Cycle Torque June 2016

WELCOME

June 2016

cycletorque.com.au JUNE 2016 I 2

THERE’S nothing quite like a kick-arse naked bike – lots of horsepower, a bit of attitude and some cool style will always put a smile on the dial, which is why we loved the Kawasaki Z1000 on the cover of this issue so much.

It’s sporty, capable and lots of fun, and it could even serve extra duty commuting if you wanted it to.

But having some protection, luggage capacity and comfort is good too, which is why we loved the Indian Springfield. You’ll have already read this test if you keep an eye on www.cycletorque.com.au (or follow us on Facebook where we post links and more). We know you don’t always want to wait until the magazine is ready before reading about the latest machines launched, so we’re doing our best to get the important bike launches up online as soon as we can.

The Springfield impressed with its ability to be a pannier-equipped touring bike and, with the flick of a few levers, a laid-back naked cruiser.

EMAIL US YOUR FEEDBACK

We haven’t ridden a Husqvarna in quite a while, primarily because of the sale of the company a couple of years back and a change in the distributor, and a lack of press fleet bikes – but that’s changed now, and in this issue we have the first of three new Husqvarna tests, the FC250 motocrosser.

Our big feature for the issue is the ‘Essentials’ article – a bunch of things you need but maybe don’t know it.

With this issue Cycle Torque is really ramping-up its commitment to video, with shoots done of all the bikes tested and the Essentials products – which we split into six different videos, so that’s nine for the month! Check them all out via the links in the issue, but please subscribe to our Youtube channel, follow us on Facebook and check out our Instgram and Twitter feeds, too.

– Nigel Paterson feedback@cycletorque.com.au

WWW. NEWSLETTER

TAP ICONS TO EXPLORE

CONTENTS

cycletorque.com.au JUNE 2016 I 3

Ridden

24 TEST

HUSQVARNA FC250

34 LAUNCH

INDIAN SPRINGFIELD

Features 49 69

TOP ESSENTIALS CUSTOM TORQUE

43 TEST

KAWASAKI Z1000 ABS

Regulars 5

NEWS TORQUE

22

GUNTRIP

16

SMALL TORQUE

66

QUAD TORQUE

19

EDITORIAL

84

MARKET TORQUE

80

TORQUE BACK - LETTERS

76

SHOP TORQUE

20

DIRTY TORQUE

77

TRACK TRAINING

21

RACE TORQUE

Cover photo by Ryan Grubb

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cycletorque.com.au JUNE 2016 I 5

Harley’s Roadster HARLEY-Davidson has released a new Roadster model which will join the Dark Custom line-up.

The new machine is being launched to the Australian motorcycle press two days after this issue goes to press, so go to www.cycletorque.com.au/HDRoadster for our launch report and links to our video review.

Brad Richards from Harley-Davidson said the Roadster is inspired by classic American racing motorcycles, similar to the Sportster from the ’50s and ’60s, saying “we wanted to give the roadster some DNA from the high-performance KHR models of the mid-’50s, and later Sportsters tuned for the drag strip.”

foot controls, lightweight spoke-wheels, dual front brakes with ABS and longer travel suspension.

“Those bikes had fenders cut to the struts, the small fuel tank, and were stripped to their bare essentials to achieve a singular performance purpose.”

The Harley-Davidson Roadster model will be offered in four colour choices: Vivid Black with a charcoal denim pinstripe; Black Denim with a red pinstripe; Velocity Red Sunglo with a red pinstripe; and two-tone Billet Silver/Vivid Black with a burgundy pinstripe.

Those looking for modern performance should be pleased, with the new Roadster featuring mid-mounted

Pricing for the new Harley-Davidson Roadster starts at $19,495 ride away. n

NEWS TORQUE

cycletorque.com.au JUNE 2016 I 6

Kawasaki Australia donates Ninja for tertiary education 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.

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KAWASAKI Motors Australia is continuing its support of emerging Apprentice Motorcycle Technicians by donating a 2015 Kawasaki Ninja 300 to TAFE NSW for vocational training purposes.

The donation is one of many that Kawasaki Motors Australia have contributed to various TAFE institutes around Australia, in an effort to encourage sustainable training practices that make students better equipped when entering the workforce.

Technical Service Department Assistant Manager at Kawasaki Motors Australia, Jeremy Fuller is a passionate advocate of the donation program, “We have developed a strong relationship with TAFE through product donation and support over the years.

“We aim to provide the latest products and diagnostic service tools so that apprentice technicians can benefit from learning on modern machinery as opposed to dated products.”

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“In addition to donating motorcycles and diagnostic service tools, we have also trained some teachers on best practice for delivering mostly diagnostic training focused on Kawasaki products,” Mr Fuller said.

Head Teacher of Automotive Technology at TAFE NSW – Sydney Institute, Peter Denison also expressed his gratitude, he said “we are grateful for the one of many donations.

“It means that our students get the latest and greatest to learn on, which is a benefit to us and to Kawasaki owners as well.”

Denison made note that his students will eventually be applying their learning to Kawasaki motorcycles in dealerships and workshops around Australia. n

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NEWS TORQUE

cycletorque.com.au JUNE 2016 I 7

Suzuki’s Le Mans podium

SUZUKI ace, Maverick Viñales, has ended a seven-year drought, crossing the line in third place to secure his first MotoGP podium at Le Mans, May 8.

“At the end, I was not pushing on the limit, I was just trying to have the situation under control and give this third to Suzuki.

“I was thinking a lot on Argentina race, and for sure I was trying not to make the same mistake,” Viñales said in the post-race press conference.

Yamaha riders Jorgé Lorenzo and Valentino Rossi finished first and second place respectively.

Lorenzo was dominant, leading the race from start to finish in an impressive display of consistent lap times, while Rossi started from the third row in seventh place, and had to pick off riders lap by lap.

By the time Rossi had made it to second, Lorenzo’s lead was too strong and meant he could not fight for the victory.

The impressive result shows Viñales is learning the most important lesson in MotoGP, which is simply to stay on the bike.

Bradley Smith, Jack Miller, Andrea Dovizioso, Andrea Iannone, Tito Rabat, Cal Crutchlow and Yonny Hernandez all crashed out of the race.

Scott Redding also had to retire from the race after five laps with an unknown issue.

Dovi’s blues continue Andrea Dovizioso looked like he may have been taken out by Marc Marquez during live coverage, but upon replay it was clear both Dovi and Marquez both lost the front simultaneously. They were both pushing too hard on on what appeared to be a separate patch of asphalt in an attempt to keep up with Rossi in second place.

Dovi has been in contention for the podium for the last three races but has not been able to take a solitary championship point.

Marquez, whose crash was identical just metres away was able to pick his bike back up in Le Mans, finishing with three World Championship points and keeps his world title hopes alive.

Surely Dovizioso’s saving grace for a 2017 factory ride with Ducati is that his team mate, Andrea Iannone, has not managed to fare much better, with the Italian only claiming 25 points in the three races Dovi hasn’t managed to finish.

Mending Miller’s regret Jack Miller looked like he was going to make a promising return from a leg injury and take at least six points from the French Grand Prix, the young Aussie could have even finished within the top 10, but he crashed out with 11 laps remaining in a battle for 10th place.

Bradley Smith, who was ahead of Miller, lost the front two laps later which meant Miller could have realistically battled with Alvaro Bautista for ninth place.

Viñales’ result only fans the flames of a switch to ride alongside Valentino Rossi in 2017 after Yamaha rider Jorgé Lorenzo has confirmed he will be riding for Ducati.

Much of the post-race press conference was spent tying to tease an answer out of the Spaniard.

This is Suzuki’s second year back in MotoGP with the GSX-RR after leaving the competition at the end of 2011.

Viñales’ podium is the first for Suzuki since Loris Capirossi in Brno, 2008.

Suzuki’s last MotoGP win was with Aussie Chris Vermuelen at Le Mans in 2007. n

NEWS TORQUE

cycletorque.com.au JUNE 2016 I 8

Moto Guzzi’s new V9s ONE of the most iconic engines in motorcycling, the 90-degree V-twin from Moto Guzzi has been refined, growing into the new V9 which will power two new models.

With tastefully retro style, the V9 Bobber and V9 Roamer have just been announced by Moto Guzzi. They will be launched in early June and you’ll be able to follow the event via Cycle Torque’s Instagram channel and Facebook page, with an article a video going live as soon as we can afterward. By midJune, you’ll find the article and links at www.cycletorque.com.au/MGV9.

Both look great and are screaming to be customised further.

Moto Guzzi says “An authentic motorcycle in every sense, every component of the V9 has been designed to encompass a quality superior to the competition whilst also enhancing the pleasure derived from riding a motorcycle.

“The V9 is the lightest mid-size cruiser on the market and provides supreme handling on the city streets and old fashion fun on the wide open road.

“Complete with Anti-Lock Braking System, Moto Guzzi Controllo Ducati Trazione (Traction Control) and the platform for the Moto Guzzi Multimedia application (available as an accessory), the new V9 offers all the safety and technology customers have come to expect from the brand which has been creating history for 95 years.”

The V9 Roamer features gloss pearl paint scheme which have been coupled with chrome mechanical details which is essentially Moto Guzzi.

It’s going to be available in three colour schemes and will be priced ride-away at $16,500.

“The famous minimalistic style of the Bobber which was made famous in the United States post WWII has been reincarnated by Moto Guzzi in order to create the V9 Bobber. The fusion of blacked out mechanical details, matte colour scheme, 16” matte black rims with an oversized 130 millimetre front tyre and blacked out exhaust weld a distinctive character which is unmistakable. If you are looking for a little bit of soul, look no further.

“The V9 Bobber will be available in “Nero Massiccio” with yellow highlights which adorn the tank and guard and “Grigio Sport” with red highlights which also adorn the tank and guard. The V9 Bobber will have a recommended ride away price of $16,500.”

More information on these two new mid-size cruisers from Moto Guzzi can be found at www.motoguzzi.com.au. n

NEWS TORQUE

Limited spaces left for BMW GS Safari

BMW Motorrad Australia has limited spaces available for the 2016 BMW GS Safari Enduro, July 24-30.

This year’s ride will take riders through some iconic outback locations, from the South Australian Coast at Streaky Bay through the Flinders Ranges, Coober Pedy, Arkaroola and culminate in Broken Hill.

cycletorque.com.au JUNE 2016 I 9

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Miles Davis, spokesperson for BMW Motorrad Australia said ”this is an event that will take BMW GS riders into the heart of our country in the company of others GS riders.

“It will challenge many and it will take riders to places that most would not ride by themselves.

“It will be a ride to create memories that will last a lifetime.”

The BMW GS Safari Enduro is fully supported with mechanical, medical and luggage carrying backup and is the perfect opportunity for BMW GS riders to experience the great Australian outback.

The ride is best suited to those with off-road experience; who are looking for more challenging terrain or bigger distances each day, or both.

Registrations are being taken at bmwsafari.com/events/2016-bmw-gssafari-enduro n

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cycletorque.com.au JUNE 2016 I 10

Hayden’s Maiden SBK Win NICKY Hayden crossed the line in Sepang to take his first ever win in the Superbike World Championship on May 15.

Sykes took an incredible win from pole in the first Superbike race of the weekend from Rea. The big winners off the line in race one proved to be Pata Yamaha’s Alex Lowes and Honda’s Michael van der Mark, with Lowes taking the lead from P2 on the grid and van der Mark slicing through from tenth to sixth, before KRT duo Rea and Sykes moved through on the Yamaha.

The American, a ‘rookie’ in the class, took off from the pack in a supreme display of speed and control in difficult conditions. Ducati’s Davide Giugliano came home second after a late charge, ahead of reigning champion Jonathan Rea. Downpour hit the circuit Sunday, just before the World Supersport race start.

Hayden, after initially losing out off the line, soon broke into the top five to chase down the lead group.

As the weather conditions worsened and the World Supersport race was postponed until after WorldSBK, the riders had a long look at the sky in preparation for a wet race.

A cautious line up threaded through turns 1 and 2 for the first time as the front row of Sykes, Rea and Alex Lowes was joined by Honda rider Hayden from the second row.

Hayden began to pull a gap on second placed Rea as riders behind battled for position.

With grip tricky to judge, only the Kentucky Kid seemed confident in the initial laps, with Rea remaining behind in second place as Lowes and Sykes struggled to find similar pace. With the top three settled as Hayden, Rea and Davies, it was second Aruba.it Racing – Ducati rider Davide Giugliano who then began to set the fastest laps of the track and caught team-mate and title contender Davies.

Sykes began to pull a gap on team-mate Rea, who found himself chased by key championship rival Chaz Davies.

After shadowing the Welshman, Giugliano made his move and took the position, heading off after Hayden in pursuit of a victory. The Italian came home in second after the late charge, as Rea passed Davies to lock out the podium in third, ahead of his Welsh title rival who crossed the line fourth. Defending champion Rea remains the only rider on the grid to have been on the rostrum in every race.

