Cycle Torque August 2016 by Cycle Torque

WELCOME

August 2016

cycletorque.com.au AUGUST 2016 I 2

This issue is big on Adventure, with two of the biggest and toughest bikes you can buy, Ducati’s new Multistrada 1200 Enduro and the venerable BMW R 1200 GS Adventure. Either of these is capable of taking you up a fire trail or across the country, at pace across any road solo or two-up and with lot of high-tech assistance and safety. The Adventure doesn’t stop with two of the biggest and best bikes though - our columnists look at Adventure riding, my editorial touches on the genre and there’s heaps of riding gear and Adventure accessories, too. The former Ural importer is now riding them around Alaska, which is another form of Adventure, while I also review Heather Ellis’ book Ubuntu, her story of riding across Africa while still a young woman.

EMAIL US YOUR FEEDBACK

Also in this issue is a giant Father’s Day book sale, there’s Yamaha MT-03 streetbike, lots of news and more. Hope you enjoy this month’s Cycle Torque. – Nigel Paterson WE ALWAYS APPRECIATE REVIEWS ON ITUNES AND YOUR FEEDBACK feedback@cycletorque.com.au

WWW. NEWSLETTER

TAP ICONS TO EXPLORE

CONTENTS

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Ridden 2016 BMW R 1200 GS ADVENTURE TEST 34 DUCATI MULTISTRADA 1200 ENDURO TEST 24

YAMAHA MT-03 TEST URAL ALASKA FEATURE

Features 48

ADVENTURE BIKE STUFF

FREE FLIGHT MX PARK

CUSTOM TORQUE

FATHERS DAY BOOKS

Regulars 5

NEWS TORQUE

SMALL TORQUE

EDITORIAL

DIRTY TORQUE

RACE TORQUE

GUNTRIP

BIKE STUFF

USED & REVIEWED

QUAD TORQUE

MARKET TORQUE

TORQUE BACK - LETTERS

It’s not where you’re going ... It’s how you get there.

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CITY

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RESH O F E L T S A EWC

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3-4 SEPTE

L A R E N E G E FRE RY ENT The modular luggage system for all motorcycles.

International lineup includes: Troy Bayliss, Chris Hodgson, Joan Lopez, Boris Chambon

GRAEME BOYD MOTORCYCLES ISLINGTON

VENTURA is available from your favourite motorcycle store. For more information about VENTURA products visit www.kenma.com.au email: sales@kenma.com.au or if you are in QLD, NSW, ACT, VIC, NT, SA or WA phone 02 9484 0777, Tas ph 03 6339 2770.

of NEWCASTLE

NEWS TORQUE

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Limited-edition 1299 Panigale DUCATI has unveiled the 1299 Panigale S Anniversario to thousands of fans at its World Ducati Week (WDW) event, Misano, Italy, July 2. The Anniversario is limited to 500 units worldwide, and features a Ducati’s raceinspired paint scheme and updated tech. Inspiration for the 1299 Panigale S Anniversario’s colours was drawn from Ducati race bikes - white, black and ‘Ducati Red’ fairings with gold wheels. Other distinctive features include its top triple clamp and steering head inserts, both in machined-from-solid aluminium alloy, along with carbon fibre heel guards, rear mudguard, shock absorber cover and lithium battery. Ducati has also incorporated an all-new evolution of traction and wheelie control. DTC EVO is based on entirely new software algorithms, and is said by Ducati to become “both more precise and consistent in its intervention.” When set at level ‘1’, DTC EVO is now able to allow the rider to control the bike at a level formerly available to only the most advanced riders and professional racers. When the bike is leaned over in a turn the rider can use the throttle to dial-in additional rear-wheel slip beyond the ‘normal’ level of intervention – thus further pivoting the motorcycle around its front wheel, and closing the trajectory of the turn. Ducati Sales and Dealer Development Manager, Andy Simpson said, “The new 1299 S Panigale Anniversario Limited Edition is a celebration of another very important stage in Ducati’s 90-year history which cements the 1299 Panigale as an iconic milestone in the evolution of Ducati motorcycles. “Racing and sports bikes represent the heartbeat of Ducati, it’s a passion which we share with Ducati owners and aspiring owners too, this is the reason the 1299 S Panigale was chosen as the focal model for Ducati’s 90th Anniversary. “Within 24 hours of this model being announced at World Ducati Week on Sunday, over 25 customers had confirmed their position as one of the lucky 500 destined to own a special piece of Ducati history. “The great response has been an indication of how special this model and moment are; we fully anticipate all availability for our markets (Australia and New Zealand) being reserved within days. “Anyone interested should contact their local Ducati dealer immediately.” n

NEWS TORQUE

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Newcastle hosting FIMASIA Supermoto Opener We provide a onestop 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.

A star-studded field of local Australian racers will be taking on international legends of motorcycle racing at the Newcastle City Supermoto on the Newcastle Foreshore, 3-4 September. With three-time Superbike World Champion Troy Bayliss dragging on the leathers for a ride against the likes of 2005 World Supermoto champion Boris Chambon, 10 times UK champ Chris Hodgson and Catalan champion Joan Lopez from Spain, the talent pool is deep which will guarantee incredible riding. The course runs along closed public roads around the palm trees of the foreshore, before turning onto the dirt section of jumps, berms and fast corners.

TWO LARGE STORE LOCATIONS • 9 Buckingham Dr Wangara - p 08 9409 2330 • 237 Great Eastern Highway Midland - p 08 9250 2522

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It’s the first time Australia has hosted a round of the FIM-Asia championship and follows the successful running of the Watson Demolition and Earthworks Australian SuperMoto Championship at the foreshore in 2015. And the price is right - it’s a free event. For spectators the amphitheatre of Foreshore Park means you can get a great view from the grassy hill, or you can buy a close-up seat on the grandstands. Cycle Torque will have more information in the September issue, so make sure you grab a copy before the event or from the Cycle Torque Quikshade at the Newcastle City Supermoto. n

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NEWS TORQUE

cycletorque.com.au AUGUST 2016 I 7

BMW adds dates to offroad training program RIDE ALL YEAR ROUND WITH WARM HANDS

3 Designed for faired Sports and Touring 3 Suitable for most motorcycles 3 Self-supporting under wind pressure 3 Anti-flap design 3 Leaves controls free of interference 3 Flexes around fairing at full steering lock 3 Trusted Barkbusters quality 3 Maximum protection with style Easy to install Multiple mounting options include fitting: • To handlebar weight • To hollow handlebar • Over existing aluminium backbone

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BMW Motorrad has added three additional course dates to the 2016 Off-Road Training program. The three Level 1 courses are open to BMW GS owners, as well as other riders interested in adventure motorcycles. For New South Wales riders, two courses are available; the first based in Dargle (West Sydney) on August 15-16, and the second during the Motorworld event at Sydney Motorsport Park, held on December 2-3. In Victoria, the additional course is being held at Myrtleford, near Bright, on October 29-30. During the two-day course, participants work with BMW Motorrad experts to cover fundamental off-road riding techniques, helping them progress from novice to advanced riders. The two-day Level 1 course is priced at $695 and includes lunch, refreshments and a commemorative T-shirt. BMW Motorrad Australia general manager, Andreas Lundgren has taken part in the training himself, and encourages riders who are looking to improve their off-road riding confidence to get involved and have a great time. “BMW Off-Road Training is the perfect way to increase your confidence, improve your skill set and take your adventure riding to the next level.

BBZ HANDGUARD

On top of the three new events, there are still limited spaces available at selected Level 1 and 2 courses in NSW, Victoria and Western Australia.

Built for

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“It’s great to see such high demand for these courses and we are happy to add these extra dates as a result,” Lundgren said.

Code BBZ-01

For more information please visit the website - www.bmwmotorrad.com.au/ OffRoadTraining n

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Located mid way between Brisbane and the Gold Coast and just off the M1 Motorway, Motorline Motorrad is the home of the Ultimate Riding Machine in Springwood. Motorline Motorrad offers the full range of BMW motorcycles, Genuine BMW Rider Wear and Genuine BMW Servicing. Visit Ben, Rick, Ian and the Motorline Motorrad team to arrange your personalised introduction to your new BMW motorcycle.

Motorline Motorrad 1-11 Old Chatswwod Rd, Daisy Hill, Qld Opposite IKEA Logan Exit 23 (South) I Exit 24 (South) Tel: 07 3290 7000 motorrad@motorline.com.au www.motorline.bmwmotorrad.com.au

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NEWS TORQUE

Draggin’s CEO Grant Mackintosh injured Draggin Jeans founder Grant Mackintosh was involved in a nasty motorcycle accident in June. While out enjoying one of his favourite rides, Mackintosh came around a corner to find a cyclist that had lost control coming towards him on the wrong side of the road. Macintosh swerved to avoid the cyclist and in doing so they are both lucky to be alive today. Grant sustained multiple injuries and was in high dependency for several days. Injuries include a slight fracture of the skull, fractured thoracic vertebrae, fractured sternum and eight fractured ribs. The skull fracture caused a brain haemorrhage which is no longer bleeding and thankfully Grant has no cognitive damage, while the spinal cord was also not affected so he is walking. Grant has been suffering severe pain, but is now on the road to recovery at Calvary Rehab in South Australia and is as usual pushing himself every day. On a brighter note, the jeans Grant invented proved their worth - he suffered no abrasion injuries at all. Here’s a picture of his Draggin Next Gen after they were cut off by the paramedics. n

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Hunter Motor Cycle Club hosts 2016 Australian Dirt Track Championships in August AUSTRALIA’S best dirt track motorcycle riders will converge at the Hunter for the 2016 Australian Senior Dirt Track Championships at Barleigh Ranch Raceway, August 13-14. The event will be hosted at Barleigh Ranch for the second time in 10 years, and the third in over three decades. Fans are expected to get a long overdue look at all of the nation’s best, gathered in the one place on the same weekend. Riders from around the country will chase championship honours in two, three and fourwheeled competition. While many of the participants in the championship meeting concentrate on dirt track racing, a title showdown often attracts riders from other disciplines of the sport.

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

Dirt track racing, formerly called short circuit racing, has a great history around the Hunter region with some of the most successful riders, most iconic tracks and most famous clubs in the history of this discipline of racing having come from this area. Legends of the sport like Herb Jefferson, Greg Primmer, Keith Davies and Chris Watson all came from clubs in the Hunter region, and significantly two of them will be involved in the staging of this title meeting. Davies is still involved being President of the event host, the Hunter Motor Cycle Club, among his administrative involvement at national, state and club level. Watson still ranks as the most successful rider in the history of dirt track racing in this country and through his successful motorcycle dealerships he has joined with Yamaha as naming rights sponsor for the championships to continue his support of the sport that he graced so prominently for over two decades. Former venues like Hillview at Muswellbrook, Heddon Greta, Salty Creek and Cameron Park are today but a memory, but the Barleigh Ranch track has survived over more than three decades even though it has seen a change in who controls it. Barleigh Ranch was originally operated by the Raymond Terrace Motor Cycle Club, which later joined with the Wallsend, Mayfield and the Newcastle Speedway Riders to form the Hunter Motor Cycle Club which operates to this day. Dirt track racing remains a great spectacle for fans who can see the entire track, and when an Australian Championship is on the line fast, exciting action is guaranteed. Historically dirt track racing has proved a great nursery for many of Australia’s best motorcycle exports over the past two decades. Names like Casey Stoner, Troy Bayliss, Chris Holder, Darcy Ward and Jack Miller – they all started in dirt track and all acknowledge the enormous benefit their careers took from their early days on the dirt tracks. n

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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

NEWS TORQUE

cycletorque.com.au AUGUST 2016 I 11

MOTO EXPO on track for Melbourne show MOTO EXPO is set to return to Melbourne Showgrounds, November 25 -27, 2016. Troy Bayliss - whose company manages the MOTO EXPO on behalf of the Federal Chamber of Automotive Industries - is excited to announce show planning is well on track to deliver one of the largest and most exciting motorcycle displays Australia has ever experienced. “Exhibitor site sales are currently exceeding expectations and we cannot wait to open the doors to motorcycle enthusiasts at MOTO EXPO Melbourne in November,” Bayliss said.

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“MOTO EXPO Melbourne will feature approximately 30,000 square metres of exhibitor sites, presented across two main exhibition halls, plus there will be activation sites and interactive activities and, of course, an absolute feast of live motorcycle entertainment to truly excite the fans. “With more than 100 exhibitors expected to showcase the latest motorcycle, scooter, ATV, UTV, ... as well related products and services, at MOTO EXPO Melbourne, we are certain all enthusiasts we be able to find the perfect product to suit their needs.” Enthusiasts can keep up to date on all the latest news and information for MOTO EXPO Melbourne by visiting the www.motoexpo.com.au website and following www.facebook.com/motoexpoaustralia. Online ticket sales for MOTO EXPO Melbourne will be available closer to the show, or patrons can purchase their tickets at the door. n

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NEWS TORQUE

cycletorque.com.au AUGUST 2016 I 13

Motorcycle sales up 3.5 per cent on 2015 P

The ongoing appeal of ATV and side-by-side vehicles specifically for farm and agricultural use, but also recreationally was strongly evident with 11,164 of these four-wheeled vehicles sold — 3.6 per cent more than in the first half of 2015. The hugely diversified motorcycle market, with its myriad of models from cruisers to café racers, super-motards to motorcrossers, maintained strong momentum overall.

r e

THE Australian motorcycle and ATV market grew strongly in the first half of 2016, with the latest sales figures revealing a 3.5 per cent increase over the same period last year.

torcycle C o M h ent r it

Sales • Service • Spares

The off-road motorcycle market rose 4.3 per cent over the first six months of 2016, while the road bike market increased 4.4 per cent. The only decline was in the scooter market, which fell 11 per cent compared with the same period last year.

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Japan’s ‘big four’ maintained their strong overall market presence. Honda was the leading volume manufacturer again with 23.2 per cent of the market, followed by Yamaha with 20.1 per cent, and Kawasaki (10.1 per cent). Suzuki and Harley-Davidson had an 8.9 per cent share each.

Qualified technicians with many years of service across The Chief Executive of the Federal Chamber of Automotive Industries, Tony Weber, said that DIRECTLY INSPIRED AND DEVELOPED FROM THE CHAMPIONSHIP WINNING WORLD SUPERBIKES OF TOM SYKES AND the diversity of models, affordability, and the ability of manufacturers to produce machines all brands including BMW, Ducati, Harley-Davidson, JONATHAN REA, THE continued 2016 NINJA ZX-10R IS THE CLOSEST THING TO A FACTORY SUPERBIKE KAWASAKI HAVE PRODUCED YET. to cater for such a wide range of applications were key ingredients to the market’s Honda, Triumph, Yamaha, Suzuki and many more. growth.

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facilities and diagnostics for minor to major ADVANCED ‘BALANCE FRONT FORK’ DEVELOPED FROM WORLD SUPERBIKE “Road bikes accounted for almost half of the new motorcycle market, holding a 43.4 per cent FREEModern HORIZONTAL BACK-LINK REAR SUSPENSIONservicing WITH NEW-SPEC SHOWArebuilds. BFRC LITE SHOCK and engine share. Off-road motorcycles accounted for 31.2 per cent, ATVs for 21.2 per cent and scooters for the remaining 4.2 per cent.”

