Cycle Torque March 2014

IN THIS ISSUE

CYCLE TORQUE MARCH 2014 - 2

We celebrate 15 years of Cycle Torque with a look back at many of the most significant bikes we’ve ridden in that time, leading off with the latest Yamaha YZF-R6, the current version of the bike we featured on the cover of the March 1999 issue.

With all the usual news and columns there’s heaps to read - I hope you enjoy Cycle Torque.

– Nigel Paterson publisher@cycletorque.com.au Please rate the Cycle Torque App and leave a review on iTunes

2014 MARCH

au com..au www.cycletorque..com

www.cycletorque

ng of motorcycli For the love

CIRCULATIONS AUDIT BOARD

cab

29,818

YEARS

Our features this month include the Island Classic – Australia’s biggest non-world championship road racing event – and a preview of the Barry Sheene Festival of Speed, which is looking like it’s going to be an awesome event. There’s also a feature on NRL captain Kurt Gidley.

.au letorque.com and www.cyc ag eM , ad iP e on Also availabl

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There’s lots more, of course, to an issue of Cycle Torque, with the Ducati Hyperstrada, the Harley-Davidson 72, our KTM long-termer and new ATVs all featuring in this issue.

For the love of motorcycling

MARCH 1999

Newsmagazine

RRP $2.OO

Motorcycle

LINE BELLS UP THEMAHA’S ON YA R6 HYPER

- THE TRIUMPH’S BEST ST ALL NEW SPRINT

HAYABUSA THE WORLD’S FASTEST?

WHERE TO PARK

ALSO: Road, Speedway RACING - Supercross, Events • Supercross Superstars • Bent Page • • Seddon • Ixion • Ride Days • Results • Rallies NEWS

15 years is celebrating Cycle Torque free! ll and we’re sti

•

TESTING

•

RACING

IN SYDNEY

FIRST ISSUE •

EVENTS

to the new cover in 1999 From the first look at the racer’s we 2014 model, ha’s YZF-R6 choice, Yama

n Seventy-Two, a, Harley-Davidso er, Ducati Hyperstrad 250SX long term Also Featuring: Island Classic, KTM t 21s , and Viking 50F KX4 Kawasaki Yamaha Grizzly ple, Peo que Cycle Tor

CONTENTS

CYCLE TORQUE MARCH 2014 - 3

REGU LARS

RIDDEN DUCATI HYPERSTRADA

2014 YAMAHA YZF-R6 TEST

TEST

26

34

04 NEWS TORQUE 14 SMALL TORQUE 17 EDITORIAL 18 DIRTY TORQUE 19 RACE TORQUE 20 GUNTRIP 64 MARKET TORQUE

HARLEYDAVIDSON SEVENTY-TWO TEST

2014 KAWASAKI KX450F TEST

43

51

82 BIKE STUFF 84 USED & REVIEWED 88 QUAD TORQUE 91 BOOK SHOP 95 SHOP TORQUE 97 TORQUING BACK: LETTERS COVER DESIGN: DIONNE HAGAN YAMAHA R6 PHOTO: NIGEL PATERSON

FEATU RES 15 YEARS

Cycle Torque Feature

MARCH 1999

RRP $2.OO

Motorcycle

Newsmagazine

LINE UP THE BELLS A’S ON YAMAH HYPER R6

HAYABUSA THE WORLD’S FASTEST?

TRIUMPH’S BEST - THE ALL NEW SPRINT ST WHERE TO PARK IN SYDNEY ALSO: RACING - Supercross, Road, Speedway • Supercross Superstars • Seddon • Ixion • Bent Page • Events • Results • Rallies • Ride Days NEWS

•

TESTING

•

RACING

FIRST ISSUE •

EVENTS

21

15 YEARS OF CYCLE TORQUE

59

BARRY SHEENE FESTIVAL OF SPEED

CT PEOPLE – KURT GIDLEY

62

66

21ST ISLAND CLASSIC

85

2014 KTM 250SX LONG TERMER

88

YAMAHA GRIZZLY 700 & VIKING LAUNCH

NEWS TORQUE

CYCLE TORQUE MARCH 2014 - 4

Monster instincts MORE than two decades on from the Monster’s first unveiling, Ducati has introduced the iconic model’s latest generation with the 2014 Monster 1200 and 1200 S.

The 2014 Monster 1200 also boasts an exclusive S model with 145hp and a ride-enhancing 92ft-lb of high-accelerating torque, beautifully wrapped in a spec-impressive chassis that tips the scales at 182kg (401lb) dry weight.

The new Monster returns to its outrageous roots with the Desmo, liquid-cooled, 4-valves-per-cylinder, 1198cc Testastretta 11° DS motor.

The Monster 1200’s Testastretta 11° DS engine reaches another milestone in Ducati’s constant investment in quality by enabling the distance between major service intervals (valve clearance check) to be set at an owner-friendly 30,000 kilometres (18,000 miles).

The bike uses fully adjustable 43mm Kayaba forks up front with a single Sachs unit on the rear adjustable in spring preload and rebound damping, while the Monster S gets the typical ‘S’ treatment with an upgrade to fully adjustable 48mm Ohlins forks with sliders finished in TiN and a fully adjustable Ohlins unit on the rear with integrated piggy-back reservoir.

Both models use Ducati’s Riding Mode technology to incorporate three level ABS and eight-level DTC into the Ducati Safety Pack (DSP) concept.

You can also disable the ABS in each individual Riding Mode and the system allows the setting to be saved and memorised at the next ignition-on.

We’ll stop drooling now. Your turn. More information at www.cycletorque.com.au/more

NEWS TORQUE

CYCLE TORQUE MARCH 2014 - 5

MV Agusta Dragster THE MV Agusta Brutale 800 Dragster with its fire-breathing in-line three-cylinder 125hp powerplant is just the right bike for those with a penchant for adrenaline addiction.

The 125hp power peak is reached at 11,600rpm, while maximum torque of 81Nm comes in at 8600rpm.

A switchable 8-level traction control system helps keep the Brutale’s brutal acceleration under control, and the top level Brembo brakes pulls it all back down to earth.

It comes in either white or Matt grey, and ABS is standard. And doesn’t she look gorgeous.

For more opportunities to drool, check out YouTube link at www.cycletorque.com.au/more n

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

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

SUZUKIBOULEVARD.COM.AU

CYCLE TORQUE MARCH 2014 - 6

C90T

Watch the video http://www.youtube.com/watch?v=ULmS8ETBwxU

NOT A STREET BIKE. A BOULEVARD. The All-New SUZUKI BOULEVARD C90T cruiser delivers an unmatched level of performance – and it’s ready to let you choose any road.

A liquid-cooled V-Twin engine, the most powerful in its class, built with Suzuki-technology delivers outstanding power and torque specially in low to mid-range. Long-range comfort is enhanced by fully integrated hard saddlebags, windscreen and multi-function instrumentation on the C90T model. This ride is ready to roll. On the road, or the boulevard.

C109RT

Also available as non-touring models.

C50T

NEWS TORQUE

CYCLE TORQUE MARCH 2014 - 7

Victory Gunner VICTORY will have its new Bobber style Gunner available mid-year.

The new muscle-bound throwback to the Bobber genre will still feature the 106cu inch powerplant that has enjoyed so much success for Victory.

There will also be a full collection of Victory accessories for riders to oput their own touches to their steed from a red solo mission seat, billet handgrips, engine covers, straight Stage I pipes, V drag bars, cam tension covers, solo luggage rack and more.

The Gunner will come standard with dual-staggered slash cut pipes and will be shod with Dunlop 491 rubber.

Seat height will be a low 635mm and the beast will have a ground clearance of 120mm.

Lightweight 24-spoke cast aluminium wheels and suede titanium paint will feature.

For more information check out your local Victory dealer and keep your eye on the Victory website for more news just before the release. www.cycletorque.com.au/more n

Manufactured in Australia

by Rideworx T 02 4271 8244 Find what fits your bike at:

www.barkbusters.net

TAP EACH PRODUCT ABOVE FOR MORE INFO

NEWS TORQUE

CYCLE TORQUE MARCH 2014 - 8

Stealth has real zap STEALTH Electric bikes have come a long way since their inception in 2008 and they are still hand assembled in a factory in Melbourne being Australian designed, owned and manufactured.

Most models are hybrid bikes so they do have pedals as well. There are three models to take you to places that a lot of dirtbikes just can’t reach.

The Bomber Electric Bike has 4.5kW output so it can reach speeds of more than 80kmh through its smooth nine-speed transmission.

It features hydraulic disc brakes.

The Fighter Electric Bike has a lightweight nimble frame built from some of the world’s toughest aerospace materials. It can handle tight, single track work and reaches speeds of up to, 60kmh. It has fully adjustable suspension, two speeds for pedaling and a 3.5kW direct drive hub motor.

The Hurricane Electric Bike is 100 per cent electric and offers either a 3.5kW or 4.5kW output motor. Phenomenal acceleration combined with motocross style ergonomics, long-travel suspension and a regenerative braking system that is standard on all Stealth Bikes which feeds power back into the battery giving the rider more time to have fun.

