Cycle Torque April 2015

WELCOME

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April 2015 Welcome to the April 2015 issue of Cycle Torque.

There’s more than a month of reading in the latest new-look Cycle Torque, with Yamaha’s newest offerings, the YZF R1 and YZF-R1M, offer more technology, power and handling. Cycle Torque checks out Yamaha’s latest offerings at the World Launch and we put our Isle of Man racer Alex Pickett aboard to get a good, close look.

After five years in development the Triumph Tiger 800 XCx becomes the marque’s flagship adventure bike.

Victory Magnum with loads of torque and power, long distance comfort and carrying capacity stands tall in the world of cruisers.

KTM keeps going from strength to strength and the 2015 naked models are testament to that. Cycle Torque looks at the 390 Duke, 690 Duke R and the 1290 Superduke R. Longtrack racing returned to Bathurst last year and for some it ignited many memories. Sultans of Slide looks at the resurgence of this exciting genre of motorcycle racing. Retro Torque features Suzuki’s SV1000, a bargain big banger, and you’ll find a good one if you keep your eyes open.

– Chris Pickett chris@cycletorque.com.au

INSTRUCTIONS NEWSLETTER EMAIL US YOUR FEEDBACK

CONTENTS

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Ridden

25 LAUNCH

YAMAHA YZF-R1 AND YZF-R1M

38 LAUNCH

TRIUMPH TIGER 800 XCx

Features 69 SULTANS

OF SLIDE

81

RETRO TORQUE

91

QUAD TORQUE

ON THE COVER: ALEX PICKETT ON THE 2015 YAMAHA R1

50 LAUNCH

62 TEST

KTM DUKE RANGE

VICTORY MAGNUM

Regulars 5

NEWS TORQUE

23

GUNTRIP

15

SMALL TORQUE

85

BIKE STUFF

19

EDITORIAL

94

MARKET TORQUE

20

DIRTY TORQUE

98

BOOK SHOP

22

RACE TORQUE

102

TORQUE BACK - LETTERS

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NEWS TORQUE

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Aussies for TT AUSSIE TT racers Cameron Donald and David Johnson are again lining up to do battle on the world’s toughest road racing course, the Isle of Man TT.

Donald came out of semi-retirement last year to race the Aprilia RSV4 powered Norton and has agreed to do the same again this year, bolstered by the fact the Norton team has work hard to improve the machine, which unfortunately failed to finish either the Superbike or Senior TT races in 2014.

Donald has also agreed to ride a Honda CBR600RR for Padgets Honda in the two Supersport TTs. “After a solid but frustrating 2014 where we made great David Johnson progress with the bike but didn’t show it’s full potential we all agreed to keep the team together for 2015,” said Donald. “Norton have pushed hard within the factory over winter, their engineering department have made many changes to SG3. With the enthusiasm and experience of the Norton team behind me and ex TT winners such as Mick Grant and Steve Plater involved again, we’re all looking forward to a great TT. Norton is synonymous with the Isle of Man TT and I can’t wait to ride the newly developed SG3 round the Mountain Course.”

Cam Donald a team-mate like Guy Martin for the Supersport TTs. I’m sure we’ll work really well together. I’m so grateful for this opportunity and I will do everything I can to get the best out of myself and to get the best results I possibly can for the whole Smiths team.”

Cycle Torque’s own Alex Pickett had a torrid 2014 TT with TC Racing and was planning to sit out 2015 until he received a late offer to ride with the Ice Valley BMW team. Pickett is negotiating terms as we went to press but hopes to have this sorted soon.

Johnson had a good 2014 TT, with his 4th in the Superstock TT his best finish ever.

This year Johnson will ride for the Smiths Racing Team, riding a BMW S 1000 RR in the three big bike races, and the specially prepared Triumph Daytona 675 in the two Supersport outings. Johnson’s team-mate will be the ever popular Guy Martin who will also ride BMW machines for TYCO Racing.

“I was disappointed with my results last year. I did a 121mph lap but could have gone faster if I didn’t have a few problems. I only managed to finish two out of the five races. In one of them I needed an extra pit stop for bike repairs and in the second Supersport race I had a standard engine after the good engine blew up in the first Supersport race.

“I’m so happy that Rebecca and Alan Smith have chosen me to ride for them at TT 2015,” said Johnson. “This will be my fifth visit to the TT and after a decent year last year on the Island, I feel it’s my time to be on machinery which is capable of being at the sharp end in every race. The Smith family and the whole team are all close friends of mine and have the expertise, skills and resources to build extremely competitive bikes so I think we have the complete package. I’m also happy to have

“I was going to sit out 2015 and try to get a ride at the Macau GP this year in preparation for the 2016 TT and then the full road racing season in some road racing in Ireland in 2017. I didn’t expect this ride to come up at such late notice and now it’s a scramble to get things organised. I’m looking forward to it now, getting my mindset back on the task at hand and I hope the ride goes ahead.” n

NEWS TORQUE

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Transylvania Live

We provide a one- stop shop for all your motorcycle, and ATV needs. Have a browse through our We provide amule onestop shop for all your motorcycle, Virtual Used Bikes Showroom, which displays a cross mule, ATV & jetsection ski needs.

Have a browse our of our stock - approx 160 bikesthrough on the floor.

We proudly and professionally later model Virtual Used Bikes Showroom, whichservice displays a cross bikes in our onsite service facilities. All types of service section of our stock including - approx 160 bikes on athe floor. is covered fitting tyres.

We carry full range of accessories and spare parts. We also have a loan See our professional team of bike service to keep you mobile. technicians for all your service • 9 Buckingham Dr Wangara - p 08 9409 2330 needs.

We carry a -full range • 237 Great Eastern Highway Midland 08 p 9250 2522 of accessories, tyres and We. also w w w . m a c spare k 1 . parts. c o m a u have a loan bike service to keep you mobile.

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MRB 2253

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The new 2015 BMW R 1200 GS LC with Quick Shift Pro are available for rent in Transylvania starting this European summer. Besides Dracula’s Castle and the special Dracula themed hotels and restaurants, Transylvania is famous for its motorcycle roads that zig zag up and down the Carpathians. After being named the best road in the world by the BBC Top Gear crew, Transfagarasan Road has become a dream ride for every biker - and the newer, recently finished Transalpina Highway – the King’s Road – has been added to this dream.

“The acquisition of the new 2015 model of BMW R1200GS LC for our motorcycle fleet, based in Transylvania, is part of our strategy to offer our riders a different kind of riding experience designed for maximum userfriendliness, safety and comfort,” said Adventure Motorcycle Tours’ CEO Claudia Palfi.

“Having a look at our 10 year history in the business of motorcycle tours we observed that 40 per cent of our guests are travelling as couples, so we decided to make comfortable leather backrests, on the top cases of all our 1200 GS motorbikes, to increase the passenger’s comfort.

“As 75 per cent of our travellers requested internet connection during their motorbike adventures, we will also provide the riders that rent a motorbike from our company with a USB modem with internet connection.”

Cycle Torque can personally vouch for this company, having done an amazing tour through Transylvania with them in 2010. Find out more at www. motorcycle-tours.travel n

Win this!

Cycle Torque is giving one away each week during our current TV series.

Enter by going to www.cycletorque.com.au/ roam3.

Tune in Thursdays Foxtel Channel 183

8.30pm

Free-to-air Channel 74*

7.30pm

More info cycletorque.com.au - 02 4956 9820 *Channel 64 in many rural/regional areas

NEWS TORQUE

cycletorque.com.au APRIL 2015 I 8

AJP has arrived TOUGHEN UP AJP Motorcycles have arrived in Australia.

Manufactured since 1987 with European build quality, all motorcycles feature electric and kickstart as standard.

YOUR RIDE

There is fully adjustable suspension on all Euro Pro and Extreme models.

Extreme models feature Galfer brakes, 48mm CC Marzocchi forks, Reikon clutch and a Doma exhaust on PR5 models.

The PR4 Ultra is designed for the technical rider with trials tyres, engine protection, lower final drive and adjustable Sachs shock as well as being ADR compliant.

The PR7 660cc Adventure bike will be available towards the end of the year.

It will feature Mikuni EFI, Minarelli 660cc single cylinder, liquid-cooled engine, fully adjustable Marzocchi 48mm forks with 300mm of travel and fully adjustable Ohlins shock with 280mm travel.

AJP models come in three different chassis sizes. The PR3 are 125cc, the PR4 are 240cc and the PR5 is a water-cooled, fuel-injected 250.

The PR3 is a well equipped Enduro bike with an easily managed seat height of 840mm. A low centrally mounted fuel tank on all bikes enhances stability and handling.

VPS

STORM

CARBON

• Hand and lever protection for your street bike • Single or two point mount handguards • Choose your style from Carbon, VPS or Storm

All bikes are backed by a full two-year factory warranty.

For more information check out www.ajpaustralia.com.au or ring 0400 110 044. Dealer inquiries are also welcome. n

Find what fits your bike at www.barkbusters.net

NEWS TORQUE

Ccycletorque.com.au YCLE TORQUE FEB R U A R2015 Y 2 0 1I 9 5 APRIL

Box Yard Ramblers BOX Yard Ramblers is a DIY motorcycle community workshop located on the Gold Coast.

Long time mates James Phillips and Josh Enoch put the idea of BYR together based on logistical issues each have encountered in regards to working on their own bikes. Seeing how well something like Kustom Kommune went in Melbourne, starting BYR up with essentially presale yearly memberships in Pozible seemed like the right way to start up.

Josh has been trying to find the space to do some work on his bike at home with little success. ‘When you’ve got a family, and you’re renting, finding a space to work on your bike proves challenging.Even when you do sneak in the time and shift the garage for some space, usually you’ll need different tools than last time.’

James found that one out the hard way. ‘I picked up a project bike, really cheap, off ebay. Since then, I’ve probably spent twice that on tools.’

That doesn’t count the bench a friend fabricated nor the spare parts required. ‘But now I’ve got the tools, the missus always has some other project for me to work on.’

Josh and James are hoping that there are enough other moto enthusiasts out there to sign up and make Box Yard happen. The Pozible campaign is set to offer heaps of goodies, including discounted memberships, t-shirts and even a few running bikes As a coffee nut, James has made a point to include ready to be restored and customised. an espresso bar at the Box Yard site. Enlisting a local There will be a few types of bench space offered at boutique coffee roaster, the boys are looking to the Box Yard workspace, including areas for basic serve up fine espresso coffees to members and non maintenance and other, better equipped areas for members at Box Yard Espresso. full restoration jobs. Members will also have free The Pozible campaign for Box Yard Ramblers kicked access to check their tyres, including pressure and off on March 2, 2015, and will run for four weeks, tread depth gauges. with an eye to open up shop by early to mid May. n Box Yard will also be offering various classes and workshops to help a novice feel comfortable to service their own bike right up to fabricating cafe racer tails in a weekend workshop.

It’s not where you’re going, It’s how you get there!

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We’re not stuck in the past. We’re here because we want to go further. Go faster. Go where nobody else has gone before. We are Indian Motorcycle®.

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NEWS TORQUE

C Y C L E T O R Q U E F APRIL E B R U A2015 R Y 2 0I 11 15 cycletorque.com.au

Ducati loses a hero

Päijänne

DUCATI legend Franco Farné has died at the age of 80 after more than 50 years building, racing and tuning Ducati engines. Farne was one of the engineers responsible for the design of the Desmodromic valve design synonymous with Ducati.

THE ADVENTURE OUTFIT FOR ALL ROADS

HiM

Ducati’s Museum curator Livio Lodi said: “In the 1970s, Farné was part of the small nucleus of experts that kept Ducati’s racing department up and running. In those years, the racing department was separated from the rest of the factory and therefore also outside the state controlled management that ran the rest of the company.

LIGHTWEIGHT GLOVES

“Ducati’s top racing bikes were created within a separate structure known as NCR, named for Giorgio Nepoti and Rino Caracchi. In those years, Farné and Taglioni were the only people that really believed in the importance of racing for Ducati’s overall success; the state controlled management did not appreciate the image and prestige that come with winning a race. As a result, Farné and Taglioni were constantly struggling to make ends meet with scarce economic resources.

“In the 1980s and 1990s, under the direction of the Castiglioni brothers, Farné continued to work for Ducati, now in the internal racing department. In 1996, when he was 62 years old, he was eligible for retirement but continued to work for Ducati.

“In 2000, Farné went to work for Bimota to manage their World Superbike team.

When the Bimota team failed, because their sponsors didn’t come through, Farné went back to work with the NCR team, a move that essentially brought him back to Ducati.

“The list of riders Farne worked with in the racing department is impressive. It includes Bruno Spaggiari, Mike Hailwood, Ricardo Fargas, Paul Smart, Ricardo Fargas, Paul Smart, Franco Uncini, Benjamin Grau, Salvador Canellas, Virginio Ferrari, Mario Lega, Tony Rutter, Davide Tardozzi, Marco Lucchinelli, Raymond Roche, Giancarlo Falappa, Doug Polen, Carl Fogarty, Troy Corser and Pier Francesco Chili.

“Ducati is mourning the death of one of the most iconic figures in its history, one of the true pillars of history Ducati Corse department. Few people have been able to do so much and give so much.” n

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NEWS TORQUE

Caponord Strada APRILIA’S big bore V-twin range has been bolstered by the arrival of the Caponord Strada. The Strada is powered by the same 1200cc engine as the fully faired Caponord, has fully adjustable suspension, flyby-wire technology with variable mapping, ABS and Traction Control.

It looks to be a perfect all round motorcycle, with lots of V-twin grunt and suspension capable of soaking up the worst of our roads but also capable of high performance on the best of them.

It looks to be a great sports touring bike and at 20k ride away is a bit of a bargain.