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Harley-Davidson was again the top seller in the road motorcycle market, selling 20.4 per cent of the 22,921 road motorcycles sold between January and June 2016.

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Harley-Davidson was followed closely by Honda, which sold 19.6 per cent, Yamaha third with STEERING ForDAMPER Great Prices On New Motorcycle Sales, Spare Parts ÖHLINS ELECTRONIC INCREASES STABILITY AT Service, HIGH SPEEDS 15.4 per cent, followed by Kawasaki (11.5) and BMW (7.3). BOSCH IMU MEASURES 5 DEGREES OF FREEDOM PRECISE CHASSIS ORIENTATION and FOR Accessories check out our websiteAWARENESS or call

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Yamaha maintained its lead in the off-road motorcycle market, selling 29 per cent of the 16,492 motorcycles sold. It was followed by Honda (24.9 per cent), KTM (16.3), Kawasaki (12.5) Your Ninja... Your Kawasaki. and Suzuki (11.3).

In a declining scooter market, Piaggio continued its sales lead with a 23.4 per cent share of the total 2,205 units sold. Vespa came in second with 21.7 per cent, Honda third (19.4 per cent), Aprilia (9.4) and Suzuki (9.1). n

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Honda led the ATV segment with a 28.8 per cent share, followed by Polaris (24.4 per cent), Yamaha (19.1), BRP (11.3) and Suzuki (10.6).

kawasakiaus www.kawasaki.com.au Trade-Ins Welcome • Spare Parts Trade Customers Welcome 139 Blaikie Road Jamisontown NSW 2750 (Near Penrith)

NEWS TORQUE

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Adventure tourers popular with consumers in 2016 ADVENTURE touring machines are also contributing to the growth in motorcycle sales in the first half of 2016. In a sales report published by the Federal Chamber of Automotive Industries (FCAI), the CRF1000 appears to right be on the money for consumers, with 399 machines sold so far this year.

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Unfortunately, the manufacturer is currently unable to commit new machines for some time due to an earthquake disrupting production at its Kumamoto factory. Production is expected to resume by mid-August - figures produced later in the year will provide a clearer indication how this has affected the Australian market. The new model doesn’t seem to have cannibalised the top-end of the market segment. Overall, there have been 579 more adventure tourers sold within the FCAI’s top 10 list compared with the same list from the first half of 2015. BMW’s small-capacity GS has shown strong growth, with sales almost 150 per cent up on last year.

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Ducati has also seen strong growth in the second year of production of the Multistrada DVT, with almost a 30 per cent increase from the first half of 2015. However, supply constraints meant the model was available for about three-out-ofsix months. The FCAI’s July-December report will reveal more information on the DVT Multistrada, as well as provide some early figures on the MY16 Multistrada Enduro. BMWs big-bore adventure tourer has shown a slight increase of nearly five per cent. Suzuki, Kawasaki, KTM and Triumph are also proving that small-to-mid-capacity machines are popular with consumers in 2016, but have experienced mixed sales results compared to last year. n

PHONE: 02 4322 0949 EMAIL: info@amhp.com.au WEB: www.amhp.com.au

NEWS TORQUE PS Importers takes over Moto Guzzi and Aprilia JOHN Sample Automotive Pty Ltd has announced by mutual agreement to transfer the Australian distribution of Moto Guzzi and Aprilia to PS Importers. The transfer of distribution will happen over the coming months and is expected to be completed in 2016. Dealers and owners should see little impact during this time, with a seamless transition planned by the 3 parties for the continuity of customer service, motorcycle and service parts supply and warranty administration. Executive Chairman for John Sample Group, John Sample said, “we have greatly enjoyed the privilege to distribute and build such iconic brands in Australia. “However we believe this consolidation of the brands will ensure the economies of scale necessary for them to grow and thrive in an ever changing and increasingly competitive industry. “We now pass the baton to PS Importers who we know will manage the brands and the dealer network with professionalism and passion.

2016 Ccycletorque.com.au Y C L E T O R Q U E FAUGUST EBRUAR Y 2 0I 15 15

Nigel Morrell’s

MOTORCYCLE SERVICES Motorcycle Crash Repairs & Restoration Since 1988

www.nigelmorrellsmotorcycles.com.au ABN:81616249576

jamman@adam.com.au PH. 08 8351 7088 Adelaide’s only specialist motorcycle crash repairer, where unlike most of the dealers and mechanical shops who just do part replacement, we are proud of the fact we actually do repairs and almost all of the work is carried out ‘In House’. Adelaide’s only motorcycle repairer in Suncorp Insurance Group’s ‘Specialist Repairer Network’. We also carry out repairs for all other insurance companies.

“We thank our loyal and passionate retailers and customers for the many years of support to such an incredible product.”

We are excited to announce the addition of Paul ‘Bluey’ Harness to our team

Paul Chiodo, Managing Director for PS Importers said, “it makes great sense to add Moto Guzzi and Aprilia to our current Piaggio and Vespa scooter distribution in Australia.

He brings with him a wealth of technical knowledge with over 35 years of experience and is factory trained on Suzuki, Yamaha and Honda brands up to current models.

“We have a strong relationship with Piaggio (manufacturer of Piaggio Scooters, Vespa, Moto Guzzi and Aprilia) and this further enhances our product offering of the best European brands. “We’re pleased to carry on the great work of John Sample Automotive and are looking forward to the opportunity to grow the Moto Guzzi and Aprilia brand experience in Australia.” Simone Niccolai, Managing Director for Piaggio Asia Pacific said, “Piaggio Asia Pacific wishes to extend our heartfelt gratitude to John Sample Automotive, for the strong determination, tenacity in driving the brands forward and for the excellent collaboration with the team. “We are proud of JSA’s efforts, in inspiring the racing spirit of Aprilia, harnessing the core brand values of authenticity and tradition for Moto Guzzi, creating meaningful connections with the community at large, as well as implementing excellent aftersales support and customer care. “Piaggio Asia Pacific is proud to extend the partnership with PSI. “The consolidation all four of Piaggio Group’s brands; Piaggio, Vespa, Aprilia and Moto Guzzi under PSI is a natural progression, as this will reinforce the strength of Piaggio Group brand presence in Australia. “We look forward to working closely with PSI in this mutually beneficial partnership, and we are extremely confident that PSI’s strong background in the motorcycle industry, technical knowledge, proficiency as well as credibility, will bring to the table, great success for our brands in the future.” John Sample Automotive introduced Aprilia Motorcycles into the Australian market in 1997 and later added the iconic Moto Guzzi brand to its stable in 2003. n

We look forward to being able to offer a more comprehensive range of mechanical services from minor servicing to major engine work. As seasoned professionals we pride ourselves on our mature approach to repairing and maintaining. your motorcycle and look forward to giving your pride and joy the love it deserves Tank metal finishing, fairing repairs, plastic welding and painting. We’ve been doing this for almost 30 years and offer quality second to none. Tank metal finishing, fairing repairs, plastic welding and painting We’ve been doing this for almost 30 years and offer quality second to none

Race replicas are a specialty We also offer a pick up service for your crashed or broken down bike and a valet service to your work or home in the city or surrounding suburbs. 13 ROSSLYN ST. MILE END SOUTH . SA. 5031

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Limited-edition Scout INDIAN Motorcycle Australia has announced the second in a series of locally-inspired Scout Limited Edition models. Using a 1935 Sport Scout as inspiration, Indian Motorcycle has given a 2016 Thunder Black Scout 1200 a custom gold pinstripe detailing with accompanying warbonnet on the tank, then added a set of genuine black wire wheels and custom tractor-style springer seat with distressed black leather finish. Only 10 of these Scout LE Mk II’s have been produced. Priced from $21,500 ride away, with over $4,000 in added value, the LE Mk II is available now, only while stocks last at your local Indian dealer.

NEW

STREET TWIN

Ducati celebrates 90 years with worldwide relay ride DUCATI is celebrating its 90th birthday by selecting the most intrepid bikers from around the globe to take part in a round-the-world trip, done as a relay, on the new Multistrada Enduro. Seven riders will each tackle an epic adventure, from Borgo Panigale along the legendary Trans-Siberian highway, on to the roads of Japan, the United States, Europe and finally back on the Futa pass towards Borgo Panigale. Perth photographer Steve Fraser has been chosen as one of the Ducati Globetrotter 90 riders. Fraser will complete the Trans-Siberian route - Moscow to Japan - just over 9100km of wilderness. “Visiting some of the most incredible and remote locations on the planet is an incredible opportunity to photograph some of this amazing wilderness and share the adventure. “A huge thank you to Ducati for choosing me and putting their confidence in me,” Fraser said. During the trip the riders will visit some places that are important in Ducati’s history, meet people who are legends to all fans, and, most important of all, will have to describe their journey, which you will be able to follow at www.globetrotter90.ducati.com

Octane has landed VICTORY’S Octane has arrived in Australian dealerships nation-wide with test rides now available. Priced from just $18,995 rideaway, head to your closest Victory dealership to organise a test ride or phone 1300 721 360 for more information. n

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Draggin receives German Design Council award AUSSIE denim manufacturer Draggin Jeans has won a ‘Best of Best’ award from the German Design Council and their Motorcycle Brand Contest, July 2016. City Coast Motorcycles

The Motorcycle Brand Contest is a unique, international competition for outstanding brand, product and communication design.

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Draggin CEO, Grand Mackintosh said, “we want to offer our customers designs that look and feel just as good their regular jeans. “The Holeshot form part of our innovative ‘next-gen’ range that retains the market-leading protective qualities Draggin is renowned for, while raising the bar for design and fit.”

The Ultimate Riding Machine

The Holeshot design has Level 2 CE Approval and uses only the world’s best fibres with a military grade DuPont Kevlar and Dyneema in its mix to make the garment extremely tough to external abrasion.

Pricing and availability announced for G 310 R BMW has recently announced pricing and availability of its learner-approved roadster, the G 310 R, in Australia. The new G 310 R is priced at $5,790 plus on-roads, and will be expected to arrive at BMW dealerships in October or November. BMW Motorrad General Manager, Andreas Lundgren said, “The new G 310 R is an exciting development for BMW Motorrad. “It is an agile motorcycle and although smaller in size and capacity, it has the dynamic performance and technical innovation that are intrinsic qualities of the marque. “The G 310 R will open up the brand to a whole new audience.” BMW has certainly nailed what is arguably the three most important features the LAMS market is looking at – it’s priced well, plus it features ABS brakes and killer looks evoked from the S 1000 R. For more information on the G 310 R, visit bmwmotorrad.com.au

BMW offers winter adventure deals BMW Motorrad is offering the new GS Helmet with new models sold in its adventure range. This includes the F 700 GS, F 800 GS, F 800 GS Adventure or R 1200 GS. The recently launched GS Helmet is made of a lightweight carbon fibre-reinforced design and features an anti-fog inner visor, which BMW says “virtually eliminates the common problem of fogging during the winter months”. The helmet fits BMW’s accessory modular intercom system (which is purchased separately), and allows riders to pair their helmet with the BMW Navigator V, phone, pillion or another rider. The GS Helmet is available in three stylish colourways: Comp, Light White and Matt Black, prices start from $900. n

Get out and explore our GS country on the legendary R 1200 GS. Test ride one today at City Coast Motorcycles!

City Coast Motorcycles 262 Keira Street, Wollongong citycoastmotorcycles.com.au

T 02 4228 7392

dean@citycoastmotorcycles.com.au

EDITORIAL

cycletorque.com.au AUGUST 2016 I 19

Horses for Courses I’VE been lucky enough to have been riding a variety of bikes all very different from each other, so I’ve decided I need one of each. The different types, that is. I need an Adventure, Enduro, Naked, Roadster and Sports bike… and they are just the classes I’ve been riding lately, there are others, like a good touring bike, which I’d also want. Some might say it’s very much a first-world problem saying I need at least a half-a-dozen different bikes, but I say they do different motorcycling jobs, all good fun and all valid reason to own a bike. Take the Ducati Panigale 959 I’m testing at the moment - it’s incredible. A take-no-prisoners sportsbike more at home on the track than the road, its barking Testastretta 8-valve Desmo engine has bite, attitude and gusto. The riding position, steering, suspension and attitude take no prisoners… but it’s a bike which will make you feel like a Superbike champion, even if you just ride it to the local fish—n-chippie. More sensible for road use, but less adrenalin pumping is the Triumph Speed Triple. There is still a heap of horsepower, it’s still capable of good laptimes but it’s just as at home on a winding public road and it looks horn. Naked also means you’re unlikely to go quite as fast as a racetrack refugee like the Panigale. I tested both the Harley-Davidson Roadster and Moto Guzzi’s V9 pair - Roamer and Bobber - for the last issue, and had fun on all three bikes. Easy to ride, delightful to enjoy and perfect for gentle

Sundays, a Roadster offers motorcycling with the least amount of stress. More recently I got down and dirty, riding a Yamaha WR250F at the Free Flight Motocross Park. I don’t come from an off-road riding childhood, learning to love dirt bikes in my thirties, but that doesn’t mean I don’t enjoy hitting the trails, getting a little airtime and spending some time in the mud playing in the mud with my kids. A couple of issues back I was riding the Indian Springfield, its panniers making longer trips that much easier to pack for. All of these bikes offer something different from the others. I’ve owned sportsbikes, touring bikes, naked bikes, sports-tourers, race bikes and dirt bikes, but when it comes down to it, if I could only have one, it would be an Adventure Bike. I’ve owned both BMW and KTM adventure bikes in the past, ridden long distances on Triumphs and Yamahas, and now there’s the Ducati Multistrada Enduro. As you’ll read in this issue, I’m more than a little impressed by the Multistrada Enduro - it’s still a missile on the road, as you’d expect from a 1200cc Ducati, but it’s also more than capable when the bitumen ends. Ducati’s also realised most motorcyclists can’t justify owning a bike in each category too, so its designers and engineers have done their level best to produce a bike which can tour (add the optional panniers, select touring mode), have fun on winding roads (160 horsepower, sports mode,

semi-active suspension), be capable in the mud (select enduro mode and hang on) and still be easy to ride (urban mode). I’m not sure if the Ducati Mutistrada Enduro is the best of the big-bore Adventure bikes, but just the idea a brand-new machine from a manufacturer which has never produced anything remotely like this before is simply amazing.

