Cycle Torque February 2014

IN THIS ISSUE

CYCLE TORQUE FEBRUARY 2014 - 2

The Ducati Panigale 899 is one interesting motorcycle - apart from being a superb sportsbike, it’s about the same price as the first middleweight 8-valve Ducati, theFor the love of motorcycling 748, from way back in the 1990s.

That Ducati has been able to keep this bike so affordable for so long is silly amazing - we thought the 748/749/848 etc were all great bikes and great value, for the Italian firm to manage to keep the price under $20K for such a machine is awesome.

Incredible value is a bit of a theme for this issue, although it wasn’t a deliberate one. All the bikes featured offer incredible value – there’s the CFMoto 650TK LAMS-approved touring bike, Honda’s bargain CB500X Adventure machine, the run-out Husqvarna TE449 and the Piaggio MP3 Yourban, 3-wheeled scootering.

The features are an interesting mix, too - from the Brisan Motorcycles Triumph Thruxton to the 10 bikes to ride in 2014 and an article about Trials star Kyle Middleton, there’s heaps of great reading in the February 2014 issue of Cycle Torque.

Thanks for all the great ratings and reviews on iTunes, please tell your friends about Cycle Torque on the iPad. – Nigel Paterson publisher@cycletorque.com.au

CONTENTS

CYCLE TORQUE FEBRUARY 2014 - 3

RIDDEN DUCATI 899 PANIGALE

HONDA CB500X

TEST

TEST

TEST

34

26

PIAGGIO MP3 YOURBAN TEST

CFMOTO 650TK

HUSQ-VARNA TE 449 TEST

50

56

42

REGU LARS 04 NEWS TORQUE 16 SMALL TORQUE 18 EDITORIAL 21 DIRTY TORQUE 22 RACE TORQUE 25 GUNTRIP

FEATU RES

COVER PHOTO BY NIGEL PATERSON

76 BIKE STUFF 78 USED & REVIEWED 79 MARKET TORQUE 86 BOOK SHOP 91 SHOP TORQUE

64

10 BIKES YOU SHOULD RIDE IN 2014

80

BRISAN MOTORCYCLES THRUXTON

94

QUAD TORQUE

95

KYLE MIDDLETON INTERVIEW

92 TECH TORQUE 94 QUAD TORQUE 96 TORQUING BACK: LETTERS

NEWS TORQUE

CYCLE TORQUE FEBRUARY 2014 - 4

Middleweight Benelli BENELLI has worked closely with the Australian importer of the brand, Urban Imports, to produce a naked 600cc four cylinder machine, the BN600R.

Benelli has gone away from its three cylinder engines for the BN600R, with the engine producing 60kW of power at 11500 rpm. As you would expect it also has top level componentry, including Marzocchi 50mm front forks and Sachs rear shock absorber with 320mm twin floating front discs mated to radially mounted Brembo four piston callipers.

The best bit is the price, only $9,990.

Benelli also has a similar spec, Learner Approved Motorcycle (LAMS) version, the BN600S, which uses a restricted 44kW power output engine, with Benelli suspension and brakes in place of the Marzocchi/Sachs suspension and Brembo brakes used on the BN600R. The BN600S is $8990 with a two year unlimited kilometre warranty plus peace of mind with two years premium roadside assistance as standard.

Both versions of the Benelli BN600 will be offered in a range of colours including white, black and red along with a full range of genuine Benelli and aftermarket accessories including OZ Racing wheels, Arrow race pipes along with a multitude of performance, comfort and carbon fibre accessories. n

NEWS TORQUE

CYCLE TORQUE FEBRUARY 2014 - 5

LAMS triple

TRIUMPH is about to launch a LAMS version of it’s Street Triple 675. Now the Street Triple 675 is a fun factory for the rider, but it can be ridden like a pussy cat too.

To get the 675 LAMS approved Triumph has built a special motor just for the Aussie market. Capacity is down to the LAMS legal limit of 660cc by reducing the stroke of the engine. It has also been detuned as you would expect to reduce the power.

What is really exciting is that’s all the changes there are. The LAMS Street Triple 660 will have all the suspension, brakes, handling and looks as its full power sibling. The word is the bike will come standard with ABS too.

An exact release date and price is yet to be confirmed but we expect them to walk out the dealers’ doors.

Arrival is expected in mid 2014. n

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CYCLE TORQUE FEBRUARY 2014 - 6

C90T

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NEWS TORQUE

CYCLE TORQUE FEBRUARY 2014 - 7

Holder Solo Champ A SPECTACULAR crash in the final by Jason Doyle has handed Chris Holder his fifth Australian Speedway Solo Championship after the final round was held at Gillman Speedway in South Australia.

Doyle shared equal points with the former world champ, winning all five heats in what was the deciding round of the championship. Nearest rival Troy Bachelor withdrew from the meet with a knee injury and was unable to defend his 2013 national title.

The final was an all NSW affair, Doyle made a flying start with Holder trying to make up the gap. Doyle’s bike locked up on lap two, sending him over the ’bars and violently hitting the air fence. Doyle was excluded from the re-run, meaning Holder only had to finish the race to win the title.

Photo by: Judy Mackay

Holder admitted his counterpart in Doyle “was the man of the series”. Although sympathetic, Holder had no hesitation in claiming his fifth title under the circumstances saying, “That’s racing”.

Josh Grajczonek and Rohan Tungate both had an equally thrilling final, locked on 44-points each, the pair battled for third and fourth place, trading places every lap with Grajczonek taking third place and Tungate fourth.

The four riders now have a place in the Grand Prix Qualifiers, being held throughout Europe in 2014. n

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NEWS TORQUE

CYCLE TORQUE FEBRUARY 2014 - 8

WSBK action JOIN the throng of racing enthusiasts heading to the first round of the World Superbike Championship at Phillip Island on February 21-23.

Classic Italian motorcycle marque Bimota will make a return to the championship in 2014, bringing the number of manufacturers on the rapidly expanding production-based grid to nine – a record.

Bimota joins fellow Italian MV Agusta and American brand Erik Buell Racing as new entrants to the championship, joining established makes BMW, Aprilia, Ducati, reigning champion Kawasaki, Honda and Suzuki.

Bimota has announced a global racing collaboration with Belgian tuning house Alstare to make its world superbike return, and the two riders will be Christian Iddon and Ayrton Badovini. Iddon already has a Bimota connection – his father Paul rode a YB3 in the opening years of the world superbike title. Alstare won the 2005 world superbike title with Australia’s Troy Corser aboard a Suzuki.

Subject to FIM homologation requirements, the 2014 Bimota campaign will see Iddon and Badovini on the BB3, which is powered by BMW’s S 1000 RR fourcylinder engine mounted inside Bimota’s ubiquitous steel trellis frame.

The team will add to the growing number of bikes contesting the all-new EVO sub class with its superbike-spec chassis, superstock-spec engine regulations.

EVO will become the sole WSBK rules in 2015.

For those in the know the WSBK round at PI is usually a bit more relaxed than MotoGP, there’s less people, you can ride your bike around the outside of the circuit, and accommodation is easier to find. Even little things like trying to get a table at Pinos is a bit easier. All round, it’s a great event to attend.

ArenaCross has also been added to the three-day program, adding to the two world championships, national classes, junior and historic races. Any ticket holder to the season opener will get free access to the two-day dirt bike event.

If you want to do it large you can be a part of one of the trackside VIP areas where you get fed, watered, and looked after very well. Costs vary but expect to pay a minimum of $600 for this, which includes pit walks, superscreen viewing and a three day entry. Visit www.worldsbk.com.au for more info.

A few of the major manufacturers have this set up available too, like Honda and Ducati. For example, Ducati has the Ducati Superbike Club, where you get all of the above including a cash bar and free access to the paddock on Friday.

Tickets are priced at $659 for Adults or $745 with a commemorative gift bag, $395 for Children or $445 with a commemorative gift bag. We’ve done the Ducati gig and can confirm it’s well worth doing. Check out both of these manufacturer’s websites at www.motorcycles.honda.com.au or www.ducati.com.au.

If that is too expensive, there is also a $99 three-day pass available. Kids general admission is free provided they are under 15 and are accompanied by an adult.

Visit www.worldsbk.com.au for more info. n

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NEWS TORQUE

CYCLE TORQUE FEBRUARY 2014 - 10

Trained by the best MOTORCYCLE racing legends Jason Crump and Paul Caslick have joined forces to provide over 50 years of elite expertise to boost Australian two-wheel talent in an exciting new venture - The Australian Motorcycle Racing Academy.

The partnership, in liaison with Motorcycling Australia and The Australian Institute of Sport, is the first of its kind and calibre in Australia.

Three times World Speedway Champion Crump is regarded as the greatest Australian Speedway soloist in nearly a century with multiple individual, team and U21 World Championships under his belt.

“The objective of the Australian Motorcycle Racing Academy is to take Australian Motorcycle Racing to its highest level ever,” said Crump.

“This is the first academy of its kind in Australia and both Paul and myself want to share our knowledge with the future generation of riders to ensure the highest level of talent for the years to come.”

As accredited Motorcycling Australia coaches their aim is to help riders of all levels from budding World Championship contenders to track day riders, to youngsters entering the kickstart program years.

With over 30 years of racing and riding experience, Caslick has developed and perfected his motorcycle education courses to provide the full package for all participants.

“We have integrated a system into the Australian Motorcycle Racing Academy designed to help riders improve their health, strength and

conditioning as well as psychological capacities which are combined with specific on-bike training to increase speed and control,” said Caslick.

“On-track safety considerations and techniques are also taught to gain the most from ride days as well as racing conditions and situations.”

Caslick’s specialty is dirt track and motocross with an astounding nine Australian Championships to boast.

Three-time World Superbike Champion Troy Bayliss was also full of praise for the new academy.

“It’s great to see this academy coming together so strongly,” said Bayliss.

“I have a lot of respect for Jason, we feed off each other and I’ve learnt from him as has my son Oli and sometimes fathers aren’t always the best teachers so it’s great to have this academy for young riders.”

For further information on the Australian Motorcycle Racing Academy visit www.ausmotoraceacademy.com. n

NEWS TORQUE

CYCLE TORQUE FEBRUARY 2014 - 11

PARKES TO MOTOGP AUSTRALIAN racer Broc Parkes will team up with Michael Laverty in the Paul Bird Motorsport outfit for the 2014 MotoGP Championship.

Parkes needs no introduction to race fans, being a huge force in the Supersport World Championship for many years. In 2013 Parkes returned to Australia full time, competing in the FX-Superbike Championship for Yamaha Racing Team.

Parkes won the close fought championship but then received the news a MotoGP ride was up for the taking.

Parkes has history with PBM, riding for them in 2009 in the Superbike World Championship on a Kawasaki ZX-10R.

https://www.facebook.com/triumph.australia

In 2014 the team will be running Aprilia based machines. n http://www.triumphmotorcycles.com.au

NEWS TORQUE

CYCLE TORQUE FEBRUARY 2014 - 12

2014 Dakar Rally THE 2014 Dakar Rally has been won by Spaniard Marc Coma, ahead of fellow countryman Jordi Viladoms and Frenchman Oliver Pain. The final stage welcomed 78 riders where 178 had started, riding in the extremely difficult conditions of Argentina, Bolivia and Chile.

Australia’s Ben Grabham started the event well, finishing the first stage in 11th place, further consolidating a spot amongst the contenders in sixth place overall after Stage Two. A dramatic chain of events on Stage Three started where Grabham followed a lead competitor who took a wrong turn and culminated in a group of riders waiting on the side of a mountain to airlift an injured rider to safety.

Compounded by being a ‘marathon’ stage where riders have no access to team infrastructure overnight, Grabham was undoubtedly fatigued and crashed in dusty conditions on Stage Four.

Grabham was monitored in an Argentinian hospital with concussion and was released the following day which is great news for the gritty Aussie who has suffered major injuries in the past.

There were five other Australian bike riders testing themselves in the 2014 Dakar, and by the looks of things stuck together to make it to the finish line. Newcastle publican Troy O’Connor finished in 37th place on his KTM, while Alan Roberts (KTM) and Shane Diener (Yamaha) finished 38th and 39th respectively. Mark Davidson withdrew from the event during a difficult Stage Three, while Clayton Jacobsen was excluded for missing the start of Stage Four.

Jacobsen claimed getting the rough end of the stick on his Facebook page after being excluded by the powers that be for what seems to be a royal stuff up by race organisers. After closing the stage midway through Stage Three due to too many lost and injured riders, Dakar officials told Jacobsen to “stay put”, where he and six others were held until the approaching twilight, where organisers said temperatures would drop dramatically. Given the option to ride to the bivouac or sleep in the mountains, Jacobson elected to ride to camp only to be told he must not ride the mountains at night, forcing him to spend the night with only a “plastic foil blanket” for warmth.

Jacobson was subsequently excluded the next day for missing the start of Stage Four.

On the quads, Chile’s Ignacio Casale took winning honours ahead of Poland’s Rafal Sonik who were both on Yamaha Raptor 700’s. Holland’s Sebastian Husseini finished third on a Honda TRX700. n

NEWS TORQUE

Motorcycle sales

AUSTRALIANS bought 113,289 new motorcycles, ATVs and scooters in 2013. Road motorcycles were the most popular choice, with almost 39 per cent of buyers taking a road bike home. Around 34 per cent of buyers purchased an off-road bike, almost 19 per cent bought an ATV and around 8 per cent acquired a scooter.

Releasing the 2013 motorcycle, ATV and scooter sales figures, Federal Chamber of Automotive Industries (FCAI) Chief Executive Tony Weber said Honda was the leading volume manufacturer for 2013 with around 22 per cent of the market. Honda sold 25,432 motorcycles, ATVs and scooters.

“Honda was followed by Yamaha with almost 18 per cent of the market [20,087 sales]. Kawasaki was third with around 10 per cent [11,683] and Suzuki was fourth with 9.5 per cent [10,818],” Mr Weber said.

“Yamaha led the market for off-road motorcycles, selling more than 29 per cent [11,553] of the total 39,013 off-road bikes sold. Yamaha was followed by Honda with around 26 per cent [10,317] and KTM with around 16 per cent [6,211].

“The 39,013 off-road bike sales total is a three per cent increase on 2012 off-road bike sales of 37,836.

“Honda was the top seller in the road bike category, selling more than 20 per cent [8,998] of the total 43,724 road bikes sold. Harley-Davidson was second with almost 19 per cent [8,217] and Kawasaki was third with around 16 per cent [6,852].

“The 43,724 road bike sales total is a slight [0.3 per cent] increase on 2012 road bike sales of 43,613.

“Honda was also the leading brand in the ATV market, selling more than 23 per cent [4,938] of the total 21,072 ATVs sold.

“Piaggio topped the list in the scooter market, selling almost 17 per cent [1,573] of the total 9,478 scooters sold.