The Caponord Strada is available from Aprilia dealers now. n

C Y C L E T O R Q U E F APRIL E B R U A2015 R Y 2 0I 12 15 cycletorque.com.au

HILLS MOTORCYCLE WRECKERS WRECKING JAPANESE AND EUROPEAN BIKES OLD AND NEW MODELS

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Phone : 0296743844 • Mobile : 0428223385 • Fax : 0296743822 • Email : enquiries@hillsmotorcyclewreckers.com.au

www.hillsmotorcyclewreckers.com.au ABN 71 523 226 982 Dealers Licence NO MD 16001

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*

NEWS TORQUE

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Scrapheap Ride is back The Scrapheap Adventure Ride is back, bigger and better than ever, as it prepares to set out on its sixth great journey through the Aussie outback.

Open to anyone, this event involves motorcycle enthusiasts from all over the country purchasing a bike for no more than $1000 and doing it up for an adventure ride through the Aussie outback to raise money for Down Syndrome NSW. Incredibly, Scrapheap riders, donors and sponsors have raised over $300,000 for this cause.

Down Syndrome NSW Executive Director Tracylee Arestides paid tribute to the Scrapheap riders and their support teams.

Watch the 2015 ride launch

Watch Scrapheap rider Andrew Hunter on why he supports Scrapheap.

“The generosity and goodwill of everyone involved in Scrapheap is an absolute inspiration to all of us who work with the families of children with Down syndrome,” said Ms Arestides.

activities for the kids and, as always, plenty of classic yarns from the ride! Catering packages for the dinner will be detailed shortly.

The Scrapheap Adventure Ride is the brainchild of Perry Gilsenan, a dad who has had more than his fair share of setbacks but exemplifies making the best of the challenges life throws at us.

Perry lost both of his legs in a train accident in 1976 and shattered his spine and fractured 14 ribs in a horrific car accident in 1988.

Despite these hardships Perry was inspired to show his young daughter Grace, who has Down syndrome, that no disability can stop you from enjoying a life without limitations.

Perry is excited once again to embark on another epic Scrapheap Adventure Ride.

“Scrapheap just gets better and better every year and this year we're hoping to have 100 riders raise $100,000 for Down Syndrome NSW,” he said.

“That generosity has a very real effect. It helps us reach out to families, especially in country areas, with information, understanding and support at the time they need it most.”

"The event is always lots of fun and I can't wait to see all the weird and wonderful bikes this year as well as all my Scrapheap mates from years past."

The destination for 2015 is Urana in southern NSW, located about 100km south-west of Wagga Wagga, where riders and non-riders meet and camp on the weekend of 25-27 September.

Registrations for individuals and teams are now open for 2015 at www. scrapheapadventureride.com.au Non-riders wanting to donate or sponsor a rider can do so at the same website. n

There will be plenty of fun and entertainment over the weekend, including live music, a celebratory dinner,

SMALL TORQUE Stop the closure KU-RING-GAI council is planning to shut down Ku-ring-gai Miniwheels Training Club (KMWTC) after 40 years in this location and offering no viable alternative to the club.

There are plenty of great life stories over the 40 years the club has been going, with many members now bringing their children and grandchildren to the club to learn how to ride and enjoy motorcycling.

The KMWTC is a non-profit family orientated club that is very proud of its role in the development of the boys and girls in their community.

The KMWTC occupies approximately one hectare of 1,400 hectares and only operates on average one weekend in three yet the council claims the club’s activities is affecting the Duffy’s Forest Endangered Ecological Community. The Council has not attempted to work with the club on sediment control issues being the main objection rather they propose to shut down this great club of over 40 years.

Please help this club remain active. Voice your support by writing or emailing Mr John McKee, The General Manager, Ku-ring-gai Council. Locked Bag 1056. Pymble NSW 2073. Email kmc@kmc. nsw.gov.au. Please quote Ref No. S08378.

Money Bags MOTORCYCLING (MA) has announced that an expanded pool of prize money will be up for grabs at Rounds 2-5 of the 2015 Australian Superbike Championship (ASBK).

Riders across the seven national classes of racing will compete for over $10,000 in prize money at each round, with the top 10 in the Superbike category set to share in a prize pool of $3450.

The overall winner of the Superbike class at each round will pocket $1200 (up from $1000 last year), with the runner-up taking home $750 and third place claiming $500.

For the first time in the Supersport class, the winner stands to take home a four-figure prize packet of $1000, while $500 awaits the victor of the Moto3/125GP round.

The winners of the 250 Production, 300 Production, Women’s up to 300cc Production and Unlimited classes will also win $300 respectively.

Round 2 of the Australian Superbike Championship will take place at Morgan Park Raceway in Queensland from April 10-12.

Power up IT GOES to show there is always a connection with motorcycles and power tools. They usually live in the same shed for a start.

The people at Hitachi Power Tools Australia obviously think the same because the they have partnered with Kawasaki to enter the motorsport arena for the first time in Australia as a sponsor of the Kawasaki factory motocross racing team and various Kawasaki supported riders in 2015.

“We look forward to promoting the Hitachi brand to a new market,” said Hitachi Power Tools Australia’s Simon Hatton.

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www.portcityh-d.com.au

NOW OPEN 1/172 Lake Road, Port Macquarie, NSW, 2444 Ph 02 6581 5222 Em info@portcityhd.com.au

SMALL TORQUE

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Free pipes SHERCO Motorcycles Australia is running a nation-wide promotion giving all customers who purchase a new racing spec enduro bike a free FMF pipes for a limited time.

Customers will get either a $650 FMF Powercore 4 Hex Muffler for four-stoke bikes or a $459 FMF Silencer for all two-stroke models.

Brand Manager, Stephen Tuff said the promotion is aligned with Sherco’s global mantra of offering top shelf products for dirt bike enthusiasts.

“You can’t go wrong with FMF pipes – they are seriously impressive bling for any dirt bike so to get these for nothing is incredible value for money.

“Not only do they look good and sound great, a slip on exhaust is also a really cost effective alternative for a performance gain, especially when you compare it to the price of a full exhaust system,” Tuff said.

The FMF promotion runs until April 30 2015 and is valid on all Sherco enduro racing spec motorcycles purchased from an authorised Sherco dealer during the promotion period.

Primo product APRILIA Australia will be bringing in the limited edition Aprilia RSV4 RF Superpole in June this year.

E L C Y C R O T O M

& S R I A P RE SERVICE

Production of this exclusive model is limited to just 500 units worldwide. Aprilia Australia has been able to secure just 25 of these.

Each motorcycle will be stamped with its production number, making the Aprilia RSV4 RF Superpole limited edition an instant collector’s item.

With just 25 units available these will be sold out very quickly. Orders can be placed through any authorised Aprilia dealer.

Autism crusade THE Cooktown Crusaders are organising a two week adventure biking up the stunning coast of Queensland, fishing, camping, storytelling, and notably raising money for a charity that has little support.

Everything has been organised for this event so you can focus on riding, relaxing and fishing.

Accommodation up and down the coast has been hand-picked at local camping grounds surrounded by lush tropical vegetation. Also to unwind and enjoy the nights there will be evening entertainment and some destinations with live local bands.

Nominations for the event are $20.00 per person and limited to 30 bikes, pillion passengers are welcome. This fee includes a 2015 Cooktown Crusaders patch. Costs for the ride, including accommodation at all venues and some surprises along the way.

QUALIFIED MOTORCYCLE TECHNICIANS EXCELLENT EXPERIENCED SPARES BACK UP PINK SLIPS, BLUE SLIPS AND GREEN SLIPS SAME PLACE SAME PEOPLE FOR NEARLY 20 YEARS TYRE SERVICE ROAD, RACE AND OFF ROAD WE REPAIR AND SERVICE BIKES FROM MINI TO MONSTER

There’s also shirts, hats, patches, stickers and much more for sale. All profits from sales will go to Autism Queensland. The Crusaders are aiming to raise $20,000 for Autism.

So pack your bags, build a bike trailer or buy some bungie straps to load the bike up and get your fun shoes on. This will be the ride of your life.

For more information go to www.cooktowncrusaders.com

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cycletorque.com.au APRIL 2015 I 18

THE NEW BMW S 1000 RR. MAKE LIFE A RIDE.

The superbike that first debuted in 2009 is entering a new generation. Eliciting even sharper performance from the new BMW S 1000 RR, particular attention was paid to designing the bike to be even more rider-friendly with an optimised drivetrain for even greater performance and rideability.

Whether it is used for everyday riding, flitting through bends on country roads or being put through its paces on the race track - the new BMW S 1000 RR excels in every respect.

Arriving early 2015, register your interest today with Doncaster BMW Motorrad and Bundoora BMW Motorrad.

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EDITORIAL

Heroes and Wildcards I DON’T know about you but I was stoked to see Troy Bayliss have a ride at the Phillip Island round of the World Supers recently.

Realistically he never had a chance of winning, no time on the bike for testing and his age were the two things that were hard to overcome.

He knew that too but it was interesting to hear what he said on the grid to Chris Vermeulen. He mentioned the fact some people thought it was all an ego trip, something he disputed. It wasn’t said exactly like that but it was easy to read between the lines.

I couldn’t care less if it was or wasn’t, and his reputation wasn’t tarnished either I believe. Sure, he could have said no to the last minute ride and rested on his championship and retirement in 2008 but he chose to have a go, and good on him. He showed that he can still ride a motorcycle very fast indeed, something he has already displayed at his Troy Bayliss Classic and Superpregio events anyway. I heard when the press release came out saying that he was riding ticket sales greatly increased. That’s easy to believe because he is a hero to many Aussie race fans, not just because he can ride a bike blindingly fast but because Email us your he’s a man of the people, the feedback Aussie racing star who has

cycletorque.com.au APRIL 2015 I 19

never suffered from the tall poppy syndrome.

Whatever his reasoning, he certainly made the day of numerous fans at the track and on their lounges.

Another Aussie I was all set to watch was local Novacastrian Matt Walters. Young Matt got a last minute ride with Pedercini Kawasaki, as he did last year. Unfortunately last year Matt was unable to get to the grid due to a huge crash in practice, and the same happened this year, in qualifying.

I was watching him live at the time and couldn’t believe my eyes when he stepped off the bike at turn one, one of the fastest corners in the world where superbikes like to play.

The bike looked okay but Matt looked decidedly second hand, and was unable to physically cope with racing the bike the next day.

Steve Martin, one of the commentators made the comment these young wildcard riders struggle to cope because they have little time to get up to speed and qualifying times are so close that being one second off the pace has them down the back of the field with little chance. But let’s face it, these wildcards have almost no chance: less experience and slower bikes are hard to overcome. The last real fairytale was Josh Brookes winning the world supersport race at Phillip Island years ago as a wildcard. I don’t think it’s happened since.

On another note, I’ve been out testing the new Triumph Tiger 800 XC X through the NSW countryside, taking in just about every fire trail and track from Coffs Harbour to Newcastle. We visited some amazingly scenic country and gave the new Tiger a massive workout. We even took it on the beach. I managed to smash my right calf while mucking around for the pics and this caused me some hobbling for a few days. When it comes down to it though, riding through the forests with mates (believe it or not, all of the bike journos are on quite friendly terms) over a few days is so much fun. It’s a shame I don’t do it enough.

– Chris Pickett

DIRTY TORQUE

cycletorque.com.au APRIL 2015 I 20

The 1983 KX250 IN THE late 1970s and early 1980s, Kawasaki was NOT the bike of choice to ride in motocross and supercross. Yamaha, Suzuki and Honda were breaking new ground with linkage suspension, disc brakes and water cooling that as a package worked like a treat, while Kawasaki’s KX line up had all of the above but for whatever reason were frowned upon so how is it that I ended up on a Kawasaki KX250 in 1983? Here’s the story of a great season on an underrated bike.

I raced the Suzukis in 1981 with the backing of Darryl Reeks Suzuki before racing Hondas in 1982 with the backing of Honda Australia and when it came time to find a ride for 1983 I was approached by Kawasaki through Ivan Gething who owned ‘Isa Kawasaki’ to race their KX250. Despite some misgivings I said yes and the deal was done.

The 1983 KX250 was Kawasaki’s first water-cooled model while the Uni-Track suspension and front disc brake combination was into the second year of development. The 1983 model had gold anodised rims and swing arm and was a dead-set head turner BUT it was a Kawasaki and unless you were being paid to ride one like Trevor Williams, top riders simply didn’t ride them by choice.

So during the middle of January my brother Paul and I picked up the new KX250 and immediately took them home to pull them down in preparation of a big season ahead.

Once that was done we took them to our local motocross track in Mt Isa to see how they’d go.

Well, compared to my 1982 CR250 and Paul’s 1981 RM250, these beasts were faster, handled better and thanks to the disc brake on the front we were able to etch out deeper braking marks as the day progressed. We were absolutely rapt and after a few more practice days we were pumped to get among the competition.

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Our first club day saw Paul and I dominate but we were the only Kawasaki riders on hand, we raced the Mareeba Supercross during the Easter holidays and again, we were the only Kawasaki

riders in the Pro class and at the Queensland 250cc Motocross Championships held at Tivoli Raceway I was the only Kawasaki rider in the Pro class.

“Why are you riding those things Smarty?” This was a common question when catching up with other Pro riders in our travels and I honestly had nothing bad to say about the bike. It never let me down and right up to the start of the Finke Desert Race I had complete confidence in my choice of ride for 1983.

Preparing a two-stroke for the Finke Desert Race is no easy task and when we decided to have a crack at the event I was lucky to have Ivan Gething help me out with the gearing and jetting. Gearing wise we managed to find a 34 tooth rear sprocket and a 15 tooth front sprocket that fit and after a full day of jetting runs out at the local Glider landing strip we had the KX absolutely flying.