For more information call (03) 9574 0257 or follow the links at www.cycletorque.com.au/more where you can also see some of these models in action. n

NEWS TORQUE

CYCLE TORQUE MARCH 2014 - 9

Hyosung

WINNER

IN THE last issue we revealed the winner of our Hyosung competition, Matt Harriage from Melbourne.

Well, here’s Matt picking up his spanking new GT250R, and he certainly looks happy to us. n

NEWS TORQUE

CYCLE TORQUE MARCH 2014 - 10

New Husqvarnas STOCKS of 2014 Husqvarna four- and two-stroke models are being wheeled onto the floors of a new-look dealer network around Australia, as part of a worldwide re-launch.

In the 110 year history of uninterrupted motorcycle manufacture Husqvarna has won 14 motocross and 24 enduro World Championships, as well as 11 Baja 1000 titles.

The 2014 Husky models are a milestone for the brand in Australia promising a renewed energy for the long-time faithful or just those to whom the brand means something – like Jeff Leisk, General Manager of HQVA Pty Ltd. “I can remember when dad used to race a Husqvarna and recall the days when Husqvarna was the leading brand in motocross in the world and also here in Australia,” Jeff said.

“So in re-launching the brand here and around the world we’re not forgetting the history and the heritage behind the brand, but rather tapping into and living it and breathing it - that’s what we’re all about.” n

NEWS TORQUE

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2014 IOM TT GET Routed still has a few available spots for bodies and bikes for this year’s Isle of Man TT races. Michael Dunlop, winner of four races in 2013, will be on a factory BMW S 1000 RR this year, and Cycle Torque’s own Alex Pickett will be racing for DP Coldplaning/TCR Honda on Superbike, Superstock 1000 and Supersport machines. It is simply the greatest road racing show on earth.

Bikes are being loaded in Sydney on Thursday 6 March and in Melbourne on Friday 7 March so anyone who wants to make a booking needs to pull their finger out.

For the 2015 TT Get Routed has just seven bed spaces still available - room for three single blokes and two couples. That’s out of 54 bedspaces in the 12 houses Get Routed leases on the Isle of Man each year. Some of those going to the 2015 TT are having Get Routed ship their bikes to Athens in Greece and spending seven weeks touring Europe before they go to the Isle of Man for the TT at the end of May. The Athens shipment is not just for those going to the TT - there are other spaces available for those wanting to explore South Eastern Europe (Turkey, Greece, Bulgaria, Romania, Hungary, Bosnia, Croatia and even the islands of Crete and Cyprus) but the shipment is limited to 40 bikes and at this stage 27 places are reserved for bikes whose owners have paid deposits.

Anyone wanting more info should call Dave Milligan on 03 5625 9080 or 0412 689 849 or email: dave@getrouted.com.au. n

NEWS TORQUE Punchy new Integra WITH strong new styling, improved ergonomics, increased power and refined DCT software, Honda’s updated NC750D Integra will offer punchy new performance when it scoots into Honda Dealerships in April 2014.

One of the most innovative machines in the Honda range, the Integra uniquely combines the dynamic performance of a motorcycle with the ease of use of a scooter. With a competitive manufacturer’s list price (MLP) of $11,199, Honda’s Integra will arrive down under in a cool Matte Pearl White colour.

Enjoying the same extra 75cc capacity as its sibling, the NC750SA, the Integra’s liquid-cooled, SOHC, 8-valve, parallel twin-cylinder engine boasts elevated levels of performance. The engine’s relatively long-stroke and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low down in the rev range.

Check out www.cycletorque.com.au/more for links to more information and a video. n

Goggleman GOGGLEMAN has launched its new website to cater for the growing demand of its 7Eye eyewear range.

From its initial beginning as a small business fitting Rx Adaptors in to dirtbike goggles, Goggleman has grown to be a well-known player in the Australian prescription sports optics market.

7Eye has numerous uses, not only used by roadbike riders but also delivers excellent solutions for even the worst Dry Eye sufferers due to the unique foam gasket.

Goggleman also has products available for most sports, from cycling to swimming and many more.

The 7Eye road bike eyewear is exclusively available through the Goggleman website which features many reviews.

Goggleman is the Australian distributer for 7Eye and is looking for Bike and other retailers to become stockists of the product. For more information contact 1300GOGGLE (1300 464 453) or check out www.goggleman.com.au.

Goggleman has also teamed up with ‘Personalised Eyewear By David’ in Adelaide, Unit 5/368 Main South Road, Morphett Vale, SA 5162, to allow the Goggleman products to be on display and can be view and tried on if you live in Adelaide. n

CYCLE TORQUE MARCH 2014 - 12

NEWS TORQUE

CYCLE TORQUE MARCH 2014 - 13

Ural - serious adventure 2014 marks a big year for Ural sidecar bikes. In more than 70 years of production from their central Russian factory these military bikes have become serious adventure machines. The 2014 models are coming with a US made fuel injection, Brembo disc brakes all round, a lumpier cam and a multitude of other innovative improvements.

Improved mid-range torque and reduced fuel consumption are the standout features. Highway speeds are up and a neat new hydraulic steering damper has improved an already nice handling outfit. Fortunately the factory has been able to retain the classic appearance of the new outfits while fitting so many changes.

This marks the end of carburettor bike production from Ural.

The purists lament the end of such simplicity and its advantages for outback travel, but the modern market seeks simplicity of ownership and operation.

2014 models arrive in April and should be on the road soon after. Those who have been saving up for the classic carby fed Ural are not disappointed though because Ural Australia has purchased stocks of the never to be repeated carby models in their spectacular colour range.

Celebrating the last of the carby bikes, Ural released a special model, the “Gaucho Rambler” which is a take on the historic

horseback travellers in the American west. Just three of these limited edition left hand sidecars exist and they come in a light blue colour and include a famous Pendleton double camp blanket and an enamel picnic set. These outfits are ready to ride off into the sunset, an ambition of many Ural owners – “Nothing to do but go”.

For more information call the crew on (02) 6778 7436 or check out www.imz-ural.com.au. n

SMALL TORQUE CFMOTO 650TK PRICE CORRECTION

CYCLE TORQUE MARCH 2014 - 14

Phillip Island Championship and will also compete in the 2014 Swann Insurance Australasian Superbike Championship. The team’s participation in the Australian Superbike Championship is yet to be confirmed.

CYCLE Torque’s test of the CFMoto 650TK in the February edition had an error in the model pricing.

The 2013 model is $6990 plus on roads and on this stock CF Moto is running a promotion extending warranty to 3 years and including free rider jacket.

GASOLINE ALLEY TOPS FOR The 2014 model is to be released next month and will HARLEY be $7990 plus on roads and will have the standard HARLEY-DAVIDON Australia has confirmed that factory warranty of 2 years.

Gasoline Alley in Queensland has been awarded the coveted Australia Dealer of the Year Award for the second year running.

MORPETH MOTORAMA First introduced by Harley-Davidson in 2011, the THE Historic Town of Morpeth becomes host to everybody from the motor enthusiast community for award recognises the best dealers in the Asia Pacific Region for their exemplary performance across three a huge Show & Shine day, Sunday, March 2. categories - dealership management, retail capability Polish up your pride and joy and head to the beauitful and business results across all departments including grounds of Closebourne House. motorcycles, Genuine Motor Parts & Accessories® and General Merchandise and service.

Free vehicle entry from 8.30pm sharp. Morpeth has wonderful shops and food delights on offer. Don’t Winners are crowned in each of the 17 markets where miss it.

Harley-Davidson has retail operations in Asia Pacific.

Gasoline Alley is located at 3445 Pacific Highway, South Brisbane, Queensland 4127.

STARING RACES IN WSS AUSTRALIA’S former MotoGP rider Bryan Staring will compete in the 2014 Supersport World Championship on a Honda, beginning his campaign at Phillip Island TRIKE LICENCES SOUTH Australia may relax the laws that allow a on February 21-23. person to apply for permission to get an R class The 26-year-old Australian will ride for the Russianlicence “restricted to Motor Trike Only.” backed, Jeremy McWilliams-managed Rivamoto team, as he attempts to become Australia’s first World This licence has no CC limit so LAMS does not apply in this case. It also means riders don’t have to wait 12 Supersport champion since Andrew Pitt in 2008.

Rivamoto was seventh in the 2013 world supersport months till they can ride an open class bike, but this licence is only applicable to Motor Trikes including title, thanks to Irishman Jack Kennedy. the Can-Am Spyder.

The last time Staring competed on a Supersport BRP Australia (Can-Am Spyder) has drafted a standard machine was in 2009, when he edged out Yamaha letter to apply to the registrar of Motor Vehicles in team-mate Jamie Stauffer to win a gripping Aussie SA to simplify the process for applicants for a Trike championship. And he also set a new domestic learners permit. Don’t bother contacting your local lap record of 1:35:200 at Phillip Island that year – a DMV as applicants have to get approval from the benchmark that still stands today. person named on the document before proceeding from there.

HONDA’S THREE-PRONG ATTACK Additionally, if you live outside of SA and wish to TEAM Honda Racing has announce it will make its write to your State department of Motor Vehicles assault on the 2014 Australian road-racing stage with to request the same permission, BRP has prepared a strong three rider line-up. letter templates for each state with details of who to Multi-championship winner Jamie Stauffer will once contact and how to write the letter to get the best response. again be joined by Josh Hook as well as reigning Australian Superbike Champion Wayne Maxwell.

