Cycle Torque July 2014

IN THIS ISSUE

CYCLE TORQUE JULY 2014 - 2

CYCLE TORQUE is now available on your iPhone in addition to the iPad, and if you’re reading this on your iPhone, welcome!

The iPhone and iPad have been two of the most successful new products ever made, and part of the reason for their success has been the high quality screens which help to make Cycle Torque look so good and be very easy to read - and if that isn’t enough, pinch and zoom is enabled now, so you can get in close to the words and pictures.

Pinch and zoom is part of the update which has brought Cycle Torque to the iPhone, so regular iPad users will find the navigation of the app a little different - even easier to use.

This issue features lots of bikes, products and features, many with 360-degree views, slideshows and embedded video.

Your ratings and reviews have made Cycle Torque the most popular motorcycle magazine available on the App Store, but when we do an update those reviews and ratings are archived, so please have a look through this version, rate the App and write a review. If you’re having problems with the app you can email support@ cycletorque.com.au and we will help - we can’t respond to problems posted as reviews on the app store.

If you subscribe through the App each new issue will download automatically.

– Nigel Paterson publisher@cycletorque.com.au Special note: You might want to turn off Cellular Data for Cycle Torque - the downloads can be quite large and we don’t want you using up all your data allowance and possibly running into surcharges simply for downloading Cycle Torque - turning off cellular data will force the device to download the issues over WiFi only.

Back issues: The back issues will work on the iPhone, but they were designed for the iPad, so you may need to use pinch and zoom to read it all. Future issues are being designed for the different devices.

CONTENTS

CYCLE TORQUE JULY 2014 - 3

REGU LARS

RIDDEN DUCATI 1199 PANIGALE & PANIGALE S

BMW R NINE T LAUNCH

TEST

28

37

05 NEWS TORQUE 20 SMALL TORQUE 23 EDITORIAL 24 DIRTY TORQUE 25 RACE TORQUE 26 GUNTRIP

HARLEYDAVIDSON SWITCHBACK TEST

46

KTM FREERIDE 250 R & 350 TEST

54

78 MARKET TORQUE 74 BIKE STUFF 77 USED & REVIEWED 85 BOOK SHOP 87 TORQUING BACK: LETTERS

FEATU RES

MOTO GUZZI LONG TERM

63

ELECTRIC SUPERBIKES

66

QUAD TORQUE

81

CYCLE TORQUE JULY 2014 - 4

NEWS TORQUE

CYCLE TORQUE JULY 2014 - 5

Friendly Fighter EBR’s aggressively styled 1190SX street fighter was recently unveiled at the Indianapolis Motor Speedway in the USA. Erik Buell’s long standing vision of introducing evocative and powerful American designed sports motorcycles has once again been captured in the 1190SX. Bearing the style cues of a street fighter it adopts a more upright seating position, distinctive headlight assembly, and some small component updates.

Performance modifications are expected along with optional accessories.

The 1190SX will carry over many of the innovative features from the 1190RX, including the full monocoque aluminium frame, perimeter front disc brake, hubless wheels and a handbuilt 72º V-Twin engine.

The 1190SX will come in three colours, black, white and red. The full specifications and accessories are expected to be announced before the 4th of July.

Production is currently underway and delivery to Australia is expected in the last half of 2014. n

NEWS TORQUE

CYCLE TORQUE JULY 2014 - 6

Mid Monster

DUCATI has unveiled a brand new Monster 821, a mid-size entry for the third generation of the iconic naked model.

The 821 follows hard on the heels of the successful unveiling of the new generation Monster 1200 at the Milan International Motorcycle show in November.

Having delivered over 290,000 Monsters since the original concept more than 20 years ago, the essential new model maintains its stylish character using the new chassis and muscular styling of the Monster 1200, designed with premium components fully integrated with Ducati’s latest technologies.

Powered by the latest edition of Ducati’s highly successful 821 Testastretta 11° engine, the highly accessible new Monster combines 112hp and 65.9ft-lb of torque with an impressively lightweight 179.5kg – 395.7lb (dry weight) overall package.

High-spec brakes, excellent suspension and stylish componentry merge with Ducati’s best-yet ergonomics to offer the Italian manufacturer’s most attractive mid-range Monster ever. Super comfortable and with an innovative adjustable seat height, the model also combines 8-level traction control, 3-level ABS and 3-level Ride-by-Wire into Ducati’s user-friendly, press-button Riding Modes.

Available in Ducati Dealerships from August 2014 onwards, the Monster 821 Dark is presented in dark stealth with black frame and black wheels, while the Monster 821 is dressed in Ducati red with red frame and black wheels or star white silk with red frame and matte red wheels.

Both red and white liveries are equipped with colour-matched single-seat covers. Pricing will be released closer to the arrival date. n

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NEWS TORQUE

CYCLE TORQUE JULY 2014 - 7

Harley Streets ahead THE Yanks are no strangers to giving their Harley-Davidsons a flogging on race tracks, hillclimbs, board tracks, beaches and even ice.

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

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

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

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

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

After all, the company has had an official H-D Factory Racing team in existence for 100 of its 111-year heritage.

After scorching the ice at ESPN’s X Games Aspen, the new Harley-Davidson Street 750 has kicked up the dirt – and the action – with an adrenaline-fuelled Flat Track exhibition race at the X Games in Austin.

Just weeks before the new bikes begin to arrive at US dealerships, the exhibition race featured reigning AMA Pro Flat Track Grand National champion Brad ‘the Bullet’ Baker on the Street 750 – the first all-new motorcycle platform from Harley-Davidson in 13 years.

“The action-packed environment at X Games Austin fits perfectly with the attitude and identity of the new Street motorcycle,” said Dino Bernacchi, Director US Marketing, Harley-Davidson Motor Company.

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

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The latest additions to the Dark Custom line-up, the Harley-Davidson Street 750 and Street 500 - the latter of which will be available in Australia and New Zealand - feature the all-new liquid-cooled Revolution X engine, housed in a narrow and lean chassis built for agility.

New suspension and a broad handlebar sweep also feature – along with a minimalist style that serves as a blank canvas for riders to customise their own sense of personal freedom.

In addition to the motorcycles, Harley-Davidson will offer more than 100 Genuine Motor Parts and Accessories to help customers to make the Street their own.

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The Harley-Davidson Street 500 is expected to reach Authorised HarleyDavidson Dealers in Australia and New Zealand from early 2015. n

NEWS TORQUE

CYCLE TORQUE JULY 2014 - 8

RSV4 Special Edition Series SPECIALISING IN DIRTBIKES, ATV’S & KTM ADVENTURE BIKES SINCE the launch of Aprilia Racing’s 2014 World Superbike Team at Phillip Island in February there have been many requests for a Race Replica of the team’s stunning and unique Chrome livery.

As there are no plans by the Aprilia factory for a Race Replica RSV4 in 2014, John Sample Automotive has developed a different approach which may be even more broadly appealing than the Race Replica livery itself.

The RSV4 Chrome/Alloy Series allows customers to ‘choose’ how they want their personal RSV4 to be decorated. The customer can choose between two different styles – Chrome or Alloy and order their bike through their Aprilia dealer.

The chosen design will then be especially assembled and delivered to the dealer. Lead times will apply so speak to your Aprilia dealer to confirm the delivery timing.

“The concept developed by our design team was to work with the current styles of the RSV4 range and use highlights to create something unique which ‘reflects’ the Aprilia Racing Chrome race bike styling,” said John Sample Automotive General Manager Kris Matich.

AUTHORISED DEALERS FOR: KTM, POLARIS, HUSABERG

“The initial idea was to come up with one concept but we couldn’t choose between the two final materials so we thought why not let the customers choose which one they like best?”

Each Aprilia dealer has an RSV4 Chrome/Alloy colour pallet which shows a sample piece of both Chrome and Alloy options available. The Special Edition Chrome and Alloy RSV4’s will only be made to order with delivery expected to take 2-3 weeks.

The Chrome and Alloy series is available on both models RSV4 Factory and RSV4 R. The cost for either option will be just $500 incl GST on top of the normal cost of your chosen model.

The range iof options offered will be RSV4 Factory Alloy, RSV4 Factory Chrome, RSV4 R

(red or black) Alloy and RSV4 R (red or black) Chrome. n

PH: 02 6882 8884

11 VICTORIA STREET, DUBBO, NSW MMMOTORCYCLES@OZEMAIL.COM.AU

PLUS A RANGE OF USED DIRT BIKES & ATVS

NEWS TORQUE

CYCLE TORQUE JULY 2014 - 9

Sherco Factory models arrive SHERCO’S 2T and 4T Factory Spec race bikes are available for the first time ever in Australia.

Sherco Australia Director, Michael Poynton says the 250cc and 300cc two-stroke and a 300cc four-stroke models are likely to sell out quickly.

“Because the bikes are produced in such limited quantities, this is the only factory spec shipment destined for our shores this year,” he said.

“Customers looking for a high end race bike that looks and performs differently than anything else on the market will be impressed with the range of Sherco machines now available in Australia,” he said.

The 250 and 300 2T feature FMF Gnarly Exhaust and muffler, two-stage ignition map setting, WP suspension, Brembo brakes, factory decal kit, factory race seat with waterproof document pocket, clear tank, AXP bash plate, solid rear disc and electronic power valve.

The factory spec 3004T features mostly the same line-up of goodies except it has an Akrapovic exhaust and muffler. n

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

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NEWS TORQUE

Trans Australia charity ride

A GROUP of adventurous motorcyclists are undertaking a trans-Australia charity ride for SIDS and KIDS. The not-for-profit charity provides free professional support to bereaved families and anyone affected by the sudden and unexplained death of a baby or child. It only gets three per cent of its funding from the government.

The riders will depart from Byron Bay (the most easterly point in Australia) on Saturday, August 9 and head for Steep Point, WA, the most westerly point in Australia.

This is the ride’s fourth year, having raised more than $90,000 over the past three years. The riders raised $35,000 last year. 100 per cent of all money raised goes directly to SIDS and KIDS and donations over $2 are tax deductible.

So far there are 12 registered riders as well as support vehicle and medic with all riders funding their own way across the country. n

CYCLE TORQUE JULY 2014 - 10

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NEWS TORQUE

Mean Streeter

YAMAHA’S MT-09 naked roadster has made an impact in Australia since its release last year. The looks are distinctive, and while not to everyone’s taste aesthetically, the 850cc inline three cylinder engine is a sweet unit, and the overall feel of the bike is pure fun, whether you’re out for a day ride or just commuting.

Yamaha has now released the bike in Europe in Street Tracker form, with a unique matt finish on the frame and bodywork, alloy front and side number boards, two tone seat and wider footpegs.

The understated look continues to the wheels, there’s knee pads to brace yourself, a short carbon front guard and billet handlebar risers.

We think it makes the ugly duckling MT-09 look awesome, and if you fit the accessory Akrapovic high mount muffler it will look the ducks guts.

Unfortunately Yamaha Australia isn’t bringing the Street Tracker in as a stand alone model but you can buy as many of the factory accessories as you like to make your own version.

At $11,999 the MT-09 is great value, so it’s not hard to justify spending a bit more to make your Street Tracker. n

CYCLE TORQUE JULY 2014 - 11

N O O S G N I CO M CYCLE TORQUE JULY 2014 - 12

More information 02 4956 9825

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NEWS TORQUE

CYCLE TORQUE JULY 2014 - 13

More Special Deals HOT on the heels of last month, there are some more great deals out there for the smart buyer.

Some of these deals are until the end of the financial year, so you’ll have a few days after this issue of Cycle Torque hits the bike shops and bike friendly cafes to get into the dealerships and get your hot deal.

Indian Indian Motorcycles is offering free on-road costs when you purchase a new Indian motorcycle. If you want some old school cool, but with a modern heart, it’s hard to go past one of the new Indians.

Benelli The team at Urban Imports are really going places with Benelli. There’s a wide range of new machines available, including LAMS versions.

If you buy a new TNT and TreK before June 30, 2014, you’ll get $1000 worth of genuine accessories for free.

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Buyers will have the choice of dressing up a TNT 899, TNT 1130 Café Racer, TNT 1130R, TreK 1130 or TreK Amazonas 1130 with the latest Benelli made componentry, luggage, touring or race style accessories or riding gear which could include the stylish leather Giacca Race Jacket.

Now the dream of owning one of the most revered Italian marques is made possible by paying as little as $14/day for the TNT range or $15/day for the TreK range with 0% deposit.

Sherco Seeing we’re on a roll with some pretty special motorcycles, check out the Sherco Enduro range of two and four-stroke machines.

If you purchase one before September 30, 2014, you’ll get a free factory race tent.

Go to www.cycletorque.com.au/more for more info on these deals. n

Ii— Indian Chief VISIT OUR WEBSITE FOR YOUR CHANCE TO WIN A SIGNED, LIMITED EDITION MOTORBIKE PRINT OF AN ALL-TIME CLASSIC!

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NEWS TORQUE

CYCLE TORQUE JULY 2014 - 14

Honda ups ante for 2015 MX racers HONDA, known for innovation for many years, has revised its CRF250R and CRF450R motocross racers for 2015.

Honda’s latest CRF250R is more reflective of the technical specifications and philosophy of its largercapacity sibling, the CRF450R, with both chassis and engine upgrades.

Although the sixth-generation aluminium twin-beam frame is unchanged, a new lower cradle houses the engine and ancillaries, including the lightweight radiators and electronics, to ensure both centralised weight distribution and lower weight. As a result, the Honda CRF250R’s weight is down to a very competitive 105.2kg.

Up front are new generation 48mm Showa air forks, which are much lighter than the steel sprung forks they replace.

So too does the revised PGM-FI engine management system which, combined with bigger bore twin rear mufflers, improves throttle response across the board, but especially in the low to mid range.

Both the 2015-spec Honda CRF250R and CRF450R share a wide range of new features.

In recognising that its motocrossers are raced by both professional and amateur alike, Honda has introduced a three-way Engine Mode Select Button (EMSB).

This allows riders to personalise the engine’s power delivery to suit the conditions, from supersmooth to ultra-aggressive, just by pressing a single handlebar-mounted button.

Both new 2015 models also come with a larger front wave brake disc, up from 240mm to 260mm, improved rider ergonomics, lightweight aluminium wheel rims, top-specification Dunlop MX52 tyres and, to distinguish them, revised graphics packages.

