Cycle Torque July 2016

WELCOME

July 2016

cycletorque.com.au JULY 2016 I 2

The roadster is back, so much so Harley-Davidson has actually named its latest sportster the Roadster - but that doesn’t mean the new Moto Guzzi V9s aren’t roadsters…

There’s no doubt many manufacturers are across the custom scene these days - of course Harley-Davidson’s been there forever, but Ducati, Triumph, Yamaha and now Moto Guzzi and others are really focusing on building bikes which might be great out of the box but are even better customised to suit the owner.

We test the standard Harley-Davidson and Moto Guzzis this edition, and all three machines are fun, easy to ride and good looking.

There is still room for motorcycle sport though, and for that we have the Husqvarna FE350, a mid-weight enduro weapon, and the Kawasaki Ninja 300 Special Edition, a sportsbike for anyone looking for good-value small capacity versatile machine.

EMAIL US YOUR FEEDBACK

Also in this issue are reports on the Finke Desert Race - and event I never seem to be able to get to, despite my ambitions - the Isle of Man TT and a mid-season update on the Superbike World Championship.

Our columnists go left-field this issue, with Smarty growing an extra wheel, Flack getting dirty and Guntrip… well, he is from the LSD generation.

Hope you enjoy this issue of Cycle Torque - please share it with your friends and get in touch through Facebook or email, and follow our Instagram and Twitter feeds.

– Nigel Paterson feedback@cycletorque.com.au

WWW. NEWSLETTER

TAP ICONS TO EXPLORE

CONTENTS

cycletorque.com.au JULY 2016 I 3

Ridden

Features 25

34

43

55

HARLEY-DAVIDSON XL1200CX ROADSTER T E S T KAWASAKI NINJA 300 TEST MOTO GUZZI V9 BOBBER & ROAMER LAUNCH 2016 HUSQVARNA FE350 TEST

64

WORLD SUPERBIKE

67

FINKE

70

SHOP TORQUE

72

CUSTOM TORQUE

84

BOOK SHOP SELLOUT

Regulars 5

NEWS TORQUE

18

SMALL TORQUE

20

EDITORIAL

21

DIRTY TORQUE

22

RACE TORQUE

23

GUNTRIP

76

QUAD TORQUE

79

BIKE STUFF

82

USED & REVIEWED

89

MARKET TORQUE

91

TORQUE BACK - LETTERS

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cycletorque.com.au JULY 2016 I 5

2017 KTM Minis

KTM has announced big updates to its Sportminicycle range for MY2017 including the 50 SX, 65 SX and 85 SX models.

At a recent event in Las Vegas, as part of the Supercross series that was won by Red Bull KTM factory rider and back-to-back 450 Supercross Champion, Ryan Dungey, the new ‘Minis’ were unveiled with some exciting changes. For model year 2017 the 50 SX and 65 SX will receive the brand new AER 35 forks by WP Suspension, which is an incredible step forward in terms of air fork technology for junior motorcycles. This revolutionary technology allows the bikes to be adjusted easily for the growing rider with a simple fork pump. These models also boast a fully adjustable shock absorber, new exhaust system, an hourmeter and new graphics in the style of the ‘grown up’s bikes’.

The KTM 50 SX features steady, controllable power and an automatic clutch. Its bigger brother, the KTM 65 SX, is a fully-fledged piece of racing kit for youngsters.

The biggest machine in the junior range is the class-leading KTM 85 SX, which is available in both small wheel and big wheel guises. For MY2017 this machine retains its traditional sprung forks, but detail changes have further improved this ever-popular machine.

The MY2017 KTM Sportminicycle range will be available in KTM Dealers late July. n

NEWS TORQUE

cycletorque.com.au JULY 2016 I 6

Luis Salom killed MOTO2 rider Luis Salom has died from injuries after crashing during practice for the Catalunyan GP on June 3.

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The 24 year old had won 9 Grand Prix events, and nearly won the Moto3 championship in 2013.

This is the first fatality in MotoGP event since the passing of Marco Simoncelli in 2011.

A MotoGP statement confirmed the SAG Team rider was involved in a crash at turn 12 of the Catalunya circuit with under 25 minutes remaining of the second free practice session, with Moto2 the chief support race for this weekend’s MotoGP event.

Two medical cars and two ambulances were immediately on the scene of the crash to tend to the Spaniard, while the medical helicopter was also deployed.

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Turn 12 at Catalunya has been repeatedly criticised by riders including Valentino Rossi for its asphalt run-off, installed for F1 cars.

For the remainder of the event the bikes used the chicane already in place for F1 car racing, allowing the event to go ahead.

Salom secured nine victories and 25 podium finishes in Moto3 before moving up to the Moto2 category in 2014, where he secured two podium finishes in his debut season. Salom finished second in this season’s opening race in Qatar. n

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NEWS TORQUE

cycletorque.com.au JULY 2016 I 7

Indian Motorcycle making historic return to flat track INDIAN has announced it will make a return to AMA Pro Flat Track racing.

The Indian Motorcycle Racing team will contest the series with an all-new 750cc V-twin competition engine specifically designed for flat track, engineered into a specially built chassis.

Spokesperson for Polaris Industries, Steve Menetto said the company is “very excited to return to the AMA circuit.”

“We have established the new Indian Chief and Scout series as the cornerstones of our production line-up, and now is the time for us to return to racing in a big way.”

Multi-time AMA Grand National Champion Jared Mees will join the Indian Motorcycle Racing Team as a test rider in 2016.

The thirty-year-old has previously won the AMA Grand National Twins Championship in 2009, AMA Grand National Singles Championship in 2012, the unified AMA Grand National Championship (GNC1) title in 2012, 2014 and 2015, and is a current X Games gold medalist.

There is currently no word on whether Mees will be Indian’s first competition flat track pilot in over 60 years.

AMA Pro Flat Track is highly competitive and has evolved into a demanding, technical and specialized event that typically sees bar-to-bar action and sublime motorcycle control at high speeds on varied dirt surfaces.

Indian has a significant history in flat track, at one time dominating the sport with legendary riders and motorcycles. Perhaps best-known was the Indian Motorcycle Wrecking Crew, consisting of Bill Tuman, Bobby Hill and Ernie Beckman, who won race after race and carried the message of power, balance and quality - which Indian says lives on in today’s Scout. n

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Visit Ben, Rick, Jarryd and the Motorline Motorrad team to arrange your personalised introduction to your new BMW motorcycle.

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NEWS TORQUE

cycletorque.com.au JULY 2016 I 9

IOM TT - Dunlop dominates the superbike, Hutchy bags three wins MICHAEL Dunlop boosted his Isle of Man TT tally to 13 at the 2016 event, winning both the prestigious Senior TT and an earlier Superbike race.

but was disqualified after the race for running an engine which didn’t meet the TT’s fastidious requirements.

He shattered his own outright lap record in the Senior TT, which he only just set a few days earlier in the week’s superbike race, lapping the Mountain Course at 133.962mph - becoming the first rider to lap under 17 minutes.

Dunlop was offered the right of reply.

It was Ian ‘Hutchy’ Hutchinson who looked unstoppable after the superbike podium, taking three wins in the superstock and both supersport races, but Dunlop was too strong with his eventual winning margin a commanding 31.4s.

There was some animosity between Hutchy and Dunlop after the Senior TT in the press conference.

“I’ve done my best to congratulate Michael all week when he’s done well. [But] on Wednesday, I was pretty disgusted about the behaviour to be honest.

“The scrutineers were suspect about something, there was nothing wrong and Michael’s team protested us,” Hutchinson said.

“He tried to spread the rumour that we had oversized pistons, so I need to have a pretty big think about coming back to the TT to be honest, unless the organisers can explain what was going on.”

Hutchinson was referring to the first supersport race, where Dunlop finished in second place

“I don’t need too,” he said with a chuckle.

“It was a scrutineer that pointed it, not me.”

A press release was put out by TT organisers soon after, it said: The Technical Director appointed by ACU Events Ltd has apologised for any confusion caused by his query regarding a dimension on the piston on one of the machines of the podium finishers in the 2016 Supersport 2 Race at the TT Races last week.

Michael Dunlop literally flies over St Ninian's crossroads

He said: “I made an initial comment in the heat of the moment during post race inspection but on closer examination and after reviewing the TT regulations it became clear that the piston was eligible and complied with the Technical Regulations for the Supersport Class”.

He continued: “At no point were any of the machines formally declared illegal and no formal protest was received from any of the other competing teams or riders. I would like to apologise to anyone affected by my comment.”

‘He’, is either Voldemort and therefore cannot be named or ‘He’ is in hiding.

Continued on next page

Buildbase BMW rider Michael Dunlop celebrates after winning the Pokerstars Senior TT.

NEWS TORQUE

cycletorque.com.au JULY 2016 I 10

Continued from previous page

Aussies Cameron Donald, Dave Johnson and Cycle Torque’s Alex Pickett had mixed results.

Cam had bike troubles all fortnight and could only manage to finish one race, supersport race one, in a respectable 10th place.

‘Davo’ started off well, placing ninth and seventh respectively on the Norton superbike and BMW superstocker at the start of the week, Johnson, the ‘fastest rider on a British bike’ (even though the Norton’s engine is Italian - a MotoGP spec V4 Aprilia) had troubles onboard his MV supersport.

Pickett looked promising in practice week, committing himself earlier in the year to run in the supersport races as a privateer.

The 22-year-old made slight improvements in each practice session to set a solid lap at 118.016mph.

Two riders in the paddock close to Pickett were involved in crashes on the first day of racing and sadly, both passed away.

“To be honest,” Pickett said, “I really didn’t want to be there.

“My head wasn’t in the game after what happened on Saturday, losing my two friends.

“When I put it in gear I thought, ‘I should be somewhere else.’

“Off I set anyway but the bike felt terrible.

“It didn’t take long for Dominic (Herbertson) to catch me, and he said after the race that my bike was all over the place.

“The last time I rode it on Thursday practice it felt great but now was bucking around like a mad horse.

Ian Hutchinson at Tower Bends on his way to victory in the first Supersport race of TT 2016. (Pix IOMTT.com)

“Through the Ginger Hall section it felt like it had metal rods for suspension, it felt like there was no give at all. The first lap I was able to get full throttle through that section but that was the only time, it got worse each lap.”

For the second race, Pickett said “the bike was even worse than before.”

“After another couple of big slides I decided to pull in to pit lane to check the bike.

“My pit crew couldn’t find anything on the rear tyre so I made the decision to park the bike then and there.

“It was too dangerous to carry on.” n

Ian Hutchinson Senior

NEWS TORQUE

New Tiger Sport TRIUMPH has announced a new road adventure Tiger Sport is now available.

Featuring a host of developments, The new Tiger Sport is set to feature Triumph’s next generation 1050cc triple engine, along with a suite of rider-focused technology and enhanced comfort within its sporty character.

The engine has over 100 developments to optimise performance including new cylinder heads, inlet ports and piston design.

The Tiger Sport also has a new ECU and ride-by-wire system with three riding modes (road, rain, sport), ABS, switchable multi-level traction control and cruise control.

cycletorque.com.au JULY 2016 I 11

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

On the comfort side of things, the Tiger Sport has a new slipper clutch with a lighter lever, adjustable tinted screen with wind diffusers and adventure guards fitted as standard.

Other new bits include redesigned mirrors, belly pan and heat shield, along with gripper footpegs and modern bling - two new colour schemes, new badges and contemporary graphics. n

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NEWS TORQUE

cycletorque.com.au JULY 2016 I 12

Yamaha’s sports heritage customs YAMAHA customised two bikes out of its XSR line up to show them off at Australia’s coolest street party - Throttle Roll, Sydney June 12.

The LAMS XSR700 which was unveiled at the event is inspired by a DT1 enduro and is complete with knobby tyres, brushed aluminium guards and a retro paint scheme.

The RZ250/350 is the inspiration behind the inline triple XSR900 - gold wheels, retro white and red paint scheme.

Both models are prime examples of what Yamaha is calling ‘sports heritage’ and highlight how easily the bikes can be personalised and made to look unique.

Throttle Roll is an event which blends a custom bike show with music.

The event is organised by Sydney Café Racers - the same people who run the Distinguished Gentleman’s Ride. n

NEWS TORQUE

cycletorque.com.au JULY 2016 I 13

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LES C Y C R O T O M LTY SERVICING A I C E P S A LD O S R A E Y 0 OVER 2 MONSTER Energy, one of Valentino Rossi’s sponsors, is making a series of videos Qualified technicians with many years of service across DIRECTLY INSPIRED AND DEVELOPED FROM THE CHAMPIONSHIP WINNING WORLD SUPERBIKES OF TOM SYKES AND about the star, and most of the series is now available online. all brands including BMW, Ducati, Harley-Davidson, JONATHAN REA, THE 2016 NINJA ZX-10R IS THE CLOSEST THING TO A FACTORY SUPERBIKE KAWASAKI HAVE PRODUCED YET.

