Cycle Torque January 2010

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Commuter Torque: News, products, the Hyosung GT250R and Honda’s Silver Wing scooter.

BMW R 1200 GS long termer.

Hall’s Border Run Part 2.

Quad Torque: Polaris Ranger RZR S

CAB AUDIT

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TUR

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GET YOUR MOTORCYCLE BOOKS AT CYCLETORQUE.COM.AU JANUARY 2010 - 1

JANUARY 2010 Contents 34

13

COMMUTER TORQUE

LAUNCH

BMW S 1000 RR

HYOSUNG GT250R

38

36

COMMUTER TORQUE

HONDA SW-T400

40 TEST

COMMUTER TORQUE

CAGIVA MITO

54

KTM 990 ADVENTURE-R

57

LAUNCH Polaris RZR S

LAUNCH YAMAHA

features 30 Bel-Ray Six Hour 32 COMMUTER TORQUE 46 BORDER RUN PT 2

Cycle Torque: 02 4956 9820 Full details page 19

50 LONG TERM BMW R 1200 GS 53 QUAD TORQUE REGULARS 3-12 News 18 guntrip 20 bike stuff 22 Used & Reviewed 23 Dirty Torque 24 race torque 26 major events 27 LETTERS 44 EDITORIAL 49 E-Torque Cover images courtesy the relevant manufacturers.

YZ450F

NEWS torque

Thruxton Limited Edition

TRIUMPH is set to release a limited edition Bonneville Thruxton SE in 2010, painted in the new Crystal White paint colour, which Triumph says has a high metallic content.

While the bike has a new paint scheme, mechanically the Thruxton SE is unchanged from the standard Thruxton – the 865cc air-cooled parallel twin is the same, and the tubular steel frame is identical underneath the new powdercoating.

Basic telescopic forks and twin rear shocks remain – the bodywork is also unchanged beyond the new paint combination.

Price and availability for the Thruxton SE is yet to be announced. n

MotoGP goes back THE Grand Prix Commission has voted to return MotoGP capacity limits to 1000cc, for machines with a maximum of four cylinders and bore sizes limited to 81mm.

At this stage the new capacity limit isn’t confirmed, with the Commission still to meet on further occasions to nut out the rules.

This must be music to the ears of riders like Valentino Rossi who has already said he’s against the 800cc class, saying it’s too dominated by electronics, whereas the 1000cc limit is more down to the rider, if there’s more restrictions on traction control and the like.

The new rules may yet allow highly modified production superbike based engines. If this is the case MotoGP may see its status watered down from prototype to modified production. Just as with the new Moto2 class, MotoGP could become closer to its superbike cousins than ever before.

Mr Smith passes

If this is the case you can bet the Superbike World Championship bosses won’t be happy.

It will be interesting to see what engine layouts the companies will use for the new 1000cc limit, if it eventuates.

Honda can’t go back to using a five cylinder design, but it may well just rejig the current 800cc V-four engine, as may the other manufacturers.

The other reason the championship bosses may want to return to 1000cc is to distance MotoGP from Moto2, at least capacity wise. n

WELL-KNOWN motorcycle writer Peter Smith (57), better known as ‘Mr Smith’, has passed away at his Quirindi home, NSW.

The Picture. For all his wonderful ability to write, though, he was at his best in person, a short, bald, fat man telling stories which would have you laughing, crying and thinking.

I knew Smithy, as he was also known, for nearly 20 years: it was my job at Two Wheels to make sure columnists got their work in on time, and Smith was one of them. His humour, insight and experience were legendary, and he worked some of that magic at my wedding, where he was MC.

He loved food, wine and blue overalls, but his passion for Yamaha’s SR500 single was unbridled. Long before Deus ex Machina started making them fashionable, Smith had a large collection of SR500s, mostly in bits. His love of words was deep, too, with the various sheds he lived in while I knew him littered with old books, magazines and paraphernalia.

Smith wrote his column in Two Wheels for many, many years, but he also wrote for many other magazines, including Streetbike and

– Nigel Paterson

NEWS torque

Husqvarna shows new Mini Bike models THE first step towards the new Husqvarna mini bike range has been shown.

Husqvarna Motorcycles revealed a complete new CR 50 mini bike at EICMA, the biggest Motorcycle Expo in Europe.

The 50cc 2-stroke bike will be an expansion to the already existing Enduro and Motocross line up into the ever popular junior market. The new mini bikes can be easily reconised as smaller

ASBK dates

companions of the bigger bikes following the same style as the TC 250 and TC 450.

The Paul Feeney Group believes this is the beginning to an expanding range of mini bikes.

The new CR 50 will be available in Spring 2010, followed by the all new CR 65 in Summer 2010.

Pricing for both models will be announced closer to the release date. n

Breakfast Torque

THE Australian Superbike Championship has finally released its dates for next year, with the first round scheduled for the World Superbike round at Phillip Island on February 26-28.

Not every round will have the full class lineup, for example the PI round will have Superbike and Superstock 1000 on the grid together, while Supersport and Superstock 600 machines will each have their own races.

From there the series goes to Symmons Plains in Tasmania on March 12-14 for R2.

The rest of the championship goes like this: R3 Qld Raceway April 16-18; R4 Qld Raceway May 1-2 (V8 Supercar), so SB/SS1000 only); R5 Northern Territory June 18-20 (V8 Supercar); R6 Broadford Vic July 16-18; R7 Qld Raceway August 20-22; R8 Phillip Island September 10-12 (V8 Supercar); R9 Symmons Plains Tas November 6-7.

It is important to note that this calendar is provisional and subject to change. Please check the calendar available on MA’s website www.ma.org.au for any changes to 2010 events. n

FOR many years Breakfast Torque, held at Loftus Oval (near the entrance to Sydney’s Royal National Park – one of Sydney’s greatest motorcycling roads), has brought together many involved in road safety and motorcycling to present motorcyclists with a pertinent and meaningful way of discussing road safety. On October 25, over 1500 motorcyclists enjoyed all that Breakfast Torque has become, braving threatening rain, to enjoy what has become one of Sydney’s best motorcycling events.

The St. George – Sutherland Ulysses Club and Kogarah, Rockdale and Sutherland Council’s Road Safety Officers have long worked hard to establish this event and each year has seen significant growth in attendance. 101.7FM’s ‘Jonesy’ (Brendan Jones) hosts a morning which includes free breakfast, motorcycle and accessory displays, test rides, riding skills demonstrations, riding gear modelling, prizes, the NRMA Careflight helicopter simulator and culminating in a crash scenario where a stunt rider this year collided with a car. Professor Danny Cass, from the Institute of Trauma and Injury Management, talked about some aspects of riding we’d rather not think about but his support of the event, and wise counsel were welcome.

The intention of this whole morning is not to brow beat motorcyclists with messages of why they aren’t safe. It is intended to provide people with a methodology of how they can ensure they can continue to ride safely and reduce risk while enjoying all that motorcycling offers.

What started as an idea to improve safety has grown because the road safety message isn’t shoved down anyone’s throat, rather it is shown as the natural part of clever motorcycling.

For more information on this event contact the Road Safety Officers at the above councils, the St. George Sutherland Ulysses Club, or go to the Facebook site: http://www.facebook. com/pages/Breakfast-Torque/152005543620?ref=ts.

– Paul Riley

4 - JANUARY 2010

NEWS torque

Sizzling Sydney DESPITE the very high temperatures, motorcycle enthusiasts descended en masse to the Sydney Motorcycle Show at Homebush on the weekend of November 20-22.

Most of the major motorcycle importers and accessory retailers were there to show their wares, with well over 20,000 people going through the turnstiles to see what was on offer.

There were also stunt shows and FMX riding displays plus on stage entertainment.

Cycle Torque was lucky enough to get famous adventure rider Charley Boorman on hand to sign copies of his latest adventure – By Any Means – Right to the Edge.

Cycle Torque also interviewed Charley on stage in front of a huge crowd, Charley enthralling the crowd with his tales.

Also pulling big crowds was superbike champ Troy Bayliss, there to promote his own new book.

Notable new machines on hand were the new Victory Cross Country and Cross Roads, and the Honda Fury custom cruiser. Yamaha had Valentino Rossi’s race bike on its huge stand, and Honda had a brace of desert racers besides the Fury to whet show goers’ appetites. Of course there was a host of other new machines from the other manufacturers, every stand having a stunning new bike or three to drool over. n

Above: Charley Boorman, on stage as a guest of Cycle Torque, attracted a huge crowd (left).

Boorman signed autographs for the best part of two hours.

Below: The main show floor.

NEWS torque

Motologic turns to twins MOTOLOGIC Racing seems certain to be racing Ducati 1198s in next year’s Australian Superbike Championship.

Honda has already confirmed it will no longer be supplying machines for the Paul Free run team in 2010, and when rumours surfaced that Motologic might go Italian, Free angrily denied them, saying at the time, “At this stage I can’t confirm or deny we’ll even be racing in 2010.

“We’re still at least a month or even more away from being able to make that decision – there is nothing signed; as yet there is no deal done,” he added.

Rumours are flying thick and fast, with a number of top level riders allegedly already singed up, but we’ve also heard the exact line-up has not been finalised.

It will be good to see the Italian twins on the racetrack in the premier class. Free’s Motologic team certainly has the runs on the board when it comes to results, so don’t be surprised to see the 1198 racing machines at the pointy end next year.

DERT in the desert

BACKED by Honda Australia, the Desert Edge Racing Team has launched an expanded 2010 off-road racing program to feature a massive seven-rider line up, spearheaded by multiple Australian Champion, AJ Roberts. The key focus of the team will be the Finke and Hattah races.

At the helm of the program, DERT Team Manager and Dealer Principal of Desert Edge Motorcycles, Michael Vroom has the benefit of 15 years’ desert racing experience, including victory in the 2001 Finke event.

Having contested the World Enduro Championship and represented Australia seven times at the ISDE, Honda’s threetime Australian Off-Road Champion AJ Roberts is eager to add a Finke victory to his long list of achievements and will inject his vast national and international experience into the DERT program.

Also joining DERT with support from Honda Australia, Jacob Smith is touted as the next big talent emerging in national offroad racing after taking victory in the 2009 Australian Safari to become the event’s youngest ever winner.

Specialist desert racers, the Alice Springs based outfit also has a proven track record and a wealth of experience within its local riding contingent that includes Michael Walsh, Peter Costello, Caleb Auricht, Jack Dooley-McDonnell and 2006 Finke race winner, Ryan Branford.

All seven DERT riders will compete aboard 2010-model Honda CRF450R machines.

“The Desert Edge Race Team is proud to have stepped up our 2010 program with additional support of Honda Australia,” said Vroom.

“DERT has a lot of experience with desert racing and we’re looking forward to combining the best of our local knowledge with the riding skills of AJ Roberts and Jacob Smith.

“It’s by far our strongest rider line-up yet, and we have our sights firmly set on dominating the 2010 results for DERT and Honda.” n

6 - JANUARY 2010

Newcastle Toy RUN THE 32nd Newcastle Toy Run on Sunday, December 6 attracted about 5000 riders and raised more than $52,000 in cash for the Salvation Army.

The NewcastleToy Runs have been aiding the Salvation Army for 28 years and this year’s run was no exception, as it also raised about $25,000 in toys. So that’s about 500 Hunter Valley, Newcastle and Lake Macquarie families in need who will not have to worry about Christmas presents for the kids this year.

I have to say that one of my persistent images of this year’s Toy Run was to see cars stopped at side streets waiting for motorcyclists to ride past on the police escorted run - and not one of those faces had a scowl on them, rather more often than not a smile, a wave and a honk of the horn was normal.

Newcastle is the where toy runs were born in Australia and a lot of the thanks for this great Hunter Valley, and now Australian, institution must go to Big John - who is way too modest to push himself forward for praise.

It says a lot about the Hunter Valley in particular and motorcyclists in general, but just call me sentimental.

Although he did harass Newcastle Mayor John Tate into getting his bike licence last year and it was good to see Mayor Tate ride a scooter to the event this year.

Check out our website for some pix we’ve managed to acquire from this event courtesy of John David Wrightson Creative Photography (bigbadbongoman@ yahoo.com.au).

Thanks John and thank you Big John.

– Dennis Penzo

$99 Helmets $99 Kevlar Jeans $99 Boots OPEN BOXING DAY

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JANUARY 2010 - 7

NEWS torque

Knight Signs With KTM TWO-time World Enduro and GNCC champion David Knight has signed for the Farioli KTM team to compete in the 2010 World Enduro Championship.

3 World Championship. “I’m extremely happy to be riding for the Farioli KTM team next year, I will receive full factory KTM equipment and be a part of what is a great team that I know well, I’m really Knight’s 2009 season saw the tall Pom break looking forward to the start of the new season. his contract with BMW before going on to score “With the Farioli KTM team and support from round wins in both the WEC and US GNCC series my personal sponsors I know I can re-establish myself at the top of the Enduro 3 World on Kawasaki’s KLX450.

Knight and Farioli KTM will compete in the Enduro Championship.” n

Buell’s BACK!

AS REPORTED last issue, the Buell Motorcycle Company has been folded by its owners HarleyDavidson. We also reported Buell will continue to support its customers with spares and servicing throughout its dealer network.

In one hour

It was unsure what would happen to Erik Buell, founder and Managing Director of the company, but he’s now set up shop under the Erik Buell Racing banner.

Buell aims to specialise in supply of race kitted 1125R machines to the American racing scene.

23-year-old Danny Eslick recently took a 1125R to victory in the AMA Daytona Sportbike Championship.

Find out more at www.erikbuellracing.com. n

THE Post Classic Racing Association of NSW held its annual endurance racing festival on the weekend of November 21-22 at Wakefield Park Raceway.

A big turnout of bikes greeted the starters lights each day, with sprint races also being held over the two days.

Classes ranged from buckets right up to the unlimited capacity PreModern machines built up to 1995.

Saturday’s heat was not as high as expected, and some 36 bikes fronted the starter for a LeMans start for the up to 500cc New Era/Pre Modern/ Period 4-5 one hour endurance race.

Rules dictate one bike is to be used, with minimum of one rider change in a prescribed time period. A number of classes made up the field, with 400cc inline fours, and 250cc twostrokes dominating the field.

At the end of play it was the Rutherford Trailers’ ZXR400 Kawasaki of Craig Goldsmith and Cycle Torque’s own Alex Pickett – the youngest rider in the meeting, at 16 – who took outright victory from a number of previously more fancied opponents.

Second was David Hall and Garry

8 - JANUARY 2010

Cycle Torque’s Alex Pickett on his way to victory.

Briggs on a Honda 250, while third was the team of Holmes/Kairl.

Sunday’s first one hour was the up to 125cc event for Superlites, Motolites and Period 4-5.

The team of Morris/Briggs took their Honda CRF150 based road racer to outright victory from the Carruthers/ Borg and Byrnes/Byrnes teams, both using Honda RS85 machines.

The final endurance showdown was for 500-1300cc New Era, Pre Modern and Period 4-5 machines.

Outright victory went to the Clarke/ Borkowski Honda CBR900RR, with Borkowski lining up after a spill in Saturday’s 500cc event while chasing the Rutherford Trailer’s ZXR400.

Second was the Ward/Hall Suzuki GSX-R750, with the Onrust/Light pairing third on their Yamaha FZR1000.n

NEWS torque

A desert change

YOU’VE heard of a sea or tree change, but does the idea of travelling through the outback servicing motorcycles for a living get you thinking?

After years in the motorcycle industry, Terry Bryant longed for a change, something that he could do while still being involved with motorcycles.

Terry built up a business servicing motorcycles on outback stations, eventually fitting out a 12 tonne Isuzu truck with motorcycle spares, tools and living quarters for two people.

There are close to 200 customers on the books, spread over much of outback Victoria, South Australia NSW and Queensland. Twice a year Terry heads north for a four month 6,500 kilometre sojourn to service his customers, culminating at Cape York, before winding his way down the states to home.

But everything must come to an end and retirement beckons to the bike man of the bush, therefore the business is up for sale.

Please contact Terry on 03 9776 5144 for more information. n

Funky FZ8

YAMAHA has released a tantalising sneak pic of its new FZ8, set to be released later in 2010. The bike will be similar, at least in design philosophy, to the current FZ6, but will most likely use an 800cc engine.

Whether the FZ8 will replace both the FZ6 and FZ1 remains to be seen but as the 750cc plus naked market is getting bigger all the time, Yamaha may think it will be a happy hunting ground for the new machine.

Unfortunately the only pic released

by Yamaha is this snippet of the headlight. n

MV savings

MV AGUSTA is rolling out the red carpet and offering big savings on its range of 2009 Brutale and F4 312 models.

Savings vary depending on each model but you’ll get $1,905 off a Brutale 989 R and a whopping $6,505 off the F4 312 RR dual seater.

Go to www. mvagusta. com.au for more info on how to save. n

JANUARY 2010 - 9

NEWS torque

What price hands?

“What I found was that each of these brands was a market leader in its field; they all specialised in something they do very well,” Franck said.

“I gained a lot of experience right across the board covering many different aspects and brands of apparel in the motorcycling industry.

WHETHER you have the intense precision control of a GP rider or you ride a scooter or cruiser, you want to know that your hands have the best protection you can give them.