The 113,289 total 2013 sales figure is 2.2 per cent lower than the 2012 sales result of 115,837. n

CYCLE TORQUE FEBRUARY 2014 - 13

NEWS TORQUE

CYCLE TORQUE FEBRUARY 2014 - 14

Troy Bayliss Classic OVER 6,000 people flocked to Taree Motorcycle Club’s Old Bar oil track for the second annual Motul Pirelli Troy Bayliss Classic, packing the place to the rafters. And unlike last year’s rain affected event, the 2014 TBC was red hot, in both temperature and on track action. And the best thing was the man who kicked it all off, three-time World Superbike Champion Troy Bayliss, who showed everyone he still has the goods by winning the 21 lap Troy Bayliss Cup.

Earlier in the night Halbert took victory in the Americana feature event. The action-packed elimination races saw both Bayliss and Darcy Ward crash out of contention and veteran racer Paul Caslick controversially eliminated for jumping the start.

“This was a really cool event, it was so great to come here and meet a bunch of famous road, speedway and motocross racers,” Halbert said.

“I was happy to be competitive and to be able to battle with Troy for the lead in the Troy Bayliss Cup “I am absolutely over the moon with the whole event,” was special. I took the lead briefly but Troy passed Bayliss said. “When you have a win it is always the icing me right back, then I was trying to make something on the cake. happen and slid out in the tight left-hand corner.

“I hope that with the telecast on Speed and SBS and “The Americana races were really cool on the oval the coverage that will stream on the internet at 4pm track, it seemed like you could pass more on that than today will be good for dirt track racing in Australia and on the TT course. I hope to be back next year; I had a also for getting more of the American guys keen to really good time here,” Halbert added. come over here,” Bayliss added.

The crowd loved the Americana races, which after The Troy Bayliss Cup was a Best of the Best affair, with the elimination rounds had only three riders on the the top 12 qualifiers fronting the start gate. Right grid: Halbert, AMA Flat-Track superstar Henry Wiles from the get go it was Bayliss, on a machine rumoured and Herfoss. You could have thrown a blanket over to be worth over 50 grand, who surged to the front. the three riders at the finish, but in the end it was an American Flat-Track and guest rider Sammy Halbert American 1-2, with Herfoss pipped on the last corner showed his ability by going very hard at Bayliss in the

by Wiles. It was interesting too that there’s apparently opening laps, but crashed around halfway through, no love lost between the two American riders who no essentially putting him out of contention. This pushed doubt battle against each other regularly in the states. supermoto and road racing star Troy Herfoss into Three-time World Speedway Champion Jason Crump second but he had his own battles to try and keep it, took out the Legends award scoring the most points of with multiple dirt track champ and 2013 TBC winner the 12 Legends including Jeff Leisk and Chris Watson Michael Kirkness going hard at it with him. The in the first four rounds of racing. battle for second and third would be decided in the dying stages of the race, but 2008 AMA Supermoto Plenty of other riders impressed, and Moto3 rider Champion Herfoss prevailed, showing why he is rated Jack Miller was perhaps the best of them. Miller isn’t as one of Australia’s best riders. And can you believe new to dirt track but the young bloke really gave it his Herfoss doesn’t have a road racing ride for 2014? Now best. He pushed hard all day/night and was a crowd there is a rider worth grabbing if you have a spot in favourite. Likewise Wiles. Now that dude can ride. your team. In the post-race interview he said he was In the Troy Bayliss Cup Wiles couldn’t challenge for the very keen to race this year, and what was also a bit lead but it showed how important getting a good start amazing was the fact he basically hasn’t ridden a is. If you weren’t in the top three or four going into the motorcycle in the last 12 months, not competitively first turn you were left to make up the numbers. anyway.

Japanese superstar Masatoshi Ohmori was also riding as hard as he could, with fast lap times. Unfortunately he struggled with his starts which made it hard for the slip sliding rider to get near the front. He had a spectacular tumble in the Superpole qualifiers, after he had finished his lap. But the plucky little rider eventually got up to the crowd’s applause, showing how much they appreciated the international riders coming out for the event.

The TBC is fast becoming one of the best motorcycle race events in this country. The level of talent on the grid is almost unbelievable, and to have them all in one place shows how committed Bayliss is to this event, and how much star pulling power he has.

To see all the action from the 2014 Motul Pirelli Troy Bayliss Classic download the MotorsportsTV App or click on the Livestream button on Facebook.

Troy Bayliss on the way to winning his own event.

With the 2014 Motul Pirelli Troy Bayliss Classic run and won Troy Bayliss Events now turns its attention to MOTO EXPO (March 21-23 Brisbane RNA Showgrounds) which includes the Motul Pirelli Baylisstic Scramble (22nd March).

– Chris Pickett

Jack Miller (photos Brian Dyer)

NEWS TORQUE Hyosung winner OUR Hyosung competition winner is an ecstatic Matt Harriage from Melbourne. Matt has the choice of any of the 250cc LAMS approved Hyosung models but at the time of our conversation he was keen on the fully faired GT250R.

CYCLE TORQUE FEBRUARY 2014 - 15

Highway Performance Bikes

Matt’s currently riding an almost clapped out Honda XL500 so the win is well timed, he needs reliable transport for uni. Congrats Matt from all the team at PS Importers and Cycle Torque. n

Tardozzi returns to Ducati DUCATI has confirmed reaching an agreement with Davide Tardozzi to be in charge of organisation and logistics for the 2014 MotoGP season.

This brings Tardozzi back to the Ducati fold and he will report directly to Paolo Ciabatti, Ducati Sporting Director and MotoGP Programme Director, and will begin his new role with the Ducati Team starting at Sepang, Malaysia from February 4th to 6th.

The former Italian racer had a very successful career as Ducati team manager in the Superbikes, overseeing five different World Champions in Fogarty, Bayliss, Corser, Toseland and Hodgson, and contributing to the conquest of seven Riders’ titles in the production-based racing series.

Tardozzi surprisingly left Ducati at the end of 2009, where he joined BMW to run their World Superbike Program in 2010, parting ways after just one year. n

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SERVICE PARTS

SMALL TORQUE AWARD NIGHT

ONE of Cycle Torque’s advertisers has won the webBike World 2013 Motorcycle Accessory of the Year award with its Kaoko Throttle Control.

This is what webBikeWorld said: ‘It takes a bit of practice to get the hang of it, but once you do, it’s as simple as rolling on and off the throttle. If you’re super-slabbing it, you need one of these!

“Super easy to install and virtually foolproof, the Kaoko Throttle Control is the next best thing to the full-on, automatic cruise control system you don’t have and couldn’t get even if you wanted to. It’s a real pleasure to find such a simple device that’s so ingeniously designed and that makes life in the fast lane that much easier.’

MONEY MONEY MONEY

MOTORCYCLING Australia recently confirmed it will pay out over $56,000 in prizemoney during the 2014 Australian Superbike Championship.

Motorcycling Australia’s CEO David White said that he recognizes the integrity of the championship lies in delivering on its promises and 2014 is a make or break year for IEG and MA. “We will pay the prizemoney direct to the riders within seven days of the conclusion of each round, either by cheque or direct deposit,” White confirmed.

Motorcycling Australia will also be actively involved in the administration of the championship. The opening round of the series is at Queensland Raceway on April 4.

while being transported. He even has cameras mounted in the rear of the van so he can keep an eye on it. Local rates start at $55 but Dave can also quote on longer distances, pretty much anywhere.

According to Dave, Kwikshift Transport offer no gimmicks, no excuses, no attitude, just great friendly service, anywhere, anytime.

Bike shows, rallies, photo shoots, displays, parts delivery, breakdowns, they do them all. Transport for dealers, to and from auctions, private sales, servicing, anything you can think of. Give Dave a call on 0419 461103.

GREAT PRIZES

COMPETITORS in the highly anticipated Kawasaki Insurances FX300 Ninja Cup class at the 2014 Australasian Superbike Championship have the chance to take home a brand new Ninja ZX-6R or Ninja 300 with Kawasaki contributing the two motorcycles to the class’s prize pool now worth more than $35,000.

CYCLE TORQUE FEBRUARY 2014 - 16

RIC ANDREWS

MOTORCYCLES

TR I UMPH AND YA M AHA PR ICES

TOO HOT TO PRINT

CH ECK OUR W EBS ITE FO R R I D E AWAY PR I CES

SUPERPOLE FORMAT

A NEW Tissot-Superpole qualifying system has been introduced for the 2014 Superbikes Championship, which is based on two sessions of 15-minutes to decide the 12 riders that will compete for grid positions.

The top 20 riders after Free Practice and 1, 2 and 3 sessions will take part in the Superpole.

The 10 fastest riders will be seeded directly into Superpole 2 and 11th to 20th will take part in Superpole 1. The two fastest riders in Superpole 1 will progress to the second round where riders SWIFT AND SHIFT will compete for the first 12 grid positions.

THERE’S a new bike transport mob in town The change is part of an effort to make WSBK and they mean business. Kwikshift Transport can handle all sorts of bikes whether it be a 125 and GP rules as similar as possible by creating common terms of regulations to help circuit motorcrosser to a three wheeler or quad. organisers, marshals and everyone involved in Newcastle based Dave Golledge is the owner both series. and is a long time bike nut. Dave says he aims to please by making sure he works around your Sounds more complicated than it is but you’ll timetable not his. He has full insurance while your be able to see it in the flesh if you head to Phillip Island for the first round of the championship in machine is in his care, whether in the van, on the trailer or in storage, and your bike is covered February 21-23. n

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SMALL TORQUE

CYCLE TORQUE FEBRUARY 2014 - 17

EURO TIE UP

Joining the UMI network are Central Coast Motorcycles at Gosford in NSW, Garage PREMIUM Italian motorcycle manufacturer Bimota and Alstare - both renowned for their Motorcycles at Strathalbyn in SA and WA’s Causeway Motorcycles in Victoria Park. engineering expertise and racing success - are happy to announce that they have This now takes the company into every agreed to a long-term partnership of five mainland state. years.

The partnership will see Alstare create a new Global Racing department for Bimota in their STRONG YAMAHA TEAM YAMAHA Australia’s championship winning headquarters in Belgium. From there, they road racing team, YRT, will field an impressive will provide technical support to all official Bimota teams worldwide, together with the four rider outfit for season 2014 to contest the Australasian Superbike Championship supply of parts for track use.

(ASC) starting in March.

Alstare will be responsible for Research and Newcomer Robbie Bugden will join 2013 Development for Bimota and will work on members Kevin Curtain, Rick Olson and Cru improving Bimota’s Moto2 bikes as well as Halliday in a very strong lineup with all riders the Bimota BB3. to compete on the Yamaha R1 in the ASC Bimota needs no introduction but Alstare Superbike category. have been involved in motorcycle sport since 1982, when they provided hospitality Queensland based Bugden will take the seat vacated by 2013 champion, Broc Parkes, who for the FMI (Federazione Motociclistica has moved to Europe to contest the Moto GP Italiana) and later for Lucky Strike. After that Alstare’s owner Francis Batta worked as in 2014.

Team Manager of Cagiva in GP500, before going on to become General Manager of WE ARE ROYAL the Superbike World Championship in the ROYAL Enfield has a new home in the Hunter early 1990s. He formed his own team in Valley, with B & C Motorcycles in Boolaroo, 1996, taking one World Superbike, two World Lake Macquarie now selling and servicing Supersport and three Superstock titles in the the brand. following years with Suzuki.

B & C boss Brad Woodhouse has had plenty of experience with the brand, and is a real old school dealership.

MORE EXOTICA URBAN Moto Imports is the exclusive “We’ve sold about one new Royal Enfield a Australian and New Zealand distributor for month since we’ve been selling them and I’m boutique Italian brands Bimota and Benelli happy with that. We’ve even taken an order as well as specialist American makers EBR for the new Continental GT even though (Erik Buell Racing), Confederate and Viper. they haven’t turned up in Australia yet.”

The announcement of three new dealer You can find B & C Motorcycles at 10 Main Rd, appointments expands the UMI sales Boolaroo. 02 4958 1455. n and service network for the exciting and exclusive range in Australia, so expect to see more of these specialist machines prowling the streets in your area

www.kawasaki.com.au

EDITORIAL

CYCLE TORQUE FEBRUARY 2014 - 18

Rocky road to the top

OVER the Christmas break I watched an amazing documentary on Ryan Villopoto. If you are not aware Villopoto is the rider to beat in AMA Supercross. At the time of writing, Villopoto is going for his fourth straight Supercross title. He is rated up there with Jeremy McGrath and Ricky Carmichael.

The doco on Ryan wasn’t about how good he is, it’s about his and his family’s journey to the top. It’s a warts and all expose on what it takes for a rider to get to the top, and the toll it takes on everyone involved.

Plenty of times you could see the raw emotion on the faces of the people involved, and if you have a young son or daughter and YOU want to make them a champion at some kind of sport then I suggest you watch this before you get too carried away.

Ryan’s mother and father sacrificed almost everything for their son to race. The family company was essentially wound up for them to continue racing, with the funds from the sale used to fund it. By the time Ryan was going from juniors to seniors they had spent around $500,000. It had a huge effect on the two other siblings, with Ryan’s brother coming a distant second and rebelling, and the young daughter living apart from her brothers and father for a decent chunk of her adolescence.

A good example of what it takes was when Ryan’s father had problems with kidney failure. They still headed off to race but with a list of places along the way with a dialysis machine. Racing seriously takes a huge commitment in time, finances and most importantly character.

Of course the emotional toll this lifestyle takes can be horrendous. I have friends who have quit racing, especially road racing, and the weight that’s been lifted off their shoulders is huge. You can see it in their faces when the decision is finally made. I understand exactly why they feel that way. It’s like you get on the racing merry-go-round and can’t get off. There are a variety of reasons for this I guess but it becomes harder if you are committing yourself to a

championship each year. When it was about me I couldn’t care less if I missed a round. When it was about my child I felt like you couldn’t miss one. Once you make the break you wonder what all the fuss is about. Sure, there’s some enjoyment there at times, but it’s laced with lots of stress.

One of my favourite sayings is: “I’m paying to give myself a hard time. Who does that?”

Even though my son Alex is still racing, and will be doing the Isle of Man TT this year, we have certainly slowed down the last couple of years, preferring to do some of the classic events and some club racing. Back in the day I used to race when I could afford it and when I felt like it. That’s what it’s like now for us. It feels like doing one race series for five or six rounds takes up your whole life, with a short break over Christmas. If you aren’t at the track you are gearing up for it. For Alex the racing in Australia is about getting his necessary qualification rounds for the

Isle of Man, and even though he tries hard when he’s on the track the fact he’s not chasing a particular championship makes it so much easier on the wallet and the stress levels.

Back to the Villopoto family. A major rift came when Ryan first got to the big time. No longer was it just a family affair. With a works ride comes money but it also comes with responsibility and expectation. It’s not all beer and skittles as they say. Then come managers, team owners and girls. All of a sudden no-one wants to hear mum and dad’s opinion, even though they were there from the get go. One great statement Ryan’s dad made was something like: “Why wouldn’t we want to gain from Ryan’s success when we helped him achieve that success? What if we had kept our construction business, shown Ryan how to run that business and then had him run it when he was ready?

What’s the difference?”

When a young person all of a sudden gets fame and fortune and has someone other than his family in his or her ear then trouble could well be on the way. Not everyone has good intentions, even in motorcycle racing.