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The series of well-made videos tries to give you an insight into the man, through ENHANCED ENGINE DESIGN PUMPS OUT A HUGE 147.1 KW (200 PS) interviews with Rossi, former competitors, team members and his friends. facilities and diagnostics for minor to major ADVANCED ‘BALANCE FREEModern FRONT FORK’ DEVELOPED FROM WORLD SUPERBIKE HORIZONTAL BACK-LINK REAR SUSPENSIONservicing WITH NEW-SPEC SHOWArebuilds.

BFRC LITE SHOCK and engine Along the way the producers take in a MotoGP at Mugello, his home track, then HYBRID PREDICTIVE/FEEDBACK SPORTS TRACTION CONTROL SYSTEM visit the Rossi Ranch and lots more.

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HIGH PERFORMANCE LIGHTWEIGHT TITANIUM HEADER PIPES AND SILENCER Especially good is the piece on the Rossi Ranch. It turns out Rossi isn’t the only one STEERING ForDAMPER Great Prices On New Motorcycle Sales, Spare Parts ÖHLINS ELECTRONIC INCREASES STABILITY AT Service, HIGH SPEEDS BOSCHhe IMU MEASURES PRECISE CHASSIS ORIENTATION riding, training and learning how to go fast at the Rossi Ranch, regularly hosts 5 DEGREES OF FREEDOM and FOR Accessories check out our websiteAWARENESS or call groups of riders from former GP stars (like his hero, Kevin Schwantz) to teenage up-and-comers.

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For the race fan it’s an insight into how these guys acquire the skills you see on display at the world’s biggest races and for any motorcyclist its a great example of how motorcyclists just seem to love getting together and riding, racing and bullshitting. cycletorque.com.au/rossis-new-videos/ n

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Newcastle City SuperMoto soon TROY Bayliss was spotted at Newcastle Foreshore checking out the park and dirt sections for the city’s upcoming SuperMoto event, held September 3-4.

The Newcastle City SuperMoto, now in its second year, has gained accreditation as the Australian round of the FIM Asia SuperMoto Championships.

The FIM status has also been secured for the event for the next three years.

Minister for Trade, Tourism and Major Events and Minister for Sport Stuart Ayres said earlier in April, “the 2016 FIM Asia SuperMoto Championships will be a four round series consisting of the top 20 Asian SuperMoto riders, combining on-and-off road elements on specially designed tracks, and we are delighted to have the opportunity to further showcase the region’s fantastic facilities to a global audience.”

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Parliamentary Secretary for the Hunter Scot McDonald said the event, being held over the Father’s Day weekend, is the perfect opportunity for a family of motorcycle enthusiasts to spend the weekend in Newcastle, watching the SuperMoto and enjoying everything else the city has to offer.

“We are excited to highlight the region’s vibrant cafes and restaurants, spectacular beaches and provide visitors with the chance to explore the wineries and beautiful scenery of the nearby Hunter Valley.” n http://newcastlesupermoto.com.au/ https://www.facebook.com/ozsupermotonewcastle https://www.instagram.com/newcastlecitysupermoto/

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

NEWS TORQUE

2016 C Y Ccycletorque.com.au L E T O R Q U E F E BJULY RUAR Y 2 0I 15 15

Indian’s new ‘Badass’ LIKE some black with your bagger/tourer? Indian’s new Chieftain Dark Horse is one Badass motorcycle, the company is telling us.

The Chieftain Dark Horse comes complete with a large handlebar-mounted fairing and large hard bags, but Indian’s approach to customisation means you can still make this bike your own with a huge range of genuine accessories available.

Finished in matt black with chrome highlights, the Indian Chieftain Dark Horse certainly stands out from the crowd. Even the Thunderstroke 111 engine is black-finished but not blacked-out - the highlights make the engine not just visible, but they draw your eye in so everyone notices the big V-twin powerplant.

The new Chieftain Dark Horse features a solo seat, short tinted power windcreen, power-locking hard bags, ABS, cruise control, bluetooth stereo and keyless ignition.

To amplify the Dark Horse family attributes, not only are the fenders, fairing, fuel tank and bags blacked out, the iconic Indian Motorcycle headdress, forks, mirrors, handlebars and switch cubes, turnsignals, tank console, engine and airbox cover, lower controls, floorboards and taillight housing are also blacked out.

The Indian Chieftain Dark Horse comes with a two-year unlimited kilometre factory warranty with premium roadside assistance, priced from $34,995 ride away and will be available in dealerships from late June. For more information visit www.indianmotorcycle.com.au n

NEWS TORQUE

2016 C Y Ccycletorque.com.au L E T O R Q U E F E BJULY RUAR Y 2 0I 16 15

Nigel Morrell’s

MOTORCYCLE SERVICES Motorcycle Crash Repairs & Restoration Since 1988

www.nigelmorrellsmotorcycles.com.au ABN:81616249576

jamman@adam.com.au PH. 08 8351 7088

The SCR950 SCRAMBLER-style machines are all the rage, with Yamaha getting into the act with it’s 2017 V-twin powered SCR950.

With a 942cc air-cooled engine, retro styling, laced wheels and twin shocks she looks very old school, but the belt drive, remote reservoir shocks, four-valve heads and fuel injection are vary modern.

The engine and drivetrain appear to have been lifted from the Bolt, but the styling certainly hasn’t been - the SCR looks great. Australian availability hasn’t been announced, but the crew here at Cycle Torque is certainly keen to ride one. n

Adelaide’s only specialist motorcycle crash repairer, where unlike most of the dealers and mechanical shops who just do part replacement, we are proud of the fact we actually do repairs and almost all of the work is carried out ‘In House’.

Adelaide’s only motorcycle repairer in Suncorp Insurance Group’s ‘Specialist Repairer Network’.

We are excited to announce the addition of Paul ‘Bluey’ Harness to our team He brings with him a wealth of technical knowledge with over 35 years of experience and is factory trained on Suzuki, Yamaha and Honda brands up to current models.

We look forward to being able to offer a more comprehensive range of mechanical services from minor servicing to major engine work.

To celebrate Blue coming on board we are offering a special Flat Rate Service Special for April and May. We will do a Minor Service with the Recommended Penrite Lubricant and a Genuine Oil Filter for $180.00. This is for all road bikes, Super Sport, Sport, Metric Cruisers and Harleys.

As seasoned professionals we pride ourselves on our mature approach to repairing and maintaining your motorcycle and look forward to giving your pride and joy the love it deserves Tank metal finishing, fairing repairs, plastic welding and painting We’ve been doing this for almost 30 years and offer quality second to none

Race replicas are a specialty We also offer a pick up service for your crashed or broken down bike and a valet service to your work or home in the city or surrounding suburbs.

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cycletorque.com.au JULY 2016 I 18

RIP Fabrizio Pirovano FORMER Italian Superbike Champion, World Supersport Champion and World Superbike runner-up Fabrizio Piravano has died aged 56.

‘Piro’ from Biassono in Lombardy, Italy, lost his battle against an incurable tumour on June the 12th.

The Italian moved from the Italian Superbike Chmpionship - which he won four times to be a top contender in the early days on the Superbike World Championship, but that title would elude him. He finished runner-up in 1990 but moved to the Sueprsport class later, winning the title in 1998.

After retiring from racing he worked in race team management.

A much-loved racer and Italian larrikin, Pirovano will be missed by all who knew him.

NEW

STREET TWIN

Matt Mingay injured HOT Wheelz driver and stuntman Matt Mingay has been hospitalised after a big crash during a recent Stadium Super Truck series in Detroit, United States.

An object protruded through Mingay’s jaw and mouth in the accident, his breathing had to be assisted in hospital through a mechanical ventilator.

Mingay has been flown back to Australia with his family and is expected to make a full recovery.

A grand off a KTM LOVE the sound of two-stroke in the morning? There’s nothing nicer, except maybe the knowledge that you got onto yours a full $1000 cheaper thanks to KTM Australia’s TwoStroke Stoke offer.

Until they’re all gone, you can get on to a brand new 2016 KTM 250SX 2-stroke from your local participating dealer at $1K under the regular retail. The bike is a lightweight power house that’s all kinds of fun to ride, simple and cheap to maintain and still a legitimately fast way from A to B if there’s a motocross track involved in the journey.

At participating dealers, but only while stokes, er, stocks last, so to get onto this deal, you’ll need to be just like your new KTM 250SX - Quick. For more information on KTM Motorcycles, visit www.ktm.com.au or www.facebook.com/KTMAustralia

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SMALL TORQUE Triumph ride-away deals WITH a host of amazing new Triumph models landing at dealers around Australia Triumph are offering some ‘Amazing Triumph Rideaway’ Offers across a huge selection of 2015/2016 Model Year motorcycles.

“We’ve packaged up some great offers here, unbeatable value with savings across the range of no less than $1,000 and up to an impressive $4600.” commented Triumph Marketing Manager, Mark Berger.

“To help get riders out there sooner, we have put together some finance offers exclusively offered by Triumph Motorcycle Finance”.

The Triumph Motorcycle Finance offers on the campaign will see customers riding away on a brand new Triumph for as little as $53 per week, that combined with thousands of dollars in savings presents as an opportunity not to be missed to get behind the bars of a new Triumph.

The deals are available until July 31, stock is strictly limited.

Pedrosa stays with Repsol DANI Pedrosa has renewed his careerlong relationship with Honda by signing a contract that extends his Factory Repsol team status through 2018.

“I’m very happy to be able to announce my renewal with the Repsol Honda Team.

I’m very grateful to Honda for the trust they’ve shown in renewing with me for an additional two years. I think it’s best for me

cycletorque.com.au JULY 2016 I 19

to continue with the company I was with at my very first race. I’m happy that the negotiations have been quick, and now I can just focus on racing.”

This comes along with the 2017 signings of Maverick Viñales to Movistar Yamaha, Andrea Dovisioso resigning with Ducati, Andrea Iannone will ride for Suzuki, while Bradley Smith and Pol Espargaro will join KTM. Current Moto2 riders getting a promotion next year are Sam Lowes, who will ride for Aprilia Gresini, Álex Rins joins Suzuki Ecstar and Jonas Folger will ride for Tech 3 Yamaha.

Paris cleans up MOTORCYCLES manufactured before June 1, 1999 are to be banned from Paris between the hours of 8am and 8pm starting July 1.

The move comes on the back of pollution problems in the French capital which made the city look more like Beijing than Europe. Cars which don’t comply with recent emission standards will be banned too.

Is Ducati for sale?

AN unnamed source recently told Bloomberg, the parent company of Ducati, Volkswagen Group could be planning to sell off the Italian motorcycle marque to help fund the wake of their diesel emissions scandal.

MCN went directly to the boss of Audi, Rupert Stadler, who told them bluntly “Ducati is not for sale”. n

2 Positions have become vacant at our Melbourne Dealership.

We have a position available for a Motorcycle Salesperson and a position for a fully qualified Motorcycle Technician.

The successful applicants will be experienced operators with a passion for our industry, a good understanding of procedures and a readiness to join a growing dual dealership.

Resumes can be emailed to aidan@firstclassmotorcycles.com.au

EDITORIAL

cycletorque.com.au JULY 2016 I 20

Racing, life & death THE chant was in Italian, but it didn’t matter – I could understand well enough someone was being stirred by the crowd, encouraged to do something they might regret, or maybe they’d lost a bet.

Either way, I quickly realised this group of World superbike mechanics had their attention on a rider, who pretended not to like the attention and pretended to be reluctant to climb up on a bike stand, so the crowd could see him.

Then he stripped.

Now, I saw Anthony Gobert strip on the podium at Phillip Island and throw his leathers into the crowd, but Fabrizio Pirovano went further, showing off his wedding tackle to an adoring crowd – you could feel the Italian passion and love for this man, a racer who would nearly win the Superbike World Crown.

I found out through Facebook Pirovano had died. Robbie Phillis, another racer who nearly won a WSBK title, was a mate of Pirovano’s, racing against him in the early days of the Superbike World Championship. Neither spoke the other’s language, but it didn’t stop them becoming friends as well as rivals. His post was passioned and touching, Phillis describing Pirovano as “My little Italian mate” and “The world of motorcycling will miss you”.

Pirovano was killed by a tumour at just 56. Of course that’s too young, but at least he’d lived life to the fullest, from putting it all on the line to win races, to dropping his dacks in the pits. Pirovano was a top bloke, and now he’s gone. A short life, but one to celebrate.

Another short life was that of Moto2 rider Luis Salom, who died during practice for the Catalunya race in June.

The race may have been cancelled if the change to the track couldn’t have been made, because they won’t risk racing after a ‘preventable’ death has occurred.

Salom had ran off the circuit, across the asphalt run-off area and hit a wall. After the accident a chicane already in place was adopted to prevent further tragedy. Valentino Rossi, among others, had been calling for more run-off at Turn 12, where the tragedy occurred, for years.

The last GP rider killed by a track wall was Daijiro Kotoh at Suzuka in 2003 - and the track hasn’t hosted a GP since. Other riders have been killed in between, but it’s been collisions with other bikes and a spectator on the track rather than barriers which have been the causes.

Contrast this with the Isle of Man, where the show invariably goes on, despite any loss of life. This year four riders died, two during practice before the racing started and two later in the week.