Anyway, we took off to Alice Springs for our first attempt at the event and to cut a long story short I managed to win the 250 class despite riding 90 per cent of the return trip with a flat rear tyre. But what I can tell you with complete confidence is that the KX250 hosed everything in sight on the way to Finke, in fact, we left all of the other 250 riders behind while passing all but a handful of 500cc riders to be the first 250 and 10th outright into Finke.

When we got back from Finke we simply put the KX back to standard trim and started racing it in motocross again without a major rebuild and over the coming months we won every major race throughout North Queensland. You know, I didn’t even look for a new bike for the 1984 season, after a rebuild over the off-season I raced the 1983 KX250 throughout 1984 and it never missed a beat. Honestly, the thing was a weapon!

– Darren Smart

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www.ycf-motorcycles.com.au

RACE TORQUE

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GP Time Tunnel AFTER a number of promising tests, Suzuki makes its long-awaited return to grand prix racing after a long absence. Its new in-line MotoGP bike has been circulating quite well in the hands of Aleix Espagaro and Maverick Vinales, but the real test starts at Qatar on March 29. Suzuki first entered GP racing in 1960, a year after Honda, and has a storied history in the world championship most famously for its RG500 production racer that launched many international careers in the mid-1970s. At the pointy end Barry Sheene did the double in 1976-77 on the RG followed by Marco Lucchinelli and Franco Uncini in 1981 and ’82, and later Kevin Schwantz in 1993 and Kenny Roberts in 2000.

Suzuki’s formative years in grand prix racing were crucial in the two-stroke engine becoming the dominant power-plant for four decades. The story starts with Walter Kaaden. During WWII he worked on the German’s Henschel Hs293 wire-guide flying bomb. Following a short stay in the US prison camp after the war, he began racing self-tuned DKWs. Kaaden’s quick bikes soon landed him a job at MZ where he refined two ideas that had already been invented to increase two-stroke output; Daniel Zimmerman’s rotary disc-valve to control inlet timing, and the expansion chamber invented by Erich Wolf to help harness pressure waves to balance gas flows in the combustion chamber. With great dedication and patience, and with the benefit of a clever ‘booster’ port, Kaaden was able to double the power of the MZ 125 race bike between 1954 and 1961, becoming the first motorcycle engine ever to produce 200bhp per litre.

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In 1960, Suzuki entered grand prix road racing with very little success

with its nascent two stroke 125cc twins. Finishing regularly near the back of the field, Suzuki was desperate to compete with four-stroke rival Honda, which won its first ever GP in 1961 in the hands of the Australian star Tom Phillis. Enter Ernst Degner, who got a taste of the good life in the West through his exploits on Kaaden’s MZ 125 and 250. At the 1961 Isle of Man TT, Team Suzuki stayed in the same hotel as the MZ squad. Kaaden and the East German minders were cautious about what they were up to. What they didn’t know was that Degner met secretly with a gregarious, jazz-loving Japanese manager in the Suzuki team, who hatched a plan for jazz-loving Degner to defect with his family to the West and bring MZ’s two-stroke secrets with him. Degner was in a good position to win the world championship with Phillis the only rider who could challenge him.

The East German negotiated a whopping £10,000 fee to reveal the MZ secrets and a year’s pay to race Suzukis in 1962, making Degner one of the highest paid racers in the world. He successfully defected after the Swedish Grand Prix in September but the controversy prevented him from competing in the final GP in Argentina, which Phillis won to claim the 125cc world title by just two points. Degner won the 50cc world championship for Suzuki in 1962, and MZ never recovered after his defection. With Suzuki and Yamaha squeezing out enormous outputs from their two-stroke GP bikes, Honda responded with twin-cylinder 50cc and sixcylinder 250cc four-strokes that could both rev to over 20,000rpm, producing 270hp per litre. It was a seismic era in GP racing, a mega-budget tech-war that led to the number of cylinders and gears being reduced in 1969.

When Honda pulled out of GP racing in protest, the two-strokes soon dominated but it took until 1975 for Yamaha’s YZR500 to win the world championship in the

Ernst Degner was a talented rider and mechanic, and well versed in Walter Kaaden’s two stroke secrets when he defected from East Germany.

hands of Giacomo Agostini. Valentino Rossi won the last two-stroke 500cc championship in 2001, 40 years after Degner’s defection.

Vale Derek Minter The King of Brands Hatch Derek Minter passed away in January aged 82. One of England’s best riders to never win a world championship, Minter only contested 25 grands prix, mainly at the TT, Spa, Assen, Monza and Ulster, but finished on the podium eight times including victory in the 1962 250 TT. Most notably he was rated

by Mike Hailwood and Jack Ahearn as the quickest rival they ever encountered.

– Darryl Flack

GUNTRIP

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The Mint FOR the life of me I can’t remember where I heard it, but if I had to make a guess I’d say from Harvey Keitel’s character in Thelma & Louise. I think it’s somewhere in the last third of the film when, making a bleak assessment of the girls’ chances, he says “talent will only get you so far and luck always runs out”. I thought of it again after hearing of Derek Minter’s death, at the age of 82, back in January.

The Mint was an interesting character. By any reasonable assessment he had more than enough talent to win a world championship or two – he had the measure of Mike Hailwood for several years on plenty of circuits – but was independent-minded and outspoken to the extent that made him a difficult fit into many works teams, and he never really got a decent shot at a title.

He got a toe on the ladder with Honda in 1962. He was loaned a 1961 factory 250 four for the season, a semi-official deal handled through a distributor.

He won a hat full of races on the bike, and for the TT got a 1962-spec engine to use. But Reg Armstrong, who managed the factory Honda team, asked Minter to stay out of the way when his boys, led by Jim Redman, came past. That got Minter’s back up, and he explained to Armstrong precisely what he thought of the idea.

Minter went out and won that TT, annoying Armstrong, and took Email us your a lot more wins on the Honda feedback during the rest of the season. But

that was that. The 250 was duly returned to Honda and he never rode another.

The following season he was the main man for Geoff Duke’s Gilera team. After some initial success the effort faded. The Gillies were set up for the heavy, aluminium dustbin-style fairings used by Duke and Bob McIntyre during 1957 and suffered from a critical lack of front-end grip when fitted with Bill Jakeman’s much lighter 1963 dolphin fairings. Minter described the problem vividly by saying he could turn the bars lock to lock on the flatout back straight at Monza and continue in a straight line. He had plenty to say about that, but – and here’s where his luck ran out – he was involved in an appalling crash in a national race at Brands Hatch early in the season in which David Downer lost his life and Minter broke his back.

He returned to fitness in record time and after making an astonishing comeback later that season he still had a chance, on the numbers alone, to beat Hailwood to the 1963 500cc world title. But a third in the Ulster GP and a second in the East German – both behind Hailwood – weren’t what was needed and the Gileras quietly disappeared back into the Arcore factory. Gilera provided a bike for Benedicto Caldarella in 1964, and Minter got one for the 1966 TT, but he fell in practice and sustained the broken wrist that helped hasten the end of his career.

After the Gilera experiment he went back to British

racing, doing well on his own Nortons and in 1966 having a spell – ultimately a difficult spell – on Colin Seeley’s bikes. He retired at the end of 1967, wrapping up a fine but perhaps under-achieving career at his home track, Brands Hatch. He won two out of three that day, but losing out to Dan Shorey in the 500cc race. Afterwards, he reputedly said to Shorey, “couldn’t you have let me have that one?”

Shorey replied: “would you have done the same for me?”

For my money he was never as good after the crash at Brands in 1963 as he was before. To that point he was all but unbeatable at Brands Hatch, Oulton Park and Silverstone. He was undoubtedly a champion, winning five British 500cc titles – four of them in a row – together with one each in the 250 and 350 classes and a handful of ACU Stars. Ultimately, he never quite got what his talent merited but did the best he could with what he had – which is undoubtedly his greatest achievement.

– Bob Guntrip

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2015 YAMAHA YZF-R1 & YZF-R1M CYCLE TORQUE LAUNCH

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ROAR OF THE

R1

2015 YAMAHA YZF-R1 & YZF-R1M

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CYCLE TORQUE LAUNCH

More technology and more power – Yamaha’s new R1 is not only the best ever but it also has an even better sibling.

2015 YAMAHA YZF-R1 & YZF-R1M

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ROAR OF THE

R1

N TEST BY NIGEL PATERSON, PHOTOS BY PATERSON AND HARLEY-DAVIDSON N RIDING GEAR: HARLEY-DAVIDSON HELMET, HARLEY-DAVIDSON JACKET, GLOVES BY FIVE GLOVES, DRIRIDER BOOTS.

YAMAHA has stated the 2015 YZF-R1 is the most track focused yet since the model debuted over 15 years ago. That might be the case but you would also have to say that the original R1 and every update since has been Yamaha’s leading sportsbike. In my opinion the R1 has always been aimed more towards the track than pure road riding.

The R1 has had a strong following over the years, except possibly for the Crossplane Crankshaft model, which was released to much fanfare in late 2009. Not sure why that was the case, as the engine was fantastic, and it mimicked Valentino Rossi’s M1 MotoGP bike. That model also had good racing success here in Australia, but while I might have loved it, I don’t think the bike was the sales success Yamaha had hoped.

Development The big news is Yamaha has produced two new machines, the standard R1 and the R1M, with more everything: power, technology and handling prowess. Yamaha has done this before with its SP model but not to the scale it has with the 2015 model.

Yamaha sought input from numerous sources for the new R1, with the prototype of this model being an R6 with an R1 engine, built in 2011. Jeffry de Vries is one of Yamaha’s chief testers and also an experienced WSBK racer in a former life. Now, de Vries was a huge part of the testing program, and was equally so on the first Crossplane Crankshaft model, and commented the aim of the new bike was to produce the best track bike, not the best road bike. As such he did many laps on the MotoGP M1, saying even the riding position of the new R1 is very similar to the M1, which surprisingly is roomier than you would expect.

Other riders including Valentino Rossi himself, and AMA Superbike racer Josh Hayes had input, as well as a number of Yamaha’s MotoGP technical team.

Wizardry Yes the bike looks amazing, one of the most aggressive sportsbikes out there, and a major update styling wise, but it’s the technology on this bike which has brought it up to par with the other more technically advanced sportsbikes on the market.

The rider gets the different riding modes we all pretty much expect these days, and traction control, rear wheel slide control, wheelie control, launch control and YRC, Yamaha Ride Control. All this comes in the standard R1, which makes this pretty much the most advanced ‘standard’ sportsbike on the market, technically speaking of course.

We thought it best to hand this part of the test over to our test rider Alex Pickett to see what he thought of the bike generally, whether or not all this ‘wizardry’ makes for a better motorcycle.

“I never rode the previous ‘Big Bang’ R1 but I’ve ridden plenty of big capacity bikes on the track before, the last being Honda CBR1000RRs at last year’s Isle of Man TT. First up I can’t believe how much technology this bike has. I heard it was one of the most technically advanced sportsbikes ever but I was a bit unprepared for how much comes as standard with the bike.

“It certainly has plenty of power, the engine is ‘angry’ without being too hard to ride smoothly. I think it has the best of both worlds, the bottom end grunt of a V-twin or V-four but the top end of an inline four Japanese screamer. It likes to rev even though Continued on next Continued on page next page

2015 YAMAHA YZF-R1 & YZF-R1M

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the engine doesn’t sound like it’s working that hard at all.

“Initially I rode the R1 with a moderate traction control setting, lift control and the rear wheel slide control. That was okay but those settings were too intrusive for an experienced rider. Every time you were powering out of corners the traction control would kick in, also the rear wheel slide control and so on. After speaking to one of the Yamaha technicians and ‘reducing’ these inputs from the sensors, turning off lift control, reducing the traction control to the lowest setting and so on, I went out again. The bike was transformed, allowing me to ride faster and enjoy it more. You could get on the power real early, I felt confident enough to hit full power almost mid corner, with the traction control allowing me to slide the rear wheel out of the corner without the fear of a highside. This is the best system I’ve ever used.

“At first I didn’t have the feel I would have liked from the front end, especially through the fast turn one at Sydney Motorsport Park. We increased the preload and compression damping on the rear slightly, and this gave me the feel I needed to push harder, making the front end feel more planted.

“The brakes are amazing too, there has been some minor updates really but I could not fault them at all, even the ABS. All the bikes at the launch apparently had the optional track ECU, which disengaged ABS on the rear and had track focused ABS on the front. I felt the track-spec ABS worked well during the track test, again no complaints here at all.

“I liked the fact you can change between track and road mode on the dash, with track mode highlighting the info you need there, getting rid of the stuff you don’t need like your speed for example. In track mode the tacho starts at 8,000rpm, now that’s what I’m talking about. If you are under eight grand you don’t need to know what revs you have dialled up anyway, you know they aren’t enough.

“I also thought the quickshifter was one of the most seamless I’ve ever used, and the standard gear lever has two positions for the quickshifter, giving you either road shift or race shift.

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“Then I jumped on the R1M. Wow! If I thought the R1 was great, then the R1M was fantastic. It had more feel than the R1, and being able to make small changes to the settings without getting out the hand tools made life easy. You know, I’ve always thought electronic suspension is probably a bit of a gimmick. How wrong was I, the R1M’s electric Ohlins were simply without fault in my mind, on the track at least. It also comes standard with the Communication Control Unit (an accessory for the R1), which lets you get access to the info all those sensors have logged. You can find out where you’ve

been getting on the power and where you’ve been a bit ‘soft’, plus braking, and everything else making for a good lap time. You can also get an app for your phone that lets you change the settings on the bike via the CCU, from the comfort of your cafe seat. Does it get better than that?

“I was surprised how much room there was on the bike. I’m not a small person but I never felt cramped. I’m sure I wouldn’t want to spend a full day riding this bike on the road but seeing Yamaha says it’s more track focused than ever, they already know that.