Australian Journeyman Ant West got a ride replacing Sylvain Barrier and finshed 12th, while other Aussies Josh Brookes finished the race 15th, and Josh Hook did not finish.

Earlier in the weekend, it was Kawasaki 1-2 as Tom

The Yorkshireman also set a new lap record on lap two, his first flying lap of the track, on his way to a commanding lead and victory.

Rea on the sister ZX-10R followed his team-mate home to second after eventually shaking off the challenge of Davies.

The Aussies all finished race one - West in ninth, Brookes 11th, and Hook 15th. n

NEWS TORQUE

cycletorque.com.au JUNE 2016 I 11

REIGNING FIM Superbike World Champion Jonathan Rea has re-signed with Kawasaki’s official KRT effort to compete for two more years.

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Rea-ning WSBK Champ signs two-year deal with Team Green

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“I am so happy to extend this partnership with the Kawasaki Racing Team and continue the great relationship I have with all the Kawasaki engineers and fans.

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Rea said in a statement, “It is clear that our objectives and way of working are very well matched so it makes perfect sense to extend this for two more seasons.

Qualified technicians with many years of service across DIRECTLY INSPIRED AND DEVELOPED FROM THE CHAMPIONSHIP WINNING WORLD SUPERBIKES OF TOM SYKES AND all brands including BMW, Ducati, Harley-Davidson, “With all the incredible memories we have made so far and are now creating, I am 100 JONATHAN REA, THE 2016 NINJA ZX-10R IS THE CLOSEST THING TO A FACTORY SUPERBIKE KAWASAKI HAVE PRODUCED YET. per cent confident that we will enjoy working together and develop the Ninja ZX-10R Honda, Triumph, Yamaha, Suzuki and many more.

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“The successes Kawasaki have enjoyed with Jonathan and his relationship with our Kawasaki Racing Team over a relatively short time has been phenomenal to witness,” he said.

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KRT Team Manager Guim Roda said his goal is to keep both Rea and Sykes for the next two years. n

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2015 I 12 cycletorque.com.au JUNE 2016

2016 Finke Preview

ALL eyes will once again be on Toby Price as he looks to make it a three-peat at the 2016 Tatts Finke Desert Race, June 10-13.

This year has been stellar for Price, who has taken line honours for both the Dakar Rally and Abu Dhabi Desert Challenge.

Another win would equal Randall Gregory’s record at five in total, but Price said up and coming riders will look forward to the challenge.

Price will obviously be hard to beat, but KTM team-mate Tye Simmonds will be looking to get the job done.

Simmonds recently took out the E2 class at Round 6 of the Australian Off-Road Championships at Murray Bridge, claiming the outright fastest time of 41:43.692.

Simmonds was also runner up to Price at last year’s Finke.

Active 8 Yamaha’s best chance is with Beau Ralston.

Ralston claimed fourth outright at Murray Bridge and second in the E3 class.

Ralston’s teammate Josh Green will be out of action, after undergoing knee surgery earlier in May.

Green tried to manage the troublesome knee throughout the AORC season but his riding and results have suffered.

“I have battled the discomfort and the uncertainty of my knee for the past few rounds and the last weekend proved that I’m unable to race at my usual speed so it was best to get the surgery done as quickly as possible,” Green said.

Head to the Quad Torque section on page 35 to read more on the 2016 Tatts Finke Desert Race.

Australia’s fastest female off-road racer, Tayla Jones, will also be competing on a WR250.

“My goal is to race overseas full-time and both AJ [Roberts] and Ray [Howard] have been so supportive of that and working with the Active8 Yamaha team and racing against the men is all geared to prepare me for international competition,” Jones said.

Active8 Yamaha team manager AJ Roberts said his aim is “to take her riding to the next level so she can continue to succeed on the world stage,” and certainly a solid result at the Finke will help get her there. n

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C Y Ccycletorque.com.au L E T O R Q U E F E BJUNE RUAR Y 2 0I I13 1 5 2016 cycletorque.com.au JUNE 2016 13

Victorian Police targeting riders The Victorian Police have announced Operation Motus, a patrol unit aimed at catching unlicensed riders, those riding outside the conditions of their licence and, of course, those breaking the road rules.

Sounds fair enough at first, until you realise the way this will be done will be to pull over as many bikes as possible for licence checks.

The press release about Operation Motus quotes Road Policing Assistant Commissioner Doug Fryer saying, “If you’re a motorcyclist in Victoria who hasn’t been checked by the police lately, expect that to change.”

CHAIN LUBRICATOR

And if that isn’t bad enough, Mr Fryer said the patrols were to ‘warn’, ‘educate’ and ‘engage’ with riders, “It may be to talk to them about appropriate clothing, or the line they are taking when they are riding.”

The Victorian Police have no civil right or obligation to do this. Indeed, the Cycle Torque crew will be roundly annoyed if a police officer tries to lecture them about riding gear or ‘lines’. For a start, only an approved helmet is required by law – although stupid to do so, you are within your rights to ride a motorcycle wearing a pair of budgie smugglers and a helmet. And are the police involved trained to teach motorcycle riding?

Motus has been announced in the wake of 28 Victorian motorcycle deaths so far in 2016, but Cycle Torque has learned a significant number of those were unlicensed and/or riding unregistered bikes, so we might have to cop the licence checks because there aren’t too many other ways to confirm someone behind the handlebars has a licence - but if they start delaying your progress becasue they want to lecture you about your riding gear, that’s Not On.

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Expect to see increased police numbers on your favorite road. “The Solo Unit will now be deployed to areas we have identified as particular hot spots for motorcycle fatalities, collisions or dangerous behaviour.”

In related news, a recent Victorian Government-funded report outlined the benefits of motorcycling in the area, the Minister for Tourism and Major Events Louise Asher said, “motorcycle tourism has the potential to make an important contribution to the Victorian economy, particularly in regional areas,” and measures like this will only deter motorcyclists from travelling to this nanny state.

Any revenue raised will not be offset by motorcyclists being put off travelling to Victoria.

“Motorcycling is the fastest growing road user sector, nationally experiencing eight per cent growth per year over the last decade and 12.5 per cent in sales growth last year alone,” Asher said.

Victorian police will say Operation Motus will be a success if the death toll is lower.

But, will it? n

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

NEWS TORQUE Broc Glover to appear at Classic Dirt Conondale US motocross and Supercross legend Broc Glover will appear at the upcoming Classic Dirt Motocross event at Conondale on the Queen’s Birthday long weekend.

Glover will take the long flight downunder and be the special guest of Yamaha Australia at the high profile event, now in its 12th year.

“It is an honour to be asked to attend an event like Classic Dirt and for my name to be still recognisable after all these years,” Glover said.

“I have heard great things about the event and look forward to the weekend in Australia and spend it with people who are passionate about dirt bikes and helped to make my career so special.

“The late 70’s and early 80s were such a strong era for dirt bikes around the world so it will be pretty humbling to relive some of those times with my fellow riders at Classic Dirt.”

The Californian-based legend came to prominence in 1977 when he won the US National Motocross championship on a YZ125 and then went on to defend his championship in 1978 and 1979 making it a hat trick of national championships.

Glover moved to the 500cc class in 1981 and racked up three more championships, 1981, 1983 and 1985 before retiring from full time racing in 1988.

Glover was inducted into the US Motorcycle Hall of Fame in 2000.

This isn’t the first trip to Australia for the popular US rider, Glover was a semi-regular visitor during his racing days highlighted with an event victory when in Brisbane during the twilight of his career, competing at a supercross event at the Chandler Velodrome.

“I have fond memories of my time in Australia and especially around the South East Queensland area.

“The people treated me well, I had a great night racing and even won wearing pink gear.

“I might see if I still have a set of that gear and bring it with me for old time’s sake,” Glover laughs.

Glover will be alongside a host on domestic legends of the sport including Stephen Gall, Craig Dack, Mike Landman, David Armstrong, James Deakin plus a few more international guests still to be announced.

“We are excited to announce that Broc has decided to join us for Classic Dirt,” says Yamaha’s Brand Manager, Peter Payne.

“For anyone with even the smallest interest in motocross, the name Broc Glover is instantly recogniseable and even to this day, he is a popular figure in the US and still working in the motorcycle industry.

“Along with having Broc at Conondale for the weekend, we have a range of activities and things to see at Conondale as it also coincides with Yamaha’s 60th Anniversary so it will be a special weekend for motorcycle enthusiasts.”

Classic dirt relives a golden era of dirt bikes as the sport boomed in the 1970’s and 1980’s.

The event takes place on June 10-12. n

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NEWS TORQUE Suzuki releases V-Strom Grand Tourer SUZUKI has released a variant of its venerable V-Strom 1000, the Grand Tourer edition.

The GT edition features a factory 35L top box, side case set, centre stand, lower engine cowl, touring screen, LED indicators, hand guards, decal set and tank protector.

National Marketing Manager for Suzuki Australia Lewis Croft said the V-Strom 1000GT is “the complete package, ready to ride away from the dealership with nothing more to add and represents the best value for money fully-equipped 1000cc adventure tourer on the market.”

The 2016 Suzuki V-Strom 1000GT is available for a recommended retail ride away price of $19,990 in Metallic Mystic Silver, Candy Red and Metallic Matte Grey colour schemes and is backed by Suzuki’s two-year, unlimited kilometre warranty. n

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

Nigel Morrell’s

MOTORCYCLE SERVICES Motorcycle Crash Repairs & Restoration Since 1988

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jamman@adam.com.au PH. 08 8351 7088 Adelaide’s only specialist motorcycle crash repairer, where unlike most of the dealers and mechanical shops who just do part replacement, we are proud of the fact we actually do repairs and almost all of the work is carried out ‘In House’.

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

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

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

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

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

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

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SMALL TORQUE

cycletorque.com.au JUNE 2016 I 16

Stoner spotted in Warners Bay CASEY Stoner was spotted at Warners Bay - where Cycle Torque’s head office is located - earlier in May. Instead of giving us a riding lesson or two (hundred), Stoner was in town for his daughter’s appointment with the hairdresser.

Word has it Casey never misses an issue, and you are most welcome to visit us next time.

NEW

STREET TWIN

Reed finishes 2016 AMA SX season in fifth place CHAD Reed has finished the AMA Supercross season in fifth place, following the last round in Las Vegas.

Ryan Dungey took out the 2016 title, in front of Ken Roczen and Jason Anderson.

Rain created muddy conditions which took its toll on the 34-yearold, who qualified for the final in ninth place.

The Aussie used his experience to make up a few places in the final, where he finished a respectable fourth.

Reed will now compete as a wildcard at two rounds of the FIM MXGP in June.

A recent news report said Reed, who has 15 seasons of supercross under his belt isn’t contemplating retirement just yet.

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SMALL TORQUE

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Yamaha 60th Roadshow rolls onto QLD YAMAHA has produced a slick video for their recent 60th Anniversary Roadshow at Perth’s Five Star Yamaha.

The 60th Anniversary Roadshow will be in Queensland by the time this goes to print.

There was a full spectrum of heritage and modern Yamaha machinery on display, the event drew motorcycle enthusiasts from far and wide providing a once-in-a-lifetime opportunity to meet Yamaha legends Stephen Gall, Craig Dack, Michael Dowson and Kevin Magee.

Yamaha’s factory-backed stunt-bike rider, Dave McKenna, kept the action flowing aboard his MT-09 stunt machine and specially built, turbo-charged MT-09 drift machine – nicknamed the ‘Tyre Fryer’.

Go to www.youtube.com/YamahaMotorAustralia to see the video.

Queenslanders can see the roadshow at North Star Yamaha, Bowen Hills, June 4.

60th anniversary SR YAMAHA has also released yet another model in its 60th anniversary livery, this time with the SR400.

The special edition is limited to 10 units Australia wide, and is sure to attract plenty of attention from collectors.

Head to your local Yamaha dealer and try to snap one up before they disappear.

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EDITORIAL

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Digitally speaking While I will always have a love for the paper and ink of a printed magazine, we’re seeing our digital products growing and the demand for print advertising to support it shrinking. It’s not the collapsing circulation being experienced by the newspapers, and overall our readership hasn’t changed much this decade, but where people read their Cycle Torque content is changing.

It will be at least a month later before the Roadster gets into Cycle Torque’s print magazine - and there’s simply nothing anyone can do about that, short of publishing more often, which is a ridiculously expensive idea for a free magazine.