Big time racing is a big business and there are people looking to make money, and you can be sucked in very easy.

There are charlatans out there, and I know a few families who have been caught. In this day and age of paying for rides there are more people than you might think who will readily take your money and then have no issues with diddling you, often leaving you on your own in a foreign country.

I won’t totally spoil the documentary on Ryan Villopoto but suffice to say it is one of the best racing documentaries I’ve seen If you’ve seen it you’ll know what I’m going on about. If you haven’t, then watch it.

– Chris Pickett

CYCLE TORQUE FEBRUARY 2014 - 19

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DIRTY TORQUE KTM’s decision to throw its support behind five individual motocross and supercross riders to race at a national level for the 2014 season makes so much sense it puts a serious question mark over the necessity of having the high budget factory teams here in Australia.

It was announced recently that Kale Makeham (Tunetech Racing KTM), Brenden Harrison (Twe12e Clothing KTM), Dean Porter (Berry Sweet/Mandurah City KTM), Jack Simpson (Bolton’s KTM) and Louis Calvin (Berry Sweet/ Mandurah City KTM) will race with support from KTM and their local KTM dealer and/or their own sponsors for the 2014 motocross and supercross season.

KTM will still run its factory backed team with Kirk Gibbs and Ford Dale at the helm of the KTM 450 SX-F and you bet your bottom dollar that it will cost a lot more to run the two-rider factory backed team than it will be to support the five riders listed above.

Craig Dack Racing’s Yamaha team, the Motorex KTM team, Troy Carroll’s Kawasaki team, the Jay Foreman managed Suzuki team and Yarrive Konski’s Carlton Dry Honda team costs each of their respective motorcycle distributors a huge hunk of the annual race budget to support a two rider team. Even teams like Serco Yamaha, Raceline Suzuki and now Craig Anderson’s Husqvarna team rely heavily on the backing from Yamaha, Suzuki and Husqvarna respectively.

And it’s not just the motorcycle distributors who put money into these teams. All of the major accessory distributors tip in heavily with funding and product to each of the major teams and with what’s left over support as many of the semi-pro and shop riders as they possibly can but their biggest expense across the board is the factory teams.

And finally we have the outside industry sponsorship dollars which gets swallowed up

CYCLE TORQUE FEBRUARY 2014 - 21

Factory Racers by the major teams. Over the years we have had so many great companies from outside the motorcycle industry get involved with motocross and supercross here in Australia but for whatever reason the relationship always seems to be relatively short lived.

So, what we have here is most of the race budgets and/or sponsorship dollars available being funnelled into a handful of teams that are responsible for putting just a small portion of the racers onto the track. And all of this money is put into the major teams in the hope of brand exposure by winning races and championships yet the teams aren’t really contractually tied to garner results or even turn up to each event with a minimum number of riders ready to race.

At the start of each season it is all conjecture based on which riders are being hired by each team to win the championships they are contesting with the loose promise of the sponsors being represented at every major race around Australia. Despite all of the preseason hype the teams are able to simply not turn up if the season doesn’t go to plan. Craig Dack Racing’s ‘no-show’ at the final round of the Australian Supercross Championships in Toowoomba is a great example of this.

So I have to ask, do we need the factory teams involved in the Australian motocross and supercross racing scene just because that is how we have always done it? Or, that’s how they do it over in America or Europe? If the racing budgets from the major motorcycle and accessory distributors as well as the outside industry sponsors was taken away from the ‘big’ teams and distributed to a larger group of our top riders along the same lines as KTM has done with the five riders listed above there is no doubt in my mind that the sport would benefit substantially.

Regular readers of my ramblings will know that I usually write from my previous

experiences so for those of you who think I am blowing wind out of my bum lets rewind back to my time with Moorooka Yamaha in the 1990s and later TeamMoto Motorcycles.

Thanks to financial and product help from Yamaha and accessory companies like McLeods Accessories, Monza Imports and Link International (to name a few), Moorooka Yamaha was able to help riders like Barry Surawski, Duncan Hale, Luke Nelson, Kirk Hutton, Stefan Merriman and Sam Duncanson (again, to name a few) chase their racing dreams at a local, state and national level. ‘Moorooka’ was even able to help out Kiwi riders like Ollie Sharp, Mitch Rowe, Michael Cotter and Tony Cooksley when they wanted to try their hand at racing in Australia.

In fact, in 1999 Moorooka Yamaha hired Michael Cotter to compete in the 400cc Pro-Class in the Thumper Nationals and they paid me to traipse all over Australia in a Toyota tray back Ute with Cotter’s shop developed YZ400F and my KTM 380SX strapped into the back.

Well, in a year that I will never forget Michael won the Australian Championship ahead of Honda Australia’s Michael Byrne and Craig Dack Racing’s Darryl Hurley who were operating out of their ‘big rigs’ while Cotter and I were stuck under a 3x3 quick shade at the back of the pits, often right next to Andrew ‘Sharky’ McFarlane and his dad Ron who were representing Brisbane’s Star Yamaha back then.

Then in 2005 TeamMoto decided to put a national race team together with Shayne King (Honda), Barry Surawski (KTM), Luke Nelson (Kawasaki) and Joe Hobson (Kawasaki) competing in the Australian Motocross Championships with me as the team manager.

So with the financial backing from TeamMoto, Honda, Kawasaki and KTM as well as McLeod Accessories and Link International we did the whole eight rounds of the championship using

a Mercedes van, an enclosed trailer, two quick shades and a heap of guts and determination.

Once again we were able to match the factory teams on many occasions with Shayne winning the Tasmanian round and finishing the championship in third place behind Darryl Hurley and Darryll King. We kept four riders on the track for eight rounds while the factory teams were flat out fronting up with two riders consistently. This is going to surprise the pants off many of the young’uns out there but we have proved many times over that you don’t need a ‘big rig’ to go fast!

For many years professional, semi-pro and privateer motocross and supercross riders operated out of box vans and a quick shade with support from the motorcycle and accessory distributors via their local motorcycle dealerships. The level of support a rider received was directly related to their race results or their potential for future success. It was a very successful system that always saw the riders who put in the hard yards move towards the pointy end of a very large pack of riders.

Look, I know what I have stated here is not going to change how the factories go about their racing or remove the ‘untouchables’ from the sport but it has to be said that the current system is not working for the sport, the sponsors, the riders and the fans. Let’s get back to the roots of motocross and supercross.

I, like the real fans of the sport, would much rather see the pits riddled with Hi-Ace vans or such backed up to a quick shade with full grids of home-grown, down to earth riders than what we have today, a few fancy ‘big rigs’ riddled with attitude while we see more empty start gates than you can poke a stick at.

– Darren Smart

RACE TORQUE

Hits and misses AS THE biggest hit of 2013, Marc Marquez goes into this year’s MotoGP championship as raging hot favourite after his sensational high-risk strategy to out ride and out muscle his rivals paid the biggest possible dividend.

Thus far, Marquez’s bull-at-a-gate style has served him well throughout his GP career.

Just how long he can ride so gratuitously mixed in with curious lapses of concentration remains the question. Popular or not, Marc’s aggression, if not intimidating his rivals, has certainly got them looking over their shoulders both figuratively and literally.

Given his enormous popularity among both fans and the media, expect even more aggression in the opening rounds of 2014.

With easy ways and easier grin, Marquez has filled some of the super-nova void left by the waning fortunes of Valentino Rossi. He has built up a sizeable amount of ‘credit’ for argy-bargy, the same sort of credit Rossi was able to call upon as he biffed and barged his way to nine world titles. The bigger question perhaps is whether Lorenzo can or even wants to mix it with Marquez at every apex, every race. In the last third of the season, the Yamaha-Jorge combo was at its powerful best but by then it was too late to seriously challenge Honda’s best signing since Casey Stoner. If JL and Yamaha can carry that momentum into 2014, we’re in for a cracking year in GP. If Marquez was criticised for his perilously aggressive riding in 2013, the daggers were out for Lorenzo at the final round at Valencia for brake checking Marquez in a desperate bid to allow struggling Yamaha team-mate Rossi to steal vital points from the Honda tyro. As unedifying as it was, I didn’t have a major problem with Lorenzo’s go-slow tactics since I don’t have a problem with how Marquez rides. Hit nor miss.

JB & Rossi split

He certainly didn’t miss and JB definitely felt the hit when last November Valentino Rossi made the shock decision to sack his long-time crew chief. The fact that the news went public before JB had been officially informed left many fans angry at the Aussie’s shabby treatment. JB said he was totally “blindsided” by the decision, indicating there was no warning, no inkling and certainly no heart-to-heart about where the pair were heading before the bombshell was dropped. After two disastrous years at Ducati, Rossi and Burgess returned to Yamaha to not only find that the development of the M1 had unsurprisingly focused on the wishes of number one rider Jorge Lorenzo, and that certain methods of doing things had also changed in their absence. That made Rossi’s return much more difficult, since Burgess has always stressed that it was always vital that his rider become the number one rider in order for the factory to follow his needs and wants.

It is impossible to know what exactly led Rossi to make such a drastic call to sack the ‘father of his racing’, without notice.

But one statement by JB at the height of Rossi’s despair at Ducati may provide a clue. When Burgess said that while they might be struggling with the bike, it was time for Rossi to dig deep and come up with the goods. I wondered how Valentino would react to such a public challenge to his commitment and ability to ride around the problem. I also wondered about the pair’s relationship and what such a clear call for his rider to ‘man-up’ would hold for their longterm future. Rossi’s standing as MotoGP’s all-time great has suffered hugely over the last three years, and while Burgess may’ve been shocked with his ousting, he agreed

CYCLE TORQUE FEBRUARY 2014 - 22 Jack Miller

that a change for Rossi was possibly a good thing. Just how good, we’re about to find out.

Tom goes Psycho

Kawasaki’s Tom Sykes was a definite hit in 2013, avenging his agonising half-point loss in the 2012 WSBK to Max Biaggi with a dominant season-long shutout of chief nemesis Aprilia. The major miss of 2013 was the Ducati Panigale, which failed miserably in arresting Ducati’s steady decline as a force in WSBK, a sad note on which Carlos Checa has retired from racing.

Sam Lowes dominated the WSS to make it a British double in the WSBK paddock. In a summer of many sporting highs, the Empire definitely struck back, but there could’ve been more...

Pol Man Prevails

Pol Espargaro was the eventual hit master in Moto2 but only after Scott Redding opened the door to the championship with his regrettable practice crash at Phillip Island. The tall Brit was the dominant force throughout 2013, but his Philly folly forced him back to the UK for emergency surgery on his damaged hand and out of title contention. The good news is that both Redding and Pol have graduated to MotoGP for 2014. It will be interesting to see if they can match the commendable MotoGP debut of maligned Moto2 Tech3 signing Bradley Smith, whose gutsy performances in 2013 will go down as a definite hit.

Maverick ain’t no-one’s wingman

More heart-breaking than Scott Redding’s demise was Luis Salom’s incredible fall in the final round at Valencia that gifted

Maverick Viñales the Moto3 championship.

Salom had racked up seven wins to Viñales’ one going into the race but Mav’s win and Luis’ 14th was enough to elevate Viñales to the championship and Alex Rins into second.

Perhaps the biggest hit of the year was the moment when the freshly-vanquished Salom rode up to the jubilant Viñales on the slowdown lap and put his arm around the new world champion, reinforcing the legitimacy of his rival’s unexpected title.

Happy Jack

The other major hit of 2013 was Aussie Jack Miller who performed near miracles to push his Honda-powered FTR machine to the front at each race, earning him a seat in the sought-after Red Bull KTM team. Could Australia have its first GP champion since Casey Stoner? Go Jack!

– Darryl Flack

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GUNTRIP

CYCLE TORQUE FEBRUARY 2014 - 25

Command decision “SO what about the Phillip Island Classic, then?”

Weariness had supplanted irritation in Kev’s voice.

We were into our second hour of trying to decide the date and destination of our next ride, but I’m not sure whether it was that or Block’s reluctance to get a round in that was giving Kev the fantods.

“Is that Australia Day weekend?” Tony asked.

“Correct.”

“Nup. Rostered on that weekend.” Tony’s a volunteer firie at the local station. We stopped taking the piss out of his crumpled uniform after Black Saturday. Somebody saw him that weekend streaked with soot and said he seemed to have grown a foot taller. So we asked if his long-suffering Softail was coping all right with the extra weight. Everybody cops it round our way.

“Roads will be chockers anyway,” offered Block, so named because of his size, and therefore our considered opinion that he’d been discovered in a quarry rather than a maternity ward.

“Cop out, Block.” Time for my two bob’s worth. “You’ve just realised you’re too old to ride that XJ1200 more than 50 kilometres.”

“Hold it!” Kev got us back on track just as Block, turning an interesting shade of puce, was about to deliver a devastating riposte. “By the look of things we’re already into February, so let’s all give ourselves a break and think a month ahead. Can we all make the last weekend of February?”

“No. In-laws coming from Canada for a month to get away from the snow,” growled Block. “Sister-in-law really comes just to piss me off. She fills the fridge with crap like mung beans, acorn coffee and gluten-free gluten.”

“And I’m out of circulation around that time,” I ventured. “Wife wants to visit the Great Ocean Road. Or maybe that was March, to get the start of the footy season at the G. “ “When’s Easter?”

“The end of bloody April,” said Kev, fixing Block with a horrified stare. “We wait till then? Tell me you’re not serious.”

“I’m with Block,” I said. “We’ve all got stuff happening, and my back isn’t all it was. If we’re doing serious miles I need time to work up to it.”

“Anybody fancy that motorcycle museum in South Australia?” asked Tony.

“That would be the National Motor Museum in Birdwood,” said Kev. “Sure. I’m up for that.”

“There’s also the National Motorcycle Museum in Nabiac,” I said.

“Not to mention Bathurst,” added Kev. “So how’s about a grand tour of the museums, then?”

“Take too long,” opined Tony. “Allowing for sufficient drinking time we’d need at least a fortnight.”

“You do realise that kind of bleating leaves you open to all sorts of unkind Harley jokes,” said Block.

“Tony’s right,” I said. “We’d need months to plan the trek and the permission of the authorities to go,” “For the love of God,” said Kev, sighing theatrically.

“Isn’t that why we came here in the first place?”

Silence.

“Block,” I said, after a decent interval, “it’s your round.”

“Speaking of cold ones,” Tony underlined the point.

“I’m okay with leaving the great trek until April but not too long after that. My Harley’s not the only thing that doesn’t like starting on winter mornings.”

“So, April then? Which weekend?”

“Not Easter. No how, no way,” I said. “The roads will be full of tourists not knowing where they’re going. It’ll be the usual nightmare.”

Okay, first weekend of May.” “Ah. Well…” Kev, our chief road warrior, a man who’d journeyed many a hard mile on his long-suffering ST3 to slay dragons and rescue maidens, was suddenly looking embarrassed. We sat back and drank in this unfamiliar vision. “It’s our 30th wedding anniversary,” he mumbled, “and I promised June we’d…” He suddenly straightened and glowered at us. “Well, never bloody mind what I promised. I just won’t be able to make it, that’s all.”

Jeremy McWilliams last year.