“I think the R1M is the best bike I’ve ever ridden on the track, and seeing most of those other bikes have been race bikes, that gives the R1M a big rap. I loved everything about it. It goes like a rocketship and the handling was amazing. The R1 was also a great bike, hard to fault, and that’s fair enough considering it’s the basis of the R1M. The R1 retails for $23,499 and the R1M for $29,999. I think the R1 is a bargain for what you get. The R1M is just over six grand more but it’s worth every dollar too.

“You don’t see too many Crossplane R1s at the racetrack. A couple of years ago the Yamaha Racing Team were doing plenty of winning but this didn’t equate to loads of people buying them to race. It was the same at track days, there were a few but not as many as you would expect. I think that’s about to change.” n Continued on next page

2015 YAMAHA YZF-R1 & YZF-R1M

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Mechanical Marvel The main complaint with the first Crossplane Cranckshaft R1 was the weight of the crank, being too heavy, affecting throttle response and the balance of the bike. This might have been on the track but in my opinion why the engine was so nice on the road. Sure the chassis was still very track focused but the engine was almost a big softy, well, maybe softly spoken but with a big stick.

Deltabox and surrounds When I heard Yamaha jammed an R6 with an R1 engine it made a lot of sense considering where the design team’s focus was for the new R1 and R1M. As a result, KYB rear shock is full adjustable. the Deltabox frame has been redesigned for sharper steering, better stability under brakes and front tyre feeling. Magnesium has been used for the rear subframe, and all up the bike weighs in at 200 kilos full of fuel and ready to go. Impressive. Part of this is also down to the lighter wheels and alloy fuel tank. There’s been plenty of dieting on both the engine and the chassis.

Being aimed at the track, this bike is not only lighter than the 2014 model, it’s also shorter, 10mm less in wheelbase, and an amazing 15mm shorter in the swingarm. Lucky there’s enough electronic gadgetry to save you if you are a bit ham-fisted on the throttle.

Yamaha knew something had to be done in this area so it has reduced the crankshaft inertia of the new engine by a whopping 20 per cent. It might not sound much but it is quite a change. By lightening the crank like this, the engine now has better acceleration and less gyroscopic influence on the machine through bends, especially on the track.

Size wise, the new engine is 33mm narrower than before and 4 kilograms lighter, some of that 4kg no doubt off the crank. But there’s also been some weight saving on the fracture-split titanium conrods and the jewel like rocker arms. If you’ve only ever delved into older style four stroke motorcycle engines, you would be totally amazed at how much power and how many lightweight parts can be stacked inside a modern engine like this.

The pistons are another interesting piece of kit: teflon coated, MX style short skirts, 8.5 grams lighter than the previous model, and these pistons sit in bores which are offset 2mm to the plane of the crankshaft, allowing less rocking effect on the pistons in said bores, and therefore promoting less drag. Once again, not a biggy in the whole scheme of things but it all adds up.

All singing and dancing Ohlins forks, standard on the M.

R1s have always had a short stroke engine but it’s more oversquare than ever before, with a 50.9mm stroke and 79mm bore, so even though it doesn’t necessarily sound like it, the new engine does like to rev. Max power of 200PS (without ram air) chimes in at 13,500rpm while max torque, 112Nm is available at 11,500 rpm, the sweet spot you might say.

KYB fully adjustable forks and shock are fitted to the standard R1, while electronically adjusted Ohlins suspension comes on the R1M. The 43mm KYBs are your regular dual damper forks, with compression and rebound on both forks, and the rear shock has all that and high/low speed damping too.

Getting access to the electronic suspension on the R1M is done via the dash. The R1M has stiffer spring rates than the standard R1, and the suspension adjusts on the fly to suit your riding style and the conditions. This is done via a raft of sensors on the bike reading lean angle, fore and aft pitch, rear wheel speed, brake pressure and so on. Yamaha gave Ohlins almost a free hand in developing the system, and let’s face it, Ohlins aren’t newbies when it comes to electronic suspension.

Forks are full adjustable.

Continued on next page

2015 YAMAHA YZF-R1 & YZF-R1M CYCLE TORQUE LAUNCH

SPECIFICATIONS:

cycletorque.com.au APRIL 2015 I 30

n 2015 YAMAHA R1 AND (R1M) n ENGINE TYPE: LIQUID-COOLED INLINE 4 n CAPACITY: 998CC n TRANSMISSION: 6-SPEED, CHAIN DRIVE n FUEL CAPACITY: 17 LITRES

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n FRAME TYPE: ALLOY TWIN SPAR

www.yamaha-motor.com.au

n SEAT HEIGHT: 860MM n WET WEIGHT: 199KG n FRONT & REAR SUSPENSION: FULLY ADJUSTABLE KYB (ELECTRIC OHLINS) n BRAKES: DUAL 4-PISTON CALIPERS ON FRONT, SINGLE CALIPER ON REAR. n TYRES: 120/70-17, 200/55-17 n PRICE (RRP): FROM $23,499 + ORC ($29,999) www.cycletorque.com.au/more CALL FOR A QUOTE

1800 24 34 64

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2015 YAMAHA YZF-R1 & YZF-R1M CYCLE TORQUE LAUNCH

GALLERY

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2015 YAMAHA YZF-R1 & YZF-R1M CYCLE TORQUE LAUNCH

GALLERY

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2015 YAMAHA YZF-R1 & YZF-R1M CYCLE TORQUE LAUNCH

GALLERY

cycletorque.com.au APRIL 2015 I 33

Accessory seat cowl slicks up the rear end and is easy to fit.

Swingers is, ah, substantial.

Partially linked brakes and ABS are standard.

One of the most aggressive front ends ever on a motorcycle.

2015 YAMAHA YZF-R1 & YZF-R1M CYCLE TORQUE LAUNCH

GALLERY

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Perhaps the most integrated indicators ever.

Polished swingarm comes on the limited edition M model.

As does the polished alloy tank.

The GPS is part of the Communication Control Unit – standard on the M, an accessory on the R1.

2015 YAMAHA YZF-R1 & YZF-R1M CYCLE TORQUE LAUNCH

GALLERY

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Accessory frame mounted crash slider.

Accessory Endurance Screen, 55mm taller than the standard screen.

There is one slip on accessory muffler, and two different race systems available.

Dash can be configured to track or road mode.

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MILES BETTER Avon has produced a tyre that compromises little Simon Roots / Fast Bikes Magazine

Sure-footed agility inspires confidence at all speeds

STORM 3D X-M • High performance plus extended mileage • The Storm 3D X-M version will deliver 15%-20% extra mileage compared to the current Storm range • Interlocking three dimensional points hidden in the sipes to improve stability and grip, limit tread flex and allow the tyre to warm up quickly (3D Sipes) • High performance single and multicompound super rich silica tread enhances wet grip (SRS)

YMA9127_Shoot For Stars_FP_CT_curves.indd 1

11/03/2015 3:07 pm

Remarkable level of grip impressive stability at speed

With a tyre life of over 10,000 miles they sound good to me

A fantastic road tyre that works on the track too

www.avon-tyres.co.uk

Stuart Barker / RIDE Magazine

Jon Urry / Motor Cycle News

Mike Armitage / Bike Magazine

Alan Dowds / SuperBike Magazine

Inspires confidence for serious lean angles

MADE IN BRITAIN

Richard Ashcroft / Rescogs.com

TRIUMPH TIGER 800 XCx CYCLE TORQUE LAUNCH

Tiger

on Tour

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TRIUMPH TIGER 800 XCx CYCLE TORQUE LAUNCH

Five years of development has made the Tiger 800 a pack leader.

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TRIUMPH TIGER 800 XCx

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Tiger on Tour N REPORT BY CHRIS PICKETT, PHOTOS BY DANNY WILKINSON N RIDING GEAR: BELL HELMET, IXON GLOVES, TRIUMPH ADVENTURE JACKET, TRIUMPH ADVENTURE PANTS, ALPINESTARS BOOTS.

THERE is no doubt in my mind that Triumph’s new Tiger 800 XCx is its flagship adventure bike. Sure you can buy the 1200cc Explorer, which is faster, fatter and costs more money, and it’s a great machine too. But if you are keen to go exploring then the 800 XCx is the best machine in Triumph’s ample stable.

When the original Tiger 800 was released some five years ago I loved it. It had that beautiful three cylinder powerplant, which was flexible and torquey. It was never meant to be a powerhouse and wasn’t, if you were looking at peak power outputs, but who really needs 150 hp on a fire trail anyway? The suspension was good without being outstanding, and comfort wise it was the best bike on the market, according to my body, especially my backside. There were some issues with the original Tiger, one being a stepper motor which was affected by dust. No probs if you were leading the pack in the outback, but a problem if you were eating dust.

It was never going to be everything for everyone, bikes rarely are, but Triumph likes to listen to owners and journalists to get decent feedback so changes can be made to make it closer to being a Unicorn motorcycle.

Four on the floor There are two main Tiger 800 models for 2015, one road based and the other more focussed on off-road action. Then there is the ‘X’, essentially an uprated version of either of the two main models. I don’t want to delve too much into the road variant of the Tiger 800 because we will be testing that bike soon.

There are numerous updates for this new model. It looks similar but one aesthetic change that’s more function than style is the side fairing panels, designed to give better heat dissipation from the larger than before radiator. Apparently the finish on the previous 800’s frame wore prematurely but Triumph reckons the new matt ‘Titanium’ powder coating will last longer. It looks good, only time will tell I guess. The seat is covered in a new material, also longer lasting. The wheels are black, as are the handlebars, which still retain the switchable mounts allowing you to move the handlebars forward by 15mm. The new headlights can also be adjusted to suit two-up riding, there’s a 12 volt power socket, and a

sump guard comes standard on all models. The XCx though gets two 12v power sockets, one at the steering head and the other back near the passenger’s left leg.

It’s when you start looking at the techno side of things where things get real interesting though. The Tiger 800 now gets fly-by-wire technology, so traction control, power maps and so on are part of the deal. The base models have switchable traction control and ABS as standard fitment but the ‘X’ models also get cruise control and three riding modes, the modes being Road, Off-Road and Rider but more on those a bit later.

There are some changes to the engine which now puts out 95PS, like new throttle bodies (with that all important fully sealed, and happy to eat dust, stepper motor), more precise injectors, redesigned cylinder head and camshafts and an improved gear change using bits from the Daytona 675. I found you could notice the sweeter changes but everything else, well… Now, all of these ‘tweaks’ to the engine and no doubt the ECU mapping have allowed the engine to use 17 per cent less fuel than before, which more than just giving your wallet a breather, gives you way more kilometres out of the fuel tank, important for adventure riding.

Triumph says the 19 litre fuel tank now has a usable range of around 435 kilometres, and after spending mucho hours in the saddle over three days I found no reason to disbelieve that. The fuel gauge didn’t go down very quickly.

Continued on next page

TRIUMPH TIGER 800 XCx

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Both the XC and the XCx get WP suspension, 43mm upside down forks and a single shock. The forks are what I’d call separate function forks, with rebound damping in one fork and compression in the other. They both have easy to use adjusters and this can be done by hand, with one adjuster red in colour, and other white, so once you have the right colours in your head you won’t forget which is which, hopefully. The rear shock has preload and rebound adjustment only. But check this out, the forks have 220mm of travel, the shock 215, something we would come to love during the ride.

Out of the gate As I said earlier, the old Tiger 800 was probably the most comfortable bike I’d ever used, much of that centring around the fantastic seat. I was slightly worried when I heard the seat had been changed that Triumph had ruined it, but it turned out to only be the material. There are two positions on the seat, 840 and 860mm, so it’s plenty high enough. It weighs 220 kilos ready to ride but like many bikes doesn’t feel that heavy.

I’m six foot, and with the seat in the highest position I had plenty of room. I think I’d fit a set of handlebar risers if I was doing more off-road work, maybe even 10mm would be enough. Higher than that and I always feel the handlebars are too high when you are back to doing road work. Horses for courses I guess.

Straight away I noticed the improved gearbox and that the engine has lost none of its flexibility. The gearing is on the low side for road going but well suited to adventure riding, and with the flexible nature of the engine, you can be pretty lazy with gear changes off-road.

Through the forests and fire trails the bike tracked very well but the suspension is where I think the biggest benefits of the update are. I’ve ridden plenty of big adventure bikes that have front suspension too soft for taking decent hits off-road. That never happened once on the Tiger 800 XCx with the WP suspension. I was amazed how good the forks were, and to a lesser degree the rear shock. I bottomed it out once or twice but never felt the need to play with it, so it was close to the mark anyway. But those forks… erosion jumps, rocks, you name it, the forks coped without complaint, from me at any rate. Sure, I didn’t jump erosion banks like I was a crusty demon, nor was I doing a pace Toby Price would be proud of, but for my money, Triumph has got the suspension right.

Email us your Even when we got back on the road for some tar racing journo style the feedback suspension was great. The only real limiting factor here was the adventure

tyres, but considering it was damp on the Oxley Highway they coped amazingly well too.

And for the relatively few times we were cruising along the road during the launch the cruise control came in handy. I’m not a big fan of cruise control on the road, I would probably not bother putting one on my bike, but if standard then why not I guess. Well, this one works seamlessly. Very car like.

Picko’s point of view You know, there are a few big adventure bikes out there with lots to offer, whether it be the big bores or the middleweights like this Tiger 800. You really will find it hard to go wrong with any of them. But I loved this bike. We took it on some challenging terrain for a bike like this and it lapped it up, even the beach, which surprised me no end. It’s no sand racer but the beautiful engine and the relatively low weight made it much less of a handful than I expected.