Well, a company called Five Gloves is specialising in making the very best gloves available on the market anywhere in the world.

Back in the early ’90s Franck Fazio had contested several French enduro championships.

He stopped competition riding at age 19 and within three years he’d formed his own marketing company. He worked for Alpinestars for 12 years, Spidi for seven years, Dainese, Spyke, Oxstar and Vemar.

“So I decided to specialise in gloves, as there was no clear undisputed market leader in this segment of the market,” he said.

In 2005 Five Gloves was born (five, as in the number of digits on the hand).

For his technical expertise he approached Molinari Guanti who, for 68 years, has been recognised as the leading leather goods producer in Italy.

Molinari Guanti supply much of the top quality expertise

and product found at Prada, Gucci, Dolce Gabbana and Yves St Laurent.

And after six years the range in Europe has grown to cover not just GP riders but gloves for women, offroad, children, all-weather, street urban and some beautifully crafted fullgrain pittards leather ranges called Man in Town and Woman in Town.

Cycle Torque had a view of most of the range during Franck’s recent trip to Sydney and they are exquisitely finished quality gloves.

Moto National Accessories is the Australian distributor for the Five Gloves brand, which graces the hands of international GP riders such as Andrea Dovizioso.

Check out some of the range on www.motonational.com. au.

SMALL TORQUE Australian Off Road champ dates VENUE information will come to hand shortly so go to www.ma.org. au/2010calendar during January 2010.

Round 1: 13-14 March, NSW; Round 2: 1-2 May, QLD; Round 3: 5-6 June, NSW; Round 4: 10-11 July, VIC; Round 5: 7-8 August, SA; Round 6: 4-5 September, NSW.

Australian MX Nationals dates THE dates and locations for the 2010 Australian Motocross Championship have been finalised with the series kicking off late March and ending in July.

In a major shuffle of round locations, Mackay, Murray Bridge, Wanneroo and The Lakes rounds have been replaced with Horsham, Barrabool, Raymond Terrace and Port Macquarie.

Round 1: 28 March, Horsham VIC; Round 2: 18 April, Canberra ACT; Round 3: 2 May, Barrabool VIC; Round 4: 16 May, Toowoomba QLD; Round 5: 6

10 - JANUARY 2010

June, Raymond Terrace NSW; Round 6: 27 June, Albury NSW; Round 7: 18 July, Port Macquarie NSW; Round 8: 24 July, Coolum QLD.

ABS Z thou

KAWASAKI’S Z1000 will be equipped with ABS for 2010. A number of styling and colour changes have also given the bike a lift for next year.

No details on exact release dates and prices are available but check out www. kawasaki.com.au for more info.

Crusty tour

DATES have been released for the upcoming Crusty Demons Thirst 4 Destruction tour. Joining the Crusty crew is a host of international riders, like Brian Deegan, Nate Adams, Seth Enslow, Jimmy Blaze and ‘Bubba’, Crusty’s clown and crash test dummy.

A number of Aussie riders will also join the rider line-up.

The five show tour, kicks off at Perth on May 8 and finishes on June 5 in

Brisbane.

For further info go to www.dcegroup. com or call Ticketek on 132 849.

Big brother

NSW is set to get a raft of new speed and red light cameras, but they will be in the one unit.

So not only can the camers catch you running a red light, they will also be able to detect you speeding at the same time.

Units will be installed in four permanent locations, with others being rotated around the state.

Small bore Hyper

DUCATI’S new 796cc Hypermotard will retail for $15,990, an amazing price for a machine boasting such pedigree and 81hp.

Joining the line-up next to its bigger stable-mate, the 1100 Hypermotard, the new 803cc machine gives a cheaper entry to this range without giving away much in the fun factor stakes. n

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NEWS torque

Top Gear mopeds

TWO mopeds featured on the famous 2008 Vietnam special of BBC Programme, Top Gear , generated a high level of interest. A 1967 Piaggio Vespa 150cc VBC Super and a 1973 Honda City 50cc Chaly sold for £2,530 and £1,955 respectively, some nine times their true value.

Tasked with buying vehicles for less than 15 million Vietnamese Dong (VND), the Top Gear team purchased a series of motorcycles for their Vietnam adventure. The Vespa was the preferred ride of Jeremy Clarkson, whilst the rather incongruous Stars ‘n’ Stripes Honda Chaly, that continuously played Bruce Springsteen’s Born in the USA, was intended as a punishment for those whose motorbike was afflicted by repeated breakdowns. These two motorcycles were bought by the National Motor Museum in Beaulien, as a brilliant contribution to their Top Gear exhibition currently on display. n

Aussie flips for Harley

AUSTRALASIAN Freestyle Champion Kain Saul has become the first rider in the world to have successfully landed a back flip on a road based Harley Davidson motorcycle.

The gutsy Queenslander made the decision to attempt the flip after spending an afternoon jumping the XR1200 Sportster into a purpose built foam pit. “I didn’t really tell too many people about this jump, I wanted to keep it on the low-down just in case things didn’t feel right, or I wasn’t feeling comfortable,” Saul said after the jump.

With the XR1200 Harley weighing in at 257kgs it was always going to be a gamble whether the flip would come off perfectly but the talented Freestyle champion made it look quite easy. “I was actually surprised at how comfortable I felt on the bike right away.

As soon as I did my first flip into the foam pit, I knew I could get it done. I was pretty nervous, but that feeling I got when I landed was just amazing; that feeling is why I love riding dirt bikes so much!”

AMA MX schedule

THE final draft of the 2010 Lucas Oil AMA Pro Motocross Championship schedule has been released by the series promoter MX Sports Pro Racing.

“The 2009 season was a transitional year for AMA Motocross, with lots of positive changes, and there’s more to come,” said Davey Coombs, vice president of MX Sports.

“We feel the 12 circuits the tour is visiting now make up the very best tracks in the country, though we continue to search for new opportunities and areas to visit in the near future – especially in the southeast. It is our goal to be there in 2011, as the facilities we are eyeing are continuing to build their infrastructure and racing circuits.”

Quick-Fix Harley Davidson dealer principal Gavin Walker spent close to two years planning for this moment and searching for the right rider to attempt the stunt. “I’m just so rapt to see Sauly (Kain Saul) land the world’s first ever Harley back flip! So much work has gone into making this happen, it feels so good to finally see it pay off.” Gavin Walker said. n

Fox Sports channel Speed TV will continue to show the series so we Aussies will continue to be able to watch Chad Reed, Brett Metcalfe, Jake Moss, Matt Moss and Dan Reardon in the thick of the action in 2010.

2010 racing calendars

In addition, races will also be streamed live via the series website www.allisports.com.

MOTOGP: R1 April 11 Losail Qatar; R2 April 25 Motegi Japan; R3 May 2 Jerez Spain; R4 May 23 Le Mans France; R5 June 6 Mugello Italy; R6 June 20 Great Britain Silverstone; R7 June 26 Assen Netherlands; R8 July 4 Catalunya Spain; R9 July 18 Sachsenring Germany; R10 July 25 Laguna Seca USA; R11 August 15 Brno Czech Republic; R12 August 29 Indianapolis USA; R13 September 5 Misano San Marino; R14 September 19 Balaton Ring Hungary; R15 October 10 Sepang Malaysia; R16 October 17 Phillip Island Australia; R17 October 31 Estoril Portugal; R18 November 7 Valencia Spain.

Superbike World Championship: R1 February 28 Phillip Island Australia; R2 March 28 Portimão Portugal; R3 April 11 Valencia Spain; R4 April 25 Assen Netherlands; R5 May 9 Monza Italy; R6 May 16 Kyalami South Africa; R7 May 31 Salt Lake City Utah; R8 June 27 Misano San Marino - Italy; R9 July 11 Brno Czech Republic; R10 August 1 Donington Park England/Europe; R11 September 5 Nürburgring Germany; R12 September 26 Imola Italy; R13 October 3 Magny-Cours France.

World Motocross MX1 & MX2: R1 April 4 Bulgaria; R2 April 11 Italy; R3 April 25 Netherlands; R4 May 9 Portugal; R5 May 16 Spain; R7 May 30 Great Britain; R7 June 6 France; R8 June 20 Germany; R9 July 4 Sweden; R10 July 18 Latvia; R11 August 1 Belguim; R12 August 8 Czech Rep; R13 August 22 Brazil; R14 September 5 Netherlands; R15 September 12 Italy.

Updates and all of the world championship calendars are available from www.fim-live.com. n

12 - JANUARY 2010

2010 Lucas Oil AMA Pro Motocross Championship Schedule: May 22 - Hangtown Motocross Classic Rancho Cordova, Calif; May 29 - Glen Helen Raceway San Bernardino, Calif; June 5 - Freestone Raceway Wortham, Texas; June 12 - High Point Raceway Mt. Morris, Pa; June 19 - Budds Creek Motocross Mechanicsville, Md; June 26 - Thunder Valley Motocross Lakewood, Colo; July 3 - RedBud Buchanan, Mich; July 17 - Spring Creek Motocross Millville, Minn; July 24 - Washougal Motocross Washougal, Wash; Aug 14 - Unadilla Valley Sports Center New Berlin, N.Y; Aug 28 - Moto-X 338 Southwick, Mass; Sept 4 - Steel City Raceway Delmont, Pa. n

Launch report: 2010 BMW S 1000 RR

Technosport

Has BMW built a Supersport to rival the best from Japan and Italy?

This article has been Extracted from the S 1000 RR Special Edition eMag available at www.cycletorque.com.au or via iTunes.

RIDING GEAR: OGK FF5 helmet, Berik leathers, Moto Dry boots.

TEST BY

Nigel Paterson

PHOTOS BY

BMW JANUARY 2010 - 13

Technosport WITH its combination of breathtaking speed, agile handling and incredible rider assistance technologies, BMW’s S 1000 RR could become the benchmark sportsbike against which all others are compared.

For a company which has never built a four-cylinder uncompromising sports machine before, this first effort is incredible. But never mind first effort: this bike will take it to the Japanese and Italians in terms of performance and handling, then add in rider assistance technologies including ABS and traction control as options.

The bike is, of course, the basis for the model Troy Corser and Ruben Xaus have been riding in the Superbike World Championship. As such, some will dismiss the bike as a ‘loser’ because neither rider has been able to put the bike at the top of the podium, but unless you’re considering building a bike to put on the grid next to Troy and Ruben, you’d be crazy to do so.

After all, it took Yamaha over 20 years to win its first SWC title, but that has never stopped the R1 being an awesome supersport machine.

most of them.

For the S 1000 RR, BMW is taking these technologies a few steps further.

The DTC and ABS are a option which adds $2500 to the base price The instruments are very easy to read at speed. of $21,900 + ORC. DTC offers four modes - Rain, Sport, Race and Slick. Out of the crate the system doesn’t offer slick - it’s designed for slick tyres, after all - but it can be activated easily by your dealer (and is essential if you want to pull big wheelies).

Modes are controlled by a button on the left handlebar, and can be changed on the move, too, and the Rider Assistance Technology system retains the mode you were in BMW has always been innovating to Technology can be pretty too. last when re-starting. make riding safer and more accessible Here’s what to a greater number of riders. The most is BMW says about obvious example is anti-lock braking, each mode: which is either standard or an option on “When riding nearly all BMW’s road bikes. With the on a wet surface K 1300 S BMW introduced its Gearshift Assist, which most of us call a quickshift with reduced grip, the Rain Mode – no need to back off the throttle when changing up, just bang it through and the automatically reduces maximum unit will back off the power just enough output to 110 kW to swap cogs. Also introduced with the (150 hp).

K 1300 S was DTC (Dynamic Traction When riding Control). This system monitors the relative speeds of each wheel and reduces on a dry surface the Sport Mode power output when slip is detected – provides full engine thus reducing the intensity and length output of 142 kW You don’t have to count clicks of a throttle-induced slide. While it can’t Front end and brakes don’t get prevent all highside crashes, it’ll prevent (193 hp). This mode on the S 1000 RR’s suspension. intended much tricker than this.

14 - JANUARY 2010

Launch report: 2010 BMW S 1000 RR (Cont)

Titanium valves an the slipper clutch are visible in this cut-away drawing.

above all for use on country roads.

The Race Mode has been developed specifically for racing the S 1000 RR on race tracks using street-legal supersports tyres.

Here again the rider benefits from the full power of the engine, with an even more direct and significantly more dynamic response at all speeds.

The Slick Mode is intended exclusively for racing on the track using slick tyres. Like the Race Mode, this mode not only provides full engine power, but also ensures very direct engine response for racing or riding under race-like conditions. Contrary to the Race Mode, the Slick Mode allows DTC Dynamic Traction Control to cut in permanently only from a side angle of 20 degrees. This, in turn, allows the rider to wheelie for up to five seconds when leaning over to an angle of less than 20 degrees.”

At the launch we certainly had the chance to test the systems, but there’s a lot to learn and anyone who thinks they can fully understand the implications of all these systems in a single day is kidding themselves, but with a wet track early in the day, we certainly were able to learn a lot about these new technologies.

Firstly, let me say I have never ridden so fast with so much confidence on a wet race track.

On a bike I’d never ridden, on a track

I hadn’t seen and with water all over the surface, I was grateful it wasn’t still raining. But I was having a ball, driving the latest Interact Metzeler tyres hard out of turns and letting the DTC tame down the power delivery. The result was forward momentum which was shockingly quick for the conditions.

I’ve always respected BMW’s ABS systems for road use, and even on a big, heavy bike like the K 1300 S, it’s OK on a track for ride days. On the S 1000 RR though it’s unobtrusive - there if you need it, transparent if you don’t.

I squeezed the brake lever hard to try to activate the ABS without outbraking myself into a turn or crashing, but all that happened was the bike would slow down, not do anything untoward.

The brakes themselves are twin floating 320mm steel discs gripped by massive radially-mounted Brembo calipers.

Serious stopping power, folks - so much early bite it really took me a while to get used to them. The rear brake is a 220mm disc with a single piston caliper– but as I didn’t like the position of the pedal, I didn’t use it much.

Pressure sensors, wheel speed sensors and a myriad of other technology are used to make all these systems work and during the launch they certainly did their

job.

I wouldn’t buy an S 1000 RR without the Race ABS and DTC.

The power

The specifications sheet makes the S1000 sound almost conventional. Four cylinders inline, DOHC, four titanium valves per cylinder, fuel injection, large bore and short stroke for high revs - this is the formula of the Japanese contenders since they started adopting injection over a decade ago.

But BMW didn’t copy, it innovated.

Intake velocity stacks alter the length of the intake manifold depending on engine rpm, boosting top-end power without crippling bottom end. A very high compression ratio of 13:1 without problems has contributed to the high performance, but be sure to use premium fuel to get that top performance.

There are lightweight single-cam followers opening the valves which are in turn controlled by a cam driven via an intermediate gear to keep the top-end as light as possible for higher revs. With a redline at 14,200rpm, BMW appears to have succeeded.

Air is fed into the machine between the headlights, through the frame to the the airbox. This ram-air effect

JANUARY 2010 - 15

Technosport Launch report: 2010 BMW S 1000 RR (Cont) increases horsepower at high speed by pressurising the airbox and force-feeding air into the engine.

Butterfly valves in the exhaust system control back pressure and noise and there’s a pair of catalytic converters in the collector box near the stumpy muffler.

The net result is a claimed output of 193HP at 13,000rpm. Go to the top of the class BMW. There might be a lot of horses available, but they are tightly controlled ponies. On a wet circuit - admittedly in Rain Mode, which cuts output to 150HP - there’s usable power down low and a flexible midrange. Combined with the Dynamic Traction Control and the Race ABS, the S 1000 RR is a very fast motorcycle when there’s water where you’d rather it wasn’t.

As the track dried out I switched to Sport mode, and the boost in performance – especially at the top end – is immediately apparent. The S1000 goes from being fast to being a rocketship, S p e c i f i c at i o n s : 2010 BMW S 1000 RR Engine Type: Liquid-cooled inline four Capacity: 999cc Transmission: Six speed/chain drive Fuel Capacity: 17.5 Litres Frame Type: Alloy Seat Height: 820mm Wet Weight: 206kg Front Suspension: 46mm USD forks Rear Suspension: Fully adjustable single Sachs shock Brakes: Twin disc front, single disc rear.

ABS option.

Tyres: 120/70-17, 180/55-17 Price (RRP): $ 21,900 + ORC www.motorcycles.bmw.com.au Call for a quote

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launching out of turns and eating up the

16 - JANUARY 2010

undulating Portimao circuit.

With the dry track came more revs – it was nice to get out of the midrange and into the blistering top end.

This bike is seriously fast, in a straight line and around corners.

Transmission

Flicking through the gears on an S1000 is even more fun than it might be, thanks to the quickshifter, which is standard on Australian models but not overseas. There’s a six-speed ’box with a slipper clutch, all pretty standard form these days in the class. I didn’t miss a shift during the launch: the quickshifter makes going up as easy as a flick of the boot, the slipper keeps the back end in line if you’re ham-fisted with the lever under brakes. Both features make getting around a track that little bit easier and will slice a little off your lap times.

Chassis & Suspension

The powerplant is hung from an alloy chassis. The main structure of the frame is a pair of large beams joining the swingarm to the steering head. They go almost vertical before bending once and making a straight line to the steering head.

