Eildon Sunday 2^nd September, 2007

Paul Punicki	Honda CBR1100	Lyn Duncan	Suzuki GSXR1000
Ian Payne (^1/2 rear)	Honda CBR1000	Cameron Stevens (Leader)	Suzuki GSXR1000
Luke Stvzebonski	Honda CBR1000	Misho Zrakic	Suzuki GSXR750
Ben Warden	Honda CBR954	Dave Ward	Suzuki GSXR600
Warren Punicki (1^st ride)	Honda CBR954	Geoff Jones	Yamaha R1
Craig Morley	Honda CBR929	Pina Garasi (2^nd ride)	Yamaha R6
Jacinta Thomas	Honda CBR900	Darryn Webster	Triumph 675
Renzo Cunico	Ducati 916	Nic Jacka (1^st ride)	Hyosung 250
Marty Thompson (^1/2 rear)	BMWR1150RS		17 bikes, 17 people

Another big turnout of 17 bikes and people on top of last week’s 22 bikes and the week before’s 19 bikes. The biggest consecutive turnout for quite a few years, the positive weather forecast a likely driver. It was good to see Pina having another crack at riding with us after getting colder and colder on her last ride resulting in her riding slower and slower. She divides her loyalties between various Ulysses Clubs, typically the Melbourne Branch, today heading for Euroa and lead by former MSR member Andrew Kennedy. Of course we bumped into them at Marysville later in the day, at which point Pina jumped ship to join the Ulysses, and conversely so did Jacinta – leaving the Ulysses ride to join us – maintaining the gender balance.

There were also a couple of new riders, Luke on a CBR1000 and Nic on a Hyosung, the first of that make ever on a Club ride. Probably a sign of things to come. Luke disappeared after lunch while Nic survived the whole day (Fraser National park, Torbreck River Road, Reefton Spur), a fine effort on a 250. He mentioned the next day he started looking for corners around the city to practise his new found skills, the bug already starting to bite!

Also out on his first ride was Paul Punicki’s big brother on a 954 coloured as per mine. By big, I mean at least a foot taller and 30 kg heavier. You would never pick them as related, let alone brothers.

The group consisted of the usual eclectic mix of bikes with seven Hondas and seven manufacturers. Renzo brought the 916 out to play and was seen punting it more rapidly as the day wore on. Marty, on the sole BMW, started as rear rider to Alexandra (first stop) and then swapped with Ian. I was content to follow him down the Reefton Spur, but when Craig slid past, the pace upped a little, and we rode as a fast freight train. Marty’s BMW’s undercarriage hit the ground a couple of times in a mass of flying stones and sparks, scaring me, particularly as it was accompanied by a loud bang heard through my ear plugs and over Craig’s pipe. We were certainly in the groove by this stage particularly with the Reefton in the best condition for maybe a year, with all the loose gravel finally dispersed. Only an odd piece of bark remaining from the last big blow required extra concentration. Tyres were evenly worn, the rear now needing replacing.

The ride flowed seamlessly as you would expect with so many regular members, beautiful weather, excellent roads and a capable leader. The route, as you may have already worked out, left Whittlesea at 10.05am after the day’s activities were outlined, a scribe sought and declined, the Corner Marking System explained to the new riders, and the rear rider identified. Kinglake came and went, a train of bikes now following me. I got a bit impatient riding behind Darryn on the best, fastest, right hand sweeper which goes on forever. Sure enough there was an oncoming 4WD and I had to move rather quickly which no doubt looked ugly to the following riders. Darryn wasn’t fazed. In hindsight, having a lingering head cold is not ideal for making good decisions quickly.

Left at Flowerdale, on to Strath Creek where that last left hander into town can be taken much faster than indicated. Right to Trawool and right again back to Yea along the highway, eyes peeled. Then on to Molesworth and across to Alexandra via the good road. Plenty of power generated on this stretch necessitating a fuel stop in Alexandra as the next was 160 km away.

I figured (and heard the hidden message) that now was a good time to eat because lunch would be a long way off (2.30pm in Marysville) as there wasn’t going to be any suitable venue until then. Obligatory group photo in front of the roller door setting the riders with coloured clothing to the front because black just does not photograph easily.