Honda’s CRF450R 449cc engine has improved power delivery and feel, enhancing low-rpm operation, plus increased peak output thanks to a redesigned HRC-spec cylinder head.

Among them there’s new exhausts, mufflers and PGM-FI Dual Fuel settings, new radiators for improved cooling, and upgrades to the piston, crankcase and transmission.

The CRF450R’s sixth-generation aluminium chassis features the latest-generation of KYB’s 48mm front forks, which have now added high and low speed rebound damping adjustment. n

www.sharkleathers.com.au

NEWS TORQUE Polaris Takes 5

IN A spectacular performance at the 2014 Tatts Finke Desert Race, Polaris secured the Top five places in the side x side class to stamp its dominance all over Australia’s most challenging and iconic off-road racing event.

The Finke Desert Race is an off road, multi terrain two-day race for bikes, cars, buggies and quads through desert country from Alice Springs to the small Aputula (Finke) community. The race is held each year on the Queen’s Birthday long weekend in June.

Finke is one of the biggest annual sporting events in the Northern Territory and has the reputation of being one of the most difficult off-road courses in one of the most remote places in the world.

Starting the event with 12 Polaris RZRs out of the total side x side field of 16, it was a fierce battle for podium positions between the Polaris racers as the final result came down to the wire.

In the end, it was Phil Swindale and his co-pilot Matt Costello from Eagle Powersports who upstaged their more fancied rivals to take home desert glory in their Polaris RZR XP 1000.

CYCLE TORQUE JULY 2014 - 15

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Impressively, their time also allowed them to finish 30th overall in the car/buggy class in a gruelling event where almost 40 entrants failed to finish.

Gunning for a record-breaking third straight Finke Desert Race side x side title, Adrian Jackson and his co-pilot Chris Meloury steered their RZR XP 900 with aplomb but fell an agonising seven minutes short of glory. In other years, times of 03:00:02 and 03:00:33 would have been enough to secure victory, however this year it was not the case and Jackson/Meloury had to settle for second place on the back of 2012 and 2013 victories.

Closing out the podium places and finishing 34th overall was Aaron Phillis and Brett Morgan from Chapmans Off-Road in their RZR XP 1000 with an overall time of 06:12:10, 12 minutes behind Jackson/Meloury. They beat out fourth placed Barry Moule and Aaron Ward of Team Churchill in their RZR XP 900, and Jason Neate and Christopher Johnstone from Mongrel Dog in their four-seater RZR 900 XP4.

The highly-fancied Polaris Racing team of Cody Crocker and Greg Foletta recovered from 13th place after day one to finish the event 7th overall. After experiencing some difficulties on day one which cost them not only the lead but 50 minutes of time, Crocker and Foletta dug deep to finish day one in the unforgiving time of 03:50:50. However, day two was a new day and Crocker/Foletta came out and blitzed the field with a time of 02:48:42, winning the trip back to Alice Springs by almost four minutes and showing just what Polaris Racing team and the RZR XP 1000 is capable of.

“We always knew we had the fastest vehicle on the track, however desert racing is a tough sport and we had some slight issues on day one which cost us valuable time,” said Crocker, himself a four-time Asia Pacific Rally Champion with Subaru and three-time Australian Rally Championship side x side champion with Polaris. n

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NEWS TORQUE Go north for adventure DO YOU dream of riding your BMW GS in remote, exotic locations?

CYCLE TORQUE JULY 2014 - 16 NEW BIKES

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If so, the 2014 BMW GS Safari-Enduro might just be your dream getaway! The GS Safari-Enduro is scheduled to depart Darwin on July 13th for eight days of epic adventure riding, finishing in luxurious Palm Cove on the Queensland coast. Covering around 3,200 kilometres, the route takes in many iconic Territory and Top End Queensland locations.

GO TO PLACE IN

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A high level of back-up support on the BMW GS Safari-Enduro means every rider will experience the very scenic and remote terrain with total security and confidence.

Lead riders mark the course with arrows and a daily route sheet and GPS files are provided, so you will always know exactly where you are. A sweep support vehicle, an on-bike technical support rider and an on-bike safari doctor are all on hand to assist riders if required. A support vehicle transports riders’ gear each day, ensuring participants are not burdened with fully loaded bikes.

Riders will “rough” it some nights in their very own BMW Safari bike swag (which they keep), and live it up in hotels when the Safari hits major towns.

There are still a handful of positions available, so don’t delay. All you need is a BMW GS motorcycle - if you don’t own one, hire one! - and you could be heading off on the ride of a lifetime.

Registrations close on Monday 23 June. For more information please visit www.bmwsafari.com n

309 PRINCES HWY, ROCKDALE, NSW

(02) 9599 0011

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NEWS TORQUE

Fans flocked to the Isle of Man for the inaugural event last year to witness some exciting racing around the TT Mountain Course as well as getting up close and personal with some of motorcycle racing’s biggest stars including Giacomo Agostini, Freddie Spencer, Phil Read, John McGuinness, Steve Baker and Kork Ballington.

The open paddock welcomed thousands of fans, who were able to get unique access to some of the most exotic classic racing motorcycles the world has ever seen. A packed off track entertainment schedule complemented the racing and parades with many of the leading motorcycle magazines calling the Classic TT the world’s number one classic motorcycle event in its first year.

The 2014 edition of the Classic TT looks set to build upon this success with another impressive array of star riders and motorcycle exotica in the line up. On the back of another four TT victories earlier this month, Michael Dunlop heads the Classic TT entry with rides in all three races. Joining him on the grid will be a host of his rivals from the TT including 21 times champion John McGuinness, 2014 race winners Gary Johnson and Dean Harrison, outright TT lap record holder Bruce Anstey and TT podium finishers in 2014 Guy Martin, William Dunlop, James Hillier and James Cowton.

Other current day TT stars set to do battle around the Mountain Circuit on classic racing machinery include the likes of last year’s 500cc Race winner Olie Linsdell, Ryan Farquhar, Dan Kneen, Keith Amor, Dan Cooper, Lee Johnson, Jamie Hamilton, Jamie Coward and Russ Mountford. They will be joined by a plethora of Classic racing’s fastest men including Roy Richardson, Alan Oversby and Bill and Chris Swallow, not to mention 10 times TT winner Ian Lougher, who is continuing his career exclusively on classic racing machinery. Fans will also be eagerly awaiting the return of 9 times TT winner Charlie Williams, who makes his racing return to the Mountain Circuit after a 30 year absence.

The 2014 Classic TT will have a 1980s theme running throughout as the event celebrates the incredible career of the late, great Joey Dunlop. A stunning exhibition of machines ridden by Joey throughout his career will be on display in the paddock while many of the Ulsterman’s greatest rivals will be attending the event to pay tribute in the ‘Joey Dunlop – Road Racing Legend – The Rivals Parade Lap sponsored by the Isle of Man Steam Packet Company’. Names already confirmed to participate include Carl Fogarty, Rob McElnea, Graeme Crosby, Mick Grant, Philip McCallen, Brian Reid, Ray McCullough, Mick Grant, Steve Cull and Paul Iddon.

The 1980s will permeate all areas of the event with an ‘80s theme for the Classic TT Paddock Carnival on Friday 22nd August with music, fashion and entertainment all harking back to that unforgettable era as well as the Classic TT Party on Saturday 23rd in the VIP Hospitality Marquee featuring live ‘80s music and ‘80s fancy dress. n

A D O S EL W TO A I O R E DE P E N !

EXCITEMENT is building for the second year of the Classic TT Races presented by Bennetts with just 60 days to go until the start of qualifying on Saturday 16th August.

N

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CYCLE TORQUE JULY 2014 - 17

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CYCLE TORQUE JULY 2014 - 18

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BMW Triple BMW Motorrad and Michael Dunlop have repeated history, echoing Georg Meier’s TT victory of 1939 on the Isle of Man. Dunlop’s third BMW-powered victory of the week came in the most prestigious race of all: the blue riband Senior TT race. Before that, Dunlop had already won the Isle of Man TT Superbike and Superstock races on the BMW S 1000 RR. BMW Motorrad UK entered into road racing in 2014 to celebrate Meier’s famous victory of 75 years ago, in which he rode his factory Type 255 Kompressor and took BMW Motorrad’s first ever TT win. Joining forces with Hawk Racing, the team behind the Buildbase BMW Motorrad British Superbike entry, and supported by BMW Motorrad Motorsport, BMW Motorrad / Hawk Racing was formed.

BMW Motorrad Motorsport supplied the Superbike engine for Dunlop’s RR. Beginning with the North West 200 in May, Dunlop and the team took victories in both the Superstock and Superbike classes as part of their build up to the Isle of Man TT. With the three 2014 TT wins, twenty five-year-old Dunlop has secured his own place in history by increasing his total TT wins to 11.

“The Senior TT race is the only one I’ve not won before at the Isle of Man and it’s very special to have won it this year. I’ve given BMW Motorrad three wins here and we’ve repeated its victory in the Senior TT in 1939”, said Dunlop. “At the start of this fortnight people were saying I was mad to be here on an unproven bike. I think now nobody will doubt the BMW S 1000 RR. The whole package is fantastic and the team has been brilliant. For BMW Motorrad to have built a bike that can come here for the first time, to survive six race laps without missing a beat, and to win... that is amazing.”

“It is so overwhelming that I am nearly lost for words. What happened this week on the Isle of Man is simply unbelievable”, enthused Berthold Hauser, BMW Motorrad Motorsport Technical Director. “Michael had never ridden the RR before, but he came, jumped on it and raced from victory to victory. Believe me: I have been involved in motorcycle racing for decades but I can hardly recall something similar.

Especially as we are talking about the most cruel and treacherous challenge in road racing, the Isle of Man TT. We are happy and proud that we could do our bit in achieving this success by providing technical support and all our expertise regarding the RR. A big ‘Thank you’ to Michael for joining us in this adventure and winning all three races and to everybody who made this success happen.” n

CYCLE TORQUE JULY 2014 - 19

MORE INFO CLICK HERE

SMALL TORQUE LAINE APPOINTED TO MA BOARD

BRAXTON Laine has been appointed President of the Motorcycling Australia (MA) Board of Directors.

Laine was elected at the recent Annual General Meeting held in Tullamarine and begins his term as President immediately.

He has most recently held the Chairman’s position of Motorcycling Australia’s Junior Sport & Development Commission, where he has held a seat since 2001, and has been instrumental in launching some of Australia’s young stars to the international stage.

Involved in motorcycle racing for 25 years, Mr Laine brings a wealth of industry experience to the Board.

MA offered gratitude to outgoing President Stephen Foody who has been president for the last four years.

Lynn Long retained her Director’s position at the AGM.

Yamaha Moto Master Class featuring Michael Byrne.

Moto Master Class is continuing its successful formula of pairing some of the greatest motocross racers with the country’s most experienced coaches. The two-day course curriculum will focus on conquering the Appin circuit, including riding techniques, starting and even bike set-up.

Byrne will once again make the journey from the US where he mentors some of the fastest riders on the planet to help Aussie racers.

Instructors include Yamaha Australian Institute of Motocross Level 2 coaches Chris Urquhart and Shane Booth.

This course is designed to benefit any racer of any level and will be specific to learning the Appin circuit.

The course will be held at Appin, NSW on Sat 19 and Sun 20 July 2014.

Course cost: $350 per rider.

GP CHAMPIONS CLUB DUKE MINICHIELLO

DUCATI Australia has announced rugby league star Anthony Minichiello is the marque’s newest ambassador.

Minichiello is a well known figure in the NRL community whose passion for motorcycling has stemmed from an early age when he was just a boy living out in southwest Sydney.

“I’ve always admired the Ducati brand as my father is Italian and loved racing. So I became a fan of Ducati at a very early age. It is a privilege to come on board as a Ducati ambassador and I look forward to a great partnership,” Minichiello said.

Minichiello will commence as a Ducati Australia Ambassador on the new 2014 Monster 1200 S in Silk White. The Monster is an iconic model in Ducati history being released over 20 years ago.

YAMAHA MASTER CLASS

MOTODEVELOPMENT has announced another

DUCATI Australia and New Zealand has announced tickets are now on sale to the Phillip Island leg of the 2014 MotoGP Champions Club, hosted by Ducati from October 17-19 2014.

With a new position right on Turn Four, the ‘Champions Club’ is the perfect spot to catch all the thrills and spills as you overlook all the actions from Southern Loop to Siberia against the beautiful backdrop of the Bass Straight.

Tickets are priced from: $850.00 Adult, $795.00 Child and includes: full hot buffet lunch daily, morning and afternoon tea daily, premium beer, wine, soft drinks, tea and coffee, a cash bar for spirits, one reserved dining seat per person, outdoor viewing area with garden tables and chairs, pit walks, superscreen viewing, flat screen television showing all the action on and off the track, free official program per ticket, unlimited use of the VIP hospitality shuttle bus, suite visits by Australian Motorsport legends and a 2014 Souvenir pin. n

CYCLE TORQUE JULY 2014 - 20

SMALL TORQUE KAWASAKI ROLLS BACK KLX450R, KLX250S PRICES

KAWASAKI has announced a substantial regular retail price rollback on its dual purpose KLX250S and KLX450R enduro models. Kawasaki has reduced the RRP on the KLX450R by $1,000 while the KLX250S receives a $700 price reduction.

The price reduction is applicable to new 2015 models arriving soon.

The KLX450R is now even better value at $10,999 + ORC and the KLX250S is now $6,299 + ORC. The KLX450R and KLX250S are available now at your nearest Kawasaki dealership.

DUCATI 101

DUCATI Australia has announced a new and exciting event tailored for the new rider or someone looking to get back into riding - Ducati 101.

The event is designed to take you through the basics of motorcycling from picking up a bike to general motorcycle riding tips, servicing and maintenance.

Get introduced to the Ducati range, specifically the learner legal (LAMS) Monster 659 ABS. Booking is essential for this free event. RSVP directly to your local authorised Ducati dealer.

MOTOKAFE FOR BLACK DOG RIDE AN ESPRESSO sidecar is in the making to support the Black Dog Ride Around Australia in July.