It will cost you $17,690 plus ORC for this top of the line Tiger. It’s well worth it. n

Continued on next page

TRIUMPH TIGER 800 XCx

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CYCLE TORQUE LAUNCH

Working the Modes

XCx extras

There are four throttle maps, which should not be confused with the riding modes, the maps being Road, Rain, Sport and OffRoad.

The XC and the XCx share the same basic specification but the XCx gets a number of extras which go way above the small price difference.

It’s all easy to use, once you get used to the system on the dash.

The two main riding modes are Road and Off-Road. Road has the Road throttle map, ABS front and rear, and a pre-set traction control setting. Off-Road has the Off-Road throttle map, reduced ABS on the front and no ABS on the rear, and a less restrictive pre-set traction control setting. In Rider mode you can have whatever you like. Generally, when I used either Road or Off-Road modes I was more than happy, but when I started playing with Rider mode that ended up being the place I stayed in the most.

In off-road settings I like using ABS, many adventure riders don’t but I do. I set up Rider mode with the Off-Road throttle map, full road ABS and Traction Control switched off. If you turn the ignition off the bike will default to Road mode, if you have Traction Control or ABS turned off in Rider Mode, otherwise it will return to the mode you were last in. But, even if you turn the bike right off and then have to scroll back to Rider mode for example when you kick off again, the Rider mode will retain your previous settings. Overall you could say the standard Tiger 800’s Traction Control and ABS is either on or off, while the XCx has that plus on Off-road mode. Simple really. n

• Enhanced instrument display • Road and Off-Road Riding Modes • Configurable Rider Mode • Auto cancelling indicators • Alloy sump guard • Engine crash bars • Cruise control • Centre stand • Hand Guards • Additional 12V power socket

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TRIUMPH TIGER WET WEIGHT: 221KG I PRICE: FROM $17,690 (RRP) 800 XCx cycletorque.com.au APRIL 2015 I 43 WWW.CYCLETORQUE.COM.AU/MORE I WWW.TRIUMPHMOTORCYCLES.COM.AU

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ENGINE TYPE: LIQUID-COOLED INLINE 3 CAPACITY: 800CC

TRANSMISSION: 6-SPEED, CHAIN DRIVE

REAR BRAKES: SINGLE CALIPER SWITCHABLE ABS

TRIUMPH TIGER 800 XCx CYCLE TORQUE LAUNCH

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TRIUMPH TIGER 800 XCx CYCLE TORQUE LAUNCH

GALLERY

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TRIUMPH TIGER 800 XCx CYCLE TORQUE LAUNCH

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TRIUMPH TIGER 800 XCx CYCLE TORQUE LAUNCH

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TRIUMPH TIGER 800 XCx CYCLE TORQUE LAUNCH

GALLERY

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WP rear shock copes extremely well with rough terrain.

Fork damping control is easy to adjust.

WP forks have compression and rebound damping on different sides.

Cruise control is fitted standard on the XCx.

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KTM DUKE RANGE CYCLE TORQUE LAUNCH

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Royal Trio

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Two singles and a twin.

If you want naked aggression then KTM has you covered.

KTM DUKE RANGE

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CYCLE TORQUE LAUNCH

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WATCH VIDEO NOW

N REPORT BY MATT O’CONNELL, PHOTOS BY KTM

Elephants, monkeys, pad thai and orange naked bikes.

Logical mix, right?

KTM recently unleashed its naked street bike range in northern Thailand - and all bases are loaded for 2015.

Whatever your fancy, there can be no doubt KTM is building an impressive stable of road bikes.

The naked models lined up consisted of the punchy and sharp 390, the unique and agile 690 Duke R and capped off with the all out balls of the 1290 Super Duke R. The last few years KTM has made some well placed moves to see it at the top of many racing podiums both locally and internationally.

From AMA and world MX, to Dakar and MotoGP it certainly is exciting times to be wearing orange...

With such a full schedule of racing and model development you would think a relatively small factory could become overwhelmed...but KTM seems to be going from strength to strength.

It is now the top selling European manufacturer and sell just as many road bikes as they do dirt.

390 Duke The 390 Duke was released in Australia in late 2013 and since then the bike has really found its niche.

If you love naked bikes (and so many of us do, including me), want sharp handling and max power on your LAMS licence, then the 390 ticks every box and then some.

In 2015 the smallest Duke will be fitted with Pirelli Diablo

Rosso 2 tyres and the front forks better sealed to cope with dust.

Turn signals are now LED units, handlebar grips are more sporty and the seat is 10mm thicker.

A more significant update is the addition of a slipper clutch...something that did surprise me as I had no problems with the performance of the original unit.

It says a lot for the build process when more advanced design and safety features like this can be added, alongside with what we now consider standard features like ABS. This is a fairly small list of upgrades and pretty much confirms the KTM engineers got a lot things right with the

390 Duke initially.

My first experience with KTM’s 390 engine was last year on the RC390 launch, the fully-faired sportier version of the Duke.

I loved the overall engineering of the RC390 and the Duke didn’t feel too far removed from it at all.

Like all single cylinder engines of this size they are great fun when you get them revving, giving you a decent amount of punch but still remaining forgiving.

With an engine that weighs just 36kg and produces 44hp, KTM intended this bike to deliver as much power as legally possible for LAMS riders.

Continued on next page

KTM DUKE RANGE

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CYCLE TORQUE LAUNCH That is exactly what I wanted when I was starting out, enough power to learn but not become bored.

By using a single cylinder engine this bike is just a little different from the others...it loves to work hard and sounds beefy when you twist the throttle.

Speaking of twisting the throttle, the opening angle has been reduced to 75 degrees...so you don’t have to twist so far.

Combine that with the seating position and suspension - you are sitting more in the bike than on it - and the 390 Duke feels like a much bigger bike than it is.

The suspension isn’t adjustable up front, but once again, KTM has dialled in the ‘one size fits all’ setting. You won’t find many complaints about the handling of these bikes.

I am 182cm tall and felt comfortable - size wise it should be a good choice for the average Aussie rider.

I did ask about the 11 litre fuel tank and if it could be made bigger.

It is a deliberate design feature to deliver better handling and a slimmer profile - but if I had a wish list it would be a greater fuel capacity.

With the 390 range it really comes down to if you prefer the naked or fully faired look - I love the edgy styling on them both.

Add to that the ease of handling on the ground and through traffic, I think this makes an excellent LAMS choice.

- 2015 390 Duke = $7,295 + ORC

690 Duke R With the 690 Duke R, KTM Australia decided to skip the base model for 2015 and only offer the tastier R version.

It’s a good thing for Aussies because the differences are parts we would most likely swap out straight after buying anyway!

For 2015 the 690R will be fitted with Metzeler Sportec M7 RR tyres - both 17 inch.

The 160 section rear is a dual compound design while the front has a unique profile specifically designed for this bike.

The 690cc LC4 engine is well known for being the lightest and most powerful street bike single, and advanced ride-bywire technology is used to finely control throttle response.

It produces 70hp @ 7500rpm, so it’s a noticable step up from LAMS specification. The big advantage is how it delivers the power...high torque (70Nm) and ultra smooth from one big cylinder.

Weighing in at 150kg means you have a very usable power to weight ratio that produces super agile handling.

This isn’t just a ‘step up’ bike though - the 690R has so many unique characteristics - derived mostly from KTM’s dirt off road genetics.

Like most KTM’s it’s a bike that stands out from the crowd, a big torquey single, flat handlebars and striking styling.

The riding position is a different style to the 390 though.

I felt pitched forward a little and very much ‘on’ the bike rather than ‘in’ it.

The suspension on the R model has slightly greater travel and is fully adjustable, sporting WP 43mm USD forks up front.

One element I particularly liked was the brakes. It helps having such a light machine but the feel from the front brake especially was excellent.

The front is fitted with Brembo four pot calipers and a big 320mm disc, which provided a lot of control together with the Bosch 9M+ two channel ABS. The R model is also fitted with some go fast goodies like the sweet sounding Akrapovic exhaust which also bumps up the power by 2hp.

Crash bars are distinctively fitted around the frame and

Continued on next page

KTM DUKE RANGE

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CYCLE TORQUE LAUNCH there is also plenty of anodised orange aluminium to give it the signature KTM look.

There is no doubt other supersport bikes would blast by the 690R in a straight line, but the handling is where this bike shines - you only have to look at some footage of the European Junior Cup for testimony.

It’s all about that unique single cylinder character.

- 2015 690 Duke R = $14,495 + ORC

1290 Superduke R ‘The Beast’ is powered by a twin cylinder engine that produces 180hp and weighs only 62kg.

And the torque - a whopping 144Nm, available almost from idle.

The Bosch electronics are cutting edge with Bosch 9M+ two channel ABS and traction control.

The throttle is ride by wire and the multifunction dash lets you switch between riding modes (sport, street and rain) and you can turn traction control on or off.

Ex MotoGP rider and now KTM development rider Jeremy McWilliams says ‘The Beast’ nickname shouldn’t scare anyone off.

“The remit that we got at the beginning was that we need a bike that does basically everything.

We are trying to fulfil basically three things with one bike.

Track, commuting and riding long distances.” And awesome power wheelies.

The Superduke is a striking machine that seems to have captured all the best styling cues of the last couple of years, while still looking distinctively ‘orange’.

Like the 690R, the ABS has a Supermoto setting for real wheel fun, or it can be turned off completely.

Email us your feedback

McWilliams went on to explain the bike travelled 70,000km in Spain during testing, with countless hours spent with the Bosch

technicians to get the settings just right.

“On my 50th birthday we were on top of a mountain and I looked down at the dash and we had just clocked 50,000km, same day as my birthday, so I did a nice stand up wheelie for that!”

During the launch the wheelies were non stop, it was a sight to see McWilliams plugging it down the straight on the rear wheel without any drop off in speed.

The riding position is definitely not built for cruising but I was really impressed with the ergonomics. The reach to the bars was good and I didn’t feel too cramped.

What was surprising was the nature of the throttle response.

Even on a damp track in sport mode, the engine was still very easy to handle.

It was a pity the track was wet (late afternoon Thailand storm), but look out for a full test in an upcoming issue.

Dunlop Sportsmart 2 tyres are fitted with a large 190 section on the rear, adding to the aggressive look.

KTM certainly has developed a comprehensive line up of naked bikes to suit every level of rider.

Brembo brakes are used with twin 320mm discs used up front and they certainly provide plenty of feel as you would expect.

True to form, you can also purchase plenty of accessories for the Duke range from the KTM Power Parts catalogue, including clothing and protective gear.

Not only does the Superduke look the part (every component looks fast) - it also sounds incredible.

Check out the full range online.

I love listening to any large twin, but the low droning exhaust note sounds refined and purposeful at full noise...a sound of beauty.

- 2015 1290 Super Duke R = $24,995 + ORC All bikes are in store and available now. n

KTM DUKE RANGE CYCLE TORQUE LAUNCH

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390 Duke

390 Duke

390 Duke

390 Duke

KTM DUKE RANGE CYCLE TORQUE LAUNCH

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690 Duke R

690 Duke R

690 Duke R

690 Duke R

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1290 Superduke R

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KTM DUKE RANGE CYCLE TORQUE LAUNCH

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CYCLE TORQUE TEST

Standing Tall

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CYCLE TORQUE TEST

Standing Tall If your favourite colour is beige, then maybe the Victory Magnum is not for you.

N TEST BY CHRIS PICKETT, PHOTOS BY NIGEL PATERSON N RIDING GEAR: SHARK HELMET, ARLEN NESS JACKET, IXON GLOVES, FALCO BOOTS

RARELY do unmodified factory fresh motorcycles have the onroad presence of the Victory Magnum. It is low, not so lean, striking, cool and a bit intimidating, to both the rider and other road users, including the odd pedestrian or two who’ll stop and stare as you roll by.

If you are a bit meek and mild and are whipped in life then you should look elsewhere for your two wheeled thrills, unless of course, you are sick of being whipped.

Back Road Bagger Victory had to look no further than its popular Cross Country for the basis of the Magnum. The Cross Country is not really a cruiser, it’s more a touring machine with a hint of cruiser thrown in, and it’s been popular because it is a very good open road motorcycle, offering loads of torque and power, and long distance comfort and carrying capacity too.

Apparently Victory fans had been asking for a bike like this for some time and Victory has finally delivered. There are some Continued on next page Continued on next page

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CYCLE TORQUE TEST

differences to the Cross Country platform this bike is based on though, like a 21 inch front wheel on the Magnum, as well as a lowered rear suspension set-up and lower seat height (635mm). Of course it’s also hard to miss the paint schemes and custom wheel design, so grab your shades lest your retinas be burned out!

Victory has given many of its bike models names linked with Las Vegas, although the Magnum sounds like either a hand gun or ice cream here in Australia but I’m sure the marketing gurus at Victory did not have an ice cream in mind when they named this bike. Anyway I digress, there is a gambling link on this bike, the front wheel design is actually called Black Roulette For motorvation the bike still uses the 1731cc Freedom V-twin with that oh so tall sixth gear, so there’s no changes there to speak of. The engine has gained an enviable reputation for being one of the best air-cooled big capacity V-twins on the market; powerful and reliable, and with a sweet gearbox, for a machine in this market sector.

Besides the changes to the rear suspension, the one inch drop, different linkages and returned shock settings. As a result the Magnum has just over an inch less travel than the Cross Country and the shock is stiffer too. The forks have had some tweaks too, with damping and spring rates. It’s a wonder they could fit the 21 inch front wheel in without major alterations.

Up front the cockpit has all the bells and whistles, and a crazy sound system too. There’s six speakers in the handlebar mounted fairing, and it’s easy to navigate through too. There’s an LED headlight,

which I have to say looks trick, although most admirers will be travelling in the car in front of you.