Take, for instance, www.netrider.net.au. One of Australia’s premier motorcycle forums, Netrider has been around for years and has many motorcyclists there discussing bikes, gear, accessories, rides and connecting people. It’s a great thing, although I’m in two minds about how Netrider’s system scrapes Cycle Torque’s news stories and re-posts them on the Netrider news page - where some of the stories get lots of interesting comments, which is great. However, it also means the Cycle Torque website isn’t getting as many hits or comments as maybe it could, which means advertisers aren’t as interested in supporting us, which means we can’t produce more news, bike tests and features…

So I encourage you to check out our digital streams. We’re being more diligent on Instagram, Facebook and Twitter in recent months, we’ve uploaded videos to Youtube often and the production of Cycle Torque’s fourth TV series is really starting to ramp up.

I’m often surprised by how many people recognise me from the TV show – we haven’t even been able to get quality ratings figures from nowdefunct company which ran the free-to-air station we telecast on, 4ME, but we know people were watching - people asking for selfies and autographs is flattering but very surprising for a bunch of motorcycleriding hacks who learnt how to add some cameras to Email us your their storytelling. feedback feedback@cycletorque.com.au

So on the one hand it’s great Netrider has the confidence in Cycle Torque to repost our news (and credit us for it, they aren’t stealing it), on the other hand it’s impossible for Cycle Torque to continue to create great stories without the support of the industry.

Nonetheless, there seems to be millions of people willing to advise you on everything from buying a second hand bike to looking for romance on

Netrider, so it’s well worth a look.

But it’s worth subscribing to Cycle Torque’s Youtube channel, so you can be notified when we post new videos, liking our page on Facebook and checking us out on Instagram, too.

The magazine will still be the place to find feature articles and tests. The “Essentials for Road Bike Riders” in this issue is an example of that - all the digital media versions of the story are planned to go live around the same time as the print magazine went to press.

Ever since we launched the iPad edition of Cycle Torque I’ve been asked if we’re killing off the print edition, and the answer has always been the same – we love print and while readers still read it and advertisers still support it, the print edition will continue. But I have to admit, the frequency of the website, the interaction of social media, the action of Youtube and the overall package which is the digital magazine is a combination which is hard to beat.

TAP ICONS TO EXPLORE

BY THE time you read this, I will have attended the launch of the new Harley-Davidson Roadster and hopefully posted pictures to Instagram and Twitter, updated Facebook with information about the ride, written the launch report and posted that on www.cycletorque.com.au and - probably most importantly in 2016 - uploaded a video review of the bike to Youtube.

WWW.

So make sure you check out our digital channels this month and further down the track and see what it’s all about.

– Nigel Paterson Managing Editor

NEWSLETTER

DIRTY TORQUE

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The First Corner Leaning your steel horse into the first corner at the pointy end of a full field of motocross or supercross riders is not for the faint hearted.

Although it is taken for granted as one of the many risks involved in the sport, it does take a certain amount of skill among a pack of racers to get in and out of the turn without carnage.

If I can take a short amount of time to talk about my own racing I look back at the thousands of times that I have belted into the first corner with a gaggle of riders either right up my clacker or all around me and I marvel at the very few times that it has resulted in a massive pile-up.

I think back to the hey-day of the Thumper Nationals series where for many years I raced against the same group of riders which included Lyndon Heffernan, Darren Thompson, Geoff Ballard, Vaughan Style and Bevan Ernst to name a few and I can say without fear of contradiction that we ripped through first corners that varied from second gear off-camber hair-pins to fourth gear sweepers and thankfully none of these riders flinched and we rarely clashed.

Interestingly, the only time the first corner went pear-shaped during this period was either when a back marker scored a great start and didn’t have the skill to deal with the situation or if a local hot-shot decided to make a name for himself by getting a holeshot in front of his mates.

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Actually, I remember racing at Barrabool, Victoria in 1999 and our class (Over 35s) was chockers with talent and a former Victorian champion (I won’t name him but when he reads this he will know

feedback@cycletorque.com.au

who I am writing about) turned up to make a name for himself and in the very first race he completely outbraked himself and spewed through the first corner taking half of the field wide and it was dumb luck that no-one was injured.

Over the next three races this wanker caused nothing but carnage and chaos and after getting a serve from the regular front runners at the end of each race that was the last we saw of the ‘former champ’ at Thumper Nats level.

None of us begrudge good hard racing but if you have to ride like a lunatic to stay with the leading bunch of riders you simply don’t belong there in the first place.

Now we move forward the best part of 20 years and we marvel at the speed and professionalism of the modern Pro racer but really nothing has changed, the first corner is still crowded with the regular front runners who have the experience and the skill to deal with each situation but no matter how many times you watch them you can’t help but be impressed with the way so many top riders can get in and out of the first corner with so few serious crashes or injuries.

For mind one of the most dangerous first corners is at your local club race meet. This is where the confidence, experience and skill levels are so diverse that it is a dead-set lottery as to what is going to happen when everyone blasts into the first corner with the only saving grace for a Pro or top level racer is that there is a fair chance they are going to go through well and truly in the lead, the safest place in this situation.

And finally we have the increasingly popular VMX scene.

Seriously, there is a small portion of VMX riders who should stick to working on their bikes and either leave them in the

Number 97 is Smarty staying out of trouble at a dreaded club day

shed or let someone with more skill ride them. I have been racing the annual Conondale Classic for many years now and while it is without doubt the best meeting of the year, diving into the first corner among riders on high powered dirt bikes that have dubious braking potential brings a new intensity to the situation and although you may think that at an advanced age many of the riders would know better the most dangerous is the once-a-year warrior who jags a great start on his $10,000 weapon that becomes an unpredictable mobile chicane at the critical part of the turn…..aaarrrrgggghh!!

Anyway, it is fair to say that for racers and spectators alike the first corner is the most exhilarating part of motocross and supercross and I take my hat off to all of the riders who have tackled the task in the past and to all who will do so in the future.

– Darren Smart

RACE TORQUE

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Gregg Hansford – F750 genius Gregg Hansford was one of the fastest, smoothest and most spectacular riders of his era. That is hardly news.

The tall Queenslander was best known for claiming second in the 1978-79 world Kawasaki KR250 championships, and third on his KR350, but his standout performances in Formula 750 racing through 197778 have slipped through the cracks of history. After finishing fourth in the rain shortened 1977 Daytona ‘100’ against a sea of factory and private Yamaha 0W31s, Gregg scored a terrific third at Charlotte behind winner Kenny Roberts and Skip Aksland to be the lone Kawasaki in the top ten. At Laguna Seca, he carded third overall in the 1977 F750 world championship event after a 2-3 finish ahead of eventual F750 champion Steve Baker. Gregg beat home Gary Nixon and his Erv Kanemoto-prepared TZ250 in a brutal International 250 race. And therein lies the tale. The KR250 was a race winner, the KR750 wasn’t. Not even close. But Gregg brought it home first more times than it deserved.

Cycle magazine’s report of the ‘77 Daytona 200 said, “Hansford is very much a world class racer. He literally rides the wheels off his Kawasaki, using the brakes better than anyone at Daytona.” When Hansford encountered Takazumi Katayama and his faster Yamaha in the 200, Cycle wrote, Hansford “uses his brakes harder than mortals can stand, riding the infield like lawyers were after him.”

Following his Daytona heroics, Gregg rejected a $10,000 offer to Email us your race at the 1977 Isle of Man TT. feedback feedback@cycletorque.com.au

At the final round of the ‘77 World F750 Championship at Mosport, Canada, Hansford blitzed a quality field to win both 25-lap legs to claim the overall win. Yvon DuHamel, who had come out of retirement, carded a 3-2 finish for Kawasaki’s only 1-2 in F750 championship racing. Champion-elect and pole sitter Steve Baker claimed third. After sparring with Baker in the damp conditions, Hansford took off to win by 11 seconds with DuHamel finishing almost a minute behind Baker. It was Hansford’s first victory in world championship racing. Promoters considered cancelling the second leg due to the wet and oily track, but the riders didn’t hold back, more than making up for the processional first race. For much of the treacherous journey Hansford, DuHamel, Baker and Mike Baldwin were line astern, the lead changing several times a lap before Baldwin dropped off the group at the 20-lap mark. With a dry line formed, Hansford and DuHamel fought it out to the end, the win going to the Aussie by less than a second with Baker third.

Hansford won the 1978 Daytona 250 race, and a few months later at Brands Hatch he was hailed the new Mike Hailwood after his stunning UK debut. Following his incredible ten-second win over Kenny Roberts at the Spanish 250 Grand Prix at Jarama, Hansford wowed the crowds at the British round of the 1978 World F750 Championship. Motor Cycle News said, “Riding a virtually obsolete Kawasaki 750-3, Hansford gave the field an 800-metre start in the first Formula 750 leg when he crashed at Druids hairpin. He remounted and rocketed into a racing performance that had the grandstand crowd on its feet at the end of every

lap. By the end of the race, he was an unbelievable fourth behind Kenny Roberts, Steve Baker and Johnny Ceccotto.” At Assen in September, Hansford was on target for a sensational double victory in the World F750 Championship round but was cruelly thwarted seconds from victory in race two. He took out the opening leg by ten seconds after dismissing Baker and Roberts, and was leading the second comfortably with just a few corners to go when his front Michelin let go.

“I’d been going through that stretch all day without a slide, but the front wheel just went away without any warning,” a philosophical Hansford said.

Duke, Hailwood, Ago, Rainey, Spencer, Doohan, Rossi and Kenny Roberts stand at the vanguard of road racing legends. Roberts famously said Hansford was fastest guy he ever raced against for simply jumping on a bike and going for it. He wasn’t alone in this assessment. “Gregg was brilliant,” remembers former Team Kawasaki UK rider Barry Ditchburn.

– Darryl Flack

GUNTRIP

The 200 club MOST people wouldn’t have noticed it. As landmarks go, it was hardly up there with the breaching of the Berlin Wall or the first moon landing. But I remember what I was doing at the time: I was watching it happen; seeing history being made as Shinichi Itoh became the first man to clock 200mph on a racing motorcycle in the heat of battle, at Hockenheim in 1993, on his bigbang, fuel-injected NSR500 Honda.

He finished seventh that day while Daryl Beattie won the German GP for Honda from Kevin Schwantz’s Suzuki. But for me, it had been Itoh’s day, at 200mph.

It mattered, that number. It mattered for the prestige of the sport, for the headlines it might gain in the mainstream press. For the future.

Move forward a couple of decades: I spent the first half of last year writing a book about British racing during the 1960s. They were good times: close racing, exciting circuits, and an abundance of talent in the persons of, for example, Mike Hailwood, Bob McIntyre, Derek Minter and John Cooper – all of whom rode, for at least a part of their careers, on a range of antiquated machinery.

For all the efforts of Yamaha then and in later years, motorcycle racing spent decades in a technological backwater. Ours was a poor sport, a minority sport, and we were waiting a very long time for our equivalent to the Cosworth DFV. That big-bang NSR engine wasn’t it; but it was a major step forward.

Email us your feedback feedback@cycletorque.com.au

cycletorque.com.au JUNE 2016 I 22

When the big advance came, it took two forms: 990cc four-strokes in MotoGP in 2002, and the development of 1000cc four-cylinder streetbike engines for world superbike soon after (developmental strains both full of DFV design features).

Last year, with the return of the Bol d’Or 24-hour endurance race to its spiritual home at Paul Ricard in the south of France, the faster outfits had to confront for the first time the problems faced by moderately tuned endurance racing motorcycles attaining speeds of better than 200mph on the Mulsanne Straight.

So now we’re in the happy position of having every premier-league class – MotoGP, world supers, endurance, even some of the domestic superbike classes, fielding hardware capable of 200+mph. Elbows are down and shoulders are millimetres from the deck, while Marquez, Lorenzo, Rossi et al look ever more like acrobats than motorcyclists of yore, and routinely provide the sort of entertainment more akin to Cirque du Soleil than traditional motor sport.

For all that, I don’t see how we’ll challenge Formula One for prestige or popularity. It’s far richer because of the might of the industry at its back and because of the legions of people who support it by turning their televisions to watch every second Sunday. And even though you and I think it’s as boring as bat’s ordure, processional, lazy and reliant on mechanical aids to offer the sport a mere hint of the competitiveness MotoGP offers week in, week out, it is still the ‘fastest show on earth’, to quote its champions.

Which is, when all’s said and done, as much as you can expect when you put a single-track vehicle up against a twin-tracker. There’s this little thing about a motorcycle called dynamic instability, which means it’ll fall over if you just get off and walk away, whereas a car will as like as not stay where and how you leave it. So that places limitations on how we can corner, as does the modest size of the contact patch front and rear that enables a motorcycle to corner at all.

We understand these things because we glimpse the compromises in the motorcycle’s design each time we climb aboard; yet with the average F1 fan they just don’t seem to register and he or she will cheerfully tell you how much more quickly a car laps than a bike as if it were some kind of endorsement from God rather than an indication of how difficult it is to ride a motorcycle at race-winning speeds.

You and I know the truth of the matter; but if the F1 geek insists over his dry sherry that cars are superior sporting instruments to motorcycles, tell him you don’t understand and ask him to demonstrate.