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Adventure bike buyers have never been more spoilt for choice. Most brands now feedback@cycletorque.com.au offer something we can broadly slot into the category, although some are vastly less capable off road than others, some are incredibly powerful while others are very tame, most have tall seats, some stratospheric, some weigh a bit, some weigh an awful lot. Nearly all are Good Things in the right environment. In my younger days I owned a string of sportstourers, machines expected to do it all from commute to tour to take on the occasional track day. While I probably wouldn’t bother with a track day on an Adventure bike, I do think the class is replacing the sports-touring class in many ways, although then I see bikes like Yamaha’s Tracer and have to think again. For me though, with Australia’s vast distances, over-policed highways and endless dirt roads, Adventure bikes are the smart way to see the country, at least until I can afford a stable of purpose-built machines. – Nigel Paterson

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When the 690 was dropped off to my unit in Wynnum it felt to me like a Mexican standoff. The 690 just sat there on the side stand with the single headlight that seemed to be staring at me with mocking contempt while all I saw was 150kg of dirt bike that I had no idea what to do with. Usually I just load a test bike into the back of my ute, take it to my favourite tracks and/or trails and ride it like I stole it, but this thing didn’t stand a chance of fitting into my ute so what now? I carefully approached the 690R, turned on the key, hit the start button and let the Email us your 654cc single cylinder feedback motor idle away. feedback@cycletorque.com.au

Next morning at a sparrows’ fart I put my moto gear on and rode through the West side of Brisbane to a bush block I was familiar with. After plotting out a small sweeping loop with plenty of turns, a few muddy ruts and small jumps, I started putting the 690R through its paces. I will admit that it took some getting used to – in fact, while sliding through a fast right hander sweeper I went to flip the 690 across to enter the next left hander under acceleration and found myself somersaulting through the bushes as the 690 unceremoniously high-sided me from the saddle. As I was sitting in the bushes looking back at the KTM lying on its side idling away I had the feeling that I was just shown who was boss and that I had to rethink the way I was going to ride this beast. So, over the next few hours I reacquainted myself with some oldschool smooth riding and throttle control to match the capabilities of the rig under me. I was getting more excited about the potential of the 690 so I immediately put a plan into action to first of all stiffen the suspension, which was easy with the rear but

I needed a new set of springs in the front. Then part two was to put some decent tyres on the 21” and 18” wheels so a set of Kenda Enduro K776 (front) and K778 (rear) were fitted so now was as good a time as any to tackle what is deemed the nemesis of all adventure bikes and riders, a sand track. Fortunately there is a great open sand track a couple of hours west of Brisbane. With this destination clear in my mind I hit the road early one Summer’s morning and had a sensational ride on the bitumen out through Jimboomba and Beaudesert before turning towards Boonah where along the way is an old sand quarry accessible from the road. Once at the turn-off I simply dropped the 690 down two gears, pulled off the road and tucked into the sand track to see how we would fair. And sure enough, the extra weight of the 690 did cause some issues when braking into sandy corners but it didn’t take long to get my head around letting the momentum and weight of the bike sweep through turns while letting the rear wheel spin the bike around in the direction I wanted to go instead of trying to steer with the front wheel. Within half an hour I was having an absolute blast while causing havoc among some of the young motocrossers who were on the track at the same time and when I had spent a couple of hours of dirt squirting I simply slipped back onto the bitumen and start heading for home… the long way! Over the next few months the KTM 690R and the ol’ Smarty became almost inseparable.

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I am a motocross racer and usually test hardcore motocross and enduro bikes, so when a KTM 690R was suggested as my next long term test bike I took it as a slap in the face and perhaps a dig at my advanced age. But hey, I am a team player and adventure bike riding seemed to be taking off, and besides, I had heard the 690 was at the lighter end of the adventure bike market so I thought, what the heck, I’ll give it a crack.

Then I slowly circled the big vibrating unit and took note of some of the work that KTM had put into this unit. WP shock and forks, a cool-looking orange chrome-moly ‘trellis’ frame, huge wave disc brake, fuel injection, tapered bars, black hand guards with cool looking plastics, graphics and seat package. Then I noticed it was registered, so we were off for a ride along the Wynnum Esplanade… then on to the highway… then the freeway.

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Smarty and the KTM 690R I have no idea what the powers-to-be at Cycle Torque were thinking at the time but during the period of late 2010 and early 2011 my long term test bike was a 2011 KTM 690R and although it wasn’t love at first sight, the big girl and I ended up becoming great mates.

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I got to ride through and visit parts of Southern Queensland and Northern NSW rarely seen by the every-day punters, all the while loving the freedom of being able to dive down any dirt track or trail with the confidence of a very reliable and stable rig under me – we even made it on the cover of Cycle Torque. I was pretty sad some months later when I had to hand the bike back. I obviously don’t know where that particular KTM 690R is right now but I appreciate the fact that it opened up a whole new world of dirt bike riding to me so every now and then I look at our adventures on youtube and I can only hope that my old mate is in good hands – if you are curious type ‘Darren Smart KTM 690R’ into Youtube, it will bring a tear to your eye. – Darren Smart

RACE TORQUE

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Long-Haul Ducks Way before the fully equipped adventure and touring bikes of today, you had to make the most of what you had. Ducati Owners’ Club NSW founding member Arthur Davis was sitting around a fire over several ales at Bathurst over Easter 1978 and suggested the club should attend more interstate race meetings, starting with the Advertiser Three-Hour at Virginia Raceway to watch Stanley Michael Bailey Hailwood race a Ducati. It was only a matter of weeks away. The 2800km round trip would be a punishing test for both riders and bikes since Ducatis were not known for the long-haul ability and all-day ergonomics. Men and machine would survive, but only just.

The four participants consisted of Arthur aboard his 750 Sport fitted with Daytona ‘Imola’ pipes, Gary Peters and his beloved 900SS, David Dickie’s 750 Sport and Shaun Nolan with his 900SS, all fitted with clip-ons. With twelve-hour days in the thinly-passed perches, four pairs of wrists, four lower backs and eight legs were already screaming. Arthur and Gary were racing their respective steeds at the time. They would strip their bikes for a weekend’s racing then refit all the lighting, stands and other necessary accoutrements for the street. The group set off from Sydney on Friday night down the old Hume Highway over Razorback. It didn’t take long to run into trouble when Shaun got nabbed allegedly doing 90km/h in 60km/h zone accelerating out of the service station opposite Email us your Goulburn the jail. It was a favourite feedback feedback@cycletorque.com.au

stretch that the local police frequented to pick up speed-jaded riders rolling into Merino town. They pressed on through the murky darkness and checked into the Royal Hotel at Yass with 300 bumpy kilometres behind them. The four Dukes left at 8am for the long, fast 1100km haul to Adelaide via Junee, Hay and Mildura, rumbling across the Hay Plane. “They toured okay, but these were sports bikes with hard suspension so they rattled your fillings loose,” says Gary. The group had planned to stay with the friends in Adelaide but got lost. After going around in circles for twenty minutes following ten hard hours in the thinly-padded saddle they threw themselves on the mercy of the first vacant motel they set their ruddy eyes on. Next morning, the boys arrived at the track at 9:30am and hung with the DOC SA crew under their chapter banner. By the time the track dried after a bit of rain, they settled in for the big race. Gary waxed in his official report for the DOC NSW newsletter. “The most outstanding Ducati was the Scaysbrook & Hailwood 750SS.” There was a pretty good crowd, and no doubt they had all come to see Hailwood.

With Hailwood’s brilliance seared into their souls, the boys did an oil change at the circuit before heading off at dusk. Not long into the run home Arthur had trouble with the baffles in his Imola pipes so he took them out and stuffed them into his pack. Dave’s bike broke down a few times with the fuse box jumping around. Gary dropped his bike doing a U-turn in the mud, breaking an indicator which he taped to the inside of the

fairing. “I finished that trip with no blinkers,” says Gary. “What didn’t break with vibration was broken when I dropped it.” The group made Renmark by midnight and woke the owner of a hotel to get a bit of kip after enduring mud, floods and a bit of blood over 300km in atrocious conditions. With just five hours’ rest to relieve their battered bodies they set off for the final run back to Sydney. They were greeted by thick fog, the misty mood lowered further when David’s 750 burnt out a valve. In the final run from Goulburn to Sydney, they had the worst of the weather with heavy rain at Mittagong. Gary finally kicked the Ducati’s stand down for the final time at 1:30am Tuesday, seventeen hours after leaving Renmark. “I’m still not sure if I’m mad or just a Duke freak,” Gary later wrote in the club newsletter. “But we’re planning a run up to Surfer’s for the three-hour in August.” A year later, he did Perth and back two-up. That’s what I call an adventure. – Darryl Flack

GUNTRIP

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No Country for Cold Men Sometimes I wonder. I am sitting in the office on a crisp July morning, wondering at the thousand ways cold can get into the house, marvelling that the cold snap we are now enduring has all but killed the Bonneville’s new battery in less than a month. True, I don’t often feel like heading out for a ride – even if the sun is shining – when it’s five degrees and I have nowhere in particular to go. And especially when by so doing I’m abrogating my domestic responsibilities, and the pavers I started laying at the top of the garden steps remain unfinished. Domesticated man, eh? Some years ago, in a properly cold country, a man climbed aboard his Norton 88, pulled on his gloves, wrapped his scarf a little more tightly round his face, swung the choke lever and thrust down on the kick starter. While the 497cc of the Model 7’s lusty descendant settled into its customary rhythm, he adjusted his goggles and his cap (this is before helmet laws), looked questioningly at the fresh snow garlanding the treetops and deepening on the road in front of him. He set off Email us your feedback

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for the main road, thickening snow cloaking his shoulders as he swung north, starting the 50-mile journey to collect his passenger – his sister, who wanted to return home for Christmas despite having no car and finding all public transport cancelled thanks to the approaching blizzard. The rider kept it in high gear, making leisurely movements and using engine braking wherever he could. There were problems, even on this silent Sunday. He came first upon a truck that had slewed diagonally across the road, blocking both lanes of this quiet country thoroughfare. He backtracked then, finding a gap in the roadside hedge and bouncing a few hundred yards across the frozen ruts of a ploughed fields before regaining the road. Few service stations were open and he was down to a couple of float bowls full when a dim roadside glow resolved itself into a Shell three-pumper. He was the only customer, and took full advantage of the heating to clean his goggles and return a little feeling to his fingers. The snow was still fresh in many places, the surface broken only by the tracks of a bird or rabbit. And there were few hills on his route, and few towns too, though these offered at least the illusion of

warmth. At least there was no wind. Yet. At last, with the cold gouging deeper at his nose and ears, with the numbness in his fingers supplanted quickening throbs of pain, he saw a figure waving at him, growing larger as, with infinite slowness, he changed down and rolled to a stop alongside her, easing himself stiffly off the bike and hefting it onto its stand. There were cups of steaming hot chocolate and towels, but soon there were on the move again, his sister, in her army uniform and greatcoat, clinging to him for warmth doing what she could to dispel the cold that was slowly claiming ownership of his body. The snow returned now, whipped into swirls and eddies by the strengthening wind, reducing visibility and slowing their progress to a crawl; still, he kept it in third most of the time, his mind as numb as his fingers and the desire for sleep growing with every minute. They were just 10 miles from home when he turned into a pub car park and rasped over his shoulder “hold the bike”. And then, slowly, gently, he just slid off, falling into the snow. And there he lay, in the foetal position, while she ran inside for help.

After tots of rum and warmth by the fire, they remounted for the last time. The landlord came outside to see them off, watching the Norton’s tail light fade into the distance. He looked up at the sky, the glow from the distant town reflecting off the great belly of grey, snow-laden cloud rolling north so low he thought he could reach up and touch it. He shivered and turned to go back inside. In the distance, he heard the rider ease open the throttle. They’d be all right now. – Bob Guntrip

2016 BMW R 1200 GS Adventure CYCLE TORQUE TEST

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GO EVERYWHERE

2016 BMW R 1200 GS Adventure CYCLE TORQUE TEST

BMWâ&#x20AC;&#x2122;s R 1200 GS Adventure is more likely to get you somewhere than any other bike.

BMW-provided shot showing the optional panniers cycletorque.com.au AUGUST 2016 I 25 and top box.

2016 BMW R 1200 GS Adventure

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CYCLE TORQUE TEST

Go Everywhere N TESTED BY NIGEL PATERSON, PHOTOS BY RYAN GRUBB

AUSTRALIA is a vast land with the bulk of its small population, and roads, jammed up against the East Coast. Most of us live within a couple of hours of the beach, somewhere between Geelong and the Sunshine Coast, and that’s where many of the best winding roads, scenic hills and green forests lie. But there is so much more to Australia, so much more which isn’t along a bitumen road. From the endless plains West of the Great Divide to the spectacular sunsets of the deserts to the sun sinking over the Western Coast, Australia is unique in the world in what it has to offer the touring motorcyclist. And the BMW R 1200 GS Adventure is possibly the bike best suited to take you to those places.

The Adventure advantages BMW offers many bikes which can take on the gravel roads which criss-cross the Australian outback, but the R 1200 GSA is the One Bike to Rule Them All. It’s the biggest, toughest and most capable (and possibly most expensive, but we’ll get to that later). If there’s one feature which gives the 1200 GSA an edge over its lighter siblings, it’s the fuel tank. At 30 litres, this is a machine which can go 500km

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between fuel stops, if ridden gently. Maybe the F 800 GSA comes close, but the 1200 can also carry more gear, too, which is essential in the outback. The GSA is also better equipped for the long haul and off-road touring. Things like standard wire wheels, the wide triplerow footpegs which are so much better to stand up on than the skinny units on the standard 1200. There’s better fall-over protection and engine protection, too.

On any road We all bring our preconceptions to a new bike, and I find it really interesting to hear the reactions of other riders when they are asked what they think of large-capacity adventure bikes and the GSA in particular. “I’m not into dirt bikes,” one rider told me. “But it’s not a dirt bike, it’s an adventure bike,” I replied. “Same thing”, he responded.

Nope, wrong. A dirt bike is something designed to live in the dirt, only emerging for storage… like when you ride it home. An Adventure bike is just as comfortable on a bitumen surface as it is on gravel. Many dirt bike riders don’t ‘get’ the GSA either, seeing it as too big, too heavy, too expensive and too much. If attacking single-track trails is your go, you’d be right, but if you think adding a long range tank to an enduro bike for the trip across the country is a good idea, you probably haven’t spent enough time in the saddle of a GS. Put simply, it’s amazing what a confident, capable rider can do on a GS. Continued on nexton page Continued next page

2016 BMW R 1200 GS Adventure

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CYCLE TORQUE TEST

The style Let’s get this out of the way: Anyone who thinks the GSA is a stylish machine has got rocks in their head. Rocks they probably like riding over on their imaginary trials’ bike. The GSA is aggressive, intimidating and futuristic, but it’s not stylish. I’m old enough to remember when the R 1100 GS was launched, and there was much debate about the styling, with the argument no-one would buy such an ugly motorcycle probably gaining a consensus - until we rode one. You don’t really have to look at a bike when you ride it (probably shouldn’t be, actually).