“And suddenly the ghost of winter enters, stage left,” offered Block, returning to our table with four foaming glasses barely visible between two hams of fists. “Be warned, Tony’s not the only one who doesn’t like the cold.

Get far the other side of May and Bob’s comely two-tone Bonnie disappears into the shed for three months while he trots out the usual tired excuses for not going anywhere.”

“That’s because I live in the mountains, you berk, and also because I used to live in Europe. I’ve had enough cold, early mornings for this lifetime and the next.”

“I take it the Snowies is out then?” A typically lame attempt at humour from Tony drove us back to our rapidly emptying glasses.

“There’s always the grand prix in October,” I ventured cautiously, hoping this half-serious contribution might slip beneath Kev’s radar. Fat chance.

“Oh. Lord Hinckley thinks we might wait that long, does he?” Kev clearly hadn’t heard what they say about sarcasm.

“At least the weather would be better by then,” said Tony.

“This is Phillip Island we’re talking about,” said Kev. “It’s pretty reliable in January,” I said. “What about the Phillip Island Classic?”

– Bob Guntrip

DUCATI 899 PANIGALE

Test

CYCLE TORQUE

SWEET SPOT

CYCLE TORQUE FEBRUARY 2014 - 26

CYCLE TORQUE FEBRUARY 2014 - 27

Bigger isn’t always better, it’s the sum of the parts that matter.

DUCATI 899 PANIGALE

CYCLE TORQUE FEBRUARY 2014 - 28

Test

CYCLE TORQUE

N TEST BY CHRIS PICKETT, PHOTOS BY NIGEL PATERSON AND RYAN GRUBB N RIDING GEAR: SHOEI HELMET, RST LEATHERS, GLOVES BY FIVE GLOVES, ALPINESTARS BOOTS.

I’LL say right here and now the 899 Panigale is my new favourite Ducati. Its combination of light weight, incredible handling and really, really sweet engine combine to make the 899 effortlessly easy to ride the most twisty of roads with ease.

What I like about the 899 Panigale is the way the bike works as a whole. It’s this bringing together the right bunch of parts which make this bike special. The beauty goes way deeper than its gorgeous skin. It’s sort of like a supermodel who will play a game of cricket on the beach without worrying if her makeup is right, or her hair is done to perfection.

SWEET SPOT

Two other Ducatis spring to mind when I think of the bigger is not always better aspect of bike ownership. The first is the 650 Pantah back in the 1980s. I remember nearly buying one from Action Motorcycles in Sydney when I was in my early 20s but no, I had to go for the 900 Darmah with a questionable service history because I thought bigger was better. Big mistake, I can tell you. I was broken down and broke in no time, while the Pantah owner was most likely enjoying his reliable and sweet ride.

Fast forward a few years and although Ducati has fixed the reliability issues which plagued those 1980s machines, and I was testing the 1098 and 848 models, and I found the smaller bike sweeter. Both awesome bikes but I just found the 848 a nicer bike to ride. It had plenty of power and was the same physical size as the 1098 but for some reason I just preferred the smaller bike. I can say I feel the same now about the 899 Panigale. I still like the 1199 Panigale but I prefer the 899. It’s more ‘usable’ for a rider of my calibre.

In the store

The first thing to make note of is this bike replaces the 848 EVO but it is not related to the 848 with few, if any, parts shared between the modelst. It’s built on the same platform as the 1199 Panigale but there are a number of differences. I don’t really want to compare the two bikes as such but to show prospective buyers the main differences.

The Superquadro engine has a much smaller bore/stroke ratio than the 1199, 12mm on the bore and 3.5mm on the stroke near enough. The 899 engine certainly likes to rev. There are other powertrain differences. It doesn’t have a slipper clutch as a start, but it does have the adjustable (3-levels) Electronic Braking Control (EBC) which feeds small amounts of fuel to the throttle bodies to help prevent rear wheel lock ups under

CYCLE TORQUE FEBRUARY 2014 - 29 CYCLE TORQUE FEBRUARY 2014 - 29 hard braking. The throttle bodies are smaller on the 899 too. Like its more powerful sibling, the 899 has 24,000km major service intervals. It also uses what Ducati term a ‘Protrusion’ system which works with the camshafts to act as a ‘decompressor’ to help start the engine allowing a more compact and lighter battery. The 899 engine is definitely easier to start than earlier 848/1198 engines. It simply spins over quicker.

few 1098/1198s I’ve ridden over the years. It’s all about the fueling set-up, and the 899 I rode was spot on. Flicking up through the gears using the quick shifter was easy, not the best quick shifter system I’ve ever used but right up there. Now part of that is the engine too. I’ve found quick shifters seem to like big capacity four cylinder engines to work seamlessly, and the 899 engine is a thoroughbred which is a little cranky, On the chassis side it’s very similar to the 1199, using the same monocoque-style alloy but cranky in a good way if you get my drift. And this is road riding I’m talking about, where you are not revving the freckle off the engine. Put the 899 on the track and front chassis which is mounted to the engine. The Panigale family is quite different you wouldn’t know what I was talking about. Overall though, the quick shifter and to the 1198/848 family it replaced. The earlier machines had a steel trellis frame which used the engine as a stressed member and had everything bolted on to it. The gearbox are very hard to fault.

Panigale’s engine is basically the frame, and everything is bolted to that. A reversal Power? Well there’s plenty of that on hand, and like I said earlier, it’s usable. At one if you like. The 899 gets a steeper steering head angle (by 0.5 degrees, now 24) and stage just for the hell of it I let the bike go down to 70km/h in top gear and wound the the trail is 4mm less. The main visual differences is the dual sided swingarm, whereas throttle back on. No chain snatch or carrying on, the 899 just pulled away as sweet as the 1199 has a single sided swingarm which has been a staple part of the Ducati you like. I was impressed with that. Top speed is closer to 300km/h than it is 200km/h. sportsbike range almost 20 years now. The swingarm is just one aspect/example of The three power modes are Wet, Sport and Race. Going between the three is easy the overall 899 design approach which was to make it both more price accessible, via the left switch block and this can be done on-the-fly without stopping. Like while also more usable as an everyday street bike and mid-capacity Ducati Superbike. pretty much all other power systems, the power and power delivery is increased as At the moment you can only buy one model of the 899, whereas you can buy three of the 1199. This will possibly change in the future but one thing the factory would change is the suspension, although for most riders on the road any updated suspension would have to be pretty bloody good to be better than what’s on there now. 43mm Showa Big Piston Forks are fitted and they have all the usual adjustments you will find on a machine of this quality. A gas charged Sach shock is fitted and the story is the same there re adjustments. According to Ducati the rear shock has a nonadjustable link which is better suited for road riding and it’s a rising rate set-up. It’s also side mounted like the 1199.

you go ‘up’ through the modes. On the 899 the traction control and ABS and EBC is automatically adjusted to suit the power mode. You can also get inside the system so to speak to adjust it to suit you personally. On the road I found the system fine and wouldn’t bother adjusting it from the default settings but track riders might wish to delve into the bike’s brain.

Yes it handles extremely well, but the next thing which made me smile was the way the suspension handled some of the bumps I encountered. Both the forks and shock are supple enough to cope with reasonably sized hits but still work extremely well at speed. This bike will not cripple you on rough roads if you find yourself on them.

Other differences between the 899 and 1199 include a more basic instrument Ducati and the suspension manufacturers should be commended for the 899’s package (black and white display rather than the full colour TFT on the 1199), and it settings, they work in the real world. A refreshing change, and one which proves it comes standard with a quick shifter (DQS), three RbW (Ride by Wire), or ‘power’ modes can be done on a sportsbike. which integrate with the three stage ABS and 8-level traction control (DTC). It weighs a scant 169 kilograms.

One other interesting point is the bike has a 17 litre steel fuel tank rather than an aluminium one the 1199 uses.

On the road This thing sounds very angry when you start it, much different to an 848 engine, but then again, as I said earlier the two engines are unrelated in design. I stand at six foot and I found plenty of room on the bike, even though it looks quite small sitting on its side-stand. It does like a bit of throttle to get moving from a standstill but once underway feels wonderful as a package. I didn’t feel cramped on the bike which surprised me a bit, and the fueling was great, something that has been an issue with a

Verdict

One thing you should forget is the 899 Panigale is a ‘poor man’s 1199’. They are very different machines, and suit different riders – I reckon the 899 would suit more people than the 1199. The 1199 is for the power junkie, the Ducati rider who can use all the horsepower, someone who wears out tyres on tracks.

The 899 will be a lot of fun on tracks too, but with the smaller Panigale it’s about rider satisfaction, enjoying a sporting ride where the bike is greater than the sum of its parts. Saving many thousands of dollars by buying an 899 instead of an 1199 is a bonus – the 899 Panigale is the same price as the outgoing 848 EVO, $19,990 + ORC.n

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DUCATI 899 PANIGALE

Test

CYCLE TORQUE

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Brembo brakes are as good as top Brembos usually are.

Showa Big Piston Forks are more supple than you would expect.

Ohlins rear shock is manually adjustable on all fronts.

S P E C I F I C AT I O N S: DUCATI 899 PANIGALE Engine Type: Liquid-cooled V-twin Capacity: 898cc Transmission: 6-speed and chain drive Fuel Capacity: 17 litres Frame Type: Monocoque alloy Seat Height: 825mm Curb Weight: 190kg Front Suspension: Adjustable 43mm Showa USD Rear Suspension: Sachs gas charged single shock Brakes: Twin 4-piston Brembo calipers on front, single 2-piston Brembo on rear Tyres: 120/70-17, 180/55-17 Price (RRP): $19,990 + ORC www.cycletorque.com.au/more

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Superquadro 899 engine is very flexible for a Ducati V-twin.

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DUCATI 899 PANIGALE

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HONDA CB500X

CCYYCCLLEE TTO OR RQ QU UEE FFEEB BR RU UAAR RYY 2 20 01 14 4 -- 3 34 4

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Adventurous LAM

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Honda’s CB500X with longer travel suspension is begging to take you further afield than most other LAMS bikes.

HONDA CB500X

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Adventurous LAM

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N TEST BY CHRIS PICKETT, PHOTOS BY NIGEL PATERSON AND RYAN GRUBB N RIDING GEAR: SHOEI HELMET, RST LEATHERS, GLOVES BY FIVE GLOVES, ALPINESTARS BOOTS.

NORMALLY a rider of my demographic would probably be more interested in a sporty LAMS bike than an adventure tourer based one. Is it so much about style at my age (20) than it is about the bike’s actual ability? I guess it is for many. I think if you can look past pure style then you would open yourself up to the wonders of adventure riding.

More suited to road than dirt, the CB500X is a very good machine if you plan to spend most of your time on bitumen but still want to check out dirt roads and go places you would usually shy away from on a sports styled LAMS.

Behind the brochure There are three 500cc twins using basically the same platform, the sporty CBR500R, the naked CB500F and the ‘X’ we are testing here. On the CB500X you get ABS standard, and the price is $7790. I think this is a bargain for something you can ride around Australia and take in some out of the way places along the way.

When it comes to the adventure side of things there are some limitations on just how adventurous you want to get. With alloy wheels and ABS which can’t be switched off you will need to take things relatively easy on the dirt.

And with 17-inch wheels at both ends you are limited as to how aggressive a tyre you can fit. Comparing the bike against the other two in the model range you will see the suspension on the CB500X has longer travel all round and the styling is obviously different. I like the styling, and the riding position is almost perfect for the bike’s intended role of commuter/road/ adventure tourer. I think the buyer base will be riders looking for a road/ commuter bike with some aspirations of checking out the countryside. Like lots of bikes, you can ride the CB500X in areas you wouldn’t normally think

they could go, as long as you ride to the bike’s limits and go easy when you need to. The CB500X is more adept in such situations because of its longer travel suspension and extra ground clearance. Up front the 41mm forks have 122mm of travel while the rear Pro-Link affair has 118mm travel.

The bike doesn’t cost much and as a result the suspension is basically nonadjustable except for the rear shock’s pre-load. Brakes are basic too, with a single disc on the front and a 2-piston caliper. But the bike doesn’t weigh too much (195kg ready to ride) and isn’t overly taxed by the minimalist brake package. I gave it a good going through some bends and found the brakes fine, so they can handle a good thrashing if need be.

The 471cc parallel twin engine has a 180 degree firing order and a counterbalancer, which reduces vibration, and it’s all modern with fuel

CYCLE TORQUE FEBRUARY 2014 - 37 CYCLE TORQUE FEBRUARY 2014 - 37 injection, not some rehashed 500 twin design from 20 years ago.

There are some minor differences in this engine compared to the other two CB models I talked about earlier, and this is mainly to change the power delivery to suit the bike’s application. Honda says it has a different head but this is more likely some porting and compression changes and maybe some slightly different cam timing.

All up, power is around 50hp.

Made to ride Straight up it’s a very comfortable bike. The seat does get a bit hard after a full day on the road but overall the riding position invites long distance road burning. Even standing up for some dirt road work is easy transition wise, and the bike’s handlebars are high enough to do some serious dirt road miles if you wanted to. I’d fit handlebars maybe an inch higher if I was doing that but for general road riding with the odd dirt adventure they are spot on.

You get some decent wind protection from the standard screen and the LCD digital instruments are easy enough to read and have enough information to suit most riders.

Power wise the CB500X is no arm puller but the combination of under 200 kilos and 50 ponies make it quick enough for most learner riders I would think. The engine is flexible but it also likes to rev. For a 500 twin I reckon it goes well with a top speed around 160km/h and on tight roads you could keep up with much faster bikes, especially on questionable surfaces. But that’s not what the bike is about. The true beauty of this bike lies in its ability to cope with some very poor roads and keep the rider somewhat insulated from the bumps. This same plushness in the suspension does make things interesting if you are riding it quickly in the bends. There is some vagueness from the front end when cranking it over which is due to the suspension travel and softness of the fork springs. The very thing which makes it so nice in one area detracts from it in another. But this is a minor thing, Honda has got the bike right with its overall set-up. You can always buy the CBR500R for that sort of riding.

Fuel economy is great, returning around 3.5 l/100km, and with the 17.3 litre

tank you could theoretically get around 450 kilometres.

You can get a number of genuine accessories for the CB500X too, like the 35 litre top box. Fit that, some decent adventure touring tyres, some throw-over saddlebags, handguards, taller screen and some heated grips and you are ready to go just about anywhere.

Overall I think this is a great bike. It’s cheap to buy, run and maintain, looks great, can take you many places and is fun to ride. Whether you are a learner or not, you’d have to be happy with the CB500X. It can give you life in the fast lane if you so wish but it shows you can still have lots of fun in the slow lane along the way. n MORE

HONDA CB500X

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CYCLE

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honda500.com.au

S P E C I F I C AT I O N S: T O R QHONDA U E F ECB500X BRUARY 2014 - 39 Engine Type: Liquid-cooled parallel twin Capacity: 471cc Transmission: 6-speed and chain drive Fuel Capacity: 17.3 litres Frame Type: Tubular steel Seat Height: 810mm Curb Weight: 195kg Front Suspension: 41mm conventional telescopic Rear Suspension: Prolink single shock Brakes: Single 2-piston caliper on front, single 1-piston on rear Tyres: 120/70-17, 160/60-17 Price (RRP): $7790 + ORC www.cycletorque.com.au/more` CALL FOR A QUOTE

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Parallel twin motor is easy to live with.