The first two deaths impacted Cycle Torque’s Alex Pickett, because they were both friends - Dwight Beare, an Aussie sidecar racer Alex had befriended and Paul Shoesmith, Alex’s team boss at last year’s TT. Added to Alex losing his team-mate, Franck Petricola, last year and the dangers of the Isle of Man were front and centre when he faced the starter, again.

Alex wrote about the tragedy, “The sidecar race had been red flagged, which never looks good. We heard it was Dwight Beare. I know Dwight pretty well, both of us doing our first TT in 2014 and both of us from Australia. Dwight had moved to the Isle of Man from Victoria so he could chase his dreams and I regularly kept in contact with him. His fiancee had moved over also. Sadly he passed away from his injuries, and it’s been very hard to deal with.

Dwight was such a nice bloke, I miss his mad grin already. It hits home when you know the rider and talked to him the day before.

“Before we knew this though, the sidecar race got restarted, run and won as they say. There was then a couple of laps of practice for the solos which I sat out. After only a lap it got red flagged, with a serious incident at Sulby Straight, right where I got my tyre blow out last year. My dad, my mate Gaz and I went to the beer tent in the TT paddock to drown our sorrows and all I could see were pissed idiots laughing and drinking, not giving a shit about a rider who had died, and one in a serious condition. It was like it never happened. I saw Davo [Johnson] and congratulated him for his great result on the Norton and just went straight home. It was then I found out the rider in the solo practice was my great friend Paul Shoesmith, who I rode for last year in the Ice Valley Team. I can’t believe it has happened again, two years in a row. My teammate Franck Petricola crashed and was killed on the same section of road last year.

“I am devastated for Paul’s wife Janet, and their two little boys Jensen and Hudson. I don’t even know what to think let alone say.”

Despite this, Alex raced.

“To be honest, I really didn’t want to be there. My head wasn’t in the game after what happened on Saturday, losing my two friends.

When I put it in gear I thought, ‘I should be somewhere else.’ Off I

set anyway but the bike felt terrible.

“The last time I rode it, during Thursday’s practice it felt great but now was bucking around like a mad horse. Through the Ginger Hall section it felt like it had metal rods for suspension, it felt like there was no give at all. The first lap I was able to get full throttle through that section but that was the only time, it got worse each lap.

“It was a real struggle finishing the race, with the bad handling and the clutch slipping on the last lap over the mountain. I finished in 33rd position at the flag and was mentally and physically shattered. My left arm lost some of its feeling on the last lap and I struggled to pull the clutch in as well. After the race a couple of big names were disqualified for technical infringements, so that put me up to 31st.

“I got a Bronze Replica though, pretty happy about that.”

To go out and ride hard on a track which has killed three friends in two years says something about the character of an individual - a passion for the sport, a never-give-up attitude… and an understanding the riders who didn’t make it chose to be there, understood the dangers and shared the passion for the Isle of Man. I doubt I’ll ever race the Isle of Man, but I was there when Chris and Alex first ride the circuit. The emotion when they finished their rides was raw - part adrenalin, part elation, part relief.

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Motorcycle racing is dangerous, but in many ways that’s what brings us to it: when you are riding fast, you feel as alive as you possibly can. For those, the rewards are worth the risks.

– Nigel Paterson

DIRTY TORQUE

cycletorque.com.au JULY 2016 I 21

Three Wheel Warriors I have a very healthy respect for Sidecar Motocross (or Sidecarcross) after I recently had a crack at being the passenger on Tony Garry’s 650cc Wasp. I haven’t given the sport even a sideways glance or offered the riders and passengers much credit for what they do out on the track, but all of that’s changed now.

Sidecar Motocross kicked off as a European specific series back in 1971 and garnered World Championship status in 1980 with Swiss teams dominating the championship right up to 1990 when teams from the Netherlands and Latvia started winning too. Since 2000, Kristers Sergis and Artis Rasmanis from Latvia have won three championships (2000 to 2002) before the amazing Daniël Willemsen from the Netherlands won nine World Championships with five different passengers along the way.

Ben Adriaenssen and Ben van den Bogaart (German/Netherlands) won the World Championship in 2013 and 2014 while last year’s title went to Etienne Bax and Kaspars Stupelis (Netherlands/Latvia) so you can see that the World Sidecarcross Championship has been an all Euro affair but in saying that we have had a couple of Aussies Email us your

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venture over to have a crack at the world’s best.

Kiwi turned Queenslander Vaughn Fletcher had reasonable success in Europe as a passenger with several top-ten finishes at international race meets back in 1987 when the sport entered what is termed the ‘modern’ or ‘lightweight’ era. Sidecars went from 1000cc four-stroke twin and four cylinder monsters to single cylinder Honda/ Kawasaki/Maico/KTM 500cc (ish) twostroke-powered works of art with sidecar kits essentially being welded and/or bolted to standard motocross frames.

It didn’t take long before the key chassis makers like VMC, BSU, EML and Wasp started manufacturing full rolling chassis/ sidecar kits and if you check out the modern Sidecarcross scene there are 40 plus teams turning up to GPs on machinery that has more hand-crafted specialised bits and pieces hanging off them than Antonio Cairoli’s factory KTM 450SX or Tim Gasjer’s Honda HRC CRF450R. Locally, the Australian Sidecarcross Championship has a history that is sadly impossible to get any information on and the whole scene has waxed and waned over the years. It is still strong in South Australia with the annual Sidecar Spectacular at Murray Bridge having over one hundred sidecars ranging from Pre-1975 machinery

right through to the latest modern gear with juniors and trials sidecars on hand as well.

Without doubt, the fastest modern sidecarcross team in Australia right now is John Robinson and Brian Anthony from South Australia, who have had a crack in Europe recently with some success while the Queensland pairing of Evergreen Fletcher and Dave Maddock are arguably the fastest of the Pre-78 teams around right now. That will be tested at the Australian Post Classic Motocross Championships at Harrisville (West of Brisbane) on the 24th of July. A large group of sidecar teams including Tony Garry and I will see if we can’t knock the Fletcher/Maddock team off their pedestal.

I recently put down solid 10 to 15 minute motos on a 1975 Yamaha MX250 without raising much more than a sweat. On the same day I was passenger on the Wasp with Tony at the helm - after just three short laps I was absolutely rooted. Seriously, this is one of the hardest single things I have ever done, on and off a motorcycle.

Going through left hand turns hanging off the side of the sidecar is like doing full body weight pull-ups over and over again then timing the transfer across to the throttle side of the sidecar for right hand turns is no easy feat, then having to do that over and over again while getting set for jumps,

bumps and off-cambers makes for a series of manoeuvres that left me exhausted in no time flat… When Tony and I put a few corners and jumps together, when we were in ‘flow’ with the growling torque of the machine under us there is an exhilaration and satisfaction that is as good as it gets.

Experienced sidecarcross competitors know the feeling a lot better than I ever will so my only advice to every dirt bike rider out there is to have a crack at sidecarcross at least once in your life, be you the passenger or the rider, I guarantee a thrill like no other and something that you will never forget.

– Darren Smart

RACE TORQUE

cycletorque.com.au JULY 2016 I 22

Motocross, Big Bucks and the USA It’s a question I’ve often pondered: Why has Australia been so successful in world championship road racing and less so in motocross? That’s not to say we haven’t come close, or lack the climate and tracks to produce great off-road riders – we have. Chad Reed has won two ‘world’ Supercross titles via his two AMA victories in 2004 and 2008, and finished second in the 2001 World 250cc Motocross Championship. Jeff Leisk led the 1989 World 500 MX Championship only to be thwarted by a hand injury.

The late Andrew McFarlane finished a tough second in the 2005 MX2 world title chase after his machine suffered a few mechanicals in the final rounds.

The fact is not many Aussies have ventured to Europe to contest the world MX series, unlike the road race world championships, which have seen dozens of diggers heading to the Continental Circus for over 70 years. Scrambling around the muddy hillsides of Europe didn’t quite have the same appeal as lapping the TT so there was never the allure of world MX glory.

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When the motocross boom exploded across the US in the early ’70s, it slotted

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straight into the big-buck mentality of the AMA. Generous prizemoney was a major priority for the AMA to foster as many professional riders as possible.

This was never in the gambit of the FIM and its national affiliates so it’s no surprise the AMA split from the FIM in the 1930s and only re-joined in 1969.

On top of the AMA prizemoney pool was the fat factory contracts and winning bonuses on offer from the 1970s. The off-road market was the fastest growing in America and the Japanese four were splashing out vast sums to become number one. Over in the road race paddock, budgets were cut from the mid-’70s to help pay for the growing MX contracts.

There were many hungry young guns who helped drive the MX boom in America. The first was the son of a fireman, Marty Smith, who was signed

by American Honda in 1974 when he was 17. He and team-mate Tommy Croft both drove Porsches in their senior high school year. While his dad rode in Engine No. 49, Smith drove a 930 Turbo and had a 911 as a ‘back-up’. Danny Chandler emerged from the woods and signed with Honda for $US85,000 per year, five times the annual average wage in the late ’70s. In 1983, Ron Lechien inked a

$US50,000 deal when he was 16 then $US250K when he was 22. It was this sort of money that fuelled a dog-eat-eat mentality from an early age that helped the US produce the world’s best MX and SX riders less than a decade after its best vied to be the ‘first Americans’ against the dominant Europeans. Once the big-money had helped generate the world’s best talent pool, the Yanks went on an incredible 13-year winning streak in the Motocross des Nations from 1981 to 1993. But there was a downside to all this dough being thrown around. Des Nations’ hero Danny Chandler became a party boy who admitted to a drinking problem, and Lechein’s downfall due to drugs is well documented.

The American riches drove an intensity to win that has yet to be repeated in another country. It stepped up when Bob Hannah hit the pro ranks a year after Smith. As he sat beside his old nemesis in a 2007 documentary, Hannah said that he hated Smith, not personally, but because he would be taking away the $US50,000 championship bonus if Smith won the 1977 AMA 125 title.

Hannah switched from Yamaha to Honda in 1982, but took a $US100,000 pay-cut to fit into its five-rider team.

‘No matter’, he said, as Hannah won the $100K back in the first five weeks of the

season. “I came from the desert, [Jimmy] Weinert came from a junkyard in New York,” remembers Hannah. “If my dad was rich, I would’ve never made it in motocross – I would’ve been too lazy.”

With so much money on offer, no wonder hundreds of riders would try to qualify at AMA MX and SX nationals. It was incredibly tough for an Aussie to get a look in. In the decades that followed, the rivers of gold only ran richer. Chad Reed, Ricky Carmichael and James Stewart were earning over $US5m a year.

Chad was and is uniquely ambitious, which fitted right into the AMA Pro mindset. He needed to be to become Australia’s only World Supercross Champion.

– Darryl Flack

GUNTRIP

cycletorque.com.au JULY 2016 I 23

Just deserts Johnno looked around and shifted uncomfortably. He was in a waiting room, perhaps more comfortable than most, and certainly much quieter. There were armchairs, coffee tables strewn with magazines, framed prints on the walls.

And he had absolutely no idea how he came to be there, and in his riding gear at that.

Johnno was dozing off when his name was called. He got up and followed the nurse through the doorway, along a seemingly endless corridor dotted with doors opening off it and, at intervals, desks behind which sat smiling nurses.

Eventually his guide stopped at a door marked KEEP OUT in large, unfriendly letters and ushered him through it.

He crossed and recrossed his legs, looked at his fellow … what? Customers?

Patients? Most of them elderly, almost all flicking through magazines. There was scarcely a sound. Even when someone who looked like a nurse glided past, any noise from her shoes was absorbed in the deep-pile carpet.

“Johnno. Welcome.” Behind a desk facing him sat a bulky bloke with a white beard and a leather jacket Johnno thought looked like the one Mickey Rourke wore in Harley-Davidson and the Marlboro Man. Nice.

The coffee table at Johnno’s elbow was covered with motorcycle magazines, all of them new, and in a variety of languages.

Oddly, when he’d flicked through one and put it down, it would fade and disappear as he looked at it and a new one would gradually take its place. Weird.

From time to time a nurse would appear in a doorway at the end of the room, consult a clipboard and call out a name.

Someone would get up and follow her back through the doorway. At the same time, a fresh face would appear at his Email us your end of the room and feedback find a seat. feedback@cycletorque.com.au

“Well,” said the beard, “you got here. Later than we expected, so well done on that, but welcome anyway.”

Johnno frowned. “And where am I, exactly?”

The beard smiled. “Penny hasn’t dropped?

Here’s a clue. Remember riding home recently one dark, wet night? Remember the wagon wanting to turn right out of a side street?”

“Sure do. That must have been close.”

“It was, but not the way you mean: that’s the one that got you.”

“What? You mean I’m…” Johnno looked himself over. He was, so far as he could tell, unmarked.

“Oh, we’ve cleaned you up a bit, but yes.

You have, as they say, crossed to the other side. Died.”

Johnno felt a lump rising in his throat, moisture gathering in his eyes.

Beard lowered his head a little. “I’m sorry, that was a bit abrupt. You’d think I’d have the hang of this by now. But listen: it’s not all bad. You’ve lived a good life, provided well for the family; your lovely lady is already planning to take a long cruise around the Pacific on the proceeds.”