All the roads BMW’s GS 1200s are great fun on the asphalt. Seriously good fun, even with the standard Continentals on the GS Adventure, which look like knobbies, but only feel like motocross tyres under extreme braking and if the track temperature really starts to skyrocket - chasing Pickett, who was riding a 1200cc road bike along the twisty roads along the banks of the Murray River wasn’t a problem until speeds got out of hand and the air temperature started hitting 40. On a good bitumen road you can ride one of these quick, on a bad bitumen road you can still ride pretty quick - and a lot faster than a stifflysprung sportsbike, which might well be shaking its head across the potholes and bouncing you into oncoming traffic across rough surfaces. One thing though - the Continental TKC80 is a great

tyre, but they are neither cheap nor long lasting. In fact, if I bought a GSA I’d switch the tyres out for something less aggressive until I was heading off on the Big Adventure. Own a GS and you’ll start to seek out gravel roads. Some of my favourites are roads which are primarily bitumen, but there are still sections of gravel - be it the cost of sealing the road or a desire by the locals not to attract more traffic, nothing reduces traffic load on a road like a bit of gravel. So take the road less travelled, it’ll be more fun, and remember, fuel range isn’t such an issue. On the gravel the GS is great fun. You can slide around corners, feet up with the back-end hanging out like a speedway star, you can pull monos which last for kilometres and take the machine sailing into the air off sand dunes for some Frequent Flyer points. Well, some people can, like the freaks in the BMW ads. Most of us are more content with getting the bike back under control after it breaks traction, popping the front wheel up to show off and getting enough airtime for a mate to catch the shot, but no matter, as long as you’re having fun…

The tech BMW has built in a heap of electronic wizardry so you can have more fun. Yeah yeah, I know it’s supposed to make the bike safer to ride and give you lots of excuses to trade up, but at the end of the day we ride these things because it’s fun, and when you get to know the GSA you come to realise life is better when you’re a little dirty.

But older GS models could be a handful in the dirt, so BMW started introducing ABS, traction control, dynamic suspension and riding modes so you can tailor your GS to the conditions, your ability and your mood. I especially like the optional accessory which lets you choose between espresso and cappuccino. But getting back to the real choices you can make to the GS, off-road traction control mode is awesome. If you leave a GS in road traction control setting and hit some gravel, you’ll soon feel the engine cutting out as the rear wheel starts spinning faster than the front and the electronics cut in. The off-road setting won’t cut in so abruptly, so you can slide the rear wheel a little and feel like an off-road legend, but if it starts going to far the system will cut power to try to prevent the whole thing ending in tears. As your skill level rises you’ve move through the Enduro mode, onto Enduro Pro and maybe you’ll get good enough to switch it all off, which is entirely up to you. The modes also affect ABS, with the Enduro Pro mode turning off the ABS to the rear wheel, allowing those good enough to slide a locked-up wheel deliberately, something our motocross tester Todd Reed was recently teaching my 14 year old son - on a 250cc trail bike. Doing the same on a 260kg Adventure bike is a whole different game of mud wrestling. The big updates for this model include cornering ABS Pro and Quickshift Pro. The latest ABS works while cornering, moderating braking pressure if you squeeze to hard while cranked over. The Quickshift Pro means you can ignore the clutch lever once Continued on next page

2016 BMW R 1200 GS Adventure

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CYCLE TORQUE TEST you’re moving, for both up and downshifts. BMW’s added a keyless ignition and electronic fuel cap since the last time I rode a GS, both convenience features on the road. Zip the key into your jacket and you’ll never find yourself fumbling for the key. I did learn one trick though: if the fuel cap won’t pop open, it might be dirt jamming the electronic release - give it a sharp tap with a closed fist and try the latch again. Worked for me.

Load me up How far, how many, how much? Three questions to ask at the start of preparations for any extended ride. How far could be distance, it could be time days, weeks, months. How many relates to both carrying a passenger or riding with a group, which often affects what you can or can’t take with you. How much is the question which relates to so much else - money, mud, gear, heat, rain… what are you taking, what conditions are you going to experience, what memories will you bring back. The GSA can cover an awful lot of those bases. You can carry a passenger comfortably long distances. There are numerous optional pannier and top box combinations available from BMW and others, including the cool-looking aluminium boxes. The solo adventurous rider might be better off with soft luggage, which doesn’t tend to become unusable with slow-speed off-road tip overs - again, BMW and many other companies offer different options. BMW sent the bike to Cycle Torque with one of its expandable tankbags, which are great and don’t get

in the way, standing up or sitting down. The pannier frames were there, too, but no panniers - I used a set of Motodry soft throwovers we had in the office and they worked well, the pannier frames keeping the bags away from the hot exhaust. This is one of the joys of the GSA - it’s versatility. During the time I had with the bike this time around, I didn’t get to go as much off road as usual for this type of bike, but we did some really big days, the last being nearly 1000km. The GSA never missed a beat and I was sitting comfortably the whole time (well… I had a sore arse and some aching muscles, but I was as a damn sight more comfortable than I would have been on anything other than a luxurious tourer).

In the saddle The GSA is a big bike and for big people it’s one of the most comfortable around. Yep, the seat is high, even in the lowest of the adjustable positions, the handlebars are high and wide… so those of smaller stature will often find the GSA intimidating. What am I saying? Every sane person finds the GSA intimidating when they first encounter one - it requires a definite heft to get a dirt bike boot up over the seat, getting it up off the sidestand can be a challenge at times and pushing it backwards… well, I’d use reverse if it had one. But solo without much load, being ridden by a capable rider, the GSA can do those things I joked about earlier – be slid around like Vermeulen heading toward a win, pulling wheelies like Troy Corser after another Superbike victory and getting airborne like Geoff Ballard playing in the dirt… but this time I’m serious, because I’ve seen those riders doing amazing things on BMW GSs…

Me, I like riding far and fast on the BMW R 1200 GS Adventure. I don’t care if the road surface is bitumen or gravel, I don’t care of the weather’s hot or cold, but I do care if it’s raining, for all adventure bikes are a handful in the mud. That’s one place you really start to notice the weight, because catching a sliding front end on a GSA is tough. Indeed, a BMW staffer once told me in reference to riding the Australian outback on big Adventure bikes, “If it rains, change your plans”. Notice the low front guard over the front wheel? See the wrap-around guard at the rear? The GSA isn’t designed for mud, and that’s what the Australian outback turns into after rain. That’s where big single cylinder trail/Adventure bikes come into their own, something where you can stick your legs out to become outrigger and slide ’n’ slide your way through. Don’t try that on a GS.

The price of all this fun Although you can pay under $25,000 for an R 1200 GS Adventure, that only gets you the base model, which is a special order because the vast majority of GSs sold in Australia have the touring package (electronic suspension, cruise control, on board computer pro and more) and the Dynamic Package (LED headlights and the full suite of riding modes). Then there is a list of accessories as long as your arm. BMW has built a quality machine and if it’s too expensive for you there are lots of cheaper GS models, and many of them are almost as capable. But if you can afford it, there’s nothing quite like a 1200 GS or GS Adventure. n

2016 BMW R 1200 GS Adventure CYCLE TORQUE TEST

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2016 BMW R 1200 GS Adventure CYCLE TORQUE TEST

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2016 BMW R 1200 GS Adventure CYCLE TORQUE TEST

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New Multistrada 1200 Enduro

The Wild Side of Ducati The world has no boundaries. Over any distance, over any terrain, the new Ducati Multistrada 1200 Enduro is designed to conquer with all new levels of style, performance and technology. With the 160hp Ducati Testastretta DVT engine, 30 litre fuel tank, 19" front and 17” rear spoked wheels and 200mm wheel travel, it's time to follow the adventure wherever it takes you with no limits.

New Ducati Multistrada 1200 Enduro. We’ve given it everything. Except boundaries.

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2016 Ducati Multistrada 1200 Enduro CYCLE TORQUE TEST

ITALIAN ADVENTURE AN

2016 Ducati Multistrada 1200 Enduro CYCLE TORQUE TEST

Can Ducati, famed for its sportsbikes, build something which works off road?

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CYCLE TORQUE TEST WATCH VIDEO NOW

An Italian Adventure N STORY BY NIGEL PATERSON, PHOTOS GREG SMITH/IKAPTURE

DUCATI has done the difficult, if not the impossible - at its first attempt at building an adventure bike, with a machine which really takes it up to the established brands and models.

Those sorts of power figures put the Ducati at the topend of high performance adventure bikes, too.

Of course it’s not perfect and it won’t be the right choice for everyone, but it does most things better than I expected and is a capable and highly desirable motorcycle.

Controlling 160hp, especially off-road, isn’t a task to be approached lightly, so Ducati isn’t offering this machine without the latest in its rider aids, so the computer-controlled electronics package is extensive - there’s the expected ABS and traction control, but there’s also a hillstart function, cornering ABS, cornering lights, cruise control and lots, lots more, which I will go into detail when we have fully tested the bike.

The adventure class Nearly all the major European brands and some of the Japanese brands now have truly off-road capable adventure bikes. Ducati, once considered a sportsbike manufacturer until it released the incredibly successful Monster range in the early 1990s, is late to the adventure party, but the Italians from Bologna have arrived in style - and while no adventure bike can be described as gorgeous, the Ducati Multistrada 1200 Enduro isn’t as ungainly or angular as some. She might have one of the longest names in motorcycling, but her legs are long, too… Ducati has gone straight for the open class, using the latest 1200cc DVT motor to power the Enduro, giving the rider 160 ponies to tear up trails, tarmac and tyres.

The ride Ducati’s Australian distributor asked Adventure Rider magazine’s Tom Foster to plan a route for the press launch, one which would allow the journos to experience the bike in its natural environment, dirt roads. Tom took us into the hills inland from Coffs Harbour on the NSW North Coast, from fast open trails - and even

some winding bitumen - to some fire trails and slightly more challenging terrain. The Multistrada ate it all up. My first impression of the bike when I got the wheels rolling was how it felt more like a trail bike than most adventure bikes - steeper steering to give lots of steering lock and low-speed manoeuvrability. Ducati’s added a steering damper so things don’t get ugly at higher speeds. Ducati had also fitted the optional ‘knobby’ Pirelli Scorpion Rally tyres for the launch, accepting that a dirtfocussed launch needed more serious off-road rubber.

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CYCLE TORQUE TEST Do we need this high performance rubber? Probably not, the conditions were dry and firm, which if fine for rubber like the standard Pirelli Scorpions, but it sure was nice to know maximum grip was there if it was required. The downside is tyre wear was apparent after just one day of off-road riding, so don’t expect great wear out of these tyres, especially if used on the road in sports mode.

Multistrada background Strada is Italian for street, but in terminology, we would use the word road rather than street. So, multi-road everything from tracks to the countryside to urban use to dirt roads. In 2010 Ducati introduced the Multistrada 1200 with four riding modes to cover those four areas: Sport, Touring, Urban and Enduro, and we loved it. “This time Ducati’s engineers have used some amazing technology to put together this wonderfully powerful and versatile machine to deliver excitement on and off the bitumen,” wrote Cycle Torque tester Ray Macarthur of the first 1200 model, a man who now owns the 2015 DVT Cycle Torque project bike from last year. However, he also went on to say, “Fitted with 17-inch alloy wheels front and back and comparatively limited ground clearance due to the under-engine mounted exhaust and fitted with Pirelli Scorpion dual sport tyres at high air pressure, its off road capability isn’t up for much more than dirt roads and good fire trails.” We copped a bit of flak for those comments, with no end of Ducati fans telling us to fit the right tyres and get it dirty, that the bike would cope, but we still stand by what Ray wrote, and nothing really changed in the later models in this regard: the standard Ducati Multistrada is fine on a good dirt road, but cast 17-inch wheels severely limit off-road tyre choices and the bike’s steering geometry and handling characteristics mean it’s not suitable for challenging off-road conditions.

At last Ducati has agreed, building the 1200 Enduro.

Capabilities Who is it for? “Born to be unstoppable on any terrain, the Multistrada 1200 Enduro is a full-optional bike designed to satisfy even the most demanding globetrotter. Moreover, this maxi-enduro has specifically been developed and built to handle the stress and strain of off-road riding,” Ducati tell us in its press information. Ducati Australia certainly weren’t afraid to let us put the bike through its paces, with various journos getting them sideways and airborne, and we even took them out on the beach, which probably wasn’t the best idea, but more on that later. Ducati hired a former Dakar racer to help develop the bike, and the company is offering rider training in Europe for those who want to get the best from the new bike. Ducati has aimed the bike at the BMW R 1200 GS Adventure and KTM 1290 Super Adventure market. All three have 30 litre tanks, comprehensive electronics, optional alloy panniers, laced 19-inch front, 17-inch rear wheels and a style which screams long-distance riding. The Japanese brands are offering a myriad of machines which can be classed as Adventure but all are have lower price points and varying capabilities and options. Interestingly, Ducati Australia wanted to emphasise the new 1200 Enduro wasn’t just for the big long-distance tour, but was also very capable solo, for fun, day rides with your mates and no luggage, taking the off-road a bit more seriously, pointing to things like the very serious bashplate, standard handguards, semi-active suspension and off-road optimised enduro riding mode. Conversely, BMW and KTM market their machines as touring bikes, but both of those brands have other machines which might better suit the more serious off-road adventure bike rider.

Ohh, I love a good press release, especially when they write things like “unstoppable on any terrain”. Well, we stopped them - look, don’t take your adventure bike onto the beach when the sand is soft! It doesn’t matter which one, it will sink. That said, turning off the traction control meant we got out pretty easily, although it would have been tough for a lone rider to have done so. The reality if the 1200 Enduro is very, very capable in nearly every situation a buyer is likely to put one in. Ducati has put a lot of effort into making the bike more suitable for off-road riding than earlier Multis. Starting at the front, the wheel, forks, mudguard and beak are all very different and optimised for off road. The new tank has easily replaceable alloy panels designed to take a flogging in minor tip-overs and crashes, which one of Ducati Australia’s staff kindly demonstrated when he toppled on some loose rocks - pretty well all the damage was absorbed by the panel and the bike continued on without a problem. Like the standard Multistrada, the Enduro has handguards with integrated indicators, which to me look a little fragile. I’d like to have seen sturdier Barkbusterstyle guards. The taller handlebars will suit most riders, although even higher risers are available. The footpegs are wide triplerow toothed units with a rubber insert for road riding, and the gear lever has a spring-loaded tip - you can pull it out and flip it over to change its height, a better system than BMW’s fold-down riser. The gear lever is articulated, so it folds back to reduce the likelihood of breaking in a minor incident. The last part of the riding position is the seat, and this had me concerned from the first time I laid eyes on the

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CYCLE TORQUE TEST machine - unlike nearly every other off-road capable bike, the 1200 Multistrada Enduro has a scalloped rider’s perch rather than a flat seat. The reason dirt bikes have a long, flat seat is for movement - you want to get your weight back on soft surfaces, like beaches. Potentially making matters worse is the passenger seat, which is fat… but it turns out Ducati’s already thought of these things. They are offering both taller (890mm) and lower seats (850mm) than standard (870mm) - at 185cm, I’d definitely order the taller seat, even if it might make throwing a leg over and manoeuvring a little more awkward, and there’s an optional narrower and lower passenger seat, too, but it turned out I didn’t crash my arse into the pillion perch anyway. Ducati has positioned the footpegs quite high, which is great for ground and cornering clearance, but the seat to footpeg distance I found a little cramped, the other reason I’d order the taller seat. Overall I loved the standing position, the new narrower seat and tank design working well and I suggest you order the seat height which will best suit you.