Next stop a regroup at the bottom roundabout in Fraser National Park. This road works well in this direction as you climb steeply to start off with after a gentle cruise beforehand, allowing time to refocus. We regrouped at the bottom so as not to run into each other as it was 3 km down and 3 km back up again to Skyline. On to Eildon, across the wall, down the other side, left on to Jerusalem Creek Road and up to Mt Pinninger. I corner marked at the bottom T junction warning of the gravel which I am intimately acquainted with after falling here about a year ago. Cameron didn’t lead the troops to the very top seating area but I rode up anyway having come the “wrong” way around the dirt section to avoid the choking dust. Besides, I had washed my bike the day before, a rare occurrence in these drought times.

I took more spectacular photos of the dispersed group in the foreground and the parched lake system in the background. Bright blue sky, blue water, the odd skier, dark bikes silhouetted.

Down again and left on to the Jamieson Road heading for Torbreck River. The surface was brilliant to start off with and then diabolical, a new coating of that cool temperature rubberised bitumen heavily laced with fine gravel that collects up the middle of the lane – exactly where we like to ride. Throw in fast wearing rear tyre and change of directions saw the rear tyre skating all over the shop. I mentally forced myself to slow down and endure this section of the ride. Various people had “moments” along here but we all made it intact.

With time marching on, Pina finally arrived (giving us a break, but not her), we set off on the return journey which always seems easier (and faster). Back to the highway where I slotted in behind Nic and Darryn for the transport section to Taggerty and Buxton. I finally passed heading for Marysville only to corner mark at the end. But everyone was no more than 5 minutes away and it wasn’t long before we were queuing up for lunch at the bakery. A turkey and cranberry sauce salad roll hit the spot. Of course we were competing for table space outside with the Ulysses Club – there were more of us than them, interesting in itself. After the exchange of women we set off across the Reefton, finally regrouping in Warburton to break-up and head our separate ways.

The ride was 350 km long to this point. Throw in 50 to get to Whittlesea and another 80 to get home – at 5.10 pm and it was a “big day”. It is not often we do Torbreck and the Reefton in one day.

Thanks are due to Cameron who had a lonely lead out the front as the ride frequently became spread out, Ian and Marty for shouldering the rear riding duties, and the rest of the gang for being there and enjoying the day and the bikes. Sorry if I missed any incidents but as no-one volunteered or was co-erced into writing the article, I wasn’t receptive to other people’s dramas, though I don’t think there were any.

Jacinta and I headed off home via Healesville and Christmas Hills. The boys caught us a short time before Healesville and in the excitement we lost her at the Old Healesville Road turnoff. Later, she reported entering Yarra Glen from an usual direction but made it home okay.

The 954 clocked over a year in my possession accumulating an additional 39,000 km on top of the original 48,000 km, the vast majority on Club rides. The motor is going well apart from the cam-chain ticking which will be rectified, maybe in the next school holidays, when we head north for a holiday with daughter Fiona. The only mechanical failures in that time have been two fork seals – the same one twice. Of course, the stator failed at the standard 70,000 mark, soon remedied with one from the spare donor motor, the rest of which will eventually find its way into the frame, I’m thinking, around the 150,000 km mark – another year and a half away. Of course chain and sprockets every 30,000 or so is about the best I can manage, probably exacerbated by the regular two-up commute during the week. Occassional brake pads is about it for maintenance costs, apart from one service at 50,000 km to check the shims.

The bike is developing “character” as various rattles are becoming more prominent. The little rubber cushioning washers are all compressing and allowing various plastics to resonate. Nothing that a few spacer washers can’t fix. Of course, stone chips c/o of Club rides are accumulating rapidly. But who cares? Ride it and enjoy it I say! The bike performs most tasks admirably, from daily commuter to weekend sporting tool, with remarkable reliability.

The next point of interest will be whether the odometer clocks over from 99,999 or just stops like the 929 did. I suspect the later and have sourced a replacement speedo (thanks Paul), ready for such an event. Note: Lyn’s GSXR1000 K1 just clocked over 100,000 km with no problems.

Ben Warden