You can contact Simon Kendrick at BRP Australia for more information on simon.kendrick@brp.com or go Racing the new CBR1000RR SP, the Team Honda to www.cycletorque.com.au/more for links to letter Racing riders will make their 2014 debut at the templates.

http://www.hyosung.com.au/current-promotions/

SMALL TORQUE

CYCLE TORQUE MARCH 2014 - 15

TERMINATOR FAT BOY

THE Harley-Davidson Museum in Milwaukee, Wisconsin has acquired one of the few surviving 1990 Harley-Davidson Fat Boy® motorcycles used in the filming of “Terminator 2: Judgment Day.” At the time of filming, the Fat Boy was one of Harley-Davidson’s newest models, and the one now in the Museum’s permanent collection was ridden by Arnold Schwarzenegger in the 1991 action classic.

The bike, which still shows significant production wear from filming, joins a collection of more than 450 motorcycles and thousands of other artefacts housed at the museum in the Harley-Davidson Archives. More information on when the bike will be on public display will be released in the coming months.

SWANN SPONSORS CHAMPIONSHIP

HONDA VIP

TICKETS are now on sale for the hottest Honda event of the year; the Honda VIP Marquee at the 2014 MotoGP to be held at the Phillip Island Grand Prix Circuit on October 17-19.

Buy online now and avoid disappointment, visit www.hondamotorcycles.com.au and click on the Events / Buy Tickets link.

APRILIA TRACK DAYS

Owners of an Aprilia can now feel like a factory rider at the track, with the Assisted Factory Trackday program.

John Sample Group (Aprilia importer) technicians will be on hand at Sydney Motorsport Park on Saturday and Sunday March 15-16 to support registered riders. The technicians will be available to help you with bike setup and adjustments, and morning/ afternoon tea, lunch and refreshments will be complimentary.

Bookings are still available for either day at a cost of $269. JSA is also offering an assisted freight program if you live interstate. As part of the package you also get an Aprilia gift pack and a $100 gift voucher.

To register call Cindy Morphis from JSG on (02) 9914 8749 or email cmorphis@jsg.com.au.

SWANN Insurance is the major naming rights sponsor for the 2014 Australasian Superbike Championship.

The 2014 Swann Series will be held in four States and have six rounds. The first round of Swann Insurance Australasian Superbike Championship kicks off at Wakefield Park Raceway in country NSW on Sunday March 16.

For more information on the Swann Series head to www.fxsuperbikes.com.au or contact Australian Road & Track Rider Promotions on 02 INTERNATIONAL FEMALES THE annual International Female Ride Day will 48 235 711. take place on May 3. The idea is to synchronise the day throughout the world to get as many VALE MERV RIXON ladies out riding over a 24 hour period.

MERV Rixon, one of the most liked and One of the movers and shakers of the competent men in racing recently passed away. movement in Australia has been the Brisbane Known by many in the bike and car racing chapter, with five years of success. To be game, Merv was Clerk of the Course of involved in this year’s event log onto the countless meetings over many decades. If Merv Facebook page at facebook.com/IFRD.Brisbane was running the meeting it invariably ran as or visit the their website at ifrdbrisbane.webs. close to clockwork as you could get. com. n Always approachable, and always fair, Merv will be missed by many.

www.kawasaki.com.au

CYCLE TORQUE MARCH 2014 - 16

The NEW Monster 1200

Monster Instinct The unmistakeable Monster design is truly iconic and means there is no limit to your enjoyment. The performance and fluidity of the new 1200cc second generation Testastretta 11째 DS engine, the versatility of the three Riding Modes, the comfort of the adjustable seat and passenger handles make the Monster 1200 a bike that is capable of adapting to any occasion, so that you can follow your instincts in every situation. To experience the unmistakeable Monster 1200, ask your local Authorised Ducati Dealer for more information and availability. *Monster 1200 S version shown

www.ducati.com.au

EDITORIAL

CYCLE TORQUE MARCH 2014 - 17

The right mindset HERE I am in Vietnam missing my family but still having a ball at the same time. We have a fantastic tour group and with motorcycles being the common interest we are enjoying one of the best rides you can do and having a laugh too.

Vietnam 2014. Western Ho Chi Minh Trail.

It got me thinking about the last editorial column I wrote about the Ryan Villopoto documentary and the costs of racing both financially and emotionally. Although I was critical of some aspects of pushing our kids to great heights I do believe the last seven or so years of racing with my son Alex has been some of the best of my life. Expensive? Yes. Stressful? You bet. But my family and I have made some fantastic friends who have remained so, away from racing.

There were a few people during the junior years I don’t care to meet again, and maybe they would say the same about me. Maybe they expected more from their child than me, which is really where the differences are I guess.

Prior to our tour with Vietnam Motorbike Tours I had two of the best weekends of bike racing ever. One was the Troy Bayliss Classic at Old Bar. Alex and I went and found it hard to get past one quick shade where many of our friends were.

Some were well on their away to inebriation but what a laugh we had. Friends we made through racing.

Next stop was the pits where we caught up with Matt Walters and his family. Our families are close friends and I was really hoping Matt (who was entered on a Kawasaki Australia KX450F in the 450 class) was going to win because he would then get a shot with the legends in the Troy Bayliss Classic final. Unfortunately a fall and a trip to Taree hospital scuppered that but when he returned he still had that trademark smile he’s known for. Matt rides a ZX-10R for Kawasaki Connection in Cessnock and is the number one plate holder going into this year’s Australasian Superbike Championship. I can’t wait for someone to pick him up for an overseas ride so I can actually start really barracking for someone again.

The amount of people I caught up with and shared a cool beverage with over the day was amazing. They are all friends through racing, whether it be since Alex has raced or before

when I was wobbling around road racing circuits.

The following weekend Alex and I headed to Phillip Island for the 21st Island Classic. On the trailer was my Ducati 851 and Honda 500/4 race bikes. It was one of the very rare times we have gone away racing without my wife and daughter, as it has always been a family thing, and this has helped make us as close as we are I believe. This time though we had my nephew Beau in the van. He’s not quite 17 and is an apprentice mechanic. He’s no dummy and he helped us a lot over the weekend. More importantly it was just fun to have him along for the first time. He’s a great kid and learned a few things over the trip, like not to trust his uncle to put in a blanket to keep the cold at bay in the back of a van at Cooma. Then being subjected to watching my mate Jock, who was severely pissed at the time, trying to climb into the top bunk, naked, and pulling the bunk down on top of himself in the process. We were still laughing about it three days later.

The racing went awesome, with Alex taking the big Duke to second in the Period 6 Unlimited class, and my little Honda 500/4 to whatever place. I think I actually came 5th in my class in one race but it didn’t matter, I was

having a ball, and in one race finally got the cajones to finish in front of Bob Garner and Greg Dalsanto, two good blokes who I really admire as racers.

I could see Beau was getting a real thing for this racing lark so I asked him if he was keen to try it. He didn’t take very long to say yes, so I have already borrowed a Moriwaki 80 for him to try his hand at bucket racing, and he’s keen to prepare the bike himself. I’m really looking forward to taking him.

The weekend at Phillip Island was all about fun. The main aim was for Alex to finish at least one race on each race day, as qualification meetings for this year’s Isle of Man TT. If the Duke broke I would have gladly given him my 500.

Too often I’ve come back from racing wondering why the hell I was paying to give myself grief, but when you go with the right frame of mind to just enjoy the racing and catch up with friends then you can have a ball. Like anything in life, take it too seriously and all of a sudden the fun has gone right out of it.

– Chris Pickett

DIRTY TORQUE

CYCLE TORQUE MARCH 2014 - 18

MX Nats Ready To Roar The 2014 Australian MX Nationals are shaping up to be an absolute cracker with plenty of championship contenders ready to put their bodies on the line in the quest for glory. Let’s see who I reckon is going to be on top of the points table after the 10 round championship winds up at Coolum at the end of August…

Before I go much further you need to know that the 2014 MX Nationals will have two race formats shared evenly over the 10 championship rounds. At five rounds there will be the traditional two moto format we saw in 2013 with the MX1 and MX2 classes doing two 30 minutes plus one lap motos and the MXD will do their two 20 minute plus one lap motos while at the other five rounds the MX1, MX2 and MXD classes will all do three 20 minute plus one lap motos.

It’s obviously aimed at giving the ‘working class’ privateers a chance to shine at the rounds with the shorter motos. To give these riders some recognition for their efforts the 2014 series will feature a North Cup and South Cup for the privateers contesting the ProOpen and Pro-Lites classes. The North Cup rounds will consist of Raymond Terrace, Conondale, Coolum and Gladstone while the South Cup rounds will be Broadford, Wonthaggi, Swan Hill and Murray Bridge.

OK, who is going to win in 2014? Well, in the MX1 class you would be hard pressed to bet against the defending champion Matt Moss who shot my prediction down last year by being fast and consistent throughout the 10 rounds and he is looking strong and fit for 2014.

Moss is staying with the Suzuki team which has looked after him so well and they will come out swinging and be on the pace straight away when the series kicks off at Broadford on the 30th of March. But before we go ahead and hand Matt the trophy we can look no further than his brother Jake as a potential spoiler.