Yahava Koffee has teamed up with the Black Dog crew to create a motorcycle fitted with a built-in espresso sidecar.

CYCLE TORQUE JULY 2014 - 21

The Black Dog Ride will see thousands of riders take part in a 14,500km journey to raise funds and awareness of depression and suicide prevention.

VICTORY GUNNERS ARE HERE

THE all new Victory Gunner has started appearing in showrooms around the country with a $19,995 ride away price.

With its Bobber styling the bike also features a suede titanium metallic and black two-tone paint scheme.

Powered by Victory’s renowned 106ci Freedom V-twin engine with six-speed overdrive transmission this model also features 24-spoke cast aluminium wheels, low seat height and relaxed ergonomics.

HONDA EXCELLENCE AWARD

HONDA Motorcycles has launched the Honda certified Technician Excellence Award.

Created to encourage and support the education and training of Honda’s motorcycle dealership-based technical staff, the new award is an investment in personnel development.

Until September 19, 2014, motorcycle technicians who have undergone Honda Certified Technical (HCT) training will be eligible to win the award.

Five finalists will receive a trip to Melbourne for five days to attend the Australian MotoGP at Phillip Island.

One finalist will be crowned 2014 National winner and will receive their choice of a new CBR650F road bike or CRF250X offroad bike of TRX420TM1 ATV. n

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CYCLE TORQUE JULY 2014 - 22

Are you new to the world of motorcycling or want to get back into the game?

Experience a night full of Italian style. We’ll get you up close to our iconic Italian motorcycles, in particular the Learner Legal Monster 659 ABS! During Ducati 101 we will take you through the basics of motorcycling; from picking up a bike to general motorcycle riding tips, servicing and maintenance. Let us introduce you to the world that is Ducati! Bring your friends and mark it in your calendar as the day you start your riding journey!

Booking is essential to this FREE event. RSVP to a Ducati 101 near you!

NEW SOUTH WALES North Coast V-Twins

Fraser Motorcycles Newcastle

Fraser Motorcycles Sydney

Fraser Motorcycles City

Fraser Motorcycles Wollongong

Thursday, 10th July 2014, 6:00pm 1 G.D.T. Seccombe Close, Coffs Harbour RSVP 02 6650 4200

Wednesday, 16th July 2014, 6:45pm 137 Lambton Road, Broadmeadow RSVP 02 4935 9800

Wednesday, 16th July 2014, 6:45pm 153-165 Parramatta Road, Concord RSVP 02 8741 3000

Wednesday, 16th July 2014, 6:45pm 52-54 William Street, East Sydney RSVP 02 8333 7888

Wednesday, 16th July 2014, 6:45pm 11-13 Princes Highway, Fairy Meadow RSVP 02 4283 0800

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Gold Coast Ducati

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Wednesday, 9th July 2014, 6:00pm 205-209 Lutwyche Road, Windsor RSVP 07 3357 4333

Thursday, 17th July 2014, 6:00pm 49 Lawrence Drive, Nerang RSVP 07 5578 2122

Saturday, 6th September 2014, 1:00pm 5 Lionel Donovan Drive, Noosaville RSVP 07 5474 4016

Wednesday, 13th August 2014, 6:00pm 30 Ipswich Street, Fyshwick RSVP 02 6280 4491

Wednesday, 16th July 2014, 6:45pm 590 Elizabeth Street, Melbourne RSVP 03 8341 2900

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Friday, 1st August 2014, 6:00pm 31-33 Tamar Street, Launceston RSVP 03 6331 9913

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Wednesday, 13th August 2014, 6:30pm 637 Stuart Highway, Berrimah RSVP 08 8939 0390

Wednesday, 16th July 2014, 6:45pm 47 Walter Road, Dianella RSVP 08 9370 9000

ducati.com.au

EDITORIAL

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All quiet on the western front

I’VE only been back from the Isle of Man for a couple of days as I write this and to be honest I’m still jet lagged. It was a sometimes boring, sometimes frantic few weeks at the TT, and also quite emotional at times. I’ll let Alex tell his story in next next month’s issue, and you can also get a bit of an insight into my thoughts with Darryl Flack’s Race Torque column.

I’ve been asked by a few people what it’s like to see your son ride off down Bray Hill. Very bloody frightening, that’s what it’s like. The best I can describe it, and it’s done with no disrespect to our Diggers, is that it’s like sending your son off to war. Each time you hope they will return from battle. And it’s like a battle. You can see the intensity in their eyes, the quiet way in which they steel themselves for the ‘off’. Back home it now feels like a lull in proceedings, hence the heading of this column.

It doesn’t matter if it’s just practice or an actual race, each rider is under pressure to go quick right from the start.

On the first night of practice the fast riders were up near 130mph. They know that weather can play a big part on the Isle of Man, and that it did during practice week, giving the clerk of the course little option but to reduce practice periods or cancel them.

Each time it added pressure to everyone.

When we had the time we did laps of the circuit in the car. I always thought it wasn’t that much of a benefit but I’ve come to realise that’s not the case. While you might not be on the racing line or going as fast as you would on a closed road, the important thing is getting the sequence of corners right, so you know what is around each bend.

There should be no surprises. As we drove around I would talk to Alex about what to do and where to be but I must say I felt very inadequate talking to him like that, as if I was

not in his league. Of course I’m not in his league when it comes to pure riding ability, but I did find it rather odd that a father would be somewhat in awe of his own son.

It was the first time I sampled the mountain part of the course while it was ‘one way’ and open to regular traffic. Last year at the Manx GP it is normal, or two way traffic. You might think TT racers are mad. Well, I can tell you there’s plenty of TT wannabes who take more risks.

On numerous occasions I saw some very dangerous riding from TT fans, trying to ride beyond their ability at very high speeds. While doing a lap in the car with some friends we came across an accident where a bike had clipped another bike, causing the rider to crash, and then the rider’s friend to also crash trying to avoid the incident. Both were very lucky to only get minor injuries. The rider who caused it all just disappeared into the distance. Local people told me it’s simply too dangerous to drive over the mountain during TT fortnight because there’s too many ‘nutters’.

Two racers died at the TT this year, and I believe two members of the public too, plus numerous injured. More than once the mountain section of the course was closed due to an accident.

And experiencing the nightlife was something else too.

I’d never been to Bushy’s beer tent on the promenade before but it was fun. The beer is a bit crap and standing room only but it was still a good place to go for a laugh.

The whole event was a step up from the Manx, like I’d been told it was. More people trying to see their favourite riders (most of whom keep themselves away from the

crowds until the very last second). The two events are run pretty much the same, and very professionally.

Apparently there were hundreds of Aussies there this year. We met some who saw the Australian flag in our pits and called in to say hello. It was great for us to see them, we really did appreciate the support.

Last year I was team organiser, pit crew, racer etc while this year I was just a spare wheel. I never had to lift a finger really. I’m not sure whether I liked that better or not.

I don’t know where Alex goes from here regarding the TT, or even if he really wants to go back. He does have time on his side. At 20 he was the youngest rider at this year’s TT. I think it’s too soon for even him to really make a decision with confidence, especially considering what transpired during the last few days of the event, all of which you’ll read about in the next couple of issues.

– Chris Pickett

DIRTY TORQUE

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Hangin’ It Out! THE first half of the AMA Motocross Championships has been a dead set cracker with some of the most furious racing being seen between the established stars and the young guns. All of the riders in the top five of each class are absolutely on the edge and their speed is mind blowing so let’s take a look at who is really hangin’ it out to get to the pointy end of the races so far.

I have been racing motocross for over 40 years and watched every bit of AMA National and World Motocross Championship footage ever shot or gone to air and I am absolutely gob-smacked at the speed and commitment of the current crop of riders contesting the AMA Motocross Championships.

Their ability to hold the throttle on as long as possible into each turn, breaking as late as they can, the extreme lean angles in the ruts and berms followed by getting on the gas as soon as possible to launch into the next set of obstacles is awe inspiring. Bravery, fitness, riding ability, bike set-up and traction is being stretched to the extreme limit from the drop of the gate right through to the finish line and as a fan, each race is riveting.

Even without the defending champion Ryan Villopoto and championship contenders Justin Brayton, Davi Millsaps and Justin Barcia (he was out with injury after two rounds), the 450 class has seen sensational racing with four race winners in Josh Grant, Ryan Dungey and James Stewart as well as rookie Ken Roczen who is showing the entire field what it takes to race hard, be aggressive, be consistent and lead the points without putting anyone’s nose out of joint and continue to be one of most well liked riders in the paddock. Not an easy thing to do at the top end of this sport.

The former World MX2 Motocross Champion has been in sensational form and at the time of writing is leading the 450cc championship ahead of the always consistent

Ryan Dungey and ‘the new’ James Stewart who seems to have accepted that he has to finish races to win championships (about bloody time).

The thing is that Roczen and Dungey have been pushing so hard that they have been miles ahead of third place by the end of each moto with the exception being Josh Grant’s lone moto win at Glen Helen and James Stewart’s three moto wins but I am here to tell you, Grant and Stewart absolutely rode their arses off to get across the finish line ahead of Roczen and Dungey.

Even the super aggressive Justin Barcia struggled to stay on pace during the early rounds but is now out of the series with injury while his Muscle Milk Honda team-mate Trey Canard has been in the thick of the action at the start of almost every moto and other than the second moto at Hi-Point where the injury plagued rider managed a solid second place, Canard has found himself wanting for pace towards the end of the motos.

To give you an idea of how fast the front runners are going, they are leaving riders like Brett Metcalfe, Chad Reed, Andrew Short, Weston Peick, Malcolm Stewart, Jake Weimer and Phil Nicoletti so far behind that they are usually getting ready to be interviewed by the track side TV presenters as the rest of the top 10 hit the finish line.

The 250 class has been completely turned on its head by the Yamaha pairing of Jeremy Martin and Cooper Webb. Martin won the opening five motos by an absolute mile while his team-mate Webb has been as far in front of third place in the four motos that they have gone onetwo.

But, as of the third round at Thunder Valley we have seen Christophe Pourcel, Jesse Nelson, Justin Bogle, Jason Anderson and Blake Baggett all throw themselves

into the fray and landing firmly on the podium and in some cases clawing back valuable points on Martin and Webb who are sitting first and second in the points at the time of writing.

In fact, at round three, Blake Baggett was the first rider to take a race win from Martin when he scorched around the Thunder Valley circuit to win the second moto, then a week later the Pro-Circuit Kawasaki rider absolutely slaughtered the entire field with a pair of wins at HiPoints moving Baggett into third place in the points.

But to take these wins Baggett has at times had to pull out some pretty extreme moves then maintain an incredible pace to get by and stay in front of the fast starting Pourcel and the ultra fast finishing Martin and Webb.

If you have watched any of the rounds you will agree that at times the top riders in each class are running the gauntlet between the speed needed to get to the front and their own personal safety and sheer talent is only a small part of the equation these days with riders like Jeremy Martin and Ken Roczen taking the entire motocross scene to a whole new level of speed and commitment.

The second half of the series is going to be sensational and it bodes well for the years to come with young riders coming through and pushing the speed to new levels just like Bob Hannah, David Bailey, Johnny O’Mara, Jeff Stanton, Jeremy McGrath, Jeff Emig, Ricky Carmichael and James Stewart have done in previous years.

– Darren Smart

RACE TORQUE

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Emails From The Edge

I replied: Your comments from Cam remind me of a few things Kel Carruthers once told me. He believed that the old Assen and many other street circuits in the 1960s were as dangerous as the TT. He just loved the TT, and said his whole theory of racing in those days was to keep the bike within a 7-inch (17cm) tolerance of the perfect line for the entire race. Using that technique, Kel won his two 250 TTs by some minutes.

I read the news about Simon this morning too. Very sad.

I remember asking Kel about all the guys lost in his era and he said something that shocked me a bit. In that slow, Aussie drawl, he said, “Well, yeah, but none of the really good guys got

killed.” I thought about it for quite a while, and I guess he was right (re: Joey, he was unlucky to be on 125 in the wet at Estonia ‒ he had no problems at the TT). I guess for Alex there is no real pressure, just to learn about these new bikes at his first TT. This will be like his first day at school.

DF (first email from DF to CP post TT, 12/6/2014) …I thought Alex did very well given the conditions/red flags and unfamiliar bikes. It felt like a multi-bike disrupted test/ extended race meeting from here. Is that how it turned out?

DF Yeah pretty much. Alex didn’t change much on the big bikes suspension-wise, but certainly made plenty of changes to the Supersport because he said it scared him as soon as he started down Bray Hill on his first lap. All-in-all ok though, bike dramas etc, made it difficult to get good results but he still did a 121mph lap so plenty of goals were achieved, even though he doesn’t have shed loads of trophies to show for it.

CP …Wow 121mph is pretty good. I really enjoyed Alex’s blogs, handling some pretty bad news quite eloquently. The TV coverage was good too, I was expecting to see Alex in the ‘Newcomers’ special but as he said, he didn’t qualify since he rode in the Manx last year. All the Irish guys and Poms said they had done dozens and dozens of laps in cars…hardly newcomers…!

Milky [Quayle] and the rider development dude kept saying “It’s like their first week at school…” Brooksey said something like, “Your bike’s speed and your own speed can only take you so far when you’re learning…you have to let the track come to you in a way.” Michael Dunlop echoed your advice about sticking to the centre white-line “because if it turns left when you thought it would turn right, you’re still in a good position.”

I watched Michael Dunlop’s onboard from his Supersport TT win last year, and like Marquez, he’s re-written the text book.

Couldn’t believe how hard he is on the gearbox. Fair dinkum, he was riding like he was racing to the pub at Douglas for the world’s last pint of Guinness. No points for clean lines, just raw speed. He knows the place so well, it’s like riding home from work.

DF

Photo: Kirkmichael Photos

IN THE run-up to Alex Pickett’s IOMTT debut, I sent Picko Snr a unique reflection written by Eric Bostrom on his first visit to the TT in 2007 which set off an email exchange opening a window to the thoughts, dreams and dreads of a father of a TT debutante. Bostrom first watched the TT from a front yard on what he called ‘Brave’ Hill…“I don’t see much, I just hear wind tearing off the fairing at 160mph. My heart is in my throat. With each bike I can view a little more detail.

