Cycle Torque June 2015

WELCOME

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June 2015 We have some big, stylish and tough machines for you this month the Norton 961 Commando Cafe Racer, BMW’s S 1000 RR, the KTM 1050 Adventure and the latest Triumph Tiger XCx. Two, three and four cylinder machines, one air cooled, one fully faired, two adventure bikes, two sporty, one retro, three as modern as they come. One is hand-built exotica and all four are European… who would have thought that just a few years ago? Although the Japanese manufacturers are still the biggest players in the game, the Europeans and Americans have really made the motorcycle market international.

There’s lots more than just bike tests in this issue though, check it out and let us know what you think - use the feedback buttons or email feedback@cycletorque.com.au – Nigel Paterson publisher@cycletorque.com.au

INSTRUCTIONS NEWSLETTER EMAIL US YOUR FEEDBACK

CONTENTS

cycletorque.com.au JUNE 2015 I 3

Ridden

25 LAUNCH

NORTON COMMANDO 961

34 LAUNCH

2015 BMW S 1000 RR

Features 62

RETRO TORQUE

65

TECH TORQUE

68

SOCIAL TORQUE

76

QUAD TORQUE

43 REVIEW

52 LAUNCH

KTM 1050 ADVENTURE

TRIUMPH TIGER XRX

Regulars

On the cover: Norton Commando 961 Cafe Racer Photo by Nigel Paterson

5

NEWS TORQUE

23

GUNTRIP

15

SMALL TORQUE

71

BIKE STUFF

19

EDITORIAL

78

BOOK SHOP

20

DIRTY TORQUE

81

MARKET TORQUE

22

RACE TORQUE

84

TORQUE BACK - LETTERS

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HIGH-BALL

®

If it’s attitude you’re looking for, reach up and grab the handlebars of the Victory High-Ball®.

This barebones bobber packs a one-two punch of cranked up performance and stripped down style that can’t be mistaken for any other bike. With whitewall tyres and a shorty front fender, the Victory High-Ball exudes confidence you won’t soon forget.

VictoryMotorcycles.com.au | P: 1300 721 360 | *Overseas Model Shown with optional accessories fitted. ^Facebook® is a registered trademark of Facebook, Inc.

NEWS TORQUE

cycletorque.com.au JUNE 2015 I 5

Vale Duke and ‘Debbo’ TWO famous motorcycle riders have recently passed away, Geoff Duke and Eric ‘Debbo’ Debenham.

One was world famous and a multi world motorcycle champion during his heyday in the 1950s, while the other was better known in Australia for his exploits on a Vincent powered machine.

Both were gifted riders and both were loved by their fans and respected by their rivals.

Duke was born in the wilds of Northern England, an area well known to this day to produce unbelievable riding talent. Duke became a ‘works’ Norton rider at a young age and in the 1950s won six world championships and took six wins on the Isle of Man, a feat as difficult then as it is now. It is said Duke pioneered the one piece leather racing suit we see in use to this day, albeit a little less protective back in those days of no knee sliders, elbow guards or back protectors.

When a serious crash meant you were unlikely to walk away.

Duke didn’t just ride for Norton though, he was one of the first UK stars to ride for an Italian team, Gilera in fact, taking the four cylinder machine to three of his world titles.

Duke retired from racing in the late 1950s but stayed in contact with the sport he made is name and fortune in, at times being team owner, and also retiring to the Isle of Man, the place where he was considered a motorcycling god. You might know the name Duke Video. Yes, that was him too. Duke passed away peacefully at his home at the age of 92.

On the other side of the globe Eric Debenham was born a few years after Duke. Rather than becoming a ‘works’ rider for anyone, ‘Debbo’ was a worker with a love of motorcycles. He came to prominence riding the Corish Vincent, a powerful Vincent V-twin engine housed in a Norton Featherbed frame. The tall and powerful ‘Debbo’ monstered the bike, built by famed tuner Ken Corish, and monstered his opponents on a bike well past it’s use by date. In black leathers, a black helmet and on that black Vincent, if you were on the grid beside him you knew you were up for a fight.

‘Debbo’ didn’t just race bikes, he also raced Hydro boats. If it had an engine he was there. He also never lost his passion for motorcycles being an active participant in the classic motorcycle club scene.

‘Debbo’ passed away recently aged 88. n

NEWS TORQUE

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Tintaldra Pub in new hands

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

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

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

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

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

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

w w w. m a c k 1 . c o m . a u

MRB 2253

D/L 19719

ICONIC rider’s destination, the Tintaldra Pub is open, refurbished and ready to welcome riders inside for a cold beer, a good feed and comfortable accommodation.

Situated barely over the Victorian boarder, as you ride across the Murray River, and only four hours from Melbourne the Tintaldra Pub is now owned and run by a consortium of riders. Publican, Peter McAra wants everyone to know they’re welcome.

“We’ve put a fair amount of thought and effort into the upgrade and I’m sure riders will be more than well catered for,” he said.

“This location is a hub for all the nearby Snowy region touring, and has some excellent fishing to boot,” quipped Peter. Contact the pub on (02) 60779261 *(despite being in Victoria the 02 prefix on the phone number is correct). n

NEWS TORQUE

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Victory on edge VICTORY Motorcycles is involved in two very interesting and very different projects at the moment.

Firstly Roland Sands Designs is building a flat track inspired machine using a secret new Victory engine. Development of the bike, titled Project 156, is quite advanced and it is built primarily to compete in the Pikes Peak Race to the Clouds event. You’d have to think this is just part of the reason the bike is being built though. Imagine a big bore V-twin ‘proper’ flat track style bike. We can.

Much closer to being currently viable though is the electric powered racer Victory is pinning its hopes on at this year’s Isle of Man TT races. Two bikes are being campaigned in the SES TT Zero Challenge one lap race by William Dunlop and Lee Johnston. Both Irish racers need no introduction to ‘road’ racing fans and will be the main competition to the Mugen Hondas being ridden by John McGuiness and Bruce Anstey this year, after they went one two last year.

The Victory electric prototype racer is basically a reworked Brammo. Victory has worked with Brammo for the last few years but acquired Brammo earlier this year.

“It’s pretty much a new bike,” said Gary Gray, Motorcycle Product Director/Leader of Polaris Electric Motorcycles. The overall design is pretty much the same as the Brammo but the battery, controller, and Parker Hannifin-sourced motor have been upgraded and optimised as best can be for the torturous TT course. “We repackaged the battery cells because there is a lot of shock and vibration in racing, but particularly at the Isle of Man. We also got 20 percent more capacity, and the motor has new windings. The control system and wire harness are new. It’s more sophisticated in how we bring power from the battery pack to the motor. We’ve got new torque and power configurations that maximize our performance specifically for this race.

“You set the bike up to pull as much power as you can out of the battery and finish as close to zero as you can,” he says. “Heat management is critical. You have to determine where your peaks are going to be, so we have simulations of the bike going around the track, where it accelerates and decelerates and power cycles. That helps us predict how much heat we will be generating and how the systems we have on the bike cool it.

“We’re excited about the effort we’ve put in,” added Gray. “Racing at the Isle of Man for the first time, we’re not overly confident but we definitely want to be competitive so we’ve done a lot to make sure the bike is.

“Our big push with Victory this year is that we want to prove American performance,” said Gray. “That’s why we’re investing in racing like this. We think it’s pretty cool that in the month of June we’re at NHRA tracks running the quarter-mile in the US, in Colorado we’re running Pikes Peak—one of the most prestigious races in the world – burning gas, and another very significant world-level race at the Isle of Man burning kilowatts.” n

NEWS TORQUE

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California Touring TOUGHEN UP YOUR RIDE MOTO Guzzi’s California has been a mainstay of Moto Guzzi’s cruiser/ tourer lineup for many years but the new model based on the 1400cc powerplant now has a Touring Special Edition to add to the range.

You could call it a luxo-tourer, with a special two-tone paint scheme, and stump pulling 1400 V-twin engine producing just shy of 100 horsepower. It also boasts loads of high tech gear including a Ride-By-Wire multi map electronic engine management system which allows the rider to choose between three engine maps, Moto Guzzi Traction Control system and continental two channel ABS. For the ‘tourer’ in you it also has a built-in passenger backrest, grab handles, 35 litre side panniers and cruise control.

The California 1400 Touring S.E will be available in the distinct Marrone Executive colour scheme for $26.5K Ride Away. This newest member of the California range can be experienced from Moto Guzzi dealers nationwide right now. n

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Find what fits your bike at www.barkbusters.net

NEWS TORQUE

cycletorque.com.au JUNE 2015 I 9

In memory of TK TONY Kirby, or ‘TK’ as he was known, was the definitive adventure rider before the term became popular.

Among his achievements he created SideTrack Magazine in 1995, and during that period of his life, was instrumental in the establishment of the DSMRA, or the Dual Sport Motorcycle Association.

Tony Kirby, passed away too soon. The debilitating motor neurone disease brought about his death on December 17 2010.

In 2011 a few of his friends and followers celebrated his life with a ride to one of his favourite places, South Australia’s Flinders Ranges, where a rock cairn was constructed and his ashes spread. This became the inaugural TK Memorial Ride.

Other rides have followed each year since: The 2015 event will start in Cooma on Friday 28 Aug 2015.

Participants will gather at the Alpine Hotel on Friday evening.

On Saturday there will be a choice of three different rides depending on interests. Back at the Alpine on Saturday night, then off to Merimbula, Mallacoota and Bombala on subsequent days along fire trails, forest roads and tracks, enjoying some of the best adventure riding Australia has to offer. Join in for as many days as you like. It’s open to all looking for an adventure on two wheels.

For more information, log on to www.dsmra.asn.au/tk.php or email TKMemorialRide@gmail.com n

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

http://www.kenma.com.au/motorcycle_luggage.html

INTRODUCING

Dark H�se Blacked-out from end to end, the Indian® Chief Dark Horse® brings bold new styling to the Indian Motorcycle line-up.

Indianmotorcycle.com.au P: 1300 00 463 426 | *Overseas model show with optional accessories. **Facebook® is a registered trademark of Facebook Inc

NEWS TORQUE

Bolt to the cafe YAMAHA’S original Bolt and Bolt R-Spec attracted a new breed of young riders keen to ride an authentically styled modern day performance bobber.

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

RIC ANDREWS

MOTORCYCLES

R1 DEMO DAY

Adding to that theme, Yamaha has introduced the Bolt C-Spec, more of a cafe racer than the others before it.

The C-Spec Bolt features include clip-on handlebars, traditional fork gaiters, a removable passenger seat cowl and sport café paint and graphics to tie it all together. In addition the footpegs have been moved rearwards to offer a more aggressive riding position. Piggyback ‘R-Spec’ shocks are fitted as standard.

It’s unlikely power will be an issue, with the fuel-injected 950cc aircooled V-twin engine getting it jiggy. A regular double-cradle frame is used to link it all together. The engine is designed for low down grunt and mid range torque rather than full on top speed.

The Bolt C-Spec is available in two colour options — Liquid Silver and Envy Green and like all Star models comes with a factory backed five year warranty. The new model retails for $12,699 RRP inc GST. n

FEATURING THE NEW 2015 YAMAHA R1 ALSO AVAILABLE ON THE DAY MT07, MT09, MT09 TRACER, FJR1300, FZ1S, FZ6R

Saturday 6th June, 2015 AT

ROAD WARRIORS CAFÉ

Pacific Highway, Mount White Bookings on 02 4324 1800 or sales@ricandrewsmotorcycles.com.au

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NEWS TORQUE

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

Back in Black INDIAN’S newest bike is the most sinister in its range. The Chief Dark Horse looks exactly like its name. Think Black Beauty without the Beauty. But it does look very tough and distinctive.