– Bob Guntrip

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Husqvarna FC250 CYCLE TORQUE TEST

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FORK IN THE ROAD

Husqvarna FC250 CYCLE TORQUE TEST

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Husqvarna separates itself from the motocross pack…

Husqvarna FC250

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CYCLE TORQUE TEST

Fork in the road

WATCH VIDEO NOW

N TESTED BY TODD REED, PHOTOS BY NIGEL PATERSON

HUSQVARNA has a long and rich history of racing success, although in recent years the brand has struggled to achieve success at both racing and in the showrooms, but that’s really starting to change.

A few years back the company was bought by the movers and shakers at KTM, and now the white bikes are benefiting from the technology, development, marketing and engineering which comes with being closely aligned with such a successful off-road brand like KTM. In motocross the brand has really been kicking goals, with successful campaigns in many areas, including the AMA Supercross, so we were stoked to be able to get a ride on the Husqvarna’s 2016 four-stroke lightweight machine, the FC250.

What’s new?

Everything. Yes it’s all new. The 250cc four-stroke engine barely resembles its predecessor, with a new crankshaft, positioned 6mm higher with a 6mm shorter conrod, redesigned crankcases and clutch shaft, new DLC (DiamondLike Carbon) coated camshafts, and a new exhaust system all make for a more compact, lighter and more powerful engine. Husqvarna claim to have dropped slightly over a kilo from the total engine weight, which is down to 26.1kg, and also claim a whopping 46hp at the output shaft. Pretty good numbers for a 250cc four-stroke if you ask me.

The clutch and transmission have been redesigned to fit in the new engine design, the CSS Coil Spring Steel clutch contains seven plates with a CNC machined steel clutch basket for longer life, while a new pressure plate and inner hub increase oil flow and a Magura hydraulic clutch system

at the handlebars all work to improve the consistency and feel of the clutch to the rider. The gearbox ratios remain the same as in previous years, however 2nd, 3rd and 4th gears are wider in physical size and are surface treated differently to improve durability. A new gearbox sensor has been added, which monitors what gear the rider has selected. This is relayed back to the ECU, where upon each gear change a specific map is loaded to better suit each gear. While in the ECU department, a new launch control feature has been added, where the rider can engage the system using a switch on the handlebars to control power output and traction for approximately two seconds after releasing the clutch. Obviously, this is for use off the starting gate and is aimed at improving traction and control. The electric starting system that we know and love from the Austrian brand,has undergone a further improvements too, with efficiencies added to the starting process, a new, lighter battery and a revised wiring system remove another kilogram in total weight saving when compared to the previous model.

The chromoly steel chassis has undergone major changes, the Husky engineers further fine-tuning the flex characteristics of the steel frame and engine mounts to improve handling and increase bump-absorption and feel.

The subframe material has been changed and is now an all new carbon fibre design, which allows for a more compact design and even further weight saving. The WP suspension maintains the same basic components, the 4CS forks and WP rear shock, with the internal valving and spring rates being significantly changed. The rear linkage system has been redesigned with a 3.2mm longer pull rod and new bell crank to compliment the new chassis design.

The list of what’s not new is much smaller than above list, however it’s the these premium components that

can sometimes set one colour apart from the rest. This is where the current generation Husky really shines: Pro Taper handlebars (the real ones not fake brand ones), ODI Lock on grips, Black DID Dirt Star rims, Brembo brakes, CNC Machined triple clamps, Dunlop Geomax tyres, Multiple ECU Map on the fly selection, a ‘real’ gripper seat cover and plastic handguards are just some of the standard features you will find, right off the showroom floor.

The other thing that impressed me after seeing these quality components was flicking through the Husqvarna accessory catalogue, there is a myriad of other genuine accessories and parts available for the FC250 - two types of exhaust systems from FMF and Akrapovic, factory Brembo brakes, bigger brake rotors, different styled seats for your height or preference, lightweight factory billet aluminium parts, factory sticker kits.

Continued on nexton page Continued next page

Husqvarna FC250

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CYCLE TORQUE TEST

SPECIFICATIONS:

On the track Gone are the days of jumping on a Husqvarna and giving yourself some time to get used to things. The 2016 models are as close to a conventional set up as you can get. Initially, I was extremely impressed by just how comfortable the cockpit is, ODI grips are a nice touch and easy on our office-hands and the Pro Taper handlebars have a custom Husqvarna shape with a lower bend which I really like and most other riders will too, the gripper seat is comfy and does the job as it should, unlike others, and the new footpegs offer a nice, wide platform.

The new engine is smooth and calm off the bottom with a healthy mid-range, but it is not until you build the revs right up towards the 14,000rpm redline will the Husky really show its true colours. The top-end power from this machine is exceptional. This makes the FC250 right at home on more open tracks where you can keep it hard on the pipe, using as much of those 46 ponies to your advantage. The standard 13/50 gearing certainly contributes to that top end fast feeling engine too, for some riders adding a tooth to the rear sprocket would certainly bridge that gap and bring the power back to a more useable area. The new clutch and transmission worked faultlessly, with the hydraulic clutch having a great feeling at the lever. The dual map setting is easy to use, with a switch located on the handlebars. With two settings to choose from, standard or aggressive, you can quickly choose which style works best for the conditions you are in. On the day of our test the track had been tilled deep and the top layer was quite soft in some areas, and because of this the aggressive map was our preference. This helped to make the bike more punchy for taking on jumps straight out of a turn or for when you got bogged down in softer dirt and needed a blast of power to get moving again.

The launch control is for use off the starting line and is activated using the same map switch as mentioned above, by beginning in the standard position, switching to aggressive and switching back, an orange coloured EFI light in front of the handlebars will flash, meaning the launch control is now engaged. Once you ‘chop’ the throttle the

launch mode has a tendency to disengage and the flashing light will go out, so you have to be careful during your start preparation. Once activated, it’s pretty simple, hold the throttle wide open, and with the correct clutch release you’ll launch out of the gates with the ECU monitoring the RPM so you don’t break into a handful of wheelspin. Sounds technical, but it works very well once you get it right.

MANUFACTURER: Husqvarna

Predictability is key when it comes to handling and suspension, and Husqvarna has again done a great job in this department. The FC250 is stable at high speed and exiting turns thanks to the new linkage, but remains nimble and agile when cornering, the weight savings surely play a role in this as the Husky is also very responsive to directional changes and is easy to place in the right lines around the track. The Brembo brakes are as good as it gets for production equipment, and besides the KTM (which shares the same braking system), nothing else even comes close to providing the power and feel the Husqvarna delivers. The WP suspension has a plush feel initially and works well around most sections of the track. It’s quite supple and comfortable over the small bumps, but the bigger hits and hard landings can sometimes be a bit too soft and blow through the stroke easily. Take some time to set the sag and dial in the clickers correctly to get the most out of the standard settings. The standard Dunlop Geomax MX52 tyres are a mid-compound tyre, that are well suited to most Australian conditions, offering a great mixture of grip plus durability, they worked well at our test venue and we even have a set on our own motocross bike.

TRANSMISSION: 5 speed

Verdict The 250cc four-stroke motocross class is a very competitive market, and to be honest all of the ‘Big Six’ OEM’s supply a race-ready bike right off the showroom floor. So what sets Husqvarna apart from the rest? They go beyond that raceready concept, by adding premium features to the standard inclusions. There is no need to go throwing aftermarket parts at the new FC to make it truly race ready and competitive at club level, it’s already got most of the things you could want,

MODEL: FC250 YEAR: 2016 ENGINE: Single cylinder 4-stroke DRIVE TYPE: Chain drive FUEL CAPACITY: 7 litres FRAME: Cromoly steel central-tube frame SEAT HEIGHT: 960mm WEIGHT: 101kg FRONT SUSPENSION: WP USD 48mm 4CS closed cartridge, 300mm travel REAR SUSPENSION: WP shock absorber with linkage, 300mm travel BRAKES: Brembo F: 260mm R: 220mm PRICE: $10,995 RRP but the list of accessories that are available is impressive and nigh on endless if you’re after that extra edge. The engine is stellar, and is amongst best in class with its lively, high revving feel. The bike handles great across a range of conditions, and with a bit of time and knowledge the 4CS forks can be dialled in on the money.

If you’re after a new bike, take a good look at the Husqvarna.

Its certainly a player in the 250F market and if you can score a test ride, we are sure you will be impressed. n

Husqvarna FC250 CYCLE TORQUE TEST

GALLERY

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Husqvarna FC250 CYCLE TORQUE TEST

GALLERY

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Husqvarna FC250 CYCLE TORQUE TEST

GALLERY

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Husqvarna FC250 CYCLE TORQUE TEST

GALLERY

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Husqvarna FC250 CYCLE TORQUE TEST

GALLERY

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DIRECTLY INSPIRED AND DEVELOPED FROM THE CHAMPIONSHIP WINNING WORLD SUPERBIKES OF TOM SYKES AND JONATHAN REA, THE 2016 NINJA ZX-10R IS THE CLOSEST THING TO A FACTORY SUPERBIKE KAWASAKI HAVE PRODUCED YET.

ENHANCED ENGINE DESIGN PUMPS OUT A HUGE 147.1 KW (200 PS) ADVANCED ‘BALANCE FREE FRONT FORK’ DEVELOPED FROM WORLD SUPERBIKE HORIZONTAL BACK-LINK REAR SUSPENSION WITH NEW-SPEC SHOWA BFRC LITE SHOCK

HYBRID PREDICTIVE/FEEDBACK SPORTS TRACTION CONTROL SYSTEM

Kawasaki Launch Control Mode (KLCM) FOR THE ULTIMATE STANDING STARTS

POWERFUL MULTI-SENSING INTELLIGENT ANTI-LOCK BRAKE SYSTEM

HIGH PERFORMANCE LIGHTWEIGHT TITANIUM HEADER PIPES AND SILENCER ÖHLINS ELECTRONIC STEERING DAMPER INCREASES STABILITY AT HIGH SPEEDS BOSCH IMU MEASURES 5 DEGREES OF FREEDOM FOR PRECISE CHASSIS ORIENTATION AWARENESS Your Ninja... Your Kawasaki.

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www.kawasaki.com.au

Indian Springfield CYCLE TORQUE LAUNCH

Usurping the King

Indian Springfield CYCLE TORQUE LAUNCH

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Indian has taken on one of HarleyDavidson’s most successful models by targeting the Springfield at the Road King…

Indian Springfield

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CYCLE TORQUE LAUNCH

Usurping the King

WATCH VIDEO NOW

N ARTICLE BY NIGEL PATERSON, RIDING GEAR: SHARK HELMET, ROLAND SANDS JACKET, MOTODRY BOOTS.

THE LAST few years have seen huge growth in the big-bore touring bike market, especially the Americanstyle machines.

Much of that is down to how good the new Rushmore Harley-Davidson machines are, and one of those is the Road King - and now we have the Indian Springfield - a take on that style of bike, with a big removable screen up front and hard cases up the back.

The background Indian motorcycles were first built in Springfield, Massachusetts, USA in 1901, so the new machine first built 115 years later is named for the birthplace of the brand. It joins a line-up dominated by large-capacity touring machines, but it’s the first Indian to have a screen and hard cases - until now you’ve hard the Roadmaster and Chieftain with hard cases but also large fairings or the Vintage with a screen and leather saddlebags. The plan was to build a beautiful machine built for two capable, standard, of giving a couple the perfect weekend. The Indian Springfield is more than that though, stripped of the panniers and screen it’s an incredibly good looking wildly retro cruiser and equipped with a few optional accessories including the top case from the Roadmaster and you have a machine able to take on the long distance tour in comfort and practical style.

The engine ‘111’ is brazenly displayed on the air filter of the Springfield, telling the world the machine is powered by the 111 cubic inch Thunderstroke motor. A 49-degree V-twin styled to look reminiscent of the Indian motors of the 1940s and ’50s, the Thunderstroke might look old, but it’s not. With gobs of torque from right down low in the rev range, the Indian Springfield is easy to get on the move, carries all the weight you’re ever likely to want to load up with ease and provides enough performance to easily get around slow moving traffic.

The six-speed transmission is slick, although it has a fairly long throw on the lever, but it’s not as clunky and agricultural as the transmissions on many cruisers.Like any self-respecting cruiser engine it shakes in its mounts, but it’s a low-level, low revving shake, one which speaks to you of its power, not annoys you with its vibes. Top gear feels like a true overdrive, where the massive pistons inside the 1811cc engine are firing every second lamppost and the speed limit feels like the engine is hardly above idle. Maximum torque of 161.6Nm is reached at just 3000rpm. Because it’s so relaxed at speed, you do need to be prepared to change down to overtake, but that’s a small price to pay for the torque available when snicked down into fifth or fourth - the Indian Springfield then takes off around caravans and trucks at a pace you wouldn’t expect from a 388kg motorcycle. Feeding the beast is fuel injection, and in standard trim it’s a bit throttled but the standard air filter and exhaust - freer breathing units are available as options and improve most aspect of the Springfield’s engine. Throwing a few dollars at your Indian dealer for a stage 1 kit will make

your bike look that little bit more special and go a lot better, although until I rode an upgraded example I wouldn’t have said it needed more horsepower.