Riders absorbing the dips with their legs, rolling on and off of the throttle, wrestling with the direction change as they crest Bray and prepare to drag the bodywork through the dip before Ago’s Leap… the Isle is cycling’s most demanding venue, being as much a motocross and a trials as it is a road race, absorbing bumps and piecing together sections. It is a monster of many dimensions, with an exclamation mark on timing and concentration. Eventually, the people who like to make laws telling us what we can and can’t do will have their way with this event. If you missed it, you’ll be sorry.”

What followed was Picko’s reply: Very true I thought. Cam Donald said a funny thing to me the other day, telling me that he thought the TT was the safest road racing circuit of them all, safer than the Macau GP, Ulster GP, NW 200 and so on. Simon Andrews has just died this morning from his injuries at the NW200 less than a week ago. Alex and I are both very sombre as I write this email, he only just told me after reading it on the net at our hotel in London. It has rocked Alex quite a bit. It’s very sad though.

I feel pretty much the same as I did when I heard Joey [Dunlop] had died. I didn’t know Joey or Simon but I was well aware of their exploits.

…The secret to going fast really is knowing where you are going. All those guys can ride fast but you can only twist the throttle so hard if you are unsure.

Alex ended up beating most of the newcomers, including Danny Webb, with only Peter Hickman and Martin Jessop, top BSB runners, going faster. Hickman ended up doing 129 while Jessop did 123. The team Alex rode for is certain he was on a 125mph lap when he lost the front, which we suspect was due to a dodgy front tyre.

CP …Roger that about track knowledge. I was watching out for Hickman and Jessup because they featured in the Newcomers’ special. They did very well, but are obviously experienced Superbike pilots and are quite a bit older…Alex’s Superbike debut was at the IOMTT, correct!?

DF Yes, CP. – Darryl Flack

GUNTRIP

CYCLE TORQUE JULY 2014 - 26

Of the great and the good

BELIEVE it or not we used to get blasé about Mike Hailwood appearing every second weekend at our local racetracks; and when Hailwood had moved on to four wheels, we became just as bored with Ago turning up on a succession of MVs. I’ve since learnt that failure to appreciate life’s riches is common among teenagers, however, and I’d also point out in our defence that the real basis of our pain was that we were unable to see our megastars earning their corn in GPs. But getting to Assen or even the Isle of Man was a bit beyond most of us when all we had was our pocket money and a pushbike apiece.

Of course, it didn’t take long to realise what we’d lost when we passed into the haze of two-stroke oil that heralded the 1970s. The racing might’ve been more competitive, but you get that when everybody is riding the same thing.

The point about international racing in the 1960s was its diversity, and I dips me lid to Chris Pereira for a timely reminder of exactly that in his new book, Motorcycle GP Racing in the 1960s, a new release from Veloce Publishing and available from this office from the end of this month, for $59.99.

Mr Pereira, no stranger to the racetrack himself, was no doubt leaning on the fence at Mallory Park or Brands Hatch at the same time as me, and he brings an authoritative voice to this journey through the decade, using as his starting point the withdrawal from grand prix racing of Gilera, Mondial and Moto Guzzi at the end of the 1957 season.

And the star of these opening paragraphs is Australia’s own Bob Brown, whose first taste of factory backing came in the ’50s when he deputised for the injured Geoff Duke at Gilera, before returning to his own Nortons for a while

and finally – tragically, as it turned out – joining the Honda team in 1960. In some ways Brownie’s story is a summary of the ’60s, with the Italians giving way before a rising tide of Japanese money and hardware – although MV Agusta fought a superbly skilled rearguard action right through to the end of the decade.

Pereira finds enough wriggle room in his 176 pages to devote a chapter to each year, and has more than enough action to maintain a brisk pace. In 1964, for example, while Mike Hailwood sets about winning his third 500cc title, Jim Redman has the task of seeing off the growing challenge from Yamaha, and has to concede the field in the 250cc class to Phil Read’s RD56, despite the appearance of the RC164 250cc six from Honda for the last two meetings of the year.

Then there’s the tale of Alan Shepherd who, after, running second to Hailwood in the 1962 and 1963 500cc world titles on privately funded Matchless singles, spends the year conducting a fine campaign on Walter Kaaden’s cashstrapped 125 and 250cc MZs. Add a supporting cast that includes Tarquinio Provini’s improbably fast 250 Benelli, Benedicto Caldarella on a 500 Gilera and Hugh Anderson leading Suzuki’s assault in the 50 and 125cc classes, and you have high drama indeed – and that’s in just one year.

There are plenty of tables and stats, detailing championship points scorers, the first six men home in each GP, and raw data on the leading machinery of the period – and here I’m grateful to the author for pointing out that the 305cc Honda twin Bruce Beale rode as second banana to Jim Redman in Honda’s 1963 350cc title push had a double overhead cam top end, unlike the road bike.

There’s a bit here for any keen student of the period, not least in the photos, many of them quite rare and a lot from

the archives of veteran GP clicker Malcolm Carling. It’s a shame there aren’t more colour photos – there are just the two, both on the dust jacket – the main shot of Hailwood on the RC174 297cc Honda six, and one on the back of someone at speed I suspect to be the author, and whom I further suspect to be riding a 250 Aermacchi.

All in all, this is a cracker, and easily worth the price as a well-written and highly entertaining record of a decade’s epic GP competition.

– Bob Guntrip Pre-order your copy by calling Rebecca on 02 4956 9820.

CYCLE TORQUE JULY 2014 - 27

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BMW R NINE T

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CYCLE TORQUE JULY 2014 - 28

Street Tracker German Style

BMW R NINE T

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The R nine T is all about the look, and the experience.

CYCLE TORQUE JULY 2014 - 29

BMW R NINE T

CYCLE TORQUE JULY 2014 - 30

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Street Tracker German Style N REPORT BY CHRIS PICKETT, PHOTOS BY JEFF CROW N RIDING GEAR: SHARK HELMET, SCHOTT JACKET, IXON GLOVES, AXO BOOTS.

I FIND it interesting how everything old becomes new again. Take rat rod style hot rods for example. When young guys were first building them after WWII there was no money but lots of enthusiasm, so paintwork and creature comforts were just not part of the scene for the most part. This changed over the years but now rat rods are popular once again as people try to recreate that ‘look’ of the past.

It’s the same with bikes. Café Racers were the big thing in the ’50s and ’60s in the UK as road riders tried to emulate their road racing heroes and the bikes they rode. Lots of trends had their time in the sun, including the Street Fighter and Street Tracker. Today though, the Café Racer is getting another go at popularity, and to a lesser extent so is the Street Tracker. What is hot at the moment though are young enthusiasts grabbing the most unlikeliest of machines and turning them into something either great or terrible depending on your point of view. It involves cutting and shutting, and/or fitting some parts, which are off some totally different machine. It’s not about speed or handling. It’s about street cred and style.

It doesn’t matter if the top speed is only 100km/h or the tyres inhibit cornering, as long as the bike and rider are able to strut around town looking the bomb.

Modern Retro?

BMW decided to celebrate 90 years of motorcycle manufacturing by building its own street custom, the R nine T. I don’t think of it as a retro, rather I think BMW is tapping into that custom scene so popular at the moment, and the intro video highlights exactly that. Guys and girls working on their own old boxer twins, then riding in the hills with torn jeans, faded leather jackets and metalflake open face helmets. It helps if you can grow a scruffy beard too. Of course there’s a couple of the new twin-cam boxer-powered R nine Ts in there as well and they do not look out of place.

Part of the design ethos of the bike was to enable owners to ‘have a play’, and modify their own R nine T. You can easily turn the bike into a Café Racer by fitting the brushed alloy single seat hump, or take the pillion seat and sub-frame off altogether. It does look the part, with the imposing black tank (this is the only colour scheme available), the gold upside down forks and big four piston brakes (ABS is fitted standard and you can’t turn it off ), and a few custom touches which suit the bike. I especially like the twin mufflers on the left side of the bike. They sound tops too.

BMW has even thought of aftermarket customisers by ensuring the electrical wiring can happily be adapted or modified to suit aftermarket parts.

It is a stripped down sort of machine, and there’s no electronics or other trickery to accessories the bike with. What you see is what you get. And what this costs is $20,950 + ORC.

Running Gear Even though some of the new flagship boxers have the new water-cooled flat twin, the R nine T has the older Twin Cam 1170cc air/oil-cooled boxer engine.

Mind you, it’s still a great engine and perfectly suited for this bike. It has 88 kW Continued on next page

BMW R NINE T

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(118hp) and some 119Nm of torque. It’s a very flexible engine and a delight to use. It’s not about revs either, with peak power delivered at 7,750rpm and torque at 6,000rpm. It’s housed in a tubular steel frame especially built for the R nine T and the engine is a stressed member.

Using the fully adjustable forks off the S 1000 RR has given the R nine T a distinctly different look and feel than if fitted with a Telelever front end. At the rear though, BMW still uses the Paralever shaft drive and suspension combination, with easily adjustable spring preload and rebound damping.

17 inch wheels are used front and rear and interestingly they are not of tubeless design. Anodised in black they look trick, and suit the overall style of the R nine T. Tyre sizes are 120 front and 180 rear. Apparently there’s enough room to relace the hub from a 5.5 inch to 6 inch rim for a fatter rear.

Now if the fruity standard twin muffler system isn’t enough, there is an accessory Akrapovic system which can be mounted either high or low, depending on the look you’re after. There are a number of other accessories available from BMW, and while the list isn’t huge it will cater for the semi-tinkerers out there. Those interested in really ripping the R nine T apart to make their own statement will probably not order too many pieces off the accessory list.

Every bike has its own idiosyncrasies and the R nine T is no different. I found at first when I shut the throttle off there was still a slight roll on, and the brakes, while powerful, had less initial bite than I would prefer. I think the throttle roll on was the real culprit here, not the brakes. That said, it’s something I quickly got used to, and like any first impressions, once you adapt yourself to the machine, what you initally thought was a problem ceases to be one. The bike feels pretty light too, and the lowish seat height makes it a breeze to swan around town on or park up.

Don’t write it off as a boulevard poseur though, the R nine T is lots of fun to ride fast, whether it be in the tight stuff or on fast open roads. Big bumps mid corners will test the suspension so you best avoid them but this is only if you are riding pretty fast. I found no ground clearance issues, in fact I never once touched anything on the tar. Overall the whole roadholding package of the R nine T is impressive, and there’s not much you’ll throw at it which will cause you or the bike any concern. The suspension is top quality, and combined with the torquey engine, the bike is a pleasure to ride.

You can rev the bejeezus out of the engine, or go down a couple of gears for a corner but I never found it necessary. On the long and winding Lions Road I was usually in either 5th or 6th gear, just using the ample torque of the engine. It’s a delight to use.

Border Run Our test route for the R nine T was from just south of Tweed Heads, skirting Nimbin, through Kyogle and then along the Lions Road into Queensland. A fantastic route for this bike. The scenery is beautiful and the riding position and flexible nature of the engine on the R nine T had me smiling pretty much all the time.

It is quite comfortable for me at six foot, although I would like the handlebars to be slightly higher. Overall though, no complaints there. You will find the seat OK but come time to fill the tank most riders will enjoy the break. Fuel range is over 250km from the 17 litre alloy tank (imagine that in either some lairy metalflake colour or brushed alloy).

Verdict BMW staff hinted this could be the first in a line of similar ethos machines from the manufacturer and personally I’m very keen to see it.

Not everyone can capably wield spanners in the shed to build their own custom dream machine, and the R nine T allows you to just go out and buy one. Maybe you can accessorise it or pay someone to jazz it up some more.

This isn’t just a bike for BMW lovers, it’s a bike for lovers of custom bikes. It looks like people are lining up for it too. There are more pre-sold orders for the R nine T than the new S 1000 R. n

On most surfaces the bike handles very well, and the brakes are powerful too.

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BMW R NINE T

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BMW R NINE T S P E C I F I C AT I O N S: BMW R NINE T Engine Type: Air/oil-cooled flat-twin Capacity: 1170cc Transmission: 6-speed and shaft drive Fuel Capacity: 18 litres Frame Type: Steel/alloy Seat Height: 785mm Wet Weight: 222kg Front Suspension: 46mm USD adjustable forks Rear Suspension: Paralever Brakes: Dual 4-piston radial calipers on front, single caliper on rear Tyres: 120/70-17, 180/55-17 Price (RRP): $20,950 + ORC www.cycletorque.com.au/more

CYCLE TORQUE JULY 2014 - 33

Launch CYCLE TORQUE

www.cycletorque.com.au/more www.bmwmotorrad.com.au

CALL FOR A QUOTE

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Boxers have been around forever.

Great-looking pipes.

Shaft drive.

Classicly-styled instruments.

Modern front end.

Beautiful details.

BMW R NINE T

Launch CYCLE TORQUE

CYCLE TORQUE JULY 2014 - 34

BMW R NINE T

Launch CYCLE TORQUE

CYCLE TORQUE JULY 2014 - 35

CYCLE TORQUE JULY 2014 - 36

DONCASTER BMW MOTORRAD. METROPOLITAN DEALER OF THE YEAR 2013.

Since opening in January 2012, Doncaster BMW Motorrad has achieved many milestones but the greatest of all is our most recent accomplishment having been awarded 2013 BMW Motorrad Metropolitan Dealer of the Year. It is a great honour to have achieved such recognition, which rewards exemplary customer service, professionalism and all-round performance within the BMW dealer network. We would like to take the opportunity to thank our loyal customers for their continued support.

During 2014 and beyond, we will continue providing exceptional customer care as well as cater to the requirements of all BMW Motorrad customers, including Sales, Service, Finance and Parts & Accessories.

DONCASTER BMW MOTORRAD. WE SHARE YOUR OBSESSION. 814 Doncaster Rd, Doncaster VIC 3108 Ph: (03) 8848 0000. LMCT 8560 doncasterbmwmotorrad.com.au LMCT 8560

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DUCATI 1199 PANIGALE & PANIGALE S

CYCLE TORQUE JULY 2014 - 37

Test

CYCLE TORQUE

Tw i n Tw i n s

DUCATI 1199 PANIGALE & PANIGALE S

Test

CYCLE TORQUE

Both of these machines are for real riders.

Wobblers need not apply.