Johnno smiled. “Nice one. Anything you can do to help her…”

“Yes, we have ways of, ah, introducing ideas. She’ll be fine. But what about you?”

Johnno raised his eyebrows. “I assume you’re Gabriel?”

“Correct.”

“Well, what about me? I assume I collect my harp and someone finds me a nice fluffy cloud to sit on.” He frowned. “I don’t think I’ve come to the fun place, have I?” Gabriel smiled. “Sure, you can do the cloud thing if you want, but yes, we can also offer fun. Follow me.”

Another door, another corridor. But this one was a dead end, with three doors opening off it. Gabriel faced Johnno and pointed. “Door on the left, racing. Go through it and you can race against John Surtees in the 1960 TT, Mike Hailwood

and Ago in ’67, Kenny Blake on a TZ350 at Bathurst; anything you like.

“Door on the right, off-road: Andre Malherbe, Ricky Carmichael, Jeremy McGrath. Same thing, they’re all in there.

Door in the middle, anything else you might want. All you have to do is think it; just keep it fair and honest or we’ll ping you.”

“Jeepers, the keys to the toy box.”

“Better.”

“Just one thing: why the unfriendly message on the door of your office?”

“Ah, God’s little joke,” said Gabriel. “When he visits he likes the place to himself.”

– Bob Guntrip

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HARLEY-DAVIDSON XL1200CX ROADSTER

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CYCLE TORQUE TEST

Pro f

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HARLEY’S

21 CENTURY ROADSTER ST

HARLEY-DAVIDSON XL1200CX ROADSTER

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CYCLE TORQUE TEST

The café racer set should get excited, for there’s a new bike in town. It’s cool, stylish and capable. And it’s a Harley.

HARLEY-DAVIDSON XL1200CX ROADSTER CYCLE TORQUE TEST

cycletorque.com.au JULY 2016 I 27 WATCH VIDEO NOW

Harley’s 21st century Roadster N TESTED BY NIGEL PATERSON, PHOTOS COURTESY HARLEY-DAVIDSON N RIDING GEAR: SHARK HELMET, HARLEY-DAVIDSON JACKET, DRAGGIN JEANS.

Harley-Davidson’s new Roadster isn’t a sportsbike in the modern sense, but it is fun in the twisties and offers a ‘good fun’ level of performance.

For decades riders have been putting huge efforts into making Sportsters, well, sporty.

Switching out too-soft front ends, upgrading nonadjustable shocks, reducing weight and increasing performance, the café racer set has always had a love-hate relationship with the Sportster - loving its style and feel, hating its performance and handling.

Harley’s trying to fix that with the Roadster.

With probably the best set of forks ever fitted to a stock Harley, a modern twin-disc front brake set-up and handlebars which encourage spirited riding, Harley’s got much of the formula right. The Motor Company also added a 12.5 litre tank (from the Iron 883), which is much bigger than the tiny peanut tanks on some other sportsters, so range is better, a café-style seat, wide ’bars and a wheel & tyre combo which suits the brief, too.

Up front is a single circular instrument pod with analogue tacho and lots of info on the digital lower section.

The engine hasn’t received the same treatment though, it’s the same 1200cc V-Twin we’ve been thrashing for a while now, and in the upgraded

chassis and running gear it feels even slower, although there’s plenty of scope for improvement.

There’s a new exhaust coming which will help it breathe and make it sound like it should, and there’s a plethora of other options to extract more performance from the air-cooled 45-degree V-Twin, including a $3000 Screamin’ Eagle performance kit which includes barrels, heads and cams.

The Sportster is a 16.5 model, that is a late release for the year - the company is making a bit of habit of this, releasing a few new bikes mid-cycle to keep us on our toes.

Priced at under 20K, the Roadster probably offers more fun per dollar than any other Harley. It’s a lot more fun and far more capable than any other Sportster, and actually shouldn’t crib sales from other models too badly - nothing else in the range really comes close.

Indeed, Harley hopes to attract riders who previously wouldn’t have considered a machine from America’s dominant motorcycle manufacturer, and the marketing is aimed at younger riders those in the 20s.

As such, it’s part of Harley-Davidson’s Dark Custom line – bikes literally designed to be modified to the owners’ desires.

The Running Gear A little surprisingly, the Roadster runs a 19-inch from wheel, a more traditional sporting size rather than the 17-inch sporting rubber on nearly every other brand of bike since the 1980s. The tyres are mounted on unique wheels, cast units with ten pairs of spokes, alternately mounting from the hub to the outer edge of the rim. They look fantastic; it’s a shame in some ways Harley-Davidson painted them black.

The tall wheel with skinny tyre was definitely the right choice. Sure, a smaller wheel might give sharper steering, but the Roadster isn’t aimed Continued on nexton page Continued next page

HARLEY-DAVIDSON XL1200CX ROADSTER

cycletorque.com.au JULY 2016 I 28

CYCLE TORQUE TEST at racetracks, it’s aimed at twisty coast roads and Californian canyons, where stability and predictability are more important than flickability.

The stability is not helped by the underdamped shocks, which rebound hard off bumpy roads, threatening to push you out of the seat… but even so, part of the problem is the well-planted front end, which is encouraging riding harder, which taxes the rear shocks more…

The changes have increased cornering clearance, but not enough. The footpegs themselves stick out a long way and are positioned perfectly to damage shins when your feet are down, at least partly because the lean-forward riding position means you want to put your feet down in front of the pegs – but you can’t, they are too far forward, because they’re in the same relative place as they are on most other Sportsters. So you’re forced to put your legs behind the pegs, where there isn’t enough room and your shins cop a flogging, at least until you get used to the problem. On the move though the pegs feel good, not too high and not too low but they might feel a little too far forward for some.

I found myself using the rear pegs occasionally on the highway to give myself a break. Anyone wanting to build a cafe racer out of a Roadster will be looking to move the pegs south.

Harley’s brakes have never been cutting edge, but those fitted to the Roadster have stepped it up a notch. Twin discs mean you can brake later than ever (and on Australian-spec bikes ABS is standard), although you have to remember it is no lightweight cafe racer - if you want one of those, take a Yamaha SR400 and throw a few grand at it.

So while the Roadster definitely handles better than any mainstream Sportster before it (well, XR1200 owners might disagree) it’s still no sportsbike – but you knew that.

Nope, the Roadster is a serious motorcycle, and a fun one at that. It’s part of the Harley-Davidson Dark Custom range, and really that’s a starting point for you to build the perfect machine for you - one which reflects your style and personality.

Harley has a range of options and accessories available from the get-go for the Roadster to turn it from their bike into your bike, and there’s a new range of riding gear to go with it all too.

Priced at $19,495 ride-away, I reckon the Roadster will bring over riders who would otherwise have bought a different brand. Sure, out of the crate it’s more expensive than many other options, but Harley-Davidson motorcycles generally retain a good proportion of their sticker price, so some will be encouraged by better re-sale, while others will simply be attracted to the style, the thump and the cache which comes with the bar & shield logo.

Now, at last, Harley has a bike which suits the café racer builder, a bike which is great fun out of the crate and with careful personalisation, a fine café racer. n

HARLEY-DAVIDSON XL1200CX ROADSTER CYCLE TORQUE TEST

GALLERY

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HARLEY-DAVIDSON XL1200CX ROADSTER CYCLE TORQUE TEST

GALLERY

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HARLEY-DAVIDSON XL1200CX ROADSTER CYCLE TORQUE TEST

GALLERY

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HARLEY-DAVIDSON XL1200CX ROADSTER CYCLE TORQUE TEST

GALLERY

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Kawasaki Ninja 300 CYCLE TORQUE TEST

THE

CAPABLE NINJA

Kawasaki Ninja 300

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CYCLE TORQUE TEST

The capable Ninja The Ninja 300 rules the roost when it comes to road bike sales, we find out just how good this little LAM is.

WATCH VIDEO NOW

N TESTED BY RYAN GRUBB, PHOTOS BY NIGEL PATERSON AND RYAN GRUBB

The Kawasaki Ninja 300 has been the most popular road bike in the country for the last three years. We did a little bit of digging through the Cycle Torque archive and it turns out we haven’t ridden one since then. For this test, we thought a little bit differently and put it through it’s paces both on the road and at the track to find out just how capable it is.

To me the figures don’t lie even though most punters say being a LAMS bike its popularity is misrepresented. A large percentage of Ninja 300 owners are certainly learner riders either buying their first bike, or their first new bike which is partly why it is so popular. Most states require learners to hold their licence for over three years, so to stay at the top of sales charts for that long means Ninja 300 riders are holding onto their bikes longer than other LAMS bikes and I’ll tell you why.

The Ninja 300 has a solid set features that set it apart from other bikes in the category.

First and foremost is the bike is available with ABS. More and more of the bikes in the 300-650 segment are starting to come with ABS now which is great, but there are still a few that aren’t. There’s also a slipper clutch. I get why it’s used and you will find that part out later, but at the same time, on a bike aimed primarily at learners, I don’t. On the road under normal riding conditions, you know - not revving up near the redline, a slipper clutch will only really save your bacon if you change from third to first too soon, which would be a pretty rare occurrence - even for learners. In its defence, it does make the bike much easier to ride, but clutch control is an important skill and I will also address that later. Other features of note include the radiator fan blows hot air downwards - on a hot summer’s day, hearing the radiator fan click on doesn’t incite profanity and a torrent of sweat. There’s a 17-litre tank, which for a frugal bike like this is huge and makes for a long time between drinks. Partial rubber mounts on the engine smooth vibrations

and there is a dual storage compartment under the seat for your wallet or any other small objects. They might not seem like much, but all up they each add a little bit more comfort to the rider and makes concentrating and enjoying the ride much easier.

I haven’t even mentioned how stylish the bike is - the ‘Special Edition’ we picked up from Kawasaki Australia is a real head-turner with its metallic flat grey, black and red bodywork and those red 10 spoke wheels are eye-popingly gorgeous.

The Ninja 300 is certainly confidence inspiring on the road. The liquid-cooled 296cc fuel-injected parallel twin engine is predictable, and giving the throttle a good twist isn’t overwhelming, nor is it underwhelming. It handles brilliantly. The bike weighs in at 174 kilograms and is accompanied by a well-balanced rake and trail which means it turns into corners easily, and despite its sporty appearance it doesn’t turn onto its side too quickly. The Ninja is also firmly suspended and provides the rider with a good feel of

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CYCLE TORQUE TEST the surface underneath, soaking up all but the toughest of bumps. The single stopper up front works well on the road and ABS engages without startling in an emergency stop. The slipper clutch feels a little bit vague taking off from a stop and seems like overkill - more for the sake of smoothing out poor technique. The distance from the seat to the ’pegs and ‘bars is limited for a guy my size, and on the road I felt too big for this bike. I’m about 194 centimetres tall and 100 kilos take or take. It’s hardly a problem for the bike, nor is it the bike’s problem. The geometries draw the right lines for comfortable, upright riding thanks to higher ‘bars and a wide angle from the ‘pegs, to the seat and ‘bars. Overall, the bike has an impressive feature list and provides you with plenty of feedback and responds superbly to rider input. That’s why people love the Ninja 300. Now it’s time to push the bike a little bit further at the track.

The track component of the test was taken at a motoDNA Rider Academy training day on the South Circuit at Sydney Motorsport Park, Eastern Creek. Getting the chance to put the Ninja 300 on the track in a controlled environment was a fantastic way to push the bike much further than I could on the road and much harder than most riders still on their plates would. It could also identify more critical shortcomings that the bike has.

On the tight and technical South Circuit, the Ninja 300 was unbelievably fun. Shortcomings? For what the bike is rather than what it is not, it isn’t perfect but it didn’t really have one. The riding style you learn to use at track-based training days like this meant the Ninja was more accepting of my large frame and the slipper clutch also deserves much more credit than I gave it on the road, coming into its own throughout quick successive downshifts. The engine likes to rev and performs best when you squeeze every last drop out of it. The suspension provides little adjustability and is not perfect - but it was never going to be. It was adequate enough for the smooth track conditions and my large frame, only

suffering from the slightest lack of front-end feel in the exit of a faster, downhill, off-camber turn. Harder braking was also tested in a few areas and the Ninja came up trumps lap after lap - I didn’t engage the ABS which is good news, because it means the brakes could have been pushed a little bit harder at higher speeds. It amazed me to ride in both the more advanced or ‘faster’ groups on a pretty tight circuit on the small capacity Ninja and the bike could hold its own just fine. Sure, I was being overtaken by bigger bikes and better riders but I was hardly holding the group up. To think that within a few months of getting your licence, you can go to a trackbased training school like motoDNA on a Ninja 300 and get to work on upping your skills and the bike has the ability to take you from the beginner to advanced groups is nothing short of exceptional. You might go through a few sets of tyres and consumables in the process but, you will have serious amounts of fun while, again, the skills you pick up along the way take your riding to levels you didn’t think were possible. It’s money well spent.