Jake has been training his arse off up here in Queensland as he gets his new Kawasaki KX450F ready to do battle and from what I saw at Queensland Moto Park in January the 2014 Jake is fit and blindingly fast.

Jake’s team-mate at the official Kawasaki team will be Adam Monea who is into his second year on the KX450F and should be stronger and faster in 2014 as will Kirk Gibbs who will be well and truly at home on the KTM 450SX-F as he enters his second year on the Motorex KTM team.

It is no surprise that Gibbs’ new team-mate Ford Dale is immediately showing serious pace on the KTM and with the two KTM MX1 riders gaining seat time during the New Zealand

Motocross Championships we can expect to see plenty of orange at the front of the pack this year.

After a disappointing 2014 season I think we will see the now Honda-mounted Cody Cooper take his New Zealand Championship form across ‘the ditch’ to be a serious championship contender and there is no reason why ‘Coops’ can’t get it done and while we are talking about some of the older heads on the circuit we would be remiss to not mention the return to the Yamaha fold for Jay Marmont.

Marmont and the CDR Yamaha team were the dominant force at a national level for several year. Whether Jay can regain some of that old form is yet to be seen. If he can, expect him to be right up there but it would be a complete form reversal if his team-mate Billy Mackenzie can do anything more than make up the numbers within the top 10 positions each race.

Sam Martin, Hayden Mellross, James Elliot-Booth and Jacob Wright all have support from Suzuki for 2014 and each of these riders are capable of getting among the leaders on their day while we can expect Broc Winston to make a name for himself among the MX1 riders on the Husqvarna 450. If Lawson Bopping can find a ride he should run in the top 10 consistently and land on the podium when he is running hot.

The MX2 class is wide open if we are going to mention every potential race winner but as far as true championship contenders go the field narrows dramatically. You can’t help but look to Serco Yamaha’s Luke Clout as the favourite. Clout won quite a few races before getting injured in 2013 and is a smart rider capable of putting a championship winning campaign together. Clout’s new team-mate for 2014, Jay Wilson, will definitely throw his hat in the ring as a race winner as the year progresses and he gains experience at this level. His form in New Zealand this year shows plenty of promise for the former World Junior Motocross Champion.

Kale Makeham, Dylan Long, Dean Porter and Brenden Harrison all have serious backing from KTM this year and on their day all of these riders are capable of winning motos but it will be Makeham and Harrison who will be among the championship contenders as we enter the final rounds of the championships.

It will be very interesting to see how veteran Daniel McCoy fares as he enters the season on the TM250 two-stroke but if passion and experience helps garner results I think we will see McCoy give the podium a shake at many of the rounds. Josh Cachia enters his second year on the Honda and could well be the fastest rider on

track on any given day but he will need to get rid of his ‘angry little man’ attitude to be considered a true championship contender.

Ryan Marmont, Geran Stapleton and Kade Mosig will all be Suzuki mounted and join the long list of riders capable of podium finishes.

If he rides to his full potential and can keep his mind on the job Joel Dinsdale should take his GYTR Yamaha YZ250F to victory in the MXD class but you can expect KTM mounted Jack Simpson and a gaggle of other young hard chargers to completely disagree with me there.

So how will the 2014 MX Nationals pan out? Well, ypu can be sure the racing will be nothing short of sensational but there can only be one winner in each class so my predictions for the 2014 champions are Matt Moss for MX1, Luke Clout for MX2 and Joel Dinsdale for MXD. My back up plan would be Jake Moss or Ford Dale for MX1, Brenden Harrison or Kale Makeham for MX2 and Jack Simpson for MXD. – Darren Smart 2014 Monster Energy MX Nationals, Australian Motocross Championships: Rd 1 – 30 March – Broadford, VIC; Rd 2 – 13 April – Appin, NSW; Rd 3 – 27 April – Wonthaggi, VIC; Rd 4 – 18 May – Murray Bridge, SA; Rd 5 – 25 May – Wanneroo, WA; Rd 6 – 29 June - Swan Hill, VIC; Rd 7 –13 July – Conondale, QLD; Rd 8 – 3 August – Raymond Terrace, NSW; Rd 9 – 24 August – Gladstone, QLD; Rd 10 – 31 August – Coolum, QLD

RACE TORQUE

CYCLE TORQUE MARCH 2014 - 19

Classic Dilemma THE second Troy Bayliss Classic has been run and won, with Troy Bayliss himself taking out the grand prize to the rapturous adulation from the Taree faithful. It was a grand finish to a long, hot day at Old Bar’s oil/tar track that has been put on the map forever.

Last year’s inaugural event was one of the most significant motorcycle race events ever held in Australia thanks to the galaxy of superstars from all disciplines of our great sport that fought out an incredible days’ (and nights’) racing. The dicing was as good as any seen on our fair shores, and gave dirttrack not so much a shot in the arm as a total blood transfusion. Troy Bayliss and the Taree Motorcycle Club can take full credit for that.

It is now stands alongside the Island Classic as a must-see event. For the TBC to grow and flourish, however, I believe it requires a serious review of what sort of event it can be, and needs to be.

What I am about to say are observations not criticisms of the event from an outsider’s perspective. The Troy Bayliss Classic is essentially two events in one, the TMCC Annual Twilight meeting and the Troy Bayliss Classic. I was struck by this fact amidst the euphoria of the 2013 event. Does it work?

Sort of. What some call value others call excess. The whole genesis of the Troy Bayliss Classic was to give back to the club from which Troy launched his two-wheel career. To effectively run two meetings concurrently is an honourable objective but is it a practical one?

When I spoke to Troy in the pits after last year’s final, I was asked if there would be any

changes for 2014. Noting the difficulties of mixing in the Legends with the All-stars, he said there would be less Legends in 2014.

There were actually more, and to get around who could qualify for the main event, a 36man Superpole was introduced. That is not a problem in itself but when you are cramming in 91 events into a day’s racing with all the inevitable delays that go with it, the day can drag on. After a number of red flags, the necessity of getting through the heats so quickly meant that on a few occasions, heats were started before the timing guys were ready to capture data for the race, forcing yet another red flag/restart.

In 2013, the steady drizzle negated any need to bring out the heavy roller. This year’s heat and myriad races saw the roller several times do a lap or so to even out the bumps and ruts. When you consider how much time it takes a water truck to hydrate a dirt-track, a 4km/h roller takes five times as long. All this makes for a very long evening, and by the time the grid formed for the final at 10:20pm, the moment was not lost but it struggled to generate the energy it demanded.

Possible solution? Make the TBC/Twilight meeting a two-day event. You could run the Twilight heats and LCQs on the Saturday and the finals on Sunday as support events for the TBC. It will obviously add to the cost of the meeting by running an extra day but since the TBC has become one of the biggest events of the year, I believe the scheduling should be maximised for the fans who have helped make the TBC an outstanding success in two short years. The TBC has garnered delayed TV coverage, and with the right

Kanaya celebrates his 1978 Bathurst win alongside Arthur Blizzard (R) and Arai’s Jim Crombie

scheduling it could run live, and what a spectacle it would be. But this is not possible under the current format.

The other issues pertain to the spectator areas. Cramming 5000 people into a club venue is a very difficult proposition and despite some ground works, not all were happy on what was a hot day with shade at a premium. Again, given the size of the event, temporary covered grandstands should be considered. Lastly, getting out of the joint; I got into my car at the far paddock at 11:10pm and exited the gates at 11:55pm, 45 minutes. Many people took well over an hour to hit the road despite new gates being built.

The problem seemed that despite the new gates, officials were using just one lane to egress vehicles from both the paddock and spectator car parks. I’m sure all of these issues will be addressed and hopefully acted upon because the future of the TBC depends on happy spectators who want to come back.

The TBC/Taree MCC Twilight meeting has to decide what it wants to be – a jam-packed club day with a bevy of stars all lumped in together, or a leaner, slicker event that reflects its standing as one of the biggest race promotions in Australia. I believe the choice is clear.

Vale Hideo Kanaya Australian Unlimited Grand Prix winner and former Yamaha works rider Hideo Kanaya passed away in Japan on 19 December, 2013. He was 68. Kanaya made his grand debut in 1967 on a Kawasaki, and began racing Yamahas a year later. He won his first 250 grand prix in 1972 at the Nürburgring,

the first of his three world championship victories, which included the 1975 Austrian 500cc GP from Phil Read and Teppi Lansivouri.

Kanaya escaped serious injuries in the 1973 Nations 250 GP at Monza and was also injured chasing Giacomo Agostini in the 1974 Daytona 200, which put him out for the rest of the season. After last competing in the world championships in 1975 with a total of 15 podium finishes, Kanaya rode a factory YZR750 in the 1977-78 Marlboro Series in New Zealand and won the 1978 Australian Grand Prix at Bathurst.

Murray Sayle, who finished second at the ’78 AGP, alerted me to the sad news of Kanaya’s passing and confirmed what a great rider Hideo was and agreed that he was the premier Japanese rider of the 1970s.

– Darryl Flack

GUNTRIP

CYCLE TORQUE MARCH 2014 - 20

The finest shed in the land would only be allowed further north on foot. Nice to know the RTA has a sense of humour.