The bike is built on the regular Chief platform, but instead of lashings of chrome and bright paint work, the Dark Horse is the opposite. And by getting rid of unnecessary add-ons the bike is the lightest and quickest in the Indian range.

The stripped down bad boy might look old school but it has plenty of modern technology, like keyless ignition, cruise control and ABS. All that for $26,995. It’s in Indian dealers now. n

cycletorque.com.au JUNE 2015 I 13

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NEWS TORQUE

Aussie Grunter

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WE ALL know V8s are king in Australia and have been for years. V8 motorcycles have been few and far between though, but think the Moto Guzzi V8 GP bike from the 1950s, big cruisers with Chevy V8s like the Boss Hoss, and the Drysdale home built V8 sportsbike of which very very few were made.

There have been a few other ‘factory’ attempts from Europe but that’s about it, until now. The Australian built PGM V8 motorcycle has a 90 degree 2-litre V8 engine pumping out 249kW (334 hp) and 214Nm. Now that’s some serious mumbo but it’s probably got a startling price tag to match the startling power.

The bike weighs around 240kilos fully fuelled, which is quite a bit lighter than we expected. This is partly down to the carbon fibre bodywork, of which there’s isn’t much anyway, and the Akrapovic titanium exhaust system. And doesn’t that look trick?

It uses sandcast alloy crankcases and a one piece crankshaft. It has a 5-valve per cylinder layout and fuelling is done by the Motec system, with eight 45mm Mikuni throttle bodies. Wow. Ohlins suspension, Marchesini forged wheels, Brembo brakes. You name it, the bike has all the top gear. As for the top speed, the company’s website asks, ‘How brave are you’? That about says it all we reckon. n

Tracer Pricing WE GOT it wrong last issue with the Yamaha MT-09 Tracer’s price.

We put $13,999, it should have been $14,999.

No wonder Yamaha Dealers weren’t happy, they wouldn’t have had enough staff to man the phones or hold off the hoards of ecstatic punters.

It’s still a bargain at $14,999. If it was actually $13,999 it would be an unbelievable bargain. n

SMALL TORQUE Central Coast Ride Day Central Coast Motorcycles is hosting the 2015 “Youth off the streets ride day” on Sunday, June 21.

The ride departs from Central Coast Motorcycles which is located at 5 Hely St West Gosford (5 minutes off the freeway). BBQ starts at 8.30am The ride leaves at 10am and is an open event with everyone on any registered bikes welcome. The route was still being mapped out at time of going to press.

However, it seems like a ride to Wisemans Ferry and back down the Old Pacific Highway will be the go. There is no need to register, just turn up on the day.

Assembly is at the Regional Produce Markets, Rural Drive, Sandgate at 9am for 9.0am departure.

ENTRIES are now out for the King of Nepean dirt track meeting, held over the weekend of July 25-26. This year’s meeting is for seniors only.

Classes include the King of Nepean – Unlimited - King of Nepean Limit of 48 entries.

Ladies - Unlimited – Limit of 12 entries.

Donations of tinned food with current “Use By” date, together with clean blankets in good condition as well as any cash donations will all be distributed in the Hunter Region.

Hunter, Bikers Australia, provide the passionate volunteers, Lynchpin, ‘Trip’ Henry, together with Mike Curtis have their shoulders to the wheel, in conjunction with fellow rider Howard Mole, from the Salvation Army.

“Spare a thought for others, less fortunate, at winter time...is the obvious theme. Everyone is welcome.”

MY 2014 OFFER

Pro 250cc - 100cc to 150cc 2-stroke and 200cc to 250cc 4-stroke. Limit of 24 entries.

Any paypal donations can be made in advance to admin@ccmotorcycles.com.au with the reference “youth donations.” Any questions please call Grant Lockhart from Central Coast Motorcycles on 02-43243355 or email at sales1@ccmotorcycles.com.au .

Open to everyone with all donations going directly to the Salvation Army.

RIDE AWAY

King of Nepean

Pro 450cc – 250cc 2-stroke and 450cc 4-stroke.

Limit of 36 entries.

LOCAL Hunter motorcyclists have been supporting their community for 21 years through the Tinned Food and Blanket Appeal which is on Sunday, June 7.

$19,990

Further information and offers of support: Mike Curtis 0422412925.

All the profits from the BBQ and any donations will be going directly to Father Chris Rileys “Youth off the Streets foundation”

Tinned food and blanket Appeal

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There’s many more classes including over 40s, sidecars, Evolution and so on. Camping at the track for $5 per night.

Entries and sup regs on line at www. racesecretary.com/king-of-nepean.

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Kiwi brigade SINCE 1995, Kiwi Rider has been running tours to Phillip Island, for the Superbike World Championship, and from 2002, for the MotoGP event.

This year’s Australian MotoGP is on October 16-18 and once again Kiwi Rider will be hosting a tour which will include transport from Melbourne’s Tullamarine airport to Phillip Island, four nights’ accommodation, general admission to the MotoGP event and evening meals each night.

Maybe you’re a Kiwi living away from the land of the Long White Cloud or you’ve always wanted to be a Kiwi, whatever, you can join the Kiwi Rider tour to the 2015 Australian MotoGP. Best to email them at motogp@takeme2.net.

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SMALL TORQUE SX Cash MOTORCYCLING Australia (MA) in conjunction with the 2015 Australian Supercross Championship rights promoters have confirmed the biggest prize pool for the sport in more than a decade.

Ensuring recognition and reward for the competitors within the national series, $120,000 will be on offer for the SX1, SX2 and SXD classes across the six round series.

The 2015 Australian Supercross Championship will see events held in New South Wales, Queensland, South Australia and Victoria, with the season opener once again held alongside the V8 Supercars in Bathurst on Saturday October 10.

Supercross Coordinator Mark Luksich said the new structure provided a stable foundation for all stakeholders to build on.

“Under Motorcycling Australia, the new structure aims to create a greater presence for Supercross and build awareness within mainstream society,” Luksich explained.

“To be able to confirm this level of prize money for the series is a terrific day for motorcycle sport in Australia and it is a testament to everyone involved that combined we have been able to achieve this.”

Steve Anderson Fundraiser STEVE Anderson passed away after a tragic motorcycle accident during a race at Lakeside Raceway in September 2014, leaving behind his partner Sandra and three children Cody, Shannon and Jessie.

The Panorama Motorcycle Club at Bathurst is holding a fund-raising ride on Sunday June 7, to honour Steve who was an incredibly well liked and regarded person, and to help raise money for his family.

cycletorque.com.au JUNE 2015 I 17

The ride departs Bathurst Showground at 9am, with a BBQ lunch at Ilford before returning to Stumpy’s Shed at the Dudley Hotel in Bathurst for an auction and festivities.

SuperMoto for Newcastle NEWCASTLE motorcycle dealer Graeme Boyd is going to generate some excitement on the Newcastle Foreshore by hosting a round of the 2015 SuperMoto Championship on June 13-14.

Former Superbike world champion and current SuperMoto champion Troy Bayliss has been confirmed for the event. Fans will get a good deal too with free entry for general admission. Grandstand seats will have a ticket price and corporate group sites will attract a fee.

Races will be held for 250cc, 450cc and 450cc-plus open class bikes with junior and women’s classes also included on the weekend program.

The 1.15km track will use about 750m of the Wharf Rd bitumen surface and 400m of offroad by taking in some of the eastern end of the Foreshore Park.

The Newcastle motorcycle dealer has long been a fan of SuperMoto having run a variety of similar events over the last 20 years. And it’s not the first time there has been motorcycle racing on the Newcastle Foreshore either. Back in October 1952 Wharf Road was the scene of the Newcastle Motorcycle Club Championships - Norm Fraser came in third behind Bruce Ward and Gordon “Shorty” Purcell.

Graeme Boyd Motorcycles is located at 210 Maitland Rd, Islington, NSW. Call (02) 4961 1101 or check out www. graemeboydmotorcycles.com.au n

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

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

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

Contact Doncaster BMW Motorrad or Bundoora BMW Motorrad to organise a test-ride today.

Doncaster BMW Motorrad 814 Doncaster Road, Doncaster VIC 3108 Ph: (03) 8848 0000 doncasterbmwmotorrad.com.au LMCT 8560

Bundoora BMW Motorrad 62 Enterprise Drive, Bundoora VIC 3083 Ph: (03) 9468 8000 bundoorabmwmotorrad.com.au LMCT 8560

Tap to experience more

EDITORIAL

cycletorque.com.au JUNE 2015 I 19

Bravery LOTS of people, mainly blokes, like to talk up how hard or tough they are but I spent some time with a guy the other day who I consider to be extremely brave. His name is Ben Felten.

He’s blind and he just broke the Australian Land Speed Record for blind motorcycle riders.

No, he’s not sitting on the back, he’s riding the bike by himself, and recently at Temora he did nigh on 220 km/h to set the new record.

Talking to Ben I quickly realised he’s a lovely bloke, and very humble. He’s also incredibly brave to do what he’s done.

Ben was telling me he has a rider guiding him via comms, and depending on the verve which ‘Left’ or ‘Right’ is spoken and so on, he reacts accordingly.

When Ben set the record earlier in the year at Temora he had a number of runs around the 250km/h mark, but by the time his run was to be officially recorded the temperature had got up to 38 degrees and winds were blustery to say the least. He got a run in to get the record but as he attempted to improve on it he was a tad dehydrated. During his last run he was told to go right, went left instead and found himself off the side Email us your of the runway on the grass feedback

at speeds not conducive to staying healthy if he came off.

Some quick words from his shadow rider and some even quicker responses from Ben had him miss a parked car by three metres at over 160km/h, and managing to just stop in time in front of a barbed wire fence.

At that stage it was decided to call time on any further record attempts that day, but the team is planning to have another crack at the Word Land Speed Record for blind riders, which is close to 270 km/h.

Ben isn’t new to motorcycles, he rode them as a youngster until a trail bike accident left him with injuries that would eventually have him losing his sight completely. Ben says he was a right nasty person to be around as this loss of sight was developing, with his family copping most of his resentment at his injury. He got over that and got focussed in blind sports, winning a world championship along the way.

But his love of motorcycles is how this new focus got a start.

I met Ben at the MotoDNA school at Sydney Motorsport Park earlier this month. He was there to get on the back of Kevin Magee for a few laps of the circuit. Once again, brave.

It reminded me of the last time I got on the back of anyone. It was also at Sydney Motorsport Park, close to a decade ago with then Cycle Torque partner and advertising guru Miles Davis. Miles, against my better judgement, talked me into getting on the back of our long term Honda CBR600RR. Three or four laps later – I can’t remember because I’ve tried to block it out – I was tapping him on the leg saying I wanted in, and right now. He scared the hell out of me. Two blokes pushing 100 kilos each, him with his knee on the deck and me crapping myself. My opinion of his ability to ride was already high but it went higher that day.

Since then I’ve had offers to get on the back of Jamie Stauffer, Shawn Giles and Troy Bayliss.

I’ve knocked back each and every one of them.

Stuff that.

Bravery? Ben Felten is way braver than me.

– Chris Pickett

DIRTY TORQUE

cycletorque.com.au JUNE 2015 I 20

Michael Cotter

– Thumper Nats Champ BACK in 1999 the Thumper Nats was by far the premier motocross championship on the calendar with all of the factory riders and teams on show. So how does a kid from New Zealand by the name of Michael Cotter manage to turn a whole series on its head?