If you are a learner rider and you are looking at the plethora of LAMS bikes on the market, the Kawasaki Ninja 300 must be on your list. After riding it in a wide range of conditions, it would have to be at the pointy end of mine. It continues to be the most popular road bike in the country because so much about it is right. It has great handling, attractive Ninja styling and its performance is a great balance of thrill and control which gives you confidence from the get-go. Priced at $6,399 plus onroads, the Ninja 300 is easily one of the best choices for your first bike, or your next one. You will have a machine that is safe and easy to operate capable of: getting you through learner or provisional licences; attacking any sealed road you can throw at it; tearing around the track at a training school like motoDNA and it will continue to suit you as your skills increase. The Ninja 300 is one seriously impressive little LAM. n

SPECIFICATIONS: MANUFACTURER: Kawasaki MODEL: NINJA 300 SE YEAR: 2016 ENGINE: Parallel-twin four-stroke engine, DOHC 8 valves TRANSMISSION: 6-speed FUEL CAPACITY: 17 litres FRAME: Steel tubular diamond SEAT HEIGHT: 785mm WEIGHT: 174kg FRONT SUSPENSION: 37mm telescopic fork REAR SUSPENSION: Uni Trak with gas charged shock and five-way preload BRAKES: F: F: 290mm single disc, balanced actuation, dual piston calliper (ABS); R: 220mm disc, dual piston calliper (ABS) TYRES: F: 110/70 17”; R: 140/70 17” PRICE: $6,399 RRP +ORC CALL FOR A QUOTE

1800 24 34 64

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The tyres The Ninja 300 has received a tyre upgrade from the IRC tyres featured on the test bike to Dunlop TT900GP hoops. The Dunlops are aimed towards classic racing but they are also just as capable on the street. They are slightly more advanced and have a higher speed rating than the IRCs which were featured on the test bike. The people at Kawasaki Australia gave us the heads up because you might see Ninja 300 models with IRC tyres on the showroom floor.

I’ve seen the IRC tyres get a bit of a bashing in the Ninja forums, but I wouldn’t worry about it too much. After giving the Ninja 300 a thorough thrashing on the track with the IRC tyres, I am completely satisfied with their performance. To be honest, I had complete confidence in them at all times and the feedback they provided at the edges was great. Take a look at the wear on this tyre - it has been given a workout. I know we all want the latest and greatest, but unless you are worried about getting that extra bit of mileage or are frequently hitting over 200 kilometres an hour, which Ninja 300 Cup riders only just achieve, will you seriously reap the benefits of the upgraded Dunlops. If the Ninja 300 at your local Kawasaki dealer comes with Dunlop tyres, great. If not, the IRCs will be just fine too. n

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MADE IN

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V9 Roamer_FP_Cycle Torque.indd 2

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MOTO GUZZI V9 BOBBER & ROAMER

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MOTO GUZZI V9 BOBBER & ROAMER

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Moto Guzzi has created some European Charm with its retro-inspired V9s…

MOTO GUZZI V9 BOBBER & ROAMER

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BOB&RO

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N REPORT BY NIGEL PATERSON, PHOTOS: MOTO GUZZI N RIDING GEAR: SHARK HELMET, SPIDI JACKET, DRAGGIN JEANS, MOTODRY BOOTS

THE trend toward more and more manufacturers offering retro-style standard bikes is continuing, with Moto Guzzi now building a sweet pair of little big-bikes - although the nominal displacement of the new V9 Bobber and V9 Roamer is 900cc, they feel like middleweight roadsters.

The two bikes are almost the same, the only important differences is the front wheel, tyre and handlebars. The Bobber has a 16-inch front wheel and fat tyre combined with relatively flat ’bars, the Roamer a 19-inch wheel and conventional tyre with pull-back ’bars. The seats are also different, but it’s hard to tell - the Roamer’s is slightly thicker, but both could do with more padding - more on that later.

Both bikes share the 90-degree four-stroke two-valve air-cooled V-twin motor, instruments, suspension, transmission, rear wheel and most ancillaries. Less critical differences include tyres - the Bobber is supplied with Continentals, the Roamer with Pirellis and the colours.

The Roamer is the more conservative, and is available in dark red, off white or gold, while the Bobber comes in flat black with red highlights or Grey with yellow highlights.

V-Twin power The style of the new V9s is very retro. Get up close and you can see how it all works, with hoses and cables visible between the cylinders, which themselves poke out into the air thanks to the way the V-twin motor is positioned in the chassis.

For those new to Moto Guzzi, all its bikes for decades now have been powered by a V-twin motor which has the crank in line with the bike, so the cylinders poke out each side just in front of the rider’s knees.

This design means the power at the crank is transmitted to the gearbox and then via shaft to the rear wheel. It also means the bike feels like it wants to throw itself on its side if you rev it hard at idle - the inertia of the engine is spinning sideways. It’s disconcerting for those new to the brand, but don’t let it put you off - the centrifugal force generated when the wheels start rolling mean you almost never notice it once you’re moving.

The latest crop of Guzzi roadsters sacrifice comfort for

style, and the V9s are no exception. The seat itself is a bit short for two-up riding and the padding on both models is thin, making long days tiresome, while the rear suspension has been compromised somewhat by the pursuit of a low seat height. If you’re light, small and don’t ride long distances you’ll probably be perfectly happy with the stock set up, but Moto Guzzi is offering both seat and suspension options in its accessory catalogue if the standard fare doesn’t suit, which is great. The same could be said for the non-adjustable hand levers - if they suit you, fine, but one of the bikes on test was fitted with some excellent adjustable alloy units which look and feel trick.

My first few hours on the V9s was very pleasant though,

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SPECIFICATIONS:

MANUFACTURER: Moto Guzzi

the willing engine with its strong bottom-end and midrange delightful to use. It’s an old-school powerplant, with a fairly long throw on the gear lever and a narrow take-up on the single plate dry clutch. If you’re used to seamless Japanese engines the V9 may feel a bit agricultural, but in many ways this is what gives a motorcycle its soul - ride the bike for a while and the unique style of V-twin thump generated by a Moto Guzzi starts to come through, like a siren’s song seducing you to its charms - but without the aftertaste.

The bikes feel quite compact, which makes them easy to handle in traffic and out on the open road. Moto Guzzi has a reputation for producing fine handling machines back in the day and on the Bobber and Roamer that heritage is still there, the complete package fun to ride along a winding road. In tighter sections we did find the handling exceeded the cornering clearance by quite a margin though, the footpegs scraping easily. Great fun to send the sparks flying at your mates behind…

The vibrations can be felt through every part of the bike, but it’s always those welcome shakes, not the annoying high-frequency vibes you get from multi-cylinder machines, or the crazy shaking of some V-twins close to redline - sure, the vibes get stronger if you rev a V9 close to its 8000-rpm redline, but you’ll only do that couple of times before realising the bike is happier being shortshifted into a higher gear. There will be little difference to the overall acceleration, because the meat of the torque isn’t produced at high revs, peak torque being reached at just 3500rpm and power at 6250rpm.

Of the two bikes, the Roamer, with its more upright riding position, slightly better padded seat and taller front wheel is more traditional and is aimed at the touring market. I felt like a bit of windsock at highway speeds on the Roamer until I rode one with a small accessory screen, which made a huge difference at taking a bit of the blast away - I wasn’t attracted to the style of the screen, but I loved its functionality.

The Bobber was more my style - a bit more aggressive looks thanks to the fat front tyre, and the flat ’bars mean you lean forward into the breeze, just a little bit.

I preferred this to the Roamer, but on both bikes I would have preferred the footpegs to have been a little further back, and the seat higher - for a tall man like me the seat to footpeg distance was a bit short.

MODEL: Roamer & Bobber YEAR: 2016 ENGINE: Air and oil cooled 90° V-Twin four-stroke engine, overhead valves, 2 valves per cylinder.

CAPACITY: 853cc TRANSMISSION: 6 speed FUEL CAPACITY: 15 litres FRAME: ALS steel twin tube cradle SEAT HEIGHT: Roamer: 785mm, Bobber: 780mm WEIGHT: 199kg wet FRONT SUSPENSION: Traditional 40mm forks

to avoid hitting my knees on the cylinder heads, so there’s no room behind for a passenger - the optional seats come in rider and pillion sections and are better padded too, another good reason to change - the stocker is too thin for all-day riding, but it does look great.

Moto Guzzi is unique among the European manufacturers in making both successful sportsbikes and cruisers over the decades. These new V9s fit in between, with some of the sportsbike heritage apparent in their willingness to corner more aggressively than the cornering clearance will allow, while the cruising heritage is obvious in the style and upright riding position.

REAR SUSPENSION: Double shock absorber with So for many people who aren’t adjustable spring preload tall, the V9s will be a great fit BRAKES: F: 320mm Brembo opposed four-piston and I’m wondering how many callipers R: 260mm Brembo opposed two-piston people who love the look of calliper these bikes will be put off by the TYRES: Roamer F: 100/90 19”; R: 150/80 16” capacity - convinced they don’t Bobber F: 130/90 16”; R: 130/90 16” want a ‘big’ bike like a 900. Don’t PRICE: $16,500 RRP Ride-away be concerned - the V9s would be CALL FOR A QUOTE The brand has been producing 1800 24 34 64 ideal for someone moving on from engines for nearly 100 years. In their ‘Learner Approved’ first bike, the early days it was big singles for the horsepower, weight, power which made Moto Guzzi famous, then came the ill-fated delivery and manoeuvrability of the V9s, it puts them V8 Grand Prix machine before an engine designed for a fairly into the middleweight category. Capacity is an awful small military vehicle would be adapted to a post-war thing to use to decide if a bike is suitable for a given rider motorcycle and the rest, they say, is history. these days.

Moto Guzzi has enjoyed highs and lows for decades and is now in a pretty good space with the same owners Accessories galore as Aprilia and has a great niche producing unique motorcycles which are different, but not too different.

There are lots of accessories available for the new bikes, from stylish touches to items which will give the bikes The new V9s are interesting beasts, and if you’re attracted broader appeal. I especially liked the idea of the longer to their style, take one for a test ride. They are targeting rear shocks, which would improve cornering clearance the same market as the Triumph Bonneville, Harleyand improve handling, especially with a pillion. I’d also Davidson Sportster and other moderate horsepower have a good, long look at the optional seats, which naked machines, but the V9s have a character which is are essential if you’re going to regularly carry a pillion different to all of them. n passenger - the standard eat, especially if you’re tall, is simply too small. At 183cm I’m sitting quite far back

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Husqvarna FE350

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Husqvarna FE350 CYCLE TORQUE TEST

Husky’s 350 four-stroke enduro is the perfect mix of power and energy.

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Trailmix

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N TESTED BY TODD REED, PHOTOS BY NIGEL PATERSON N TODD WEARS THOR PANTS AND JERSEY, BELL HELMET AND ALPINESTARS BOOTS

Bigger is better right? Why wouldn’t you want heaps of grunt, a chunky mid-range hit, and enough top-end to keep up with a V8 Supercar down the highway? Well maybe not a supercar, but I think you get the point. Aussie moto heads love their big-bore dirt bikes. KTM 450 and 500 EXCs, and Yamaha’s WR450F sales absolutely crush it, and I don’t think anyone would deny the success of the big and mighty XRs back in their day.

Why are we bringing you a story about a mid-sized 350cc fourstroke? Good question. You see, modern day four-stroke enduro bikes are far more advanced than they used to be, engines are faster and more reliable, and the ride has become much more forgiving and comfortable thanks to the development of chassis and suspension components. In many cases, riders can benefit greatly from placing their egos aside along with their big-bore monsters, and go riding on a bike better suited to their capabilities and general riding areas.

The Husqvarna FE350 is a mid-sized thumper being produced under the watchful eye of our European counterparts in a large orange coloured factory, located in Mattighofen, Austria.

Tech Talk The 2016 Husqvarnas are very well equipped machines. A chromoly steel chassis offers superb strength, with unmatched rider comfort and feedback. White Power 4CS forks with Husqvarna-specific valving is standard, along with linkage rear suspension and a WP DCC (Dual Compression Control) rear shock – there’s no WP PDS system (often used by KTM) here.

As you would expect, the WP suspension items offer complete compression and rebound control, providing the rider with a wide range of adjustability should they feel the need to make a few changes. The aluminium swingarm is an interesting

single piece design, which eliminates any welding process. This avoids any potential heat stress, cracking or distortion, providing increased reliability, safety and above all - superior quality. The polyamide (nylon/ plastic composite) subframe is a lightweight, forgiving design featuring an integrated airbox and handle holes, making it easier to move the bike around while stationary. Before you ask, No, the handle holes weren’t built for the freestyle wannabes and their superman seat grabs, but they do come in handy for that, too...

The 350cc four-stroke DOHC liquid-cooled engine is an absolute ripper, weighing in at only 28.5 kilos and revving to a thrill-seeking 12,000 rpm. The mid-sized Husky is a sure thing to give you some excitement. The crank and conrod are designed and supplied by the industry leader Pankl, which has also been known to supply a few Formula 1 teams here and there. While there are obvious performance gains, the service life has been greatly extended, now at a massive 135 hours before a major engine rebuild is recommended. That’s close to double the life you can expect from some of the other manufacturers out there. An updated, six-speed gearbox is fitted to the 2016 models, with a new input shaft bearing adding a smoother, tighter feel to the gearbox. Final drive gearing is not affected and remains the same at 13/52, however Husqvarna has added a new Supersprox rear sprocket as a standard item. It has steel teeth on the outer ring for added strength and longer

service life, while the lightweight aluminium inner ring keeps the weight down and looks ultra-cool with blue anodising.