KNOW where the A28 is?

Neither did I until I found myself chugging along Pennant Hills Road and saw its smart new signage. Very nice it is too, though I can’t quite see how changing cute and comprehensible Pennant Hills Road to a crisp new alpha-numeric helps anybody. Saves on ink, I suppose. But at least now they’ll have to widen the southern end of it to match the majestic, sweeping expanses of the northern reaches and its smart signage.

As it is, the southern bit, from King’s to the M2 turnoff, is as sinuous, narrow and patched as ever, and as prone to moving traffic jams. On this otherwise fine and trouble-free morning, I found just such jam: a 22-wheeler lumbering uphill in the outside lane, with no fewer than four black AWDs of varying sizes politely crawling along off its port quarter, not game to try squeeze through on the inside of a truck that so amply filled its own lane.

So there we sat, wheezing asthmatically along until we crested the hill at Carlingford and went our separate ways. There I slipped past one of our little group, a toughlooking Beemer X5, glanced up at the driver and saw a slight, anxious-looking creature who might have made it their life’s ambition to find third gear.

Beyond the Sydney basin I found a brighter, hotter day and steadily diminishing traffic density as far as the Newcastle Link Road, thickening again across the Hunter at Hexham and through Raymond Terrace, where I tried to keep on top of the various changes of maximum speed limit, steadily diminishing until I began to wonder if we

Out into the country again, with the RTA prepared afresh to allow us up to the dizzy heights of 110km/h, the new stretches of the Pacific Highway cut a smooth, creamy line through the flat green of the coastal bush. The overall effect is akin to one of those artist’s impressions they used to try and flog the US freeway system during the 1950s. All it needed was two guys in a rest area talking enthusiastically about their new Chevy Bel-Airs while in the background their wives set up the picnic table.

It wasn’t long before I needed a fix of the real world again so followed the signs for Karuah, back onto the patches and faded white lines of a road left to local traffic. The first servo I saw, on the edge of town, now adds to the variety of local cuisine as a Greek restaurant, and I half expected to see a tiny township struggling to stay alive but the Roadhouse seems to be doing fine, presided over by a boisterous staff, offering an extensive restaurant menu and doubling as the local DVD rental spot. Down near the bridge over the estuary there are holiday places that add to the impression that Karuah might be a little-known gem, a family holiday spot within easy reach of Newcastle.

The Pacific Highway now sweeps round to the east of Bulahdelah, leaving its notorious bends for the inquisitive who have time to spare. I didn’t, but figured I had less than 40km to cover, though there are no signs to Nabiac until you’re practically on top of the place. There’s a loop off the freeway that takes you past the Nabiac Hotel, through a smart village centre on Clarkson Street, past the cop shop and school and down to number 33 and the finest shed in the land, the National Motorcycle Museum.

This was my first visit, and the sheer volume of stuff there takes your breath away. When I left I still wasn’t sure

whether there were 700 or 900 bikes on display, because it doesn’t matter. It’s the total experience that counts.

Yes, there are cammy Nortons on view, a trio of smart A1 Kawasakis in the foyer, but there’s also Dennis Neill’s leathers hanging from the ceiling, a 1921 Ner-a-Car and the tale of Dale Buggins’ short but spectacular career. It’s mesmerising.

Margaret and Brian Kelleher preside over the museum with genial assurance. They’ve been in the business a long time, having run The Stable in Canberra for 18 years before quitting the national capital to open the Nabiac museum in 2000. They’d run a smaller version in Canberra for a time, but costs spiralled and they headed north to find the patch of dirt they wanted.

“We brought 400 bikes with us,” explains Margaret. “Nine to a trailer.” A smile while she waits for the penny to drop.

“So…how many trips did you make to get everything up here?”

“I did about 30, Brian the same,” she says.

Now, 14 years on, there’s still plenty to do. The museum gets new stuff all the time, and a shortage of enthusiastic volunteer labour means that running the place is far from a sinecure.

Check it out. The National Motorcycle Museum is one of the great experiences Australian motorcycle culture has to offer, which is as it should be.

Margaret unlocks the front door and turns the airconditioning on at nine o’clock each day. Get there when she does and give yourself the day.

– Bob Guntrip

15 YEARS

Cycle Torque Feature

MARCH 1999

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CYCLE TORQUE MARCH 2014 - 21

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RACING

FIRST ISSUE •

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15 YEARS

Cycle Torque Feature

CYCLE TORQUE MARCH 2014 - 22 CYCLE TORQUE MARCH 2014 - 22 MARCH 1999

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IN the 15 years since the first issue of Cycle Torque many things have changed, but one thing hasn’t – there have been great bikes released every year and many of them are still with us, updated and improved.

On the cover of the first issue we featured Yamaha’s YZF-R6, one of the reasons we’ve also featured it on the cover of this, the 15th Anniversary Edition.

Also on the cover were Suzuki’s Hayabusa and Triumph Sprint ST - and you can still buy an R6, Hayabusa and a Sprint (the Sprint ST is gone, the Sprint GT is still available).

It’s testament to buyers liking familiarity which has kept manufacturers updating rather than replacing models.

1999 That first issue, with the Hayabusa and R6, featured two of the best bikes for 1999, but by October we were riding the BMW R 1150 GS, which was faster, smoother and better handling than the 1100 it replaced.

The Hayabusa was capable of over 300km/h, but its finesse at high speeds made it a sublime sports-tourer which has since gotten better.

The R6 was chosen by many, many racers and sportsbike enthusiasts, and the machine lives today as evidence of how good the first model was.

2000-2005 The early 2000s saw changes to the status quo in many areas of motorcycling - Honda went to a twin in Superbike racing (VTR1000SP) to win the world title, before abandoning the platform with the CBR1000RR.

Ducati responded with the 999, a fast machine which also won the World Superbike crown, but its styling wasn’t loved, primarily because the stacked headlights looked strange. The 1098 a few years later restored the beauty…

Harley started bumping up engine capacities of its machines with the Twin-Cam 88 engine, a smooth operator.

In the motocross world the engines switched from two-stroke to fourstroke, re-energising racing around the world, despite many of the early four-strokes being fragile when revved hard.

Adventure bikes also started to really become popular, and not just among those who could really get the bikes dirty, but also those who liked an upright touring riding position and suspension very well suited to Australia’s goat tracks - and Ewen MacGregor/Charley Boorman’s Long Way Round showed millions of viewers how much fun could be had riding an adventure machine.

Yamaha tried to invent a new category, Torque Sports, with the MT-01, a bike Cycle Torque staff will own one day. We still love them, but they were too expensive and little understood. The world was still buying sportsbikes seemingly as fast as the manufacturers could build them - CBRs, GSX-Rs, Ninjas, YZF-Rs, Ducatis… they were selling very, very well.

2006-2010 With Grand Prix switching to four-stroke (at least in the premier class) Ducati released the road-going Desmosedici RR. Launched in late 2006, just 1500 were made over 2007-2008 and they were priced at $100,000.

A phenomenal machine, Cycle Torque’s editor Chris Pickett still considers it the most exciting machine he’s ever had the privilege to ride.

Continued on next page

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TESTING

•

RACING

FIRST ISSUE •

EVENTS

15 YEARS

Cycle Torque Feature

Casey Stoner winning the 2007 MotoGP title on the race version was the icing on the cake for Ducati.

Adventure bikes continued to become more mainstream, with the R 1200 GS becoming BMW’s best-selling bike despite KTM releasing the fuel-injected 990 Adventure. BMW introduced its parallel twins during this period, which also saw a four-stroke emphasis from KTM and lots more road bikes, the expansion of Buell under Harley ownership until the axe fell when the Global Financial Crisis hit.

CYCLE TORQUE MARCH 2014 - 23 CYCLE TORQUE MARCH 2014 - 23

brands joining the Japanese, American, European and Korean made bikes we already had.

Taiwanese brands such as TGB have done well, the Chinese less so with some importers going to the wall, with the exception of CFMoto which also produces the biggest roadbikes to come out of China (650TK and variants). But in the small bike/recreational market the Chinese are really stealing market share with incredibly low prices - Atomik and Shineray come immediately to mind.

BMW also tried its hand at building dirt bikes before buying Husqvarna.

2010-2014

Cycle Torque was also enjoying riding the Aprilia RSV twins, but not so much its ill-fated off-road and supermoto twins. Supermoto was big in this period too, with lots of manufacturers producing dirt bikes for bitumen use.

The GFC’s impact was biting by now, and the manufacturers took notice. Honda introduced the single-cylinder CBR250 to take on the Kawasaki Ninja 250 before its trio of LAMS-approved 500s arrived to record excellent sales.

Honda was making the CBR600 even sportier with the 600RR, and dominating Supersport racing for a period, while also inventing a new motocross category with the CRF150R. Yamaha’s YZ finally got alloy frames, years after arch-rival Honda.

Yamaha and Suzuki also introduced excellent LAMs machines and the market for lower-powered machines really took off, while Hyosung’s Australian range went entirely LAMs, the Korean manufacturer successfully targeting learners and those looking for great value machines.

Suzuki sold sqillions of the awesome-value soft-core adventure tourer V-Strom 650 - its 1000cc sibling not a bad bike but not as popular. Ducati also entered the soft-road Adventure market with the Multistrada.