CYCLE TORQUE JULY 2014 - 38

DUCATI 1199 PANIGALE & PANIGALE S

CYCLE TORQUE JULY 2014 - 39

Test

CYCLE TORQUE

Tw i n Tw i n s N TEST BY CHRIS PICKETT, PHOTOS BY NIGEL PATERSON

N RIDING GEAR: BIKE 1: KABUTO HELMET, RST LEATHERS, ARLEN NESS GLOVES, ALPINESTARS BOOTS. BIKE 2: KABUTO HELMET, ARLEN NESS LEATHERS, GLOVES AND BOOTS. DUCATI’S 1199 Panigale and its higher spec ‘S’ sibling are very much riders’ machines. They are undoubtedly very fast, they are frantic to ride, they are not all that comfortable if you are commuting or touring at a snail’s pace. But they both give you a spine tingling riding experience not many other machines can offer. And there are some minor changes for the 2014 model, aimed at making it more user friendly.

There have been question marks over whether the Panigale is better than the 1098/1198 models it succeeded, and fair enough too. Those two previous generation bikes have had lots of admirers, and still do for that matter, because they are superb motorcycles. Carlos Checa was the first to race a Panigale in the WSBK Superbike championships, and was off the pace initially, unable to regain the form he had on the 1198. The Panigale is now starting to hit its straps on the world stage though, finally becoming one of the leaders of the pack in the current World Superbike Championship.

Apparently much of the issue has been the power of the engine, but it’s as fast as anything I’ve ever ridden on the road. In fact I can’t imagine anyone using the engine to its full potential unless you were on the track, and even then...

It’s hard to really compare them directly though. For a start, the Panigale makes the old shape look very dated, even though I think the 1098 shape was one of the prettiest bikes ever made. When Ducati designed the Panigale it really did so from a complete blank sheet. Everything is different to before: frame, engine, electronics, you name it. I suspect there is no part, which is interchangeable from the previous shape Ducati superbike.

Testing these two bikes back to back, one with manually adjustable suspension, the other with semiactive suspension, makes you realise that although the upspec S model is very good, it’s not light years ahead of the standard Panigale, which is also an amazing machine, especially if ridden in the right circumstances and with, shall we say, ‘verve’.

The Mechanicals Both bikes share the same specification Desmodromic Superquadro L-Twin engine, with 195hp.

The engine is an integral part of the chassis, and the set up differs greatly from the 1098/1198. In fact the engine is the chassis, with a monocoque frame section bolted to the heads. This monocoque

chassis is also used as the airbox for the engine. Clever. At the front, the forks are bolted to the frame section. Classic bikes fans will immediately recognise the Vincent V-twin as a similar design, and modern race fans the Desmosedici.

Another design cue of the Panigale is the engine has been rotated backwards, so it could be moved forward 32mm, thus improving weight bias. The engine also has the barrels cast as one with the engine block, then using Nikasil coated wet liners for the massive pistons.

One of the things, which makes this engine very different in feel to the previous Testastretta Evoluzione, is the massively oversquare bore/stroke ratio. I suspect it’s also one of the reasons why some people used to the older engine have struggled to come to grips with the new one, racers included.

With a 112mm bore and 60.8mm stroke this motor likes to rev hard. With such a huge piston Ducati has been able to increase valve size substantially, with the inlet valves up from 43.5 to 46.8mm, and exhaust valves from 34.5 to 38.2mm. This obviously allows the engine to breath much freer than the earlier donk, but it makes its power in a totally different way now, almost demanding the rider to thrash the hell out of it. But remember, this engine isn’t an update of the old one, it’s a totally different engine.

Fuelling the fire are massive 67.5mm oval throttle bodies with two injectors per pot. The first injector is fitted below the throttle for low load use, while the second injector is above the throttle body for when you are turning the twist grip all the way south.

The ride-by-wire system allows the Panigale to have lots of rider aids. There are three Riding Modes: Race, Sport and Wet. Each riding mode can also be tailored to suit your needs. For example, you can change the default traction control and ABS level of each riding mode.

There are eight Ducati Traction Control (DTC) levels, with Level One the least intrusive. This is an integral part of modern high end bikes, and with the performance the Panigale puts out I’m sure most riders would appreciate it being there. In reality most riders would barely even notice Level One, if at

Continued on next page

DUCATI 1199 PANIGALE & PANIGALE S

Test

CYCLE TORQUE JULY 2014 - 40

CYCLE TORQUE

all, but Level Eight really does kick in very early, making it a bit of a pain if you like riding on the quick side. Great in the wet but that’s the only time you’d want it.

really, we were unable to do, such is the performance these machines have. Out on the open road, the bikes together at speed, rock solid, was a magical experience.

You control all of this technology via the TFT instrument panel.

As you select each Riding Mode you get a slightly different dash, mainly between Race and Sport. If you are racing the bike or doing a track day, engine revs and lap times are more important to know than your actual speed so that’s what’s prominent on the dash. On the road it’s the other way around. It’s a pretty amazing piece of kit really. I found it a bit confusing at first but once you get the gist of what buttons to press and so on it’s a doddle to change the settings. What most owners would do is individualise their own machine. For example, you might have Sport Mode set with Rain Mode’s softer suspension settings (on the ‘S’) and so on.

There’s almost no limit to what you can change on the electronic suspension.

As I said earlier, the Panigale engine likes to rev due to the ultra short stroke (with 12.5:1 compression it needs a decompressor system to help starting), and I think you need to take a different approach to getting the best out of the bike, if you’ve sold your 1198 and bought a Panigale.

Now, on to the suspension which is the biggest difference between the standard and ‘S’ model machines. On the Panigale Marzocchi 50mm USD forks are fitted. They are fully adjustable, as is the rear shock, which also has an adjustable linkage.

On the ‘S’ OhlinsNIX30 43mm USD forks are fitted, but these electronic compression and rebound damping control. Likewise with the Ohlins TTX36 rear shock, which also has an adjustable linkage. You can manually adjust the preload.

The wheels are different on both bikes too, with the standard jigger getting 10 spoke wheels while the ‘S’ gets three spoke Marchesini forged alloys. Both bikes get massive six inch rear wheels on the single sided swingarm too.

Brakes are same too, with 4-piston radially mounted Brembos doing the business up front. ABS is an option on the Panigale, standard on the Panigale S. The Panigale S is actually 2.5 kilos heavier, which is down to the standard fitment ABS.

In the wild Thinking back on one particular day during the test has fond memories for me. It was one of the first times my son and I were out together, trying to explore the limits of a machine, which,

You could be a bit lazy with the Testastretta Evoluzione engine, not too lazy mind you, but try and ride the Panigale the same and you will not enjoy it anywhere near as much. Not everyone can ride a Ducati fast on the track. I know that sounds probably a bit conceited but if you’ve come from a four cylinder sportsbike which loves to rev, and you do the same with the Testastretta engine you will lose valuable speed by over revving it unnecessarily, and not utilising the massive torque on offer. With the Panigale I found it the opposite. If you rev the bejeezus out of it, it responds well. My point is I guess, is that riders used to, say, a CBR1000RR will probably gel quicker with the Panigale than a rider used to older Ducatis.

Anyway, moving on. The styling of the bike gives you the impression it has an ultra short wheelbase but not so. As I said, at high speed it is superb. In corners it tips in with neutrality, can hold its line beautifully, and power out on the back wheel (with DTC at the right level). Even though it looks tiny, there’s still plenty of room to move around on, even for bigger riders.

It’s got all this power to propel you forwards but it’s also got some of the best brakes on a motorcycle. We all know Brembo calipers are top shelf, so there’s probably nothing more to add there.

The two major things the ‘S’ has over the standard Panigale, is the Ohlins suspension and the lighter wheels. This comes at a price of course, but what does it mean in the real world? In my opinion a poorly set up ‘S’ with the electronic suspension will be no better, or even as good as the standard Marzocchi kit. That’s because the Marzocchi stuff is so good anyway. But take the time to really sort out your individual requirements on the ‘S’ and you will reap the benefits. The lighter three-spoke wheels make the bike sweeter to ride in the corners too, not heaps better, but enough to make it worthwhile if you have the extra cash.

Faster riders will love the slipper clutch, which most riders won’t really notice too much on the road but on the track it is a real benefit. Likewise with the quick shifter (DQS).

And the computer updates? Whatever has been done has worked.

At lower speeds the bike is nicer to ride, doesn’t feel as harsh on the throttle. When you are on the gas it’s almost irrelevant anyway but the second generation is a better all-round package for everyday riding.

Verdict How can you not appreciate a bike like the Panigale? It truly is special to ride and to look at.

Over the years Ducati Australia has managed to keep the prices fairly similar to what they were over a decade ago, so that has allowed many fans of the marque to get on board when perhaps they wouldn’t have been able to.

The Panigale retails at $26,990, and the Panigale S at $33,990. They are worth every cent. n

DUCATI 1199 PANIGALE & PANIGALE S

Test

CYCLE TORQUE

CYCLE TORQUE JULY 2014 - 41

DUCATI 1199 PANIGALE & PANIGALE S

Test

CYCLE TORQUE

WATCH VIDEO NOW

S P E C I F I C AT I O N S : CYCLE TORQUE JULY Ducati Panigale & (Panigale S) Engine Type: Liquid-cooled L-twin Capacity: 1198cc Transmission: 6-speed and chain drive Fuel Capacity: 17 litres Frame Type: Nonocoque Seat Height: 825mm Wet Weight: 188kg (190.5kg) Front Suspension: 50mm USD Marzocchi adjustable forks (Ohlins electronic) Rear Suspension: Fully adjustable single shock (Ohlins electronic) Brakes: Dual 4-piston Brembo radial calipers on front, single caliper on rear (S has ABS standard) Tyres: 120/70-17, 200/55-17 Price (RRP): $26,990 + ORC (33,990+ORC) www.cycletorque.com.au/more

2014 - 42

CALL FOR A QUOTE

1800 24 34 64 WE’LL BEAT ANY PRICE GUARANTEED*

www.cycletorque.com.au/more www.1199panigale.ducati.com

Superquadro engine boasts an impressive 195hp.

The dash is one of the most high tech anywhere.

Manually-adjustable forks on the standard model.

Offset Öhlins shock on the Panigale S.

DUCATI 1199 PANIGALE CYCLE TORQUE Test & PANIGALE S

CYCLE TORQUE JULY 2014 - 43

DUCATI 1199 PANIGALE CYCLE TORQUE Test & PANIGALE S

CYCLE TORQUE JULY 2014 - 44

CYCLE TORQUE JULY 2014 - 45

SYDNEY • SYDNEY CITY • NEWCASTLE • WOLLONGONG • MELBOURNE • PERTH

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HARLEY-DAVIDSON SWITCHBACK

Test

CYCLE TORQUE

MUSCLED UP BAGGER

CYCLE TORQUE JULY 2014 - 46

HARLEY-DAVIDSON SWITCHBACK

CYCLE TORQUE JULY 2014 - 47 CYCLE TORQUE JULY 2014 - 47

Test

CYCLE TORQUE

BIG ON STYLE, BIG ON GRUNT AND BIG ON STREET CRED. THAT’S THE HARLEYDAVIDSON SWITCHBACK

HARLEY-DAVIDSON SWITCHBACK

CYCLE TORQUE JULY 2014 - 48

Test

CYCLE TORQUE

MUSCLED UP BAGGER N TEST BY LONGIE, PHOTOS BY CHRIS PICKETT N RIDING GEAR: BELL HELMET, SCHOTT JACKET, IXON GLOVES, DRIRIDER BOOTS.

AT FIRST sight the Harley-Davidson Switchback appears fat and low. To me the overall look makes it one of the best looking Harleys I’ve ever seen. It has an upright riding position with forward mounted brake and shift levers set above a running board. The instruments are incorporated into the tank which is typical of a lot of the Harley models these days. It has good old fashioned twin chrome rear shocks and a two into one chrome exhaust which I think adds to the bike’s overall good looks. Call me old fashioned but I like the look of chrome and the retro styling of the Switchback. I guess that’s one of the attractions to Harley-Davidson owners. They dig the history. The bike is also fitted with a removable fork mounted screen and hard, colour matched panniers. The one thing I felt would have improved the aesthetic would have been if twin discs were fitted to the front wheel instead of the single.

He ’aint heavy On hopping onto the Switchback, the first thing I noticed was the bike felt lighter than I thought it would be and I found the seat height was nice and low. It was a nice change from some bikes where you’re on your toes all the time. On first heading out onto the road I found the bike felt more nimble than you would think considering its 330 kg weight. It’s well balanced and responsive and I quickly noted that its clearance was better than I thought it would be, even on roundabouts.

It was relatively easy to manoeuvre around but I found the sidestand allowed the bike to lean over further than I’m used to on most bikes, but that’s because Harley’s have locking sidestands, so it won’t fall over.

On the road again Not riding a bike with forward mounted controls on a regular basis, I found them to feel a little odd at first, but as on all previous occasions it didn’t take long to get used to them. The suspension felt good around town soaking up the bumps quite adequately but the one thing that really surprised me was the front brake. Although it only has a single disc it is extremely good at pulling up its bulk. In fact it was the best front brake I’ve felt on any of the Harleys I’ve ridden.

Over the two weeks I had the bike I took it on a number of rides on a variety of road types and Continued on next page

CYCLE TORQUE JULY 2014 - 49 CYCLE TORQUE JULY 2014 - 49

HARLEY-DAVIDSON SWITCHBACK

Test

CYCLE TORQUE

conditions. I found it was comfortable and handled our less than pristine byways better than I expected.

I’m not saying it didn’t affect the bike at all but if you lowered your speed to suit the condition of the particular stretch of road it was capable of taking the worst out of the ride. Power was impressive considering the bike’s bulk, and acceleration was good. The thing that I loved about the power delivery was that you don’t have to rev the engine. It has good pull from low down in the rev range which results in fewer gear changes being required. You can rev the bike hard if you like but it doesn’t really like it, and feels much better if you ride the substantial wave of torque it offers.

Wind in the hair As mentioned before, the screen is removable. In my opinion it looks better with the screen off, and luckily it takes barely 30 seconds to remove it. When I first had the screen off I was using the bike around town but the first trip on the highway proved that it wasn’t just for show. The wind without it hits you in the chest so hard that you have to lean into it to counteract the force. This however doesn’t make the riding position all that comfortable, so on longer trips back on it went.