Wave disc-equipped front end.

Fairing and screen break the airstream.

The muffler is too quiet…

HONDA CB500X

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CFMOTO 650TK

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Budget touring

king

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Big on style, small on price.

Welcome to the CFMoto 650TK

CFMOTO 650TK

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Budget touring

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king

N TEST BY ‘LONGIE’ N PHOTOS BY CFMOTO

EVEN though the CFMoto 650TK is a learner legal motorcycle it looks almost too big to be a LAMS machine. At first glance it reminded me a lot of Honda’s ST1300 in appearance.

My initial impression was the overall look was very impressive and the bike would blend into the pack if parked amongst other larger capacity touring bikes. It has high ’bars and screen with a clear view of the instrument panel. There are two small glove boxes situated on either of the fairing, one of which is lockable. The bike is also fitted with colour matched panniers which both integrate well with the style of the bike and have plenty of room. I could easily fit a helmet inside them. So, even though it’s a budget machine it has the equipment many touring riders look for. Sure, it doesn’t have the electronic gadgetry we may be used to these days but for a high number of touring riders out there I think it would do quite well.

Getting on the TK the first thing I noticed was the bike felt lighter than it appeared and found it quite easy to manouvre around, but before I rode the bike I could see the riding position was designed around covering some decent miles. While I had no issues with room, I feel taller riders might touch their knees against the fairing. I found you also had to look down to see the mirrors, however on the road I found that while this was still the case, I soon got used to them and noted that they gave you a very good overall view of both beside and behind the rider.

On the Road The light weight I felt pushing the bike around the shed transferred to the road, with the bike feeling much lighter than the 220kg weight would suggest, and it felt well balanced, nimble and responsive around town. The

front suspension felt a little bouncy around town but once I got onto the outer roads it seemed to settle down and never had any further issues with it.

During the two weeks I had the bike, I took it on a variety of roads and surface conditions including dirt. I found the suspension was very good, soaking up even the worst bumps on some of our very ordinary roads and the front suspension which I had at first thought felt bouncy actually came into its own on this type of road, handling the bad surfaces better than most bikes I’ve ridden. The bike’s engine power was very good for a LAMS bike but the engine didn’t like to be taken below 3000rpm. For acceleration 400 rpm onwards was best and despite having a 10,000 rev limit at no stage did I feel the need to take the bike past 6000 revs.

At highway cruising speeds I noted the bike’s engine was surprisingly low

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revving and seemed to be hardly working at all, so that sort of gearing straight up tells you it is a true touring bike not something cobbled up with a fairing to make it look like one. The bike’s exhaust note was extremely quiet and whilst I don’t like excessively loud exhausts I thought in this case it could actually be a little louder. On a ride with friends some of my fellow riders made comments about the bike’s good looks and couldn’t believe how cheap the bike’s price tag was, saying it sounded like a bargain for what you were getting.

Fuel wise I found the bike very frugal with the worst consumption figure coming in at 4.1lt/100km whilst the best was 4.5lt/100km. This would potentially give the bike a range of 386km which I found impressive. I put this down to the low revving nature of the bike’s engine. Of course if you ride it hard the fuel figures wouldn’t be so wallet friendly.

Fit and equipment was good but I did find a couple of small things. The glove boxes in the fairing worked well but they appeared to be starting to bend slightly, I suspect due to the heat. To fix this they would either need to be made from a more rigid plastic or have a metal backing plate on the inside for extra support. As for the panniers I noted they had a locking handle in the middle and I believe that this alone would be adequate to hold them shut. However they also have secondary clips at the front and back and on numerous occasions after having ridden the bike, I found that the rear clips had come undone. This I believe may have been due to the positioning of the tabs they latch to being slightly off and causing too much pressure on the clip.

While the instruments were easily seen I found that the speedometer display had fatter looking indicators for the numbers and at first I found myself double checking my speed. Once I got used to the speedometer’s

numbering style this no longer bothered me and had no more problems with it.

The 650TK is a fairly new model and I suspect small issues like this will be taken care of quickly, and some of them disappear anyway with longer term ownership as you get used to/sort the idiosyncrasies of the bike.

Whilst I didn’t have the bike long enough to know anything about reliability issues, I did note that the bike has already gone into the Guinness Book of Records for the Longest Journey in a Single Country. Two travellers, Buck Perley and Amy Mathieson, travelled 29,500 kilometres on a 131 day journey through every province in China to beat the previous record. The pair stated that during their trip they couldn’t fault the CFMoto 650TK and that the only thing the bike required was a couple of tyres.

Overall view.

Considering the bike is learner legal I found the bike fun to ride having no troubles in any conditions. The bike has a comfortable riding position and the suspension worked well soaking up anything the roads threw at it. I only wish this bike had been available when I was getting my Learners Permit.

It has plenty of room and despite its weight has quite good acceleration even when carrying extra weight I could not fault the bike. For the average teenager newbie they will find the CFMoto 650TK more than adequate and even a more mature beginner will find it a fun bike to ride with all the room they could ever want. I also note that until the 31st March, 2014 CFMoto Australia is offering customers who purchase a CFMoto 650TK a FREE CFMoto Rider Jacket and 3 Year Factory Warranty. This along with a class leading 41.5KW (LAMS) of power, great fuel economy and low price of $6,990 + ORC makes for a fantastic deal. n

CFMOTO 650TK

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A nice accessory muffler would waken up the noise just waiting in the lovely V-twin engine, and look better too.

S P E C I F I C AT I O N S: CFMOTO 650TK Engine Type: Liquid-cooled V-twin Capacity: 650cc Transmission: 6-speed and chain drive Fuel Capacity: 17.5 litres Frame Type: Tubular steel Seat Height: 795mm Wet Weight: 220kg Front Suspension: Conventional telescopic forks Rear Suspension: Single shock Brakes: Twin disc front, single rear Tyres: 120/70-17, 160/60-17 Price (RRP): $6,990 + ORC www.cycletorque.com.au/more

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Integrated panniers work well with the styling of the CF Moto tourer.

Instruments are a mix of analogue and digital.

The bike even comes with a handy accessory power socket.

Panniers offer good luggage capacity and seemed solid enough.

CFMOTO CYCLE TORQUE 650TK Test

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PIAGGIO MP3 YOURBAN

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THRICE THE SPICE

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There’s never been any doubt that Piaggio knows what it’s doing when it comes to producing seriously good quality machinery.

PIAGGIO MP3 YOURBAN

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THRICE THE SPICE N TEST BY DENNIS PENZO, PHOTOS BY JEFF CROW N RIDING GEAR: BELL CUSTOM 500 HELMET, MATADOR EYEWEAR, IXON JACKET, BULL-IT JEANS, FALCO BIKER BOOTS.

IT’S really no surprise that at a time when scooter sales are dipping Piaggio is bucking the trend and selling more.

At the initial launch we had a chance to sample the new trio from Piaggio with the X10 (see November edition) and the Piaggio BV350 (see December edition).

I remember when the first three-wheeler from Piaggio first came out and how much more exciting it got when the bigger 500cc Gilera-badged Fuoco appeared. I make no attempt to hide the fact that I really liked the Fuoco. My light weight, the bigger 500cc engine and three discs on three wheels gave a whole new meaning to “going into a corner a little too hot.”

So I was a little sad to see the MP3 500 dropped last year but glad at least that the configuration lives on in the new Yourban.

headstocks plus shock absorbers with hydraulic locking system.”

The single cylinder, four-stroke liquid cooled engine is the familiar 278cc Qasar engine and the thought struck me that perhaps the next iteration of this model should have the new cutting edge engine out of the BV350 which I rode at the same launch.

In fact a good many comments were made relating to the new engine appearing in more Piaggio’s in the future.

The Yourban weighs in 20kg lighter than the MP3 with a kerb weight of 212kg and the front wheels are up one inch to 13inches while the rear remains at 14. Rims are light alloy.

The front suspension and steering system is unchanged from my memory of the early models in as far as it was exactly the same procedure to lock the two front wheels so you can sit at the lights without putting your feet on the The power output is infinitessimally higher at 16.6kW at 7500rpm instead of ground and then simply hit the deactive button or accelerate through to the older model’s 16.5kW at 7500rpm. Like the other models you’ll find the disengage. In official language it’s described as “composed of an articulated power delivered via a CVT transmission unit. parallelogram suspension with die-cast aluminium control arms and two side

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The frame is tubular with sheet steel and most of the weight saving for this model has come from the frame.

Perhaps the biggest change in the heart of this Piaggio is the 32mm Marelli integrated ECU and throttle body which is a departure from the previous fly by wire setup.

The rear suspension comprises two double-acting shock absorbers with four preload adjustments and it handles quite well in both city traffic and also out beyond the ‘burbs. I’m sure the bigger front tyres improve the ride as well. The fuel tanks holds 11 litres and you would expect it to be pretty frugal in the consumption stakes.

The brakes are quite adequate with three 240mm discs on hand to get you out of those hot corners. Our launch venue on the NSW North Coast saw us cover everything from towns, coast and hinterland to get a feel for what the three models could handle.

This model doesn’t come with ABS or traction control but with two wheels up front and three discs all round, is it really necessary?

There are all the other features you’d expect to find like a park brake and an engine immobiliser and nice clear instrumentation that includes things like voltage, ambient temperature, clock as well as all the regular warning lights you’d expect to see.

Of course there’s heaps of underseat storage.

It’s a quality machine so, obviously, they’re not giving them away. You can expect to pay $9,990 plus on-road costs and that comes with 24 month warranty. The fun you’ll have riding it comes free! n

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SPECIFICATIONS: n ENGINE TYPE: LIQUID-COOLED SINGLE n CAPACITY: 278CC n TRANSMISSION: CVT TRANSMISSION n FUEL CAPACITY: 8.5 LITRES n FRAME TYPE: STEEL DOUBLE CRADLE n SEAT HEIGHT: 780MM n DRY WEIGHT: 211KG n FRONT SUSPENSION: TWIN STEERING TUBES NON ADJUSTABLE n REAR SUSPENSION: TWIN SHOCKS WITH ADJUSTABLE PRELOAD n BRAKES: TWIN 2-PISTON CALIPER ON FRONT, SINGLE 2-PISTON ON REAR n TYRES: 110/70-12, 140/60-14 n PRICE (RRP): $9,990

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Suzuki’s New DL650 MC Cruise (V4 ) the latest release of the world’s leading model-specific Motorcycle Cruise Control system, is now available in limited stock for Suzuki’s New DL650.

(Now available with new fully electric throttle servo.)

Also available on Boom Trikes, Honda VFR1200X and VFR800X

www.mccruise.com

HUSQVARNA TE 449

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THUMPERRIFIC

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Who could resist a Euro thumper at an almost giveaway price?

HUSQVARNA TE 449

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THUMPERRIFIC N TEST BY RAY MACARTHUR, PHOTOS BY NIGEL PATERSON N RIDING GEAR: NITRO HELMET, FOX APPAREL, ALPINESTARS BOOTS.

BACK in early September 2013 I was looking for a new Enduro bike. There are plenty to choose from and the choice can be a bit confusing at times.

The best bet is to be honest with your ability, whether you are new to the game or not as young as you used to be. Something like the Suzuki DRZ400 is a great choice for trail riding, designed with its larger oil capacity and low maintenance schedule for a really good performance package on a great budget. But my mind really started to lust for the high performance lightweight machines that I knew were going to set me back $12,000 or more once on the road.

Decisions, decisions I had pretty much decided a KTM 350 EXC was for me but as a last look I called past my local Husky dealer to see that Husqvarna was moving all the remaining 2013 stock for an unbelievable price. Sitting on the showroom floor was a brand new TE 449 ready with NSW rego for an unbelievable $8,930. To add to that it came with an Akrapovic slip-on and programmed with the race-II mapping on the CPU. I nearly fell over racing out the door to get the cash.

summer heat and other life and family commitments, I have put together some of my thoughts on the bike so far.

Stripped bare

Now, some blinkers are better than others but the standard units are not very flexible examples and will snap off the first time you give them a good brush up against anything such as vines or saplings so it’s a good idea to take these The Euro thumper made its way to my garage late on a Friday and was ones off before they break off like mine did. I took off the bulky standard rear out on the trails early Saturday morning with a few of the boys for my first impressions. I’ve had the bike for a couple of months and 650 kilometres now number plate mount with the tail light and replaced it with a compact LED unit for about $50. It’s tidy, functional and much cheaper to replace than the and even though I haven’t been riding it as much as I would like due to the original.

CYCLE TORQUE FEBRUARY 2014 - 59 CYCLE TORQUE FEBRUARY 2014 - 59 The digital readout is functional and compact but when riding and taking a glance at the readout it is almost completely blocked out by the throttle cables making it almost useless when you are on the move to check your speed or times. Tilting the handlebars forward only made this worse but it improved comfort at the controls for me. Fitting the Barkbusters provided great protection for my hands and controls but then the front brake hose also joined in on the fun over the speedo. I have made an attempt to re-route the cables with little improvement so far but I will have another more serious attempt soon.

The fuel efficient electronically injected 449.6cc engine with its 98mm bore and 59.6mm stroke is a competitive powerhouse when combined with the Akrapovic and Race II mapping which are part of the package. The 8.5 litre fuel capacity provides a useful range through an unconventional 6.5 litre black fuel tank under the seat feeding a clear 2 litre sub-tank on the engine.

For those looking for a longer time between drinks there are also auxiliary tanks available aftermarket which feed the main tank if you feel you need it. The engine provides plenty of torque through a six speed gearbox and clutch which is light and easy to feather with one or two fingers for smooth controllable power delivery to the rear 140 x 80 x 18 Michelin.

Maintenance Having the fuel tank under the seat to redistribute weight means the air box has to go above the engine. This also smooths out the top deck allowing the seat to go all the way to the headstock. To service the air filter you have to remove the seat with a finger operated cam-lock, and then remove five small bolts with an 8mm spanner, then remove the side-cover before you can release the two clips and slide out the foam air filter. It’s too fiddly and time consuming for a modern enduro race bike in my mind. I am sure with a little more thought the engineers could have designed better tool-free access to the filter for faster changes in maintenance periods. The gear change lever has a reputation for coming loose as mine has so check it regularly and tighten it up or it will strip out at the most inconvenient time. Being a very odd shape with the spline shaft behind the drive sprocket means getting anything on it to replace a stripped lever to get home will be very difficult.

Husky’s unconventional approach of the Coaxial Traction System (CTS) is a hand-me-down developed from the BMW G450X grafted into this package.

It places the countershaft sprocket on the swingarm pivot point allowing tighter chain tension and more constant drive to the rear wheel improving traction through the suspension range. I have found it works very well, giving the bike lots of drive and a bit of a unique feel, however it does complicate countershaft sprocket changes which I haven’t attempted yet.