The suspension is also good. Made to BMW specifications by Sachs, are fat 46mm forks, fully adjustable rear shock and an awesome, massive, bananashaped double-sided swingarm which rides in an eccentric mount so its position can be adjusted.

BMW has learnt from other’s mistakes – the suspension is clearly marked with numbers so you can see at a glance what the setting is. No more counting clicks, and you can make some of the adjustments with the bike’s key, to boot.

If only all suspension was so easy to adjust…

I was disappointed to discover the rear

shock’s preload wasn’t so easily adjusted – although BMW assured me there’s a tool supplied with the bike which makes the job, well, less of a pain. Personally I think the slight weight penalty paid for an hydraulic adjuster would be worth the few hundred grams, but then I’m someone who does actually adjust their suspension.

But I didn’t play with the suspension settings during this launch, at least not enough to come to any conclusions. With just a handful of track sessions available on a brand new bike on a track I’d never seen before and the first two of those sessions being wet, I decided fairly early in the day that if the suspension felt OK, I wouldn’t mess with it much, leaving that sort of fine tuning to the Australian launch of the bike slated for February.

It was and I did: the bike’s suspension felt fine, and for someone of my ability – quick road rider, competent on a track, not a racer – it felt like a little tuning with the clickers and preload would make it excellent.

In the real world

The launch of the S 1000 RR didn’t include any riding away from the track, but I’m willing to make a few predictions. Firstly, this is typical Supersport, not typical BMW – the riding position, aggressive with low handlebars and high footpegs, won’t suit everyone.

The fairing, for all its wind-tunnel developed penetration, will offer little weather protection. And the compact nature of the S1000 will make it less than perfect for anyone tall – I am, and found the riding position on the track to be OK. I reckon I’d prefer a K 1300 S for most road use though.

As a ride day bike the S 1000 RR has gone to the top of my ‘most desired’ list.

The combination of high performance, useful technology and active safety make

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What about racing, you ask? Not sure yet, is my answer right now. It will be interesting to see if the optional DTC and Race ABS is permitted by the racing authorities in the Superstock class, and if so it will make this machine very competitive, especially in the wet. On the other hand, it’s a new bike from a manufacturer not known for its race bikes, so development could be difficult and frustrating: in that sense it could be a bit of a gamble.

From a value point of view the BMW is more expensive - but not excessively so - than the Japanese machines but cheaper than the most high power Italian sportsbikes. As such, I think it will find a market. BMW had taken 100 deposits prior to the Sydney Motorcycle Show and isn’t likely to get more than double that number of units for the whole year, so if you’re keen you might have to make a decision fast.

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JANUARY 2010 - 17

GUNTRIP

Ghost story WHEN BMW rider and Nürburgring expert Helmut Dahne came to Amaroo Park in 1976 to partner Bryan Hindle in the Castrol Six-Hour, the German ace is reputed to have ridden a first tentative lap of the circuit then come in and reported that he’d found the track access road but had been unable to find the circuit itself, and would someone kindly show him the way.

Okay, I suppose if you’re used to cutting fast laps around the 22km of the

Nordschleife, running 60-second times on a funny little track less than a tenth of the German monster’s length must have seemed a little curious to say the very least. But as I’m sure Helmut found out in the days ahead and again the following year, it’s not the place you remember so much as what happens there. And if you’re interested in motorcycles at all, Amaroo Park in the 1970s and early 80s was the place to be on at least one weekend of the year.

I remember getting soaked

to the skin on at least two such weekends, but not minding too much because Amaroo’s quirky little racetrack produced such arresting racing. On the first of these, when the GardnerJohnson dream team beat the Neil Chivas/John Pace GSX1100 Suzuki by a single lap at the end of six sodden hours, I worked harder for longer than ever before. At least two blokes worked harder – boss scrutineer Chris Peckham and our lap scorer, Ray Petrie. But that’s what happened at Amaroo;

Inhabited by ghosts: Catalina Park, start-finish straight.

18 - JANUARY 2010

in all my visits there I walked around to Stop Corner twice and never once managed to get over the crest of Bitupave Hill.

But I wouldn’t have missed it for the world.

Unlike Catalina Park and Warwick Farm, of course, which I missed altogether.

The first of these is now my local track. Or would have been, had it not closed as a road circuit 40 years ago. Its two kilometres of Y-shaped tarmac is draped around the bottom of a valley in western Katoomba, where nature

1960 to 1969? Apart from a well-publicised decline in interest with the advent of Oran Park and Amaroo, it’s difficult to be sure, but the gradual encroachment of residential development wouldn’t have helped.

So far as I’m aware – and Google Earth backs me here – nothing has encroached on the old and much-loved Warwick Farm circuit, though the complex has been much tweaked since the track for motor vehicles closed in the mid ’70s. Today only a couple of corners of the 3.6km track remain, though a faded line is visible from inner space to mark the route of the old circuit.

According to the relevant issue of Auto Action, the closure was about the volume of work involved

Editor CHRIS PICKETT PUBLISHER Nigel Paterson Design & PRODUCTION Dionne Hagan, THE D MEDIA DESIGN Advertising Vic: Brian Sullivan, 03 9583 8377 Qld: Darren Smart, 0412 183 797 smarty@cycletorque.com.au Advertising Manager DENNIS PENZO, 0420 319 335 dennis@cycletorque.com.au Accounts: Rebecca Eastment bec@cycletorque.com.au

in switching between horse racing and motorsport; that and a series of financially unsuccessful meetings.

So that was it, Sydney’s equivalent of Sandown and Aintree (itself now sadly abbreviated) was consigned to the history books.

All of which brings us to Oran Park, freshest in the memory but, like Amaroo, destined to become a housing estate. Unlike Amaroo, I don’t remember getting wet there but regularly sunblasted and blown off the top of the spectator banking as the breeze chimed in late in the afternoon.

The scraps I remember CAB AUDIT at Oran Park were much more numerous but oddly lacked the epic nature of the Castrol Six-Hour stoushes

at Amaroo, certainly before the Six-Hour itself arrived at the southern track. The management tried a couple of enduros to emulate the success of the Amaroo Park event: the Coca-Cola 800 in 1980, for example, and the Yamaha 750 the following year, but neither quite fired the imagination.

The Swann Series made up for it, on the other hand. In 1980 I rode from Melbourne to the Oran Park and Adelaide rounds, hopped on a plane for Surfer’s Paradise and huddled in the grandstand at Sandown watching an abundance of talent on a bewildering assortment of machinery.

Ah, the good old days.

Oh well, at least we’ve got Eastern Creek.

– Bob Guntrip

Member Cycle To

www.cycletorque.com.au Maximise the PO Box 687, Warners Bay, NSW 2282 the 9824 CAB Mem Ph (02) 4956 9820 • Fax (02) 4956 Email: info@cycletorque.com.au The CAB brand which

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is slowly winning its battle with the tar seal and trees and shrubs work their way gradually across the track.

The lap record apparently belongs to Frank Matich, who lapped the place in 53.4 seconds to leave the mark forever at 141.8km/h. It wouldn’t have been much of a place for motorcycles. It’s not particularly narrow (did you see the V8s at Olympic Park?), but the sleeper walls that ring the track look conspicuously unforgiving.

Not that we’re likely to learn any different now. The track and its surrounds were symbolically returned to the local aboriginal people in 2002. There’s a sign near the entrance to the track that says so.

Why did it close after a scanty 10-year lifespan, from

synonomous with cred Regular contributors: Darryl Flack, Bob Guntrip, Keith Muir, As a member of the C Darren Smart, Todd Reed, Friedemann including a CAB Memb Kirn, WWW.2SNAP.COM.

sales flyers and newsl

CYCLE TORQUE is published by Motorcycle Publishing Pty Ltd. ABN 91 085 871 147 Printed by RURAL PRESS, NORTH RICHMOND.Using the badge will Print Post approved PP255003/04198 ISSN 1441-8789 This badge has been c Cycle Torque is available from bike shops across other promotional ma Australia.

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TRIUMPH’S range of accessories is mind boggling.

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Price: Mufflers only $1350, with crossover: $1450 Available from: www.foranexhausts.com.au More info: Ph: 02 4325 0614 THE Cargol turn ‘n’ go puncture repair kit is a great idea to get you home if you cop a tyre emergency.

Available in the larger kit, with its own carry bag included, it also has the wick repair system as part of the kit. The mini, or refill, kit is very handy.

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JANUARY 2010 - 21

A

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KEITH Code’s reputation as a motorcycle trainer is probably as big as it gets. You may remember his series of books titled A Twist of the Wrist. Code has released a DVD, Twist of the Wrist II. The DVD is done like a movie, in that it centres on a couple of mates who are new to riding, gaining experience from older hands and so on. It’s not only very informative, it’s also entertaining.

Not only do you see these more experienced riders passing on their knowledge, you also get plenty of time with Code as he talks more in depth about certain skills and the reasoning behind them.

Whether you are into reading or not, Twist of the Wrist II is a great way to learn about your riding or brush up on those all important skills.

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dirty torque

Ungrateful WHAT would you do if your motocrosser blew a big-end the day before a big race? Well, back in 1981 it happened to me after taking my RM465 but thanks to some great people the bike was raceready within hours. The thing is, did I appreciate their efforts or was I an ungrateful shithead?

Back in 1981 I had two race bikes, Suzuki’s all conquering RM125X and RM465X. Both bikes were more than just my pride and joy, they were my life. Rarely a minute went by in my waking hours I did not think about my bikes and what was needed to do, what I would like to do and how much I wanted to ride them.

I was working in the workshop at Darryl Reeks’ Suzuki (Dinmore in Brisbane) as a shit kicker to the mechanics and believe me, there was never a dull moment in that workshop.

You see, the dealership sold Suzuki, Harley-Davidson and Triumph motorcycles so couple that brand mix with a cranky head mechanic, a mischievous apprentice, a motocross mad labourer with a low attention span (me) and what you got was daily pandemonium.

Mayfair’s Suzuki was the distributor for Suzuki in Queensland back then and from memory a guy by the name of Eddie Bailey was the head honcho. He was a great guy and would bend over backwards to help out wherever he could and we often bolted from Dinmore into Wooloongabba (near Brisbane CBD) to the Mayfair’s warehouse to grab parts when it was necessary.

Well, the day the 465 decided to throw a big-end I was practising for a race the following day at a bush track we had out the back of Ipswich. After 20 minutes of blasting around the big air-cooled motor came to a grinding halt. The time? 11.45am.

I loaded the RM into the van and raced back to the workshop, unloaded it, ripped the seat, tank, exhaust and top-end off the 465 (back then this was a 30 minute job at worst) and found the source of the problem. Piston, rings and bore were fine, it was the big end.

I bolted from the workshop to the showroom to see the spare parts guy by the name of Benny and asked if he had a 1981 RM465 big end kit in stock. He obviously laughed at my request but as luck would have it he had the home phone number of Mayfair’s Suzuki warehouse manager and with a bit of a prod from Benny this guy agreed to go in and open up for us.

It was about then that one of our regular customers arrived, a local kid my age, he asked what was going on and after I told him he agreed to come into Mayfair’s with me. Benny suggested to get the trip done quicker we should take the Yamaha RD250 we had in the second hand lot so it wasn’t long before we were belting our way into ‘the Gabba’ to pick up the parts.

Yamaha’s twin cylinder two-stroke RD250 was a ripper of a bike.

Light, nimble and it went like a cut-cat. The young fella behind me was hanging on for dear life as we swerved between cars, scraped our way around corners and braked later than necessary into every corner, all up, just over 30 minutes and we were at Mayfair’s.

Why we didn’t grab a bike from the lot that had a rack or some form of luggage facility I have no idea but when we grabbed the big-end kit from Mayfair’s it was obvious that this young fella that I was doubling would have to hold the package between us on the trip back.

For most of the ride back he had one hand around my waist and the other holding onto the part that was wrapped in a plastic bag.

Well, just this once he didn’t have a good grip or something, I don’t know, but as I took off from a set of lights he fell off the back of the RD… It was a terrifying experience. I don’t know if you have ever done it or seen it but when someone falls off the back of a moving motorcycle it’s not as simple as you might think. You see, I was giving the RD plenty of throttle to get both of us off the line in front of the cars either side and once my pillion lost his grip and balance his legs flew up and belted the living crap out of me as he was desperately trying to stop himself from falling off the back.

The flogging by the legs was the first clue something was wrong and then the RD took off like a scalded cheetah once it had rid itself of the 70 kilos it was previously burdened with. With cars all around me I couldn’t just pull over so I accelerated away from the scene of the accident and then doubled back to retrieve my parts… um, I mean to check on my mate.

Well, as I raced back I could see my young friend standing right in the middle of the road looking a lot worse for wear but he still had the RM parts squashed to his chest with his left arm while his right arm looked like it had a fair chunk of its skin missing, obviously the arm he put out to try and stop his end-for-ending.

I did another quick U-turn and I rode up alongside the stunned young stuntman, yelled for him to “get back on and hang on this time ya numbnut,” which he did. At a much more moderate speed we made our way back to the workshop and arrived just after 1.30pm.

It was around this time that my dad arrived and between the three of us we managed to not only replace the big end/conrod etc, we threw in fresh crank seals, centre gasket and as we put the top end back on we cleaned the carbon build up from the head and the exhaust port of the barrel as well as banging in fresh rings, we even repacked the muffler and gave the bike a really good clean, top to bottom.

By 7pm I gave the RM an almighty kick and she started straight away and I rode it around the car park to make sure all was good while dad and Benny (he lived next door to the dealership) had a beer. My young mate waved us goodbye as he walked home looking tired, a tad beat up but happy with his contribution to the day’s activities.

I loaded the RM into the back of the van and followed dad home for a bit of dinner then clean up my riding gear and hit the sack ready for a big race the next day on what will be the freshest bike on

JANUARY 2010 - 23 Cont>

RACE torque

Top Ten Heroes WITH the World Grand Prix Championship having just celebrated its 60th anniversary, Race Torque has decided to look back at the golden era of racing.

From 1960 to 1989, the sport grew from a seven-round European championship to a truly global sports powerhouse attracting 300 million television viewers per race. The era also produced some of racing’s finest legends.

This is a list of personal favourites, my heroes, and is therefore not a top ten of the best-ever champions from 1960 to 1989. For that reason, riders such as

a Giacomo Agostini and Angel Nieto missed out as did Anton Mang and Kork Ballington. History has already enshrined the legacy of these legends way beyond personal preference.

In no particular order, here we go.

1) Bill Ivy – Statistically, Bill Ivy is one of the greatest riders in GP history. The winner of one world championship, the 1967 125cc title, Ivy had a GP win percentage of 46, a fastest lap rate of 63 percent, and an incredible podium rate of 42 top-three finishes from 46 starts (91 per cent). He was also the first man to record

a 100mph-plus lap at the TT on a 125 in 1968, but was lost to the world at Sachensring in 1969.

2) Kel Carruthers – Dominated racing in Australia before heading to Europe for the world championships in 1966. Won two TTs and the 1969 250cc world title, and should’ve won it again in 1970 if not for several electrical gremlins.

Raced successfully in America from 1970 to ’73 and mentored Kenny Roberts into the prototype modern GP rider and oversaw six world 500cc titles as team manager/ engineer. With precision riding and a huge amount of

canny, Kel survived Europe’s most dangerous era without breaking a bone.

3) Mike Hailwood – Brilliant on the track with a cheeky and wicked sense of humour off it, Mike the Bike attracted a vast legion of fans all around the world. After switching to four wheels in the ‘70s, the nine-time world champ made his famous and successful return to the Isle of Man in 1978 and ’79. In the mid ‘70s, Mike rode a Honda CB250 roadbike sedately around parts of the TT course and afterwards declared of his exploits in the late ’60s with Ago, “I must’ve been bloody mad!” After being

dirty torque

Ungrateful the starting gate.

I woke at 6am, marched out to the kitchen and emptied eight vita-brits into a bowl, dumped half a litre of milk on them and started shovelling the broth into my gob when I heard the drone of rain on the roof.

No, it couldn’t be, I raced to the window and sure enough, it was pissing rain. I mean it was heavy and as I lived only 20 minutes from where we were racing you can bet it was the same there as well. You guessed it, the meeting was called off and yesterday’s effort was all for naught.

I was gutted, I had this motocross weapon sitting in the back of my van with all of my gear in there ready to go, and all I could do was sit at the window and watch the world get drenched.

My dad came over and put his hand on my shoulder, “don’t worry son, next week we have Mundubbera then we are up at

24 - JANUARY 2010

Bundaberg the following weekend. You have plenty of racing ahead of you, just put yesterday down to experience.”

Looking back now, the old man was right but it was a hard pill to swallow, when you’re 18 everything seems like a big deal.

What bothers me most about re-living this story is that I don’t think I ever thanked Benny for his help, or the guy from Mayfair’s, even the young guy who is probably still carrying the scars from that day didn’t get a thank you… neither did my dad.

My only excuse could be that I was so focused on the end result and the racing I just plain forgot… These days good people seem hard to find but back then there were plenty of really good people around. I was just too young and selfish to realise it and appreciate them.