Three-wheeled machines from Piaggio (MP-3) and Can-Am (Spyder) were introduced, both finding their niche, as was Victory, being very new to Australia.

Harley-Davidson was riding high, introducing new models and the very expensive CVO machines.

More and more manufacturers seemed to be fighting for the Aussie dollar, which was high, helping keep the price of bikes low. Many of those manufacturers were Asian, with the Chinese and Taiwanese

At the premium end of the market it was a different story. Harley closed down Buell and sold off MV Agusta – Buell was supposed to have given the company access to younger, sportier riders, MV access to the European market – but both were a financial drain when the US market froze under the weight of the GFC. Harley would re-tool and introduce lower priced machines and will introduce Indian-made 500 and 750cc bikes in 2015 (although Australia might not get the 750).

BMW introduced the S 1000 RR to wide critical acclaim and Aprilia introduced the V-Four RSV-4R and RSV-4 Factory, compact race replicas which Max Biaggi rode to the World Superbike Championship.

Ducati’s Panigale is the first of the 8-valve race replicas not to be simply Continued on next page

15 YEARS

Cycle Torque Feature

given a number as its model name, breaking with the tradition since the 851 was introduced in the late 1980s.

With a new engine, monocoque chassis, high tech electronics and MotoGP-inspired styling, the various Panigale models are very, very desirable.

Yamaha reversed the cylinder on the YZ450 & 250 and brought out the Super Tenere before Triumph started producing the Tiger 800 and 1200 Explorer Adventure Tourers. Ducati redeveloped the Multistrada around the 8-valve high-performance engine and it too had an Adventure machine.

Kawasaki’s bargain Versys 1000 soft-road Adventure tourer and the high-tech CrossTourer from Honda meant nearly every major manufacturer had an Adventure bike of some sort. BMW introduced the Wasser Boxer 1200 GS, water-cooling the Boxer engine for the first time.

We hadn’t seen an inline six-cylinder motorcycle since Kawasaki’s z1300 in the early 80s, but that didn’t stop BMW producing the K 1600 models to take on the Honda Gold Wing at the top-end of the touring market.

BMW seems to have given up on the dirt bike market by selling Husqvarna to KTM, the Germans concentrating on the road bike market and introducing scooters to the line-up. Ducati was sold to Audi (which is owned by Volkswagon) and Aprilia to Piaggio.

Polaris re-introduced the Indian badge and did an awesome job of building machines Indian might be producing today had the old factory never closed its doors. The new line-up captures the essence of the old machines with modern technology and performance.

CYCLE TORQUE MARCH 2014 - 24 CYCLE TORQUE MARCH 2014 - 24

The future Bike journos have been predicting the demise of the sportsbike for decades, getting it hopelessly wrong - the lure of clip-ons and speed endures, although the percentage of race replicas which are never registered for road use seems to be rising along with speeding fines.

The difference in lap times for the average rider between bikes sold today and those sold in 10 years is unlikely to be very different, although improvements in traction control, ABS, stability and tyres will make lapping your favourite track more and more fun.

Cruisers and nakeds have been evolving and improving, selling to those who love the breeze in their face and generally not needing the latest technology or the highest performance. They will continue to attract an audience of fans.

The LAMs market has exploded, with manufacturers offering many choices to those either restricted to lower-powered machines or those simply looking for good value. Compulsory training for learners has reduced the motorcyclist road toll, which has improved the image of motorcyling as an activity, which has improved the popularity of riding. It’s been a long time since riders were considered Temporary Australians.

Motocross and enduro bikes are continuing to evolve, although the pace of change has slowed since nearly all manufacturers have switched to primarily four-stroke model ranges. Opening up places to ride, like Queensland Moto Park, would help drive interest in casual off-road riding.

Adventure bikes are set to continue improving and becoming more popular - Suzuki is about to introduce a new V-Strom 1000, BMW a new GS Adventure and we’ve barely gotten used to the F 800 GSA, 1190 KTMs and the latest Multistrada.

Although motorcycling is going through a tough period now, the future does look bright for two and three wheelers. n

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2014 YAMAHA YZF-R6

Test

CYCLE TORQUE

CYCLE TORQUE MARCH 2014 - 26

2014 YAMAHA YZF-R6

Test

CYCLE TORQUE

15 years of race breeding make the R6 one of the most popular sportsbikes ever made.

CYCLE TORQUE MARCH 2014 - 27

2014 YAMAHA YZF-R6

CYCLE TORQUE MARCH 2014 - 28

Test

CYCLE TORQUE

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

IT’S long been known around the racetracks Yamaha’s R6 was the go-to middleweight if you wanted to lap quicker.

Sure, other middleweight sports machines have spent some time at the top during the R6’s life but there’s no doubt in my mind the R6 has spent more time at the top, of the racetrack, than any other brand. Does this make it a better bike than its competition or is it a case of riders buying the bike, which is doing all the winning?

Even at last year’s Manx GP TT legend Milky Quayle told me that my son Alex would have gone quicker if he’d been on an R6 rather than a Ducati. He didn’t mention any other bike. Whether that is true or not there seems to be a belief that the R6 is the bike to have if you are Supersport of Superstock 600 racing.

And there are plenty of instances I know of where the rider has jumped from another brand onto an R6 and gone quicker straight away, indicating they are not only fast, but they are easier to ride fast.

In the shop For 2014 there are only minimal changes from ’13. Yamaha says the R6 didn’t need any major changes, and as a package it’s still at the top of the Totem Pole. And it does this with no electronic rider aids, but then again so does just about every other middleweight sports machine.

Out of the box the R6 engine is a racer, with a 16,500rpm redline and a 13.1:1 compression ratio. It has all the usual suspects in the engine, and racers will delight in the fact it has a slipper clutch standard.

One of the cool gadgets the engine has is a variable intake tract set-up, which is controlled by the ECU. On older racing machines tuners can spend many hours tuning inlet lengths to get the best power but the R6 has the best length all the time, giving the engine a broad power delivery for this type of machine. Twin injectors help here too, giving the engine all the fuel it needs when it’s revving hard.

Another interesting thing is the engine has titanium valves, often seen in motocross engines, but the usual titanium valve issues don’t seem to be a reliability problem on the R6, as they can be with the dirt squirters of all brands. Yes, even though they are usually seen being revved to within a thou of their lives on the racetrack, R6s are usually very reliable.

Suspension is what you would expect from a race-focused bike, with the 41mm forks adjustable in just about every plane, including high and low speed compression. At the rear the shock has the same adjustment benefits. It also has a spacer, which can be tailored to alter the rear ride height, especially for track work.

Continued on next page

2014 YAMAHA YZF-R6

Test

CYCLE TORQUE MARCH 2014 - 29

CYCLE TORQUE

a chore of course but on the open road you can live with it, and when you get to the corners, well...

The engine sure likes to rev and it starts building real power around 9,000 rpm, with things going a bit mental from 10 upwards. Tootling around in top at 4-5,000 rpm is fine too, but for quick overtakes you’ll need to stomp the gear lever down a spot or two.

This is all second nature to experienced 600cc aficionados. As an educated guess I’d say there’s about 120 horsepower at the rear wheel.

So, we’ve established it goes quite well but it’s probably the handling which is its strong point. Our test bike was set firmly but not too firm that it compressed your spine at every opportunity. In fact it coped with the bumps well, never bouncing off them, despite the firmness. Rear end squat under power was also fabulously absent and this is down to the mounting position of the swingarm which is up nice and high in the Deltabox frame. Racers will also rejoice in the fact there are TZ style chain adjusters which are always handy for quick tyre changes at the track.

One area I felt the bike was slightly lacking was the brakes. The 4-piston radially mounted calipers (with Brembo master cylinder) felt a bit wooden for my liking, and required a decent pull on the lever for quick stops. This might just be the pad material because I’ve ridden other R6s, which nearly throw you on your nose.

Not so handy for road riders but if you are keen on racing or track days the instruments have a built-in lap timer and a programmable shift light. The rest of the combination digital/analogue instruments have all you need for any sort of riding you will do.

Verdict The 2014 R6 looks sharp and it feels sharp on the road. It’s very much track focused but amazingly it’s also great on the road, in the right conditions. It steers incredibly quickly but still feels stable, even at speed on average surfaces. You can change line mid corner almost at will, and when you have the engine past 10,000 rpm it is screaming like a banshee and going like one too, especially with the GYTR accessory slip on muffler. On the pipe it sounded amazing without being too loud around town.

Track only?

There’s no doubt the riding position is track focused, and there’s little thought for luggage or pillion accommodation. It would be interesting to know how many new R6s sold actually go straight to the racetrack, compared to the road. The rider does have their backside perched high and hands low but despite this it’s not too bad because the ratio of these two to the footpegs are reasonable for road riding. Around town it’s

It might have a reputation for on track prowess but the latest R6 is also a fine sports road bike. At $15,999 the 2014 YZF-R6 is amazing value, considering many riders would be quicker on this bike than they would on bigger capacity sports machines.