In an effort to further simplify the engine design and reduce weight, the FE engine features a multifunction balancer shaft which drives the water pump and timing chain as well as cancelling out the inertia forces of the engine. New for 2016 is

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CYCLE TORQUE TEST a Brembo hydraulic clutch, while it’s been hydraulic for a while, this is the first time we see Brembo components on offer. As you would expect, it is a very high quality item, offering a perfect clutch action every time and requires very little maintenance.

Last but not least the battery-powered electric starting system, a must-have for every enduro bike. If you think a bike doesn’t need an electric leg, keep that in mind and ask yourself again the next time you’re stuck on a hill, or when you get stuck in the mud, or when you tip over at the end of a long day on the trail…

I could continue. An electric system just doesn’t compromise a competition enduro like it used to. Like engine technology, batteries have also come a long way. Lithium-ion batteries like the one used in the FE are much lighter and can be positioned any which way. If you still disagree, or want both options, Husqvarna has made the provision to add a kickstart lever and it’s available as a genuine accessory.

On the trail After only a few minutes on the trail you will quickly realise how lively and easy the mid-sized 350 is to ride. Although physically it shares very similar dimensions, it feels much lighter and narrower than a 450 or 500. The lighter engine and decreased rotating mass plays a significant role in giving a more flickable feel through the tight stuff. The WP suspension is very well dialled in for your average Aussie trail, after setting the sag correctly at 102mm we hardly changed a clicker all day. It certainly has a softer, plusher feel throughout the stroke, and is set up for a mid-sized rider like myself at 80-85kg. Over small bumps, the WP fork and linkage rear suspension soak up everything with ease. Harder hits like big logs and drop-offs are handled well by the FE350 without too much harsh bottoming or any unpredictable moves. If you’re a larger rider or tackle some more aggressive, motocross style terrain, a stiffer spring rate may be something to look at if you find the ride is overly soft for you. The chromoly chassis, aluminium swingarm, and polyamide subframe combine very well to offer both comfort and performance, with no crazy vibrations, unusual stiffness or rigidity, nor quirky mannerisms when cornering. The ride is smooth and forgiving when you’re cruising along the open trail.

Turn it up a notch and the Husky reacts instantly to increased rider input, becoming more precise through turns and more

stable at speed. A combination that few other off-road bikes can offer in showroom condition.

250cc four-stroke engines are known to be screamers. They produce good overall power but to make the most of the small bore engine the rider needs to be keeping it on the boil. On the other end of the scale, the new 450cc & 500cc thumpers have bucket-loads of power and torque, which can propel you up or over any obstacle in a heartbeat, whether you have the talent, or not. Obviously the 350 is aimed to fit right in the middle, and it does that perfectly. The power curve of the FE is quite broad, with a healthy squirt of power right off the bottom. In the mid-range the Husky really comes to life with a revvy style of power that requires the rider to take control over their input. It’s rewarding to ride and gives an exciting feel. Further along, the mid-sized Husky will keep revving far beyond any big-bore with a very potent top-end run. If you’re up against a big-bore on the track, you can certainly hold the 350 wide open for longer with the higher revs, while the big-bore rider is left shutting off as the power can get easily away from them. This is very handy when you come across nasty sections of trail filled with rocks, logs and tree roots, as the power is much more manageable. Believe it or not, it’s also great on hills, as you can be much more aggressive up the face of a hill and not have to worry too much about the power or bike getting away from you. The Brembo clutch works very well, it has a soft pull and great feel. The six-speed gearbox offers smooth transitions and together with the 13/52 gearing combination it was a faultless combination on out test loop. Sixth gear really only comes into play if you’re riding on the tarmac, on open dirt roads or in a desert race. While it may not be used often, it is certainly a feature which riders will be pleased with.

Verdict More forgiving and less taxing are first things that come to mind when talking about the Husqvarna FE350. It’s an easy bike to ride, with a broad power curve that suits almost any rider.

After a long day on the trail when your mates are struggling with the power their bigger 450s, you’ll be powering past them on the next big hill thanks to the easy delivery of the 350. The suspension and handling are second to none in the off-road category and the lighter feel of the 350 makes tight trails a

breeze. The standard components on the Husky are unmatched by any other brand. It’s quite easy to make the case that the blue and white Husqvarna may actually be a bit better than its orange coloured friend that rolls out of the same factory. Sure it’s very similar, but it has a few extra goodies that the KTM doesn’t, which could be right up your alley. Husqvarna dealers often have demo bikes available, so if you’re in the market for a new enduro machine hit up your local dealer for a ride on a 350.

Don’t be so sure that a new 450 is the bike for you. n

SPECIFICATIONS: MANUFACTURER: Husqvarna MODEL: FE350 YEAR: 2016 ENGINE: 350cc, Single-cylinder four-stroke DOHC TRANSMISSION: 6 speed FUEL CAPACITY: 9.5 Litres FRAME: Cromoly steel central-tube SEAT HEIGHT: 970 WEIGHT: 116kg wet FRONT SUSPENSION: WP USD 48mm 4CS closed cartridge REAR SUSPENSION: WP DCC shock absorber with linkage BRAKES: F: 260mm Brembo single hydraulic disc R: 200mm Brembo single hyraulic disc PRICE: $13,995 plus on-roads Continued on nexton page Continued next page

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WORLD SUPERBIKES

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Rea dominates Superbikes Defending world champion Jonathon Rea (Kawasaki) has his hand firmly wrapped around the World Superbike Championship trophy for 2016, leading the title chase by 66 points after scoring the double victory at the most recent round, Misano in Italy.

Rea has stood on the podium after every race of the series, has won seven times and has almost unbackable odds to be the first rider to win back-toback titles this century. Carl Fogarty was the last man to achieve that, 1998-1999.

With two races per round and five rounds to go there are still 250 points up for grabs, so the World Superbike Championship won’t be decided anytime soon, but it’s hard to see, barring major injury, what could stop the likeable Englishman from winning again.

His closest competitor is 2014 champion and Rea’s Kawasaki team-mate, Tom Sykes. With four wins out of his 12 podiums for the year, Sykes has been fast - he’s been on pole six of the eight rounds – but he’s also failed to finish a few times and that’s cost him dearly.

It’s a very British World Championship this year, at least at the top of the leaderboard, Chaz Davies (Ducati) joining his countrymen to round out the top three.

Davies had hoped to do well at Misano, but was involved in a second-corner incident and ran off the track, rejoining at the back of the field. He charged back through the back finish fourth in an excellent ride. His luck didn’t last though, crashing out of race two.

With Rea winning both races he joins a very exclusive club - only Troy Bayliss, Carl Fogarty and Johnathon Rea have scored double victories 10 times.

Chaz Davies hung on to his Panigale after being crashed into at Misano, but dropped back in the field.

Aussies Josh Brookes (Milwaukee Yamaha) and Anthony West are also riding in the World Superbike Championship this year. Brookes won the British Superbike Championship for Milwaukee Yamaha in 2015 before the team decided to switch to WSBK and BMW. Unfortunately, the year hasn’t gone to plan. Brookes hasn’t been able to get the performance from the BMW he’s needed to even be consistently in the top ten, managing just 55 points from 16 races.

Anthony West didn’t have a ride for 2016 but put together a Supersport Jony Rea has been fast, consistent and rapidly becoming a legend of WSBK. machine for the opening Australian round and finished third, then wet at Sepang, and has been consistently running in replaced Sylvain Barrier at Team Pedercini, who was the top ten. He avoided the first-race melee at Misano injured at the second round of the championship in to be running in fifth early in the race, but wasn’t able Portugal. West scored an incredible fifth place in the to stay there, eventually dropping down the standings.

Continued on next page

WORLD SUPERBIKES

cycletorque.com.au JULY 2016 I 65

WSS: Sofuglou TURKISH rider Kenan Sofuoglu (Kawasaki) is again dominating the Supersport class. He has a 40 point lead over Randi Krummenacher beyond the half-way mark in the season.

Sofuoglu’s lead is even more amazing when you realise he crashed out of the first round, scoring no points, but four wins and a second place since in an inconsistent field has seen his experience and speed count for a lot. n Tom Sykes (66) has been very fast, but his team-mate more consistent.

Brookes on the Milwaukee BMW. (Photos 2Snap/PISBK.)

Anthony West has been performing well on the Pedercini ZX-10R as a replacement rider.

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FINKE CHAMPIONSHIPS

cycletorque.com.au JULY 2016 I 67

KTM finishes Finke 1, 2, 3 KTM factory rider Toby Price has equalled the record number of Finke championships by riding to his fifth victory in the Central Australian outback’s classic off-road event, June 13.

Toby Price

Price finished the two-stage race with a time of 3:46:55 and is the first rider to finish the round trip under three-hours and 50 minutes.

Impressively, Price also raced a Trophy Truck in the same race, flying back after finishing each stage to jump on the bike.

The Dakar Rally bike champion also stuck the truck on the podium, finishing second.

“It’s a bit of a surreal feeling to have tied the record out here for the most wins.

“I’m pumped,” Price said.

“I’m just glad that we came away with good results.

“I had a point to prove.

“I wanted to race the car, and there was a bit of a fire burning in my belly to get the job done on the bike.”

Completing the KTM trifecta was Tye Simmonds (3:49:42) and David Walsh (3:52:11).

Simmonds was “over the moon” with the result.

“The track was so much more brutal this year, with the moisture making all the bumps a lot more square,” Simmonds said.

“It was quite tough, definitely rougher than last year.”

Walsh was quite close to Simmonds at times, narrowing the gap to second place to 40 seconds.

“I dropped off, so once I realised I wasn’t within range I just really wanted to make sure I got home smooth to do the 1-2-3 for the team,” Walsh said.

‘King of the Desert’ and KTM Off-Road Racing Team Manager Ben Grabham couldn’t have asked for a better result, saying “Toby did the amazing as he always does with the truck and the bike and he rode a flawless race, he didn’t put a foot wrong and he kept the boys chasing all weekend.

“Toby felt that it was a benefit to get a look at the track in the morning, but it was still very impressive to watch it all unfold, including the simple logistics of it.

“For him to go six minutes faster than last year shows the

level the boys at the front are pushing at these days.”

Active8 Yamaha’s Beau Ralston finished a commendable fifth outright and second in class (251-450cc).

Ralston produced a solid performance on his WR450F after a slow start in eighth on day one.

“It’s a tough event,” Ralston said at the end of day two, “but it’s also a lot of fun and one that requires a huge effort from everyone on the team.

Continued on next page

FINKE CHAMPIONSHIPS

Tye Simmonds

“The run down to Finke wasn’t great as I had a clutch issue and had to make some adjustments on the go, but on the way back I was nearly 10 minutes faster on a course that was a bit rougher due to the cars and buggies, so it was nice to finish on a strong note.”

Yamaha mounted and former Australian Safari winner, Rodney Faggotter also took a class podium when he finished second in the 35-39 years category.

Faggotter doesn’t get the bike time some of his competitors do but is still a feisty competitor, finishing a commendable 19th place outright.

Earlier, Price dominated day one - he had just finished the Trophy Truck stage in fifth and took a reasonable lead on his KTM 500EXC of just over two and a half minutes.

It was Walsh leading Simmonds up until the second checkpoint 98 kilometres in, but at the third checkpoint at Mt Squires (172 kilometres), Symmonds had taken over second place where he remained until the finish.

Beau Ralston charged home to finish fifth outright, second in class on his WR450F

Other strong rides and class leaders include Alice Springs local Luke Hayes, who powered his KTM 500EXC into sixth outright, while South Australian Nathan Trigg also cracked the top 10 outright on his way to winning the 251cc and above 2T class, leading home Billy Barry and Benjamin Russell.

Former motocrosser Jack Simpson - who currently leads the AORC E1 category – added another off-road achievement to his tally when he won the Up To 250cc 4T class aboard his KTM 250SX-F, landing in Alice Springs in a brilliant 11th Outright on debut.

“This race is just different, you can’t explain it, you’ve just get out here and do it, it’s that fast,” Simpson said.

“You don’t even touch third gear, it’s just fourth and fifth the whole way. I had a real good run, I prologued 15th, and I played a bit of cat and mouse with a 450 on the way down, and then on the way back with Nathan Trigg who finished tenth outright.

“I’d catch ‘em, then they’d pull away, over and over. But that’s what happens on the little 250.”

Victorian Cody Ryan powered to victory in the Up To 250cc Two Stroke class ahead of Dalton Byrne, from Thargomindah, Qld. KTM Australia’s own National Brand Manager Tam Paul showed he’s no suit-and-tie executive, winning the Veterans 45 Years And Over class on a KTM 450 EXC. n

Toby Price

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SHOP TORQUE

cycletorque.com.au JULY 2016 I 70

Castle Hill Motorcycles Michael Cook has been a licensed motor mechanic with over 33 years of industry experience.