The electronics The 1200 Multistrada has long made good use of a powerful electronics package, from its ABS and traction control to riding modes… and the Enduro model is stepping it up again. The enduro features a Bosch Inertial Measurement Unit (IMU), which dynamically measures pitch and roll angles along with acceleration along the 3-axis to better understand what the bike is doing, so if you snap the throttle open, Ducati Traction Control knows if you’re cranked over hard in a corner (and thus to ignore you) or upright (and thus to pour on the power). There’s also cornering ABS, the IMU communicating with

the ABS unit your angle, so the ABS will kick in a lot earlier if you’re cranked over. There’s also Ducati Wheelie Control which is there to keep the front wheel down when it shouldn’t be airborne and new-for-the-Enduro, Vehicle Hold Control (VHC) has been introduced with this model. When activated, VHC applies the rear brake and uses the ABS system to determine when you’re riding away, releasing the brakes gradually as you do. The rider interface for the electronics is through the instruments, which is a big flat panel television in the fairing. Oops, did I say TV? Nope, much sharper than a television, although not quite as big as most of us have dominating our lounge rooms these days. Underneath the gorgeous 5-inch TFT (Thin Film Transistor) dashboard (it’s not really a TV) is a power outlet, which is really handy because the Bluetooth connection to the bike - which can display text messages, tell you when your phone is ringing and much more – it will drain your phone’s battery (like any Bluetooth accessory). There’s another power outlet and a USB power port under the seat. The Bluetooth connection is also important for the Multistrada App (now available for iOS, coming soon for Android) which will allow the recording of bike data speed, lean angle, power and fuel consumption can be recorded onto the map and riding diary, so you will know where you went, how fast you went there.

Riding Mode, kilometres remaining, current fuel consumption, average fuel consumption, average speed, air temperature, travelling time and an icy road surface warning. The riding mode is displayed, of course, but if you select Enduro a small yellow warning comes up displaying ‘Enduro ABS’, reminding you the rear wheel now has ABS switched off. The four modes on the Enduro are Sport, Touring, Urban and Enduro. Each one gives the bike different characteristics suspension settings, DTC, ABS, power delivery. And most of the settings can be tailored to suit the owner, too. For example, if you’re a serious off-road rider buying a Multistrada Enduro for a big trip, you might want to turn off the ABS completely when in Enduro mode, but have it come on quite early on the bitumen. Someone buying the Multistrada Enduro as their first ‘big’ bike might want to stick to the reduce output of 100hp you get from the Urban Mode. Me, I like to turn off the traction and wheelie control in sports mode, so I can loft the front wheel… and there’s a button to return everything to standard, too. The dash will also display info about your use of the standard cruise control which is operated through the left switchblock. When you’re riding the Multistrada Enduro your connection to the engine is via a ride-by-wire throttle, which has three different power maps.

Not sure if it can display where you arse got all puckery from charging into a hairpin too quick, but maybe that will be next year’s model…

Instrument panel and lighting

The dash also displays everything you’d expect, including speed, rpm, selected gear, total kilometres, trip 1 and trip 2, engine coolant temperature, fuel gauge and a clock. Other information shown includes the selected

The dashboard consists of a large full colour 5” TFT display. It provides info on speed, rpm, selected gear, total mileage, trip 1 and trip 2, engine coolant temperature, fuel gauge and a clock. Other information shown includes the selected Riding Mode, miles remaining, current fuel

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CYCLE TORQUE TEST consumption, average fuel consumption, average speed, air temperature, travelling time and an icy road surface warning. Each Riding Mode displays information differently. Enduro Riding Mode, moreover, displays the Trip Master function, which allows the progress of a specific trip to be adjusted (reduced or increased). At a standstill it is possible to gain access, via the left handlebar switchgear, to a settings menu which enables and adjusts various functions such as DTC and DWC personalisation and the 3-level Cornering ABS function. Suspension can also be adjusted through the settings menu. It is also possible, either at a standstill or on the move, to select the Riding Mode (Sport, Touring, Urban or Enduro) and load settings to correspond with the current riding configuration: rider only, rider with luggage, rider with passenger or rider with passenger and luggage.

The riding modes in detail To get the most out of the Multistrada Enduro select Sports mode: you’ll have all 160hp and 136Nm of torque available through an aggressive throttle map. Unless you go in a change the settings yourself, the suspension will be firm, the traction control and wheelie control are minimal, while ABS is set to level 2, rear wheel lift detection is disengaged but the cornering function remains on… so this setting is good for experienced riders looking to set good lap times. Ahh, I mean have fun in the twisties… Ducati Traction Control (DTC) was developed for the company’s superbikes and has eight levels. On the Enduro levels 1 and 2 are aimed at off-road – the default is 2, but for the launch Ducati set it at 1 for us journos, and I loved the way it would flash the hazard lights at you when trying to light up the rear tyre. The guys from the dirt bike magazines turned it off altogether off road, but I liked

level 1.

SPECIFICATIONS:

On the public roads with the knobby tyre I didn’t push the DTC too much, although I did feel it kick in when I hammered the bike in Urban mode, just to see what it would be like.

MANUFACTURER: Ducati

Touring mode softens everything up a bit - from the power delivery to the suspension to the ABS and DTC, touring mode is designed to be more comfortable and easier on the rider, but there’s still the full 160hp available.

ENGINE: 1198cc L-Twin liquid-cooled Testastretta with variable valve timing

Urban mode reduces power to 100hp and softens the suspension further, so hitting urban bumps is easier on man and machine. Urban is designed to make life in the traffic and the city as safe and comfortable as possible, with more active ABS, DTC, wheelie control and optimised combined braking. In Enduro mode power is again 100hp, but the suspension settings are aimed at rough terrain, DTC is set to minimal so it doesn’t kick in too early, the rear tyre’s ABS is switched off and wheelie control disengaged so popping the front wheel over logs is possible. DWC, or Ducati Wheelie Control, is monitored by the attitude of the bike, not just the difference in wheel speed. It adjusts power and torque to reduce output when called in to keep the front wheel on the deck. It also has 8 levels of adjustment. Each of the riding modes has its own character, but the fact you can tailor the settings within each mode is awesome. Although potentially very confusing, for the rider with the patience, experience and skill to get the best out of the Enduro it really is a great system - and for those without the patience to play, just being able to set the modes you want makes life pretty easy.

Changes for off road use

MODEL: Multistrada 1200 Enduro YEAR: 2016

TRANSMISSION: 6-speed FUEL CAPACITY: 30 litres FRAME: Tubular steel Trellis frame SEAT HEIGHT: 870 mm (890 - 850 mm with optional seats) WEIGHT: 254kg FRONT SUSPENSION: Sachs 48 mm fully adjustable usd forks. Electronic compression and rebound damping adjustment with Ducati Skyhook Suspension (DSS). REAR SUSPENSION: Fully adjustable Sachs unit. Electronic compression & rebound damping adjustment. Electronic spring pre-load adjustment with Ducati Skyhook Suspension (DSS). BRAKES: Front: 2 x 320 mm semi-floating discs, radially mounted monoblocco Brembo callipers, 4-piston, 2-pad, with cornering ABS as standard equipment Rear: 265 mm disc, 2-piston floating calliper, with cornering ABS as standard equipment. TYRES: Front: Pirelli Scopion Trail II 120/70 ZR19. Rear: Pirelli Scorpion Trail II 170/60 ZR17. Tested with optional Pirelli Scorpion Rally. PRICE: Red: $29,990; White or Grey: $30,290 Plus on-roads CALL FOR A QUOTE

1800 24 34 64

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CYCLE TORQUE TEST The changes to the Multistrada to produce the Enduro model run wide and deep. Of course there’s the obvious tank, handlebars and wheels, but did you notice the swingarm is double sided, compared to the single-sided unit on the standard Multi? No doubt that’s for increased strength when taking the big hits off the triple jumps… actually, don’t do triples on your Multistrada. Bad idea. Fun if you got it right, painful otherwise. The shell-cast aluminium swingarm is described by Ducati as the perfect design for off-road riding because it combines Ducati style and the strength needed for offroad riding. Ducati’s worked hard to find what it considers the best compromise between off-road riding and on-road performance in regard to steering geometry, wheelbase, ground clearance and suspension travel. There’s also a Sachs steering damper hidden in there somewhere, designed to help if things get tankslappy, something off-road bikes have a reputation for when pushed hard on bumpy roads, and we wouldn’t wish that on anyone riding a bike as big as the Multistrada Enduro. Ducati has changed the gearing of the Multistrada for the Enduro. First is shorter, making it easier on the rider offroad. There’s a slipper clutch fitted too, but I think that’s the same as the other Multistradas. There are tubeless spoked wheels suited for off-road use on the Multistrada Enduro, in 3.00x19-inch front and 4.50x17-inch at the rear. Far more suitable for off road riding than the wide 17-incher on the stand Multistrada, these wheels come standard with the new Pirelli Scorpion Trail II rubber, but we rode on the Pirelli Rally ‘knobby’ hoops. I loved the Rally rubber but they are looking pretty sad just 1000km later – not worn out mind you, but they won’t last very long. The price of fun.

The best Ducati engine ever? The DVT (Desmodromic Variable Timing) Testastretta motor which powers the Multistrada Enduro is the best Ducati motor ever mass produced. It’s that good. Lots and lots and lots of free spinning grunt delivered to the back tyre seamlessly, I love this motor. It is so much fun, both off road and on. It even sounds great, which is a big achievement given it passes the latest Euro 4 emission and noise laws. I’m going to let Ducati describe how the DVT system works: “The DVT system is divided into two parts: an external housing rigidly connected to the pulley driven by the timing belt and an internal mechanism connected to the camshaft: the latter is coaxial to the former and can rotate in advance or delay with respect to the housing depending on the oil pressure in special chambers. This oil pressure is adjusted by dedicated valves and the timing of each cam is controlled dynamically by a sensor in the cam covers.” So if you think the old desmo system of using cams to both open and close valves (rather than springs, used by almost every other four-stroke motor) Ducati’s DVT is mind-spinningly complex in operation, but does not complicate maintenance. It’s also precision engineered, allowing maintenance intervals to be extended – routine maintenance is required just once a year or after 15,000km, with valve adjustments at 30,000km.

Ducati Testastretta DVT By independently varying the timing of the camshaft that controls the intake valves and the camshaft that controls the exhaust valves, the DVT engine optimises high-rpm performance to provide maximum power. At low-tomedium rpm, instead, it smoothes operation, making power delivery more fluid and boosting torque.

Ducati claims 100Nm of torque is available at just 3000rpm, rising to a peak of 136 at 7500 (peak power is at 9500rpm, 160hp). Having 100NM available at such low revs helps make the bike easier to handle in tough terrain. With at least 110Nm available from 5000-10,000rpm, overtaking, carrying a passenger and blasting along the road will be easy and fun. This is an engine which changes its characteristics as rpm varies while complying with Euro 4 specifications and ensuring good fuel economy. Other high tech features of the engine include the Dual Spark sytem - two spark plugs per pot – with independent ignition control. There’s a secondary air system which allows a richer mixture without increasing emissions by oxidising unburnt hydrocarbons, an antiknock sensor if you are forced to run low octane fuel, a catalytic converter in the exhaust system and fuel injectors positioned to spray the fuel toward the exhaust valves to improve fuel vaporisation and thus combustion and smoothness.

On tour Cycle Torque rode the new Multistrada Enduro away from the launch and back to our base in Newcastle, and we went the long way. It performed faultlessly, and on the longer ride we were able to gain some insights on what the bike would be like on tour. Firstly, it’s comfortable. No problem with the seat or really with the riding position, but I think I would prefer the taller seat for the extra padding and extra seat to footpeg distance. Pillion passenger accommodation looks good, but we didn’t have the opportunity to test it. It was cold on the ride, so the one-handed manuallyadjustable screen was mainly used in the up position, where it pushed most of the airflow over the peak of my adventure-style helmet, while the heated grips (part of the touring package) are awesome.

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CYCLE TORQUE TEST The engine’s vibration at highway speeds on freeways was noticeable: if you come to the Multistrada Enduro from a multi-cylinder bike you might find it intrusive, but if your earlier ride was a big single you’ll think it’s as smooth as silk. Ducati has added many great features to make the bike good to tour on - things like the bluetooth smartphone link and App, the multiple power outlet ports to charge phones and power things like heated vests. There’s also a Garmin sat-nav available as an option. There is a centrestand standard, and even a little bit of storage space under the seat. One thing I’m not yet a fan of is the ‘hands-free’ ignition. You can leave the key fob in your pocket and simply press the ’on’ button to switch on the electronics and unlock the steering of the bike. But it’s no faster than inserting a key and you still need to dig out the fob to unlock the fuel cap or take the seat off, so like all remote ignition systems, I don’t really get it. And why do they call it ‘hands free’? You are still using your hands to press buttons, you can’t simply stand next to the bike and say “start up and set the handgrips to medium”. That would be cool. Other great touring features include full LED lighting and cornering lights which come on as you tip in to a bend. The Multistrada Enduro has gone right up on the list of bikes I’d like to ride around the country on.

Suspension and brakes The Multistrada Enduro features Ducati’s Skyhook Suspension, a semi-active system built by Sachs. It comprises 48mm leading axle USD forks and Sachs rear shock with 200mm of wheel travel at each end. The semi-active system adjusts preload when you start the bike (to set ride height) and tweaks it for rider preference based on load settings (solo or two up,

luggage) and the riding mode. It adjusts rebound and compression damping on the fly. “DSS Evolution technology analyses data from numerous sensors on the sprung and unsprung weights of the vehicle to calculate and set the damping needed to make the ride as smooth as possible.” Ducati says in a press release abut the bike. ”An accelerometer on the steering yoke, one at the rear of the bike and one inside the control unit that tracks the DSS Evolution provide data on sprung weight while an accelerometer on the fork bottom provides input on unsprung weight. At the rear, another sensor measures suspension travel. The DSS Evolution processes this information via a semi-active control algorithm that, by referring to an imaginary fixed point in the sky above the bike, makes extremely rapid adjustments to the hydraulic damper to minimise vehicle movement in relation to this point: just as if the bike were suspended from it (hence the term “skyhook”).”

The bikes featured in this story all had the touring pack fitted - heated grips and handlebar packs, but the aluminium panniers also included weren’t fitted for the ride. The Touring Pack is priced at $2300. There’s also going to be a sport pack of street-legal Termignoni exhaust and various billet aluminium covers, an Urban Pack with Touratech/Ducati aluminium top case, tank bag, tank lock and USB charging hub and the Enduro Pack which had crash bars, oil radiator protector, chain guide and rear brake guard. n

The computer controlling the suspension is also fed information from the Ducati Traction Control’s accelerometer and the Bosch IMU so it knows if you’re braking hard or pulling a wheelie or cornering hard, and adjusts the suspension accordingly. The Brembo brakes feature cornering ABS; by knowing if you’re leaned over, the system makes decisions on how much braking force and to which wheel can be applied in a given situation. The Multistrada Enduro didn’t feel like it had linked brakes, but I did think they could have been a little more powerful. The ABS performed as advertised, allowing the rear to lock in Enduro mode.

Colours, packs and pricing Red ones go faster, because they are cheaper: $29,990. The white or grey versions are $30,290.

