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Motorcycle Investor mag

Switchgear and the exercise yard

Sunday shed wrap

February 15, 2026 – Guy 'Guido' Allen

With a handful of bikes wrapped up and sent away to auction (see our story on culling) Muggins finally got some time to crack on with at least of the gazillion little jobs lurking in the shed, needing attention.

Top of the list was the 2001 BMW R1150GS which, by the way, this year becomes eligible for club plates in Victoria – potentially dropping my annual rego bill from Au$670 to around $180 for 90 days of use. Yay!

Anyway, this bike is the sacrificial anode of the fleet. It’s used as a shopping trolley, as a loaner bike and for any task that saves the more precious toys in the herd from getting knocked around.

And the problem? The left indicator paddle felt loose and wasn’t working. Having learned long ago that I am one of those people who should not be allowed to attempt rebuild delicate switch gear – or be a jeweller or brain surgeon – I used the easy escape hatch. Which was to buy a functioning used unit on the web. In this case it came from Germany and wasn’t expensive.

The set-up on R1150 series is an integrated left switch block and clutch master cylinder, which looks stylish and has some unusual architecture that makes disassembly a bit of a puzzler for the uninitiated. I was glad to have a favourite workshop tool on hand, namely an iPad – a search on the web revealed some tips on what to look for, particularly on a GS.

So, we’re loosening the hand-protector, removing the mirror and looking for three screws to detach the switch block. There is an elaborate multi-pin plug that attaches to the main wiring harness on the frame, which means removing the left pannier, the seats (quick and easy), then dismounting the rear of the fuel tank so you can shuffle it backwards to get to the appropriate spot.

About now, you’ll be noticing bits of rubber wiring harness shroud falling on the ground. The material used by BMW back in the day was meant to be environmentally-friendly in that it was in the recycling loop. However it also simply falls apart with age.

That’s not a massive drama, as you can buy pre-formed universal aftermarket sleeve material in various gauges that is cheap and easy to fit. Doing this job revealed another wiring harness that was rubbing on the main steel frame member – a good opportunity to solve that issue, as well.

I tested the replacement switch unit before buttoning up everything and it worked fine. Though fiddly, it was an easy job.

Then, just for the hell of it, I had a closer look at the 'dead' switch block – the one I knew I couldn't repair. The issue was simply a pivot for the indicator paddle had popped out of its socket and was quite easy to fix. Of course (rolls eyes, takes up drinking...). Never mind, I now have a spare switch block.

Next came the fun part, assembling the exercise yard for the day. Our victims were Hannibal the Hayabusa, the Triumph Daytona 1200 and Triumph 1200 Thruxton R – three motorcycles with very different characters.

Hannibal is a 2003 first-gen ’Busa with a Phil Tainton-modified engine that’s making 209hp at the back tyre. Hit the starter and you get very angry noises, fair warning that whatever you’ve just woken up may or may not be friendly. The only other machine in the fleet that goes close on the angry scale is the MV Agusta F4 1000 Nero.

Despite the emotional start, Hannibal is in fact a gem to ride. It will play nice, or not if you really wake it up. A short ride where you cut it loose a little feels like an exercise in controlled violence.

The Daytona 1200 is a big and heavy brute and pretty much emblematic of early 1990s fast sports tourers. It’s more about force than subtlety.

As for the Thruxton R, what a delightful motorcycle! The handling and ride are exceptional (so long as you can cope with the cafe racer stance), while there is plenty of poke on hand to keep you amused. And, it looks stunning. I don’t ride it much, but every spin is confirmation that buying it was a great decision.