Fit and finish is very good, the paint is amazingly deep, and I cannot imagine anyone complaining about the quality of this bike. It is right up there with many custom bikes I’ve seen. It comes in a number of funky colours schemes, and prices start at $29,995.

No Black Heart It is a big bike but like so many like it, the weight seems to fall off it once underway, unless you are doing a tight U-turn then the weight comes flooding back. Seriously though, the bike does not feel anything like its spec sheet weigh-in, and the low seat height makes those U-turns much easier.

Out on the open road the bike handles way better than you would think a bagger would. Even though the suspension has been lowered and firmed up I was more than surprised at how well it handled the bumps. The 21 inch front wheel does make it a slower steerer than the Cross Country it’s based on but not overly so. It’s comfortable too. Cruisers and I sometimes have a love/hate relationship, due to the strain they put on my back, but that’s more indicative of me than the bikes themselves, because as we all know, the cruiser market is a huge one throughout the world. But once again, pleasant surprise for me was the order of the day as I found the seating position worked well, and no doubt the compliance of the suspension helped here. Victory’s designers have managed to take the Cross Country’s suspension and give it less travel

but still make it compliant on the road. And being 345 kilograms, the suspension is getting a workout.

Tough job but they succeeded.

You’ll notice from the pics the fairing has a nice low screen fitted. It works brilliantly, there’s minimal buffeting at 100km/h and you see right over it. That makes it perhaps even better in traffic because vision is very good. Weather protection is good too, that big fairing keeps wind and rain at bay, while on the move at least. I found out when it started to rain on our photo shoot.

Our test bike, kindly supplied by Brisan Motorcycles in Newcastle, was kitted out with a few accessories, like the billet hand grips and rear footpegs, and more importantly the carbon fibre tipped dual exhausts. Man the mufflers look and sound great but don’t have a ridiculous bark to them like some aftermarket V-twin cruiser mufflers. I didn’t even mind the billet grips, not my thing normally and they probably still aren’t but they actually felt nice, giving me almost a nicer ‘feel’ to the riding experience.

Picko’s point of view Victory makes some way out bikes and it seems the more way out they are the better they sell. If that’s the case I think the Magnum should sell well, but the benefits of this bike really do go way beyond skin deep. It is actually a great road motorcycle that I found a pleasure to ride. And with those panniers you can tour to your heart’s content on it too, and the 22 litre tank doesn’t hurt here either. You will probably get sick of people staring at you though.n Continued on next page

CALL FOR A QUOTE

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VICTORY MAGNUM

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CYCLE TORQUE TEST I FRAME TYPE: STEEL CRADLE I WET WEIGHT: 345KG

WATCH VIDEO NOW

I PRICE: FROM $29,995 (RRP) FUEL CAPACITY: 22 LITRES

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FRONT TYRE: 130/70-18

FRONT BRAKES: DUAL 4-PISTON CALIPERS

ENGINE TYPE: AIR-COOLED V-TWIN CAPACITY: 1731CC

REAR TYRE: 180/60-16 TRANSMISSION: 6-SPEED, BELT DRIVE

VICTORY MAGNUM CYCLE TORQUE TEST

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Instruments look fantastic, and the sound system is one of the best out there.

Victory accessory mufflers suit the whole style of the Magnum, and sound awesome without being too loud.

You can get load of billet accessories, like these steel handgrips.

cycletorque.com.au APRIL 2015 I 68

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FEATURE

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Sultans of Slide

CYCLE TORQUE

FEATURE

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Sultans of Slide Longtrack returned to Bathurst in 2014, and hopefully it’s here to stay.

N WORDS AND PHOTOS BY BRYCE STACKER

GREAT experiences stay with you forever, even if you’ve completely forgotten about them growing up. You’re busy evolving and doing all the things that inspire you, life builds speed, changes and you wander into the unknown exploring your path, sometimes one can go full circle and end up standing right where they were when it all started. In this case an unknown love of motorcycle racing.

For me that experience was Long Track at Bathurst as a teenager 20 years ago. The first time I smelt Methanol, the first time I saw a race start, the first time I felt proper awe towards a guy that I already knew, but didn’t know he did that on the weekends!

Back to Bathurst In November 2014 the roar of longtrack racing returned to Bathurst Showgrounds under the banner of the 2014 Penrite Oil Australian Longtrack Masters. Longtrack is the go hard or go home sport of controlling a race tuned, sliding, two wheeled machine on a much bigger circuit than speedway or dirt track. It takes commitment with long straights building corner entry speeds to over 140kmh. The punters were ecstatic after such a long wait since the event was scrapped a decade ago.

The event put Bathurst on the dirt racing map during its boom so the anticipation of its return was widespread. When I attended last in the early

#15 Nicholas Waters

’90s I remember large enthusiastic crowds, lots of dust, and the roar of the passing race packs setting off parked cars alarms. What an event!

Bathurst statistically is a town with a lot of motorcycles, but nowhere to race them anymore excluding motocross and excluding the world class facility at the end of the main street, which is considered ‘too dangerous’ for motorcycles and now reserved for touring cars (ask Alex and Chris Pickett if it’s too dangerous?). As a result of this the passion for these events is strong amongst the local riding fraternity on both sides of the barriers as it’s a rare thing to have right in the centre of town.

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Sultans of Slide The showgrounds hosted 4000 people on the back of trucks, in the paddock, in grandstands, racing and enjoying the corporate boxes.

Competition was plentiful with 172 Riders in 115 races over 14 classes throughout the day. The awesome 500cc slider class left no-one disappointed, the atmosphere of the sliders generated much applause and appreciation around the showgrounds.

Amid the travelling riders and teams were local riders and sponsors aplenty including Grabhams, McDonalds, Beards, Tobins, Boserios, Muldoons, Murphys, Hagneys, Coxs, Lacks and many more. To keep the true nostalgia fan happy, a handful of vintage long track bikes, kevlar suits and leathers were exhumed for the Evolution Long Track class featuring past international champions who’d reigned as far back as the Australia V England ashes tests of the late 1970s (speedway). These guys were gratefully received by all in the crowd, especially those reliving watching these same riders 20 plus years ago. The evolution riders were also spread amongst the classes tackling the younger gaggle on grids mixed with many current professionals and champions. The evolution class was great for the young riders to see. Imagine turning up for your first long track meeting with your father’s or uncle’s much talked about idol from 20 plus years ago signing on next to you? Racing longtrack at Bathurst offers just this. A few riders more renowned for road racing than dirt events turned heads with great results. This is generating interest overseas among riders from multiple countries and disciplines. Stand outs for the 2014 event were Thomas Duggan, Todd Kurtz, Brody Waters and Beau Beaton. Full results are at www.mylaps.com.

On the kickback, the town enjoyed the financial boosts that come with attracting hundreds of punters and riders, who all need accommodation, supplies and medicinal ales. Confirmation that the 2015 long track masters will run has encouraged local riders to spend up and will no doubt boost business for local mechanics and technicians throughout the year in the build up to a bigger and faster meeting. Another positive outcome and a win-win for all. Bring on 2015!

#12 Jason Stewart

Through the ages The Panorama Motorcycle Club put in the hard yards and well done to them. Without their hard work it could not have been possible, especially die hard members like Glenn ‘Macca’ McDonald, a passionate speedway racer who started the Penrite Oil Australian Long Track Masters Facebook page. https://www.facebook.com/groups/286665764830727/ Macca joined me for a beer or three and a chat about the event at The Dudley Hotel, one of Bathurst’s most motorsport friendly pubs. The publican Stumpy runs the bar at longtrack. Macca and I covered many facets of the sport and what it means to locals. Macca pressed the point that it’s all about having our own track. Bathurst is considered by many to be the Mecca of Australian longtrack racing, and was more of a hub for riders than a town with a circuit, producing mainly speedway and dirt track racers from the ’60s through to the ’80s.

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There are records of speedway racing at the old sportsgrounds during the ’20s, ’30s and ’50s but that stopped as bikes got faster and the venues were deemed unsafe for those speeds. With speedway having a massive boom period during the 1970s, Bathurst area riders would migrate and race elsewhere. With no local circuit in Bathurst, Macca and his mate Grabbo would use a trotting track at Lagoon, near O’Connell to learn how to ride a speedway bike, and making the then long trip down to race at the meetings at the Sydney Showgrounds. Macca stayed with speedway right through to the early ’80s, and was one of a few who took the plunge and raced in Europe.

Long track (confused with flat track) was not American but a European idea that took off here later in the ’80s. The Ivan Mauger promoted events at the showgrounds between ’89 and ’91 saw up to 6000 spectators. The punters and riders boosted local business of course and Ivan Mauger enjoyed a few years of prosperity. For the sport itself there was optimism.

The PMCC returned with events from 1995 to 2005. Dozens of champions came through that decade of racing. The event returned strong after the short break from ‘92-’94, but these PMCC run events struggled with climbing running costs, less races and the politics of venue sharing with TAB which eventually closed proceedings for good. PMCC persisted running open and title meetings at Blayney from 2006 till 2010 and 2013, which was epic but lacked the Bathurst appeal. Harness racing eventually moved to a new circuit and the return of longtrack racing to the now sleepy showgrounds became a possibility.

#38 Corey and Tom Banks, #29 Rod O’Meley and Beau Stangl

Hard yards were done and now hopefully the event is back for good. There are hopes that Tamworth and Gunnedah may combine to make a series of the Penrite Oil Australian Long Track Masters in 2016, currently the name for the event that Macca and a few die hard members of the club came up with is solely for Bathurst.

Glenn can be contacted via the Penrite Oil Australian Long Track Masters Facebook page for any enquiries, both rider or sponsor related, in the lead up to 2015.

Email us your feedback

See you at the Bathurst showgrounds on Saturday, November 14th, 2015! n #86 Beau Beaton, #141 Steve McDonald, #59 Matt Drane

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RETRO TORQUE

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Bargain Big Banger Suzuki has a few bargain gems running around the second hand market. The SV1000 is one of them.

IN THE second half of the 1990s a couple of the major Japanese manufacturers, namely Honda and Suzuki, got on the big bore V-twin bandwagon, basically to offer an alternative to V-twin lovers who didn’t want Italian thoroughbreds.

They sold like hotcakes to riders who had stayed away from the Italian machines due to their complexity and expense, well at least this was the perception for many riders. Honda had the VTR1000F and Suzuki the TL1000S. Both were great bikes but the Suzuki had a reputation for ill handling due to its side finicky rotary rear suspension damper.

Originally the bike had around 120 horsepower but Suzuki ‘tamed’ this to a degree, back down to close to 100 so the rear suspension had less to cope with. Suzuki then produced the fully faired TL1000R, one of the sexiest bikes ever built in my humble opinion. It still had that ballsy 1000cc V-twin engine in it though.

Generation Two In 2003 Suzuki revamped the whole bike, changing essentially everything except the engine, which was always the bike’s strong point anyway. It made the TL1000S, which was quite different it has to be said, look instantly old.

There were two models of the SV available, the naked SV1000 and the half faired ’S’. Styling wise it was a huge departure from the TL models, much more modern. The engine was held as a stressed member under the solid looking alloy frame, and the Continued on next page

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rest of the running gear was reasonably basic compared to the some of the sports models on the market between 2003-2007. Think conventional suspension with minimal adjustments and brakes which work well on the road but would struggle under hard use on the track. That’s okay though, the SV was always designed as a road bike.

Problems, especially with the engine, are rare on the SV1000 so buying a bike with 70-80,000 kilometres would not really be an issue. The main thing to look for is how the bike has been looked after. The bike you see in the pictures has under 35,000 kilometres on the clock but was simply immaculate. With Yoshimura slip-on mufflers it sounded great and rode like a new motorcycle. The previous owner must have loved this bike and it shows. Other than a couple of very minor marks on it, buying this bike would almost be like going back in time to buy a new one.

I have heard there are issues with the build quality on some of the more budget Suzuki motorcycles from this era but it’s hard to come to that conclusion with this bike. Like I said, it’s all about how it’s been looked after.

The riding experience On the road the bike is a delight to ride. It has enough room for larger riders, and the grunt and power of the engine will keep most riders more than happy. The riding position makes it a reasonably good tourer as well, although luggage would come down to a tank bag and rear rack or throw overs. No panniers were available for them. Two-up riding is okay for the pillion for day rides and the like but it’s not really designed for two-up touring, the rear foot pegs are too high and the pillion seat a little too small.

As a commuter and everyday machine for most riders, the SV1000 is great. And on top of that they are a bargain, not really selling all that well when new for some reason.

How much?

Prices on the internet range from $4000 right up to $12,000 but 12K is just plain unrealistic. It might be remarkably clean but it would want to come with 10 years free maintenance for that price.

A set of tyres will cost you around the $500 mark, and seeing they take modern 17 inch sizes there is a big selection of tyres available. A set of sports/touring tyres will last between 5-10,000 kilometres depending on how hard you ride.

Maintenance costs are reasonable and there’s no paying mechanics hours to remove and refit fairing panels. Services for these bikes are pretty simple and fuss free.

Around 7-8 grand will get you a real nice one you can ride away into the sunset on, with a big smile knowing you’ve just bought yourself one hell of a motorcycle.

The SV1000 here was kindly supplied to us by Brisans Motorcycles in Newcastle (02 4940 8777, 250 Maitland Road, Islington) and is currently for sale. n

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Tinted screen works ok but won’t save too much buffeting.

This bike had Yoshimura mufflers fitted.

They sounded fantastic.

Rear seat isn’t made for big pillions.

Engine was one of the first ‘modern’ V-twins from Suzuki.

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CYCLE TORQUE GEAR

Bike Stuff

1 Race Me FIVE Gloves new RFX Race glove is designed to give you the ultimate fit and protection.

It is the result of several years of research and development in close collaboration with FIVE’s official riders in the MotoGP and Superbike World Championships. 160 individual pieces go into making the RFX Race glove.