On the open road the bike’s engine was surprisingly low revving and seemed to be hardly working at all.

To me, the bike’s exhaust note was just right, being neither quiet nor too loud. A few friends I ride with insinuated that Harley-Davidsons don’t have decent brakes but I was able to assure them that this one

did. It really does stop better than you would think, despite the single front disc and the weight of the bike.

Don’t fob me off The fit and equipment on the bike was very good and the bike uses a key and fob system, which you either love or hate. H-D has used this for quite a few years now. After you initially unlock the bike you don’t need the key until you want to lock it again. The hard panniers are colour matched and blend with the bike’s rear guard perfectly. They are lockable using the ignition key but I did find that they were not overly large offering only a small amount of room in each. They were fine for a day ride but for longer trips, especially two-up, I’d want to fit one of the accessory rack and bag systems.

The bike comes in a number of colours including the white as in our test as well as Morocco Gold Pearl, Blackened Cayenne Sunglow, Amber Whisky, Brilliant Silver Pearl and Vivid Black

Overall view.

Considering the bike’s weight I found it to be a beautiful thing to ride. The engine’s power delivery was one of the best things about the bike. It has

more than enough, you never have to rev it hard, and on the highway the engine’s torque allows you to stay in top gear almost all the time. Having read up on the Switchback on the internet I had noted the listed fuel figures were 43 mpg or 5.7 litres/100km and normally on tests you can never match the claimed figure. On this occasion this was not the case as I was never able to get the bike to actually use that amount of fuel with the worst I recorded being 56 mpg or 5 litres/100km, effectively giving the bike a range of 350km. That’s pretty good.

Finally the real surprise came when I took my wife for a ride on it. I was worried she wouldn’t find the seat comfortable as to me it looked a little narrow for the pillion, however on stopping she informed me she loved it, saying it was comfortable and she had no problem with the quality of the ride. The Switchback starts at $26,250 + ORC. Now if I can just talk her into getting one. n

HARLEY-DAVIDSON SWITCHBACK

Test

CYCLE TORQUE

CYCLE TORQUE JULY 2014 - 50

HARLEY-DAVIDSON SWITCHBACK

Test

CYCLE TORQUE

S P E C I F I C AT I O N S : HARLEY-DAVIDSON SWITCHBACK Engine Type: Air-cooled V-twin Capacity: 1690cc Transmission: 6-speed and belt drive Fuel Capacity: 17.8 litres Frame Type: Tubular steel Seat Height: 695mm Wet Weight: 320kg Front Suspension: Unadjustable telescopic Rear Suspension: Twin shocks Brakes: Single disc front and rear Tyres: 130/70-18, 160/70-17 Price (RRP): $26,250 + ORC www.cycletorque.com.au/more

CYCLE TORQUE JULY 2014 - 51 CYCLE TORQUE JULY 2014 - 51

www.cycletorque.com.au/more www.harley-davidson.com

CALL FOR A QUOTE

1800 24 34 64

Panniers aren’t huge but still carry enough for a trip away.

103 cubes of grunt.

Twin shocks give a good ride.

WE’LL BEAT ANY PRICE GUARANTEED*

Classic looks, modern technology.

’60s muscle car looks.

Quick release screen is a doddle to use.

HARLEY-DAVIDSON CYCLE TORQUE SWITCHBACK Test

CYCLE TORQUE JULY 2014 - 52

KTM FREERIDE 250 R & 350

CYCLE TORQUE JULY 2014 - 54

Test

CYCLE TORQUE

Trials on the Trails

KTM FREERIDE 250 R & 350

Test

CYCLE TORQUE

Old school trail fun with a modern twist.

CYCLE TORQUE JULY 2014 - 55

KTM FREERIDE 250 R & 350

Test

CYCLE TORQUE

Trials on the Trails N TEST BY TODD REED, PHOTOS BY CHRIS PICKETT N RIDING GEAR: TROY LEE DESIGNS HELMETS, TROY LEE DESIGNS AND ANSWER APPAREL, ALPINESTARS BOOTS.

THE KTM Freeride bikes are vastly different to any other trail bike on the market. Coming in two different capacities, the fully ADR compliant and road registrable 250cc and 350cc Freeride are aimed at the off-road trails rider who enjoys single trail and challenging terrain.

250 - A new two-stroke You could say this is an entirely new concept, and others might say that it is simply a revamped version of an old trials bike. Whatever your opinion is though, the 250cc two-stroke Freeride is certainly a very interesting bike.

This trials-oriented machine is a brand new model to the KTM family for 2014. It features a lively 250cc two-stroke engine, which stemmed from the roots of the 250cc EXC. KTM engineers removed the complex power valve design, changed the head, cylinder and piston and developed an extremely different exhaust to create a very linear power curve with almost no ‘powerband’ as such. The gearbox and clutch are specifically designed for the Freeride bikes. A close ratio six-speed ’box and CSS clutch are installed on both the 250 and 350 Freerides, delivering powerful traction and acceleration. Finally, a hydraulic clutch and electric starting system are fitted as standard equipment.

The chassis design, like most of this bike, is very unique to the Freeride

models. It features three main sections. The front section which cradles the engine is fabricated using stainless steel. In the centre of the bike, a forged aluminium centre frame bolts onto the front section, with the WP PDS rear shock mounting off the rear of the aluminium centre chassis. Out the back a polymer plastic sub-frame houses the electronic engine management system and completes the very complex chassis design.

As is the case on the entire KTM range, WP suspension sits gracefully on both ends of the KTM Freeride. The 43mm upside down forks offer great adjustability with separately adjustable compression and rebound damping. The rear shock is a link-less PDS unit, featuring a progressive rate rear spring as well as complete damping control with adjusters on the rebound as well as both high and low speed compression adjustment.

Trials tyres are fitted standard on a 21 inch front and 18 inch rear wheel.

Continued on next page

KTM FREERIDE 250 R & 350

Test

CYCLE TORQUE

This may leave a few of you scratching your heads, but as soon as you take on some challenging terrain you will come to enjoy the Maxxis Trial-Maxx tyres.

If you have the skills and knowledge to ride two-stroke motorcycles, or have a trials background this is a very fun and rewarding bike to ride.

Choosing the right gears and getting the revs right is all part of the challenge. If you can master this, then the 250 Freeride will give you a smile from ear to ear. You should also ride this bike like a trials bike should be ridden, standing up, keeping your body position upright and spending minimal time down on the seat.

We put the 250 through its paces, steep drop-offs, hopping over logs, The WP suspension receives some minor changes, with adjustments to the jumping up small ledges and roared through some tight, twisty terrain. It’s internal valving and spring rates. This creates a more progressive feel and a fun, agile and lively bike. The 250 is quite capable on the open terrain, but delivers less harshness through to the rider. the short gearbox isn’t designed for going overly fast.

On the trail, the 350 is a much more forgiving bike to ride than the 250.

The suspension works well in the trials environment, short sharp hits are no It’s easier to handle for the majority of people out there and although it is problem for the KTM and it holds up well under hard landings. The torquey quite slow for a 350cc engine it is a great bike in the right terrain. The fourengine power, softer suspension and sharp steering work well together to strokes also tend to give a more stable feel to the bike. This is something make it feel like you can propel yourself over any obstacle you can find. many people will love about the 350 as it seems less jumpy and more planted when taking on a challenging situation.

350

Verdict

We first threw our leg over the KTM 350cc four-stroke Freeride in the November 2012 issue of Cycle Torque. Since then, the mid-sized KTM hasn’t The Freeride models from KTM are very unique and different. While aimed really changed much. We thought it was a great bike then, and we still think at Trials type riding the Freerides are very versatile and can offer a wide it’s a great bike now. range of fun for a lot of riders.

It’s got the same 350cc engine, which is based off the widely popular 350cc EXC-F engine. It features a number of changes when compared to the EXC-F donk, all of which are aimed at increased torque and rideability, instead of going for maximum horsepower.

The November 2012 issue is still available as a digital download or via the iPad App. n Download the Cycle Torque November 2012 issue in the library section.

KTM FREERIDE 250 R & 350

Test

CYCLE TORQUE

KTM FREERIDE 250 R & 350

Test

CYCLE TORQUE

You don’t need to be an enduro superstar to enjoy the 350cc engine.

The 250 Freeride has a peppy two-stroke motor.

Frame is part trellis, part alloy.

Bike is well muffled and noise police friendly.

CYCLE TORQUE JULY 2014 - 59 S P E C I F I C AT I O N S : KTM freeride 250 R & (350) Engine Type: Liquid-cooled 2-stroke single (4-stroke single) Capacity: 249cc (350) Transmission: 6-speed and chain drive Fuel Capacity: 7 litres (5.5) Frame Type: Perimeter steel trellis/alloy Seat Height: 915mm Dry Weight: 92.5kg (99.5kg) Front Suspension: WP MXMA Rear Suspension: WP PDS shock Brakes: Single 4-piston radial caliper on front, single caliper on rear Tyres: 21” trials front, 18” trials rear Price (RRP): $9,295 + ORC ($9,995) www.cycletorque.com.au/more

www.ktm.com/au

No need for tools to adjust the forks.

WATCH VIDEO NOW

KTM FREERIDE CYCLE TORQUE 250 R & 350 Test

CYCLE TORQUE JULY 2014 - 60

KTM FREERIDE CYCLE TORQUE 250 R & 350 Test

CYCLE TORQUE JULY 2014 - 61

AUSTRALIA’S LEADING DISTRIBUTOR FOR

OFF ROAD’S FINEST PRODUCTS CYCLE TORQUE JULY 2014 - 62

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Possibly the best modification you can ever make to your bike!

Faster Cornering n Improved Traction All with n Virtually Eliminates Stalling 3.0 technology n Better Starts n Faster Lap Times n Fully turnable to rider preference & terrain conditions. n

All Rekluse products allow retention of the clutch lever to manually override the auto-clutch at all times!

The rider can still “feed”, “fan”, “slip”, or “pop” the clutch and do motocross style starts.

WHOLESALE ENQUIRIES ARE WELCOME

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Rekluse Used By: Merriman, Ballard, Grabham, Whibley, Mullins, Caseli, Spies and the late great Mika Ahola. Rekluse has won in every major off road series the world over, including 8 U.S. and 2 World Championships in 2011!

“The MXA wrecking crew gives the Rekluse Core EXP clutch 5 stars” – Motocross Action Magazine

• Highest grade CNC machined billet, hard anodized aluminium clutch components.

• Fully adjustable with optional wave springs and ball bearings.

• CNC laser cut drive plates giving longer clutch component life, smoother engagement/disengagement, and less clutch hammering, virtually eliminates notching.

• Centre clutch design with innovative oil flow for cooler operating temperatures for less fade and londer clutch life.

Moto Roost Defectors Evolution Debris Defectors – wide – for those that don’t want to bend for lever room and “U” clamps for feel claustrophobic. Multiple better cable and hose clearance, various colours $70 bar fitting $85 Add the bolt on Evolution Roost Deflector for $35 Multiple colours.

KTM Comfort Seats – in standard & tall versions $165 Carbon Fibre Exhaust Pipe Guard – $180

KTM HUSABERG

“The Rekluse Core EXP Clutch Is Magical” – Dirt Bike Magazine Plastic is fantastic... but in case you don’t feel the same, Skid/Bash Plates From $110

KTM Heim Joint Tool – $70

Ultra Disc Guard – with complete Carrier for superior strength $120

Axle Pulls Spoke Wrench – front or – $25 rear $35

Upgrade Wheel Bearing Kits – front $70 rear $60 rear with spacer $70

High Quality, High Performance Off-Road Motorcycle Products

Speedo Guard – $90

Billet Shock Spanner Wrench – two types $35

Clutch Slave Cylinder Protector – Protects from a thrown chain or side impact $50

Radiator Braces – Strong and light to protect from twisting and bending without sacrificing airflow $120

Bar Riser Kits Upgraded – Adjust your life Lower Shock 5-30mm for a Bush Kit – $40 custom fit $50

• All the features and benefits of the EXP with the addition of High grade CNC machined billet, hard anodized aluminium clutch components.

• CNC laser cut drive plates giving longer clutch component life, smoother engagement/disengagement, and less clutch hammering, virtually eliminates notching.

• Centre clutch design with innovative oil flow for cooler operating temperatures for less fade and longer clutch life.

• 17-7 stainless steel precision wound and heat treated pressure plate springs provides consistent clutch torque capacity eliminating clutch slip.

• Rekluse billet aluminium clutch cover with added oil volume offers greater impact protection and lower operating temperatures.

Grad Handle – keep your hands away from a hot exhaust $45

• STEERING DAMPERS • FOOT PEGS • KICK STANDS • CARRY RACKS

Cycle Torque Long Termer – Moto Guzzi V7 Stone CYCLE TORQUE JULY 2014 - 63 CYCLE TORQUE JULY 2014 - 63

Accessorise me

‘Our’ Guzzi gets some shop time.

SOME bikes are just crying out to be modified, not because they are bland but because they are a blank canvas. We think our long term Moto Guzzi V7 Stone is such a bike.

Smouldering looks, especially in the café racer/minimalist genre of motorcycles that seems to be the in thing at the moment, and the V7 Stone, with its satin black paint, black engine and wheels, and the odd dab of chrome here and there looks the part perfectly.

The V7 range caters for quite a few tastes, from the basic Stone to the wild V7 Racer, with its chrome tank, bikini fairing and semi crouch riding position. All of the V7 models share the same platform of frame and engine, and unsurprisingly all ride very similar.

What you get is a bike that’s lots of fun to ride, especially at the low to moderate speed ranges. It doesn’t have huge reserves of horsepower but then it doesn’t really need it. Out of the bunch, the V7 Racer is the easiest to ride at higher speeds, and really is a blast when you ride it quick. It’s like going back in time when you ride a V7. And that’s really the whole point of the bike.

At Cycle Torque we are tinkerers, so it was only a matter of time before we looked to muck around with ‘our’ V7.