I now remember having to rebuild a 1986 CR250 Honda hours before the start of a

supercross after I forgot to put oil in the fuel for practice, and swapping gearboxes from my practice bike to my race bike in the motel the night before the Queensland champs in the mid ’80s, and so many more stories like that.

And none of these things did I do alone, there were always mates, family, fellow racers, fellow racers’ mates, even complete strangers have stepped in to help me over the years without a thanks, kiss my arse, nothing. Again, focused on other things but that’s no excuse.

If you are reading this and have ever helped a young motocrosser in any way, shape or form and didn’t get a thank you in return, well, I take my hat off to you. Thanks on their behalf – like me, in time they will appreciate your efforts.

– Darren Smart

eroes 1960-1989

told he broke the outright TT lap record in ’79, he was in utter disbelief, “You’re joking... I wasn’t even trying.”

4) Kenny Roberts – From the mile long dirt-tracks of Indianapolis, 31-degree banks of Daytona to the street circuits at Imatra and Spa to win the 500cc title on debut, King Kenny is the most versatile and influential racer of the two-stroke era. The first rider to use slick tyres on a bike in 1973, Roberts introduced rear-wheel steering to the tar, a style that exists to this day. Principal of Team Roberts from 1986 to 2006 firstly with Yamaha (four world titles), then his own Modenas triples and later a Honda-powered machine in MotoGP, the King’s influence on motorcycle racing lives on.

5) Graeme Crosby – Clown Prince of fun off the track and spectacular on it, Croz

delighted crowds in NZ, Australia, England, Japan, the Isle of Man TT, the US and across Europe.

In a stellar career starting on flex-flyer proddies and evil-handling Superbikes to pukka works 500s, Croz joined Agostini and Saarinen as the only riders to win the Daytona 200/Imola 200 double in the same year (1982). He also won the Suzuka 8-Hour, an Isle of Man Senior TT and the Formula One world title.

Croz is currently writing his autobiography which is due out in 2010. Given the witty nature of the subject, it should be a cracking read.

6) Barry Sheene – Famous for his two horrific get offs at Daytona in ’75 and Silverstone in ’82 as much as his two world 500cc championship, Bazza was the archetypal superstar racer of the ‘70s who became a

household name in England, and later Australia, his home for the last 16 years of his life.

The master of self promotion, and the promotion of racing itself, Bazza’s contribution to motorsport should never be forgotten – or underestimated.

7) Joey Dunlop – The winner of 26 TTs might not have been a GP racer, but his record on the most famed grand prix course ever demands his inclusion after surviving over 40,000km around the TT course at mind-numbing speeds on all sorts of bikes. A shy and humble man, Joey said his greatest achievement was his charity work in Eastern Europe. It was with bitter and tragic irony then that his life was claimed in Estonia in a wet road race in 2000 aboard his 125, the bike on which he claimed his last TT victory at age 48, just one

month before the fatal crash.

8) Freddie Spencer – The last man to win the 250/500 double and the youngest rider ever to win the world 500cc title in 1983, the Fred remains one of the fastest ever riders of all time, and the master of sliding slither-power band pre-big bang V-four engines on cross-ply slicks. In 1983, Honda NSR500 V3-mounted Spencer denied King Kenny a fourth world title and a fairy-tale finish to his GP career.

9) Gregg Hansford – The winner of ten GPs, and declared the most talented rider he had seen by Kenny Roberts no less, Gregg was much admired and respected around the world.

Like Graeme Crosby, Gregg wowed fans across four continents with dazzling speed and style that will never be forgotten by those lucky to see him at his best.

10) Jarno Saarinen – Fearless, methodical and way before his time, Saarinen was the prototype rider for Kenny Roberts to base his knee-dragging style on, and could’ve gone on to become one of the greatest riders of all time.

The 1972 world 250cc champ dominated the early part of his 500 debut season, but was tragically lost to the world on May 20, 1973 at Monza.

Honourable mentions: Wayne Gardner, Stu Avant, Eddie Lawson and Pat Hennen.

– Darryl Flack

JANUARY 2010 - 25

MAJOR EVENTS ALL THE MUST SEE EVENTS BROUGHT TO YOU BY

JLT DIRT BIKE INSURANCE • 1300 655 931 • At home or away...we’ve got you covered • www.jltmotor.com.au/dirtbikes/

JANUARY Summer Blood Challenge

WHEN: 1st December 2009-28th February 2010 WHERE: ACT, NSW, VIC WHAT: It all began in 1979, when the Motorcycle Riders’ Association (MRA) issued a challenge to other organisations to give more blood than the state’s motorcyclists during the three summer months.

The MRA recognised that summer was traditionally a difficult time for the Blood Service, particularly after Christmas. Groups such as the Scout Association and Police Victoria joined in and met the challenge. Today these organisations maintain their support and enthusiasm for the challenge. They have since been joined by over fifty businesses, clubs and government departments, building the Summer Blood Challenge into a well recognised annual community event.

CONTACT: Call 13 14 95 for a blood bank near you. web www. donateblood.com.au. Remember to nominate complete the challenge form provided at the blood bank.

3rd Pickled Galah New Year’s Eve Rally

WHEN: New Year’s Eve, 2009 WHERE: Maidenwell Hotel, Maidenwell, Qld. WHAT: $25 inc badge. Live music, show & shine, Toga Party (30th), pub olympics including the infamous ‘bike jousting’, wet t-shirt comp, great camping inc hot showers, fully catered & country pub prices.

CONTACT: Sunstate Riders, web www.sunstateriders.com.au.

Australian Solo Speedway Championships

WHEN: January 2-9, 2010 WHERE: R1 – Gillman Speedway SA; R2 – Mildura Speedway, Vic; R3 – Newcastle Showground, NSW. WHAT: Will this year be the year of the young guns? Riders like Chris Holder and current U21 world champ Darcy Ward go head to head.

CONTACT: www.ma.org.au.

F E B R U A R Y+

Bathurst Swap Meet

WHEN: February 7, 2010 WHERE: Bathurst Showground.

WHAT: One day only swap meet.

Gates open 6am, entry $3 per person. Outdoor sites free, indoor sites (by prior arrangement) $25.00 per day. Set up from 3.00pm on Saturday, there will be no access to showground prior to this time. Camping $10 per night unpowered, $15.00 per night powered. Catering from 6am. Run by the Bathurst Historic Car Club.

CONTACT: Mick Hope 0408 415 525 or 02 6337 5694; Norm Rutherford 02 6337 1770.

Bikes to Bathurst

WHEN: February 13-14, 2010 WHERE: Bathurst WHAT: Centred around the Bathurst 12 Hour production car race, the Street and Custom Motorcycle Show and Motorcycle

26 - JANUARY 2010

Club Display add a touch of two wheels to the event. Plenty of prizes for entrants, and the show is family friendly.

CONTACT: www.bathurst12hour. com.au.

Ride For The Hills

WHEN: February 14, 2010 WHERE: Albert Park to Whittlesea Vic. WHAT: 12 months on from the devastating fires in regional Victoria, the Ride For The Hills charity run is to raise funds for the much needed emergency services who did, and do, such a fantastic job.

CONTACT: www.rideforthehills. org.au.

Superbike World Championship

WHEN: February 26-28 WHERE: Phillip Island, Victoria WHAT: Superbike racing at its

2010 Under 21 Australian Solo Speedway Championship WHEN: Saturday, January 16, 2010 WHERE: Olympic Park Speedway, Mildura.

WHAT: Motorcycling Australia has released the Supplementary Regulations and Entry Forms for the 2010 Australian Under 21 Solo Speedway Championship. The Championship will be hosted by the Mildura Motorcycle Club and held at the Olympic Park Speedway in Mildura, Victoria on Saturday 16 January 2010. Entries close last mail on Thursday 17 December 2009 CONTACT: www.ma.org.au.

Island Classic

WHEN: January 23-25, 2010 WHERE: Phillip Island WHAT: One of Australia’s biggest classic motorcycle racing events.

Everything from Pre-War right up to Forgotten Era big bangers with the likes of Wayne Gardner, Mal Campbell and Robbie Phillis wearing away bits of their machines on the tarmac.

CONTACT: www. phillipislandcircuit.com.au.

best, Aussie supports too. Fantastic meeting. First round of ASBK championships.

CONTACT: www. phillipislandcircuit.com.au.

Send major event information to chris@ cycletorque. com.au - please include a daytime contact number.

MAJOR EVENTS ALL THE MUST SEE EVENTS BROUGHT TO YOU BY

JLT DIRT BIKE INSURANCE • 1300 655 931 • At home or away...we’ve got you covered • www.jltmotor.com.au/dirtbikes/

M A R C H+ Australian Formula Xtreme Championships

WHEN: R1 – March 26-28, 2010 WHERE: Wakefield Park, NSW WHAT: New series without MA sanctioning, essentially run

by Formula Xtreme boss Terry O’Neill. Great racing, centred on the eastern seaboard. Formula Xtreme boasts plenty of TV time too.

CONTACT: www.formula-xtreme. com.au.

Australian MX Nationals

WHEN: March 28, 2010 WHERE: Horsham, Victoria WHAT: Australia’s premier MX series, Under 19s, Pro Lites and Pro Open classes.

CONTACT: www.ozmotox.com. au.

Australian Four Day Enduro

WHEN: April 8-11, 2010 WHERE: Portland NSW WHAT: Dirt Bike Promotions has

given away the running of the A4DE, so this year it’s being taken on by the Oyster Bay Motorcycle Club, with support from a number of other clubs. Portland is situated between Lithgow and Bathurst in NSW’s Central West, so in April the weather should be just right for riding. Throw in some amazing forest riding and it should be a great event.

CONTACT: www.ma.org.au.

WHAT: After last year’s very successful event, you’ll again have the chance to see some amazing machines from yesteryear, plus sample your own machine on the track. Track time is available for your classics, whether they be road racers, road bikes, trials or vintage MX. And there’ll be a swap meet too.

CONTACT: www.ma.org.au.

Barry Sheene Memorial

WHEN: May 2, 2010 WHERE: Darwin, NT WHAT: Solos and ATVs contests this very difficult five hour jungle endurance race. Run by the Darwin MCC, the venue is yet to be determined but you can expect heat, bog holes and insects.

CONTACT: www. darwinmotorcycleclub.org.

WHEN: April 3-4, 2010 WHERE: Eastern Creek, NSW WHAT: Classic racing at its finest, always a huge range of racing machines doing what they do best. You also get the chance to see heroes of yesteryear’s racing.

CONTACT: www. postclassicracing.com.au.

39th Kamfari

Broadford Bike Bonanza WHEN: April 3-4, 2010 WHERE: Broadford, Victoria

TORQUING BACK LETTERS

I had a great GP

Hi Chris, I can’t believe what I just read and cannot let this go unanswered. Regarding P Lane’s letter [Dec 2009], compared to the Oz GP, the Sepang track is a spectatorfriendly place par excellence, unlike our old cow paddock with its third-world seating arrangements, not to mention the embarrassing toilet facilities, outrageous entrance fees, dodgy PA and elitist corporate clubs etc. This year the parking Nazis wanted $5 to park anywhere! Secure parking a lot more.

As a Sepang visitor in ‘05, ‘06, and ‘07 I can say from experience that unlike some critics, I actually went for the bike races, not hot dogs and the like.

However, I did eat at the track and had no difficulty getting a good feed and a drink.

Sure it’s hot, so is Australia.

It’s a great track for spectators, toilet facilities are very good and there’s under cover grand stand seating for everyone, at no extra cost! Best of all are the admittance prices; $28 for the whole three days! And you can buy tickets at the rail

station in KL before you grab a taxi, bus or train to the track, so you don’t have to line up for hours at all if you do a little planning first.

The Malaysians are very keen on their “Motorsikals” and flog around KL flat chat at all hours of the night and day and have an outer freeway system where everyone seems to be travelling at 130kph, big bikes way faster. I saw one dude on an R1 doing 100 on a completely flat rear tyre! Must have been keen to get to that fantastic track. We stayed in a three star hotel for $A90/room (Dorsett Regency) on Jalan Imbi. Cheaper motel type accommodation is available and the Aussie dollar was buying 2.8 ringgits two years ago so it must be a bit better now. Then there’s the KL night life and markets to entertain after an enjoyable day at the track.

No, anyone who complains about Sepang would probably moan if their backside was on fire...

Cheers dudes Rev Bill Graham I’d probably moan if my backside was on fire too. Ed

JANUARY 2010 - 27

TORQUING BACK LETTERS (cont)

Price war

WHY do we pay so much for motorcycles in Australia? Just got your November issue and noticed an ad for the new VTX1300CX for a ride-away price of $21,250. I looked on the American site and see the are advertised at $12,999 plus ORC. Now given the Aussie dollar is around 90c compared to the Yanks and allowing for dollar fluctuations lets even go as low as 80c to the Yank dollar this still makes the bike around $15,600 plus ORC. My other question is how much import duty do we pay? Or are the importers or dealers just ripping us off?

Cheers Henry Virt Hmm, this one’s complicated. The US/Oz exchange rate on Japanese bikes isn’t very relevant these days - look at the Yen/Aussie $ and you’ll find it’s not so pretty. Also, our prices include a 10 per cent GST, and compliance with Australian Design Rules adds to each and every unit built for Australia. Also, the US economy is in the toilet so manufacturers are selling bikes as cheaply there as they can to try to turn stock over and keep the factories running until the economy recovers. Here at Cycle Torque we don’t think we’re being ripped off, partly because there is a lot of competition between the different brands here, and if you have a look at prices around the world, we certainly don’t come in the highest. – NP

Hidehodi

Hi Guys, I’m an Australian working in Manila (Philippines). I love listening to your podcast and downloading your emag (I read the real thing when I was last in Australia).

I had a KLR650 when I was in Oz but now in Manila I have a Bajaj Rouser 200. You don’t want to go any faster than 80km/h here! I plan to buy a bike on my my return to Oz next June. Maybe the new CB1100? Keep up the good work, people around the world are listening to, and reading, your comments.

Cheers Tony Prior Hi Tony It’s nice to know overseas enthusiasts are tuning into our podcasts and emag. They both take lots of work, it’s good to see you are enjoying them.

Ed.

New traveller

Dear Chris, I’ve travelled the world, been happily married for over two decades and have two beautiful daughters.

After being injured at work I had to figure a way that would get me to work in comfort and also be affordable. I came up with the idea of learning to ride a motorbike. From the minute I mounted my bike I found a joy to life that I had never experienced before. The freedom you have while riding is out of this world and I don’t care what anyone says, I’ll

28 - JANUARY 2010

be riding until I’m old and grey, they’ll have to pry the handlebars out of my fingers before I’ll give it up.

Recently I went on my first long ride from the Capital to the New South Wales coast. I experienced the amazing camaraderie of riding with every bike that passed, giving me a nod or thumbs up. Every day I wake up and leap out of bed because I know that soon I’m going to be riding my baby on another adventure, even if it is only to work.

It’s amazing such pleasure was found from a decision made after a very debilitating situation. I’m now on my second upgrade of bike and only one week off obtaining my unrestricted motorcycle licence, how fantastic is that?

I’ll see you out on the road, wringing all the adventure from riding while enjoying the freedom that only bike riders understand.

Joy McGahey Hi Joy Welcome to the club. It’s amazing how many friends I’ve made, and how many good times I’ve had through motorcycling over the years.

Ed.

Bike bug

SO, HERE I am, 55 years young, I’m flipping through your excellent mag, and the motorbike bug bites me again. It’s been nearly thirty years, what am I to do? Well, I thought, why not get something I can relate to, instead of these new pocket rockets.

Sure’nuff, I found a well used, but maintained VFR750F, from 1986 no less, with a little damage, but definitely a going concern.

Anyway, five short months later, and she’s running and registered, and ready to ride.

However, this is where it gets serious, perhaps the years have caught up with me, but I realise now that it is just too dangerous or just plain stupid to ride fast on today’s roads. As a result, I’m looking forward to my first track day. From what I’ve found out, not only are they more affordable than speeding tickets, but a helluvalot safer! I only hope some of your younger readers also see things this way, what are your thoughts on this?

Thanks again for a tremendous mag, perhaps I’ll see you at the track.

Tony Hi Tony Track days are great fun, and a much safer way of testing you and your bike’s limits than on the road. At any ride day you will find foolhardy riders who treat it as a race, and it’s important to give them a wide berth. Also remember to get your tyres up to temperature before you go testing the limits of you tyres. I’ve seen plenty of riders who crash in the first couple of turns of a session and it never ceases to amaze me.

Ed.

Cow dung

THERE is a beautiful winding road in the

hills around here which thankfully has been sealed for some time.

Every Thursday it gets particularly interesting when numerous trucks and trailers travel along it carrying cattle to the market.

Often when one of the trucks or trailers goes around a corner or up or down a hill liquid manure flows out onto the road.

If you are a tail-gater you could get a good taste of it. Not many, if any, seem to have any kind of tray or tank which could collect the shit and save it up to empty it later, there may be heaps of gardeners who would love a delivery of fresh fertiliser.

When so many resources are put into deterring speeding and installing kilometres after kilometres of cable fences (cheese cutters), it seems an obvious road hazard is ignored.

It is hard to take the safety projects seriously. Not to mention the amount of spilt fuel from overflowing fuel tanks when these poor sods travel back.