Handling the grunt Torque is a twisting force, and preventing the Thunderstroke motor from tying itself in knots is a stiff aluminium frame from the other touring bikes in the range, fat 46mm conventional forks and a single airadjustable shock at the back. Interestingly, Indian has chosen to use chassis geometry quite different from the other machines in its range, which has resulted in a quicker-steering, more dynamic machine than the other bike Indian tourers. The steering head angle is the the same as the Roadmaster and Chieftain tourers, but with a lot less trail, which means it turns much quicker, making it a lot more fun in the tight stuff, although at the price of less stability - but not so much that you’d ever call the Springfield nervous. For a big American tourer the Springfield is a lot of fun in the corners, although the wide, pulled-back handlebars made the front wheel feel like it was a long way forward and didn’t give the feedback I’d come to expect from my earlier tests of the Chieftain and Roadmaster. The suspension provides a very comfortable ride, Springfield gliding across bumps and potholes without fuss or sending the shocks into the rider.

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Indian Springfield

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CYCLE TORQUE LAUNCH American Style

On the road

Indian’s stylists really love the retro style. From the lit front ‘Fender’ ornament to the massive guards themselves, to the engine which looks like it’s a side-valve design to the luxurious king-queen leather saddles, most of the Indian range - the exception being the Scout looks like it could have been built 50 years ago.

The Springfield is designed to be a great place to be. I mean, it’s almost big enough to have its own postcode, so there’s no shortage of room, although I was wishing the screen was either a bit taller, or a bit shorter. Taller and there’d been still air behind it, shorter and my helmet would be happily in the breeze, but the stock one just caught the top of my Shark and rattled it. So if Indian gave me a Springfield I’d request it with the two-inch lower screen and the two inch taller screen. Then I’d be happy with the weather protection, although I’d add the optional heated hand grips for winter tours. I’d also switch the handlebars out for units which I’d have to reach forward for a bit more, because I found the riding position just a little too upright, but this is the beauty of these types of bikes - there’s a plethora of options, so you can tailor the Springfield to suit yourself. Although why anyone puts ape-hangers on defeats me. The standard panniers swallow a decent load of luggage, and they are really convenient on the road. Being top-loaders you can access them whenever stopped and the electronic locking is pretty cool, too. Once you’re loaded up you could play with the air-adjustable rear suspension, something none of the journos on the launch showed any interest in, including me. I found the Springfield to be very comfortable and sure, underdamped when trying to scrape the footboards through fast sweepers, but just ask yourself - how many riders who are seriously considering buying one of these will find fault in the suspension performance? I mean, the last launch I attended was the Kawasaki ZX-10R at the Sepang Grand Prix circuit, so criticising the performance of the Springfield’s suspension would be about as relevant as complaining about the ZX-10R’s luggage capacity…

What did surprise me about the Springfield was its ability in the corners, generous cornering clearance, grunt out of the bends… it added up to a fun factor surprising in anything with footboards.

It’s cruel fun telling passerbys how it took years to find all the parts needed to restore the machine to what you see here, but it’s just so easy to do. Stripping the Springfield back to basics is easy. The panniers are held on with a couple of internal fasteners and the screen pops off in seconds, without tools.

The optional top box similarly can be removed quickly without tools. “What about security,” I hear the paranoid one from the cheap seats screaming… well, the panniers can be locked with a key or electronically, which means you can’t get to the latches, and there’s provision to install some torx screws into the frame of the top box, preventing its removal - and you can’t get to the screws without removing the panniers. In naked form the guards look gigantic, but at least the black leather seat with white stitching stands out. It’s an extra-comfortable work of art your arse will thank you for buying.

Other American styling touches include the tank-mounted single dial instruments (fully electronic, of course), gorgeous headlight nacelle and twin-filler cap fuel tank (the one on the left is a fake). Fuel’s cheap, so they didn’t bother putting a locking cap on the Springfield.

Modern internals Feel free to correct me if I’m wrong, but I reckon the first big American touring bike with an aluminium frame might have been the Gold Wing… and it’s certainly still not common. But along with the aluminium chassis Indian has filled the Springfield with modern, high-tech gizmos and whatsits. First, there’s the things you’d expect - ABS and fuel injection. But did you expect ride-by-wire and electronic pannier locking? I was pleased to see the cruise control carry over from the other touring models, as has the keyless fob starting. So Indian, why no electronic steering lock? Ducati’s done that one. Thanks to the new cast wheels on the Springfield we do get tyre pressure monitoring, and the instruments will also tell you the air temperature, range, tacho, fuel economy and a whole heap more either on the LCD readout or via nine - count ‘em, nine - idiot lights.

Thankfully they are hidden until needed.

Now, while I’m thinking of it, the Springfield is also fitted with passenger footboards, which are adjustable in position, so they can be set up to give your pillion the most comfortable ride they can, and for those of us who wake up next to our pillions, that’s very important.

The cost of all this fun…

Unfortunately, all this fun comes at a cost, that being $33,995 (in Australia), which is close enough to the Harley-Davidson Road King’s

SPECIFICATIONS:

MANUFACTURER: Indian MODEL: Springfield YEAR: 2016 ENGINE: Thunder Stroke 111 (1818cc V-Twin) TRANSMISSION: 6 speed DRIVE TYPE: Belt drive FUEL CAPACITY: 20.8 litres FRAME: Aluminium backbone SEAT HEIGHT: 660mm WEIGHT: 388kg FRONT SUSPENSION: Telescopic fork, 119mm travel REAR SUSPENSION: Air-adjustable single shock - 114mm travel BRAKES: F: 2x 300mm floating rotor 4 piston caliper.

R: 300mm single floating rotor 2 piston caliper PRICE: $33,995 RRP CALL FOR A QUOTE

1800 24 34 64

sticker it’s not really worth worrying about the difference. So what’s it going to be, the established King or the one who would steal the crown? The Road King is a popular bike, for good reason, but the Indian Springfield represents something a bit different, a little more unique but just as soulful. Get a test ride on both before you make the decision. n

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Indian Springfield CYCLE TORQUE LAUNCH

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Indian Springfield CYCLE TORQUE LAUNCH

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Indian Springfield CYCLE TORQUE LAUNCH

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Kawasaki Z1000 ABS CYCLE TORQUE TEST

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LIVE NUDES

Kawasaki Z1000 ABS

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CYCLE TORQUE TEST

Live Nudes

WATCH VIDEO NOW

N TESTED BY RYAN GRUBB, PHOTOS BY NIGEL PATERSON

No rider aids is no problem for the Zed thou’ THE 2016 Kawasaki Z1000 ABS hasn’t departed too far from the design brief over the last few years. It has always been synonymous with having a large, powerful donk and aggressive naked styling, but has gradually evolved since the current model run began in the early 2000s.

The updates for the 2016 model year are subtle, but significant, adding to the ‘Sugomi’ ethos Kawasaki has been using for the ‘Z’ platform in its latest incarnation.

Sugomi roughly translates to ‘imposing’ and ‘aweinspiring’.

2016 updates First and foremost are the updates for 2016, of which there are few. The most crucial of these is the addition of an assist-slipper clutch which uses two types of cams. The assist cam works as a self servo mechanism which reduces spring load. The slipper cam relieves pressure under excessive engine braking to stop the rear wheel locking and skipping under compression. The effectiveness of slipper clutch has also been combined by removing two of the clutch springs, giving the clutch lever a 30 per cent lighter lever pull.

Riding a naked bike in the rain isn’t supposed to be fun.

As I made my way down to Kawasaki HQ to pick the bike up for the test, an important weather update comes over the radio. It was a tornado warning for southern Sydney, with dynamic thunderstorms and hail lashing the east coast of Australia from Sydney toward the Hunter Valley, where Cycle Torque is based and a two hour ride. My

thoughts soon shifted to how I was going to nurse a 140 horsepower liquid-cooled four-cylinder beast without traction control or a gentle power delivering rain map.

The run down from the guys at Kawasaki was simple…

‘Here are the keys, flog it and have fun,’ they said.

Trepidation was at its highest at that point but they were spot on. In very ordinary weather, apprehension disappears quickly aboard the Z1000 ABS. Power delivery is direct but very predictable and smooth through what is a magnificent engine. This allowed for a confident dash through the city and even inspired a jaunt through the back roads on the way home, where I could still enjoy the Z1000, the roads, the engine and its intake howl, despite being absolutely soaked.

Despite the lack of engine maps and rider aids, this flexible powerplant can be ridden safely in all sorts of weather conditions, and it’s fun, too.

Suspension is towards the firm side and it can be a real pain on ordinary, pot-holed surfaces. The front is damped by fully adjustable Showa SFF-BP 41mm upside down forks, while the rear is a horizontal back-link mounted single shock: gas-charged, morning-wood stiff and adjustable for rebound and preload.

to improve mass centralisation, which in turn improves handling, partly by allowing the exhaust to occupy the space where the Uni-Trak suspension linkage would be… but we think the design was also adopted to make the whole back of the bike shorter, to emphasis the svelte back-end of the Z1000.

The Z1000 is set up this way because it is well suited towards hard riding, catering to the majority of its market.

Those forks are trick - Separate Function Forks (one side damping, one preload) with Big Pistons are as good or better than you’ll find on many fully-faired sportsbikes.

The good news - it’s easily fixed in the front with full adjustment. And the bad news - the rear will need a bit more work to soften it up. At the end of the day, what is lost on the poorest of Australian roads will be more than made up for on well surfaced twisties or at a track-day, where the Z1000 will show its full potential and rock your world.

The horizontal back-link shock mounting system is used

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Kawasaki Z1000 ABS

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CYCLE TORQUE TEST

SPECIFICATIONS: The fact is the Z1000 is a sportsbike, it just doesn’t have a fairing. Sure, it’s not as uncompromising as a ZX-10R, but that’s a race bike, where the Z1000 is designed for sporting fun on the track or public roads. But if you’re looking for something plush and comfy, check out the Versys 1000 from Kawasaki…

Stopping the bike is a pair of semi-floating 310mm radialmounted and opposed four-piston calipers up front and a single 250mm disc at the rear. As you would expect, the brakes are seriously good, if not faultless for a naked bike. The initial bite is strong and brake feel is excellent.

The braking package is well suited to the performance characteristics of the engine and quick handling chassis, which warrants late braking when ridden hard. With the inclusion of the slipper clutch, Kawasaki has also made a more forgiving motorcycle when you are screaming to halt. Enthusiastic riders the Z1000 is aimed at will feel right at home on the chocks and those with less experience won’t be put off either.

It ain’t broke (but it needs a tail tidy) The Z1000 has gone through a styling transformation since inception in the 1970s, departing from the UJM to more of a streetfighter-based machine from 2003.

The 2016 Kawasaki Z1000 ABS, in keeping with the futuristic theme embodied within the Sugomi ethos, has style in spades. The dash is compact and features comprehensive instruments, the tacho is comprised of 16 LEDs which light up like the Millennium Falcon going into hyperspace. The headlight has the same crouching tiger, ready-to-strike shape of the last few years but they too have been replaced by reflector-less LEDs. The seat features a distinctive ‘Z’ logo pattern which is a nice touch.

Other points go to Kawasaki for matching the anodised outer forks with the colour scheme and taking the effort

to make a standard exhaust look good, although the Two Brothers slip-on pipes for the Z1000 look awesome.

Besides the obligatory tail tidy, which should have been phased in already (and made your new Z1000 cheaper), the machine looks great - but it could always be improved. Kawasaki’s offering a smoked ‘meter cover’, which we would have described as a fly screen over the instruments, knee pads for the tank, a tank pad with keyguard, axle protectors and some really cool engine and crankcase guards.

Kawasaki is also offering some SW-Motech developed luggage, a tankbag and tailbag.

MANUFACTURER: Kawasaki MODEL: Z1000 ABS YEAR: 2016 ENGINE: Liquid-cooled, 4-stroke In-Line Four TRANSMISSION: 6-speed, return DRIVE TYPE: Chain drive FUEL CAPACITY: 17 litres FRAME: Auminium twin tube SEAT HEIGHT: 815mm WEIGHT: 221kg

Go Go Gadget legs!

The Z1000 ABS surprisingly passes the tall-guy test with flying colours. The seat height is low at 815mm and throwing a leg over makes tall riders like myself feel a bit like Inspector Gadget on a supersport machine, but the distance from the pegs to the tank is very accommodating and firmly locks your lower body into the bike. This is noticed and most appreciated when lean angles increase but also allows enough space for a fairly comfortable, relaxed ride. For the pillion, they’re best thumbing it because there’s not a great deal on offer. If you plan on doing lots of two-up riding, the Z1000 probably shouldn’t be on your shopping list. Most people will be on the back once - for a quick thrill ride and it’s suited well enough for scaring the shit out of unsuspecting victims.