I have found the fully adjustable suspension and the handling to be as impressive out of the box as the engine. The brakes have excellent feel and control with plenty of stopping power. It has all the lightweight quality goodies and the whole bike as a package has impressed me providing a competitive performance and handling package that looks and sounds great.

A good buy?

No bike is perfect for all conditions and riding styles. Different riders have different skills and opinions, likes and dislikes. High performance machines always require frequent maintenance and fine tuning so I was ready for that. The whole bike has been designed around form and function and pushing boundaries which has the unfortunate side effect of slightly more complicated or clumsy maintenance procedures such as the countershaft sprocket and air filter changes. This will have little effect for a trail rider and day racers but it may cause some slight time issues on a 4-day enduro style race event with limited maintenance times.

So far the bike has held up its side of the bargain. My fitness and skill level leaves a little to be desired these days but my TE 449 gets both thumbs up from me. It is the final development of this model and I haven’t had or heard of any serious issues indicative to these bikes. It’s a fast and competitive high performance machine bought at a give-away price and the end of an era for the Swedish/ Italian / German conglomeration. For better or worse this bike will be remembered for its ideas and design as the brand merges back to the future with Husaberg and its Swedish origins into a more conventional design brief for 2014. Despite the 449’s few minor irritations it offers so much for so little and I couldn’t be happier with it. n MORE

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S P E C I F I C AT I O N S: HUSQVARNA TE 449 Engine Type: Liquid-cooled single Capacity: 449cc Transmission: 6-speed and chain drive Fuel Capacity: 8.5 litres Frame Type: Steel single tube, alloy rear subframe Seat Height: 952mm Dry Weight: 113kg Front Suspension: 48mm Kayaba USD Rear Suspension: Kayaba single shock Brakes: Single 2-piston caliper on front, single 1-piston on rear Tyres: 90/90-21, 120/90-18 Price (RRP): $8930 on road (NSW) www.cycletorque.com.au/more

Akrapovic pipe comes standard.

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www.cycletorque.com.au/more www.husqvarnamotorcycles.com.au

WATCH VIDEO NOW

Fuel cell sits under the seat at the rear of the bike.

Barkbusters give your hands an easier time in the bush.

Engine is a power house.

Case saver reduces chance of damage to crank cases if chain breaks.

HUSQVARNA TE 449

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Cycle Torque Feature

you

Top Ten

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We look at 10 bikes should ride in 2014

TO PICK the ten best bikes on the market today would be impossible. We would have to encompass dirt, adventure, trials, touring, naked, sports, cruisers and others. Deciding factors would have countless variables, so we aren’t even going to attempt it. In our opinion, the formula for getting a bike right doesn’t seem to follow any specific trend or technological advances, instead we believe it is the sum of how parts, design and feel work together as the catalyst for inspiration, if not also an indescribable yearning desire to throw a leg over and turn a few heads along the way.

Readers, if you ever get the chance to jump on one of these bikes, do not hesitate. There is always the one that got away and this is your chance to make up for it.

Despite the GFC hitting us hard, the same factors are still driving societies need to consume goods and technologies are always adapting to meet and in turn shape these needs.

It is an endless cycle. The Brough Superior was released just a year after WWI and is now considered to be the Rolls Royce of motorcycles. Fast forward almost a century, the ten bikes you must ride in 2014 may not all garner Rolls Royce status in their lifetime, though they harbinger similar emotions that the Brough would have in a bygone era.

Whether your preferred style of bike is a cruiser, adventure, dirt or other, what this roughly translates to the modern caveman is: ‘these bikes will get your juices flowing’. The following is in no particular order. n

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Cycle Torque Feature

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Norton Commando 961 This is a bike we have been waiting for here in Australia for so long. If you don’t find this bike simply gorgeous you need your eyes tested.

Finally, Fraser Motorcycles has been given the honour of importing the new Norton into Australia so getting to ride one of these bikes is closer than ever. Retro is back baby. It’s been back for a while now, but this bike really does encompass what retro is all about.

Can’t you just picture yourself letting the big parallel twin cylinder engine having its head along a winding mountain road? We can. Now, whose kidney can we sell? n

Top Ten

you

We look at 10 bikes should ride in 2014

Top Ten

CYCLE We look at 10 bikes should ride in 2014

you

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HarleyDavidson Street Glide Project Rushmore is the name H-D gave the 2014 touring line up. Well, it’s the name H-D gave to its designers we guess.

Anyway, we tested the touring range in Asia recently and were simply blown away with how good they are, not just as touring machines but also as riders’ machines. Our favourite is the Street Glide, which goes like a cut cat with the 103-cube motor, but more importantly it handles unbelievably for a bike this size. Finally, front brakes which work like they should, ground clearance which seems to go forever and style... well it’s a Harley-Davidson. n

Cycle Torque Feature

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Triumph Daytona 675R Yes, the Daytona 675 has been around for ages, but the recent update is the most comprehensive yet in the bike’s relatively short life span. And then there is the ‘R’ version with uprated everything.

Renown for its sharp handling and grunty three cylinder engine, the Daytona 675 has loads of happy owners throughout the world. The standard 675 is a fantastic bike but the ‘R’ is something else.

If you’ve never heard a three cylinder sports Triumph engine wailing like a banshee through a mountain cutting you are missing out big time. n

Top Ten

you

We look at 10 bikes should ride in 2014

Top Ten

CYCLE We look at 10 bikes should ride in 2014

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KTM Freeride 250 R Remember the days when 250cc two-stroke trail bikes were everywhere? Bikes like the DT 200 which you just couldn’t kill. They were easy to work on, went like stink and were also easy to ride. KTM has already had the four-stroke Freeride 350 out for a while but the new two-stroke Freeride 250R has gotten our attention. Many riders don’t want or need a hardcore enduro bike to ride in the bush. The Freeride 250R is a mix between a trail and trials bike and it’s a bike we want to spend some time on ASAP. n

Cycle Torque Feature

Honda RC213V Production

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Honda has said it will be producing a road version of its all-conquering MotoGP bike in 2014. There has been lots of conjecture about a road going V4 sports Honda, but much of it centred around the CBR1000RR getting a V4 heart transplant.

This bike will be extremely limited in numbers, unlimited in street cred, and super-expensive. The only bike which comes close to it will be Ducati’s Desmosedici which was an amazing machine to ride but probably a financial disaster for Ducati.

Top Ten

If you have to ask the price you probably can’t afford one, though as Honda hasn’t released any real details about the specification of the bike, or a price, what’s the point of asking anyway. We will most likely never get to ride one, but if the chance ever comes up it will be laptops at 50 paces at Cycle Torque HQ to see who is still standing and able to. n

you

We look at 10 bikes should ride in 2014

Top Ten

you

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We look at 10 bikes should ride in 2014

Royal Enfield Continental GT Why hasn’t Royal Enfield brought a bike out like this before? Yes, RE did bring out a Continental GT back in the ’60s but we are talking the modern Indian-made Enfields here. Finally a modern fuel injected RE which looks amazing. Whoever styled this bike knows what they are doing.

We rode one in the UK recently and loved it. Sure it’s not big on power but the single cylinder 500 is lots of fun to ride, looks the part and will probably get close to 160km/h if you cranking down a big hill. That’s not what this bike is about though. It’s about an early Sunday ride for breakie, where you take the long way there and make it by lunch. n

Cycle Torque Feature

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EBR 1190RS Buell motorcycles have always been a bit quirky, you either loved or hated them. Regardless of which way you leaned, when Buell went kaput it was a shame. The Buell 1190 was a great motorcycle, with a Rotax engine and great handling. A bit ugly maybe but nice to ride all the same. Erik Buell continued on with the basic design and has come out with the EBR 1190RS. You can now buy the 1190RS in Australia and we want to ride one so bad it almost hurts.

Gone is the ‘ugly’. Carbon fibre is dripping off the bike everywhere, there is more horsepower and a level of equipment which will make you King of the Kids. You are not likely to see one at your regular bike friendly cafe either. Trick or Treat? Both, we reckon. n

Top Ten

you

We look at 10 bikes should ride in 2014

Top Ten

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We look at 10 bikes should ride in 2014

Ducati Panigale R When Ducati adds an ‘R’ suffix to the end of a model name, you just know it’s gonna be special.

Ducati has always been big on their sports bikes looking the business and performing like a race bike on the road and the ‘R’ editions have always been a step above their ‘lesser’ siblings, and were built in limited numbers. Those with the cash and the awareness would gravitate towards the ‘R’.

We haven’t ridden the Panigale 1199 R yet but have ridden the standard model and the Panigale 899. If they are that good we want to ride an 1199 R, especially on the track. n

Cycle Torque Feature

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2014 Yamaha YZ250F Yamaha’s YZ450F has had the reverse head layout for a while now but here at Cycle Torque we were waiting with bated breath for Yamaha to bring out the 250 with a reverse head as well. After the 450 was released the 250 with its conventional head just sounded ‘old’. Still a great bike and all but it was just missing that spark for riders looking for an edge on the racetrack, whether that edge is real or perceived.

Top Ten

Finally in 2014 Yamaha did it.

Cycle Torque’s Todd Reed rode the bike recently and reckons it’s on the money as an out-of-the-box Lites racer. Hey, even if you can’t ride fast at least you can at least show your mates the trick head layout. n

you

We look at 10 bikes should ride in 2014

Top Ten

you

CYCLE TORQUE FEBRUARY 2014 - 75

We look at 10 bikes should ride in 2014

Indian Chief Vintage There’s a guy we see every now and then riding a vintage Indian motorcycle, not the new Indian Vintage, but a very old one. He always has a smile on his face and shows having fun on bikes isn’t always about speed. When the re-born Indian went into production we were excited. We had the chance to sample each of the three new models recently and came away very impressed.

The whole range has style, performance and handling. Our pick of the bunch is the Indian Chief Vintage because while it has the performance and handling of the other models, it has the biggest chunk of style in our book. n

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IBIKE STUFF PURE CUSTOM BELL Helmets has a funky old school model on the market which is right up the alley of all you hipster bikers out there, and for those who lack a bit of ‘cool’.

The Bell Custom 500 has all the safety items you’d expect on a top line helmet, and if you take a longer look at the writing on the helmet you’ll see it says, Here for a good time – Not here long time.

Says it all really.

FREE BREATHING BOXER DNA has a new Stage 2 Expedition filter kit to suit the 2013 BMW R1200GS K50/H2O The kit offers considerable airflow from the additional surface area and reduced restriction over the stock filter intake.

Real world advantages also come from the extended filter service intervals, the bucket shape and low profile design which eliminates dirt contamination of the intake manifold when removing the stock filter, and the lifetime guarantee.

PRICE: $165 AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

STYLISH AND HANDY

ALPINESTARS’ 18 litre Roving Backpack is a medium capacity backpack aerodynamically optimised for reduced drag while riding, A rugged accessory you can take anywhere, the Roving’s innovative A-Stream back panel features air channels and 3D mesh for superior airflow and comfort, while interior organiser pockets keep your personal belongings safe and secure. A rain cover also comes with the backpack.

PRICE: $99.95 AVA IL A BL E F ROM: All good bike shops MORE INF O: www.cycletorque.com.au/more

for a

PRICE: $169.95 AVA IL A BL E F ROM: Good bike shops MORE INF O: www.cycletorque.com.au/more

GET THE GASSES OUT

DRD has a new Stainless steel/alloy full system, the NS-4, for the 2014 Yamaha YZ450F. The exhaust represents countless ours of testing to ensure a product that continues the DRD tradition of improving performance, reducing weight and providing the end user with a high quality product that produces significant performance gains that have to be felt to be appreciated!

PRICE: Starting at $699.95 for a full system AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more INFORMATION FROM OUR ADVERTISERS

CYCLE TORQUE FEBRUARY 2014 - 77

IBIKE STUFF BON VOYAGE

THIS beautifully made and finished boot is now available in sizes up 50 to Euro.

Waterproof, real leather, great value European made boots with CE safety certification.

Plastic ankle protection, double density anti-slip sole and adjustable velcro and zip closure.

Any colour you like as long as it’s black.

PRICE: $245 AVA IL A BL E F ROM: Direct from Andy Strapz M O RE INF O : www.cycletorque.com.au/more

LEGIONNAIRE

WHAT looks tougher than a French Legionnaire? A Shark S700-S Legion graphic helmet that’s what.

It’s a versatile street helmet which is priced well, and has a host of great features, including the integrated UVA protective sunshield.

Available in sizes XS-XL. PRICE: $299.95 AVA IL A BL E F ROM: In good motorcycle stores MORE INF O: www.cycletorque.com.au/more

PAINLESS CONTROL

KAOKO motorcycle cruise control is a throttle controlling mechanism that enables the rider to secure their throttle to a desired opening or setting, whilst maintain full control of the throttle.

The Kaoko Cruise Control Kit consists of a simple, ingenious and robustly designed friction nut that is integral with a special Kaoko handle bar end weight.

Most installations simply require the removal of the OEM bar end weight and the fitting of the Kaoko Cruise control kit in its place.

Made for bikes with or without - OEM hand guards, Barkbusters or heated grips.

PRICE: $129 AVA IL A BL E F ROM: Direct from Cruising Bikers MORE INF O: www.cycletorque.com.au/more

GET ALIGNED

NO MORE messing about with strings and getting bad knees while you try to give your bike a wheel alignment.

The Sealey Laser Wheel Alignment tool takes the hard work out of the job, and it’s specifically designed for motorcycles.

It doesn’t matter what make or model you have, this laser alignment tool fits all.

Take the guesswork out of aligning your motorcycle wheels.

PRICE: $699 AVA IL A BL E F ROM: Direct from Bikes Connect M O RE INF O : www.cycletorque.com.au/more

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USED & REVIEWED WOW

THERE is something very visceral about travelling around on a motorcycle - the emotion, the joy of riding, being part of the scenery rather than just looking at it.

Perhaps only one thing can transcend this "gut feeling" that we motorcyclists enjoy about our machines and about travelling on them and that's doing it in far flung places.

All of a sudden the scenery you're looking at in Tibet, Asia, China, Mongolia is so startlingly different and mixed with the exotic aromas, geographic features, temperatures and people of other cultures that you know the trip down the Putty Road is never going to be the same again. The best way to get a taste for this is to watch the World on Wheels DVD which kindles that wanderlust. The six episode series follows the motorcycling adventures of Australian couple Mike and Denise Ferris who have made a business out of their passion for motorcycle travel. The DVD is great viewing and really does capture the spirit of some of the most awe-inspiring locations on the planet. It made me want to ride the highest road in the world in Kashmir and to be enveloped by the whirlwinds of the Moroccan sandstorms and to see the saltpans of Bolivia and what Aussie wouldn't want to see the real birthplace of our nation on the battlefields of Gallipoli. In fact this DVD, which is now finding an audience around the world won't just inspire motorcyclists to travel. It will also appeal to non motorcycle riders purely because of the exotic locations it features. it might even convert non-riders into riders, just so they can go to see these fabulous destinations for themselves.

The DVD is now part of the Cycle Torque online catalogue - it's time to whet your travel appetite.