The first Thumper Nats round was held in 1992 at Inverell and over the next decade it hosted some of the best racing seen on these shores. It changed the face of motocross in Australia forever. What started as an amateur event was eventually swamped by the factory teams and by 1999 Yamaha, Suzuki, Honda, Kawasaki and KTM all had paid riders on full blown factory machines vying for Thumper Nats glory.

During this time I was working at Moorooka Yamaha in Brisbane alongside Ian Kerr and a young Michael Marty in the workshop. One of the things Moorooka Yamaha was well known for was supporting Kiwi riders who wanted to race in Australia so over the years riders like Stefan Merriman, Mitch Rowe, Ollie Sharp and Tony Cookesly all raced for Moorooka Yamaha.

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In 1998 Michael Cotter came across to Australia to contest the Conondale round of the Thumper Nationals on a Moorooka Yamaha prepared YZ400F and he won the day ahead of factory star Darryl

Hurley. After that, plans were put in place for Cotter to contest the 1999 Thumper Nats and what made it easier for the powers to be to make the decision was the fact that they were already backing me to do the series so it was just a matter of me taking Cotter’s YZ400F to each round and look after the likeable Kiwi.

And that is how it went throughout the series, I would drive off on Friday morning from work with my KTM 380SX, Cotter’s YZ400F and a quick shade loaded into the back of the ute with all of our gear, spares and tool box jammed into the front and once in town I would pick Cotter up from the airport, drive to the track and set-up on the Saturday (we would often pit with Andrew and Ron McFarlane who were racing for Star Yamaha at the time), race our arses off all Sunday then drop Cotter back to the airport before I drove back to Brisbane in time for work on Monday.

Cotter was at the pointy end of the field right from round one and was the sensation of the series but there are two rounds that I remember well. The first was the fifth round at Picton, Cotter was leading the 400cc Pro Class from Michael Byrne on a fire breathing XR400. I was sitting on the starting line waiting for my race while the Pro class did battle and when the whole pack came by on the first lap they were some thirty seconds ahead of Cotter on a very bent YZ400F. He had obviously had a big crash but

true to form Cotter came by every lap further up the field and ended the moto just inside the top ten, losing points to Byrne but keeping himself in the title hunt.

Fast forward to the final round at Lithgow and Cotter had a slight points lead over Byrne and as per usual Cotter flew in from NZ, I picked him up and we settled into what we did best. But because of what was at stake Yamaha was showing Cotter a bit more attention and even offered to take him into the factory team’s ‘big rig’ for the day but Cotter just kept to what had worked all year and by the end of the day’s racing had wrapped up the 1999 Australian Thumper Nationals 400cc Pro Championships.

It was a series that I and everyone else involved will never forget. We took on the factory teams while working out of a tray back ute and a quick shade and came away with the title. It just goes to show, winning a championship has nothing to do with the size of the ‘rig’, it comes down to the guts, determination and skill of the rider and Michael Cotter had heaps of all three. Onya ‘Codsy’.

– Darren Smart

VISION-R SERIES 2

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Panoramic Vision: 125% overall vertical and 110% horizontal larger openning compared to a standard field of vision Autoseal System: Visor positively seats agaist the gasket to ensure a perfect seal from water and the cold Rapid Antifog System: opening and locking the visor in an anti-mist position Lighter than series 1 Vision-R Series2 can be fitted with a Shark Bluetooth® system (as shown in the image)

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RACE TORQUE

The Baton THE recent passing of the great Geoff Duke came at the same time that Honda began vague murmurings that Casey Stoner could make a comeback in 2016. A month ago, both men sat in retirement, Duke 92, Stoner 29; one is now gone, the other gearing up for the Suzuka 8-Hour.

Each world champion has left a legacy that has helped shape and grow the sport. Duke was the first superstar of grand prix racing, his record and unmatchable style placing him in any best riders of all-time list. Australia’s first grand prix winner Ken Kavanagh scored his maiden victory over Duke at the 1953 Ulster Grand Prix held at the 12km Dunrod road circuit. The 358km race was staged in atrocious conditions, Norton-mounted Kavanagh prevailing over Duke’s Gilera by 53 seconds in a display of raw courage, iron-willed determination and incredible endurance. Lasting almost two-and-ahalf hours, the ’53 Ulster GP stands as one of Australia’s finest-ever triumphs in world championship racing.

Fittingly it was the nation’s first of 179 grands prix wins.

The pair duelled many times over the years, but it was Kavanagh’s only GP victory over the Lancs flyer.

Speaking in 1996, Kavanagh said, “There were three lines when I was racing – the right line, the suicide line and the Geoff Duke line. I tried to ride the Geoff Duke, but I couldn’t.” Smooth, precise, and uncannily quick, Duke showed tremendous character when as a works rider he joined the infamous Email us your riders’ strike at the 1955 Dutch TT. feedback Duke had much to lose by joining

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the one-lap slowdown led by the Aussie contingent, but his actions helped improve the terrible start money situation.

Duke passed the 500 baton onto John Surtees who in turn passed it on to Mike Hailwood and Giacomo Agostini. Barry Sheene was the first baby boomer to carry the 500 championship torch and like the forefathers of the title, the Cockney lad was a global superstar who took this great sport to an ever wider audience. His nemesis Kenny Roberts transformed how road racing motorcycles could and should be ridden, knees dragging and sideways, a style it must be said was pioneered by the late Jarno Saarinen who until his death in May 1973 was totally dominating Agostini in the 500 class. Two Italians would intervene after Roberts’ hat-trick of victories, Marco Lucchinelli and Franco Uncini who captured the 1981 and ’82 titles respectively. In a result that still rankles King Kenny, he was outgunned in the amazing 1983 title chase by quicksilver 21-year-old Freddie Spencer. Casey Stoner almost broke Fast Freddie’s record of being the youngest world 500cc champion in 2007, a record that was finally smashed by Marc Marquez in 2013. When non-baton holder Dani Pedrosa announced he was taking leave to have an operation for arm pump after just the first race of 2015, HRC test rider Stoner put his hand up to fill in. On the face of it, it seemed a logical decision to invite the two-time world champion back to the track but Honda over-thought it and rejected the idea – on the face of it.

Last October, HRC chief Shuhei Nakamoto asked Stoner to make a full-time comeback in 2015. Stoner turned him down to continue his test-riding duties. In turn, Nakamoto said he would not consider any wildcard rides for Stoner because “it would have no meaning.”

Let’s not forget that Nakamoto offered Stoner $US14m for one season not to retire. This is someone who rates Stoner very highly and will do anything to get him back racing. What Nakamoto’s 2014 offer to Stoner also says is that Pedrosa is on borrowed time. Looking at Casey’s Twitter feed, he’s happy teaching his daughter how to ride a bike, go-karting with his Supercar mates and hanging out with Travis Pastrana, Ryan Villopoto and Ben Spies. It seems an idyllic life away from the hassles of GP racing, but beneath it there is a gifted man who loves racing MotoGP bikes who would relish the challenge of testing himself against Marvellous Marc Marquez. He also wouldn’t mind putting a few more beatings on the rejuvenated Valentino Rossi, just quietly. It probably won’t happen, but how good would it be if he did? C’mon Casey, pick up that baton!

– Darryl Flack

GUNTRIP

Night flight LET’S be fair, I remember thinking: one man’s dream is another’s nightmare. So I listened without interrupting while Mike, a professional driver from the UK, outlined the terrors of driving at night as he ferried his high-flying passengers the 50 miles (80km) down the A3 from Heathrow Airport through the wilds of Godalming and Petersfield to his home turf in Portsmouth. “It’s very twisty,” he explained. “And unlit for a good 30 miles.”

Unlit country roads. Goodness. Can you imagine?

Mike is no idiot. He runs his own business, has renovated his house and works as a DJ in his free time. His expressing anguish at having to negotiate the horrors of the A3 at night in the air-conditioned misery of his Jag is no more than explaining what he’s used to, the cards he’s been dealt. Had he not spent his month in Australia sitting in a series of comfortable living rooms and instead got out to see a bit of the country, he might have reconsidered his words. But I did that too. First trip here I didn’t stray more than fifty kilometres in any direction from Perth CBD. The second trip was different, though.

We’d already fuelled up and checked chains and oil, and by the time the traffic had thickened to its fullest we were north of Melbourne and making the most of the dual carriageway, which in those days lasted as far as Seymour.

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It was December, so the light lasted well into the evening and darkness only rolled in as we crossed the state border into

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New South Wales, which was appropriate really, considering the sudden and dramatic deterioration in the quality of road surface as we kept moving north-east for Sydney.

By now, as I concentrated on following the bouncing tail light on Nielsen’s Suzuki GS1000, I was developing a fair idea of what 900 kilometres meant at a physical level. My arse had long since clocked off into a state of numbness hitherto unknown to me; both our bikes were naked and both were high-revving, four-cylinder four-strokes that worked a nice line in high-frequency vibration that numbed the hands. The night was still, but even so the wind blast inside my ancient Bell was a real source of fatigue.

Then there was the road, narrow, creased and buckled, worn into ridges and pounded into potholes; we bucked and plunged past wood and paddock, village and field. It was then, wanting to make northern Sydney as close to midnight as possible, looking for sleep before Oran Park in the morning, that I developed a new respect for the man who invented road-marking paint and whoever later decided to use it not only for centre lines but for side lines too.

Moments: we topped up at Gundagai and somehow I missed the turn back onto the Hume and went over a blind crest, mercifully onto a newly grassed strip, back up the other side facing north in the southbound lane. Another blind crest came later, becoming a sharp downhill left complete with the heaped remains of a roo, glistening pink in my headlight, in the middle of the lane. Up the hill

Graeme Crosby in full flight

came a White, sidelights twinkling the length of the trailer, a blast of wind as it swept past and offered me a sudden and compelling reason to pass the mashed roo on the left instead of the right. There were silent passages too: moonlight casting shadows of tall gums onto the road, flapping bats, yellow pinpoints from distant homesteads.

We refuelled for the last time near Mittagong. It was well past eleven by then and we were suffering the kind of fatigue that has you staring in silence; I remember looking in astonishment at an antique shop alongside the servo. An antique shop, of all things. We’d made it though, and were in good enough shape next day to watch Graeme Crosby earning his corn on a factory Suzuki before doing it all again to get back in time to wrap the magazine, after four hours’ sleep on the office floor, on the Monday. We rolled out of the circuit gates just after five in the afternoon and I remember thinking that at least we didn’t have to ride through Sydney before we could get going. The glories of youth, eh?

– Bob Guntrip

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NORTON COMMANDO 961

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CYCLE TORQUE LAUNCH

Silver Dream Racer

NORTON COMMANDO 961

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CYCLE TORQUE LAUNCH

I want a Commando and I want it now!

NORTON COMMANDO 961

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CYCLE TORQUE LAUNCH

Silver Dream Racer N REPORT BY CHRIS PICKETT, PHOTOS BY NIGEL PATERSON N RIDING GEAR: KABUTO HELMET, ROLAND SANDS JACKET AND GLOVES.

WHAT makes a motorcycle so special that a whole shipment has been spoken for before they even leave the factory, all without test rides, and many without the intended buyer even seeing one in the flesh? Do the photos look that good? Does the bike live up to the promise of those photos, the engineering and the ride? The answer to that has to be yes, yes, yes, yes, yes and no.

Sensual healing From a personal point of view not many new bikes these days really excite me just looking at the pics. The Commando 961 did. Then when I sat on one at the Isle of Man a few years ago I was totally churned up inside. How the hell can I afford one of these? Oh I know, stop supporting my son racing motorcycles. That might go a long way towards buying one. That hasn’t happened just yet but I was still prepared to buy one off the plan some months ago, despite prices starting at 30 grand. I had a real bad case of New Bike Fever, like I haven’t had since I was bare arsed broke and in my early 20s. Funny how New Bike Fever always strikes hardest when you are down on your luck. Anyway, hard luck stories aside, I couldn’t get one because all these Commando 961 wanters had got in early.