15 years ago we put the very first Yamaha R6 on the cover of the very first issue of Cycle Torque. It was a leader of the pack then and still is. The more things change the more they remain the same. n MORE

2014 YAMAHA YZF-R6

Test

CYCLE TORQUE

CYCLE TORQUE MARCH 2014 - 30

2014 YAMAHA YZF-R6

Test

CYCLE TORQUE

www.cycletorque.com.au/more www.yamahamotorsports.com

Rear shock works a treat, even on average surfaces.

Brakes are good but did lack some feel.

It’s all about the tacho…

CYCLE TORQUE MARCH 2014 - 31 S P E C I F I C AT I O N S: 2014 YAMAHA YZF-R6 Engine Type: Liquid-cooled inline four Capacity: 599cc Transmission: 6-speed and chain drive Fuel Capacity: 17 litres Frame Type: Alloy twin spar Seat Height: 850mm Wet Weight: 189kg Front Suspension: 41mm USD Rear Suspension: Monocross single shock Brakes: Twin 4-piston calipers on front, single caliper on rear Tyres: 120/70-17, 180/55-17 Price (RRP): $15,999 + ORC www.cycletorque.com.au/more

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Accessory pipe sounded horn.

One of the most famous supersport model names ever.

A tail tidy would make the rear end as sleek as the designers envisaged.

2014 CYCLE TORQUE YAMAHA YZF-R6 Test

CYCLE TORQUE MARCH 2014 - 32

CYCLE TORQUE MARCH 2014 - 33

http://merchandise.hondampe.com.au/

DUCATI HYPERSTRADA

Test

CYCLE TORQUE

CYCLE TORQUE MARCH 2014 - 34

DUCATI HYPERSTRADA

Test

CYCLE TORQUE

A manic bike with a softer side. Who would

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have thought it possible?

DUCATI HYPERSTRADA

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N TEST AND PICS BY CHRIS PICKETT N RIDING GEAR: OGK HELMET, M2R JACKET, DRAGGIN’S DRAYKO JEANS, IXON GLOVES ARLEN NESS BOOTS.

DUCATI bills its Hypermotard as a supermoto on steroids. I guess you could say to a degree it is, but I think it’s a much better bike than that.

The new Hypermotard uses an 821cc engine which is essentially a reworked smaller capacity Testastretta, with long-stroke dimensions to give better low-end stomp and make the engine feel more refined than say the Ducati 848. This is the first liquid-cooled Hypermotard model. But wait you say, why are we talking about the Hypermotard, and not the Hyperstrada? Well, that’s because both bikes share most parts, with the ’Strada using travel accessories to make it better for longer distance riding.

Hard core In some ways it seems odd to try and turn a very aggressive hoon bike into a tourer but I think Ducati is on the money. Take a look back to the previous Hypermotard with the 1100cc air/oil-cooled engine. It really was a supermoto on steroids, with a ridiculously small fuel tank and a riding position which had you perched right on top of the bike.

This package made the bike massive fun to ride but I think it was overlooked by a decent amount of buyers because it wasn’t perceived the bike could handle anything more than a short ride, or more to the point, the rider couldn’t handle it. True, it wasn’t the most comfortable of machines, but put a long range tank on it, some factory accessory throw-over tank bags and a gel seat and you were in business. I did 1000 kays in a day on one with a similar set up.

Ducati has obviously picked up on this and realised there is room in the stable for a bike which can satisfy the primordial urges of a rider who wants their machine to be sharp and ultra aggressive, but wants it to be around so long after most riders of that ilk have put the cover over such a machine in their shed.

What differences?

It’s easy to look at both bikes side-by-side and come to the conclusion the only differences are a taller screen and a set of panniers but it does go deeper than that.

43mm forks are fitted to both machines but the Hyperstrada has 20mm less travel to

Liquid Hyperactivity suit its more road focussed niche. That said, not many people will want to take the Hypermotard too far off-road I would think. At the rear the wheel travel is the same 150mm on both machines, whereas the Hyperstrada’s rear shock preload can be adjusted via a remote hydraulic set-up. Perfect for the touring maniac, ah, motorcyclist.

But wait, there’s more. The Hyperstrada also has taller handlebars, a wider and lower adjustable seat (due to the shorter travel forks), longer guards, a centrestand, and a couple of 12v power sockets.

As you would expect from a machine of this calibre it has some kick-arse brakes, with radially-mounted four-piston monobloc Brembo calipers doing the shimmy and shake with 320mm rotors. Yes friends, this thing pulls up with alarming ease.

Now both bikes even share the same 10 spoke wheels but the Hyperstrada gets Pirelli Scorpion tyres, the same as you will see on the Multistrada 1200, while the Hypermotard gets the sticky Diablo Rosso IIs . Yes you can put those on your Hyperstrada if you so wish.

Lastly the Hyperstrada is 204 kilos ready to rock-n-roll, some six kg more than the ’Motard.

Continued on next page

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The ride There’s no denying the heritage of this bike when you get on it. You are still perched up high, and forward enough to feel like you are straddling the fuel tank. The handlebars are not much of a reach, and while first time Mulitstrada/ Hyperstrada/Hypermotard riders will feel maybe slightly cramped by the whole riding position I can confirm you do get over this quite quickly where it all feels quite normal.

About the fuel tank. It now has 16 litres which can realistically give you a range of around 250 kilometres if you aren’t trying to turn the throttle to the stop all the time. This is much, much better than the old air/oil-cooled model, and really does negate the need for after market accessory long range tanks. Ducati must have been listening extra hard to the punters who previously complained of poor fuel range.

The engine is a real beauty, with a very smooth nature down low. It feels quite strong but it does run out of puff earlier than an 848 due to the lesser capacity and longer stroke.

That’s OK though, I never felt like I needed more horsepower.

There are three power modes to choose from, with Sport and Touring modes giving you the full 110 ponies, but Touring just doesn’t have quite the snappy response as Sport. I preferred Touring mode due to the less frenetic initial throttle response. Urban mode has 75 horsepower and still feels a hoot around town anyway. The gearbox is a sweety too, with smooth changes, and combined with the final drive gearing feels great on the road. Not too tall. Not too low.

Just right.

I found the suspension overall very good, with the ability to soak up the bumps and still work well when I was ‘having a go’ as it were. I really do like bikes like this, with the handlebars giving you plenty of leverage, a riding position which isn’t over the top, and suspension which can cope with both good and poor surfaces, and be pretty good at either end of the riding spectrums. Ride like a daisy and it’s fine. Ride like a daredevil and it’s fine too. The only time you might not like the riding position is on lengthy freeway stints but this is only if you feel the need to do said freeway miles at speeds above 120 km/h or so.

Verdict I was a big fan of the original Hypermotard and like the new liquid-cooled Hyper family as much so. The Hyperstrada wears a coat of many colours, and while it can tour easily it doesn’t pretend to be one. That suits me, especially at $17,990. n

DUCATI HYPERSTRADA

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

Screen works well and you can get taller ones too.

Rear shock has hydraulic preload adjustment.

Hand guards give decent protection.

S P E C I F I C AT I O N S: DUCATI HYPERSTRADA Engine Type: Liquid-cooled V-twin Capacity: 821cc Transmission: 6-speed and chain drive Fuel Capacity: 16 litres Frame Type: Tubular steel trellis Seat Height: 850-830mm Dry Weight: 181kg Front Suspension: 43mm USD Rear Suspension: Progressive linkage single shock Brakes: Twin 4-piston Brembo calipers on front, single 2-piston on rear Tyres: 120/70-17, 180/55-17 Price (RRP): $17,990 + ORC www.cycletorque.com.au/more CALL FOR A QUOTE

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

Panniers are easy to install and remove.

Forks have 20mm less travel than the Hypermotard.

Brakes are awesome.

821cc engine is a beauty, smooth and torquey.

CYCLE TORQUE DUCATI HYPERSTRADA Test

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MORE

CYCLE TORQUE DUCATI HYPERSTRADA Test

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CYCLE TORQUE MARCH 2014 - 42

https://www.motoguzzi.com.au/cali1400/

HARLEY-DAVIDSON SEVENTY-TWO

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Child of the Seventies

HARLEY-DAVIDSON SEVENTY-TWO

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Harley captures the magic of the past with the technology of today

CYCLE TORQUE MARCH 2014 - 44

HARLEY-DAVIDSON SEVENTY-TWO

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N TEST BY DENNIS PENZO, PHOTOS BY NIGEL PATERSON AND RYAN GRUBB N RIDING GEAR: BELL CUSTOM 500 HELMET, MATADOR EQUIPMENT EYEWEAR, ARLEN NESS JACKET, BULL-IT JEANS, GLOVES BY FIVE GLOVES, FALCO BIKER BOOTS.

Child of the Seventies

AH, THE seventies! It was an era of innocence - of choppers and ape-hangers; of Stone, On Any Sunday and Easy Rider (yes okay, that was 1969 but the force was still strong in this one!)

Harley-Davidson’s Lowrider inspired 72 evokes the chopper attitude of those innocent early seventies where ape-hangers and six-over front ends were de rigeur.

Yes, I’m not ashamed to admit it but the British machine I rode back then (yes, I’m that old!) had a set of Mustang pushbike handlebars. There, I’ve said it. I feel strangely cleansed somehow.

But Harley has learned a lot of lessons since those heady, psychedelic years.

For a start the mini-ape hangers on the 72 carry internally routed wiring, for a very neat, clean touch.