– Dennis Penzo PRICE: $30 AVA IL A BL E F ROM: www.motobooks.com.au or 02 4956 9820 MORE INF O: www.cycletorque.com.au/more

USED AND ABUSED

DESPITE being a sports tyre which isn’t expected to notch up high mileages, the Pirelli Corsa Rosso II tyres fitted to our test-bed Suzuki GSX-R750 have lasted over 9000km.

The tyres were fitted on a bike that was used for daily commuting to work, a round trip of about 40km a day. On some occasions these trips involved runs up and down the freeway at decent speeds and they were used in all weather conditions, and for fun sporting rides, too. And let’s face it, in the last 12 months we’ve had every extreme from total inundation to sweltering heatwaves, so the mileage achieved is very good.

The Diablo family of tyres has been around since its 2002 introduction, and no wonder. The Pirelli blurb will tell you “Bi-Compound rear combines long-lasting mileage with excellent grip” - yep, check. And that the “Pirelli Enhanced Patch Technology (EPT) optimises the contact patch for improved grip” - yep, check. And then there’s “Functional Groove Design (FGD) to optimise wet behaviour” - yep, check.

Our test rider says he never once felt uncomfortable or in doubt as to how the Pirellis were going to perform. Total confidence were his words. Oh, and the photos of the back tyre? Well, even after all that hard work commuting on public roads, a quick session “in approved conditions” to smoke it up still left a hint of tread showing. Will he be looking to run Pirellis again in future?

You betcha!

– Denis Penzo

PRICE: Front $229, rear $319 AVA IL A BL E F ROM: All good motorcycle stores MORE INF O: www.cycletorque.com.au/more

MARKET TORQUE

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CYCLE TORQUE FEATURE

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Classic Style

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Brisan Motorcycles shows us how to put a bit of extra ‘verve’ into your Thruxton.

CYCLE TORQUE FEATURE

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Classic Style

YOU don’t normally get a dealer of new motorcycles customising their new bikes. Brisan Motorcycles in Newcastle is a Triumph dealer with some staff who are into the modified motorcycle scene.

the ride. Think a set of mufflers, maybe a small screen or a set of different handlebars and you would be on the money.

The Brisan crew wanted to go much further than that though. There are three main ‘looks’ people are going for when they seriously look at modifying a Triumph twin. Cafe Racer, Street Tracker (my favourite) and the stripped down ‘Bratz’ style of bike. Not surprisingly the three different styles originated from three different countries, Cafe Racer from England where owners wanted their bikes to look like road racers, Street Tracker from the good ol’ US of A, The Thruxton is a very cool looking bike straight out of the crate, with decent made to look like dirt track racer refugees, and ‘Bratz’ from Japan. In many power and very nice handling. When you normally see a modified Thruxton ways the ‘Bratz’ look is the most interesting because modifiers take parts from or Bonneville it’s usually a case of a few minor bits bolted on to personalise all sorts of different bikes to create their masterpiece. Some look good, some Eric Kruger is one of those guys, and he was able to talk the boss Clint Davis into letting him and the rest of the Brisan Motorcycles team loose with a brand new Thruxton. Now this obviously took a leap of faith from Clint who was about to open his wallet for a host of custom bits, but I think the result is one well worth the effort and expense.

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A second take: There’s a pretty eclectic blend of tastes here at Cycle Torque HQ.

don’t but it’s very much an individual thing as to whether you like one or not. With Cafe Racers and Street Trackers if you stay true to the time honoured formula you will be pretty right. If not you might produce some sort of orphan bike no-one wants to look at.

Advertising comrade Dennis Penzo has been riding Triumphs since the bitza ‘68 Bonneville he used to flog around Wollongong in the 1970s.

Enough of the history lesson though. Many riders don’t have the time, inclination or ability to start messing too much with their machines so for someone like Brisan Motorcycles to be able to build you a custom Triumph from new has plenty of appeal.

The smell of oil must have affected him because he’s still riding a Triumph although his current steed has a little bit better fluid retention, it’s an ‘07 T100 Bonneville done up a la old school with mini ape-hangers et al - oh well, there’s no accounting for taste.

In this case the crew started with a brand new and standard 2013 Thruxton and were looking at building a Cafe Racer. Look closely though and you will find there’s a bit of Street Tracker thrown in for good measure. Obvious changes were made, like the matt black paint job, the reverse cone megaphone mufflers – which sound grouse by the way – clip-ons, and rear sets. Look closer and you’ll notice the Avon Distanzia tyres which are usually found on adventure bikes, custom decals and the bobbed rear fender. Get inside the bike and you’d find upgraded suspension and airbox mods. All up the end result is a bike which goes and handles better than standard, sounds good enough to make you forget about anything else, and looks amazing. Think you’d be king of cool riding this bike? Yep, I reckon so too.

Here’s his take on the Brisan Thruxton: Cafe Racers are definitely a genre that float my boat so it was almost inevitable that the boss was going to put me aboard Brisan’s Thruxton creation.

Loved the riding position and the ‘bar-peg-seat geometry despite the fact that this Thruxton was aimed squarely in cafe racer territory. There’s nothing wrong with the standard peg and bars on a regular Thruxton, but if you want to capture the full essence of the cafe thing then this is going to do it for you.

This bike was built entirely in house using parts from Brisan Motorcycles suppliers and also British Customs and Joker Machine. It’s currently for sale at Brisan Motorcycles in Newcastle. You’ll find them at 250 Maitland Road Islington and can call them on 02 4940 8777.

If you want a custom and this bike isn’t entirely to your taste don’t fret, the Brisan crew can build you exactly what you want. But checking this baby out in the flesh will give you an idea what can be achieved with a bit of extra moolah, and lots of out there thoughts.

– Chris Pickett

The pipes do sound really good. I’ve got Staintunes on my Bonneville and they give the engine a nice deep burbling throb. The pipes on the Thruxton have that little bit more growl without being too obscene.

The seat was comfortable for the sort of distances that you would be doing on a bike like this.

Handling is definitely a step up from standard.

A lot of what you see is just that - what you see! It’s about the look and this Thruxton certainly has the look that turned heads during our test ride.

The missus has already warned me that I’m not allowed to trade the Bonnie in.

– Dennis Penzo

CYCLE TORQUE FEATURE

Classic Style CYCLE TORQUE FEBRUARY 2014 - 84

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1. Keep Moving – $29.99

The idea to travel the world on a motorcycle did not ‘come out of the blue’. Monica’s husband Simon had this dream for 30 years. The opportunity to go arose after their three children had left school and home. Monica had a motorcycle licence but no mechanical skills and very little riding experience. She didn’t even have a motorcycle. At the end of a focussed year of preparation sandwiched between two busy jobs as a social worker she was more or less ready to go.

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

For many motorcyclists, the most popular part of a cycle magazine is the question-andanswer section dealing with maintenance, modification, and setup how-to information.

The Motocross and Off-Road Motorcycle Setup Guide eliminates guesswork by providing setup and maintenance information every rider needs in a series of step-by-step photo sessions and to-the-point chapters.

7. How to Ride Off-Road Motorcycles – $39.99

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

Off-road riding is one of motorcycling’s most popular pursuits and also one of its best training grounds for improving street-riding skills. Off-road riding takes many forms, from motocross and enduro racing, to dual-sport day trips, to trail riding, to adventure tours.

No matter the specific pursuit, all dirt riding (and much street riding) shares the same basic skill set.

3. 365 Motorcycles You Must Ride – $24.99

8. How your motorcycle works – $19.99

2. WORLD ON WHEELS – $30.00

These 365 must-ride motorcycles range from classic gaslight-era bikes, racers, and modern sportbikes to oddities that have to be ridden to be understood (or believed). From the 2007 Ducati 999R to the 1909 Harley-Davidson Silent Grey Fellow, promising hours of entertainment to any motorcycle enthusiast.

A jargon free step-by-step guide to how a motorcycle works, with clear cutaway illustrations. Fully explains the variety of engine and transmission systems and increases the overall understanding of motorcycles.

4. The Old Mechanic – $17.00 – signed

Superbikes and the ’70s, by Dave Sheehan, captures the spirit of those heady days. It tells the story of a Britain emerging from the dull, grey years of post-war austerity into the colourful, gritty and psychedelic reality of the ‘70s. Despite a backcloth of dubious fashion, rampant inflation, oil embargoes and wild-cat strikes these lightning-fast, chromium-plated polychromatic motorcycles suddenly became affordable in an age of full employment. For motorcyclists the ‘70s meant reliable, beautifully-designed machines delivering record-shattering performance!

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

5 Sportbike Suspension Tuning – was $34.99 now $29.99

Sportbike Suspension Tuning covers the basics - setting static sag for your weight - as well as more subtle and advanced adjustments, such as how to optimize rear-end squat.

A comprehensive discussion on chassis geometry, suspension technology, and the many interactions among adjustments helps demystify suspension tuning.

Andrew also explains how to analyze various handling symptoms and make adjustments to correct them. Plus, he offers specific setup techniques for both the street and the track.

9. SuperBikes and the 70’s – $49.95

10. How to Tune and Modify Motorcycle Engine – $34.99

From electronic ignition to electronic fuel injection, slipper clutches to traction control, today’s motorcycles are made up of much more than an engine, frame and two wheels.

And just as the bikes themselves have changed, so have the tools with which we tune them.

CYCLE TORQUE FEBRUARY 2014 - 88

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11. Race Tech’s – $49.99

Based on Thede’s world-famous Race Tech Suspension Seminars, this step-by-step guide shows anyone how to make a bike handle like a pro’s.

12. Adventure Motorcycle Maintenance Manual – $36.95

This book is the definitive guide to keeping an adventure motorcycle running the way it should. Written for the rider who wants to be self-reliant while on the road, the book takes the reader through a series of practical, hands-on techniques designed to keep the bike in peak riding condition.

13. Weekend Warriors 1 & 2 – $44.95

About five years ago Shaun, Andy and I (Jake) started to run out of places to ride.

We were sick of riding the same places time and time again so we decided to pay a visit to the Melbourne Map Centre in Chadstone to see if there was a guide book on the subject. Much to our surprise there was nothing to be found. Sure there were heaps of 4WD and Mountain Bike books but, alas, no trail bike books. The guys in the shop were also surprised, as they had had a lot of enquiries from other trail bike riders.

This gave us an idea....... Why not write our own book?

And that is exactly what we did!

14. The Last Hurrah – $45.50

16. BMW Cafe Racer – $39.99

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

17. Four-Stroke Motocross and Off-road – $34.99

This thorough how-to manual helps the off-road motorcycle enthusiast get the most out of their machine. This one-stop reference covers everything from basic maintenance to performance modifications, including: • Engine rebuilding• Transmission rebuilding• Clutch repair and rebuilding• Big-bore kits• Cam kits and valve timing and tuning• Tuning stock suspension• Suspension revalving and kits• Jetting and tuning carburettors• Tuning electronic fuel injection• Wheels, tyres, and brakes• Chains and sprockets• Cooling systems • Electrical systems

18. Harley-Davidson Museum Masterpieces – $24.99

Ask just about any motorcycle fan, and they’ll tell you that Harley-Davidson builds the ultimate motorcycle. And the motorcycles housed in Harley-Davidson’s Archive Collection represent the best of the best.

19. Italian Custom Motorcycles – $39.99

From Beijing to Arnhem, Des Molloy and Dick Huurdeman rode a 40-year-old Panther and a 50-year-old Norton halfway across the world in a trip which was part odyssey, part idiocy. This is the great story of the trip.

Many books have been published about Italian motorcycles, but none has focused exclusively on the Italian motorcycle-based chopper, bobber, trike, and quad custom bike scene – until now.

15. Sport Riding Techniques – $34.99

The story of the Triumph Bonneville - its conception, design and production, how it compared to the competition (British and Japanese), and how it was seen at the time.

A fascinating history of a British icon.

To get the best out of modern motorcycles you need to develop your own performance. This book, written specifically for sportsbike riders, provides you with the tools and techniques to ride faster, safer. Whatever your current riding ability, this book will help you improve. Forward by Kenny Roberts, softcover, 130pages.

20. The Triumph Bonneville Bible – $69.99

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SHOP TORQUE

D Moto (does d business) Although specialising in Ducati motorcycles, D Moto can and will look after you regardless of what brand you ride D Moto has been in business for five years, specialising in the service and repairs of Ducati motorcycles, regardless of how old or new they are. D Moto owners Shaun Sutcliffe and George Tamine have around 50 years of combined knowledge of the Ducati marque.

This expertise in the Italian brand has been garnered through working with some of the most well known Ducati experts in Australia, and both George and Shaun also worked for the Australian Ducati importer for many years before deciding to go on their own to start D Moto.

"George and I are passionate about motorcycles in general," said Shaun. "Sure, we specialise in Ducatis whether it be an old bevel single or the latest Panigale, but we also are service agents for Bimota, Benelli and Buell EBR motorcycles. An example of the variety of work we do can be seen in the 1950s Norton engine on the bench and the late ’80s Yamaha FZR1000 classic race bike sitting on the stand," added Shaun.

"Both Shaun and I worked with Ian Gowanloch at one stage," said George. "I did my apprenticeship under Ian and around 2000 went to work for Fraser Motorcycles doing factory training, and also went to America with Arthur Davis to help the Advanced Motorsports race team who were racing Ducatis at the time. On the home front Shaun and I have also helped prepare Craig McMartin's race bikes in the past."

Shaun has had quite a varied working life in the automotive field. "I did my apprenticeship at Waggott Engineering as a fitter and machinist. I also spent four years at Kawasaki Australia and was one of the race team mechanics in 1992 when Mat Mladin was riding for Kawasaki.

"From 1995-1999 I was working with Arthur Davis on the Ducati factory race team, with Steve Martin, Shaun Giles and Craig Connell riding for the team at various times. When the team disbanded I took a role with NF Importers taking care of dealer support, after sales and technical training.

"George and I were already good friends and the time became right to branch out on our own," added Shaun.

D Moto actually built Cycle Torque's Ducati 848 and 851 race bikes which we took to the Isle of Man last year. Shaun came with us to look after both machines so we can attest to the expertise the team there has. Just taking a look around the shop we saw everything from a Bimota DB8 getting a service to a Ducati Darmah being restored, a 1098 Ducati race bike being repaired to a bevel drive 750 Sport being fitted with modern wheels as a custom project.

If you have the machine, they have the knowledge. D Moto is situated at Unit 4/3-5 Harbord St, Clyde, just off Parramatta Rd near Granville in Western Sydney.

You can give the guys a call on (02) 8677 9120.n

TECH TORQUE

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Australians are still more than capable of innovation and manufacture as the work of Motorcycle Cruise Control proves.

INNOVATION MEETS PASSION The Honda F6B Goldwing awaits attention.

Template for a new bracket.

Diagnostic unit on the test “mothership”

Servo motor, usually hidden under fairing.

TECH TORQUE

CYCLE TORQUE FEBRUARY 2014 - 93

BROTHERS Frank and Tony Guymer are the brains, and the last 10 years - especially in the introduction of pollution on which it is to be fitted. sweat, behind the Motorcycle Cruise Control company. control systems, fly-by-wire, fuel injection, engine mapping, Cycle Torque went out with the team and test rode several Frank's background is mechanical engineering and etc. bikes fitted with their unique cruise control systems - a electronics, although he's quick to point out that the The increasing size of throttle bodies also has affected how Suzuki VStrom and a Yamaha TDM 900. electronics part of his skills is more hobby, rather than the product has developed.