Then I get the call I’d been waiting for. I can get to test a Commando 961. The Cafe Racer. Has there ever been a more evocative sounding name for a motorcycle style?

It’s almost a mix of guttural and sweet. I don’t know but it works. There was never any question who was going to ‘test’ this motorcycle. It was going to be me. The last time Cycle Torque staffers had any decently spirited consultation into who was riding a particular motorcycle was the Ducati Desmosedici at Phillip Island. The result was a dazed and bleeding publisher who was found the next day on the floor of his dishevelled office with a pen imbedded in his neck and a keyboard broken over his

head. I gave up a trip to Spain to ride that Desmosedici and it was worth every bite of a chorizo and sideways glance at an exotic looking lady. The ones I didn’t get that is.

Silver Dream Racer Now the Cafe Racer is not the bike I would have chosen to buy, because I can’t be bothered coping with those sorts of riding positions these days, on the road. On the track yes, but feeling like a half opened pocket knife for extended periods at my age isn’t a good feel or look. I would have preferred the Sport model, with the sport touring riding position. Sure, it doesn’t have the specification of the suspension and brakes but it has a very similar look, and after all isn’t that what it’s about mostly?

I think anyone who looks at this bike and finds fault with its build quality and styling must surely be touched, and not in a good way. It is hand built, looks amazing in the flesh, and the flow of that fuel tank and seat, and the shape of the engine is just Continued on next page Continued on next page

NORTON COMMANDO 961

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CYCLE TORQUE LAUNCH pure fantasy. The wheels, forks etc have all been seen before so we are used to them but everything else on this bike, to me, looks ‘special’.

You see, part of owning a bike like this, as is all exotic stuff, is as much about looking at it and touching it as it is about the ‘ride’. Can bikes or vehicles like that ever live up to the hype? Not usually but then you already sort of know that, and you are okay with that. If you are the sort of person who wants to find fault in everything then, well, look elsewhere for your kicks.

OK, I’ve been waffling on for far too long here. I better tell you a bit about how this bike came to be. Back in the 1970s Norton went from one financial and industrial drama to another, pretty much went broke and struggled through making a few rotary powered machines, which were quite good things but never really took on.

Now they are worth heaps. So the Norton name went from owner to owner and a American bloke by the name of Kenny Greer did a deal with someone to use the Norton name and he built a modernised Norton Commando, the basis of the modern 961. He also went broke and English entrepreneur Stuart Garner bought the company and the bikes and further developed them to what you see here. They are hand built in limited numbers at Donington Hall in the UK. There has been a very long wait to get the Commando 961 compliance for Australia, and a few importers put their name up to take the brand on Down Under. Fraser Motorcycles got the gig.

The first shipment has arrived and things are going swell.

Running Gear As for the spec sheet. The engine is still an air cooled parallel twin cylinder unit with push rod valve actuation. There’s nothing special inside the engine, compared to modern high performance exotica that is. It has 80 ponies to play with and if you’re wondering, it is quite a bit stronger in that department than an original standard spec Commando. I know I used to own one. Oil is held in the frame, yep just like your old Yamaha TT500. Dry sump oiling has been done for aeons and it works too.

No complaints from me here but you do need to be aware of how to check such a set up. It’s not like you look in a sight glass.

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the Brembo radially mounted four piston brakes.

Ohlins shocks are down back, twin units befitting the style of this bike. Just because they are old school in style doesn’t mean they are old in the tech department. Far from it. Top level equipment abounds on this bike.

As for the rest of it, it’s got modern sized tyres on old looking 17 inch alloy rims, and a modern dash housed in an old school styled one. It all works as it should.

Racing to the Cafe The bike might be modern in most respects but it doesn’t behave like one in some.

It is a little cantankerous at startup when cold, but you just hold it at a slightly high idle for a while until it’s happy to go it alone. I was happy with that. The idle isn’t super smooth, it grunts and cracks, bangs and burps. I was happy with that too.

The five speed gearbox doesn’t like to be rushed. It likes to have the revs matched as best as can be. The clutch though is nice to use.

Power is about what I expected. The engine doesn’t like or need to have the bejeezus revved out of it. Best to short shift for torquey fun. If you want a twowheeled missile, this bike is not for you.

Now, the handling. This is where the Cafe Racer really does shine. It turns in like not many others. It feels so light and responsive it surprised the hell out of me on my first ride. When my son Alex rode it his first comment was, “how good does this thing handle!” You could say it feels a bit ‘twitchy’, like a race bike with steep steering, but it never felt like it was about to get worse.

You can put this bike anywhere in the corner you want. It is that good.

Picko’s View

The main concession to modernity is the electronic fuel injection and the hydraulically operated clutch. Don’t think this bike is just a modernised version of an old Commando. It’s far from that but it knows where its roots are if you get my meaning.

Riding a bike like this is hard. I had built it up in my mind to be some sort of Unicorn motorcycle. Realistically it could never live up to that. As pure art you would hang this bike on your wall if possible, it is that beautiful in my opinion. Many people who ride the bike would probably find fault in the engine and gearbox, if you compared it to a modern motorcycle.

Seeing this is the Cafe Racer it gets the 43mm Ohlins forks up front.

Fully adjustable, hard to criticise or beat. Simple as that. Likewise

Yes this bike is modern but it’s also not. I would buy many motorcycles based purely on how they perform. I’d buy the Commando 961 on pure emotion. n Continued on next page

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NORTON COMMANDO 961

WE’LL BEAT ANY PRICE GUARANTEED*

I DRY WEIGHT: 205KG I PRICE: FROM $33,990 + ORC (RRP) I WWW.CYCLETORQUE.COM.AU/MORE I WWW.NORTONMOTORCYCLES.COM

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CYCLE TORQUE LAUNCH

SEAT HEIGHT: 813MM WATCH VIDEO NOW

FUEL CAPACITY: 17 LITRES

FRAME TYPE: TUBULAR STEEL WITH INTEGRAL OIL TANK

FRONT SUSPENSION: OHLINS 43MM UPSIDE DOWN FORKS

REAR SUSPENSION: OHLINS TWIN SHOCKS

FRONT TYRE: 120/70-17

REAR BRAKES: SINGLE CALIPER

FRONT BRAKES: DUAL 4-PISTON CALIPERS

REAR TYRE: 180/55-17

TRANSMISSION: 5-SPEED, CHAIN DRIVE

ENGINE TYPE: AIR-COOLED PARALLEL TWIN CAPACITY: 961CC

NORTON COMMANDO 961 CYCLE TORQUE LAUNCH

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NORTON COMMANDO 961 CYCLE TORQUE LAUNCH

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2015 BMW S 1000 RR

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CYCLE TORQUE LAUNCH

Achtung Baby

2015 BMW S 1000 RR

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BMW’s S 1000 RR makes gods of mere mortals.

2015 BMW S 1000 RR

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CYCLE TORQUE LAUNCH

Achtung Baby N REPORT BY CHRIS PICKETT, PHOTOS BY JEFF CROW N RIDING GEAR: KABUTO HELMET, ARLEN NESS GLOVES, RST LEATHERS, ALPINESTARS BOOTS.

BMW’S 2015 S 1000 RR puts the power and technology that were not that long ago pure racing superbike territory into a road legal motorcycle you can easily afford.

The latest S 1000 RR has taken electronics and suspension from the once top of the line HP4 and put it into the base spec 2015 machine. That’s right, the base S 1000 RR is better than the outgoing limited edition HP4. It retails for $22,990. That’s almost hard to believe considering the amount of technology that comes standard.

When I tested the previous S 1000 RR and the HP4 I was blown away, but oddly found the HP4 a better road bike rather than a better track bike, compared to the standard machine. Now there is no double team, only the one. It’s better than both machines it replaces.

BMW’s S 1000 RR has always been a market leader in the 1000cc horsepower race.

There are plenty of ways to crunch the power numbers, and let’s face it, all the 1000cc sportsbikes are outrageously fast, but you were never going to be left behind if you owned an S 1000 RR, regardless of the year model.

Take One Styling wise the bike hasn’t changed much. It looks nice without being overly aggressive I think. It’s probably due for a styling upgrade next time around. I do like the new muffler though, and it sounds fantastic too. It’s also three kilos lighter.

There have been a number of chassis updates for 2015. The rake and trail have been altered, as has been the swingarm pivot position. Material was also removed from behind the pivot point to achieve better flex characteristics, although feeling that would put you into the category of professional racer territory I think.

Power is at least 146kW, serious territory. I say at least, because BMW says the power outputs can vary a few kilowatts. So they go up from 146, impressive. BMW also has ‘customer’ race engines available for those cashed up racers, a 153kW (205 rwhp) unit for

around $11000, and a full on 215rwhp jobbie for around $28,000, all based on current currency rates. Changes to the engine for 2015 have succeeded in boosting mid range torque, a handy item, especially on the road.

Riding this bike on the track highlighted a few things for me. I found the power was strong everywhere. For my first session I left it in rain mode (138kW), with the default Dynamic Traction Control (DTC) settings. I was amazed, thinking only pretty good riders would ‘need’ any more. In this setting the DTC and smoother throttle action worked amazingly well, giving me lots of confidence to push it hard. DTC works in conjunction with lean angle sensors and so on, so I could literally smash the throttle open full while leaned over, confident all the technical gizmos would work together and keep me safe.

I was that blown away in that first session I rode back in to Phillip island’s Pit Lane and threw around a few expletives, right in front of the cameras who were trained on exsuperbike champ Steve Martin who just happened to be part way through an interview at the time. Suitably chastened I worked my way up through the Riding Modes, Sport, Race, Slick and ‘User’. As you go further up the Mode ladder you get less intrusion from the electronics.

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2015 BMW S 1000 RR CYCLE TORQUE LAUNCH

All modes except Rain have full power, but DTC settings are different for each separate one. In Slick Mode you can adjust the DTC to suit yourself, from +7 to -7. -7 really is professional rider territory in my opinion though.

Personally I found no need to shy away from those default modes because I could not fault them. I did jump on a bike set up by Cameron Donald, with the DTC set at -2. It allowed me to power slide the bike out of corners with confidence, giving me a massive grin each time. The amount of black lines coming out of corners like Siberia just increased all day. It really did make a god out of a mere mortal, well in my mind anyway. Any day I can consistently powerslide a big bore sportsbike without fear of crashing is a good day.

You know, I found it pretty much impossible to fault anything on the bike on the track. The only issue I had at first was with the Quickshift Pro, which allows you to have clutchless changes up and down the gearbox. I was struggling to go down gears at times, until I was informed by Sepp Mechler, S 1000 RR head designer at BMW, that I needed to make sure the throttle was completely closed when going down gears. After that, no problems whatsoever. I loved the Quickshift Pro, it made life so easy.

Realistically, the brakes and everything else on the bike are way above most riders, especially for road use. One piece of technology I didn’t get to try out but watched it being done was Launch Control. Sepp Mechler did a couple of starts for us and while it looked great I still would like to see two bikes start side-by-side in a race start, one with Launch Control and one without. You only get three starts within a certain time period so you don’t bugger the clutch. The bike even has a pit lane speed limiter, just the thing for the TT this year I reckon. So on that note, I’ll hand over to Alex for his view on the bike.

Take Two After riding this bike on the road, at sane speeds of course, I cannot wait to race the 2015 model at this year’s Isle of Man TT. Last year I got to watch Michael Dunlop at very close range manhandle his fiery S 1000 RR superbike. It was very fast in fact, with rumours of around 220hp at the rear wheel circulating around the pits. I think that must be close seeing you can buy a 215hp unit from the factory yourself. But its handling, at first, needed some work. They got that sorted because he won the three big bike races on it.