Andrew Victoria

Thanking you

I WANTED to thank you, Cycle Torque, and Kenma for the prize I won. I still can’t believe that I won something… especially something useful for my motorbike. I will be telling everyone of course… and singing praises of your magazine and the products I will receive. Is there any other way I can say thanks?

I ride a [Suzuki] DL1000 (mine is the silver one with the heavy duty bashplate/Remus exhaust) so you may see me around Newcastle and environs, please introduce yourself.

It would be my pleasure to buy you a beer! I know you do motorcycles for a crust but I am always keen for a riding adventure, so if you are testing an adventure bike and would like some company send me an email I would love to participate.

Cheers James Treadwell

Helmet law

WELL, I am a bit late on this one but Nic Wallis-Smith is OK to have a opinion, and Richard Pye is on the right track. It is NOT LAW for you to remove your helmet, I have not been asked to remove mine when paying. What about burqas or do you ask a female wearing a mini skirt to remove it because you think she’s hiding a machine gun?

What about a female with very large cup size (you know what I mean) do you ask her to remove her top in case it’s a bomb? The bloke with a beanie, will he pull it down over his face and pull a knife or what ever out of his pocket when he gets to the counter. The list goes on.

If they ask for helmet removal, pay for fuel (put monies on counter) and walk out. Tell your mates to boycott unfriendly servo then find a more friendly servo.

Chris Parris

Yep, I agree. Everyone should be naked when refuelling.

– NP

Speed limits

DEAR Ed, I think I speak for a lot of riders and I always like to speak my mind. I am now 50 and I have enjoyed off-road and road competition for many years and now I just like to ride socially both on and off road.

What really pisses me off is the brain-dead mentality of the RTA and NSW Highway Patrol and even further the magistrates who preside over the courts.

I regularly have a run in with the Highway Patrol and have had my licence suspended many times over. My record over the 35+ years: No accidents, no DUI, no Neg Driving

and I have never maimed, injured or killed anyone on the roads.

What I am finding these days is a deliberate discrimination of motorcyclists by police on our roads.

I live in Berowra at the start of some of the best motorcycling roads in Australia and every weekend I see thousands of motorcylists heading up the Old Road [old Pacific Highway] to enjoy themselves. We all love a twisty mountain road and love to feel the sound of the motor roaring through the hills… heaven. What I also see is the local Highway Patrol persecuting the motorcyclist on this road. I have been riding the Old Road since 1980 when it was posted 100kph from Berowra to Somersby and everyone had a good enjoyable ride. Now some fool from the RTA thinks that 60kph is a safe speed. Even though the road has undergone significant upgrades and safety improvements we are now expected to travel at 60.

What a joke! If a learner driver cannot drive this road at 80 then they should give up and catch a bus.

The real reason behind this speed change is that the RTA and police want to target the motorcyclist and can as many licences as possible in order to reduce the road toll and please the minister of roads of which we have had too many to even remember a name. This scenario is happening everywhere in and around Sydney. Reduce the speed limit and raise revenue. Well I can tell you it does not work. The main reason people are having accidents now is that a majority of drivers simply cannot concentrate on simply driving anymore. Do a simple test to convince yourself. Drive at least 100kph and observe how many useless road signs you are expected to read by the RTA and also note how many times you have to vary your speed. On top of this watch out for speed, red light cameras and the highway patrol hiding in the bushes.

You will soon see that driving on our roads has become a nightmare.

Recently we had a visiting professor from overseas who was here to conduct a survey of our roads. In a nutshell he summarised that our road signage is a nightmare and far too complex. He suggested KISS (Keep It Simple Stupid) method and clean up our act. What is the current minister doing about it? Sweet FA because they are all useless politicians focused on their own survival and not doing something beneficial for the motorist. It’s all about money now and nothing else. Why can’t the motorcycle lobby do something about this stupid mess or otherwise do what the Shooters Party did and get your own in a seat where it counts. It’s up to us all to act now… stop putting up with all the crap that they have come up with.

Sam Cannuli

Modified bikes

I AM hoping you can point me in the right direction, my boyfriend is a motorbike enthusiast who always has a copy of your magazine in his hand or on his coffee table.

He rides a GSX-R1000 and has customised it to be a real ‘head turner’, he has also done a few of his mates’ bikes and these bikes have unreal paint work on them, done by my boyfriend Brad.

He keeps saying how he wants to get a pic of the bikes he’s done in your magazine, though he is always too busy in the garage working on his bike to find the time to research how to get these bikes in your mag. I am hoping you can help me, so maybe I can surprise him for his upcoming birthday and let him know we can get the bikes in!

Kind regards Ashley Hunter Hi Ashley It’s not something we normally do in Cycle Torque but seeing you asked nicely, send a pic through and some details and we’ll look at slotting it in somewhere.

Ed.

JANUARY 2010 - 29

It’s Demolition time!

CYCLE TORQUE FEATURE – Bel-Ray 6-Hour

Nothing like a LeMans start BARRING last-minute buyouts by super-cashedup nostalgia heads, Oran Park is now a matter for reminiscence and the history books. There are track days still to come but its last big-ticket item, the BelRay 6-Hour Superstock/production race, ticked down to zero on 22 November when the Team Demolition crew, headed by riders Craig Coxhell, Russell Holland and Gareth Jones, put their Honda CBR1000R Superstocker into the record books as the winners of the last motorcycle race in the circuit’s 47-year history.

The team’s win was a tight and clear-sighted demonstration of controlled purpose. At the end of the six-hour journey the Honda had logged 277 laps of the skinny, quirky and defiantly tricky 2.62km track, three laps ahead of the second-placed bike, the Big Kahuna Yamaha R1 jockeyed by Dan Stauffer, Grant Hay and Zac Davies; and, to the commentators’ apparent delight, eight laps clear of the majestic effort put in by Kevin Magee and Michael Dowson to win the last Castrol SixHour, 22 long years back.

Third was another growling big-bang R1, this one ridden by race organiser James Spence, World Endurance Champ Warwick Nowland and Pom superbike punter David Johnson, a further three laps in arrears.

Most of the hotshots of Australian superbike racing were in cold storage, in preparation for the final round of the championship the following weekend: Shawn Giles walked the pits and did a spell as guest commentator, others were absent altogether. What talent there was – and there was plenty, if going under unfamiliar names – looked good and businesslike in qualifying, with Russell Holland disappearing down into the 1m 10s and Zac Davies topping that with a 1m 9.817s in Superpole.

So everybody had stated their business, and by 10.30

30 - JANUARY 2010

on Sunday morning stood ready to make the nostalgiaspecial Le Mans start. I didn’t see too much of it, having taken an early stroll round past the Dogleg to Suttons Corner where blue 44-gallon litter bins outnumbered spectators by a lazy margin.

The Big Kahuna Yamaha had no margin at all as it rounded Suttons for the first time, with the Dean Evans Yamaha, ridden by the Cudlin boys, Damian and Alex, hard up on its smart under-seat mufflers. The leading five bikes maintained a relentless clip, running 11s and 12s to run away from the field. Indeed, the Big Kahuna bike looked the goods for most of the opening stanza, but shrewd management of the Honda’s fuel supply helped put Team Demolition in charge at the opening rider change, and for every change and at every hour thereafter. All three riders put in critical spadework when it mattered, with Coxhell, the nation’s 2003 superbike champion, setting a blistering pace early.

The lead bikes were into traffic with just six laps on the board, such was their pace, and watching the spare efficiency with which the lead jockeys cut through the field was one of the delights of the afternoon.

Scarcely less impressive was the Team Green ZX-10 Kawasaki, ridden by Mark Hatch, Jason Kain and Rod Taplin, which circulated with metronomic consistency at the top of the production class right from the start and eventually logged fifth outright. Honours for the closest finish of the day went to the 600 Superstock runners, with the Team Astute bike beating home the Mick Cole Motorcycles entry by less than four seconds.

The weather was filthy. On a day when the temperature at Sydney airport reached 42.5˚ centigrade, Oran Park turned on its level worst with a hot dry wind that tore the breath from your lungs, whipped up dust and battered the riders as they slid out of Recaro and headed down the chute. The crash toll mounted, but

The winning crew: Jones, Coxhell, Holland. lads peering up at the circuit’s curious, and very battered, Spanish-style control tower. “Well,” said one of them, “I suppose hacienda that.”

Down the steps one last time, past dilapidated paddock garages, faded and peeling signs for automotive spares and soft drinks. The new pit block notwithstanding, the facilities at Oran Park have extended slowly, apparently reluctantly, and have never outgrown their past. For once, I was grateful for that.

I swung right onto the Northern Road, past the long-closed main spectator entrance to the circuit, now bracketed with advertising hoardings typical to new housing developments – pictures of a beaming young family, this one with happy children in pedal-cars. “Imagine what’s down the track,” read the caption. “Oran Park Town. Register now.”

– Bob Guntrip, photos John Turton.

Russell Holland bringing down the temperature.

nobody seemed hurt; and, fantastic to relate for a long-distance production haul, not one bike blew up. The excitement came from some impressive riding in revolting conditions and the scrap for third spot, which evolved late in the day when, after running third, the Cudlin boys muffed a pitstop and Alex found himself riding with petrol showering the front end under brakes. The inevitable extra stop let the 6-Hour (Spence, Nowland, Johnson) bike into third, where it stayed despite a massive effort from the Cudlin crew to run a catch-up race in a blast furnace.

Around half distance I left the air-conditioned luxury of the press suite and headed for Recaro. There was precious little shade and fully half of the 200 spectators (I counted them) with whom I shared the corner were huddled beneath the roof of the grandstand. The rest of us slapped on the sun block and watched in delight as the field helped the Team Demolition boys lay rubber on the exit of the turn before nailing it for the end of the main straight, beyond which the first of the 5000 houses to be erected on and around the site of the track were already pressing in on the perimeter fence.

It tells you something about the pace of the event that the Big Kahuna bike posted the fastest time of the race – 1m 10.994s – on lap 90, fully two hours into the journey.

Sometime later and back in the press box, as I was looking back towards Recaro, scribe and radio man Will Hagon showed me a picture of the same view at the start of the 1987 Castrol Six-Hour, the stands and spectator banks packed. Will shrugged “All motorsport is the same,” he told me. “People just don’t come any more.”

The commentators tried hard, invoking the shadow of history with plenty of references to previous Six-Hours, the Swann Series, the exploits of Hansford, Gardner and Willing in half a dozen different superbike series backed by half a dozen different oil or cigarette companies. I tried to remember the first time I’d been there: for a strange mid-week presentation to Wayne Gardner for winning the 1980 Bel-Ray superbike title, or was it that year’s Swann Series – Graeme Crosby, Rob McElnea, Ron Haslam?

And suddenly it was all over. No fireworks, no fanfare, just a man with a flag and then nine sweaty blokes on the podium, all of them paying tribute to exhausted crews and the thin layer of spectators.

As I squeezed out of the scrum I saw two big leather-jacketed

JANUARY 2010 - 31

Safety in a sack

ROAD sack is a brightly coloured safety backpack which was born out of a desire to protect riders by preventing accidents from happening in the first place.

From the smallest details such as the colour of stitching, to selection and combination of colours, even the location and density of padding were all specified in order to achieve the manufacturer’s goal of “prevent, protect”.

So it’s not just a brightly coloured backpack, it’s also engineered for ergonomic comfort, even load distribution, maximum capacity, ruggedness to take daily abuse and rider protection.

Whether you’re a commuter tackling the daily traffic grind in the city or a newcomer to motorcycle riding, it will pay you to put safety first so that it becomes a habit and this is why Road Sack is a good start - by making you highly visible.

The high visibility fluoro yellow waterproof fabric panels in Road Sack are trimmed with reflective silver fabric for night protection.

Thick padded back and shoulder straps aid comfort and load distribution. There are two main compartments and several smaller ones. The main zippered compartment with wallet pocket also has a padded section large enough to fit a 15inch laptop computer in it.

Waterproofing is taken care of with nylon lining and a dust/water zipper cover – a very well thought out design.

As well as adjustable shoulder straps there are also sternum and waist straps to help prevent your backpacking from swaying as your body moves.

All Road Sacks come with a 12-month workmanship and materials guarantee.

There is also a lifetime accident replacement warranty subject to conditions.

The Road Sack retails for $99.95.

For more information about this great new safety product check out www. roadsack.com n

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Check those tyre pressures!

AS A motorcyclist you realise that you hold your life literally in your own hands, so it’s never a good idea to take anything for granted.

So be honest now, do you check your motorcycle tyre pressures every time you get on your bike? Or do you just give your tyres a cursory glance, if that?

Well there is a way to check your tyres without getting your hands dirty and without taking up too much of your valuable riding time and it’s called Tyrecheckers.

This fabulous little product performs a very valuable function.

It simply replaces the dust caps on your valve stem and due to its colour coding system, gives you an instant check on your tyre pressure.

If the green crown is showing your tyres are at correct pressure, yellow means caution and red, of course, means danger.

And on many of today’s motorcycles in particular it is vitally important to run the correct pressure.

Apart from the safety issue, correct tyre pressure affects the wear of your tyre and therefore their lifespan as well as fuel consumption.

Tyrecheckers come with various tyre pressures pre-set, so you can order a set to match the tyre pressure you are running.

There’s also an anti-theft locknut you can screw onto the valve stem first to keep your Tyrechecker safe on your rim, very neat.

Not only that, you can use Tyrecheckers on just about anything with wheels - cars, trailers, motorhomes, ATVs caravans, scooters, trucks, even bicycles.

For more information on this great safety aid check out Tyrecheckers on www.tyrecheckers.com.au n

NEWS

Supershadow MOTORSPORT Importers has a new range of funky 250cc V-twin cruisers made by QJ. Two Supershadow models are available in Australia, both using 250cc V-twin engines and disc brakes. Two distinct cruiser styles give you a choic1e between the classic or muscle look.

“The 250 market is currently bucking the overall downturn in new motorcycle sales. New, highly affordable models, like the QJ Cruiser, are making this possible and bring the experience of motorcycling to anyone looking for their first ride or just looking for a budget commuter,” Paul Nobbs of Motorsport Importers said.

Prices start from $3,990 + ORC, a cheap way to get cruising. n

Summer time TGB

NOW’S the time to get on board with TGB, especially the all-new Bullet 125 scooter.

TGB is running a promotion until January 31, with free registration and stamp duties on offer. This represents a saving of some $500.

The Bullet comes in three tasty colour schemes: white, black/red and black/orange.

For more info or to find your local dealer go to www. tgbscooters.com.au. n

Naked Pagsta

PAGSTA’S product range is Australia is unashamedly learner and commuter based.

Pagsta’s new XP 250 is LAMS approved and is a stylish little beastie.

Using a liquid-cooled four-stroke twin cylinder engine with a five speed gear box. Twin discs provide good stopping power for a bike essentially designed for city work.

18.5 litres of fuel gives a very generous fuel range, so fill ups will be in weeks rather than days for the miserly twin.

With a rider friendly wheelbase, low 77cm seat height, Euro style twin under tail exhaust system and black diez spoke alloy wheels even the café racers will be attracted to Pagsta’s newest model. The XP is available in three colours: Italian Red, Iron Grey and Ace Black.

For more information go to www.pagsta.com.au. n

JANUARY 2010 - 33

COMMUTER Torque test - Hyosung GT250R

Easy learner

A small bike with a big bike feel, Hyosung’s GT250R covers lots of ground.

RIDING GEAR: M2R helmet, Dririder jacket, Alpinestars gloves and boots.

TEST BY

Alex Pickett

ANY LEARNER wanting a sporty, easy to ride and economic mount should have the Hyosung GT250R on their shortlist.

Not only does it use the same platform as its bigger brother the GT650, it has a decent amount of grunt from its 250cc engine, and of course, that unmistakable V-twin rumble.

’bars, digital instruments, 41mm upside down forks, single rear shock, twin 300mm discs with twin-piston calipers, 21kW of power from the 250cc V-twin EFI engine and five-speed gearbox.

Hyosung obviously stands by its products, offering a two-year unlimited kilometre warranty.

A quick look

As the GT250R uses the same platform as the GT650R it feels heavier than some 250cc machines. But rather than be seen as a disadvantage it gives a more planted feel on the road.

Although it has clip-on handlebars, the riding position isn’t too aggressive to be entirely uncomfortable in traffic. On the open road at higher speeds the wind blast eases this somewhat anyway. If lane splitting is your go you could look at the unfaired GT250, its friendlier riding position would make negotiating city traffic easier.

Power wise the 250cc engine is capable enough to keep up with traffic, even on the freeway, and acceleration is what you would expect from a bike of

Hyosung is one company trying to change the face of learner/commuter bikes from staid to raunchy, whether it be a futuristic looking learner approved cruiser or a sports bike with race bred styling, also learner approved.

At first glance you would think the GT250R would be its older and larger sibling, the GT650R because both the bikes use the same frame, bodywork and everything else in between except for the engine but the only thing that actually gives it away is the 250R sticker on the side, and the engine power when you burn up the road.

It’s hard to look past the racy styling but when you do you’ll find clip-on

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Ride time

PHOTOS BY

Chris Pickett

this size. If you test a GT250 and are not happy with the performance you could always try the learner legal GT650; same weight, same style just more go.