He has run his own workshop, Castle Hill Motorcycles, in the heart of the Parramatta/ Windsor region for over 15 years.

“I’ve always had a passion for motorcycles, since I was about 18 years old,” Michael said.

It seems his work and passion has always seemed to revolve around motorcycles.

All the crew at Castle Hill Motorcycles are passionate about motorcycles. Michael in particular raced road bikes for over 20 years and now assists new riders to get started.

“I used to race a Suzuki GSX-R750 in the Post Classic Racing Association pre-modern class,” he said.

“I had a bit of a break for a little while but now I’m back into it.”

He did a stint as a rider-trainer for a couple of years before he actually opened his own motorcycle workshop, but for the last 16 years his business focus has been Castle Hill Motorcycles.

Michael still takes a very hands on role at the workshop.

When Cycle Torque visited him recently, he was busy working on an old Norton International 500 single.

“I don’t go out of my way to look for old bikes to work on, they just seem to turn up. I do just anything by request,” he joked.

That’s an important point of difference for Castle Hill Motorcycles as there are so many motorcycle workshops that will only work on modern motorcycles and not touch anything older than a dozen or so years.

So the ability to service older bikes is a big plus for his workshop and also his customers.

“Yes, we do a bit of everything here,” he said.

“Old bikes, new bikes, four strokes, two strokes, we see a bit of variety in here.”

Castle Hill Motorcycles offers its customers a

highly trained and experienced team who have a wealth of experience covering everything from tuning, servicing, engine rebuilds, crankshaft rebuilds, fault diagnosis and rego inspections.

Boasting a fully equipped workshop the crew can also supply and fit tyres offering an extensive range covering road, track, racing and dirt bikes.

Castle Hill Motorcycles stock top brands including Michelin, Dunlop and Pirelli.

Located at Unit 12/7 Carrington Road, give the guys a call on (02) 9894 8225 or check out their website on www.castlehillmotorcycles.com.au n

Racer

1

SUMMER 2015

RACING: Classic TT Barry Sheene Festival of Speed Island Classic Australian TT HISTORY: Honda V4

Australia’s FIRST classic racing magazine cycletorque.com.au JULY 2016 I 71

! w o n e l b a l i a Av $9.95 INCLUDING POSTAGE

www.motobooks.com.au Call 02 4956 9825

N MINNOVAETLIO MARV

AHR RACER TEST

Ducati TTF1

Words by Chris

by Pickett, Photos

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

S

––– 51 –––

Contents

AUSTRALIAN HISTORIC RACER 18

26

30

4

SNAPSHOT IN TIME

6

IN THE PITS

10

2016 ISLAND CLASSIC PREVIEW

12

RACING TECH

14

2016 BSFOS PREVIEW

16

EDITORIAL

18

RYE DUCATI

Chris Pickett

ADVERTISING

38

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

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

ACCOUNTS

Rebecca Eastment bec@cycletorque.com.au

50

PUBLISHER

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

58

REGULAR CONTRIBUTORS:

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

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

66

This work is Copyrighted. All rights reserved.

No part of this publication may be reproduced in any form, including electronic, without written permission of the publisher. Please contact the editor before submitting freelance contributions.

RUST NEVER SLEEPS YAMAHA TZ750

36

THE SQUEAKY WHEEL TOM PHILLIS

46

BOOK SHOP

48

RACING GEAR

50

SEELEY COMMANDO

58

HONDA CB500/4

66

HONDA V4

72

1976 AUSTRALIAN TT

76

DENNIS NEILL TRIBUTE

82

2015 BSFOS WRAP UP

86

2015 ISLAND CLASSIC REVIEW

90

CLASSIC TT 2015

94

ON ANY RACEDAY

98

EVENTS

TEST

LIGHT AS A FEATHER

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

Australian Historic Racer

ideas of weight reduction and it can just about push itself along.

A 750/4 front end was fitted, with the dual brakes (500s originally had a single caliper), an oil cooler, firstly a regular four-into-one exhaust, and later a trick four-into-one system which could be pulled apart one header at a time.

In this form the bike was seriously fast for its time, with Kel wheelstanding it off the front row time after time to take many wins in the unlimited class.

The bike was as exotic as an historic racer could be at the time, with Dyna S coils and a rev limiter ensuring the bike was reliable as well as fast. Kel’s shining moment was beating much bigger bikes at Mount Panorama on this big bore 500.

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

––– 61 –––

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

AHR PICTORIA

L

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

F

TH

TUFF OF LeEgSe nd Australian Historic Racer

RY racing machines generally are built in very doubt the TZ750 small numbers, raced for a excitable handlin had a reputation for in the hands year or so g and power of the best and has few delivery riders and then left to peers as a languish in collectable racing machin sheds.

Some bikes e. are like your If you speak grandfather’s to current hammer, with and former owners of and nine handle these machin five heads es, racing s, never has one parts are robbed watered down as you far away from financi and physic for newer al and so on. machines al pain. A They can lose good mine had their identit along the way. a TZ750 powere friend of y d sidecar back in the 1980s and Yamaha’s TZ750 was tells the story of risking a bit like that, with many everything bikes financially import parts to into the hands finding their way from Englan of privateer d to rebuild the engine eventually . After doing riders, becoming practice at Park things uncompetitive Oran and resigne were looking d to being up, until the engine seized ornaments sheds. The on in the warm-up lap last TZ750 the first race to be serious for raced as a of the day. ly modern bike I’ve noticed still has a slight in Australia he was most nervous twitch likely the Gaytho you mentio when TZ ridden rne Yamah n a TZ750

by Michae a to him. l Dowson, with an FJ1100 fitted front end.

CLASS ACT They became too expens There has ive to run and too slow been to keep up of TZ750 machin a bit of a resurgence with bikes Yamaha’s es in recent like own FZR10 Australian years in 00. But there’s classic racing circles no generally they but have been ridden –––

31 –––

s

––– 3 –––

26 30

38

this 500/4 leaned up against the fence of a house just near Paul’s place. I knocked on the door and asked if it was for sale, and it was. I checked it out and realised it was my old bike, with all the Masaaki modified gear still on it. The bloke wanted $100, I couldn’t get my wallet out quick enough.”

It took some work to breathe racing life back into the little Honda but it wasn’t long before the bike was ready to terrorise more fancied machinery and opponents, just like it did a decade earlier.

Historic Racer Australian

s

AHR RACER

EDITOR

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

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

Historic Racer Australian

ON THE COVER: RYE DUCATI PHOTO BY SDR

s YAMAHA TZ750 s SEELEY COMMANDO s HONDA 500/4

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

s

RRP: AUS $9.95 NZ $11.95 (Inc.GST)

Pics

A NEW TAKE

A LATIN OBSESSION

PLUS Dennis Neill Tribute – The Racer, The Man

t and SDR Chris Picket

Honda CB500/4

AHR RACER TEST

s

Australian Historic

cycletorque.com.au cycletorque.com.au JULY JULY 2016 2016 II 72 72

Triple Agent Many custom motorcycle builders will agree that working on a bike is fun, but actually getting to ride your creation can be a challenge. With months away from completing his project bike, Dan Razborsek felt it was time to have a machine that he could use to go riding with the guys.

In 2009 it was a Triumph Speed Triple that caught his attention. “When I first got into naked bikes I thought the Speed Triple had it all basically. A beautiful looking frame, a single-sided swingarm and an unusual triple engine.” Dan mentioned as he reminisced about his search to find a worthy bike.

When Triumph re-introduced the Speed Triple in the early 1990’s, the distinctive three cylinder configuration, with it’s lively engine, became a cult classic. The Triple was engineered to be smoother and to produce less vibration than it’s parallel twin cousins. Triumph later

released a Streetfighter version, but it was the naked speed triple that stole the hearts, even being used in the motion picture Mission Impossible.

Not content with just owning one of these legendary machines, Dan quickly decided that his Speed Triple was the perfect platform for a custom makeover.

“The most challenging, and I suppose the most rewarding part of the build was the front fairing, which started off life on a Norton. It Continued on next page

cycletorque.com.au cycletorque.com.au JULY JULY 2016 2016 II 73 73

was too small to fit around the front forks so I ended up cutting and modifying it to mould it into shape for the Triple. The duck tail is from a Thruxton which was also reshaped to fit the Speed Triple’s rear sub frame. The seat began as standard but then it was modified and upholstered to give it a more Café Racer look.”

With a passion for detail, Dan designed and machined a pair of signature aluminium side panels. As the bike was being repainted, he felt that there was still something missing. He asked his daughters to design the logo that would adorn the petrol tank. The girls came up with the Ellara logo which is a combination of their names, Ella and Lara. “The logo is with me all the time when I ride and it just reminds me of what’s really important in life.”

The attention to detail in this build pays great homage to the Triumph brand and the legendary Triples of the 1960’s. The brilliance in the beauty of the big triple is it’s low torque matched with a lively engine.

The bike just loves to scream it’s

head off which means that you can have a usable bike in traffic but at the drop of the clutch will stand up on it’s back wheel and race hard all day long.

This is a beautiful machine that has been carefully trimmed out while taking it’s inspiration from the traditional Café Racer. A very modern take on a classic style.

Since joining Sydney Cafe Racers in 2011, Dan’s Speed Triple has made regular appearances at club meets and events.

cycletorque.com.au cycletorque.com.au JULY JULY 2016 2016 II 74 74

“I get heaps of offers but I won’t sell it!

I feel like the bike is a part of me now.”

To order your copy please visit www.customtorque.com

Watch all of the episodes on one limited edition DVD

As seen on

For every DVD purchased, $2 will be donated to The Distinguished Gentleman’s Ride charity

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

R E T RO IS A L I V E A ND K IC K ING AT

WE PREPARE RACE BIKES TOO VIEWING BY APPOINTMENT Ph. 02 4958 1435 CATCH US ON FACEBOOK

OTHER BIKES 1965 HONDA CD90 – $2500. GREAT NICK. 1994 HONDA VFR750 – $2999. HEAPS OF REGO, GOES UNREAL. 1983 DUCATI PANTAH 500 $6,500 Runs great, custom 1 piece tank and seat unit. Great club bike.

NORTON PROJECT

$9,500

Manx replica wideline frame. Rebuilt 650SS Norton engine.

Akront rims, Ducati forks, alloy fuel and oil tanks.

Make a top club or cafe racer.

DUCATI 851 TRICOLOR $16,500 Wow. Collectible. If you know what this bike is then you know! One of the first in the country.

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

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

YAMAHA R1-Z 250

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

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

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

Call Chris on 0404 030 925 or Dave on 0407 362 060 www.classicalgasmotorcycles.com

QUAD TORQUE NEWS

Phil Lovett

Finke SXS and ATVs PHIL Lovett and Allan Samuels have taken out the Finke Desert Race Superlites category for side-bysides.

This takes Lovett’s Finke tally to four wins, three of which have been on a motorcycle.

An animated Lovett said at the presentation, “you can forget me ever doing this on a bike again, give me the ‘Lovett limo’ any day”.

Jeff McNiven and Frank Waite (Qld) and Mick Grossland and Greg Campbell completed the super/ turbo class podium while Peter Carr and Matthew Wyndham took out the naturally aspirated class.

Iain Hughes

Cody Crocker looked strong to challenge for a podium finish, finishing day one in fourth place overall (02:54:51), but pulled out of the race with issues on day two.

Matt Mingay was expected to compete at the Finke, but unfortunately had been hospitalised after a massive crash in the Stadium Super Truck series in Detroit, United States.

Mingay was reported to be in a serious, but stable condition, his Instagram page @mattmingay reporting he had “[one] large cut from his lip to his chin, a few small ones around at the lower chin and underneath, where an object has protruded through his jaw and mouth.”

Mingay was taken off a mechanical ventilator, June 8 and was flown back to Australia to recover, June 19.

Polaris Racing replaced Mingay with Tamworth’s Iain Hughes, who finished the race fourth in super/turbo and sixth overall.

ATVs Marc De Vries and Cooper Van Vilet took the first two places on the podium, both riding Yamaha YFZ450s.

Darwin’s Eddie Tattingham took third place for KTM. Local lad and 2015 Finke winner Paul Hughes struggled on day one, arriving at Finke over four hours after departure and one hour behind day one leader, Van Vilet.

Hughes showed steely resolve on day two as the outright fastest in the stage (02:48:58), to finish a respectable eighth in class.

Last year’s over-40s winner Dale Harris did not start. n

Matt Mingay

QUAD TORQUE NEWS

cycletorque.com.au JULY 2016 I 77

Suzuki’s ‘king of the kids’ quad Suzuki has announced its popular, fun ATV, the QuadSport Z50 is now available from Australian dealerships.

The Z50 ATV is specially designed for young riders, and is ready for action packed fun in its striking new Champion Yellow colour scheme, inspired by Suzuki’s RM-Z range.

The QuadSport Z50 is the entry level minibike in Suzuki’s fun ATV range.

It’s easy to ride nature promotes a safe way for youngsters to learn the fundamentals of riding and developing their riding skills.

A quiet and smooth 49cc four-stroke engine is coupled with an electric starter and easy-to-use automatic transmission, allowing for improved torque at lower speeds for easy rider control.

