Gold Logie, not to mention which soapie starlet looked the hottest.

Settled in and the ship hustling its way out of Port Phillip Bay en route to Devonport, we chose to dine in the ship’s restaurant – The Leatherwood. I eat everything except wasabi and stewed rhubarb, so I enjoyed the meal – but some of my colleagues who travel frequently to all corners of the globe commented that the food was sensational. The service is great too, so it’s a great way to settle in with your family and friends. But if your budget doesn’t extend to formal dining, there’s The Captain’s Table with a selection of cold and hot options.

After dinner, we made our way to The Spirit Bar, where some first-class dribble ensued before we retired for the night. We enjoyed benign conditions on both legs, so the first thing we knew that we were close to arriving was the wake-up call at 5:45am – from the sweetest, soothing voice I’ve ever experienced over a loud speaker. It’s then up and at ‘em before the call is made to make your way down to your vehicle, and within minutes you’re on your way.

SPIRIT OF TASMANIA FAST FACTS

For online bookings on the Spirit of Tasmania, visit www.spiritoftasmania.com.au. For enquiries, tel 13 20 10 or 1800 634 906. Any questions? Visit www.spiritoftasmania.com.au/faqs.