Machines made in Asia but outside of Japan have often been derided on their build quality. This is not always justified and in the case of the Korean made Hyosungs, especially the new fuel injected models, this is definitely not the case. We found it hard to fault the bike’s finish, from the mechanicals right through to the mile deep paint although we have to admit some of the nuts and bolts were showing signs of the weather quicker than we’d like.

We rode the bike in traffic and even on country roads, coming away impressed with the overall performance and handling of the GT250R. One thing we would look at though is the damping of the front forks which struggled to cope with series of bumps, but this was on one fairly ugly section of road. Many riders may not subject the bike to this type of riding.

Even though the suspension is not

generally adjustable (the shock has pre-load adjustment), Hyosung has looked at allowing riders to tailor other areas of the bike to suit their individual needs. For example, the footpegs offer more adjustment than you’ll see this side of a set of racing rear sets.

If we owned one we would ditch the standard exhaust for an aftermarket pipe to let some of that sweet sound out. When you hear a GT250 go past with a pipe on it sounds awesome, much meatier than a bike of this engine capacity would usually sound.

It would even jazz that part of the bike up to suit the rest of it.

Two styles are available, the GT250 naked bike with higher ’bars, and the bike tested here, the GT250R. A number of colour schemes are available, too.

Our thoughts

As an overall package the competitively priced $6,990 GT250R offers riders a more capable platform than the regular throng of 250cc commuter/learner machines, mostly due to its size and build quality. In our eyes it certainly looks great and the number you see charging around the streets is testament to its popularity. n

Seat padding is fine for shorter trips.

Adjustable footpegs comes standard.

Upswept muffler can be easily changed if you want to free the bike’s inherent V-twin lilt.

Easy to read instruments.

Mini V-twin hides behind the attractive fairing.

Front end package adds to the bike’s sporty look and feel.

JANUARY 2010 - 35

Speed racer

Commuter Torque Test – Cagiva Mito SP 525

This bike is so much fun, it’s almost like a video game.

TEST BY

THERE are not too many bikes which will set the pulse of a learner rider racing as quickly as a Cagiva Mito.

And that’s before they even get it off the stand. Looking for all like a true racetrack refugee, the Mito offers a level of street cred for younger riders that other bikes will struggle to match. This is even more highlighted by the bold SP 525 on the fairing, a reference to the glory days when Cagiva’s two-stroke GP racer was plying its trade on the world’s race tracks in the hands of Mamola, Lawson, Kocinski and even Australia’s own Mat Mladin.

The Mito first came out in the early ’90s and has been

Steering damper to keep the Mito in line.

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Alex Pickett

the recipient of a number of changes in styling and to keep it up to date mechanically. One thing has remained unchanged though; its race breeding.

Does that mean it’s better than every other learner approved motorcycle? No, but it will look good doing what it does.

RIDING GEAR: OGK helmet, Ixon jacket, Spyke gloves

PHOTOS BY

Chris Pickett

a short stroke of 50.6mm. It’s liquid-cooled, has reed valve fuel induction and there’s an electronically controlled power valve to control exhaust port timing. A six speed transmission is used with a wet clutch to get the power to the ground in true racer fashion.

An alloy double cradle chassis is used to house the compact Out of the crate engine and of course take the When the Cagiva Mito SP525 rest of the rolling stock, like the turned up to work we all Marzocchi forks, Sachs shock, thought, “how good does this look?”. When we started the Mito single 320mm disc with fourpiston Brembo caliper on the it rattled then fired into life with front and the 17- inch rims with its very distinctive two-stroke a skinny 110/70ZR17 front tyre sound. and 150/60ZR17 rear.

Powering the Mito is a 125cc The fuel tank holds 14 litres single-cylinder two-stroke engine with a bore of 56mm and with two-stroke oil stored in

a handy reservoir under the fuel tank which hinges up easily.

The little Mito only weighs in at 129kg (dry), and the seat height is a scant 760mm so little people can enjoy a Mito too.

The ride

125cc sports bikes are the tiniest fullsized motorcycles. Everything feels like it’s in miniature, except the performance.

Punch the revs up high and this bike scoots along at a speed which belies its cubic capacity.

The riding position is very aggressive, but if you think it’s uncomfortable, you’re too old! Even so, this is a machine designed for the twisties, not the freeways, and many a young rider has used a Mito to learn the art of sports riding, then shove it up the inside of older, more conservative riders.

There is plenty of power from the little 125cc engine to get you out of sticky situations and up front there is plenty of stopping power from the four piston Brembo brakes. Another thing

that attracts you to it is that it looks absolutely horn with its racer-inspired looks and bright white paint job with red and black decals.

There are many positive things about this bike. Its light weight makes negotiating peak hour traffic easier, and the power band makes for fun take-offs from pole position at the lights. For such a light little bike it handles very well, and even though the Marzocchi forks offer no adjustment, they also cope reasonably well through the bumps. At the back the Sachs shock has only preload adjustment but it copes well with the bumps too.

There’s so much to like on the Mito.

Of course there’s always downsides to every bike we test, and in this case it was the lack of space for lanky riders, my knees kept banging the top of the tank recess. And if you want to carry something with you, make sure it will fit in a backpack.

Mito ’aint cheap. However, this is a serious European sportsbike, offering high performance, awesome styling and quality ancillaries, so the price can be justified. It’s not ideal as a commuter, but to a teenager, consideration like comfort and luggage capacity should be very secondary.

Luckily this country didn’t adopt the ludicrous 125cc laws many European countries enacted, so the class has never been popular here, but that doesn’t stop the Mito being an awesome ride.

The peaky nature of the power delivery makes the Mito a lot more difficult to conquer than nearly every other LAMS machine available, today, too, but that simply adds to the challenge.

For anyone who finds most sportsbikes physically too big, a youngster – or for those with a young soul – and wants a sharp corner-carver, the Mito’s for you. n

Verdict time

Cutting-edge costs, and at $8995 the

Ring dinger pipe.

Marzocchi forks give a feel of exlusiveness on the little Mito.

JANUARY 2010 - 37

Commuter Torque Test – Honda SW-T400

Power, economy and comfort TEST BY

Tony Penfold

PHOTOS BY

Hayden Williams

Honda Silver Wing 400, auto scooter – I’m ready to convert.

IF YOU are looking around for a scooter to cruise/commute around town, maybe go for a little run on the weekend or even put the wind up fair weather sportsbike riders, then it’s time to check out Honda’s big dog 400. Yes it is known as the SW-T400.

SW for Silver Wing, T for in line twin cylinder and 400 for bloody hell this thing goes.

At first glance

My first look at the SW-T400, I thought, ‘Gee, that looks magnificent’.

Silver in colour and name, big touring screen, huge top box and the seat looked more comfy than my lounge.

There are two storage compartments in the dash area, one which can be locked, not to mention the cave under the seat. Yes, there is a stack of room for helmets and all sorts of chrissy presents under there.

The bike looks big and at around

38 - JANUARY 2010

250kg you could be a little intimidated, but don’t be afraid, this bike is so easy to ride. More later. 14-inch inch front wheel, 13-inch rear with fairly tall tyre profiles, which means you will not get smashed when the front end hits a pothole. ABS combined with Honda’s Combined Braking System and a new lever on the right-hand side of the fairing is, wait for it… a parking brake.

Wow.

The ride

I started the bike, rolled the throttle on and very quickly noticed that I was already beyond where I should be.

The Silver Wing accelerates so easily. I took the big Wing out onto the freeway to see how far the needle would go and let’s just say I was impressed. You could definitely ride this bike on long highway trips in comfort. The seating position was good as far as you could have your legs in a comfortable regular

position but also stretched out like touring pegs. The seat is comfy with a back rest which steps up to the pillion seat, but I did find it a little narrow at the front. I got used to using my feet to manoeuvre/steer and hold on similar to knees around a conventional motorcycle tank. Let’s face it, the seat narrowing allows your feet to reach the ground easier when you’ve got your feet down.

The fuel injected DOHC twin cylinder 400cc motor makes this bike just so easy to ride. I had to check myself a couple of times tipping into a corner with speed realising I was not on a sportsbike, however I was surprised how good the machine felt. The rear suspension has adjustable preload, so all in all I thought the big Wing did the straight roads but also the curvy stuff quite well. I absolutely did everything to try and upset the ABS brakes but the bike stopped extremely well every time.

At 180cm I was just looking over the touring screen, which for me is great.

No bugs and all weather up and over the helmet. Fairing and screen did a great job when I found myself riding late at night in the pouring rain at highway speeds. Overall the bike was a pleasure to ride in all conditions, even

stifling heat. I also rode the bike plenty at night and found the headlights did a great job.

Now the Silver Wing T400 is a big scooter. One of Cycle Torque’s testers is only 160cm, and he commented on how easy the T400 was to ride, no doubt made easier by the fact the weight is low to the ground. Even two up the T400 is comfortable for both the rider and pillion.

The width of the seat was especially nice on my pillion’s behind. Despite this load (sorry dear) the bike still did it easy.

The gauges I thought were spectacular at night. Very pretty. Information wise I love the litres/100km or km/litre. You can have either. Now most of my riding was on the highway cracking out 100kph

down to 60kph zones. I punched the bike off the mark the whole week but I still managed to get a bit over 4 litres/100km.

With a 16 litre fuel tank this equates to the big push at 400km, even ridden hard.

Impressive I thought.

Now whether I parked this bike on the side or centrestand, I must mention the use of the park brake situated on right front fairing – fantastic. You just pull it on and the bike will not move. Makes it safer when you are pushing the bike off the centrestand. You could also argue that do-wacker thieves would be confused because the scooter could not simply be pushed away. Great idea all round.

Sporty muffler adds to the look.

Fuel flap right between the legs.

Wash up

The Honda Silver Wing T400 scooter does it all. You can throw it around heavy traffic with ease and it certainly stands up on the bigger highway miles.

Heaps of luggage storage areas, which I must say I am going to miss now I am back on my conventional bike. Factor in the fantastic economy, Honda build quality and all for $10,990 + ORC, I think I could be convinced to defect. n

Comprehensive gauges.

JANUARY 2010 - 39

Adventure bound

An increase in power and more suspension travel?

Yes please.

Cycle Torque Test – KTM 990 Adventure R TEST BY

40 - JANUARY 2010

Tony Penfold

PHOTOS BY

Chris Pickett

S p e c i f i c at i o n s: 2009 KTM 990 Adventure R Engine Type: Liquid-cooled V-twin Capacity: 999cc Transmission: Six speed/chain drive Fuel Capacity: 19.5 Litres Frame Type: Steel trellis Seat Height: 915mm Wet Weight: 207kg Front Suspension: 48mm inverted WP Rear Suspension: WP monoshock Brakes: 2 x 300mm discs with 2-piston calipers/ Single rear disc Tyres: 90/90-21, 150/80-18 Price (RRP): $23,995 + ORC www.ktm.com.au

KTM has managed to make a great adventure bike even better. Horsepower has increased substantially due to engine changes, helped along by weight reductions. Throw in 55mm of extra suspension travel, a change in colours and I was pumped to take this thing for a run.

First look

I had certainly ridden Cycle Torque’s 990 Adventure quite a lot and found it pretty solid. So first look at the new 990 Adventure R, I immediately thought less orange and it looked bigger. In fact the 990 R has a seat height that is 55mm higher than the standard Adventure (915mm v 860mm). Also the R has increased ground clearance, 316mm v 261mm. The R looked primarily black with white plastics but also orange incorporated in the frame.

Twin exhausts looked tough and our R had heaps of luggage potential.

Curvy sealed road

The plan was to hook down the Putty, jump on the Bells Line to Lithgow and be sipping a quiet ale at Gundagai by sundown. Considering the 990 Adventure R not only had a top box, but also solid panniers, the bike cornered quite well.

Love the KTM extras. We also had a tank bag andcrash crash Factory bars’bars. give anThe extratyres level ofwere light enduro.

You have to remember it has a protection for the bike.

21-inch front wheel, and to be specific this bike (R) is more offroad than its sibling, the 990 Adventure. I will make more comparisons between the two bikes as we go.

You can definitely feel the extra HP the 990R has. On paper it has around 17hp more than the 2008 and around 9hp more than the non R Adventure (Adventure R = 115hp), while also being 2kg lighter. Both have around 100Nm of torque. For me the R model had torque on tap, especially at lower rpm. Basically KTM has made the LC8 engine even smoother with newly developed cylinder heads, re-designing of the camshafts and a new crankshaft.

The Adventure R engine is basically very similar in specifications to the Superduke.

So yes, it goes like a fistful. Throw in the WP suspension and Brembo brakes, I had to keep telling myself: ‘hey stupid, this is not a sports tourer, it is supposed to be an Adventure Bike’. Yeah right.

Speaking of brakes, the Adventure R does not have ABS, the non R does. As I said the R is aimed at hard-core adventure riders, who don’t want the weight, complexity and cost of ABS. The R has 55mm of extra suspension travel which certainly makes it firmer off-road, however vertically challenged riders be careful.

There is no doubt that KTMs catch peoples’ eyes. I was a deadset poser legend riding through the main cave at Jenolan.

More photos taken of the KTM and I by the tourists, bugger the caves apparently.

Day two began with a quick run down to Tumut to ride across the Snowy Mountains to Adaminaby. To quote Cycle Torque’s editor on this sealed curvy road: “Tony, this road is motorcycling Nirvana, just enjoy yourself.” And he was right, I did enjoy it a little more than when I towed my caravan across there a couple of months ago during the snow season. Again though, the big KTM 990R Adventure revelled on the sealed stuff.

Curvy gravel stuff

After a spot of lunch and talking ourselves up it was time to introduce the 990R to unsealed road which is its true calling. Well, I rode the KTM up and down gravel quarry hills, playing a little hide and seek with my two riding partners, which resulted in one getting lost. Sorry fellas, but the point is I could ride this bike anywhere. Water crossings, no problemo.

“Tony, see how she wheelies”. “For you my good editor, anything”. Even for a novice Wheelie Guy like myself, I had that front end up there for… ages, I’m sure.

Off-road is where the KTM 990R comes into its own. Standing up on the pegs was very comfortable and really it rode like a big thumper trailbike on steroids – awesome. Imagine where I could take this thing with a set of knobbies underneath I

JANUARY 2010 - 41

Adventure bound

dreamed. To be honest I didn’t even lower the tyre pressures when off-road and the bike still behaved well.

North to Wakefield Park, beyond and home

Another day on the big KTM, however it was around zero degrees with winds gusting at a speed of… stuff me. I have to say all good with the bike, but a bigger screen and some heated grips would have been nice. “Harden up”, was all I heard from the other two, both of whom had huge screens and heated grips – hmmm.

Arrived at Wakefield Park for the KTM Super Extreme Road Racing Round. And yes, the RC8 racebike not only looked awesome but was very hard to pass on a beautiful rainy day in Goulburn. Time to move on. I thought it was spring?

We made our way up to Bathurst, riding the Bridle Track, which again was very pleasurable on the big Kato. Around 60 odd kilometres of gravel to Hill End which was fantastic. Across to Sofala, being a mix of sealed and offroad, then home via the

42 - JANUARY 2010

Hunter Valley. Around 2000km over the four days.

Wash up

This bike was certainly built for a trip like this. Comfortable, easy to ride and I mean ride anywhere you point it. But the old adventure bike market is quite competitive these days. Even on sealed roads, which here in Australia are a little ordinary, adventure bikes just make the trip so much easier and thus enjoyable. Retail price on the Adventure 990 is $21,995 plus ORC, but if you want the extra HP and suspension of the ‘R’, you will need to pay another $2000.

I must mention the old 12V socket in the dash, which is very handy for all those

wizard gadgets some of us love using.

And all KTM adventure motorcycles have immobilisers fitted, so they will not start unless the original key is used.

While the Adventure R is one of the more aggressive adventure touring machines on the market, it’s proven it is just as happy on the freeway or scratching as it is getting dirty. n

JANUARY 2010 - 43

EDITORIAL

The joy of riding

I REMEMBER when I was a young lad the day my mother told me my bags would be on the porch when I bought a V8. I bought my V8 and she relented.

Of course she was always going to do so. My dear mum said the same when I said I wanted a motorcycle. Once again I was still able to sleep in my own bed.

I always wanted motorcycles and although I had some access to them via cousins and friends, I never had my own motorcycle until I was able to buy my own when I was around 19. When I was younger I could never understand why my pleas for a motorcycle fell on deaf ears but as you get older you understand why parents tend to think the way they do.

It’s obvious my parents weren’t keen to see me on a bike because to them it was dangerous, even though they had no real knowledge of what bikes were about. When I was 21 I had a Suzuki GSX1100 and a Holden ute with a 327 Chev V8, so they were suitably outraged on both fronts.

And why wouldn’t they be?

In those days as soon as you had your full driver ’s licence at 18, you could go and buy a big motorcycle on your motorcycle learner ’s permit. I remember seeing plenty of guys in my local town riding Suzuki Katanas and GSX1100s, Kwaka Z1Rs, Honda CB1100Rs and the like. Most of these bikes had L plates proudly displayed next to the number plate. You also saw plenty of Yamaha RD two-strokes blasting around town. Most riders wore T-shirts, shorts and thongs, great protection for a young rider on a very big and powerful machine.

There were plenty of accidents as young heads failed to cope with big heavy machines with more power than most cars.