With use of Thermoset Carbon Composite is used in aeronautics and on the highest-level competition vehicles making this ultra-light material almost indestructible by abrasion.

Price: $575 Availability: Good bike shops More info: 1300 885 355

2 MX Cool DEUS Ex Machina has a range of funky retro MX jerseys, just perfect for pretty much any type of two wheeled fun.

Lots of sizes available, and as Deus always says on its disclaimer. Never perfect, but always awesome!

This regular fit long-sleeve t-shirt features waterbased print panels with 170Gm 100% cotton mesh jersey fabrication and a heavy enzyme wash.

Sizes XS to XXL.

Price: From $89.95 Availability: Direct from Deus Ex Machina stores More info: http://shop.au.deuscustoms.com/collections/ mens-jerseys

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3 Adventure Tech TOURATECH might be better known for its luggage systems and adventure riding accessories but it is now also building rear suspension units specifically designed for adventure riding. Many makes and models are catered for but according to Touratech, these units have 50 per cent more pre-load adjustment than standard shocks, and every shock specific set-up instructions for your particular bike.

Price: See stockist for prices Availability: Direct from Touratech dealers More info: www.touratech.com.au

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CYCLE TORQUE GEAR

Bike Stuff

1 Ceres X-Trafit THE Ceres X-Trafit gloves combine sporty feel and look with Finnish Rukka quality and Gore X-Trafit technology, being wind and waterproof as well as highly breathable. In the rain the gloves don’t get soaked, protecting hands from cooling out and speeding up drying time. They have excellent grip feel. The Ceres have elastic fabric and a Velcro strap for snug fit, and carbon detailing in the right areas.

In the rain, a wiper on the left thumb helps with visibility. Touch-screen material on the thumb and index finger tips allows operation of satnavs and smartphones without removing gloves. Available in all black or in black with grey, in sizes 6 to 14.

Price: $210 Availability: www.rukka.com.au More info: 0414 814 194

2 Bell Ringer BELL’S new MX-9 adventure helmet has a load of great features, like the integrated visor and five-year warranty.

But you want better than just that don’t you? Well it also has an adjustable mouth vent, there are three shell sizes so getting the right size for your bonce is easy. Keeping you cool in tough conditions is a must, and the MX-9 helps in this area by having a velocity flow ventilation system to keep you thus. And it has a removable liner for easy cleaning.

Sizes XS to XXL.

Price: From $239.95 Availability: From good motorcycle shops More info: www.monzaimports.com.au

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3 Out of a Cannon WELL maybe you won’t be blown out of a cannon if you wear this Harley-Davidson Street Cannon jacket but if you did you’d look pretty good doing it, and you’d be waterproof, cool and comfortable too.

People would also see you flying overhead because of the reflective piping, so safety is there, and air won’t be a bother at those high velocities because of the neat snap-tab collar.

Go forth and buy!

Price: From $650 Availability: From Harley-Davidson dealers More info: www.harley-davidson-motorclothes.com.au

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CYCLE TORQUE GEAR

Bike Stuff

1 Wooly, Cool and Cuddly REDD Dog’s merino wool T-shirt has been so popular with riders that they’re down to their last two tops. But don’t fret, Redd Dog 2015 Autumn T-shirt production is only days away from being ready – same popular design, same high quality wool, but in a brand new colour - Green Moss.

The men’s superfine merino T-shirt range boasts 95 per cent Aussie merino wool and 5 per cent spandex, great UV resistance and a low-micro for next-to-skin comfort. Cool in summer, warm in winter, and sexy all year ‘round. Sizes S - 5XL.

Price: $95 Availability: Shop in Bungendore, Ulysses AGM (Albury-Wodonga), online (free delivery) More info: www.redddog.com.au

2 R1 trick YAMAHA has a plethora of accessories for its new R1 and R1M. The rear stand hooks are derived from the Yamaha M1 MotoGP design and are black anodized billet alloy.

Dead easy to install and the hooks eliminate the possibility of swing arm spools breaking off in the event of a tip over.

A must for your new R1.

Price: $99.14 Availability: From Yamaha dealers More info: www.yamaha-motor.com.au

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3 Go Roaming PERSONAL action cameras have become amazingly highly developed in recent times, and cheaper too.

The Roam3 for example, is high definition, has an easy to use switch to engage filming, is waterproof to 10 metres, comes with an 8 eight gig card and has a massive array of accessories for mounting the camera on just about any surface you can think of.

Price: $299.95 Availability: From good motorcycle shops More info: www.motonational.com.au Cycle Torque is giving one away each week during our current TV series. Enter by going to www.cycletorque.com.au/roam3.

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Surviving the apocalypse HMF HAS GOT ON THE FRONT FOOT WITH ITS SURVIVAL VEHICLE WE ALL know it’s coming. The Zombie Apocalypse that is. You’ve watched shows like the Walking Dead, Doomsday Preppers and so on. But why run into the bush and hide when you can fit out a UTV with guns and other great killing stuff to see off the hordes from hell?

We don’t know whether or not HMF Engineering in the USA knows something we don’t or are just well prepared but the team there has built one amazing apocalyptic survival vehicle from a Polaris RZR. So not only is this beast kitted out to enable you to survive just about anything, it’s going to do it with maximum speed and handling too.

HMF is known for manufacturing well built products for ATVs so it was easy for them to use some off the shelf products and some custom ones too. Then add a camo paint job, a couple of gun racks and they had a zombie killing machine.

First up HMF did an air filter upgrade to keep dust and flesh from stopping the much needed air to the engine, then a full HMF exhaust to give the engine more power and the driver some much needed aural pleasure while he was doin’ some killin’ (well the Zombies are already dead so no-one’s breaking any laws here) and it’s better than a stereo.

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Surviving the apocalypse For strength a custom bumper bar was fitted, as well as some extra bar work to help in the event of a rollover, as well as nudging people out of the way. Dead ones of course.

Attached to the front bumper set up are some day-maker style headlights, and the roof mounted solar panels help keep everything charged.

For added stability HMF fitted longer travel suspension and wider wheels fitted with Maxxis Big Horn tyres, all the better for jumping creeks or piles of bodies. Not cheap of course, the suspension is close to $6000 AUD, the rims $500 each.

Out back a custom spare wheel holder was fitted, and you can stand on it while you are shooting those pesky Zombies. And there’s loads of luggage space behind the cab for extra fuel, water and food, and some mechanical spares. Mad Max would feel right at home.

Building a HMF Blackout Survival RZR would not be cheap but even if the Zombie Apocalypse never comes you could still freak out the neighbours. n

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Area Manager / Sales Representative Parklands is a 100% Australian owned company and an industry leader in Lawn and Garden and off road machinery Australia wide.

Parklands began over 47 years ago and has since expanded its operations across all States. Parklands is a highly successful company that is focused on providing customers with quality products and exceptional customer service.

We are seeking an experienced, self motivated Area Manager to help grow our business by adding real value to our customers businesses.

The primary function of the Area Manager position is to develop and maintain strong customer relationships with existing and new customers.

Parklands prides itself on its outstanding delivery performance and customer service and the successful applicant must be able to demonstrate the ability to “go the extra mile” in their dealings with their customers.

To be successful in this role you will possess:

• Minimum of 5 years sales experience in a similar role, either Motorcycle or off road equipment sales;

• Proven experience in developing and managing existing and new key business relationships; • Superior verbal and written communication skills; • Be self-motivated and show initiative; • The ability to work autonomously;

• Exceptional negotiation and influencing skills;

• An ability to analyse and identify business opportunities;

• Experience in the motorcycle industry, primarily business to business sales would be highly regarded;

You will be a team player and have the desire to succeed. Your drive for building business relationships and commitment to exceeding customer expectations will prove to be your strong points and ensure your success with reaching short and long term results.

If you feel you have the experience, desired skills and attributes and would like to be considered for this exciting position. Please email CV and covering letter to management@parklands.net We thank you for your application and wish to advise that only shortlisted candidates will be contacted.

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ACCELERATE YOUR CAREER!

R E G A N A M S E L A S

WANTED!

TeamMoto Motorcycles is the #1 Motorcycle Retailer in Australia, with 14 locations and over 300 employees in QLD and NSW! We are currently looking for a professional Sales Manager or an experienced Business Manager from the Automotive Industry, ready to take that next step in their career. Join TeamMoto for the ride of your life!

As a Sales Manager with TeamMoto you can enjoy the lifestyle that comes from working with an exciting vibrant business that is Australia’s leader of the Motorcycle Industry. You can enjoy a 5-day working week while earning in excess of $100,000 PA. You will have access to over 1,000 used bikes to present to our loyal customers.

This important role involves the day-to-day management of all aspects of the dealership, however extensive support and training is provided by a core group of professionals to ensure your success. TeamMoto has a proven business model that has been developed over 30 years and will provide you with all the necessary tools to guarantee your success.

As the market leader in the motorcycle industry we can provide long-term job security. Naturally, we are seeking an experienced person who has a broad knowledge of the motorcycle industry with a history of high achievement. A passion for motorcycles is a must.

Strong communication skills are essential as your role is to provide leadership, training, and direction to the team members under your guidance.

A history of successful sales management would be an advantage, but this may not be in the automotive industry.

As you would expect, a position of this importance attracts a remuneration package designed to reward. A large salary is the foundation of the package with monthly commission and bonuses in place to reward both expected and exceptional performances.

The successful applicant could expect to earn well over $100,000K per annum with no ceiling on earnings. A remuneration package can be negotiated depending on the skills and experience of the applicant. Relocation packages are available for the right candidate. This is indeed a rare opportunity at TeamMoto for an ambitious individual who wants to do more in our industry. TeamMoto offers a business structure that is well documented and provides comprehensive reporting to assist in managing all aspects of the dealership.

Apply today and tell us about yourself, your background, previous achievements, work history and why you are the next leader at TeamMoto. All applications will of course be treated in the strictest of confidence.

Apply today! We dare you!

Email us: careers@teammoto.com.au

cycletorque.com.au APRIL 2015 I 97 NEWCASTLE

Apply now: EmAil A covEr lEttEr dEtAiling why you ArE thE right ApplicAnt for thE rolE Along with your rEsumE AttEntion to thE dEAlEr principAl to: clint@brisAns.com.Au Applications close 30th April 2015

CYCLE TORQUE STORE

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AS SEEN ON CYCLE TORQUE TV

1. Essential guide to Motorcycle Travel – $55.00

This book is written to help motorcyclists prepare themselves and their motorcycle for travelling long distances over extended periods. Whether you are getting ready for a weekend trip beyond your home turf, or for a transcontinental odyssey lasting several years, Coyner’s book details the fundamentals for riding in comfort, safety, and convenience.

2. Welder’s Handbook – $37.50

Step-by-step techniques are fully illustrated to help you use the latest welding technology to join everything from mild steel, aluminum and chrome moly to magnesium and titanium. Whether you’re building a race car chassis or an airplane fuselage, or learning to weld as a trade, you’ll learn the proper techniques to get the job done right.

3. Adventure Motorcycling Handbook – $39.95

Every red-blooded motorcyclist dreams of making the Big Trip - the Adventure Motorcycling Handbook is the comprehensive manual to make that idea a reality.

Timbuktu to Kathmandu or Patagonia to Mongolia - it’s all here.

4. Along for the ride – $39.95

Jim Scaysbrook has enjoyed a rich and varied life in which motorcycles have always been the common theme. Itching to follow his father’s footsteps, he began racing at the age of 16 and has since competed in virtually every form of competition, including both motocross and road racing at international level. He has competed on the American professional motocross scene, at the - infamous Isle of Man TT, and throughout Asia.

5. Dreamracer DVD – $24.95

For the first time in a feature length film, Dream Racer shows the legendary Dakar Rally in its purest form – no sponsors, no multi-million dollar team, not even a mechanic – just one rider, a motorbike, a film maker and the world’s most dangerous motor race. Far more than just a motorbike movie, Dream Racer is a call to arms for anyone who has ever dreamt of doing anything – a spine tingling antidote to the fear of life passing you by unfulfilled.

6. That Near-Death Thing – $22.99

A life-affirming journey to the heart of the world’s most dangerous race, this account gets inside the helmets of four leading motorcycle racers as they battle fear, fire, and family tragedy for a gritty sort of glory.

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BUY BOTH FOR $35

7. The Old Mechanic – $17.00

The story of an old motorcycle mechanic who takes on an apprentice and, together, they restore a 1959 Norton 500cc ES2 motorcycle. The book takes the reader right through the process of restoring an old British classic motorcycle, from rebuilding the engine through to getting the bike on the road.

8. Dominator in the Shadows – $23

Dominator in the Shadows is Peter J. Uren’s second novel, and the sequel to his popular The Old Mechanic.

Set three years later, it tells the story of two men who each have a dream to own their chosen motorcycle: one a Vincent Black Shadow, the other a Norton Dominator 650SS. The story again takes the reader through the process of restoring an old classic motorcycle. Along the way, they maintain, repair and service many classic British motorbikes.

To Order Call 02 4956 9820 Shop online at www.cycletorque.com.au

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10. Cafe Racers: speed, style and ton-up culture – $69.99

Master photographer Michael Lichter and motorcycle culture expert Paul d’Orleans visually trace cafe racer motorcycles from their origins in the mid-twentieth century all the way into modern times.

11. How to Troubleshoot, Repair and Modify Motorcycle Electrical Systems – $49.99

Your one-stop manual for every aspect of DIY motorcycle electrical repair and modification. We’ve all stood at the front desk of a repair shop at some point, staring at an invoice, gritting our teeth and nursing our injured wallets. All vehicles will inevitably need maintenance - and we pay a premium in labour fees every time we take them in - but unlike an automobile, which has its electrical components hermetically sealed within its bodywork, the electrical components on a motorcycle are on display for all the world to see. Out in the open, they are constantly subjected to destructive elements like rain, sand, salt, dust, and ultraviolet rays.