The 2015 bike has got massive horsepower, but then all the leading 1000cc sporstbikes do. I rode the new R1 and R1M at Eastern Creek recently during the world launch of the bike and was mightily impressed. Without testing the S 1000 RR on the track it’s very hard to directly compare the bikes. Both have plenty of top end rush and mid range grunt, and the electronic suspension on the R1M was fantastic too. Once again hard to directly compare them, but I liked the way the S 1000 RR’s suspension worked on the road, and how easy it is to adjust. The Dynamic Damping Control worked seamlessly and I liked the fact in User Mode you can have, say, the suspension characteristics of Rain Mode but the full power of, say, Race Mode. For the road I liked it with Sport Mode’s power and Rain Mode’s suspension and DTC. David Johnson’s just raced my 2015 S 1000 RR at this year’s North West 200 so it will be interesting to see what settings he liked. He came top 10 too I believe. At least it will be run in for me for the TT.

You need to ride the BMW S1000 RR Less weight and more power with improved electronics, the BMW S1000 RR is more super than ever before.

Procycles have the experience to give you the best advice.

We know because we have sold

Verdict I still get the impression that some people still think the S 1000 RR, being a BMW, is a ‘sensible’ choice of sportsbike rather than an ‘emotive’ one.

That’s an opinion made by people who have not ridden one. n

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Procycles St. Peters Number One BMW S1000 RR Sales in Australia 2010 - 2015

more S1000 RR’s than anyone else.

Book a Test Ride

140 Princes Hwy, St Peters: 02 9564 8000 148 George St, Hornsby: 02 9910 9500

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2015 BMW S 1000 RR

I FRAME TYPE: ALUMINIUM COMPOSITE I DRY WEIGHT: 204KG PRICE: FROM $22,990 + ORC (RRP) I WWW.CYCLETORQUE.COM.AU/MORE

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CYCLE TORQUE LAUNCH

SEAT HEIGHT: 815MM

FUEL CAPACITY: 17.8 LITRES

FRONT SUSPENSION: USD TELESCOPIC 46MM ADJUSTABLE FORKS

REAR TYRE: 190/55-17

REAR BRAKES: SINGLE 2-PISTON CALIPER WITH ABS

REAR SUSPENSION: SINGLE ADJUSTABLE SHOCK TRANSMISSION: 6-SPEED, CHAIN DRIVE

ENGINE TYPE: LIQUID-COOLED INLINE FOUR CAPACITY: 999CC

FRONT BRAKES: DUAL 4-PISTON CALIPERS

FRONT TYRE: 120/70-17

2015 BMW S 1000 RR CYCLE TORQUE LAUNCH

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2015 BMW S 1000 RR CYCLE TORQUE LAUNCH

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CAN’T GET YOUR HEAD DOWN? You need an MRA screen to replace your OEM screen on your bike!

IT’S ALL ABOUT ATTITUDE!

If a screen Is good enough for Tom sykes, IT’s good enough for you!

Not only Tom Sykes, but dozens of World Championship riders use MRA racing Double Bubble screens, they really are that good. MRA (Motorcycle Racing Accessories) have a huge racing history. In 1988 the company successfully developed windscreens with burbling edges that reduce air resistance when the rider is in the tucked position adding 5km/h to top speed. In 1992, MRA invented a process that enabled burbling-edge windscreens without distortion. In that year, Gary McCoy used an MRA windscreen on an Aprilia and achieved the highest top speed (official measurement) in the 125cc world championship. He also used this configuration to win several Grand Prix races. In 1994 MRA were the first manufacturer to introduce double-bubble screens. In the following years, renowned riders like Max Biaggi, Loris Capirossi, Alex Barros, Carlos Checa, Andrew Pitt, Gary McCoy, Ralf Waldmann, Nobby Ueda used MRA racing windscreens. The latest generation of MRA screens employ a significantly improved dome shape that is flattened on its upper side so that, instead of lift, it generates the desired down force. The new design eliminates lateral turbulence in the helmet area. Front-mounted air intake slots reduce negative pressure under the dome by improving airflow at the end of the windscreen. Available in a wide range of colours, styles and sizes for most makes and models. Ask your local dealer for MRA screens.

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KTM 1050 ADVENTURE

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Entry Level Not

KTM 1050 ADVENTURE CYCLE TORQUE REVIEW

You’d buy the 1050 Adventure on its capabilities, not the lack of them.

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Entry Level Not N TEST BY CHRIS PICKETT, PHOTOS BY BRIAN DYER

IN 2014 we rode the KTM 1190 Adventure and the 1190 Adventure R and found them to be fantastic adventure machines, but they were the only options available in Australia from KTM at that time.

Like most manufacturers, KTM had a couple of versions of its adventure bikes, but now has increased that to four, with the 1050 Adventure and 1290 Super Adventure joining the two 1190cc machines.

You could say the 1050 and 1290 sit at the more road orientated end of the KTM Adventure range, and even then the two road Adventures are quite different in their aim and specification as well. One is the more basic version while the other is all singing and dancing.

KTM’s V-twin adventure range of motorcycles have been very popular with Australian riders since the very first 950 was released quite a number of years ago. The bike then got better and got a capacity increase to 990cc, then 1190cc.

They haven’t been without problems, especially some of the earlier models but for a number of years have been dependable and tough off-road workhorses capable of eating big miles on shite roads.

Basic Burger KTM Adventures have always been aimed at the rider looking for the harder edge of adventure riding but KTM also realised there was a group of riders wanting a KTM but not needing the big seat heights or the off-road capabilities.

Not everyone wants an adventure bike with all the trimmings. Not everyone wants to cross the Simpson Desert. That’s why the 1050 exists.

Now talking about seat heights, the 1050’s is 850mm, at the minimum, 10mm lower than the next highest seat on a KTM Adventure. They go up from there too.

The seat height is helped somewhat by the fact the bike’s suspension travel is the lowest of the four KTM adventure bikes, with 185mm travel from the forks and 190 from the rear shock.

KTM uses WP suspension front and rear for all of its Adventure range. The 1050 is the most basic spec of them, with non adjustable 43mm upside down forks, and a rear shock adjustable for pre-load and rebound damping.

Showing its road orientation are the 19 and 17 inch cast alloy wheels and the road spec tyres, a 110/70 on the front and a 150/70 on the rear.

Continued on next page

KTM 1050 ADVENTURE

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CYCLE TORQUE REVIEW

Powered Down None of KTM’s big V-twin engines have ever been looking for more power, and realistically neither is the new 1050. It has just under 100 horsepower, which on paper is substantially less than its three sister bikes, and we are talking at least 50 horsepower here.

What difference does this make in the real world though? Well, of course if you ride the bikes back to back you will notice the difference, but it’s not as great as you would think. Unless you are the illegitimate son of Gaston Rahier I can confirm the 1050 Adventure’s power plant is plenty powerful enough for the job at hand.

Techno Beat Now, let’s look at the technical side of this monster. Like many modern bikes, the 1050 has ride-by-wire which enables the bike to have traction control fitted as standard, and so is ABS by the way. Both the traction control and ABS can be switched off.

There are four riding modes on the 1050, Sport, Street, Rain, and Offroad, with Offroad being an optional fitment. Also like many modern systems, each mode has default ABS and Traction control settings, with the more aggressive the setting, the least intrusive the default settings. In Offroad mode, ABS is deactivated on the rear wheel only.

Picko’s Point Of View On face value many would think the 1050 Adventure is the entry level big bore Kato adventure tourer but it’s more than that in my opinion. It offers an option to buyers who might normally steer clear of KTM’s adventure range simply because they are too aggressive in their application.

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It’s by far the most user friendly of the four Austrian adventure bikes, and it doesn’t hurt that at $17,995 it’s the lowest in price of the four too. n

Bailey’s Bit IT’S hard not to be impressed after reading the 1050 Adventure’s spec sheet but that doesn’t always relate to real world usability. And this is what this bike is about for me. It’s definitely more about how it performs rather than how it looks.

I was able to ride the bike in the Wisemans Ferry area. Around this part of the Hawkesbury river there is a variety of roads, both bitumen and dirt that would be good to use for the test of this type of bike.

There’s a reasonable argument that the 1050 is built to a price and it has a level of equipment that is suitable for its price point in the market. But that certainly does not mean it’s a second rate choice for the buyer. Quite the opposite in fact.

Suitable, now that’s an interesting word for this bike. The 1050 has a 70 degree V-twin engine with 6-speed gearbox, the frame is tubular trellis construction, upside down forks, single rear shock and cast alloy wheels, 19” front and 17” rear with road tyres fitted as stock. The suspension has some rear adjustment in both spring pre-load and rebound damping, what you need if you intend to do some two-up riding or loading up a lot of gear onto this bike. The front suspension is non adjustable. There are twin 4-spot radial calipers for the front also. It also has Traction Control and ABS OK, so looking at the specs, it’s not fancy with wizardry electronics for suspension and clutch or heated seats or grips, but it does have the basic rack at the back that can handle saddle bags and top box if wanted. The screen is also adjustable to suit the rider too. It is also a little lower than the more up-spec models with a lower seat height and a little less ground clearance.

None of this though takes away from the 1050, in fact I prefer the specs of this bike. With just under 100 HP it has great mid range and very good top end, it has a very predictable power delivery that gives you confidence to wind the throttle on hard on both the dirt and the bitumen without any fear of getting caught out and having a moment. The suspension on both the dirt road and the bitumen was really well suited, offering a compliant ride with enough control to push the limits of adhesion on both surfaces. The riding position is so neutral and relaxed that long hours in the saddle would not be a problem for anyone.

KTM has produced a very rider friendly adventure bike here. It will appeal to the rider that wants the ability to go off on dirt roads or fire trails from time to time, but also wants the practicality of a reasonably light bike for city work and commuting, something offering great brakes and tyre grip for the road with the benefit of ABS and traction control, but also be agile enough and compliant enough in the bush and dirt roads that it won’t suffer or frustrate the rider. With a little spent on luggage and creature comforts, ie heated grips or seat, this bike would be a very nice adventure bike that you could with confidence take anywhere. And at a price some thousands of dollars cheaper than top of the line KTM Adventure.

– Paul Bailey

CALL FOR A QUOTE

KTM 1050 ADVENTURE

I DRY WEIGHT: 212KG I PRICE: FROM $17,995 + ORC (RRP) I FRAME TYPE: TUBULAR SPACE FRAME I WWW.CYCLETORQUE.COM.AU/MORE

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CYCLE TORQUE REVIEW

SEAT HEIGHT: 850MM

WATCH VIDEO NOW

FUEL CAPACITY: 23 LITRES

FRONT SUSPENSION: WP USD

TRANSMISSION: 6-SPEED, CHAIN DRIVE

REAR TYRE: 150/70-17

REAR BRAKES: SINGLE CALIPER

REAR SUSPENSION: WP SINGLE SHOCK

ENGINE TYPE: LIQUID-COOLED V-TWIN CAPACITY: 1050CC

FRONT BRAKES: DUAL 4-PISTON CALIPERS

FRONT TYRE: 110/80-19

KTM 1050 ADVENTURE CYCLE TORQUE REVIEW

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TRIUMPH TIGER XRx CYCLE TORQUE LAUNCH

Back Road Boogie

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TRIUMPH TIGER XRx

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Triumph’s Tiger 800 XRx loves it rough.

TRIUMPH TIGER XRx

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Back Road Boogie N REPORT BY BILLY ‘BIGGLES’ NEWTON, PHOTOS BY JEFF CROW.