With my son road racing the last few years – from the age

44 - JANUARY 2010

thing to do is, not just hears it of 13 – I’m well attuned to his from me. ability to control a motorcycle I rode motorcycles as my only at quite high speeds. He’s now transport for around 10 years, got his learner ’s permit for a car and during that time there were and in the next six months or many occasions when I wished so will be able to apply for his I wasn’t at that place in time on motorcycle learner ’s permit. my bike. Cold, wet, miles from If I were like my parents I’d be home with a bike that wouldn’t dead against it, but motorcycles go and the odd crash or two. But have given me so much it’s all part of life experiences. enjoyment over the years I’d To be honest I have sort-of tried like my son to be able to enjoy to give them away a few times them as much as I have, if he so but only half-heartedly. When wishes. At this point in time he’s it’s in your blood it’s there to keen to get on the road on two stay. I’ve had some fantastic wheels. He’s been my pillion experiences on bikes. Riding passenger many times, including through the Scottish Highlands a day from Phillip Island to on an old Royal Enfield is up Cooma through pouring rain there, as is testing the Ducati when he was around 11. Our Desmosedici at Phillip Island. latest jaunt together was a run Motorcycles are all about fun, down the Putty Road and back whether you are commuting or via Wisemans Ferry on the long touring. If you ride a bike just term project BMW R 1200 GS. to save money I can’t help but Although complaining of a sore think you are missing out on backside, he loved every minute something. of it.

While I’m fine about him – Chris Pickett wanting to ride on the road, I am also aware that teaching him the right way is a big part of my responsibilities.

Luckily I have an extensive background in motorcycle training but that doesn’t mean I know everything. On the recent Putty Road ride I explained how dangerous that particular road is and how you must treat it with respect, the dangers of racing your mates on the road, trucks cutting corners, wildlife etc. When he is on the back The publisher, Nigel Paterson, liked the new Fat Boy Lo so I try to set a good much he’s talked Harley out of one for Cycle Torque’s first example with my cruiser project bike. own riding, so he sees what the right

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JANUARY 2010 - 45

Keeping the Oil Warm After meeting up with old friends and showing off the magic pudding, Geoff and the F 650 GS head home.

Road trains dominate the Nullarbor.

THE long drag to Kimba past Iron Knob (yep, one of Australia’s first productive iron deposits) and the towering grain silos of the Eyre Peninsular towns adjacent to their umbilical cord, the railway. Green paddocks indicate that the farmers may be onto a big crop this year.

We are, however, more interested in heading south to Streaky Bay to link up with others heading for the meeting.

We use the Streaky Bay Hotel/ Motel as our base because it’s close to the bay, bike-friendly and a 100 metre walk to view the great sunset.

The best tourist ride is to Point Bauer and the blow holes, a 15 kilometre dirt road loop which shows off the limestone coast which surrounds the tranquil bay to best effect. The weather has been excellent – no wind or rain. It’s time to enjoy the company of other motorcyclists and red wine.

No mechanical woes for Bailey and Christoff, our SA friends, who in the previous two years had relied on the SA road service to return to home base. Mind you, the 1976 R100RS is leaking from most orifices in varying

46 - JANUARY 2010

amounts – nothing terminal, just enough to cause doubt about how many more kilometres it will do.

In the early morning, we head west to Ceduna with its massive wheat silos – then Penong, Nundroo, Yalata (no fuel – it’s closed) and steadily on towards the Nullarbor.

About 23 kilometres east of Nullarbor Station, you break out onto the treeless plain (well, the small section crossed by the Eyre Highway).

The blast to the fuel stop takes no time, grey nomads, trucks, cars, just blurred images as we set sail on what is a traditional sprint. You can see the sand dunes encroaching from the south threatening the highway.

Some predict they will claim the Eyre Highway within 10 years.

Nullarbor remains the same sparse place crowded by vehicles and the whale spotter plane. Faces from the past peer out of helmets – a pledge to catch up over a beer, then we tour onto the cliffs. There are whale watch platforms near the Telstra tower and flights out of the station. The latter was an excellent experience when we did it last year.

The best cliff vantage point (turn off at 110km sign on the way to the Border) is now closed. A close inspection of the area reveals large cracks in the cliff top indicating that it may at any time plunge into the icy seas of the Great Australian Bight.

Yes, we took photos. While the track is barricaded, there are ways…! We watched a couple of whales frolicking at the cliff base – the swell continuing its attack on the limestone cliffs and caverns. Warm weather, clear skies and no wind – rare out on the Nullarbor in winter.

The crowd gathered at the border with representation from most states of Australia. It would have been easy to sit in the sun and drink.

Instead, we headed into WA to Eucla where the ever encroaching sand dunes are attacking the old telegraph station, one of Australia’s early communications links. On my first exploits (1976), you could walk through the ground floor of the building, now only the very top remains exposed. To the south, the remains of the wharf which was used to land supplies for the sheep

stations in the area and to export camels. Yes, east of Nullarbor there is evidence of the old settlements where very enthusiastic people attempted to raise sheep – uhm!

The hardy camp across the road from the BP Border Village truck stop, others avail themselves of the huts and motel.

B-triples and road train

Stock Route, unsupported by backup vehicles and fancy technology. The famous Pudding, now encased in resin, to protect its wafer thin case, is on show en route from Sydney to Perth. It continues to travel the continent on two wheels (ONLY). Bikes range from Bear ’s BMW 1974 R90s to an immaculate z1300 Kawasaki and the

thunder in and out of the stop. Two massive trucks await an escort – the word is ‘get out early’ or be trapped behind these highway blockers for half an hour at a time.

The night slips in, back-dropped by the ever humming generators of the station and the two wind turbines. Old stories relived, new ones told, motorcycles critiqued, and the inevitable updates when you haven’t seen some people for 15 years.

Some old acquaintances have passed away – that’s life. Bear, one of the originators of the meeting, is there, together with a band of NSW, SA, VIC and WA BMW club members who in the past forged routes across the Gunbarrel Highway and the Canning

latest tricked machinery from almost every brand.

It’s a late night, however, you don’t ride halfway across Australia to go to bed when the sun goes down!

It’s dark and clear, and there’s no glow in the east as we leave the Border heading east, eyes cruising left, right, centre, like a radar scanner looking for any wildlife. An owl fits across our path – the heart misses a beat. A road train overtakes us, offering a 110kph wildlife shield.

We take the opportunity to make some ‘quiet’ kilometres behind this monster. The strategy is to back off until the slipstream ceases to whip the helmet and enjoy the ride into dawn, ever

F 650 GS When you are looking for an all round machine, the little (really 800cc) BMW makes sense. In some way it reminds me of the early R80GS – the bike that set a standard for all that followed. This machine has 15 more kilowatts with similar weight so it moves along quite briskly for a dual purpose 800cc.

The engine is smooth, the power delivery good over 2000 rpm, and I saw a shade under 200kph in sixth gear.

On a winding road, the GS changes direction with ease, however, a different tyre choice may be advisable as there were some slides from the rear tyre in tight corners – I may have reached the limit. The GS will be very competitive on winding roads. Brakes are acceptable, the front end dives, however, optional ABS provides a fallback position should you not be concentrating or the road surface is not in good condition.

Seat comfort rates at two-and-a-half hours before you have to do some cheek lifting to relieve the pressure ache and restore circulation.

The good thing is that

even after 1000 kilometre days, you can get on the motorcycle the next day and there is no residual pain. I have had the displeasure of some seats where the pain simply built from the beginning of each day. The F 650 GS is up to the touring chores.

Switch gear and instruments are good, although with heavyweight wet/cold gloves on, I didn’t always find the high beam or blinker cancel switch first time. However, with summer-weight gloves, there was no problem. The display gives temperate, fuel consumption, fuel range and tyre pressures.

Fuel range is excellent from a 16 litre tank, which in reality will take 17.5 litres.

The rear mounted right hand side fill point is close to the seat – we splashed fuel on the seat on a couple of occasions, which may not be good for the fabric. You can, however, fill the bike on the side stand. At 100110kph, expect 4.2 litres per 100 kilometres. At 130kph, the F650GS will consume 6.2 litres per 100 kilometres. It all depends on weight, head winds and road conditions.

A tailwind slashed four litres

Cont>

JANUARY 2010 - 47

Keeping the Oil Warm

Ruins of another time. watchful for road kill exiting from under the last trailer.

The golden orb cracks the horizon, the temperature is 3°C. When the sun is clear of the horizon and not impairing our vision, we break cover, acknowledge our benefactor and return to cruising speed. Trucks pound towards us, their exhaust soot pouring into the sky scouring the horizon against the sun’s rays.

It’s cold. There’s still a long way to go, so we pit stop for fuel, then charge for Ceduna and a short break. Apparently the team are the first bikes on the road out of the Border despite a very late night for this dude.

We trudge onto Port Augusta, making another short pit stop with the very definite aim of making Burra by dark. The thrash up Horrocks Pass is enjoyable, the R˛1200˛R making ground up the hilly straights, the F˛650˛GS more nimble in the tighter corners. The road follows the valleys into Burra – green paddocks and ruins dot the hillsides. Last year, large storm cells had thrashed us, however, the great weather continued. There are 1100 kilometres on the trip meter as we turn in for the night – only 1400 kilometres to go next day.

In the icy morning, we head out in the dark. I’ve hit a ’roo in this area so I am on high alert, hands on the various controls like a pinball wizard waiting for the next attack. Nothing shows on the animal front besides a fox which exits stage left.

The remainder of the trip was uneventful. More wheat silos, service stations and long straight roads. Renmark, Mildura, Hay, West Wyalong, then across to the Hume Highway near Yass. The M5 leading into Sydney is peppered with ski fanatics racing for some deadline or other. Big interstate transports thunder west – some, no doubt, for the long haul across the Nullarbor.

Six days on the road and I want to get home tonight. I pull in.

The F 650 GS is still purring. I can still walk! Yes doubters, the bike is more than suitable for the job – and it performs on the dirt!

– Geoff Hall

48 - JANUARY 2010

per 100 kilometres from consumption.

If I were to own an F650GS, I would fit a sump guard. The road stones on the way to Arkaroola certainly peppered and scored the guard. Modern sumps are not like the BMWs of old and a large stone may cause damage. However, the bike took a fair pounding on 500 kilometres of dirt roads and stood up to it very well. No rim damage. The F650GS handles rough roads quite well. I didn’t try it off road where its weight and type will be a handicap. Still, general offroad excursions will be fine.

Chain drive is not my choice, however, in 5,600 kilometres, no adjustment was needed. Some lubrication kept it looking like new. Modern chains are much more robust. If you did a lot of dirt work, then you would need to consider whether this bike is for you.

It did occur to me while charging into Arkaroola that there is no real protection in the case of a fall.

Having said that, I have two friends who have similar machines, both of whom suffered incidents.

The machines were mostly unscathed and certainly rideable long distances without repair (one from Darwin to Perth).

With upgraded enduro tyres, outback travel would be easy. If you fitted ‘sticky’ rubber, you will have fun on winding roads.

Luggage is available for the bike, however, we didn’t test it. An old tank bag and duffel bag were sufficient for our needs.

Would I buy one? Absolutely!

– Geoff Hall

E-Torque

Showing our wares

CYCLE TORQUE’S stand at the Sydney Motorcycle Show was the first time we’d exhibited for a number of years, and it was great to be back, meeting the riding public and talking bikes for a few days.

At the show we produced a podcast live on stage, featuring Charley Boorman as our special guest.

Boorman is now famous for his travels, riding BMWs in Long Way Round, Race to Dakar and Long Way Down and using whatever form of transport was available for his two By Any Means adventures.

Boorman was awesome on stage in Sydney – the huge crowd which gathered to see and hear him speak didn’t move a muscle as Boorman talked about his travels and adventures, answered questions and then signed autographs for the best part of two hours.

If you have any interest in travel at all, you should download the podcast featuring Charley Boorman from www. cycletorque.com.au or via iTunes - it runs for about an hour and is hilarious and enlightening.

Charley’s Books - and hopefully by the time you read this, his videos too - will be available from Cycle Torque.

Check out our bookstore at www. cycletorque.com.au or give us a call on 02 4956 9825.

Also at the show was Troy Bayliss, Australia’s three-time Superbike World Champion. He was a guest of the event organisers and was on stage many times, signing hundreds of autographs for his new book – which we airfreighted in for the event – over two days. The book should be back in stock by the time you read this, we sold out of the first batch!

We interviewed Bayliss some months ago: you’ll find that recording on our audio podcast #18, again on www. cycletorque.com.au or in iTunes.

We decided to exhibit at the show to promote our electronic media, but we also took along many of the books we sell as well, and the combination of hard-to-get motorcycle books, free copies of Cycle Torque and the chance to

meet Troy Bayliss or Charley Boorman on the QBE stage nearby proved very popular with people at the show.

Immediately after the Sydney Show I was on a plane to Portugal and the launch of the new BMW S 1000 RR – our lead story for this issue, so you may have already read about the bike… but readers of our eMags would have already seen the Special Edition eMag we put together when I returned, and Subscribers to Cycle Torque’s videos would have seen the bike in action and BMW staff talking about it on our video preview.

Both are still available, just go ahead and download them. The Special Edition eMag features my unabridged article, a lot more pictures and BMW’s specifications as well as the factory power and torque curves graph. The video shows the bike being discussed and ridden.

Cycle Torque’s electronic media is proving popular – downloads are doubling month on month – and the eMag has spent quite a lot of time at #1 in its category (automotive) on the iTunes Music Store. As I write this it’s #4, but the video is at #2, the highest it’s been.

Our audio podcast isn’t as high on the charts, but it is proving popular.

The length might vary, but when Chris Pickett, Darren Smart and myself get together to discuss motorcycling and spread the news, it’s often funny and controversial, and I think well worth a listen. It’s usually recorded mid-week, and is a great way to kill an hour or so.

Download from iTunes or our website.

If you think I go on too much about electronic media, I encourage you to have a look at a video demonstration of what an electronic magazine might look like in the future – from my perspective as a publisher it offers the chance to offer so much more to readers, in ways which are simply not possible on the printed page.

While we won’t be moving to an entirely digital publication while bike shops still want to stock Cycle Torque and you guys are going in to pick it up, I will be dumping printed pages very quickly once devices like this are available and the publications I want to read are on them.

Bring on the future. http://tinyurl.com/yke4etg – Nigel Paterson

The Cycle Torque Podcast team at the Sydney Motorcycle Show: Nigel Paterson, special guest Charley Boorman, Darren Smart and Chris Pickett.

JANUARY 2010 - 49

Cycle Torque long termer – BMW R 1200 GS

The great outdoors Road rocket or desert dueller, BMW’s R 1200 GS has given us both.

Pivotpegz – $220.

Ztechnik mirror extenders – $55 or $35 with a screen purchase.

Cruise control – $150.

50 - JANUARY 2010

PROJECT bikes are both fun and frustrating at times. Fun because you get to ride them as your own without the hit to your wallet, but frustrating because of the time you need to spend on them during the project. Plus the fact you have to hand them back is always a downer.

Cycle Torque’s had plenty of such projects over our ten years, from bikes made to add some adventure to our lives to those made to race on the dirt or road.

Our next project bike will stay with us much longer than the six months we had with BMW’s R 1200 GS, and it will take us in a different direction than you’ve ever seen us do; it’s a cruiser!

But back to the GS. To say this bike is a great all-rounder is doing it a major injustice. It is much better than that. It’s no wonder they sell like hot cakes, it’s almost as if the bike can do anything, as long as you are up to it.

You might have kept abreast of the project so far, but the initial brief was to modify the bike with readily available parts to make it more user friendly for what we wanted to do with it, which was mainly tar and good dirt roads. Racking up decent touring miles, rather than tackling washouts and gullies was our desire. With this in mind we set about giving ourselves extra luggage capacity and better rider protection.

Initially the mods consisted of a few of BMW’s off the rack accessories, like the $135 headlight protector (fitted just after we copped a rock in the headlight), $436 engine/sump guard and $522 cylinder head covers. While we never had to crash test any of these products, they are solid enough to give you confidence in their abilities to do what they are supposed to. The bike came with a BMW accessory tank bag, and also a seat bag which wasn’t standard to

the GS by the look of it but we were able to strap it on to the standard rack.

Around the same time we received a Ventura rack and bag system which was easy enough to fit and carried enough gear for what we had planned. Of course you could go the factory panniers if you like but the Ventura system is a very cost effective option, with prices starting from $389.

Next, Rod from Mototoys dropped in and gave us a couple of Ztechnik replacement windscreens, GPS handlebar mounts and mirror extenders.

The standard BMW screen gave our regular six feet tall riders some decent helmet buffeting, so we didn’t bother trying the Ztechnik stock replacement screen ($245). But when we put on the Ztechnik V-Stream taller screen ($289) it was a revelation. Now we could ride along with our visor up, pretty much regardless of the speed, with our eyes just peering over the top of the screen. The windscreen has wings attached to the top as part of its design, and these also helped keep the elements at bay.

We selected one of the handlebar mounts for a GPS that Rod had dropped in, and it was quickly mounted to the ’bars. On a recent five day trip across all sorts of country this device came in handy. We were able to fit an iPhone to the mount and use it as a GPS. As we didn’t have a cover it was duly placed into the tank bag when the weather turned inclement, but if you are keen on going to out of the way places then gadgets like these can come in handy.