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CE Armour Safety Kit (elbows & shoulders) & HDF Back Protector

$349.95

$249.95

RAS (Retractable Air System) – Un-Zip panels exposing Hi-Air-Flow Mesh (Chest, Arms & back)

(DLS) Dual Liner System (detachable) – 1 Waterproof Liner + 1 Thermal Liner

$349.95

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CYCLE TORQUE GEAR

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Adventure Bike Stuff MODULAR ENDURO LID

TOURATECH’S AVENTURO Mod modular helmet is for the discerning adventure rider - whether for a quick chat on the road, to take a photo, or at a fuel stop - helmets with a flip-up face section are convenient and especially popular with glasses wearers. The AVENTURO helmet’s shell is made of special glass fibre laminate, a technology developed by European helmet manufacturer Schuberth to produce glass fibre reinforced plastics that combine high strength with low weight and features an anti-fog, distortion-free visor that meets European class 1 optics standards, a continuously adjustable sun visor, and washable Coolmax liner. The AVENTURO Mod has an aerodynamically optimised helmet shield - with cover caps included, and the peak has a memory function so when the chin section is flipped up, it remembers the position it was set to and then magically rebounds to the riders chosen position when the helmet is closed. Price $1100 Get them from: shop.touratech.com.au More info: (03) 5929 5529

ANDY’S AA

Here’s something for an overnighter which needn’t end with an anonymous meeting. Andy Strapz AA Bagz is an 18-litre seat or rack bag with its own internal non-stretch straps and double D-rings which tuck away into their own pockets when not in use. There’s a storm flap, stretch ‘cargo net’ and everything’s accessible without removing it from the bike. Price $215 Get them from: (03) 9786 3445 More info: www.andystrapz.com

CYCLE TORQUE GEAR

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Adventure Bike Stuff CONTINENTAL DUAL SPORTS FOR LONG TERM MULTI

The TKC80 is a purpose-built off-road tyre for large-capacity adventure tourers. The tyres are biassed for 80 per cent off-road use, and are also expected to provide great performance on the tarmac. The TKC80s have a large knob surface area to provide a large contact patch with the road; knob depth and spacing is designed to ensure performance in the dirt. Cycle Torque has received a set of Continental TKC80 knobbies for its former long-term MY15 Ducati 1200 Multistrada DVT - now owned by contributor Ray Macarthur. Ray is putting serious miles on the TKC80s as soon as they are fitted - Cycle Torque will publish Ray’s review of the TKCs in an upcoming issue. Price Fronts from $159, rears from $175 Get them from: Better bike shops More info: www.ronangel.com.au

RADIATOR PROTECTION

Adventure bikes are now almost all liquid-cooled in one way or another, so there are radiators hanging in the breeze, cooling oil, water or both. Unfortunately, these radiators are fairly fragile - here at Cycle Torque we’ve seen a number of radiators holed, usually by rocks from someone riding with the unlucky victim. You can protect yourself from an expensive problem which can do immense damage to your engine if the problem isn’t fixed right away with a radiator guard from Rad Guards. Rad Guards have model-specific guards to suit a huge range of bikes, with adventure bike protectors being some of the best selling, for good reason. Check out the website for more info and get your radiator protected. Price varies Get them from: radguard.com.au More info: 02 6658 0060

In fact Yamaha Genuine Parts are Only Yamaha can manufacture their replacement parts to the exact standards needed to guarantee reliability, performance and correct fit every time. We even offer some of the consumable parts in handy prepackaged kits, such as Fork Seal Kits, Bearing Kits, Clutch Kits, Plastic Kits and Gasket Kits.

...So good we build our bikes with them!

Available from your local Authorised Yamaha Dealer or from Y-shop

CYCLE TORQUE GEAR

Adventure FIVE YEARS IN FORMAS

I WAS a little shocked to discover the Forma Adventure boots we have are now over five years old, still in good nick and still great to wear for Adventure riding. Both motocross and road boots are unsuitable for adventure bikes - MX boots are too stiff to be comfortable all day and are usually awful off the bike, while road boots don’t offer the stiffness in the sole or the protection you need. Forma’s Adventure boot is lighter than a motocross boot and features just two buckles and velcro to get in and out of. Once on they are far more comfortable than most motocross boots while still offering a good deal of protection and, importantly, aren’t too bad for walking around in when you’re off the bike. They are made from Nabuk leather with a nonslip sole. There are replaceable buckles available, pads and protectors abound and they feature a waterproof liner, too, which is a breathable membrane, but they still get a bit sweaty in the summer. About the only thing with the Forma’s I’d change is the stiffness in the sole - standing on narrow footpegs becomes tiresome. – Nigel Paterson Priced at $375, they are cheaper now then when I got mine, and you can choose black instead of brown, too. Available from: Andy Strapz

More info: andystrapz.com.au

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Used & Reviewed SPIDI X-GT

Achieving the right balance between a thin, light and well ventilated glove with decent crash protection is a tough ask, but I think Spidi’s done well with the X-GT glove. Spidi aims the X-GT at the dual sport market, with its ‘Warrior’ protection system of flexible blocks on the back, a tough ventilated knuckle shield and protection on the palms and fingers in a glove which doesn’t get sweaty and horrible when the weather is warm. These have become my favourite gloves for general Adventure riding because there’s the protection required if something went wrong on the bitumen but they don’t feel bulky or hot in the dirt. – Nigel Paterson Price RRP $125 Get them from: Bike Shops Everywhere More info: spidi.com.au/ product/x-gt-sport-glove/

CYCLE TORQUE GEAR

Adventure

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Used & Reviewed

SOLO THROUGH AFRICA UBUNTU BOOK REVIEW

LONG BEFORE Charley and Ewan made a TV series about riding down through Africa, Heather Ellis rode the continent on a Yamaha TT600. She did it the hard way with no support crew, on a tall kick-start only motorcycle, without even a friend on another bike most of the time. Just the bike, a Gearsack, throwover panniers and a large dose of ‘She’ll be right’, attitude. Typical Queenslander you might say, but seriously, how many women in their late twenties decide to ride Africa, and then actually do it? She took a copy of Zen & the Art of Motorcycle Maintenance and had read Jupiter’s Travels, learned to fix a flat tyre and then loaded her bike onto a ship and set off for Africa. Soon after arriving she discovered Ubuntu, the African word which means the humanity you find in others (‘I am because you are’), and it was this which gave her the courage to ride to some of the most remote, beautiful and dangerous places in the world. Along the way she overcame disease, mechanical failure and accidents. She was threatened and cared for, made welcome and treated with suspicion, but all along tried to maintain the belief that she would make it through – and she did. For personal reasons she reveals late in Ubuntu the book of the trip wasn’t published until now, two decades later. In the intervening decades she became a parent, studied journalism, became a public speaker and freelance journalist. She still rides and is working on the sequel to Ubuntu. Books like this come along very rarely. Professionally written about a very unprofessional journey which broke all the rules about experience and personal safety, it is a little scary but very inspiring. If you’re an Adventure rider, read this book. If you’re a traveller, read this book. If you’re a motorcyclist, read this book. – Nigel Paterson Available from www.motobooks.com.au or call the Cycle Torque office on 02 4956 9820 Priced at $29.95

cycletorque.com.au AUGUST 2016 I 53

BEYOND THE BOUNDARIES

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Off to Alaska

cycletorque.com.au AUGUST 2016 I 55 The mighty Yukon River.

After founding Ural Australia in 2008, Jon Taylor has decided it’s time to retire. So what do you do in your retirement when you’ve spent your time importing iconic sidecar motorcycles? Spend more time riding them, of course, but Jon has taken it a step further and is doing his riding in Alaska! The first shipment of Urals arrived in June 2008 with the initial launch at Armidale in NSW. Since then, the iconic Russian outfits have been continuously imported, reaching customers across the country with dealers in each state. After handing over the reigns at Ural Australia, Jon and Vicki Taylor, together with another couple, flew to North America to embark on a 6,000km road trip through Canada and the Pacific Northwest. Jon, Vicki and friends flew to Anchorage Alaska to pick up two 2016 Ural cT sidecar motorcycles from Alaska Power Sports. After loading up the bikes with their gear, they hit the road to explore the landscapes of North America. Jon and Vicki’s Urals are proving to be very successful in grabbing attention from admirers and interested fellow travellers. The immediate bonus being a constant source of local knowledge and stories from fellow travellers they’re meeting on the road.

Each Ural is equipped with a 10 litre fuel can, enabling a 340km range and a spare tyre to handle the rough Alaskan roads. They’ve equipped both bikes with “g’day mate” stickers on the nose cone and an “Aus” sticker with flag on the rear. Jon has been utilizing the sidecar trunk to carry his go-to tools and has fitted Barkbuster Blizzard hand guards and a plastic top box bought in Bunnings. One of many highlights was meeting the occupants of a cabin next door in Dawson City. A group of retirees who at 20 years of age built a

wooden raft and floated down the mighty Yukon river for 12 months to the Bering Sea. Their trip was a major article in National Geographic in December 1975! They have another month in Canada and their 2016 model cT’s are purring. During the past eight years Urals have undergone a transformation becoming more modern while maintaining their classic appearance. The advent of fuel injection, disc brakes and a sophisticated quality control program has resulted in a new generation of Urals. Continued on next page

WORLD SUPERBIKES

cycletorque.com.au AUGUST 2016 I 56

Jonâ&#x20AC;&#x2122;s retirement starts a new chapter for Ural Australia. Irbit MotorWorks of America (IMWA), Uralâ&#x20AC;&#x2122;s North American distributor, has agreed to take over the Australian distribution and support its continued growth and success. Ural Australia will remain the front line for the local market with Clare Mailler as General Manager. Clare comes highly regarded, having helped Jon build Ural Australia for the past 7 years. Her expertise and knowledge of the market will allow for a seamless transition for IMWA. Demand for Urals continues to grow with riders looking for a capable motorcycle at home both on-road and off. With room for camping gear, multiple passengers, and unparalleled stability, both the Ranger model and cT have shown increased demand since their introduction.

Aussie Urals in Moose country, Alaska!

Fairbanks Hotel playing in water

IMWA looks forward to working with Ural Australia in bringing the newest generation of Urals to this exciting market.

Independence Day Rally North Pole

Jon Taylor, second from left, talking Urals in Dawson City, Canada.

For more information of Ural in Australia check out www.imzural.com.au or ring them on (02) 6778 7436. n

MacKenzie River 3800km

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Yamaha MT-03 CYCLE TORQUE TEST

cycletorque.com.au AUGUST 2016 I 59

Click Go the Shears

Yamaha MT-03

cycletorque.com.au AUGUST 2016 I 60

CYCLE TORQUE TEST

Click Go the Shears N TESTED BY RYAN GRUBB, PICTURES NIGEL PATERSON

IT’S safe to say Yamaha is killing it with its current Massive Torque (MT) line up. Sinceafter the release of the MT-09 in 2013, Australia received a slightly restricted, Learner-Approved MT-07 in 2014, and it was so good (almost too good) Yamaha thought, ‘lets sell the higher-output model too’, and its been hotcakes ever since - both MTs topped the list of naked bike sales last year. Late in 2015, Yamaha announced it would follow in the footsteps of its YZF-R3 machine by producing an entry-level bike to the Massive Torque range for the current model year using the same platform, but giving it more of an upright riding position and also making it look just as good without the fairing. The bike is based on Yamaha’s ‘Doctor Vale Approved’ YZF-R3 and it shares the same engine, frame, suspension and wheels - although the bike feels more similar to the MT-07 than it does the R3 when throwing a leg over. It is a combination of subtle things - the MT-03’s upright seating position and higher ’bars, along with what seems to be a slightly different shaped tank and the lack of fairing - which are the main contributions to why a fundamentally naked version of the same bike feels so different to sit on. The specs sheet obviously show the dimensions are very similar as the R3, but

WATCH VIDEO NOW

surprisingly it is also comparable to its ‘bigger’ MT-07 brother, which feels similar in size. The MT-03 has a 20mm shorter wheelbase, the seat height is 25mm lower and the overall height is 55mm lower than the MT-07. The seating position is quite comfy and well-suited to first-time riders and those returning to the superior, two-wheeled mode of transport. Riders of all shapes and sizes can call this bike home and it rides great for its intended application - which is to help a new rider get acquainted with things, and learning how fun and rewarding riding a motorcycle can be when you start out with the right one. Being taller, I tend to prefer the seating position of the MT-03 over its sportier brethren. I find it is a bit more practical for the road and I can enjoy myself a bit more - especially in traffic and city situations and on the backroads, I can ride longer. The 321cc parallel-twin engine likes to rev, but it is user-friendly and produces enough power to get out in front of traffic when you let your right wrist do enough of the talking. The engine is capable of

quite high speeds (Yamaha is racing this engine in a one-make YZF-R3 Cup), well beyond the freeway limit. Things feel quite linear until peak torque is generated at 9,000rpm and power is produced at 10,750rpm, which provides a small surge in Continued on nexton page Continued next page

Yamaha MT-03 CYCLE TORQUE TEST

performance between. This means the MT-03’s engine performs best when it is kept on the boil to maintain its speed and acceleration, but continually riding the bike in its upper-echelon you will find other things start to find their limit, which I will get to soon. The instruments are simple and comprehensive, featuring a gear indicator, analogue tacho and digital speedo. Learners will certainly appreciate the gear indicator, a quick glance every now and then to know which gear you are in will assure you don’t take off in second or third, plus it’s much better than changing to sixth, then realising you were already in top. Handling-wise, the MT-03 is intuitive - it takes slightly more rider input to turn-in than its pinsharp counterpart MT-07. This is confidence inspiring for riders with less experience, who will find the bike feels quite stable to corner. The MT-03 is also very stable undertaking slow speed U-turns and creeping through busy traffic dabbing the rear brake. The solitary front brake works well and although the initial bite isn’t super strong, it is quite comparable to most other bikes in this segment. The feeling from the non-adjustable brake lever is reliable, providing great feedback from the brakes to modulate stopping pressure through the lever. ABS clicks in and slows the bike down well in an emergency stop - another reliable backup feature for inexperienced riders.

cycletorque.com.au AUGUST 2016 I 61

The suspension is also quite good considering there is minimal adjustability - preload only for the rear shock. This softer set up is fine for smooth main roads and commuting but obviously, it is only when you find yourself on ordinary backroads or pushing the bike that little bit harder than you should, do you really notice the suspension isn’t perfect. Novice riders need only get their local Yamaha dealer to set the rear preload for their travelling weight and be off on their way. Yamaha has a truckload of genuine accessories available for the MT-03 and if I owned this bike, I’d fit the Akrapovič stainless exhaust, a tail-tidy licence plate holder and a rear seat bag, to make the bike sound better, look a little bit more stylish and also be a bit more functional for my day-to-day travels. The bike is available in three colours, ‘Race Blu’ - which is the colour of the test bike Yamaha supplied us with, ‘Racing Red’ and ‘Midnight Black’. Normally priced at $6,499 ride-away, Yamaha is currently offering free on-roads for the MT-03, saving $800, which is serious bang for buck. The bike does all the things learners need it to, has a reliable ABS backup when you are ‘learning’, or doing what it doesn’t want to do, it’s priced well and it looks great not only in its own right, but as the entry-level option of what Yamaha can now call its even massiver… MT line up. n

SPECIFICATIONS: MANUFACTURER: Yamaha MODEL: MT-03 YEAR: 2016 ENGINE: 321cc Liquid-cooled parallel-twin TRANSMISSION: 6-speed FUEL CAPACITY: 14 litres FRAME: Diamond SEAT HEIGHT: 780mm WEIGHT: 168kg wet FRONT SUSPENSION: Non-adjustable telescopic forks, 120mm travel REAR SUSPENSION: Preload-adjustable monoshock, 125mm travel BRAKES: F: Single hydraulic disc 298mm ABS R: Single hydraulic disc 220mm ABS TYRES: F: 110/70-17. R: 140/70-17 PRICE: $6,499 RRP Ride Away CALL FOR A QUOTE

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Yamaha MT-03 CYCLE TORQUE TEST

GALLERY

Yamaha MT-03 CYCLE TORQUE TEST

GALLERY

Yamaha MT-03 CYCLE TORQUE TEST

GALLERY

Yamaha MT-03 CYCLE TORQUE TEST

GALLERY

FOCUS

Ryder Lafferty Airgroup Husqvarna Kenda/AMA National Enduro Championship Photo credit: Kenny King

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FREE FLIGHT COACHING & MX PARK

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11 Tracks, one location Just a few hours’ drive of the major population centres of NSW lies Free Flight Motocross Park, a riding venue built up over the last 15 years to offer an incredible off-road experience to anyone who loves dirt bikes.