The control unit on the left-hand side of the handlebar formal training.

When Cycle Torque visited their Melbourne based grip is only a small panel with three buttons which basically "It's more of a hobby and a passion and with that kind of operations (see, we do still have a manufacturing industry covers On, Off, Decrease and Increase (which you can do at thing you learn a lot of things as you go," he says. in Australia and these guys export their product too!) we 2kmh increments).

Tony's background is as a metallurgist and in meteorology found the team had stripped down a new Honda F6B The system itself works very smoothly and we tested and environmental pollution control.

Goldwing for a client who wanted a cruise control system it through city traffic, freeways and even in some They started building motorcycle cruise control systems in fitted. mountainous twisty terrain so that we could get a real sense 1996, basically adapting car systems for bikes and they did Tony and Frank are also appreciative of the support they of what the cruise control unit could do especially in uphill that for a few years. get from certain dealers in Melbourne such as Mick Hone and downhill situations.

From 2002 onwards they started designing their own units Motorcycles as well as some of the major manufacturers The response is very smooth and precise and there is none from scratch - software, hardware, everything. including Yamaha, Honda and Triumph. of that sudden jolt or lag that some other systems produce.

"Those early car units didn't have relay protectors, filters, "Triumph in particular have been very supportive and Lots of the safety development that has gone into these high voltage spike protections or buffers," explains Frank. give us open slather on any bike we want to develop a units means that riders can have the confidence that the "And with 100+ horsepower bikes those kinds of things system for," says Tony. units will disengage when you want (either through become very very important from a safety perspective. And A basic unit for your bike can cost from $950 to $1200 braking, pulling in the clutch as well as using the control to us, safety is paramount," Frank says. depending on the model, age and sophistication of the bike button).

The only things that survive in their Cycle Torque also had a chance to ride current units from the car cruise control one of the Motorcycle Cruise Control systems is the vacuum throttle servo and testbed bikes that was fitted with 7. one speed sensor. Recently they started special monitoring systems that covered Internal developing an electric servo motor for their everything from GPS positioning, engine connector pins. units. performance, cruise control diagnostics So as their product developed they sort of like NASA, but on two wheels. poured more and more effort into refining In terms of savings, in both fatigue and 1.

6. everything they'd designed themselves. fuel economy, we can understand the Input signal Output drivers: Tony often gets up at 4am so he can get appeal of installing a Motorcycle Cruise processing for lights, buzzers, out on his testbed bike with minimal traffic Control system - especially on the big brakes, clutch, throttle server. around to distract him as he fine tunes the cruisers that are now so popular. Of course speed signal, Motorcycle Cruise Control systems. there are more uses for motorcycle cruise engine speed.

So far the brothers have spent more than control systems than just motorcycles.

5. $1million and 15 years of development The company's website - www.mccruise.

Power Supply which never stops! com - is an interesting place to get a good for clean reliable Apart from the electronics issues in look at their products and the unique 2. power to the rest of fine tuning their product there are also applications that they can service such Cruise safe the cruise unit. other things that they need to take into as speed-limiters for recreational and relay unit. consideration such as fuel mixtures. commercially used ATVs, tractors, trikes "In the USA one of the fiddly problems and motorcycles. is fuel mixtures containing corn-based There are also customer support videos, 4.

Microprocessor ethanol which can make a shutter in the testimonials and a list of the models of 3. that does all the solenoid stick, especially if bikes are put bikes that can have units fitted to them.

Input filter opto work- effectively in storage for some time, which often You can also email them on sales@ coupler protects the computer. happens in some American states with mccruise.com or even ring them on (03) against high Everything else is for severe winters," Tony explains.

9808 2804. n voltage or current signals in, signals Another of the biggest challenges facing spikes. out, power supply. the Motorcycle Cruise Controls team is the changing technology in motorcycles over

QUAD TORQUE

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A smarter choice

SAFETY FIRST

The variety of ATVs on the market opens up the choices for farmers.

EVER since the first Land Rover came on the market in the 1950s, and then the Toyota Landcruiser not long after, farmers flocked to them as transport around their landholdings and into town for supplies. In one instant those working the land could go many places on their properties that had previously required a horse to be saddled up and ridden.

Over the years the 4WD ute or twin cab started to take over but then ATVs started to gain favour as cheap transport around the farm. Of course they are limited in their carrying capacity and so on but before long the humble ATV could be found on many farms around Australia.

Then the side-by-side UTV or ‘Utility Vehicle’ was developed. Instantly farmers could buy a vehicle which could take two people in comfort, carry a decent load, and even tow a small trailer. They could go places a 4WD would struggle, were cheap to run and took up less room in the shed.

UTVs are sold by the hundreds every year in Australia, and the vast majority are to either

farmers or business requiring a work UTV. Of course there are some fantastic sports UTVs on the market but Australia’s registration laws (different in each state) make it almost impossible to register a UTV or ATV unless it involves very strict conditions and is used in only a small number of specific use zones. That said, if you ever get a chance to drive a full on sports UTV then take it, they are a thrill a second.

Recently we came across an ATV which is one of the best we’ve seen with regards to equipping it for work on the farm. This particular unit is a 2013 Arctic Cat HDX700 which retails for $18,990.

The owner of this Arctic Cat has a large property and has equipped it and two other UTVs on the property for specific jobs. One could be fitted out for fencing work, while another has a generator, welder and pressure washer in the tray. According

The FCAI gives Cycle Torque’s readers some great tips on keeping children safe on ATVs this holiday season

to the owner, the UTV gives him and his staff easier access to parts of the property compared to a 4WD and are easier to use overall.

The UTV shown is fitted out to deal with livestock issues and the dangers pests pose to them. You’ll see there are two firearms and a radio fitted but there are a number of accessories which make life much easier according to the owner. It’s fitted with a two-stage screen, a roof and a back wall. Another UTV has a winch fitted too. So, regardless of the weather or most terrain, this UTV can be put to work at a moment’s notice. And by the look of it, it’s earning its keep.

Arctic Cat do make a huge number of accessories for its ATV and UTV range, and fitting out the UTV with the screen, roof and back wall cost the owner around $1400. There’s no doubt more people looking for usable work vehicles are turning to UTVs, and even though the cost is higher compared to an ATV, their ability to carry more, and the fact they drive much like a small automatic car is winning plenty of buyers over.n

KNOWN safety practices, training and supervision help keep children safe when using ATVs. Summer holidays are a great time for children to be active and enjoy the outdoors. In regional and rural areas, this can mean riding an age appropriate ATV. “As the holidays begin, I encourage all ATV users, especially parents and children, to follow known safety practices when using ATVs. This includes wearing a helmet and protective equipment, riding the correct sized ATV, not carrying more than the approved number of passengers, and not using an ATV on terrain or in applications for which it is not suited,” Federal Chamber of Automotive Industries Chief Executive Tony Weber said.

“The FCAI also stresses that children under the age of 16 must only ride specifically designed and labelled age appropriate ATVs and never be allowed to ride adult sized ATVs. Parents should always supervise young riders and ensure they only ride in areas suitable to their vehicle and skills.

“Users should also be conscious that many ATVs are single rider only vehicles.

Carrying passengers, particularly children, even for a short distance can be dangerous.”

“Before using a new ATV, parents and children should take time to understand the vehicle by reading the safety manual and watching the safety video provided with the ATV,” Mr Weber said.

“Parents and children should also undertake training.” n

CYCLE TORQUE INTERVIEW – KYLE MIDDLETON

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Tripping the rock fantastic Kyle Middleton, trials extraodinaire, not a name you might easily recognise but arguably Australia’s best trials rider

KYLE Middleton doesn't make a living out of trials riding, not like some of the European superstars he's taken on in the world championship over the last couple of years. He has the usual financial struggles like the majority of us, including getting himself overseas for a limited number of the World Trials Championship, but his talent and desire to make it to the top set this young man apart.

Cycle Torque caught up with Kyle fresh from his 2013 Australian Trials Championship win to see how his trials career has progressed so far and what his plans are for the future.

"I won a couple of junior trials championships, and then in 2006 I went overseas for the first time to train under one of the world's top riders," said Kyle.

"In 2007 I represented Australia for the first time at the Oceanic Championships in New Zealand.

"I've won every NSW championship since 2007 but on the Australian scene it's been a few tough years for me. I've been right near the top but every year at the Australian Championships I've had something go wrong in some way or another. I'd turn up at the Australian Championships having basically won everything all year but then I'd put too much pressure on myself and struggle.

"In 2012 I started to really work on the mental side of things.

That year we had the first Australian round of the World Trials Championship down in Maldon in Victoria. On both days I was the best placed Australian, then I went on to ride about half of the world champs. I scored two top 10 places, and top 15 the rest of the year.

"In 2013 I took on the world championship more seriously, competing in 9 of the 10 rounds, managing to get a few top 10s again. Towards the end of the year I struggled and didn't ride as well as I had been, finishing the championship in 16th."

It's one thing competing in Australia but the world championship is an altogether higher level of commitment physically, mentally and financially.

"The Australian Trials Championship is a one weekend event, in 2013 it was in Bendigo, the first year I won the event outright. It was a big moment.

"I'm basically self funded but I do get more support each year from the Gas Gas factory and others sponsors. Gas Gas offers mechanical support but I have to supply my own

bike and get myself to each round. I'd be working full time between rounds, spend a week and a half away, come back for work, then fly back again. It's very difficult. I have been able to stay with other friends in Northern Spain which has been a big help for travel and training.

"A couple of weeks ago I was made redundant from my job due to the mining industry cut backs. It's going to be more difficult but I still want to do the 2014 world championship.

All of the European factories are really struggling with sales so there's less money to go around.

"I'm reasonably well supported with bikes and gear but it's the travel, flights, driving, accommodation is what kills you cost wise."

The world's best riders stand apart for a variety of reasons.

The top five world guys are really special. I don't think there's anyone in Australia with that sort of ability. But they are recognised as being the hardest trainers too. They have been riding trials since they were very young, train fulltime and compete nearly every weekend. By the time they are 12 or 13 they have competed at very high levels They promote the sport overseas too, like taking a travelling road show to a town, cordoning off a part of town during the day to put on a demonstration. Kids at school will be out watching. The sport is just bigger.

"There's guys I know I can beat but I just don't have that competitive edge they get from competing all the time. The best Japanese riders have gone to Europe when they were young to train and compete, and you really have to do that to have a chance.

"I've gone well at the American rounds of the world championship, part of this I think is because the European riders are out of their comfort zone, just like I am when I'm in Europe."

Is the future of trials in Australia on the up?

"I've work with the Gas Gas trials Australian importer, The Hell Team in Sydney. They have been a huge help to me and they push the sport really hard. We've started the Australian Trials Academy which allows you to come along to try trials for a day, and we supply everything. It's been great so far and we want to expand it but getting available land isn't easy."

– Chris Pickett

CYCLE TORQUE FEBRUARY 2014 - 96

LETTERS

WRITE A LETTER!

WIN A GREAT PRIZE

This month Russell Ullbricht has won an Airhawk mid-cruiser seat for his bike, valued at $159. Airhawk seats make riding a lot more comfortable by putting a cushion of air between you and your bike.

Check out www.airhawkguy.com for more information.

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

Three wheelers

Firstly I must congratulate you and your team on a first class magazine. Always up with the latest and always full of relevant information.

If there is one criticism I could make however, it would be that I am still yet to see the inclusion of the Can-Am Spyder amongst the leaves of your glossy magazine. It is registered as a motorcycle in most states of Australia,in fact a motorcycle licence is required to ride one.

Both my wife and I have been riding them since their early introduction back in 2008 and have seen many changes to them and to their acceptance over the years. Indeed the enigma that surrounds these ‘bikes’ is part of the mystery. Nobody quite knows how to categorise them as can be illustrated with the different states having different registration policies.

My wife is currently riding a 2012 RS-S SE5 model and I am now riding a 2013 RS-S SE5 model.

I believe these should be included from time to time if only to create conversation as they surely will. I am sure that many people will have their ideas as to what they are, how they perform compared to a ‘normal’ 2 wheeler, both in sports and as a tourer, and basically gain greater awareness of them.

Cheers and keep up the good work.

Steve Martin Hi Steve Cycle Torque has ridden the first Spyder (July 2008), the SE5 (December 2008) and the RT Roadster (April 2010). The latter test is available to read on our website and a PDF of the issue can be read online or downloaded.

It’s been a while, so expect to see a test of one of the current models soon.

– Chris Pickett

Recognition

I enjoyed the write up on the Oxley. I love that road and enjoyed reading the report. I write though not as a rider but in my capacity as the Director of Wyong Council’s Engineering department regarding your kind words about Yarramalong Rd. Yes it used to be a poor road but we’ve spent considerable funds in recent years to fix this and a number of other roads in the shire. We don’t get too many compliments so it’s great to get some recognition. Thanks.

As a bit of an aside, a lot of Councils don’t have the funds (Dungog would be one you’re familiar with) to repair or upgrade country roads so go easy on them too.

Greg McDonald Director Infrastructure and Operations Wyong Shire Counci

Suitable attire

I noted the picture of the police officer in a recent Editorial column is not wearing a jacket.

I often wonder when I see them on the road why some ride in a short sleeve cotton shirt. I have been riding for over 40 years and wouldn’t even go to the corner shop without a jacket let alone ride all day without one.

NSW police officers have access to some of the best protective gear free of charge (or I should say paid by our taxes). Apart from the safety aspect, which should be paramount, surely there is a requirement for the police force to provide a safe working environment for their employees. I know if there is an accident in my workplace and it is found the employee wasn’t wearing appropriate safety wear, Workcover would come in and the company fined, even if we provided the safety gear and the employee wasn’t

K C A B I G N I U Q TO R

wearing it. Would the Police Commissioner be held responsible if an officer comes off and is seriously injured because they weren’t wearing the protective clothing provided? Come on fellas you should be setting the standard of correct wear. If it’s too hot to ride with a jacket, it’s too hot to ride.

Peter Shea Hi Peter As an ex-police motorcycle instructor I always wonder myself why police riders often do not wear jackets. Your comment police have access to the best equipment is funny though because for many years we had to ride in jodhpurs and a very thin leather jacket. What a joke, luckily I never crashed in them. Now I think the riding equipment is much better. Anyway, back when I was an police instructor we would never allow a student to ride without all the protective gear, regardless of the weather. Sure I get the hot weather thing but it was never for me to blast along the freeway or in traffic without wearing the full kit.

– Chris Pickett

Service

Bravo Chris on your recent Editorial. I do hope that all the motorcycle shops read your comments and pull their socks up, at least those complaining about the freeloaders. The professionalism demonstrated by the good shops are the reason why we keep coming back. Bad service and experiences from an authorised dealer has lead me back to another workshop where the service is exemplary and I am not treated like an idiot. I will spend where I am valued.

Russell Ullbricht

CYCLE TORQUE FEBRUARY 2014 - 97

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