Powering the iPhone was a Powerlet cable which converted the stock BMW power outlet under the seat to twin cigarettelighter sockets with a long enough cable to position the end under the right sidecover.

A car-type car charger was then plugged in and battery drain issues on the phone/

Ztechnik GPS and accessory mount – prices from $95-$115.

Mud Sling – $220.

Motohansa comfort seat – $350 exchange.

Pipes

We didn’t get the chance to test a pipe on the R 1200 GS, but Cycle Torque has a few advertisers who sell full systems or just mufflers. We know a few GS owners who run aftermarket mufflers, including a Laser which is sold by Motohansa, a Ztechnik, sold by Mototoys, a Venom pipe from MC Performance and also a Staintune. Prices vary from brand to brand but they are all reasonably similar, starting from around $650, and each owner is happy with their respective purchases.

Visit these websites to check them out: www.motohansa.com.au; www.mototoys.com.au; www.mcperformance.com.au; www.staintune.com.au.

GS911 – $445.

JANUARY 2010 - 51

The great outdoors

GPS/tunes were no longer. The importer, Blue Rim, now has cables dedicated to the iPhone in its vast array of power cables: see www.bluerim.com.au for more information.

Next was a trip down to see Rob Dunstan at Motohansa in Sydney where our GS was decked out with a host of goodies.

Rob gave us some good tips on what works well on a GS. On went a comfort seat, cruise control, Mud Slinger rear shock guard, handlebar risers and Pivotpegz footrests.

At first we thought the Motohansa comfort seat was a bit hard, but it comes into its own if you are planning long days in the saddle. The firmness of the seat just seems to give your backside an easier time, as if the standard BMW saddle is too soft. One good way of testing it is to do a decent ride one day with a standard seat, then do the same the next day with the comfort seat. We did and we found them to be chalk and cheese. These are exchange units, give Motohansa your standard seat and they hand over the reworked jigger, for a cost of course.

While not being lovers of cruise control on a bike, we nevertheless found the Wunderlich unit to work very well. It was fitted literally in seconds and the friction design worked very efficiently. We were able to test the Mud Slinger shock guard and it does what it says, we hit the mud and the mud stayed away from the shock. It also was easy to fit and even looks good, taking up the space behind the shock and giving it a tidier look in the process.

Next were the Pivotpegz and Wunderlich ’bar risers. Once you have used Pivotpegs you wouldn’t go back to a standard set. In fact the standard footpegs are ridiculously small in our opinion.

Everyone who rode the bike with the Pivotpegz loved them. The extra bite and width is good for road riding but it’s when you

52 - JANUARY 2010

hit the dirt they come into their own, allowing your feet to rotate when you are standing up and while negotiating decent hills in the bush. The standard handlebars are too low for comfortable standing up riding, you tend to lean too far forward which puts you a little off balance and makes it harder to see where you are going. Mind you, as said before, this is in the perspective of a rider who is six foot (and the tankbag makes it worse).

Shorter riders may not have the same issues with the height of the handlebars. Just the Pivotpegz and handlebar risers alone transformed the bike for off-road riding.

For the tech savvy, Motohansa also sells the GS911 diagnostic unit which plugs in directly to your wiring harness under the rider’s seat. It’s an amazing little gizmo, allowing you to check faults and do a host of other things like balance the throttle bodies. If your bike won’t start or is running rough you can simply plug it in and find the fault, saving you plenty of time trying to diagnose it yourself. In essence if you want to home service your bike it offers you everything you need (except the computer to plug it into).

For most of the six months we had with the GS it was fitted with a set of the new Pirelli Scorpion Trail tyres. These tyres are more road based than aggressive off-road, and as such they give grip levels on tar way beyond what you would expect. The pleasing thing is the Scorpions are also very handy on the dirt.

It was only in very muddy slippery conditions where it would have been nice to have tyres a bit chunkier in the tread pattern.

We covered around 4000km on them and there’s plenty of life in them yet. Front tyres start from $205.

– Chris Pickett

QUAD

NEWS

Premium Polaris POLARIS Australia is having a huge sale to celebrate the new year.

Firstly, the 300cc Hawkeye ATV 2x4 is on offer for $5,995.

The Hawkeye boasts independent rear suspension and a 340kg towing capacity. It’s covered by a two-year warranty and has a handy sealed storage unit at the front of the vehicle.

You have to keep the kids happy, so luckily you can get a free Outlaw 50 with any Ranger or adult RZR purchase. The Ranger and its offspring the RZR are side-by-side ATVs ready for work, or in the case of the RZR, a serious dose of play. If you don’t want or need a Outlaw 50, Polaris will give you $1,999 the price of a new Polaris quad or Ranger.

If a youth ATV is your go, Polaris is ripping $1250 off the price of the Outlaw 50 and the Outlaw 90. Both feature four-stroke engines, auto transmissions and electric start. To keep the kids in control there’s an adjustable speed limiter. The 50 is now $2,395, with the 90 (with reverse gear) $1000 more.

If extreme fun is your go, you might like the full size Polaris Outlaw. This machine has won numerous titles in Australia, and Polaris is currently offering up to $4,500 off their RRP. Using a KTM four-stroke single, the big banger Outlaws certainly go hard, Cycle Torque can attest to that. 2008 and 2009 models are available.

All offers are while stocks last so get in and go crazy.

For your nearest participating Polaris dealer visit www. polarisindustries.com.au or call 1300 654 142. n

JANUARY 2010 - 53

Quad Torque test – Polaris RZR S Chris Pickett

Quality ride BY

t a h t s y a s b r u The press bl like a Polaris. nothing rides the RZR S it’s n i n i p s a r e t f A t. a h t t s n i a g a hard to go

54 - JANUARY 2010

e

QUAD CYCLE Torque has tested a few side-by-side ATVs lately but the Polaris RZR tops them all. It isn’t the most powerful machine in its class but its ability to cushion the bumps at speed sets it apart from the competition.

On the trailer

Polaris’ Ranger series is the base model from which the RZR S has evolved. As such it is the top of tree in terms of overall performance. There are other Rangers which specialise in certain areas, such as hunting, fishing, farming and so on. The RZR S on the other hand is all about going very fast in the bush.

To do this Polaris has taken the RZR and added different graphics, more power, better suspension and tyres and a host of other goodies to produce the ‘S’ model. Where the RZR might be called a ‘sport’, the RZR S is ‘race’.

It seems Polaris has taken notice of how many enthusiasts enhance their rides, and done it themselves to save you the trouble.

Powering the beast is a 760cc HO (high output) EFI twin cylinder engine, which gives a top speed of around 100km/h. Lubricating the donk is done via a wet sump which surprisingly only holds around 2 litres.

Driving the wheels is an automatic PVT gearbox, with high and low ranges. From there, four shaft drives turn the wheels which are attached via long travel Fox Podium X Reservior shocks (300mm travel) to the Double A-Arms. This gives it independent suspension at all four corners.

Wheelbase is 1.96m and the turning radius is 3.8m, so like any four wheeler it takes some turning around, unless you are using the prodigious power to help you turn it via the back wheels.

Fuel capacity is just over 24 litres and the 454kg dry weight helps keep it planted on the track.

On the trail

Never in my life have I been punted so quick through the bush in or on a four wheeler. The pace at which current Asia Pacific rally champ Cody Crocker had the Polaris RZR S zinging between the trees was astounding. What astounded me the most wasn’t so much the speed but the way in which this machine soaked up the bumps with ease.

As the first decent bump appeared I braced myself for the impact, only to be pleasantly surprised when we glided over it.

JANUARY 2010 - 55

Quality ride

Sitting in the firm rally style seats I was well strapped in by the accessory race harnesses, looking over the accessory half screen which did an amazing job at keeping the mud at bay. It felt very much like a race cockpit, with mesh nets to keep our arms in and a removable sport roof. While the race harness kept me firmly in place, it was still handy to have a grab rail attached to the dash.

Looking down at Cody’s feet I could see he was using the left foot braking method, sliding the RZR S sideways into corners before powering out of them, the trees whizzing past at an alarming rate.

When it was my time to get behind the controls I quickly felt at ease driving the RZR S. I call it driving because you have a steering wheel and pedals just like a car. There’s enough go to excite you but you get the feeling the auto ’box drains more power than a normal manual gearbox would.

Being able to manually change the cogs would be nice but that’s really only wishful thinking, with most of these types of vehicles going the slush route. And I’m not sure you would go much faster anyway.

You can get the RZR S to slide out easily enough, and controlling it is also simple. Part of this is the on-demand all-wheel drive which automatically locks in all four wheels when the computer senses you need more traction, so the all important momentum is carried on to help keep you out of boggy situations.

A driver of my talent can only do so much, but when someone of Cody’s calibre gets behind the wheel you can see what the RZR S is truly capable of. On some of the more mundane side-by-side ATVs, ground clearance can be an issue. Not so on the RZR S. Cody launched this machine over an erosion jump, landing softly on the other side.

With over 300mm of ground clearance there was never any chance of it bottoming out on the top of the jump.

I sampled two RZR S ATVs, one set up slightly softer than the other; yes you can adjust the suspension to suit your application. I actually preferred the softer set up but the main point is you can adjust the Fox shocks.

Accessorise

Both machines were fitted out slightly differently. If you are expecting to encounter muddy conditions then the half screen is a must, and if you have very hard driving in mind you would probably be better opting for the race harnesses too.

It all depends on what direction you want to go with the RZR S. The list of accessories is extensive to say the least.

Winches, covers, tow bars, heaters, gun scabbards, extra lights, the list goes on and on.

Conclusion

While this type of vehicle is pretty new to Australia, they are gaining sales momentum, highlighting the fact people are seeing them as true competition to regular quads.

The amount of fun you can have with a RZR S is only limited to your imagination, whether it be bush or beach.

At $23,995 the RZR S isn’t cheap but you get what you pay for. 12 month warranty is standard and you can find out more by calling your Polaris dealer on 1300 654 142 or by going to www.polarisindustries.com.au. n

RZR 800 Engine.

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Car-style cockpit.

Fox piggyback adjustable shocks.

Maxxis Big Horn tyres give the grip.

Launch Report – 2010 Yamaha YZ450F TEST BY

Todd Reed

PHOTOS BY

iKapture

Forward thinking

Spinning motocross on its head…

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Forward thinking

YAMAHA has trotted out an all-new YZ450F which boasts one of the most avant-garde engine designs ever seen on a dirt bike. Not only does the about-face fuel injected engine produce tons of grunt, it does it in a user-friendly manner in a package which feels not much bigger than a 250 motocrosser.

Back in 1998 Yamaha released a revolutionary new fourstroke, the YZ400F. It was something totally different from anything we had seen before and would soon change the twostroke dominated motocross world as we knew it. Fast forward 12 years to 2010 and it’s all about the four-strokes, and Yamaha has once again changed the way we look at motorcycles. One look at the new YZ450F and I bet it’s got you thinking, what’s going on here?

Moto-vation

The engine on the YZ is definitely the first thing that grabbed our attention. The ‘back-to-front’ rearward tilted cylinder is an eye catcher, along with the ‘tornado’ rear exhaust system.

The airbox is almost unrecognisable now it’s tucked away under the petrol tank up on the front of the bike. Large scoops

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are integrated into the insides of the radiator shrouds help to gather fresh air and dish it up to the new intake system. There is also an all-new electronic fuel injection unit hiding up there under the tank, it’s a tuneable, battery-less Keihin EFI system.

With the airbox up the top and the EFI at the front of the petrol tank the intake tract is now a straight line to the cylinder head allowing for a much better flow of fuel and air.

The rest of the 2010 Yamaha 450 engine has also been hit with some major changes and upgrades. The rearward tilted cylinder is now at -8.2 degrees, in ’09 it was at +4.5 degrees. So, all up it’s been flicked back about 12.7 degrees, which is quite a lot.

The cylinder has been shifted forward and is now offset to the centre of the crank by 12mm, the stroke is also shorter and now has a larger bore to maintain the 450cc capacity. A new piston matches the cylinder changes and now has a higher compression ratio and new piston ring design. The old 5-valve cylinder head got tossed out and replaced with a titanium 4-valve design, along with new camshafts, valves, oval shaped valve springs, and a revised valve train to suit the rest of the changes.

RIDING GEAR: Troy Lee Designs helmet, AXO nylons, Alpinestars boots.

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Forward thinking Chassis and Suspension

Access to air filter is simple.

With so many changes to the engine you may think that the rest of the bike got left in the lurch and remains untouched. Wrong! The YZ frame from ’09 is long gone and has been replaced with an all new aluminium bilateral beam frame. It’s made of 16 individual components which include forged, cast and extruded aluminium pieces, welded together to produce the most innovative YZ chassis yet. The fuel tank is in the same position but the bulk of the tank now extends under the seat and between your legs to allow room for the airbox and EFI unit up front. The radiators have also been dropped down lower and slanted forward to allow for the intake design.

The Kayaba Suspension didn’t get neglected either. The KYB ‘speed sensitive’ fork has been given 10mm more stroke and a new low speed damping setting to match the new frame rigidity. The rear suspension unit looks like something we’ve never seen on a dirt bike before as the reservoir has been shifted to the back of the shock and been spun around 90 degrees, so it now lays horizontal. In previous years the rear shock has actually been offset to the right hand side of the bike to allow for the airbox. For 2010 the shock has been shifted back to the centre of the axis of the bike.

On the track

Check out the plumbing…

Rearward facing engine is all-new.

New for 2010, rear shock and linkages.

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Once Yamaha had finished spilling the beans on its feat of engineering, we hit the track on its precious new weapon.

Yamaha tech gurus stated that all the changes they made would make the bike handle better than any YZ before it. That was because of the new frame and engine being moved closer the centre of the bike giving it much better mass centralisation. After a few laps of blasting around we felt right at home and were getting up to speed on the big Yammie. The suspension was excellent for standard production equipment and behaved very well around the slippery hard-packed Appin track. We set the sag at about 103mm on the shock and wound the rebound in two clicks harder after a few sessions to slow up the feel of the suspension just that little bit.

The next item on the ‘most noticeable’ list was how responsive the bike was. Now we’re not talking about responsive as in throttle or EFI, more on that later, more so the actual movements of the bike, and the way it handles.

Most 450s we have ridden in the past feel like the big bikes they are, with a lot of power and requiring considerble effort to muscle around the track.

The Yamaha is not like ‘most’ 450s, it feels very nimble and light and takes minimal effort to steer around. The bike goes where you point it and is very accurate when it comes to the turning and steering characteristics.

The electronic fuel injection is a wonderful piece of work on the YZ. It has no bogs, farts or hiccups and is perfect every time you hit the throttle.

Big G-outs are no worries, as are instant snaps of the throttle coming off the bottom. Yamaha has introduced a new self-powered hand held computer system tool which plugs into your EFI system quite easily and replaces the need for you to re-jet your bike. The YZ tuner lets you play around with the fuel mixtures +/- 21 per cent from standard at nine different rpm and

S p e c i f i c at i o n s: 2010 Yamaha YZ450F Engine Type: Liquid-cooled single Capacity: 449cc Transmission: Five speed/chain drive Fuel Capacity: 6 Litres Frame Type: Alloy Seat Height: 989mm Wet Weight: 108kg Front Suspension: Telescopic Rear Suspension: Link suspension Brakes: Single disc front and rear Tyres: 80/100-21, 120/80-19 Price (RRP): $12,099 + ORC www.yamaha-motor.com.au

throttle positions, and you also have the capability to alter your ignition timing +4 degrees and -9 degrees at the same nine different positions on rpm and throttle. Once again the tech gurus at Yamaha were all over this YZ tuner and had a bunch of different maps for us to try out. You could change your bike from mild to wild, you just had to press the right buttons and off you went! We loved the YZ tuner and our favourite map was one developed by none other than current MX champ, Jay Marmont.

It was fast and aggressive yet still revved fairly high.

The rest of the engine changes, whilst they were radically new, didn’t alter the bike’s performance a great deal. The engine is your typical YZ450 engine, it feels fast and doesn’t hit too hard or have a crazy amount of top end, making it easy and fun to ride. The exhaust doesn’t do anything different from before, it’s just between your legs now, not hanging off the front

and side. We had a few people ask whether or not the heat transfer from the exhaust, going through the seat and onto your backside was an issue. Well, no it’s not. We rode all day on a hot sunny day and never had any problems.

You might argue that Yamaha’s new design is more a marketing ploy or a display of engineering excellence than it is functionality.

It may well be both, but there’s no doubting the fact the new YZ450F is a rider ’s machine. n

Verdict

If we were splashing out 12 grand (RRP $12,099 or $12,199 for SE model) on a new 450 mx machine, the YZ450F would certainly be one of the top 450s we would be laying some hard earned cash on.

Everything on this bike is raceable in standard trim: good brakes, good tyres, Pro-Taper bars along with an excellent standard suspension and engine package. The YZ plug-in Power Tuner is a must for any new YZ450F owner and it is reasonably priced at $399. Besides the fact the bike is a goodun, you’ll also be fronting up on a machine which has taken the technical game to a new level.

It doesn’t get much easier than this.

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