BACK in the early 1980s the adventure touring motorcycle didn’t exist as we know it today. It was either road, trail or unregistered MX bikes. Trail bikes of 600cc with no carrying capacity were the only realistic option for long distance exploring. People fitted them with large fuel tanks, racks and sheepskins to go out back. Since the early 1990s though, adventure bikes have had a steady but remarkable rise in popularity, spurred on by TV programmes like Boorman and MacGreggor’s ‘Long Way Round’ cross continent tour.

Today, with manufacturers of all brands making adventure bikes, there is a large and varied selection, where you can fill the panniers, load the wife and head for parts unknown be it by road, dirt or fire trail for months at a time.

Triumph has been a large participant in this growing market supplying great bikes like the Tiger 800 XC and XR range to accommodate the new found freedom that Australians are enjoying.

A total of 11 weeks in New Zealand on an adventure bike is testament to the fact that I too have joined the party.

Cycle Torque recently tested the Triumph Tiger 800 XCx, and CT’s editor Chris Pickett reckons it’s one of the best adventure bikes on the market. Personally I find the real big adventure bikes a bit big for me, but I was keen to test Triumph’s 800 Tiger. While Picko tested the more off-road orientated Tiger 800, I was able to test the road going XRx over a wide variety of roads, the sort of roads this bike is aimed at.

Just right I think Triumph has found the ideal package in size, weight, power and price ($16,590) to attract a strong following in the XRx. The focus of this bike is firmly aimed at touring mainly on tar sealed roads with the odd skirmish off road,

where I found it to be equally at home.

The non adjustable 43mm Showa suspension with preload adjustment only on the rear handled a variety of rider weights on the ride, much to my surprise.

Unlike the Tiger 800 XCx with its 21in front spoke wheel and fully adjustable White Power suspension for an off road preference, the XRx has a 19in front and 17in rear mag wheels and different geometry.

Both bikes essentially share the rest of the mechanical package. Triumph has been building the three cylinder engines for years now and they are a joy to use.

Triumph engineers had come up with a more refined motor for the new model, through; new throttle bodies, more precise injectors, redesigned cylinder heads Continued on next page Continued on next page

TRIUMPH TIGER XRx

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CYCLE TORQUE LAUNCH and cams, higher compression and improved cooling. It has plenty of power and torque but it’s not a powerhouse and to be honest it doesn’t need it. I think the only time you might ‘want’ more power is if you were fully loaded and two-up. But then again that’s only if you’ve come off something with lots more power. I have ridden and own some very high powered motorcycles and I was more than happy with the output of the Tiger 800.

Stability Plus Good control of the motorcycle on sealed and non sealed roads was maintained with the introduction of an excellent ride by wire throttle.

On the road, corner entries were stable with no understeer, although the hero knobs hit quite easily which wasn’t such a bad thing as it keeps you at sensible lean angles on road/trail tyres.

The second day was spent on mostly dirt roads, where the XRx displayed equal stability, the more experienced dirt riders had no trouble hanging the rear out through every tight corner, with that strong motor pulling all the way to red line.

A wonderful array of electronics make the switch from sealed road to off road a breeze, with variations in Traction Control, ABS and throttle mapping, which can be changed on the fly with the Mode button and a closed throttle.

The Road Mode and its associated Traction and ABS settings are set automatically on every start up, an extra Rider Mode allows the rider to set ABS, Traction Control and Throttle Maps independently.

The XRx was fitted with Pirelli scorpion tyres, to cover all the road surfaces encountered, with the obvious limitations on how hard you pushed the front on sealed roads.

The 300km we covered on the first day, was made easy because of the excellent comfort of the standard seat, which can be adjusted up 20mm higher if required. I tried both

positions during the ride, there’s good foot contact with the ground when stationary and along with 180mm fork travel, a great Cruise Control and things like all the handlebar switches completely rider friendly, all added up to a long comfortable ride. I had heard the Tiger 800’s seat was good but it is very good, one of the best if not the best I’ve ever sampled.

Standard or extra Being the top of the line XR model, the XRx gets quite an array of standard equipment, like the riding modes and electronics package I mentioned earlier plus a centre stand, handguards, adjustable screen and an additional 12v power socket.

The accessories list is impressive also. Most buyers would opt for the panniers I think, and possibly the top box. Likewise, I would go for the heated handgrips, fog lamps and the tank bag. You can also get heated seats, a folding gear pedal and a low seat option. There are in fact some 60 accessories available for the XR and XC Tiger 800.

Biggle’s Blah While I may go for an adventure bike this size because I find the bigger machines too hard to handle at my age and stature, I also think many riders would love this bike simply because it is so good. I was surprised at its ability in the dirt mainly because I expected it to be more road focused seeing Triumph also has the more dirt aggressive XCx. On the flip side I was also surprised how good the bike was on the road, when ridden hard and also in ‘touring’ mode.

Triumph made almost 50 changes, after listening to customer requests to bring you these great bikes in both variants XR and XC. Riding them only confirms they are on the money. n

Email us your feedback Continued on next page

CALL FOR A QUOTE

TRIUMPH TIGER XRx

I DRY WEIGHT: 191KG I PRICE: $16,590 + ORC (RRP) FRAME TYPE: TUBULAR STEEL TRELLIS I WWW.CYCLETORQUE.COM.AU/MORE

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

WWW.TRIUMPHMOTORCYCLES.COM.AU

CYCLE TORQUE LAUNCH

SEAT HEIGHT: 810-830MM

FUEL CAPACITY: 19 LITRES

REAR SUSPENSION: SHOWA MONOSHOCK

FRONT SUSPENSION: SHOWA 43MM UPSIDE DOWN FORKS

FRONT TYRE: 100/90-19

REAR TYRE: 150/70-17

REAR BRAKES: SINGLE CALIPER WITH ABS

TRANSMISSION: 6-SPEED, CHAIN DRIVE

ENGINE TYPE: LIQUIDCOOLED INLINE TRIPLE CAPACITY: 800CC

FRONT BRAKES: DUAL 2-PISTON CALIPERS

TRIUMPH TIGER XRx CYCLE TORQUE LAUNCH

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TRIUMPH TIGER XRx CYCLE TORQUE LAUNCH

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RETRO TORQUE

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Two Pot Screamer Until you ride a 250cc two-stroke road bike from the 1980s you’ll always wonder what the fuss was about.

THE ’70s and ’80s were a wondrous time for learner motorcyclists in Australia.

Now I can’t speak for all states but growing up in NSW if you had a black or ‘full’ car licence you could ride any capacity motorcycle on your learner motorcycle licence. In the town I lived in there were plenty of guys a few years older than me riding Suzuki Katanas, Kwaka Z1Rs and the like with L plates firmly attached to the number plate.

This seemed to be all the rage in my home town, but there were also a few younger guys riding Yamaha RD250LCs and Suzuki GT250X7s, but the gun machine, the one with all the street cred, was definitely the RD. I looked up to those blokes I knew riding the big bore Jap bikes – none of them seemed to be able to afford a Ducati – and only old blokes rode Brit stuff in my town. But being into cars in a big way then, I never got the 250 two stroke thing. When I did get on to two wheels it was on a Yamaha XS250 I cobbled together after buying it disassembled. I gleefully rode it around sans rego and licence for 12 months, as I tended to have the arse out of my pants most of the time. Funny thing is I get up my young bloke for spending all his money now that I am older and perhaps a little wiser, but that’s another plot altogether. Anyway I did try my luck at classic racing with a Suzuki T250 Hustler, which always seemed to break down, as did a string of two-stroke enduro bikes I had at the time. I always liked four-strokes better.

Where is this leading you ask? Well, recently I bought myself a 1986 RZ250 Japanese import and went back to the youth I could have but never did have.

It is in quite good nick, having a new paint job and tyres, running well and so on. The first time I rode it I fell in love with it. It had oil injection so no premix needed like my old race bikes. I have to go into a side story here for a second. I knew that little about two strokes when I first raced my T250 at Oran Park some 25 years ago that when I heard what I thought was some rocks rattling around a can I had no idea it was the dreaded detonation, the killer of all things two stroke. I just held the throttle on as hard as I could and hoped for the best. I did punt myself into the wall later that day, putting myself out of commission before the engine did as it were.

So, back to the RZ Two Fitty. On my maiden voyage as I surged through the gearbox with the engine on song a red light would light up on the tacho. I’d back off and it would go out, and back on as I accelerated again. This happened Continued on next page

RETRO TORQUE

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half a dozen times until I realised it was an 80 km/h Japanese speed warning.

Still, I wasn’t sure so I never did crank it right up just in case I found myself flying through the air after it seized. I’d watched plenty of TZ riders get bashed up on recalcitrant machines and I didn’t want to be one, especially on the road.

But what impressed me was how much fun I had on that shortish ride, and how well the bike rode, especially for how lithe it is and a bloke some 25 kilos past his teenage best perched on its back. Parked at the servo near home it grabbed the attention of more than one passerby who knew exactly what it was. When I left for home I just had to let the engine have its head up and over the hill. Ahh, now I understand what the fuss was all about those years ago.

What’s it been like to own so far? Great really, although my ignorance did cause me one issue. It has a vacuum operated fuel tap, which I’ve always disliked in operation to be honest. Good if working properly but bad if not. I didn’t realise it was vacuum operated and after that first ride I turned it to what I thought was the off position. It was actually the Prime position, and so flooded the crankcases with fuel as the needles and seats were past their best. It just refused to start but Brad at B and C Motorcycles in Newcastle quickly figured out the problem. Talking to a motorcycling friend the day after, he told me it was common fare for the mechanics when he

Run it to redline.

Forks cope well with bumps.

worked in a bike shop in the 1970s. “We used to take the pipes off, get rid of the fuel, let it sit for a day, put new plugs in and away they’d go. We’d charge them a day’s labour.” The price of ignorance I guess.

Other than that I love it. My bike is a tad over-geared. At 100km/h in top you have to go down two gears to get it singing again. It just doesn’t have the power to pull the current gearing. That’s easily changed of course. Parts are not too hard to get considering it’s 30 years old. The internet is a wonderful place these days, and Yamaha two-strokes were very popular in the UK and the scene, and parts availability, is big there.

I think my bike is a good one, as the last one I rode on the street was a shitbox.

My RZ goes, handles and stops way better than I expected when I bought it, considering I bought it on spec without actually riding it.

It’s hard to get one these days, you wonder where they have all gone seeing these sort of bikes were everywhere back in the day. You can find them but good ones for reasonable money are hard to find. If like me you like the classics, the RZ or RD series are fantastic little fun machines. Relive your wasted youth. n

250cc adrenaline rush

When tyres were tiny.

RE T RO IS A L I V E A ND K ICK ING AT

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1971 HONDA CB750

Late ’80s Japanese import

Featured on Honda stand at 2013 Sydney Motorcycle Show 1.4 miles since full restoration in 2013. Nothing overlooked.

Untold thousands of dollars spent. Bring your shades because this thing is shines like a beacon.

HONDA VFR750

Has just over 8000 kays on the clock and rides like new. You can buy them here but not with those kilometres. Like riding a timewarp.

$25,000

$4,900

HONDA CB500/4

DUCATI 851 1992

Post classic race bike.

Lots of history, most likely the fastest 500/4 race bike in this country. 72 HP at back wheel on methanol, 62 on petrol. A number of spares including a fully prepared race crankshaft with alloy Yoshimura rods.

Lots more info and pics available.

Log Booked and ready to race.

$6900. Cost double this to build it.

American import, been in Australia for years, 35,000 miles. Done little miles since full top end rebuild, including new pistons/barrels. Only done because frame was powder coated and we had the chance. New tyres, good brakes, chain, sprocket etc.