Continued on next page

Cycle Torque Long Termer – Moto Guzzi V7 Stone CYCLE TORQUE JULY 2014 - 64 While the mufflers look and sound fine, they were crying out to be ditched in favour of a pair with more ‘soul’. We only had to check out Moto Guzzi’s accessory list to get starry eyed with the slip-on Agostini exhaust. It’s an easy bolt on affair, and really unless you have two left hands should take less than an hour to fit. They are a different style to what you might expect would suit a bike like the V7 but we think they look cool, partly because of the curved shape. And they sound brilliant. They really liven up the engine in both throttle response and power. But now it’s making us want to twist the throttle a bit harder to bask in the wonderful exhaust note. In the interests of licence retention we have not tested for any top end speed increase from the Agostini pipes but the chances are, considering the low and mid range increase, it’s a worthwhile one. The pipes retail for $1,499 and the Product Code number is AGO-V7-AMV7HFB. So from there we looked at some luggage capacity. You can go aftermarket but the V7 is a bit of a niche market machine so once again we checked out the Moto Guzzi accessory catalogue to see what was there.

Seeing the chrome rear rack and leather bag made the decision easy. Once again it’s a simple job fitting the rack and the bag takes seconds to take on and off. It’s old school in the looks department – a contrast to the Agostini pipes – but suits the V7 well. It’s not huge but perfect for daily commuting or a

day ride. For weekends away we would go for a tank bag, and possibly throw-over panniers.

The rack retails for $425.00, Product Code: 983163, and the leather bag for $315, Product Code: 983308.

The V7 range does offer a few choices re paint schemes. We particularly like the V7 Special, which harks back to the V7 Sport of the early 1970s. So, if you don’t like the satin black looks of the Stone there are other options.

So far we are happy with the updates to our long term Moto Guzzi but given the option we would do more. How about a V7 Special inspired paint scheme, but in different colours, maybe metalflake? A set of ’bar end mirrors, satin black of course, would also fit the bill nicely. Lastly we would look at ‘tweaking’ the suspension a bit, with some adjustable rear shocks, and maybe different springs in the forks. The V7’s suspension isn’t optimum for heavier riders or poor roads, for some the idea would be to get the suspension ‘plusher’, rather than firming it for fast riding.

That said, we do seem to be twisting the throttle further south now the Agostini pipes are on.

Next time we let loose some riders with absolutely no Moto Guzzi experience to see what they think of our blank canvas, which is not so blank anymore. n

CYCLE TORQUE JULY 2014 - 65

Distributed by Cleveland Cyclewerks • 03 9388 1158 • www.clevelandcyclewerks.com.au Photo may appear different to ADR models

Cycle Torque Feature

CYCLE TORQUE JULY 2014 - 66

ev moto r cycle .o r g

After a brief outing in 2011, Voltron are back with an impressive 620 V machine. For the uninitiated, that’s more voltage than the Melbourne tramway network.

Cycle Torque Feature

CYCLE TORQUE JULY 2014 - 67

VOLTRON EVO

EVOlution of the breed Forgoing the compromise of using an existing ICE chassis to house electrical components Voltron EVO is a ground up build. Determined to make his mark on the electric racing circuit, Chris Jones set about designing a completely custom frame; capable of accommodating the large EVO Electric motor and 9.2 kWh battery pack. By recessing the motor mounting inside the swingarm, the wheelbase was maintained to racing specs.

To build the frame, Chris called in the services of Randy Illg from Framecrafters in Union, Illinois. After numerous long distance communications, the frame arrived within millimetreperfect dimensions. True testament to the skill of Randy and the Framecrafters operation.

In addition to the light weight chromoly frame, a unique suspension linkage allows for multiple adjustments. Just the ticket for trackside tuning.

The final weight of the bike will be on par with showroom litre sports bikes.

Voltron Evo will be ridden by West Australian supersport racer Danny Pottage, under the sponsorship of O’Hanlon Electric Motorsport

The innovative 620 volt battery pack of the Voltron EVO is housed in a clear polycarbonate case designed to both insulate the pack and provide visual feedback to the pit crew. The engineering is so precise that even the numerology has been considered - 168 cells in series, each ‘cell’ consisting of three 5 Ah pouches in parallel giving a total of 4 X 42 cells.

Effectively the battery can be split into four sub-packs when powered down, limiting the potential to 175 V. This reduces the risk when servicing the pack and as an added safety mechanism, no power can be accessed unless a 12 V signal is sent to the pack.

At 85 kg, the sealed battery pack must be removed with a hoist, but servicing is easy with a one-piece pack.

Cycle Torque Feature

CYCLE TORQUE JULY 2014 - 68

Is this the ultimate Electric Superbike?

Voltron EVO custom bimetallic chrome-moly trellis chassis

EVO Electric AFM140-4 motor

Cycle Torque Feature

CYCLE TORQUE JULY 2014 - 69

www.catavolt.com.au

CATAVOLT Return of a champion

Recovering from the technical mishaps of 2013, Catavolt are back. The new machine swaps the familiar Daelim road going production hardware for a custom Yamaha R6 racing chassis. With a long heritage in electric racing that spans a land speed record and a notable appearance at Daytona International Raceway, Catavolt are a determined force in Australian Electric Superbike racing. The new electric R6 machine will have an astronomical 900mn of torque. To put this into perspective, that’s over four times the torque of a Suzuki Hayabusa and more torque than a Mclaren F1 supercar.

To meet these figures the new Catavolt machine has swapped the enerTrack hub motor for an onboard power plant. The return to a familiar drivetrain is the key to providing a significant power increase. Coupled with the impressive 100kW motor, a 12kWh Lithium-ion battery pack will ensure that Catavolt can reach it’s full potential.

While team Catavolt have yet to reveal a rider for 2014, there are many superbike riders just waiting for the opportunity to ride in the electric series. It’s not a matter or whether they can find a rider, it’s more about finding the best rider for the package.

Cycle Torque Feature

CYCLE TORQUE JULY 2014 - 70

Danger! High Voltage So why the high voltage? “It all comes down to matching the capabilities of the motor and inverter. The motors’ base speed of 4000 rpm is achieved with a DC bus of 600 V. The last 1000 rpm must be achieved by engaging field weakening, which is akin to advancing the timing of the motor. By defeating some of the motor back EMF, the rotor is capable of spinning faster, albeit at the expense of torque. It is only by supplying at least 400 V rms to the motor, that it can reach the rated peaks >150 kW. This calls for an inverter capable of supplying some serious potential, and the Rinehart Motion Systems PM150DZ inverter is up to the task.” Chris explained.

“Additionally, the eFXC rules state that the voltage of an electric superbike must not exceed 700 V anywhere in the system, at any time. Hot off the battery charger, this pack is sporting all 700 big ones with nothing to spare.

Future incarnations of the bike will eventually run half as many volts, but for 2014, Voltron Evo is a high voltage speed machine.”

The Voltron EVO Electric Superbike uses a modular, multi-chemistry battery monitoring system from West Australian supplier EV-Power. Elegantly simple and compact, the four BMS modules can monitor 12 cells each.

A conductive loop allows a low powered relay to be held closed when things are behaving, but should a cell exceed 4.2 volts, or be over discharged past 2.8 V, the loop will go open circuit, closing the relay and sounding a warning. Rather than throttle off or worse, cut the power completely, the rider may simply heed the warning and nurse the bike back to the pits.

Cycle Torque Feature

Anatomy of an Electric Superbike

CYCLE TORQUE JULY 2014 - 71

Electric Superbikes may look similar to their internal combustion counterparts but the technology is taking motorcycle racing to the next level.

MOTORCYCLE FRAME AND CHASSIS Modified ICE hardware is quickly being replaced with custom electric motorcycle frames. Bespoke chassis are designed using 3D development software and rapid prototyping. This process allows the engineers to package the electric drivetrain and components into a frame designed specifically for the task. Many of the successful designs are now forming the basis for mass production electric motorcycles.

AC CONTROLLER HIGH VOLTAGE RELAY For safety all Electric Superbikes must provide a high voltage cutoff relay. This device provides a method of disarming the high voltage electric current. A large red button is positioned in a prominent position on the bike.

This can be activated in case of emergency.

The controller acts like an electric valve. When the rider opens the throttle the controller feeds power from the battery pack to the motor. A typical controller will handle 600 amps at 200 volts. Many of these electric superbikes have multiple controllers.

Race Dates 2014

Watch all the 2014 race action live at the following venues‌ Round 1: 27th - 29th June Queensland Raceway Round 2: 1st - 3rd August Winton Raceway VIC Round 3: 12th - 14th September Wakefield Park Raceway Round 4: 21st - 23rd November Sydney Motorsport Park

DC PRISMATIC LITHIUM CELLS It’s no coincidence that these Electric Superbikes have emerged in the wake of lithium polymer cell development.

When combined in a battery pack, these prismatic lithium cells produce enough current to propel an Electric Superbike to over 200kph. A typical racing pack is configured to 7kWh. This makes the bikes light enough to be competitive while providing enough voltage to feed the electric motor. Building the pack so that it can be removed easily from the bike provides a distinct advantage for both charging and troubleshooting.

AC BRUSHLESS MOTOR Ultra efficient electric motors generate massive amounts of torque from a small package. These integrated powerhouses can be used in double or even quad stack configuration. Super powerful permanent magnets are required to offset the electromagnetic force that is produced by the windings. Liquid cooling allows for higher continuous currents to be used by the electric superbikes.

www.formula-xtreme.com.au

Cycle Torque Feature

CYCLE TORQUE JULY 2014 - 72

100% ELECTRIC

Forget everything you know about electric vehicles and take a ride with Victor G Fenech on a journey to understand electric superbike racing.

This four-part TV series offer’s you a glimpse at a racing future where every second counts. A future where there are no predefined rules and no off-the-shelf solutions.

With only three short years of development time to call upon, electric motorcycle development is backed by the passion and dedication of a small, but growing group of electrical engineers whose challenge is to build, the ultimate electric racer.

Series one broadcast dates Monday 26th May 2014 at 8:00pm Repeats on Saturdays at 3:30pm and Sundays at 11:00am

Series two race dates

Round 1: 27th - 29th June Queensland Raceway Round 2: 1st - 3rd August Winton Raceway VIC

Round 3: 12th - 14th September Wakefield Park Raceway Round 4: 21st - 23rd November Sydney Motorsport Park As seen on

DVD COMING SOON “This is the research in the development.”

www.facebook.com/australianelectricsuperbikes ev moto r cycle .o r g

CYCLE TORQUE JULY 2014 - 73

CYCLE TORQUE JULY 2014 - 74

INFORMATION FROM OUR ADVERTISERS

SCAN ME

FOR MORE PRODUCT INFORMATION

IBIKE STUFF

RACE ME

NEW from Arlen Ness is the Sentinel CE race suit.

Made with perforated leather for optimal ventilation in hot weather, the Sentinel is fitted with an aerodynamic hump for streamline riding and the memory foam under the collar provides the collar bone with added safety and comfort.

Capped off with double-layer leather reinforcement at the elbows, shoulders and seat for more comfort the Sentinel is a stylish, safe and super-affordable high-performance race suit for riders of all levels.

P RICE : $1299.95 AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

TOUCH OF TECH

FOR the urban rider looking for warmth in cooler months, the Urban 14 textile glove offers a lightweight wrist length option which is both windproof and insulated. The outer shell is a Windstopper softshell stretch textile which is water resistant and comfortable to pull on. Rigid thermoformed TPU armour in the knuckles provides protection while the fleece liner provides warmth and comfort. The palms are reinforced with goatskin leather while the unique connect fingertip technology means you never have to take your gloves off in the cold to operate the touchscreen of your smart phone between rides.

BOLT CAN BREATHE EASY

YOUR Yamaha XVS950 Bolt and XVS950 Bolt Spec-R can breathe easier with K&N’s new YA-9514 high-flow P RICE : $109 incl GST air filters. Designed to fit straight into the OEM airbox AVA IL A BL E F ROM: Your Ducati dealer the filters offer low airflow restriction for better MORE INF O: www.cycletorque.com.au/more throttle response, horsepower and torque. Pleated cotton media offers low restriction and excellent filtration providing high capacity and low service intervals. No fuel-management mods P RICE : $89.95 necessary and filters are washable, AVA IL A BL E F ROM: All good bike shops. reusable, pre-oiled and ready for MORE INF O: www.cycletorque.com.au/more installation. Imported and distributed

by CTA Australia.

PLUG ME IN

GOT an accessory socket on your bike and want to connect a device with an SAE fitting like a MotoPressor Pocket Pump? This clever adaptor comes with a male lighter fitting that will fit both car and motorcycle lighter sockets. To plug into a motorcycle style (Hella) socket, simply remove the red adaptor at the front of the plug and plug straight into the motorcycle socket. To plug into a car socket, leave the red adaptor in. Now you can P RICE : $17.95 AVA IL A BL E F ROM: Online or call (02) 6689 5703 use your MotoPressor Pocket Pump on both MORE INF O: www.cycletorque.com.au/more your bike and car.

INFORMATION FROM OUR ADVERTISERS

SCAN ME

FOR MORE PRODUCT INFORMATION

CYCLE TORQUE JULY 2014 - 75

IBIKE STUFF DRIFT PICTURES

HERE at Cycle Torque we’ve found Drift cameras, with their rotating lens, built-in screen and tripod mount, to be the easiest action camera around to mount and use.

The latest model, the Ghost-S, shoots high definition video and still photographs, is weatherproof without a case and shoots up to 120fps for great slow motion. Watch this PRICE : $489.95 space for a review AVA IL A BL E F ROM: Bike Shops Everywhere soon.

MORE INF O: www.cycletorque.com.au/more

PAD UP

VESRAH brake pads have a long history based on quality and performance, with a broad selection of compounds from organic, to sintered and resins to cater to the needs of all customers on both road and off-road. More recent testing in the Australasian Superbike Championship has proven extremely successful with many competitors from several classes choosing to race on one or more of the four racing specific racing compounds available including current Australian Supersport Champion Daniel Falzon PRICE : From $24.95 and current Australian AVA IL A BL E F ROM: In good bike shops soon Superbike Privateer MORE INF O: www.cycletorque.com.au/more Champion Glenn Scott.

VERSATILE VENTURA

AS THE Ventura range is a modular luggage system, complete Astro top-box kits are compatible with all Ventura Bike Packs and accessories. Astro topbox can be easily retro fitted to any bike with a Ventura luggage system by purchasing the model-specific Astro TBR (top box rack) cradle combo. Astro can also be reversed to sit over the pilion seat on many models to improve mass centralisation.