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12. This Old Harley – $34.99

A roll down memory lane is a lot better on the back of a Harley. We all have “firsts” in our lives - our nervous first date, our euphoric first concert - and most of us who have motorcycling in our blood remember the first time we saw a Harley-Davidson. Harleys have a way of catching the eye, that extra ‘something’ that sets them apart as the proudest, baddest, best-built machines around. There’s no denying the fact that Harley-Davidsons are more than just motorcycles; since its founding in 1903, the make has become an American icon revered around the globe.

13. Terry The Tramp – $24.99

See what it takes to lead men who count themselves among the one percent.Terry “the Tramp,” born in 1947 to a broken middleclass home and an absentee father in the blistering agricultural region of southern California, grew up with a violent chip on his shoulder. Raised in that tough-as-nails environment, he developed the courage to look right through a man twice his size and read his level of weakness to discover his breaking point.

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14. Dualsport Australia Vol 2 – $33.00

Dualsport Australia’s presents Vol-2 Central NSW which follows on from Vol-1 Northern NSW, in the Hunter Valley before heading North, West then South on Dualsport Australia’s quest for a national trail.

Vol-2 Central NSW has over 2500km of GPS/Routesheeted backroads, broken up into four regional loops.

Combined there is a week of diverse adventure riding or you can customise loops for shorter rides. With two ways between towns there is an easier option but all routes suitable for all adventure bikes. Using the same easy-to-use format as Vol-1 with information on conditions, fuel distances, fuel locations, accommodation and a few stories from previous rides.

With links to Google Maps, downloadable GPS data and printable route sheets in two different formats (forward and reverse) makes navigation a breeze and gives plenty of options to customise Central NSW to fit your adventure.

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15. BMW Cafe Racer – $49.99

Covers the evolution of the BMW sports bike to the BMW cafe racer. This title commonly associated with the cafe racer scene, the growing trend of custom BMW cafe conversions is illustrated in detail with images of sporting, racing, and ‘cafed’ BMWs.

16. BMW Custom Motorcycles – $39.99

Many books have been published about BMW motorcycles, but no-one has focussed solely on the BMW chopper, bobber, trike and quad bike custom scene - until now. Although not normally associated with the brand, there are some fantastic BMW customs out there, old and new; this book showcases them in all their innovative glory.

To Order Call 02 4956 9820 Shop online at www.cycletorque.com.au

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1. Motocross and Off-Road Motorcycle Setup Guide – $34.99

For many motorcyclists, the most popular part of a cycle magazine is the question-and-answer section dealing with maintenance, modification, and setup how-to information. The Motocross and Off-Road Motorcycle Setup Guide eliminates guesswork by providing setup and maintenance information every rider needs in a series of step-by-step photo sessions and to-the-point chapters.

2. MOTOCOURSE 2013/2014 – $89.95

The World’s Leading Grand Prix and Superbike Annual reaches its 38th year as the indisputable leader in its field, covering the world of motorcycle racing like no other publication. The 18-race MotoGP season is covered with its usual meticulous attention to detail as it also includes coverage of the Moto2 and Moto3 classes.

3. How to Tune and Modify Motorcycle Engine Management Systems – $39.99

From electronic ignition to electronic fuel injection, slipper clutches to traction control, today’s motorcycles are made up of much more than an engine, frame and two wheels, and just as the bikes themselves have changed, so have the tools with which we tune them. How to Tune and Modify Motorcycle Engine Management Systems addresses all of a modern motorcycle’s engine- control systems and tells you how to get the most out of today’s bikes.

4. World On Wheels – $30.00

Travel the globe with Mike & Denise Ferris in the World on Wheels motorbike adventure TV series. From the Himalaya to the Andes via Turkey, Morocco and everywhere else in between.

5. Keep Moving – $29.99

7. At The Altar of the Road Gods – $29.99

6. 2010 Ducati MotoGP & Superbike – $59.99

8. TT Talking- The TT’s most exciting Era – $34.99

The idea to travel the world on a motorcycle did not ‘come out of the blue’ Monica’s husband Simon had this dream for 30 years. The opportunity to go arose after their three children had left school and home.

Monica had a motorcycle licence but no mechanical skills and very little riding experience. She didn’t even have a motorcycle. At the end of a focussed year of preparation sandwiched between two busy jobs as a social worker she was more or less ready to go.

Through words and images we can relive the most exciting moments of the year, the 2007 World Champion Casey Stoner and Noriuki Haga and Michel Fabrizio in the Superbike championship. This emotional year is presented in a collectors edition which symbolises all the prestige of a marque that has written and continues to write some of the most exciting chapters in the history of world motorcycle racing.

His mother may not know it but Boris Mihailovic has lived a fast, furious, often politicially incorrect life chasing the epiphanies of speed (the sensation not the drug). For Boris, motorbike riding was the rite of passage into manhood he’d been searching for. Now, nearly 40 years since he first rode a bike, the wisdom of age has provided the perspective for Boris to look back and realise some pretty wild shit went down.

The decade between 2004 and 2014 was one of the most dramatic eras in the century-old history of the Isle of Man Tourist Trophy, which began with the races in decline, and many observers fearing that they would soon be killed off by a combination of rising costs, political correctness and logistical practicalities. But, just a few years later, the triumphant 2007 celebration of the races’ centenary launched the TT into a whole new era of public and commercial success.

To Order Call 02 4956 9820 Shop online at www.cycletorque.com.au

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9. The Cafe Racer – $34.99

The Cafe Racer is one of the most enduring styles of motorcycle ever created, capturing the rebellious spirit of the 50s. This book looks back at the glory days of the Cafe Racer, from Friday night dices on the North Circular, through the street specials craze of the Seventies, to the modern day revival.

10. How to Build a Chopper – $29.99

Choppers are hot again. All you need to decide is what style you want and this book will guide you through the building sequences. It shows how to build a genuine old chopper or a chopper that looks old and has the conveniences of today, such as electric start and functioning brakes.

11. American Dream Bikes – $75.00 SALE 25%OFF

Unappreciated by the world is the fact that in today’s elusive studio of motorcycle design America is a major player - for some, the major player. Dozens of designers, engineers and craftsmen are creating some

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of the most exciting and innovative motorcycles the world has ever seen - ever dreamed about. This doesn’t just mean “yet another chopper”. It means names like Confederate, Ecosse, Fischer, Roehr, Vectrix (producing an electric sportbike), and MotoCzysz in addition to, and no less worthy in this context, the establishment Harley-Davidson with Buell, Victory, and even Indian.

Award-winning author Alan Cathcart visits 25 shops interviews the designers and engineers and rides the motorcycles. Each shop, interviewee and motorcycle has been photographed especially for this book.

12. Troy Bayliss – $24.99 SALE 25%OFF

This is the story of a life dedicated to racing, the story of a man who has always lived among motorcycles.

The Ducati Yearbook chronicles the life of Troy Bayliss, Ducati World Superbike Champion through his memories and his experiences (on and off the track), his relationship with his team and with the bikes and the thrilling emotions experienced together. Take a look into the life of Troy Bayliss, his racing career and his passion for Ducati. Troy and the bikes from Borgo Panigale, like the 999 and 1098, together made

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history. This is a book of photography with images accompanied by the words of the rider, fellow Ducatisti friends, colleagues, family and fans all who came in contact with this Superbike legend a true icon for all passionate motorcycling fans, Ducatisti and non.

13. Lost on Earth – $29.99 SALE 25%OFF

“The only way I am coming home is by bike or by box,” Steve Crombie writes when he first hits the road, travelling 90,000kms from Australia to the Arctic Circle via South America. It takes him two years. He suffers from dehydration, starvation and disease. He rebuilds his motorcycle four times. Along the way Steve not only tests his limits but meets the world head on waking up behind iron bars in Tierra Del Fuego.

14. Motorcycle GP Racing in the 1960’s – $59.99 SALE 25%OFF

The 1960s was a unique era in the history of motorcycle Grand Prix racing, and arguably marked the last period of ‘traditional’ road racing. The decade saw the rise of the Japanese factories that would eventually dominate

the sport, and the burgeoning two-stroke technology that would go on to replace the traditional four-stroke machines.

15. The Castrol Six Hour Production Race – $39.95 SALE 25%OFF

For 18 years, the Castrol Six Hour Production Race was the biggest event on the Australian motorcycling calendar. Controversial, important and exciting, the Castrol Six Hour Production Race was one of those rare events which had bikes and tyres developed specifically to win it.

16. The Riders – $35.00 SALE 25%OFF

Australia’s love affair with motorcycle racing and its fearless heroes was meant to be.

Two things have made it so enticing. The first is the inherent love of freedom, speed and adrenalin - that wild feeling of the wind whipping your face as you fight to take the machine as fast as it can go. The second is the ingrained Australian desire to test ourselves against the rest of the world - to be the quickest of all.

To Order Call 02 4956 9820 Shop online at www.cycletorque.com.au

TORQUING BACK

Letters Historics moving forward

MANY good points were raised in the editorial column in the March issue.

There are always going to be differing points of view when it comes to race classes and rules.

The important thing to know here is there’s no point complaining about things if you are not prepared to identify these issues with either the organiser of the meeting or Motorcycling Australia.

I’m one of the people who are involved in the rules of historic classes on a national level, and we make decisions based on what we think is good for the sport. We don’t know everything and often have to ask experts in this field what is eligible and what isn’t when it comes to period racing rules.

We are more than happy to hear from historic racing enthusiasts to make historic racing better for all involved in this country.

– John Sims

Rotary fan

THANKS for the rotary article. I love these retrospectives. So many of us grew up with these machines but so many of us never got to ride them.

Keep it up.

– Adrian Iredale Glad you liked it Adrian. We plan on doing more of these retrospectives, we believe they make for good reading and they are lots of fun to do. Ed.

Double standards

MOTORCYCLE Police are using small cameras on their helmets. A Police Officer was using one around the Parramatta area. Looks like double standards to me.

– Phil Roberts Hi Phil. Police are often exempted from regular road rules due to the nature of their work, like using mobile phones in the car. Unfortunately it looks bad to see a Police Officer talking on a mobile phone while driving, especially if you’ve received a fine for doing the same thing the day before.

But, I agree it does look like double standards, and the negative press could be minimised if some police, and more importantly their supervisors, thought a bit more about the actions creating this negative press.

That said, the Police Officer could be dressed like Santa Claus and you are still not going to like the present they give you. Ed.

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How low?

THE tinted visor letter in the February issue surprised me. Tinted visors have been around for years and what about sunglasses and those tinted side car windows which are so dark you can’t even tell if the driver is looking at you? Maybe you could do a little article regarding just what is legal or not in respect to visors, helmet attachments etc.

The Indian article left me wondering too. 1.8 L, 365 Kg, seat height so low you probably couldn’t see over a mini etc. Is fashion completely overwhelming function these days. You didn’t mention the noise levels which interest me as I live in a villa complex and I start bikes early in the morning.

– Tony Givney Hi Tony All good points. In regards to the tinted visors, I was dumbfounded police were booking people for wearing them. Very poor form in my view and very unnecessary too. The thing here is you could be booked for wearing one in one area and then no HWP officer would look twice at you for the next 2000 kilometres. Like I said in another letter, much of it comes down to who the supervisor is.

I also think cruiser motorcycles are as much about fashion as they are function, and this is why many people buy them I think. They are not the best handling or braking machines but used as they are designed are lots of fun, and safe too.

Most standard bikes these days are not overly loud, but it still surprises me at times what does pass Australian Design Rules. In this case, the Indian would be fine for living in a villa complex. Ed.

Tar or not?

IN RYAN Grubb’s article about the Ducati Monster 659 he refers to the ride he made from Newcastle to Ballina via Thunderbolts Way, Waterfall Way and the Gwidyr Highway through the Gibralter National Park.

I am interested in finding out whether this route is sealed roads all the way.

– Jill Tapp Hi Jill Yes it is tar all the way and a mighty fine ride it is too. The roads are generally in good condition and the scenery is spectacular at times. Ed.

Write a Letter!

WIN A GREAT PRIZE This month Tony Givney has won a Cargol Turn & Go puncture repair kit. Available from better bike shops everywhere and there’s a video of one being used on the Cycle Torque website.

Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email chris@cycletorque.com.au

TAP TO SEND LETTER NOW

CREDITS

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cycletorque EDITOR CHRIS PICKETT chris@cycletorque.com.au

MANAGING EDITOR N I G E L PAT E R S O N publisher@cycletorque.com.au

ADVERTISING DENNIS PENZO, 0420 319 335 dennis@cycletorque.com.au

DESIGN & PRODUCTION DIONNE HAGAN,THE D MEDIA DESIGN dee@cycletorque.com.au

WWW.CYCLETORQUE.COM.AU PO Box 687, Warners Bay, NSW 2282 Ph (02) 4956 9820 • Fax (02) 4956 9824 • info@cycletorque.com.au REGULAR CONTRIBUTORS: DARRYL FLACK, BOB GUNTRIP, DAVE MASON, KEITH MUIR, ALEX PICKETT, DARREN SMART, TODD REED, FRIEDEMANN KIRN, WWW.2SNAP.COM, COL WHELAN, ‘AUNTY’ MAL CHERLIN, TONY ‘CARNAGE’ PENFOLD, RYAN GRUBB AND BRIAN DYER. Cycle Torque is published by Motorcycle Publishing Pty Ltd. ABN 91 085 871 147 Cycle Torque is available from bike shops across Australia. If you can’t find our latest issue, call 0420 319 335.

Copyright 2012. All rights reserved. No part of this publication may be reproduced in any form, including electronic, without written permission of the publisher.

PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

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