WATCH VIDEO NOW

Its main motocross track is three kilometres long and features a huge variety of jumps, berms, whoops and other challenges. The tough parts feature a split in the track, with an easy side and a tough side – stay right and it’s easier for the less experienced, take the left lane for bigger jumps, tougher turns and a bigger challenge. But the main motocross track is just one aspect of Free Flight. Personally I preferred the natural terrain motocross track which, despite its name, has a couple of table tops, a challenging whoops section but lots of kick-arse berms and small jumps to get the heart rate up. Owned, built and maintained by Supercross and Motocross racer Steve Jacobs and his wife Chris, Free Flight is set on 400 hectares of former farmland on the plains outside Gulgong in the State’s Central West. Steve drives the machinery to build and groom the tracks, and some might say he’s gone a little far on the natural terrain track, for it’s a bit more builtup than the old Thumper Nats tracks and vintage motocross circuits I’ve visited, but it’s still suitable for old and new machinery. And those berms make it a lot of fun.

My kids thought Free Flight was a lot of fun too. Matthew, 11 years young and riding a clutchequipped machine for the first time - a Yamaha TTR125 – actually made it around the main motocross track unaided, although at that stage he rolled the whole course and even powered through a muddy section even Steve didn’t think he’d get through. Damien, 15 and riding a TT-R230, received some coaching from Steve - an accredited junior riding

coach - and surprised everyone by doing some small double jumps on Yamaha’s mid-sized family fun bike. The WR250F I’d borrowed for the weekend was at home in the sandier enduro sections, blasting through the trees, jumping the occasional log and powering through the puddles. When we went to Free Flight the winter weather Continued on next page

FREE FLIGHT COACHING & MX PARK was near perfect - cool and dry, with the park receiving good recent rains so it was loamy and easy to ride. “Winter is a popular time to come,” Steve told Cycle Torque. “Riders can camp here for just $10 per night but it does get cold, so many choose to stay in Gulgong or one of the other close-by towns, but in Spring the camping is great. “The Christmas holidays are the busiest time of the year, but with 11 tracks and the enduro loop it’s never really crowded. “We normally open 8am-4pm, but in the summer we extend that until 5pm and encourage people to take a break and head into town for a swim at the local pool during the heat of the day.” Riding at Free Flight costs $40 per day.

Coaching As a very experienced racer in both Supercross and Motocross, Steve Jacobs also offers coaching services to those who need them, from learners like like kids to racers looking to improve their technique and thus laptimes. Steve walked Matthew through learning to use a clutch… and managed to get enough through to the youngster that he didn’t stall the TT-R125 much at all, although it helps that the bike is very forgiving. Before long Steve had Matthew riding on the 3km-long MX track. Helping Damien do the double jumps was probably a bigger achievement, but the point is learners will increase their skills and their confidence will go through the roof with some good coaching. n Continued on next page

FREE FLIGHT COACHING & MX PARK

What to expect at Free Flight

• Hot showers • Toilets • Shady campsites • Campfires (if there isn’t a no-fire ban) • Gas cooker • Firewood • Telstra 3G mobile coverage

What to bring:

• Drinking water • Food • Proper off-road riding gear • A parent or guardian if you’re under 18 • Relevant paperwork for accredited coaching

What not to bring

• Quads - two wheelers only • Chain saws/axes. Not needed.

cycletorque.com.au AUGUST 2016 I 69

Opening Times & Prices

Free Flight Coaching & MX Park is open weekends, school holidays and long weekends. Weekday riding on Tuesdays and Wednesdays can be arranged for groups. Riders: $40 per day (Under 5s, $20) Camping riders: $10 per night Camping non riders: $20 per night Camping if you are only riding one day: $20 per night (A $20 deposit on each campsite is refundable if you leave it clean and tidy). Coaching: $40 per hour It’s recommended you book, especially for long weekends. More information is at freeflight.com.au or call 02 6375 9293 (weekdays) or 0427 759 293 (weekends).

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Mechanical Artistry When it comes to the creation of beautifully crafted and elegant engineering itâ&#x20AC;&#x2122;s no secret that Italian passion runs deep at the forefront of vehicle design.

Continued on next page

cycletorque.com.au cycletorque.com.au AUGUST AUGUST 2016 2016 II 73 73

Of all the legendary machines that we have come to love, there is no substitute for the designs of Pininfarina and Taglioni. If we were talking cars, it would be Ferrari, but when it’s bikes, it’s got to be… Ducati. Most avid Ducati fans will agree that the sedate ST2 is not the most heart stopping of Tamburini creations. For a start, the Paso derived 90° L-twin is not exactly the most exciting propulsion system and on this model it is geared for touring rather than high adrenaline riding. But as with all Ducati’s, the DNA and design pedigree is never too far displaced. The ST2 shares the Showa and Sachs suspension units of the infamous 916, and that’s always a good start. Roll in ShedX, a small Sydney based workshop with a reputation for transforming the mundane into the sublime. The ShedX mantra ‘there is no right or wrong when it comes to bikes’ embraces the idea that built is better than bought.

The only thing standard on this bike is the motor, everything else has been modified or swapped out in some form.” The modifications to this bike include a shortened frame, non standard swing arm, custom petrol tank, modified seat, upgraded brakes, hand controls and the German Moto Gadget dashboard. “The list goes on and on. It’s a very well engineered and put together bike.” remarked Ronnie. “It’s always quite interesting to talk to people about the bike and explain to them what the donor was, which is an ST2 Ducati, with full touring fairings, panniers and upright handlebars, to what it is today, the ‘ultimate’ cafe racer.” When you see this machine, it’s no wonder why the ShedX brand has captured the minds of the custom scene.

Born out of boredom with the current offerings from major manufacturers ShedX takes customising to a whole new level.

After some time away from riding motorcycles Ronnie was looking for a way to reconnect with his passion. The draw of the Ducati was a big factor but nothing compared to the friendship and camaraderie that comes with being a part of the motorcycling scene.

Ronnie Fiala describes his first reaction to seeing this amazing machine. “The bike really chose me, I did not choose the bike. I was introduced to it and after taking it for it’s first test ride, it was a sealed deal. I had to come home with it. The bike was too good to leave.

“The riding community in Sydney is such a tight knit family, and coming back into it, having so many people to experience the joy of motorcycling with, is just a truly amazing experience.”

I think overall, it’s the pure beauty of the bike. The lines, the colours, and the mechanical artistry of it, so to speak. It’s a beautiful bike to look at and it certainly gets people’s attention because they don’t really know what it is. You can’t even compare what it is now to what it used to look like.

As well as riding this beautiful machine Ronnie is an active member of Sydney Café Racers and Sydney Ducatista. For more information please visit… www.sydneyducatista.com www.shed-xcustoms.com

cycletorque.com.au cycletorque.com.au AUGUST AUGUST 2016 2016 II 74 74

“The bike really chose me. I did not choose the bike.”

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Quad safety update Rebates available from NSW Government and Polaris Industries. POLARIS has announced it will offer farmers a minimum trade in of $2,000 on any ATV when purchasing one of its Polaris Ranger side-by-sides or single-seater, ROPS-equipped Polaris ACE models.

The Chief Executive of the FCAI, Tony Weber said he was surprised SafeWork NSW would announce a safety program before it had even seen the outcome of its own safety survey.

Polaris said the ATV must be over 225cc and in reasonable running order to be eligible for trade in.

“At a time when quad bike owners are looking for advice they can trust and are given the opportunity to contribute to the safety discussion, Safework NSW is providing advice prior to undertaking its survey,” Mr Weber said.

This comes after SafeWork NSW released a quad bike safety program in June which outlined rebates will be available to farmers in the state for side-byside upgrades and crush protection device (CPD) purchases. The NSW government will offer rebates of up to $500 towards the purchase of compliant helmets, CPDs, the purchase of a safer vehicle and undertaking training courses tailored to farmers. The Federal Chamber of Automotive Industries (FCAI) generally supports this program, however it questions SafeWork NSW’s decision to subsidise the fitting of CPDs because it is still subject to outcomes of independent, scientific study into the efficacy of CPDs.

“There’s confused announcements and messaging here which needs immediate clarity from the Minister.” SafeWork NSW notes the ongoing fatality and serious injury rates associated with quad bikes, as well as the need to support the farming community in controlling the risk of entrapment beneath an overturned vehicle. This is its reasoning why CPDs should be considered as an appropriate control measure, until new engineering solutions are developed to reduce vehicle rollover risks. Continued on next page

QUAD TORQUE NEWS

cycletorque.com.au AUGUST 2016 I 78

Polaris has 23 models with ROPS and is claiming itself as the key driver in the market shift from ATVs towards side-by-sides and ROPS certified models, although it must be mentioned the trade in offer was announced after SafeWork NSW’s rebate program.

The offer from Polaris will undoubtedly help make side-by-sides more affordable for Victorian farmers and provide an engineered ROPS alternative as opposed to the fit-out of CPDs to quads, which is now required by WorkSafe Victoria if there is a risk of rollover.

Kawasaki, Yamaha and Can-Am offer numerous models to the Australian market which feature ROPS protection.

Currently, there is contention regarding the overall safety of CPDs, which has been argued by the FCAI, with research the University of New South Wales’ Transport and Road Safety (TARS) has criticised.

Yamaha also has an ATV Safety Institute which delivers training to the rural, industry, commercial, sports and off-road markets. It promotes the safe and responsible use of all-terrain, side-by-side and off-road vehicles distributed in Australia. Cycle Torque ATV and side-by-side tester Matt O’Connell said “the key driver in market shift from ATV to side-by-sides is practicality. “You can load heaps of stuff into a side-byside, take passengers, etc. “There are two downsides - you need wider, better formed roads - which is important ... where the terrain is rough and steep - and side-by-sides are much more expensive than ATVs.”

The FCAI believes crush protection devices can create new types of injuries in spite of resolving others. The Coroners Court of Queensland published an inquest into nine quad-related deaths in August, 2015 and is currently in our opinion one of the most reliable and balanced sources of information on the CPD research debate. Queensland State Coroner, John Lock said, “I have formed a view that the research from all sources has sufficient inherent difficulties and statistical inconsistencies for me to be able to reach a conclusion about the efficacy of CPDs in particular.”

“That does not mean the research from all sources to date is invalid or should be disregarded. “To the contrary, what is needed is for the researchers to collaborate and examine the evidence in a scientific fashion, unhindered by entrenched positions that are so evident in the debate to date.” New South Wales Coroner, Sharon Freund said “what is lacking from the studies to date is any ‘real world’ study of the incidence of injury and/or fatalities and/or prevented injuries/ fatalities resulting from the use of CPDs. “There is at present no evidence that any deaths have occurred as a result of the fitting of a CPD.” Currently, most states will now allow quad and side-by-side operators to wear an agriculturalstyle quad-specific helmet that meets New Zealand standard NZS 8600 (ATV) after the Australian Consumer Commission revoked safety standards for protective helmets in November, 2015. To find out more information, speak to your State safety authority. n

cycletorque.com.au AUGUST 2016 I 79

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AHR RACER TEST

Ducati TTF1

Words by Chris

by Pickett, Photos

an accomp , and has taken being and racer himself nance and race l Seeley frames many origina mainte but there’s care of the these days special race was well campaigned of this very s being TEVE Maney – his preparation a few replica in the UK This more than enough known ed the world. wanted bike. of the bike – for his modifi thrashed around expertise and homeland ’s When the owner t to the best in s but he ando engine bike uses Maney which proved so straigh in one he went Norton Comm quantity ation, based Seeley chassis the unknown ly the Minnov that s, day ation Island the busines was a relative back in the no at the 2010 successful England. Minnov the largely needed the north of when he arrived Island. By the end l design has te bikes and origina comple Phillip for n so to speak. they Racing sell Classic at gn them but modernificatio g he was known Seeley parts to campai of the meetin in house. Both ing speed of his the ment don’t do everyth two things: of this bike ando A HANKERING and his involve the and frame Seeley Comm the engine Commando ation who that saw particular lian up Minnov This to pile d Austra an were supplie in a start line more time ssioned by machine rather was commi rest of the spend rather just to have ed for. then put the Englishman Australia. collector, mainly ly raced. Things than he bargain its foray to Seeley together for in Australia serious fans, Colin with than to be out that way, To classic racing like a ction, and haven’t turned successfully racing ENGINE his needs no introdu builders from the son known for Lyell William classic frame Maney is well number of Seeley e in most major ando based the machin ’70s, the name lia over the 1007cc Comm 1960s and gs in Austra replica race meetin is quite ed on, with has continu classic of years. Lyell the for couple last built frames being be too There won’t racing scene.

––– 51 –––

Contents

AUSTRALIAN HISTORIC RACER 18

SNAPSHOT IN TIME

IN THE PITS

2016 ISLAND CLASSIC PREVIEW

RACING TECH

2016 BSFOS PREVIEW

EDITORIAL

RYE DUCATI

Chris Pickett

ADVERTISING

Dennis Penzo 0420 319 335 dennis@cycletorque.com.au

DESIGN & PRODUCTION Dionne Hagan dee@cycletorque.com.au

ACCOUNTS

Rebecca Eastment bec@cycletorque.com.au

PUBLISHER

Nigel Paterson PO Box 687, Warners Bay, NSW 2282 Ph (02) 4956 9820 Fax (02) 4956 9824 Email: info@cycletorque.com.au

REGULAR CONTRIBUTORS:

Darryl Flack, Don Cox, Phil Hall, Goggles Paesano, Brian Dyer, Peter Faragher, wpfotos.co.uk, SDPICS, Buggantar Photos.

Australian Historic Racer is published by Motorcycle Publishing Pty Ltd. ACN 085 871 147, ISSN number 2205-9768 Printed by Rural Press, North Richmond.

This work is Copyrighted. 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.