PRETTY IN PURPLE

THE Paris Ladies Jacket, in a stylish ladies cut, has double layer shoulders and elbows, and CE armour shoulders and elbows. Jacket features water resistant external pockets with a breathable/waterproof membrane as well as arm adjustment clips, hip zips for custom fit and heavy duty foam back protection. There is a removable thermal lining and rubberised snaps. Double stitched with internal pocket there is also Scotchlite 3M night safety reflectives and genuine YKK quality zips. Comes in Black/ Purple 8 – 22 or Black/Print 8 – 22.

PRICE : $199.95 AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

PRICE : Astro complete kit $339, cradle combo $159, top box $99 AVA IL A BL E F ROM: All good bike shops.

MORE INF O: www.cycletorque.com.au/more

CRUISE INTO

CYCLE TORQUE JULY 2014 - 76

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USED & REVIEWED CYCLE TORQUE JULY 2014 - 77 CYCLE TORQUE JULY 2014 - 77

Bridgestone’s Sports-Tourers ALTHOUGH classed as sports-touring tyres due to their long life and suitability for use across big, heavy bikes, the new Bridgestone T30s fitted to our office-hack Honda CBR1100XX Super Blackbird are proving to be very capable when riding hard, too.

The new tread pattern is designed to provide rigidity within the tyre, so it doesn’t squirm about, which degrades handling and increases tyre wear. The front tyre features and all-new compound, and on the CBR that’s translated to precise feel in the steering and confidence tipping in.

Being Bridgestone dual-compound tyres there are softer edges than in the middle of the tyre, so when you’re droning down the freeway you’re not quickly chewing through the grippy, soft compound rubber, but when you lean the bike over you are on the softer, stickier part of the tyre.

Now, a Super Blackbird is capable of making any tyre spin and slide, thanks to 160 horsepower (119kW) and decadeold chassis design… but the T30s have shown remarkably little propensity to do the unexpected, inspiring confidence in their grip in both dry and wet conditions (although admittedly we haven’t used them in a serious downpour).

Modern tyres are getting really good, and sometimes it’s the little things which separate a great tyre from a good tyre things like bump absorption, road noise and stability, and the T30s have impressed.

We expect to get good tyre life out of the T30s - they aren’t showing any early signs of wearing out anytime soon.

Although prices vary according to tyre size, a pair of T30s should be on your bike for under $450.

That’s a lot of grip and life for the money. n PRICE: Varies according to size AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

Shark Attack I HAVE to say I love my new Shark Explore R helmet. Shark helmets seem to fit the shape of my head, so the comfort level is very good, for me.

This is a big deal, especially when you are doing lots of kilometres.

I think it looks pretty cool too, with the carbon fibre look. It’s made of carbon aramid fibre and multiaxial glass-fibre. So, it’s not a full carbon fibre helmet but it looks like one.

Besides the comfort level and look, I am a big fan of the three-way system which makes this helmet so special. You can wear it as either a full face road helmet, with a flip down tinted visor, an adventure helmet with the goggles which come with the helmet, or a funky road helmet with goggles.

If you use it with the goggles and/or peak the flip down tinted visor does not work, but you can get tinted visors for the goggles, in a variety of shades.

I’ve used the helmet in all three guises. The outside visor seals very well when used as a road helmet, and perhaps even more importantly, the MX style goggles seal excellently too. I particularly like the old school goggle clip system. One side of the helmet is a quick release set-up for the goggles, so you can easily unclip that and the goggles dangle down from the other clip. Well cool if you ask me.

And if you need glasses, like me, there’s load of room to wear them.

I was able to wear the glasses behind the goggles without it being a pain to get them on or force the glasses against my head.

I’ve a couple of nice helmets at the moment, but I’d have to say the Explore R is my new favourite. I can wear it on a variety of machines, and I can wear it for hours upon hours without comfort being an issue.

– Chris Pickett PRICE: $599.95 AVA IL A BL E F ROM: Good bike shops MORE INF O: www.cycletorque.com.au/more

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QUAD TORQUE

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CYCLE TORQUE TEST: CF Moto CF500 Classic

A CLASSIC 500

Is there a better value ATV on the market?

QUAD TORQUE

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CYCLE TORQUE TEST: CF Moto CF500 Classic N TEST & PHOTOS BY CHRIS PICKETT WITH high build quality and a low price it’s no surprise CF Moto’s CF500 Classic ATV is one of the most sought after over 450cc farm quads on the market. CF Moto reckons it’s Australia’s best value ATV and it’s hard not to agree.

We think too many people still dismiss ATVs not built in either the US or Japan as cheap junk. That hasn’t been the case for some time now, especially with CF Moto. Not only is the build quality high, the performance and handling of the CF500 is well up there. It is still built to a price so there are better equipped and more expensive ATVs on the market but bang for buck the CF500 offers more than most.

Mechanics

Using a 500cc liquid-cooled single-cylinder engine, the CF500 goes very well indeed. It still uses a carb, no fuel injection here, but it’s no outdated donk. The four-valve fourstroke engine feels very modern in use. If you take a look at CF Moto’s products you can see the company prefers to use in-house developed engines, and the 35hp CF188 engine in the CF500 is a case in point. Part of the design ethos was to have very good cooling efficiency in hot conditions for long hours.

Feedback we have received regarding CF Moto products indicates this has been achieved.

We never had any problems starting the CF500 on the button, but there is a pull starter if the battery gets flat.

Independent suspension with gas shocks is fitted at both ends, as are disc brakes. The standard equipment is comprehensive too, especially considering the entry level price

Pull start is there to back-up the electric leg.

Winch comes standard.

of $6890. CF Moto Australia has seen fit to kit out Aussie delivered CF500s with a heavy duty tow bar package, capable of towing 350kg. The solid front and rear racks can take a load too, with the front rack 35kg and the rear 70kg. 12 inch alloy wheels are standard and look trick too, just the shot for upstaging the sheep farmer next door. And making sure you get out of the crap is the 2,500lbs winch, also standard.

On the farm

While we didn’t get to test the CF500 in a working environment, we were able to test it in tight slow going terrain, and also in open fast country. In gullies, over steep hills and in very rocky terrain the CF500 really did impress us. There are other ATVs as good, and better, but for the price we were amazed at how good it was. The independent suspension just coped with everything, and in low range with the diff locked there was almost nowhere we couldn’t go.

At higher speeds the CF500 was equally impressive. It has good power but the way it handled bumps at speed without making you work hard to hold on was where it shone.

We can see it being a great work-mate on the land, but put it in 2WD and start using all the power on hand, well, it can be a real fun machine too. We spent equal amounts of time testing it for low speed ability as much as we did tearing up the paddock.

Solid racks can take a good load.

Verdict

For the price it’s very hard to beat. For the money you would expect a real basic machine but with the CF500 you get much more than basic. It really does feel like it’s a more expensive machine and in our opinion represents smart buying.

Test vehicle kindly supplied by TJM Hunter Valley, 130 Newcastle Road, Wallsend, 02 4951 1184. n

All shocks are adjustable for preload.

Electronic dash has loads of info.

QUAD TORQUE CYCLE TORQUE TEST: CF Moto CF500 Classic

CYCLE TORQUE JULY 2014 - 83

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1. 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.

2. American Dream Bikes – $75.00

Unappreciated by the world is the fact that in today’s elusive studio of motorcycle design America is a major player - for some, the major player. Dozens of designers, engineers and craftsmen are creating some of the most exciting and innovative motorcycles the world has ever seen - ever dreamed about. This doesn’t just mean “yet another chopper”. It means names like Confederate, Ecosse, Fischer, Roehr, Vectrix (producing an electric sportbike), and MotoCzysz in addition to, and no less worthy in this context, the establishment Harley-Davidson with Buell, Victory, and even Indian. Award-winning author Alan Cathcart visits 25 shops interviews the designers and engineers and rides the motorcycles. Each shop, interviewee and motorcycle has been photographed especially for this book.

3. 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.

4. 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.

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Everything you need to buy, ride and enjoy trail and adventure motorcycling. Sections on riding gear, tools, riding tips and safety and maintenance keep you well informed for the trip ahead.

Exploring and navigating are also covered in this comprehensive guide book.

6. Essential Guide to Motorcycle Travel – $55.00

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

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

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

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

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. How to Ride OffRoad Motorcycles schools the reader in all the skills necessary to ride safely and quickly off-road.

9. Lost on Earth – $29.99 ON SALE $20.99

“The only way I am coming home is by bike or by box,” Steve Crombie writes when he first hits the road, travelling 90,000kms from Australia to the Arctic Circle via South America. It takes him two years. He suffers from dehydration, starvation and disease. He rebuilds his motorcycle four times.

Along the way Steve not only tests his limits but meets the world head on - waking up behind iron bars in Tierra Del Fuego.

10. Troy Bayliss – $24.99 ON SALE $19.99

This is the story of a life dedicated to racing, the story of a man who has always lived among motorcycles. The Ducati Yearbook chronicles the life of Troy Bayliss, Ducati World Superbike Champion through his memories and his experiences (on and off the track), his relationship with his team and with the bikes and the thrilling emotions experienced together. Take a look into the life of Troy Bayliss, his racing career and his passion for Ducati. Troy and the bikes from Borgo Panigale, like the 999 and 1098, together made history. This is a book of photography with images accompanied by the words of the rider, fellow Ducatisti friends, colleagues, family and fans all who came in contact with this Superbike legend a true icon for all passionate motorcycling fans, Ducatisti and non.

11. Motocourse 2013/2014 – $89.95

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

12. Welder’s Handbook – $37.50

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

LETTERS

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

Splitters

IF YOU are not already aware, the Queensland Government is considering changes to traffic laws that will have an impact on motorcycle riders, including the legalising of filtering, which will be implemented in NSW in July this year. However, I imagine that, in Queensland, no more than three bikes can do this at any one time or risk being pinged for breaking the “Association” law haha?

Michael Chung

Spoilt for choice

I WAS hoping Cycle Torque could help me out with some advice.

I am looking to purchase my next ride. I started on a Yamaha XT250 (current model) for 15 months and then went on to a Suzuki SV650 naked for 2.5 years.

I commute daily some 80km from the western suburbs of Sydney into the city. Year round and all weather conditions. Approximately 400km a week.

I also try to get out on weekends for 400km days with a pillion.

Based on my experience with the SV650, I imagine a mid size bike is enough for my needs. I am happy to go to a litre bike if the extra power will make riding two up safer.

My short list is: First choice, current model Suzuki DL650 V-Strom.

Second choice, old model Suzuki DL650 V-Strom and Kawasaki Versys 650 (Uncomfortable pillion seat?).

Third choice, old model Suzuki DL1000 V-Strom (great seat, but top heavy in traffic?), Yamaha TDM900 (seat comfort for pillion?), Honda CB900 (Seat comfort for pillion?) and Honda Deauville 700 (Heavy bike in traffic + not the most exciting to ride, but practical).

I am after something that is great to commute on and comfortable for a pillion. Any other suggestions would be appreciated.

Thank you Marc S Hi Marc All of the bikes you mention are good machines. All would suit your purpose. I guess for your two up

CYCLE TORQUE JULY 2014 - 87

rides if you are finding the SV WRITE A LETTER! 650 underpowered then going for a bigger capacity bike like you mentioned would be the clincher This month Michael Chung has won has won an Airhawk midfor me. I have always liked 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 the TDM900 Yamaha, it does your bike. Check out www.airhawkguy.com for more information. everything well and pillion Send your letters (and/or great bike pictures) to The Editor, comfort is good.

Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email chris@ As for the 650 V-strom, the cycletorque.com.au. newest model is batter than the old one, and I would go for or similar devices. I’ve seen shows where truckies that if the choice was between old and new. have devices to record driving but no idea whether Haven’t had much to do with the old V-strom 1000, in they could be adapted to motorcycles. fact I don’t believe I’ve ever ridden one in the nine Visit www.onsitecameras.com for yourself and go from years I’ve been in this game. I hear they are good. there. This is just one retailer of such a device. I Regarding the Hondas you mentioned, I’d always go for have no idea of the quality of their products. Ed. the CB900, a better bike than the Deauville, which is too bland for me personally. I think most pillions would be fine with the CB900 seat.

Future spectators The Versys 650 is a good bike too, with similar power IN RESPONSE to your editorial in the May edition but a different feel to the V-Strom 650. I think you about the lack of spectators in some events but great would need to ride both to decide between them. crowds in others, I think it comes down to variety.

So for me it would come down to either the Versys, In the case of the Barry Sheene festival, the day the TDM900, the CB900 or the 650 Strom, then if offers old bikes and modern bikes together (not only you want more grunt than you have now, the TDM and in the races but in the parking area too), club the CB. You need to ride each one I think to decide displays, a bike show, vendors and of course great yourself what bike you gel with. racing. In another case that is not similar but very If I had to choose one bike it would be the TDM900. successful is the Bankstown custom bike show.

It’s well priced, do everything I want in a bike, and At $30 entry it’s not cheap but people flock to it. is good two up. Ed. Yes I go for the bike show but they also have speedway (display runs), super motard events, stunt bike riding, vendors and live music. What I’m trying Video killed the radio star to indicate is that if a round of the super bike I WAS out riding the other day, in central west NSW. championship is held just by itself then I may attend Mid week day off sunny fun. But many drivers coming if I have nothing else going on, but if I know there round corners with tyres over the lines. will be a whole lot of other things that will catch It got me thinking about video recording. Is there my interest then I’ll make an effort to go along a product out there designed for motorcycles which regardless of distance or cost. records say on a several hour loop cycle?

Troy Bayliss’s MotoExpo is a great example of this This way if a motorist forces you off the road, and proved its success on the first outing. you would have video evidence. Let’s face it, most I hope this helps organisers and the future of all motorists if they crossed the line, may not even know motorcycling events they have caused the rider grief. I am thinking a Shawn Zammit permanently mounted device.

(2012 GSXR750, 2000 Honda Valkyrie, Malcolm Bevege 2005 Bonneville chopper) Hi Malcolm I only know of devices like a GoPro or Drift camera,

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