Engine power can be controlled to suit riders experience via the adjustable throttle limiter. Safety features include a tether type remote engine-stop switch that cuts the engine instantly when required and there’s also the security of a keyed ignition to provide maximum parental control.

The Z50 also features independent front swingarm and rear suspension systems that ensure a smooth, balanced ride.

The 2017 Suzuki QuadSport Z50 is available now for a recommended retail price of $3,065 and is backed

by Suzuki’s 6-month, unlimited kilometre warranty. n

cycletorque.com.au JULY 2016 I 78

CYCLE TORQUE GEAR

Bike Stuff 1

65% 65%

cycletorque.com.au JULY 2016 I 79 3

2

Watch the video: www.cycletorque.com.au/antigravity

1 Touratech GS Screen options Touratech is offering four versions of its Desierto IV screens for BMW’s R 1200 GS and GSA models.

With a steeper-than-standard angle they give a ‘roomier’ feel to the cockpit of the bike while still creating a bubble of relatively still air for the rider, while the European design enhances the style of the BMW. There’s a short version for sportier riding which the Cycle Torque crew believe would be awesome in an Australian summer, while the taller model will block out more of the weather. Both heights are available in tint or clear, and the side sections are available in white, gray or black.

The Touratech Desierto IV screens use the standard mounts, so the adjustability is retained.

Get them from: https://shop.touratech.com.au More info: (03) 5729 5529

2 Just like Lorenzo’s With a carbon belt for strength with excessive weight, Shark’s Race-R Pro Carbon helmet is designed be the best helmet on the track. Designed with computational fluid simulations to punch through the air, the Race-R isn’t prone to buffeting thanks to its aerodynamics and double-thick rear spoiler. it has a five star Sharp crash test award and fits snug and comfortable. Shown here with the optional tint visor, the thick visors are flat and distortion-free.

Price: Helmet - $899.95; visor $99.95 Get them from: Bike shops everywhere More info: http://www.ficeda.com.au

3 Anti-Gravity Battery When the standard battery in Cycle Torque Husqvarna TE450 failed, it was a pretty easy choice of replacement - a lightweight lithium Anti-Gravity Battery. At a little over one-third the weight of the original lead-acid unit, the Anti-Gravity replacement unit was a bit of a no-brainer to fit. We ordered a replacement based on the model of bike and the right size and shape turned up and was very easy to fit under the seat of the Husqvarna. The technology in Anti-Gravity batteries is pretty impressive. Depending on the battery being replaced, Anti-Gravity Batteries can offer up to three times the cranking performance, can be installed in any orientation (even upside down) and require no maintenance or trickle charging (although they do require a Lifpo4-specific charger if they do go flat). Anti-Gravity Batteries are water-tight, have a three-year prorata standard warranty and even one year for racing use.

Watch the video: cycletorque.com.au/antigravity Price: Varies Get them from: Bike shops everywhere More info: http://www.ctaaustralia.com.au

CYCLE TORQUE GEAR

Bike Stuff

cycletorque.com.au JULY 2016 I 80

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4

5

4 A little Edgy We’ve always loved RXT helmets - priced very reasonably, comfortable and fully Australian approved. The latest from RXT is the Edge, super lightweight at just over 1kg thanks to its fibre composite construction, it also features a large eyeport to accept large-framed goggles, heaps of ventilation ports and has a removable washable liner. Available in seven colours!

Price: $249 Get them from: Bike shops everywhere More info: http://www.Motonational.com.au

5 Bagster Bagster has released a new custom tank cover to suit the brand new Honda CRF1000L Africa Twin Made specifically for this model, the fit and colour is matched perfectly to the bike, and provides not only full tank protection, but also allows the fitment of the optional Bagster Tank Bag. Price: $249 Get them from: Bike shops everywhere More info: http://www.ctaaustralia.com.au

6 Ventura for Versys The light, stable and incredibly versatile Ventura Aerodynamic Bike-Pack is now available for the Kawasaki Versys 650.

The key to the Ventura system is the L-Bracket, which is made to measure to fit each model of bike and custom designed to complement the unique styling of each motorcycle. Once fitted with L-Brackets, the Kawasaki Versys 650 will accommodate a range of luggage options via the Astro Top-Box, Sport-Rack, Pack-Rack or Grab-Handle.

The Ventura system allows up to 102 litres of luggage carrying capacity with two Aero-Spadas zipped together all the way down to the 10 litre Sport-Pack. Ventura’s unique rack system ensures that the load won’t shift, even during hard riding while the positioning offers excellent stability and as it is directly behind the rider gives much greater manoeuvrability in traffic – and less wind resistance on the open road compared to traditional pannier systems.

Price: From $399 rack & bag Get them from: Bike shops everywhere More info: http://www.venturarack.com.au

cycletorque.com.au JULY 2016 I 81

Created in 1967, Segura has a rich history combining racing & style. The passion for quality, equal only to the passion for design, produces products with the highest levels of safety while staying true to its heritage.

THE PASSION FOR EXCELLENCE www.ficeda.com.au

CYCLE TORQUE GEAR

cycletorque.com.au JULY 2016 I 82

Used & Reviewed As comfortable as an old boot

Well, I suppose they are old boots now. They have been to multiple countries, been dragged across all sorts of roads, been spilt on in bars and never given any sort of lovin’… yet here they are, still my default boot after a couple of years of abuse.

I’m a bit surprised I’m still wearing the MotoDry Urban Leather Boots as much as I do - but they are really comfortable - good when I got them, fantastic now. Mine are the Rustic Brown version, but they are also available in black.

They have developed a real well-worn appearance without looking too scruffy - I love them more now than when they were new.

I like the fact they don’t look like a motorcycle boot, too, but there’s ankle protection built in, and a waterproof liner, too.

Some don’t like lace-up boots and I get that - laces can get caught around gear and brake levers, which can be disastrous. I tuck the excess lace through the other laces and I’ve never had a problem.

The MotoDry Urban Leather boots are fine for most times of the year, although they do get a bit sweaty in summer because the waterproof lining, although breathable, doesn’t ventilate like many sports boots, but that’s about the only downside as far as I’m concerned (and MotoDry has now released the Urban Air version, very similar but with ventilation rather than waterproofing).

Obviously there’s no shin protection, toe scrapers and fancy graphics, but that’s the point - these boots are for when you don’t want all that stuff and are especially great when you’re going to spend some time off the bike and don’t want to be in bike boots.

MotoDry’s Urban Leather boots get a ‘Highly Recommended’ from me.

– Nigel Paterson

Price: $139.95 Get them from: Better bike shops everywhere More info: motonational.com.au

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There wasn’t one ...so they wrote their own!

Limited edition extra. Road & comparison tests, New model introductions, History, Buyers guides and long term reports.

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Far too often the trip of a lifetime turns into an unmitigated disaster, leading to expensive breakdowns, arrests, lost wages, broken limbs, death, and even, on more than one ocassion, divorce. Most people who travel aboard motorcycles have learned these lessons the hard way, Now readers of the “Motorcycle Touring Bible” can learn an easier way; they can learn from author Fred Rau’s mistakes rather than through the school of hard knocks.

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Going Somewhere?

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Click here to email Dennis Penzo for more information.

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•Up to Class 5 or 34 dB(A) attenuation (Deep impression, full concha) An Impression of your ears is required. Turnaround approx. custom NoiseGuard Moto •Professional single audio driver (L&R) Effectively a musicians 1 week. Cost: $435.00 Includes L&R Call Hearlink on with extension (Not pictured), cleaning and maintenance tools, In-Ear-Monitor GARAGE 6 wax caps, instruction manual and1300 semi-softHEARING carry pouch.

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NEWSLETTER

TAP ICONS TO EXPLORE WHAT CYCLE TORQUE HAS ON OFFER

TORQUING BACK

Letters Passengers can help

Given the amount of media reports on the increase in motorcycle accidents I would like to suggest a new or modified campaign similar to SMIDSY [Sorry Mate, I Didn’t See You].

Too many bike accidents are caused by cars pulling out or turning in front of motorcycles.

How many of those cars had a front seat passenger in them?

They too need to take some responsibility for looking out for motorbikes, not just the driver.

My suggestion is to have a media campaign for front seat passengers to be the extra set of eyes for the driver when turning or entering a road.

Encouraging them to use terms such as “Clear “ or “Bike coming on your left,” etc. Just an idea but the more people on the roads looking for and acknowledging our existence, the safer hopefully we will be.

– Gary Bourke

From the boat

I’m sitting here south of Phuket in a quiet anchorage on my boat. I live on it most the time, well, for the past nine years but after the passing of a family member I went back to my home town, on the sunny Central Coast - the ‘rabbit warren’, I think you call it (CT May15) to spend some time with relatives and top up my cruising kitty.

I picked up as many back issues of Cycle Torque as I could and saved them for my return aboard the boat for days just like this.

Great mag (please don’t go glossy, trendy crap) even though as I read them I’m usually a year behind.

It got me thinking, I feel very sorry for you biking scribes. Not because you have to go traipsing around on myriad smart and stylish

cycletorque.com.au JULY 2016 I 91 Write A Letter!

WIN A GREAT PRIZE

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

in new scooters, rain, hail or shine but because they all seem so damned good these days. Like how do you build a bike up to be great - wax lyrical - when they all seem to be. All you have to say is, if it fits and the colour is right, buy it. Unless you can come up with some new terminology, the manufacturers are going to be doing you out of a job.

I have found a problem with perfection though.

On being told I would only get a few more years out of my knees by the Doc (and I’m only 50) I did what any self respecting biker would do. Sold the Beamer and started looking for a supersport to relive those great fun track days.

I used to spend so much time at Sepang, I could have used it for a mailing address! Anyway, so I tested a few bikes, all really good, but after handing the K 1300 S back to my local dealer he asked me what I thought. I told him I couldn’t really fault it, so smooth, so much power, torque etc. He then asked me If I’d buy it. Then it dawned on me, after telling him how good I thought the bike was, I told him I would not. He was surprised. And here’s the point... it was just too good, too smooth, dare I say too safe with all its whiz bang technology, they all were, kind of...

I used to ride angry ZX-Rs, then a ‘Blade but the angriest out of the box and most fun was the RSV1000 Factory which was one of the last bikes I rode at Sepang in the mid naughties.

I didn’t by the Factory but the RSV1000R. No ABS, no anti-wheelie, no traction control and no rear view mirrors, well it does have them but they’re only any good for looking at your elbow sliders. The thing is, you know you’re riding it, you feel it and you certainly hear it and as good as all these new bikes are. That’s what is missing, the rawness! Not saying the new beasts aren’t

angry and raw but no mere mortal can ride them without the bells n whistles turned on.

I did 6000km on the RSV in 3 months, big grin, rain, hail or shine using it as a commuter and rides out to Wollombi pub, Bucketty, Wauchope Gloucester, my old back yard. It was my only form of transport.

Who said I wasn’t going to have fun before my knees pack in? All I need now is an excuse to get home and blow out the Akrapovičs again but hopefully not for another funeral.

– Mike, Malaysia ,Thailand , Indonesia or where ever the wind blows Ahh, the age-old problem… there’s nothing quite so sad as last year’s model. Mike, the reality is there are few dud bikes out there - there are some we like less than others but generally they are very good. Then we run into the other problem - what one reader thinks is ‘a pile of crap’ another will say is awesome because it is ‘raw’… and the Harley-Davidson Roadster tested this issue is a great example. If you know Harleys, you’ll ride a Roadster and think how this is a great Sportster – but if you’re getting off a Japanese or European sportsbike, you’d probably think it’s crap.

And the problem for testers is, nobody is actually wrong!

Here at Cycle Torque we try to test bikes for the market they are aimed at - so we’re not critical when a race replica is uncomfortable or a cruiser lacks cornering clearance. But we do try to point out areas when a model isn’t so strong, like the disappointing cornering clearance on the Roadster and Moto Guzzi V9s. – NP

motoguide

YOUR HANDBOOK TO THIS YEAR’S BIKES

cycletorque.com.au JULY 2016 I 92 ’s 2016

e d i u g o t o m e u q r o t e l c cy

DE I U G G N I Y U EB K I B EW N R U YO

GIANT COMPARISON:

Aprilia Caponord Touring c.GST)

(In .50 NZ $9.95

RRP: AUS $7

MOTOGUIDE IS FULL OF BIKE TESTS, NEWS AND PRICING INFORMATION FOR A HUGE RANGE OF THE BIKES AVAILABLE IN 2016!

FROM SPORTSBIKES TO CRUISERS TO OFF-ROAD, MOTOGUIDE IS FULL OF INFORMATION, ADVICE AND SPECIFICATIONS TO HELP YOU CHOOSE THE RIGHT BIKE.

V

Ducati da Multistra DVT

V

BMW S 1000 XR

ED S TEST E K I B OF HEAPS INSIDE! RICING GUIDE - LOOK BIKE NEWS & P NEW PLUS:

AVAILAB LE

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CREDITS

cycletorque.com.au JULY 2016 I 93

cycletorque DIGITAL EDITOR RYAN GRUBB

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

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

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

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

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

PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

cycletorque.com.au JULY 2016 I 94

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