RUST NEVER SLEEPS YAMAHA TZ750

THE SQUEAKY WHEEL TOM PHILLIS

BOOK SHOP

RACING GEAR

SEELEY COMMANDO

HONDA CB500/4

HONDA V4

1976 AUSTRALIAN TT

DENNIS NEILL TRIBUTE

2015 BSFOS WRAP UP

2015 ISLAND CLASSIC REVIEW

CLASSIC TT 2015

ON ANY RACEDAY

EVENTS

TEST

LIGHT AS A FEATHER

Kel went to great lengths to have the wheels turn freely, using a lighter chain and freer moving wheel bearings. To this day the bike has kept all of Kel’s

Australian Historic Racer

ideas of weight reduction and it can just about push itself along. A 750/4 front end was fitted, with the dual brakes (500s originally had a single caliper), an oil cooler, firstly a regular four-into-one exhaust, and later a trick four-into-one system which could be pulled apart one header at a time. In this form the bike was seriously fast for its time, with Kel wheelstanding it off the front row time after time to take many wins in the unlimited class. The bike was as exotic as an historic racer could be at the time, with Dyna S coils and a rev limiter ensuring the bike was reliable as well as fast. Kel’s shining moment was beating much bigger bikes at Mount Panorama on this big bore 500.

Kel did most of the day to day maintenance of the bike and farmed out the engine for rebuilds when needed. In 1994 Kel took the engine to Mark Woolfrey, noted engine builder and mechanic for Yamaha’s factory team in Australia. Much of the work Masaaki San had done years before was still in good condition and relevant, but Woolfrey tweaked the engine in different areas, in line with current thinking at that time, including a very lightweight knife edged crankshaft. The capacity was brought back to 550cc as Woolfrey believed it would rev harder and make more horsepower at that capacity. Power at this time in its life was believed to be in the low 60s at the rear wheel.

––– 61 –––

Story by Chris Pickett, Photo Pickett and s by Chris Buggantar Photos.

AHR PICTORIA

YAMAHA’S TZ75 0 IS ONE OF COLLECTABL THE MOST E FACTORY RAC E BIKES EVER THE OWNER MADE. OF THIS BIKE DECIDED TO EVEN MORE MAKE HIS SPECIAL THA N THE ORIGINAL ACTO

TUFF OF LeEgSe nd Australian Historic Racer

RY racing machines generally are built in very doubt the TZ750 small numbers, raced for a excitable handlin had a reputation for in the hands year or so g and power of the best and has few delivery riders and then left to peers as a languish in collectable racing machin sheds. Some bikes e. are like your If you speak grandfather’s to current hammer, with and former owners of and nine handle these machin five heads es, racing s, never has one parts are robbed watered down as you far away from financi and physic for newer al and so on. machines al pain. A They can lose good mine had their identit along the way. a TZ750 powere friend of y d sidecar back in the 1980s and Yamaha’s TZ750 was tells the story of risking a bit like that, with many everything bikes financially import parts to into the hands finding their way from Englan of privateer d to rebuild the engine eventually . After doing riders, becoming practice at Park things uncompetitive Oran and resigne were looking d to being up, until the engine seized ornaments sheds. The on in the warm-up lap last TZ750 the first race to be serious for raced as a of the day. ly modern bike I’ve noticed still has a slight in Australia he was most nervous twitch likely the Gaytho you mentio when TZ ridden rne Yamah n a TZ750 by Michae a to him. l Dowson, with an FJ1100 fitted front end. CLASS ACT They became too expens There has ive to run and too slow been to keep up of TZ750 machin a bit of a resurgence with bikes Yamaha’s es in recent like own FZR10 Australian years in 00. But there’s classic racing circles no generally they but have been ridden –––

31 –––

––– 3 –––

26 30

this 500/4 leaned up against the fence of a house just near Paul’s place. I knocked on the door and asked if it was for sale, and it was. I checked it out and realised it was my old bike, with all the Masaaki modified gear still on it. The bloke wanted $100, I couldn’t get my wallet out quick enough.” It took some work to breathe racing life back into the little Honda but it wasn’t long before the bike was ready to terrorise more fancied machinery and opponents, just like it did a decade earlier.

Historic Racer Australian

AHR RACER

EDITOR

Y P O C L A T I G I D A Y OR TAP TO BU TORE FROM THE APP S

This bike was a cuttiung edge historic racer in the late 1980s and still is now. You might think the term ‘Cutting Edge’ is out of place in historic racing but not so. But one area where the bike could be improved is the carburettors. A modern set of Keihin CRs would make more power and be easier to deal with than these Kawasaki based 29mm Smoothbores. And check out the race programs, highlighting the bike’s history as a modern and classic racing machine.

Historic Racer Australian

ON THE COVER: RYE DUCATI PHOTO BY SDR

s YAMAHA TZ750 s SEELEY COMMANDO s HONDA 500/4

STAGER A GIVES AN OLD ON AN OLD IDEA OF LIFE FRESH BREATH builder lished engine

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Honda CB500/4

AHR RACER TEST

Australian Historic

BUYING, SELLING, REPAIRING AND RESTORING CLASSICS AND FUTURE CLASSICS.

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2005 SUZUKI GSX750F – $2999. ALSO HAS HEAPS OF REGO AND IS TOP CONDITION. 1988 SUZUKI GSX-R1100. $6500. RESTO WILL BE FINISHED SOON, CALL FOR DETAILS.

1967 TRIUMPH TR6 TROPHY $9,999 Older restoration, runs great, nothing to do but enjoy riding it.

YAMAHA R1-Z 250

Naked TZR250, goes like stink. A great project to create your own 2-stroke blast from the past. Or, get us to customise it for you. The options are endless. Call Chris for more info.

HONDA CB550 $9,999 Like new. Fire up the time machine and buy a new CB550. This is THAT good.

1983 SUZUKI KATANA 1100. $6999. NON ORIGINAL PAINT, 1170 KIT, GREAT BIKE.

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NOISEGUARD MOTO

•The only custom moulded noise plugs/monitor headphone set to feature a canal wax cap for effortless maintenance

Best deals on new and used Harley-Davidson, Suzuki and Honda. Huge range of tyres, on and off road merchandise and apparel. Modern well equipped service department with dyno room.

A Custom Moulded Noise Music Listening all Built into One. Designed by •Acts as high quality custom noise plug when not connected to a music source Motorcyclists, for Motorcyclists. •Up to Class 5 or 34 dB(A) attenuation (Deep impression, full concha) An Impression of your ears is required. Turnaround approx. custom NoiseGuard Moto •Professional single audio driver (L&R) Effectively a musicians 1 week. Cost: $435.00 Includes L&R Call Hearlink on with extension (Not pictured), cleaning and maintenance tools, In-Ear-Monitor GARAGE 6 wax caps, instruction manual and1300 semi-softHEARING carry pouch. MOTORCYCLES Contact: johnny@hearlink.com.au or Call Hearlink on 1300 HEARING •No hollow tubing www.noiseguard.com.au www.noiseguard.com.au •Tangle free, high quality, thick coiled conductive wiring for flexibility and A Custom Moulded Noise Plug and Music Listening Plug and Fully compatible with Jabra BT 3030 bluetooth device Interface all Built into One. Designed by Interface Receive and re dial phone calls Motorcyclists, for Motorcyclists. Adjust volume, skip, play and pause music straight from the device Jabra bluetooth sold separately

NoiseGuard Moto cable extension included

Pro Musicians audio driver fully incorporated into custom mould

244 Goonoo Goonoo Rd, Tamworth, NSW

02 6762 1557 www.westrmc.com.au

rider/racer comfort

GS e ur DRY BfoA r advent

l Built cling hane motorcy d from polyuret ructe ms l Const lded sea lease straps e w h it w -re g le quick b a t s y carryin ju s d a e r lA o f handles es l Nylon nd XL siz a L , M s in l Come m.au

h.co c e t a r u o www.t

ic. 3678 arboor, V on Rd, C rt e v 9 5529 E 2 r7 o 5 rbo Ph: (03) 1933 Ca

•Moulds available in a range of colours (Blue, red, glittered)

Optional dual canal featuring non-linear filter for varied sound attenuation

•Deep basses, clear mid tones and crystal clear high tones

“WE’RE OUT WEST, NOT OUT OF TOUCH”

HIT AIR airbag motorcycle jacket •Detachable at "Y" for desired length •Standard 3.5mm headphone jack

Fall and impact protection. •Perfect for plane, train etc....Simply plug into your iPOD and eliminate background noise 3Chest 3Neck 3Shoulders 3Back 3Spine 3Hips quality audio free from background interference. •Enjoy professional 3Bottom •Lab manufactured, hypo-allergenic soft silicone custom moulds only custom moulded noise plugs/monitor headphone set to HIT AIR•The Australia feature a canal wax cap for effortless maintenance MOTORRAD JKT, inflated M: 0430 247 224 www.hitairaustralia.com.au

RED, YELLOW, OR BLUE, WE’VE GOT SOMETHING FOR YOU • NEW & USED BIKES • SERVICE • SPARES • REPAIRS

Wax Cap for Effortless Cleaning and Maintenance

www.mcparisi.com.au

Ph: 02 6836 2669

Fully compatible with Jabra BT 3030 bluetooth device

pparisim@bigpond.net.au

Receive and re dial phone calls

20 Fredrick Street, Cobar NSW 2835

Adjust volume, skip, play and pause music straight from the device Jabra bluetooth sold separately NoiseGuard Moto cable extension included

WWW.

An Impression of your ears is required. Turnaround approx. 1 week. Cost: $435.00 Includes L&R custom NoiseGuard Moto with extension (Not pictured), cleaning and maintenance tools, 6 wax caps, instruction manual and semi-soft carry pouch. Contact: johnny@hearlink.com.au or Call Hearlink on 1300 HEARING

www.noiseguard.com.au

NEWSLETTER

TAP ICONS TO EXPLORE WHAT CYCLE TORQUE HAS ON OFFER

TORQUING BACK

Letters Don’t let the door hit ya’ where the good lord split ya’

Absolutely brilliant that you have taken over Nigel! The ‘Pickett Ego Roadshow’ was pitiful. The magazine & TV show had become nothing but a platform to promote themselves and to be honest, what was there to promote anyway? The May issue of Cycle Torque is the first one I have seen with you at the helm and straight away when I open it I can see there is a fresh radical change with the heading, “NSW Police open Pandora’s box” (May 2016, p. 3). I was amazed at what I was reading. At last now there is someone out there who will be honest and frank by speaking out and call it for what it is. When others just play the evil three monkey’s game (see no evil, hear no evil, speak no evil), Chris Pickett is an EX-serving police officer and I use the word ‘serving’ very loosely! Once a policeman, always a Policeman. They simply cannot be trusted nowadays. They’re clowned, or do I mean cloned? You choose. Their tiny brains are programmed to think that by adding the magic-fairy-dust-word ‘safety’ to ANY and every line. They will then be unquestionably justified to be rude & condescending in their manner and this then somehow also gives them the right to legally be allowed rob us of our hard-earned wages, bearing in mind we already live in the World’s second-most highly taxed country (this figure is not true, ed.). Lets not kid ourselves... the police is now a superstreamlined cash collecting business masquerading as a community service and they seem to ironically think that the public will respect them on their never ending greed-driven quest. The truth is respect is not a right of passage, it is an attribute which is hard-earned, and once achieved it then has to be preciously maintained. Now, they already ensure 110% that they have all the rules & all the tools and as long as they continue to act like unaccountable thugs, well, they’re just going to have accept that the majority of the public will continue to despise them. 20-25 years ago this was not the case. I recon then

cycletorque.com.au AUGUST 2016 I 88 Write A Letter!

WIN A GREAT PRIZE

This month Adrian has won an SJS 500amp Smart Start charger which feature a personal power pack and jump starter for the letter of the month. Jump start your bike, car and phone. Thanks to Kenma, www.kenma.com.au Send your letters (and/or great bike pictures to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email letters@cycletorque.com.au

the ratio was about 75% general based policing and 25% maximum highway/road policing (today I think this is a reversed percentage) and then we had decent, respectful, courteous, polite, conscientious police officers who exercised discretion (this is a word they no longer understand), and sensible speed limits then too. Now we have much, much safer vehicles and many more roads, and these roads are even better & safer now than they were then. We’re better behaved, better trained & educated, yet we must travel much slower EVERYWHERE. I wonder why, don’t you? Yes OK, there’s more of using the roads now, but if they did a TRUE apples for apples stat comparison, I’ll bet the stats will show that it’s MUCH safer now on the road than it was back then! Of course and obviously this would never be openly divulged though. Now, I don’t really expect you to print this. I guess I just want to vent and let you know that there’s at least one other person out there that really appreciates what you wrote and whole heartedly agrees that entrapment, and underhand tactics along with police unaccountability is not in any way acceptable to the public & the police need to take a long, hard, cold objective look at themselves and pull their heads In! But of course, they won’t do that, they’ll just keep putting it on us. Sam Hi Sam Thanks for your scribblings. I still get the info emails so this came to me rather than Nigel but I’ll forward it to him anyway. I will get them to re-route the automatic forwarding for that address. I hope he publishes it, but I don’t really care either way. Funnily enough I was one of those coppers 20-25 years ago, in fact I haven’t been a copper for 11 years now. In fact my opinions have changed somewhat, contrary to what you think, and I find the current crop of HWP to be very overzealous, and sometimes thug like. But hey, once a copper always a copper. Isn’t that right? Whether it was all those years ago, or now.

I also believe speed limits are too low considering the roads and cars we have these days. Your take on the 75 per cent versus 25 per cent ratio on general duties to HWP policing was wrong 25 years ago and still is now, with HWP being taken over by one command structure, the HWP essentially do close to 100% traffic duties. The story which Nigel wrote was spot on, and I’m also against the police privatising the enforcement mobile speed cameras. Anyway, hope you enjoy Cycle Torque now that Nigel has taken over. I’ve obviously offended you somewhere along the line. Maybe you have run foul of a police officer somewhere and just hate them all? Who knows, but I hope it doesn’t ruin your life being so negative. Pickett’s ‘ego’.

On ya’ Guntrip

Yet again Bob has hit the spot. Still miss Barry on the TV with his naughty schoolboy grin. It seems the only ‘personalities’ these days are self centred drop kicks. Adrian , Via iPhone

Vale’s last chance

I desparately want to see Rossi win a tenth title, so the news Lorenzo is moving on the Ducati is fantastic - he might win a race or two, but he won’t win the title in 2017, which means Rossi has a good chance of takign the title then - and who knows, the wily old Italian is doing so well on the Michelins this year I might not have to wait until 2017! – Steve Bryan

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We pay cash for bikes cycletorque.com.au AUGUST 2016 I 90

Metropolitan Motorcycle Spares

Australia’s oldest and most respected motorcycle wreckers. Australia wide freight.

Bringing things back together for over 30 years • Wrecking all Makes & Models • Grey Imports • Spares & Accessories • All Service Items

Phone: (02) 9748 7400 parts@motorcyclewreckers.com 90 Silverwater Rd, Silverwater, NSW 2128 Open Mon-Fri 8.30 - 5.00 • Sat 8.30 - 1.00

www.motorcyclewreckers.com

SUZUKI Licenced Dealer Number MD038376

CREDITS

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cycletorque DIGITAL EDITOR RYAN GRUBB

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, 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.

cycletorque.com.au AUGUST 2016 I 92

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