Race pipes. $15,000

OTHER BIKES FOR SALE 1979 HONDA CB900F - $7,500 13,200 miles, USA import – A beautiful bike.

1982 SUZUKI KATANA 750 - $6,500 Awesome, new paint, ready to go.

1984 YAMAHA FJ1100 - $4,200

Great condition, plenty of reg, tastefully modified.

1995 HONDA VFR750 - $4000 new tyres, rebuilt forks, 12mths reg.

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Buying, selling, repairing and restoring classics & future classics.

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TECH TORQUE FRAME ALIGN

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Keeping it straight Are you buying a second-hand bike?

Had an accident? Selling a bike?

GERMAN wanderlust has resulted in a unique business venture in Australia.

Twenty-eight-year-old Johannes Olk came to Australia for a holiday in 2009.

He bought a station wagon and travelled everywhere, even Tasmania, and loved it so much he stayed.

Before coming to Australia he had completed training as a motorcycle mechanic. Most German motorcycle repair businesses have various versions of precision equipment used to measure if motorcycle frames are twisted or bent.

It’s quite a common piece of equipment in Germany and he therefore became well acquainted with its use. All motorcycle insurance cases in Germany get checked for frame alignment with this kind of equipment.

Then he came to Australia for his “holiday” and decided he wanted to live here.

He has worked at various motorcycle workshops around Sydney and saved the money to invest in his business, FrameAlign.

“I was quite surprised that this kind of frame measurement equipment is not in general use in Australia,” Johannes says.

“I would have thought that it would be essential equipment especially for insurance purposes and even for race bikes that are built to much finer tolerances,” he said.

His precision engineered machine, obtained from contacts in Germany is a

mega-m.a.x. built by Scheibner Ltd. The beauty of the system is that it is portable and Johannes can bring the equipment to the bike that needs measuring.

The precision engineered system has two cameras in a cross member which aligns with two sensors that are set up on fork legs or triple clamps.

A laser set-up under the cross member lines up with the frame on either side of the bike.

Measurement takes about 30 minutes and customers receive a ScheibnerChassis-Certificate.

Johaness has a database with an extensive range of index data on a wide number of modern and classic bikes, covering over 1400 different models Continued on next page

TECH TORQUE FRAME ALIGN from Aprilia to Zundapp!. On most bikes the measurement can be completed without disassembling, even on sportsbikes. It’s a unique service that offers many benefits including personal safety - a distorted steering head angle and therefore changed castor is one of the reasons for high speed wobbling.

Also it is invaluable for documentation for insurers and surveyors - after the insurance has settled, it is difficult to make further claims e.g. a bent frame.

It also provides documented validity when selling a used bike - arguments concerning the condition of the frame or chassis will be avoided by providing documentary proof.

It has long been standard practise in the automobile branch - wheel alignment measurement of accident damaged cars is routine practice in nearly every workshop.

Johannes still keeps his mechanical skills up to speed working from Surfside Motorcycle Garage at 42 Winbourne Rd, Brookvale in Sydney, or you can contact him on 0428 214 017 or check out www. framealign.com.au n

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24 months factory warranty. Sold World Wide. From $3990 plus on-roads (check with your local state licensing cost) Photos may appear different to ADR model

www.clevelandcyclewerks.com.au AUSTRALIA / NEW ZEALAND, CANADA, CZECH REPUBLIC, FRANCE (CO-BRANDED CCW), GERMANY (BRANDED AS SIXTHCITY CYCLEWERKS), INDONESIA, ISRAEL, JAPAN, MALAYSIA (2015 Launch), POLAND, SLOVAKIA, SOUTH AFRICA, SRI LANKA, SWITZERLAND, THAILAND, UNITED KINGDOM / ENGLAND, UNITED STATES OF AMERICA

SOCIAL TORQUE cycletorque.com.au JUNE 2015 I 68

Mad Max Fury Road

WATCH MOVIE TRAILER

Two 1959 Cadillac Coupe De Villes In Flagrante Delicto. Two Cadis having sex?

Thousands of people gathered at the Sydney Opera House on May 13 for the vehicle showcase of the incredible creations that feature in the new Mad Max Fury Road film.

Evil henchman "Rictus Erectus" aka the 6' 11" Nathan Jones was on hand, happily posing for photos with his obviously many fans.

The former powerlifting champion, professional wrestler, strongman and, at one stage early in his colourful life, Australia's most wanted, also has starred in a string of films including Troy, Doom Runners, Fearless, Conan The Barbarian and Charlie's Farm among others.

See www.cycletorque.com.au for our film review and more pics.

Continued on next page

SOCIAL TORQUE

Mad Max Fury Road

‘Elvis’, a nitrous powered V12 Ford Three Window Coupe. Get you some of that!

Nathan Jones, alias ‘Rictus Erectus’ plays an evil henchman.

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COMPARISON RATE OF 5.98% P.A.*

Offer available at participating Harley-Davidson dealerships in Australia only. Finance to approved consumer applicants on a secured fixed rate loan product. Finance is under a consumer fixed rate loan with a 60 month term. Comparison rate is based on a 5 year secured consumer fixed rate loan of $30,000. *WARNING: This comparison rate is true only for the examples given and may not include all fees and charges. Different terms, fees or other loan amounts might result in a different comparison rate. Credit criteria, fees, charges and terms and conditions apply. Terms and conditions available on request.

Harley-Davidson Finance is a registered brand name of Harley-Davidson Financial Services International, Inc. and is operated under sub-licence by St.George Bank – A division of Westpac Banking Corporation (ABN 33 007 457 141) AFSL and Australian credit licence 233714. Offer expires on 30 June 2015. Applications for finance must be received and approved by 30 June 2015 and vehicle must be delivered by 15 July 2015. ^Selected models include Iron 883TM, Forty-Eight®, Fat Bob®, Breakout®, Fat Boy®, Fat Boy®Lo and Road King® Classic. While stocks last.

HARL10156_B ©

2015 H-D. Harley-Davidson, H-D, Harley and the Bar & Shield logo are among the trademarks of H-D Michigan, LLC.

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CYCLE TORQUE GEAR

Bike Stuff Kabuto RT-33

1 COMBINING Kabuto’s ACT EVO R shell technology and a fog-free Max Vision face shield with tear off posts, you have the RT-33, Kabuto’s latest track-ready helmet. With the same Wake Stabiliser technology found on all Kabuto helmets, makes it as equally at home on the track as it is on your favourite back road.

An SAF-W quick change face shield offers comfort and ease of maintenance. Wake Stabiliser controls airflow and offers stability.

The Top Air Ventilation System takes in air at a high velocity through the front and pushes hot inner air to the outside. Lightweight shell is combination hyper glass fibre and high-strength organic fibre for increased strength. Max Vision shield system includes Pinlock posts. It also has Coolmax removable and washable cheek pads and interior liner.

Price: $550 Availability: Better bike shops More info: 1300 885 355

Gloves for my gloves

2 TOURATECH’S outer waterproof gloves, with abrasion resistant material on the palm, are designed to be worn over motorcycle gloves. Waterproof over-gloves are a great alternative to packing a second pair of heavy waterproof gloves on a long ride. These gloves will fit over a variety of different glove sizes, based on the thickness of gloves they are covering. Check out the website to find what size suits best depending on the type of gloves you have.

Price: $48 Availability: www.touratech.com.au More info: 03 5929 5529

cycletorque.com.au JUNE 2015 I 71

EvoPro tough

3 THE Evoline Pro Carbon is made from carbon aramid fibre and multi axial glass fibres, making it super tough and durable. Add this to the Pro Carbon’s natural bamboo fibre interior and the unique AutoUP system that unlocks both chin and visor and you’ve got the most practical, lightweight addition to the Shark range. On the outside of the visor, the anti-scratch coating will make sure your vision stays 20/20 even if debris or nasty rocks flick up. On the inside, the anti-fog coating will make sure your vision is never impaired no matter how much you sweat it up. The integrated internal UV380 anti-scratch sun visor allows you to cruise at any time of day.

The Evoline Pro Carbon helmet is also compatible with Shark’s own Bluetooth technology, Sharktooth, meaning communication with home or other riders is easier than ever. Sizes range from 54 to 62.

Price: $799.95 Availability: Good motorcycle stores More info: www.ficeda.com.au

CYCLE TORQUE GEAR

Bike Stuff

DNA for the H2

1 THE new DNA airfilter for the Kawasaki Ninja H2 has an extremely high filtering efficiency of 98-99 per cent, aided by the four layers of DNA cotton. The filter has a 40.31 per cent increased flow over the stock Kawasaki paper filter. The filter is as easily installed as the standard Kawasaki filter. This DNA filter is designed as a high flow air filter for road and race use.

Price: $198 Availability: Good bike shops More info: www.kenma.com.au

Spidi XP3-S

2 THESE NEW SPIDI XP3-S boots are the evolution of the classic XP1. They boast an efficient side protector and slider as well as variable thickness Polyurethane

rear fin which reduces air turbulence and increases shock absorbing factors. There is also a Polyurethane lateral ankle slider as well as thermoformed carbon ankle protection. High cushioning with peculiar shape is also able to better fit leg morphology. BiComponent plastic toe sliders add to protection values.

Price: $395 Availability: Better bike shops More info: 1300 885 355

Performance and style

3 THE Harley-Davidson MotorClothes apparel brand has launched its first range of performance riding jeans, merging comfort and style with the latest technology in protective clothing. These jeans have been designed specifically for motorcycle riders, to

offer double the resistance against abrasion, tearing and bursting. CE approved, the new range is made with highest-grade denim and features ROOMOTO lining at major contact points – with half the weight and twice the resistance of traditional linings. Made with up to 98 per cent cotton, the breathable outer fabric also offers cooling, anti-bacterial and wicking qualities to combine performance and technical features with distinctive Harley-Davidson styling. The H-D Performance Riding Jeans collection is made up of three styles for men and women: Original Performance Riding Jean, Genuine Performance Riding Jean and FXRF Performance Riding Jean.

Price:: FXRG pictured: RRP $375 Availability: Your Harley-Davidson dealer More info: www.h-d.com.au

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CYCLE TORQUE GEAR

Bike Stuff SXP is here

1 LINK International has a new range of motorcycle security locks. SXP Locks is China’s largest security locks brand and all SXP products are manufactured to the highest specifications with many of the range achieving European and American certification for quality, strength and lock design. There is a broad range of SXP locks, from the most compact disc lock to a hefty padded chain lock. The SXP brand stands for Security eXperienced Products, and has been manufactured by Red Star Locks since 1988. The factory has advanced CNC facilities, strict product quality control and thorough pre-delivery inspection parameters. The company has passed the ISO9001 version 2008 quality assurance system audit, meaning their product consistently performs at or above the requirements set by the International Standards Organisation.

Price: From $9.95 Availability: Good bike shops More info: www.linkint.com.au

Protect the Dukes

2 AUSTRALIAN Motorcycle Headlight Protectors (AMHP) has just released more models to its ever increasing and vast range of quality protectors.

Motorcycle headlights are continuing to increase in price. Fitting a headlight protector is a great idea that can save hundreds and in some cases thousands of dollars.

Made from 3mm Hi Grade Acrylic these protectors are easy to fit and simple to remove for cleaning.

Prices range from $53.00 plus P&H it’s not that expensive to be protected.

New models just released are KTM 2014 390 & 1190 Adventure & 1190 Super Duke with more being released soon.