Overall On Australian roads the ‘Zed thou’ has a few shortcomings by today’s standards, but they don’t add up to a dislikable motorcycle. ABS is the only high-tech electronic aid: there

FRONT SUSPENSION: 41 mm inverted fork with stepless compression and rebound damping and spring preload adjustability REAR SUSPENSION: Horizontal Back-link, gascharged, with stepless rebound damping and spring preload adjustability BRAKES: F: ABS Dual radial-mounted, 4-piston with semi-floating 310 mm petal discs, R: ABS Singlepiston, 250 mm petal disc PRICE: $15,495 RRP +ORC CALL FOR A QUOTE

1800 24 34 64

is no traction control, there are no rider modes and the rear suspension is over sprung for maximum everyday comfort. But there’s just so much power on hand and its delivery is absolutely flawless, so it’s a blast to ride.

Without rider aids you will still be able to enjoy riding the Z1000 ABS every day. It’s just that there will be other days where you will enjoy it a whole bunch more. n

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Kawasaki Z1000 ABS CYCLE TORQUE TEST

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CYCLE TORQUE FEATURE

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TOP TEN

13

ESSENTIALS FOR ROAD RIDERS Beyond the standard helmet, boots and jacket, there’s a bunch of essentials every road rider needs to know about, and we were pretty surprised when our list blew out from 10 to 13 classifications.

Now, you don’t need any of these things to ride a motorcycle, but if you’re serious about road riding you really do need to consider if these things are essential for you - here at Cycle Torque we’ve used all of these types of products over the years and consider them to be essential, although not all for every ride.

We’ve also made a video about these products, check out the video links on the following pages.

Products in no particular order.

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CYCLE TORQUE FEATURE

Luggage

1.

WATCH VIDEO NOW

PART ONE

You need some way to carry some gear, and these days almost no bikes have any luggage capacity except touring bikes. Now backpacks are great, but they put a lot of strain on your shoulders and back, so having a US-20 Drypack from Kriega gives you 20 litres of carrying capacity and it can work in a number of ways.

Firstly, the US Drypacks, which come in a number of sizes, attach around the pillion seat, or onto your tank with the optional Tank Converter from Kreiga, or you can use the shoulder strap, but that’s only recommended for when you’re off the bike.

Also from Kreiga is the Sling Bag, an 8-litre capacity single-strap bag for holding day-today stuff which is really easy to carry.

Both these Kreiga bags are designed to keep the weather out - fully waterproof and made from thick, durable materials, Kreiga’s reputation for its luggage is all about toughness, durability and long-life. kriega.com.au Continued on next page

CYCLE TORQUE FEATURE

Overgloves

2.

WATCH VIDEO NOW

PART TWO

There are a number of drawbacks to thick, waterproof winter gloves – they tend to get saturated and can take days to dry out in heavy rain, many people don’t like the lack of feel at the controls compared to thin gloves, they take up a lot of luggage space when not being used and they can be expensive too. All reasons to have a pair of RainOff overgloves from Andy Strapz.

A mitt-like glove featuring either one or twofinger designs, the RainOff overglove goes over your normal riding gloves to provide a windproof and waterproof solution which is inexpensive (just $70), comfortable, lightweight and compact.

They are supplied in a convenient carry pouch so you won’t need to take multiple sets of gloves, can fit over summer gloves or winter gauntlets and dry out quickly. andystrapz.com

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CYCLE TORQUE FEATURE

3.

WATCH VIDEO NOW

PART TWO

Sounds in your head Just the wind noise whistling past your helmet can be so loud it can, over time, damage your hearing. Adding a great sounding pipe can make things worse, and trying to add music or listen to a pillion passenger, radio or mobile phone only makes things worse.

Disposable earplugs work great, but custom silicone earplugs are versatile and more comfortable over long distances

Using earplugs makes a huge difference. These days, any decent ride at highway speeds will give me a splitting headache in just a few hours if I don’t have hearing protection.

Oxford offers packs of 25 3M foam earplugs which are perfect for motorcycle use and come with a plastic container to store your current set in - I use the same set all day, removing them at stops.

The other alternative is custom-made silicone ear plugs. They are more comfortable than foam earplugs because they are moulded to suit your ears - the silicon is injected into your ear and allowed to set, so you know they fit perfectly.

As an option you can then have one of a variety of audio options installed, so you can listen to your passenger, attach them to other devices such as phones or intercoms and enjoy reduced wind noise and the sounds you love.

Pictured: Earmold silicone, earmold.com.au Continued on next page

CYCLE TORQUE FEATURE

WATCH VIDEO NOW

4.

PART TWO

A decent back protector

Many bike jackets are supplied with a back protector - but too many are just a basic piece of cheap foam or rubber. These protectors failed so often Europe developed quality-assurance standards for motorcycle protectors, and few jackets are supplied with armour this good – and that’s often because people who understand generally buy the armour which suits them best.

The image above is the Spidi Back EVO Warrior protector, and it’s one which can be worn separately, such as under a set of full racing leathers, but there’s nothing to stop you wearing something like this under a leather or textile jacket.

However, you can also get smaller CE-approved back protectors which slip into the built-in pockets of jackets from most of the major quality manufacturers such as Spidi, Segura, AlpineStars, Ixon and more.

And if you do have a jacket with a cheap foam protector, you can toss it in favour of a CE-approved one, too. spidi.com.au Continued on next page

ENHANCED ESTERS FOR FASTER, SMOOTHER SHIFTING

Katana Off-Road is a 100% synthetic, ester-based lubricant for 4-stroke motorcycles, designed to deliver good off-road sports riding performance. The "speed & easy shift" innovation will transform your riding experience. Gear changes are fast and smooth; you will discover pure riding pleasure and faster acceleration. Its formula responds to the extreme stresses on the clutch.

WWW.IPONE.COM

FICEDA.COM.AU

IPONE, exclusive supplier to the MXGP Championship.

CYCLE TORQUE FEATURE

5.

WATCH VIDEO NOW

PART THREE

Know your pressure

The single biggest cause of poor handling is low tyre pressures. Adding to the problem is by using a service station air compressor your tyres are warm - because you just rode there - and those gauges are notoriously inaccurate.

So get yourself a good tyre pressure gauge, like this Stethoguage from Tyre Pliers. They have three different types to suit different vehicles, but this one - the 0-60psi or 0-400kpa gauge - is the right one for most motorcyclists.

The vast majority of bikes run between 10 and 50 PSI, but of course road bikes run from mid-20s to mid-40s.

This Stethogauge is in the meat of its range for those pressures, and it’s easy to tell the accuracy down to one psi.

When I was racing I could tell if my tyres were down by even two psi, and I was just a C-grade nobody, so it’s important to learn and understand tyre pressures to get maximum tyre life, handling and safety.

The Stetho-gauge is supplied in its own heavy-duty plastic carry case, has a bleed button for releasing air and is built to last.

To use, just push it down hard on tyre valve and press the button on the side to release air. If you don’t have your own compressor, use the gauge at home, before you leave and note how much extra air is required - then add that much at the service station, which will give you an idea of how much extra pressure builds up when your tyres are warm. tyrepliers.com.au

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CYCLE TORQUE FEATURE

WATCH VIDEO NOW

PART THREE

6.

A brighter headlight Does it get dark at your place? You know, night-time?

If night-time isn’t a good reason not to ride your bike, you need a Phillips X-treme Vision Moto headlight globe.

It’ll punch through the darkness up to twice as far as a standard high beam, so you’ll be able to see the nasties out to get you that much easier. ficeda.com.au

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CYCLE TORQUE FEATURE

Easy communication

WATCH VIDEO NOW

7.

PART THREE

Talking to you passenger or taking hands-free calls on a bike is all possible with the Shad BC-02 and BC-03 headset units. They mount inside your helmet easily and allow two-way communication. They use Bluetooth technology to communicate with your smartphone, GPS or passenger, so there’s no cable needing to run out of your hemet, and they controls are really simple and easy to operate.

Designed for use at speeds up to 80km/h - although they will work at higher speeds if you have a protective fairing and low wind noise - the Shad BC02 and BC-03 feature two low-profile speakers, voice answering, handsfree connection to your smartphone or GPS, music playback and are dual link. The difference between the two is the BC-03 allows communication with a pillion passenger, so if you don’t plan on talking to the back seat, the BC-02 is fine. If you do actually like talking instruction from the back seat rider, they will need a BC-02, you’ll need a BC-03. motonational.com.au

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CYCLE TORQUE FEATURE

8.

WATCH VIDEO NOW

PART 3.5

Holding your end up

Most bikes don’t have centrestands these days, so you need an Anderson Bike Stand. The Universal Rear Stand holds up most twin-swingarm models and it comes with both pick-up knob and flat L-type pick ups for bikes like this Yamaha FZ-6.

A bike stand is essential for easy chain lubing and chain adjustment, wheel removal for tyre changing - you can save yourself quite a few dollars if you’re willing to pull the wheel out of the bike yourself and cleaning.

Ours is finished in good-looking chrome, but there’s a variety of colours available, but more importantly the Universal Rear Stand works great.

It’s adjustable for height via the four position wheels, so you can use it on a huge variety of road and trail bikes. The arms position in and out depending on the swingarm, making them easy to use.

Many years of building and developing bikes stands means Anderson stands are practical and have lots of great ideas, like to pivoting plates which make sure the bike sits flat. andersonstands.com

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CYCLE TORQUE FEATURE

Mid-Layer clothing

9.

WATCH VIDEO NOW

PART FOUR

OK, so you’ve got a great jacket, but have you given any thought to what goes underneath? Oxford ‘ChillOut’ Layers is a highperformance layering system which is not only breathable and windproof, but also anti-odour and extra comfortable thanks to its flat-lock seams.

The basic idea is to keep the chill which gets through your jacket out, but at the same time now bulk-up with thick wooly jumpers.

The Oxford layers are designed for use on a bike, with stretch panels for comfort, hooks in the sleeves for thumbs (so it can’t ride up inside the jacket), flat seams to reduce pressure points, a breathable construction to wick away sweat from the skin, sidezip design and a double-zip top closure to protect your neck. ficeda.com.au

Continued on next page

CYCLE TORQUE FEATURE WATCH VIDEO NOW

PART FOUR

10.

Protect your head and neck Keeping the dust, fumes and cold weather away makes for more comfortable riding and possibly a longer life, too. Neckwarmers are great in the really cold weather, but something like the Oxford comfy range of head and neckwear is a lot more versatile and comfortable than a thick, scratchy neckwarmer.

You can wear these a bunch of ways: like a beanie, neck tube, face mask, bandana and more.

Stretchy, comfy and versatile, having one of these in your travel bag is a really good idea. ficeda.com.au Continued on next page

CYCLE TORQUE FEATURE

Kevlar-lined jeans and jackets

11.

WATCH VIDEO NOW

PART FIVE

Many motorcyclists are still riding around in fashion denim jeans believing they’re going to be protected in an accident - but jeans simply don’t cut it, failing on impact. You need a material which is much stronger, which is why Draggin Jeans started building its highly protective products a couple of decades back.

So get yourself some kevlar or Draggin Jeans ‘Roomoto’ lined gear - prettywell only high quality leathers will do a better job.

The latest gear from Draggin is the BLKGEN jeans.

Off the bike they look like your fashionable pair of everyday jeans, with no external stitching and a classic cut. Inside is Draggin’s ‘Roomoto’ protective fibre-based fabric, a mesh comfort liner and internal pockets for the optional armour.

They are comfortable and breathable and look great on and off the bike, as well as being protective.

Motorcycles and hoodies haven’t really gone together all that well, until now - Draggin Jeans has reinvented the product, again. The Roo Hoody is a comfortable soft, warm jacket off the bike, but it’s a water-resistant armoured jacket on the bike.

The hood zips-off, getting out of the way and not flapping about if you’re doing any speed or distance. There’s CEapproved armour in the back, shoulders and elbows, plus Draggin’s Roomoto material in the high impact areas for further protection.

This has got to be one of the most comfortable jackets around and, just like Draggin Jeans, doesn’t make you look like a refugee from the racetrack, Dakar Rally or a Marlon Brando film just to wear safe riding gear. dragginjeans.net Continued on next page

CYCLE TORQUE FEATURE

Flat fixing

12.

WATCH VIDEO NOW

HOW TO

There are few things you can do to avoid getting flats, like keeping your tyres inflated correctly and replacing your tyres while they still have a bit of tread left - turns out 90 per cent of flats happen in the last 10 per cent of tyre life. But some flats are simply unavoidable, and getting back on your way when all the air in your tyre has escaped requires a puncture repair kit.