Price: From $53 plus postage & handling Availability: 02 4322 0949 More info: www.amhp.com.au

cycletorque.com.au JUNE 2015 I 74

Happy hands

3 BEING cold isn’t fun, but truly cold weather can become plain dangerous, as body function and concentration can become impaired. Thankfully Oxford, global motorcycle accessory gurus, have released HotGrips. HotGrips are easy-to-use, reliable and effective at keeping the rider comfortable in the cold and drastically reducing fatigue. The HotGrip range isn’t a universal fit either. They are available and designed to suit seven different bikes/riding styles including; Touring, Sports, Adventure, Cruiser, Commuter, Scooter and ATV. They are all completely sealed and 100 per cent waterproof. Wiring and fixtures are all molded, durable and discreet. The HotGrips draw less than four amps of power, but can produce temperatures up to 45˚c to keep your hands toasty. Each model includes a battery saving mode to protect against flat batteries. So if you forget to turn the switch off, it will do it for you!

Price:: From $109.95 depending on model.

Availability: Good bike shops More info: www.ficeda.com.au

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QUAD TORQUE

News

cycletorque.com.au JUNE 2015 I 76

RANGER DIESEL POLARIS’ Ranger Diesel 1000 HD EPS is built specifically for the Australian market, with the inclusion of heavy duty upgrades, Electronic Power Steering and engine braking with 4-Wheel Descent Control (4WDC) to manage undulating terrain.

The 2015 Ranger Diesel 1000 HD EPS receives a number of upgrades over the 2014 Ranger Diesel 900 HD including being built on the Ranger XP platform with updated styling, a brand new 1028cc Diesel Engine, a massive 110 Amp Alternator and a new ROPS cab frame designed for the enormous range of Polaris Lock & Ride Pro-Fit accessories such as a full cab system.

REVAMPED TERYX THE 2015 Kawasaki Teryx makes the old model look positively outdated.

Not only is the styling light years ahead of the old, the engineering is too.

Kawasaki calls the Teryx a Recreational Utility Vehicle, but it’s aimed more at soft fun rather than extreme off-road adventure. Think fishing and the like rather than a desert raid and you’ll know what we mean.

That said, it’s still a very capable machine. Due to engine upgrades it now has 21 per cent more torque and 26 per cent more power than before.

It still uses a liquid-cooled V-twin engine with a CVT transmission getting power to the ground, with selectable two or four-wheel-drive. It has a locking front differential as well for the really hard stuff.

Another area it outperforms the previous model is in the suspension department, with adjustable FOX shocks front and rear.

It has all the usual suspects with the other standard appointments too, like the Electronic Power Steering, tilting cargo bed, tough rollover protection, digital instrument display, alloy wheels and LED headlights, but nothing you wouldn’t expect on a vehicle of this quality.

Find out more at your local Kawasaki dealer or visit www.kawasaki.com.au n

The Ranger Diesel 1000 HD EPS continues to deliver a monstrous, class-leading 907kg towing capacity, 680kg payload capacity and a rear dump box with gas-assist dumping operation that can carry up to 454kg of materials and a full-sized pallet.

Part of the Heavy Duty package are an upgraded rear driveshaft, grease fittings, HD swaybar and driveshaft seals, sealed a-arm bushes and sealed ball joints, all designed to stand up to our unique tough conditions such as dairy farming, where cow pats take their toll on machinery.

Other standard features of the Ranger Diesel 1000 HD EPS include 25.4cm of steering adjustment, 30.5cm of ground clearance, room and seat belts for three adults and 25.4cm of Dual A-Arm suspension travel up front and 25.4cm of Independent Rear Suspension travel to keep the ride smooth when towing and hauling up to a ton.

Matched to Polaris’ Variable Transmission system, the Ranger Diesel 1000 HD EPS is underpinned by the Polaris on-demand true All-Wheel-Drive (AWD) system which operates “on the fly” without the need to stop the vehicle. The AWD system is complete with an unlocking rear diff function “turf mode” designed to enable tighter turns without tearing up grass.

Retailing for $19,995 the Ranger Diesel is a handy and cost effective work tool. See more at www.polaris. com or your local dealer. n

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cycletorque.com.au JUNE 2015 I 78

Book Shop 1

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AS SEEN ON CYCLE TORQUE TV

1. Along for the ride – $39.95

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

2. Welder’s Handbook – $37.50

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

3. Dominator in the Shadows – $23

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

Set three years later, it tells the story of two men who each have a dream to own their chosen motorcycle: one

a Vincent Black Shadow, the other a Norton Dominator 650SS. The story again takes the reader through the process of restoring an old classic motorcycle. Along the way, they maintain, repair and service many classic British motorbikes.

4. Essential guide to Motorcycle Travel – $55.00

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

5. Adventure Motorcycling Handbook – $39.95

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

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

6. Dreamracer DVD – $24.95

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

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

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

8. Advanced Custom Motorcycle Assembly & Fabrication Manual – $39.95

What started in the mid-90s when a few people decided to build stock Softails from aftermarket parts·because they couldn’t buy one at the dealer·has evolved into a full-blown industry. Today, every small town has a Chopper or Custom bike shop and every cable TV channel has a Biker Build-Off series. No longer content to build copies of stock motorcycles, today’s builder wants a motorcycle that’s longer, lower, and sexier than anything approved by a factory design team.

Wolfgang Publications and Tim Remus were there at the very beginning of the trend with their Ultimate V-Twin Motorcycle book. Today they’re back with their new book, Advanced Custom Motorcycle Assembly & Fabrication. Part catalog, part service manual, and part inspiration, this new book offers help with planning the project, getting the right look and actually assembling that custom bike you’ve dreamed about for years.

Three start-to-finish sequences show not just how the best bikes are bolted together, but how the unique oneoff gas tanks are shaped and then covered with candy brandywine paint.

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

CYCLE TORQUE STORE

cycletorque.com.au JUNE 2015 I 79

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1. This Old Harley – $34.99

A roll down memory lane is a lot better on the back of a Harley. We all have “firsts” in our lives - our nervous first date, our euphoric first concert - and most of us who have motorcycling in our blood remember the first time we saw a Harley-Davidson.

Harleys have a way of catching the eye, that extra ‘something’ that sets them apart as the proudest, baddest, best-built machines around. There’s no denying the fact that Harley-Davidsons are more than just motorcycles; since its founding in 1903, the make has become an American icon revered around the globe.

2. World On Wheels – $30.00

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

3. BMW Cafe Racer – $49.99

Covers the evolution of the BMW sports bike to the BMW cafe racer. This title commonly associated with the cafe racer scene, the growing trend of custom

4

BMW cafe conversions is illustrated in detail with images of sporting, racing, and ‘cafed’ BMWs.

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

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

5. Ultimate V-Twin Motorcycle Chassis – $29.99

From the first concept to the final bolt, from dream to reality, assemble your next chassis with tips from professional bike builder Tim Remus.

Remus covers frame design and construction

7

5

material, triple trees and fork tubes, shock absorbers, brake components, wheels and tires, and electronics.

Hands-on sections cover drive-train alignment, how to make sure the frame is square and true, and how to go from bare frame to rolling chassis with engine installed. Plus pros and cons of various frame designs.

6. How to Troubleshoot, Repair and Modify Motorcycle Electrical Systems – $49.99 Your one-stop manual for every aspect of DIY motorcycle electrical repair and modification.

We’ve all stood at the front desk of a repair shop at some point, staring at an invoice, gritting our teeth and nursing our injured wallets. All vehicles will inevitably need maintenance - and we pay a premium in labour fees every time we take them in - but unlike an automobile, which has its electrical components hermetically sealed within its bodywork, the electrical components on a motorcycle are on display for all the world to see.

Out in the open, they are constantly subjected to destructive elements like rain, sand, salt, dust, and ultraviolet rays.

8

7. Adventure Motorcycle Maintenance Manual – $36.95

This book is the definitive guide to keeping an adventure motorcycle running the way it should.

Written for the rider who wants to be self-reliant while on the road, the book takes the reader through a series of practical, hands-on techniques designed to keep the bike in peak riding condition.

8. How your motorcycle works – $19.99

The modern motorcycle is a fascinating and complex piece of machinery, easily as complex and diverse as the modern car. With clear, jargon-free text, and detailed cutaway illustrations, this book explains exactly how the modern bike works.

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

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TORQUING BACK

Letters Blind and impulsive

On 23 December last, I returned to Oz from China, supposedly for good, due to health reasons. One problem was an infected left eye that has left me sightless in that eye. Well, how did I react to this?

Is the glass half full or half empty? I figured half full – I still had one good eye!

But how would this affect my riding? I’ve been working over here over the last five years and if there’s one thing I miss and pine for, it’s my Bandit. On returning in the Ozzy summer each year for my annual leave, I have always looked forward to riding the Beast. You know the feeling – freedom, joy, exhilaration, camaraderie, fun and laughter!

For the first few weeks, I was dependent on the goodwill of rellies to drive me around. My efforts at being independent by catching buses were frustrated by their infrequency, lateness, and cost.

While the rellies screamed in shock and anger, I know a few biking buddies who have been riding for years without drama with sight in only one eye.

I decided to clear this up with Queensland Transport and my insurance company. Both declared that, as long as I had written clearance from an eye specialist they didn’t give two hoots! Well, that was like a straight jacket being undone. At my next appointment with the eye guy, I popped the question and he said, “Sure you’re OK to ride – half the people out there are half blind anyway!” I didn’t know whether to laugh or cry.

Ironically, the problem with parallax is greater when walking – misjudging steps (or worse still, not seeing them as steps), and reduced periphery vision resulting in bumping into objects/people on my blind side. Being aware of this, I checked my vision while being driven around and could prove to my concerned driver that I could see everything that s/he could.

Having said that, my confidence when I first got back on the Bandit was a little shaky. I fixed this by the age old dogma of practice making perfect, picking up confidence as the miles were eaten up. I did resolve to be more careful and less gung ho. Lane splitting, now legal in Qld, was done only when there was ample space between vehicles.

The freedom brought on by riding reminded me what motorcycling is all about. Did I place myself and others at risk? Not at all, in fact my disability has sharpened my concentration and tempered risk taking

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(read observing speed limits and advices).

BTW, I want to thank David Mildwater in the March Letters for his tip on using VPN in China, but I’m a scaredy cat – it’s illegal and I don’t want any problems that could lead me to…ummmm, disappear.

Cheers, and safe riding – Mick

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Road Conditions

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

Tassie Wonder

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

I’D LIKE to raise the issue of the poor road conditions in Victoria especially once you get off the main highways. Many B Grade highways are in such poor condition, travelling on them has become a real hazard. Putting up a sign saying “Rough Surface” might highlight the problem but doesn’t solve it. Painting yellow lines around the potholes (craters) again doesn’t solve anything.

Unfortunately not all potholes and rough surfaces are highlighted, creating an interesting ride at times. Given how much we pay on fuel excise to the Feds and our registration costs to the State, our roads should be in better condition. Poor roads won’t stop me riding but I would definitely enjoy it more on better and safer roads.

– Gary Bourke

WHAT an experience! Five days in to a nine day tour of Tassie we arrived at Strahan Retreat to be greeted by very friendly staff, who upon realising we were travelling by motorcycle upgraded us to a two bedroom queen.

When we enquired as to the slim possibility of finding a TIG welder to affect repairs to my Ducati ST4 the young receptionist, without hesitation offered the services of her partner who was a welder with the equipment we would need. At around 7pm and after a full day at work the young fellow fixed the part that night and his partner brought it in to work the next day. The friendly and helpful nature of those concerned allowed us to enjoy the best motorcycling roads I have encountered in 40 years of riding. Tassie’s reputation for scenery, roads and friendliness is enhanced by the experience we had.

– Bryan Wilkie

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cycletorque EDITOR CHRIS PICKETT chris@cycletorque.com.au

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

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