The Cargol Turn & Go kits from Grypp are great for road riders with tubeless tyres, and the company makes repair kits for everything from bicycles to ATVs to motorcycles to cars and light trucks.

We’ve used these plugs and know they work, check out our tyre repair video on the Cycle Torque Youtube Channel, by tapping the above link, for more information about using the kits. kenma.com.au

Continued on next page

CYCLE TORQUE FEATURE

13.

Bike Protection Look, let’s face it, bikes fall over, and when they do they get damaged. Oggy Knobbs won’t prevent all damage, but they will prevent a lot of damage from a minor topple over and often quite a lot of damage from an actual crash, they can significantly reduce your repair bill - but the difference can also be between riding home and seeing your bike on a trailer or tow truck.

For that reason, we’ve fitted Oggy Knobbs to the track day FZ-6, because this bike is bound to go down at some stage. kenma.com.au

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QUAD TORQUE NEWS

cycletorque.com.au JUNE 2016 I 66

Polaris campaigns for ROPS ATVs POLARIS has unveiled a TV campaign highlighting the roll-over protection on 23 of their machines in response to a WorkSafe announcement that crush protection devices will become mandatory in Victorian workplaces.

The decision from WorkSafe Victoria means an employer which uses a quad/ATV in the workplace – and there is a risk of rollover – WorkSafe will require a suitably designed and tested crush protection device be fitted to the plant.

This mandate only affects Victoria.

Peter Alexander, Managing Director of Polaris Australia and New Zealand said, “the purpose of our TV advertising campaign is simply to show consumers that they already have a choice, as Polaris already offers engineered and certified alternatives for rollover protection.”

“A model such as the Polaris ACE offers many of the benefits of an ATV with inherent safety technology included.”

The Federal Chamber of Automotive Industries (FCAI) Chief Executive Tony Weber contests the CPD mandate, saying it is at odds with the most reliable science on the matter.

CPDs may in fact cause as many new injuries as they prevent.

“It also flies in the face of the conclusions of the

deputy state coroners who recently conducted Coronial Inquests in NSW and Qld,” Mr Weber said.

“Both coroners found that there is insufficient evidence to make any such recommendation, and recommended instead that the proponents of (CPDs) should focus on establishing the safety and benefits of the devices first and foremost.

“If WorkSafe Victoria has new scientific evidence to support their position on (CPDs) it should disclose that evidence immediately, and put it in the public domain for all ATV users.”

Polaris has stated its views are in line with the FCAI’s position, not supporting the fitment of aftermarket crush protection devices. ”Polaris already offers engineered and globally certified rollover protection in the form of its 23 models with Rollover Protection Structures (ROPS),” Mr Alexander said.

“We remain mindful that there is substantial and credible research stacked against the use of crush protection devices and we will be interested to review the market control mechanisms WorkSafe may envisage as aftermarket companies lay claim to safety contraptions and net safety benefits.”

“We encourage customers to consider the inherent benefits of many technologies found in Polaris products, including ROPS, Speed Key, Descent Control, Seat Belt Interlockers, seat belts, side nets and other features that farmers may want to consider when they are balancing utility, safety and purpose.” n

QUAD TORQUE NEWS

cycletorque.com.au JUNE 2016 I 67

Finke Desert Race Preview AUSTRALIA’S biggest desert race, the Finke, will be on again June 10-13.

The UTVs will be run in two categories – Super/Turbo not exceeding 2050cc now called Superlite B, and naturally aspirated machines not exceeding 1200cc now labelled Superlite A. This year’s event has received 16 entries in the boosted UTV class with a further 17 running naturally aspirated machines.

It’s quite a star studded list of competitors this year with names such as Matt Mingay, Cody Crocker, and Phil Lovett scheduled to take part in the UTV competition.

Mingay is perhaps best known for his motorcycle stunts at V8 Supercar events throughout the nation, appearances in movies such as Mission Impossible, and more latterly driving one of Robbie Gordon’s Super Stadium Trucks both in Australia and the USA. “I had an insane amount of fun last year and when Polaris told me I was getting the big-banger RZR XP Turbo for 2016 I was stoked,” Mingay said.

“The RZR XP 1000 astounded me last year with its power and handling and ability to handle those massive motocross jumps. To have all that plus 30 per cent more horsepower and turbo grunt is thrilling.

“I’ve always wanted to do Finke and can’t wait to have a crack at it.”

As for Cody Crocker, his credentials are impeccable although most recently he had a slight hurdle coming out of blocks at round one of the Australian Off-Road Championships in Mildura.

Crocker was in a commanding position to take out a round one win of the Superlite A class, however a broken shock saw the lead slip away while trackside repairs allowed him to make it to the finish in third place.

“This season is full-on, with six SXS Championship events plus the three AORC events,” Crocker said.

“These events are much better suited to the average punter too as the cost of time and travel is substantially less than ARC. “Combined with the production-based format for the events, it also means anyone can buy a vehicle off the showroom floor and with a few CAMS mods, be super competitive.

“I know I’m in for a battle on the track.”

Phil Lovett is a genuine Finke Desert Race legend having won the event on two wheels on three occasions (1981, 1982 and 1985). More recently Lovett has been competing in the Australian Superbike Championship alongside his daughter Sophie.

This year he is competing in a Can Am Maverick Rotax 1000cc in the Superlite B category.

In the ATV categories, seventeen entries have been received in the up to 40 years age category with 14 riders entered for the over 40 age division.

Hayden Bentley, won the event on King Shocks, that makes it two years in a row for us.”

A strong mixture of KTM, Honda, Yamaha, Can-Am, Suzuki, Polaris, and Bombardier machinery is represented in both classes.

King Shocks manufacture custom-made adjustable and rebuildable automotive shock absorbers and performance products for off-road racing, 4WD utility vehicles and heavy vehicle transport trucks.

2015 ATV winners Paul Hughes (up to 40) and Dale Harris (over 40) will each be looking to take respective line honours again. This year, Hughes will be aboard the Can-Am X, while Harris will look to get the job done on a Yamaha YFZ450R.

The two-day off-road, multi terrain two-day race for quads, bikes, cars and buggies through desert country from Alice Springs to the small Aputula (Finke) community.

Prologue for this year’s event to determine the start order will be held on an eight kilometre circuit at the Alice Springs start/finish on Saturday, June 11 with Race Day 1 on Sunday, June 12 for the 226 kilometre journey to the overnight stop at Finke before the field returns to the Alice Springs finish on Monday, June 13.

King Shocks Australia has also announced it will offer a test and tune session at the Finke.

Michael Zacka from King Shocks Australia said “we’re very proud of the fact that last year’s King of the Desert,

The race is held each year on the Queen’s Birthday long weekend in June.

The Finke has the reputation of being one of the most difficult off-road courses in one of the most remote places in the world.

The racetrack follows the route of the old Gahn which ran through the centre of Australia from North to South before being moved further West. n

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Hot

Chopper

If you are into bikes and you travel through Sydney’s Inner West regularly it’s likely that you’ll see Tim Tizzone’s beautiful red Aussie Chopper. With it’s parallel twin motor and hard tail frame finished in flaming red this bike really gets a lot of attention.

You might be mistaken for thinking this custom started out as an old Triumph but upon closer inspection, you will find it’s actually a Yamaha XS650. Proof indeed that it’s possible to have a chopper which is both gorgeous and reliable. A rare combination.

Yamaha’s XS650 is commonly used as a custom motorcycle platform but finding one that has been ‘chopped’ was a real surprise for Tim Tizzone. “When I saw it I was in love with

it straight away. I could see it had potential. I had this idea that I wanted an old school Aussie style chopper and not a Harley Davidson. I remember seeing pictures of Triumph Bonnevilles and Honda 750 fours that were chopped and this caught my imagination. I liked the idea of authentic Australian bikers riding choppers. Australian Choppers!”

The rugged and reliable Yamaha parallel twin engine was introduced in 1968 and was the chosen power plant for the Continued on next page

cycletorque.com.au cycletorque.com.au JUNE JUNE 2016 2016 II 70 70

mid-sized XS650. This ground breaking parallel twin featured a 360˚ crank angle which provided an even firing interval to create a uniquely vibrant engine.

When Tim discovered the bike, it was an unfinished project that was lying in a shed. “You can imagine my surprise when I saw it for the first time! It was just lying there as an unfinished project and there was just an engine and a frame. No wiring. There were some random pieces in a box but otherwise it was completely raw. I made an offer and managed to get it for a real bargain.” Being a panel beater by trade, Tim knew that he could make something really special.

“I knew I could restore this thing with my own hands.” and so the custom build began.

Setting to work, Tim stripped the bike out and started the restoration process. “I wanted the bike to be a real headturner.

I had this vision of a flaming red chopper with skulls and cross bones, you know, a real Aussie chopper. I loved the riding position, where the forward controls sit and the height of the handlebars.” As the build came together Tim knew that he was building something special. “Pretty much everything I like on the bike but I am really proud of the Harley Davidson

oil reservoir that is now holds most of the electrics. It looks like an oil tank and it adds to the chopper style of the bike.”

Now that the bike is complete, there are no shortage of offers from willing punters looking for a piece of this Aussie Chopper. Tim insists that he will never sell his custom machine.

“I get heaps of offers but I won’t sell it. I feel like the bike is a part of me now. I’ve built it with my own hands and it comes from my own ideas. I did everything on my own. This is the first bike that I have ever restored. I just love it and when I die, I want to be buried with it.”

cycletorque.com.au cycletorque.com.au JUNE JUNE 2016 2016 II 71 71

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

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

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

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

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

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

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

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

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

CYCLE TORQUE STORE

cycletorque.com.au JUNE 2016 I 73

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5. Italian Custom Motorcycles – $39.99

Australia’s love affair with motorcycle racing and its fearless heroes was meant to be. Two things have made it so enticing. The first is the inherent love of freedom, speed and adrenalin - that wild feeling of the wind whipping your face as you fight to take the machine as fast as it can go. The second is the ingrained Australian desire to test ourselves against the rest of the world - to be the quickest of all.

This is Australia’s first ever classic motorcycle racing magazine and is full of race bike tests, racing history and racing people.

In this issue we test a Yamaha TZ750, Seeley Commando, Ducati TTF1 and a Honda CB500/4. Darryl Flack gives an insight into the race history of the Honda V4 engine and we look at Dennis Neill the racer and the man. We also go back in time with Don Cox who tells us all about Tom Phillis, Honda’s first world champ and an Aussie.

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Welcome to the gypsy world of the Continental Circus private entrants - warts and all - with the joys, camaraderie, heartache, laughs and low acts. It was a time when rider usually had to be truck driver, mechanic, cook and start-money negotiator as well. And management help? You wish! In the 1950s, it was considered un-Australian to push your own barrow.

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

6. BMW Custom Motorcycles – $39.99

Many books have been published about BMW motorcycles, but no-one has focussed solely on the BMW chopper, bobber, trike and quad bike custom scene - until now. Although not normally associated with the brand, there are some fantastic BMW customs out there, old and new; this book showcases them in all their innovative glory.

7. Motocourse 2013/2014 – $59.95

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

8. And On That Bombshell – $32.99

I was Top Gear’s script editor for 13 years and all 22 series. I basically used to check spelling and think of stupid gags about The Stig. I also got to hang around with Jeremy Clarkson, Richard Hammond and James May. Then I realised that I had quite a few stories to tell from behind the scenes on the show. I remembered whose daft idea it was to get a dog. I recalled the willfully stupid way in which we decorated our horrible office. I had a sudden flashback to the time a Bolivian drug lord threatened to kill us. I decided I should write down some of these stories. So I have. I hope you like them.

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

CYCLE TORQUE STORE

cycletorque.com.au JUNE 2016 I 74

Book Shop 6 2

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Through words and images we can relive the most exciting moments of the year, the 2007 World Champion Casey Stoner and Noriuki Haga and Michel Fabrizio in the Superbike championship. This emotional year is presented in a collectors edition which symbolises all the prestige of a marque that has written and continues to write some of the most exciting chapters in the history of world motorcycle racing.

2. TT Talking- The TT’s most exciting Era – $27.99

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.

3. Round Oz Ride – $70

4. How to: Build a Cafe Racer – $42.95

What’s old is new again, and the newest trend on the block is Cafe’ Racers. Find out how to choose the right bike, not any bike will do, then modify and convert. From shocks and tyres to engine modifications this publications will take you through step by step for the best result.

Including a gallery of finished bikes, not just Triumphs or Nortons, but nearly every brand imaginable from Japan, Italy, the UK and Germany.

The final chapters include two, start-to-finish Cafe’ builds.

5. Motocourse 2010/2011 – $54.95

Motocourse contains full reports and complete results on all MotoGP races. It also has a comprehensive review of the World Superbike series, which features reports and results on every round. The book also features Isle of Man TT, British Superbike Championship, and the AMA series.

6 Dreamracer – $24.95

Kog and his son James set off to ride around Australia in 40 days in search of the meaning of life or at least some answers to the big questions of life... well ok... to just have fun. 17,750kms in 40 days.

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. UBUNTU – $29.99

As you travel Africa, you will find the way of ubuntu – the universal bond that connects all of humanity as one.’

At the age of twenty-eight, while sitting in a friend’s backyard in the remote mining township of Jabiru, Heather Ellis has a light-bulb moment: she is going to ride a motorcycle across Africa.

8. Riding the road of bones 2 disc DVD set. – $39.99

The 30,000 km motorbike ride from London to Magadan, on the edge of Russia, has been described as one of the most challenging rides in the world. For four long months a group of adventure riders from around the world travelled across a quarter of the Earth’s surface, pushing themselves and their bikes to the limit.

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

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

THE BEASTLY POWER

TO TAKE YOU FURTHER, FASTER Meet KTM’s radical new sports tourer – the KTM 1290 SUPER DUKE GT. Packed with the same ferocious power as the infamous ‘BEAST’ – KTM 1290 SUPER DUKE R – but with additional long-distance capabilities. A larger 23-liter tank and improved wind protection enable you to race off further into the distance than ever before. If eating up miles is what you’re after, we’ve created the perfect machine for you.

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SHOP TORQUE

Better Bikes Better Bikes Sydney specialise in a wide range of quality used bikes, being the only shop which is dedicated to used bikes in Sydney as well as being the biggest Ural sidecar dealership in Australia.

Established in 1991 by Roland Slopianka, Better Bikes is still being run by Roland today, some 25 years later.

Motorcycles have been Roland’s passion since childhood, he is a fully licensed motorcycle mechanic, AUVIS (Blue Slip) and AIS inspector, but Better Bikes Sydney do not operate a service workshop to the public - his workshop is dedicated to giving the bikes a thorough workshop check and provide any service the bike may need before it hits the showroom floor.

Roland said he is proud of the fact he has a consistent team of staff that have been with him for years - his manager has been with him for eight years, while his mechanic has been with him for 17 years - a combined 50 years of experience at the one shop.

The range of bikes at the Belmore showroom is impressive. On any day you can find everything from learner, touring, sports, cruisers and classics, and the exceptionally high quality of every bike on the showroom floor is impressive.

Customer feedback on the business is also very high, Better Bikes has a five star Google rating, and a quick search of the comments yeilds the information that many people have relied on Roland and his crew time and time again, putting their trust in the team to buy their second, third or even fourth bike from Roland and Better Bikes Sydney.

You don’t stay in business for 25 years without doing something right, Roland says it’s simple. Better Bikes Sydney prides itself on the quality of their bikes along with good customer service. That’s the only way to develop a reputation which it has maintained in the industry for two-and-a-half decades.

Better Bikes Sydney is located at 605 Canterbury Road, Belmore. Check out their website at www.betterbikes.com.au to see what’s on the showroom floor and if anything takes your fancy, give them a call on (02) 9718 6668 n

cycletorque.com.au JUNE 2016 I 76

TRACK TRAINING

cycletorque.com.au JUNE 2016 I 77

Aprilia, motoDNA and Bikebiz combine for track day test fest Riders of all abilities worked on learning and improving their advanced riding techniques throughout six sessions of the motoDNA’s Riders Academy.

Each session consists of a combination of classroom, practical on track and coaches’ feedback using ‘shadowing video-analysis’ on the tight and technical South Circuit of SMSP.

Nige’ aboard the new Tuono V4 RR

OVER 50 motorcyclists were treated to a day at the track on brand new Aprilias at a recent motoDNA rider training day held at Sydney Motorsport Park.

This track time with a difference was organised through the cooperation of both Aprilia Australia and BikeBiz along with motoDNA.

One of the sessions included the opportunity to take out an Aprilia RSV4RR, Tuono V4RR, Shiver or Caponord thanks to Aprilia Australia and BikeBiz.

Mark Condon, Spokesperson for Bikebiz, said although he meets a broad range of motorcyclists every day, being involved in an event like this you can really see things in action.

Alana Baratto, Marketing Executive for Aprilia Australia said “it is important for Aprilia to provide customers with unique experiences to showcase the capabilities of the Aprilia range of motorcycles.

“Aprilia produces class leading sports and touring motorcycles, whose technology, performance and engineering have been developed on the race track, and to quote the brand mantra ‘designed for racers, built for riders’. “The motoDNA training program enhances the customers experience of our motorcycles in the environment for which they were designed.” motoDNA Chief trainer Mark ‘Irish’ McVeigh said the event is a good way to add value and provide an experience for riders.

“Our aim is to make every motoDNA rider training day fun.”

“Riders are more likely to retain the knowledge they receive during training if they are having a good time.”

“Aprilia and BikeBiz have done a great job today preparing these beautiful bikes.”

“Getting to ride bikes like these for most people

Continued on next page

TRACK TRAINING

cycletorque.com.au JUNE 2016 I 78

is an experience they aren’t likely to forget in a hurry and those here that own similar flagship bikes really appreciate the experience,” McVeigh said.

Ryan Grubb, the Digital Editor at Cycle Torque has been to two motoDNA training days over the last 12 months and Cycle Torque has seen his skills develop firsthand, hear it from him: “It has been almost one year since I completed motoDNA’s level 1 course, and although that was a day where I felt my skills had been fast-tracked, since then I haven’t really felt like my skills have gone to the next level. That was of course, until I went back.

“I have been mostly commuting since then so it has been hard to judge, the advanced techniques come in handy from time to time, I mostly use them during photoshoots to look faster (laughs). It wasn’t until going on a few

longer rides which included two weeks touring Vietnam and a four-day trip past the Victorian border that I realised how these skills were becoming second nature.

“It was surprising how proficient I had become on tricky technical roads.

“While some of that credit goes to hours in the saddle, most (if not, all) of that credit goes to Irish and motoDNA’s training program.” motoDNA run training across the east coast including Sydney, Brisbane and the Gold Coast.

Head to motodna.net for bookings and more info. n

World Superbike winner and MotoDNA coach Pete Goddard

A wide range of motorcyclists turned out to sample Aprilia’s wares

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

New Dual-CompouND washougal II Everything has to come together on race day. Without full confidence in your setup you can’t focus on the only crucial objective: Winning. It starts and ends with your tyres.

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TORQUING BACK

Letters

cycletorque.com.au JUNE 2016 I 80

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

Absolutely brilliant that you have taken over Nigel! The ‘Pickett Ego Roadshow’ was pitiful. The magazine & TV show had become nothing but a platform to promote themselves and to be honest, what was there to promote anyway?

The May issue of Cycle Torque is the first one I have seen with you at the helm and straight away when I open it I can see there is a fresh radical change with the heading, “NSW Police open Pandora’s box” (May 2016, p. 3). I was amazed at what I was reading. At last now there is someone out there who will be honest and frank by speaking out and call it for what it is. When others just play the evil three monkey’s game (see no evil, hear no evil, speak no evil), Chris Pickett is an EX-serving police officer and I use the word ‘serving’ very loosely! Once a policeman, always a Policeman. They simply cannot be trusted nowadays. They’re clowned, or do I mean cloned? You choose. Their tiny brains are programmed to think that by adding the magic-fairydust-word ‘safety’ to ANY and every line. They will then be unquestionably justified to be rude & condescending in their manner and this then somehow also gives them the right to legally be allowed rob us of our hard-earned wages, bearing in mind we already live in the World’s secondmost highly taxed country (this figure is not true, ed.).

Lets not kid ourselves... the police is now a super-streamlined cash collecting business masquerading as a community service and they seem to ironically think that the public will respect them on their never ending greed-driven quest. The truth is respect is not a right of passage, it is an attribute which is hard-earned, and once achieved it then has to be preciously maintained. Now, they already ensure 110% that they have all the rules & all the tools and as long as they continue to act like unaccountable thugs, well, they’re just going to have accept that the majority of the public will continue to despise them.

20-25 years ago this was not the case. I recon then the ratio was about 75% general based policing and 25% maximum highway/road policing (today I think this is a reversed percentage) and then we had decent, respectful, courteous, polite, conscientious police officers who exercised discretion (this is a word they no longer understand), and sensible speed limits then too. Now we have much, much safer vehicles and many more roads, and these roads are even better & safer now than they were then. We’re better behaved, better trained & educated, yet we Continued on next page

Write a Letter!

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

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TORQUING BACK

Letters

must travel much slower EVERYWHERE. I wonder why, don’t you? Yes OK, there’s more of using the roads now, but if they did a TRUE apples for apples stat comparison, I’ll bet the stats will show that it’s MUCH safer now on the road than it was back then! Of course and obviously this would never be openly divulged though.

Now, I don’t really expect you to print this. I guess I just want to vent and let you know that there’s at least one other person out there that really appreciates what you wrote and whole heartedly agrees that entrapment, and underhand tactics along with police unaccountability is not in any way acceptable to the public & the police need to take a long, hard, cold objective look at themselves and pull their heads In! But of course, they won’t do that, they’ll just keep putting it on us.

Sam Hi Sam Thanks for your scribblings. I still get the info emails so this came to me rather than Nigel but I’ll forward it to him anyway. I will get them to reroute the automatic forwarding for that address. I hope he publishes it, but I don’t really care either way.

Funnily enough I was one of those coppers 20-25 years ago, in fact I haven’t been a copper for 11 years now. In fact my opinions have changed somewhat, contrary to what you think, and I find the current crop of HWP to be very overzealous, and sometimes thug like. But hey, once a copper always a copper. Isn’t that right? Whether it was all those years ago, or now.

I also believe speed limits are too low considering the roads and cars we have these days. Your take on the 75 per cent versus 25 per cent ratio on general duties to HWP policing was wrong 25 years ago and still is now, with HWP being taken over by one command structure, the HWP essentially do close to 100% traffic duties.

cycletorque.com.au JUNE 2016 I 81

The story which Nigel wrote was spot on, and I’m also against the police privatising the enforcement mobile speed cameras.

Anyway, hope you enjoy Cycle Torque now that Nigel has taken over. I’ve obviously offended you somewhere along the line. Maybe you have run foul of a police officer somewhere and just hate them all? Who knows, but I hope it doesn’t ruin your life being so negative.

Pickett’s ‘ego’.

On ya’ Guntrip

Yet again Bob has hit the spot. Still miss Barry on the TV with his naughty schoolboy grin.

It seems the only ‘personalities’ these days are self centred drop kicks.

Adrian , Via iPhone

Vale’s last chance

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

– Steve Bryan

cycletorque.com.au JUNE 2016 I 82

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AHR RACER TEST

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Words by Chris

by Pickett, Photos

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

S

––– 51 –––

Contents

AUSTRALIAN HISTORIC RACER 18

26

30

4

SNAPSHOT IN TIME

6

IN THE PITS

10

2016 ISLAND CLASSIC PREVIEW

12

RACING TECH

14

2016 BSFOS PREVIEW

16

EDITORIAL

18

RYE DUCATI

Chris Pickett

ADVERTISING

38

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

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

ACCOUNTS

Rebecca Eastment bec@cycletorque.com.au

50

PUBLISHER

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

58

REGULAR CONTRIBUTORS:

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

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

66

This work is Copyrighted. All rights reserved.

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

RUST NEVER SLEEPS YAMAHA TZ750

36

THE SQUEAKY WHEEL TOM PHILLIS

46

BOOK SHOP

48

RACING GEAR

50

SEELEY COMMANDO

58

HONDA CB500/4

66

HONDA V4

72

1976 AUSTRALIAN TT

76

DENNIS NEILL TRIBUTE

82

2015 BSFOS WRAP UP

86

2015 ISLAND CLASSIC REVIEW

90

CLASSIC TT 2015

94

ON ANY RACEDAY

98

EVENTS

TEST

LIGHT AS A FEATHER

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

Australian Historic Racer

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

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

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

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

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

––– 61 –––

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

AHR PICTORIA

L

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

F

TH

TUFF OF LeEgSe nd Australian Historic Racer

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

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

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

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

31 –––

s

––– 3 –––

26 30

38

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

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

Historic Racer Australian

s

AHR RACER

EDITOR

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

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

Historic Racer Australian

ON THE COVER: RYE DUCATI PHOTO BY SDR

s YAMAHA TZ750 s SEELEY COMMANDO s HONDA 500/4

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

s

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

Pics

A NEW TAKE

A LATIN OBSESSION

PLUS Dennis Neill Tribute – The Racer, The Man

t and SDR Chris Picket

Honda CB500/4

AHR RACER TEST

s

Australian Historic

CREDITS

cycletorque.com.au JUNE 2016 I 88

cycletorque DIGITAL EDITOR RYAN GRUBB

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

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

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

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

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

PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

cycletorque.com.au JUNE 2016 I 89

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