White walled tyres and laced wheels! A bike after my own heart. The 21-inch front wheel combined with the 16-inch rear give the bike a nice stance.

And then there’s the 8-inch mirror chrome retro air cleaner cover.

Well, if that isn’t enough for you there’s also the chopped rear fender and sidemounted number plate - like a Dave Mann print straight out of the pages of Easyriders.

Top it off with a two gallon Peanut tank a la 1948 style just to expose more of that lovely V-twin donk (7.1 litres for those who speak metric).

And if you miss the psychedelia of that colourful era then wrap your retinas around the colour options Harley has available such as the range of Hard Candy Custom paint large metalflake finishes - available in Hard Candy Chrome Flake, Hard Candy Volcanic Orange Flake or Hard Candy Voodoo Purple Flake. (I feel peckish!) The paint job starts with several passes of 200micron flake over a black base, then a clear coat, then graphics are hand laid down and then many layers of clear coat lets that flake shine out. It’s a painstaking process but it offers a premium finish.

Okay, time to calm down and get my bearings. Now, where was I? Oh yes, 2014, now I remember.

So what we have here is an air-cooled 1200cc Evolution engine with aluminium heads and cylinders to help keep things lighter and cooler. And the whole powerplant is rubber mounted to keep it feeling silky smooth. Made all the more smoother by the finesse of the belt drive.

Continued on next page

HARLEY-DAVIDSON SEVENTY-TWO

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updated routing for a cleaner look, reduced number of wiring harnesses, switches, relays and fuses. Also a new voltage regulator has modified fins and integrated connectors to improve heat dissipation.

And of course it wouldn’t be modern unless it had Harley’s tried and tested electronic fuel injection.

All the Sportsters got an overhaul on their brake systems for 2014. Brake rotors are up from 292mm to 300mm with a more powerful and stylised front caliper with 34mm pistons with matching rear - both ends sport dual piston calipers. There’s also an improved all-aluminium integrated rear master cylinder with reservoir and a new allaluminium front master cylinder with reduced friction, therefore more efficiency, and stainless steel braided lines.

And ABS now comes standard on all Sportster models.

More ergonomic hand controls, better placement of switches so it is all at hand exactly where you need it.

I enjoyed riding this machine. I’ve got fairly short legs but I found the pegs weren’t too far forward for my stature, and the mini-apes are not too much of a reach either.

Harley has got the proportions and dynamics of this bike just right for those folks who enjoy this style of machine.

With a seat height of 710mm most people will find this a nice, low comfortable fit while ground clearance comes in at 120mm.

The modern brakes are fabulous compared to the rose-tinted glasses my memory uses for hindsight.

Even the electrics have had a bit of an overhaul with a new body controller with

The closed loop exhaust system still delivers that familiar Harley throb but also features new durable mufflers with exhaust shields, a catalyst and mini heated oxygen sensors all designed to meet future worldwide emissions standards.

There’s a factory installed next-generation security system featuring a hands-free fob that automatically arms and disarms the vehicle electronic security functions as you approach or walk away from your bike. Now back in the seventies you would only have heard of that in an episode of Dr Who. The 4-inch speedo is mounted on the handlebar clamp and features electronic speedo, odometer, clock, dual trip meter as well as RPM/gear display, ABS as well as blinkers, diagnostics, fuel warning and all the regulars you’d expect.

For $18,495 plus on-roads and with two year unlimited kilometre warranty this bike will take you back to a better time but move you forward in a better way. The only thing missing is a kick-starter.

And look, I didn’t even have to mention AMF even once. Well once, but I think I got away with it. n

HARLEY-DAVIDSON SEVENTY-TWO

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CCYYCCLLEE TTOORRQ QU UEE M MAARRCCH H 22001144 -- 4 47 7

HARLEY-DAVIDSON SEVENTY-TWO

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

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S P E C I F I C AT I O N S: HARLEY-DAVIDSON SEVENTY-TWO Engine Type: Air-cooled V-twin Capacity: 1202cc Transmission: 5-speed and chain drive Fuel Capacity: 7.9 litres Frame Type: Alloy twin spar Seat Height: 710mm Wet Weight: 255kg Front Suspension: Telescopic, no adjustment Rear Suspension: Twin shocks with preload adjustment Brakes: Single 2-piston calipers front and rear Tyres: MH90-21, 150/80-16 Price (RRP): $18,495 + ORC www.cycletorque.com.au/more CALL FOR A QUOTE

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

Chopped rear ‘fender’.

Metal-flake peanut tank.

In case you forget what you’re riding, it’s written on the tank.

Retro-style air cleaner on the Sporster motor.

Style is straight from the 1970s.

HARLEY-DAVIDSON SEVENTY-TWO

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2014 KAWASAKI KX450F

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2014 KAWASAKI KX450F

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If big dollops of HP sauce is your go, then the 2014 KX450F is your bottle.

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2014 KAWASAKI KX450F

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THERE is one big noticeable thing about the Kawasaki KX450F. Its horsepower. It’s right at the pointy end of the pack when it comes to churning up the soil and punching the rider forwards.

That’s all good, but like any production bike it can always benefit from some personalising for best results. Sort these and you’ll have not only a fire breathing monster, but one which you can actually tame. Well, tame a little.

Features On top of the standard DOHC 4-valve watercooled configuration, the KXF engine is packed full of race-spec features. A bridged bottom piston, launch control ‘holeshot’ mode, and adjustable engine tuning couplers really make this engine a race ready package.

The chassis features an all aluminium main frame, tapered D-shaped aluminium swingarm with Kawasaki’s Uni-track rear suspension linkage and KYB rear suspension matched to a complete aluminium rear subframe.

The Kayaba PSF (Pneumatic Spring Fork) was introduced in MY13, and after much speculation and debate, the PSF fork has turned out to be a welcome improvement to the mighty KXF. The air valve on top of the fork allows the rider or mechanic to set the pressure in the forks with ease, which is the equivalent of adjusting your spring rates in your conventional type spring fork. Internal valving still comes into play, and the PSF fork features the same type of clicker adjustments we are all used to seeing on our modern MX bikes. Having both clicker adjustment and pressure adjustment now makes

N TEST BY TODD REED, PHOTOS BY NIGEL PATERSON AND RYAN GRUBB N RIDING GEAR: TROY LEE DESIGNS HELMET, TROY LEE DESIGNS APPAREL, ALPINESTARS BOOTS.

the KXF extremely easy to tune while you’re at the race track.

A specifically designed top triple clamp allows for two handlebar clamp mounting positions, and with the offset handlebar mounts this adds up to a total of four different positions available to locate your handlebars. The footpeg mounts are also adjustable on the KX450F, with a second position being offered 5mm down from standard which allows the taller rider that bit more room in the cockpit.

On the track The Kawasaki KX450F is fast. Really Fast. This bike has been tuned with the racer in mind, it has strong aggressive power which comes on immediately once you crack the throttle. It’s a torquey, yet free-revving engine which offers a great spread of power throughout the rev range.

Its strong point is certainly off the bottom and through the mid, where the KX seems to have an endless amount of grunt. Higher up in the rev range the mighty Kawasaki continues to pull however isn’t as strong, which will encourage riders to keep shifting and keep the engine in the meat of the power. The standard 13/50 gearing worked well for us at our test track and proved to be a great base setting.

Launch control mode is an exclusive feature on the KX450F. It is a switch located on the handlebars that engages a different engine map, moderating the engine output beyond 7000 RPM in 1st and 2nd gear. Used off the start, it can be a handy tool in the right conditions. We tested the launch control on varying surfaces Continued on next page

2014 KAWASAKI KX450F

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and it works surprisingly well. A very nice feature of the KX450F. Last year we enjoyed the Kayaba PSF air fork on the Kawasaki and one year later we still think it’s a great thing. Getting the suspension dialled in was an easy exercise. We set the rear shock sag at 102mm, ensured that we had 35 PSI in the forks and off we went. We never strayed too far from the standard clicker settings and most riders will find great comfort within the capabilities of the standard settings.

Most riders will enjoy the standard ergonomic arrangement. Renthal handlebars set the standard and the 971 bend are very easy to adapt to. The adjustable handlebar mounts can be quite handy for those of us who differ in physical size; we moved the mounts into a position 15mm further forward which really opened up the cockpit and gave us much more room to move around. The standard footpeg height should be just fine for most riders and we felt no need to move them around during our test. A larger, wider set of foot pegs would certainly be a welcomed move though.

The standard tyres are Bridgestone M403 & M404 intermediate compound, they worked flawlessly on our test track and are a very popular choice for most Aussie MXers. The standard brakes are solid, reliable items which serve their purpose well. That being said, a larger front disc and improved stopping power would be one of the first items on the Cycle Torque shopping list if the KX450F was in our garage.

Verdict Even though it remains unchanged from 2013, the $11,999 2014 KX450F is a great bike. The powerplant is second to none and is a sure thing to put a smile on your face. The handling characteristics of the Kawasaki are quite good, and with some personal fine-tuning with the suspension, it would be easy to turn the bike into a razor sharp handling machine. On top of all that the KX450F is one great looking machine with the flo green plastic, and the black rims really top off that factory look. n

2014 KAWASAKI KX450F

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2014 KAWASAKI KX450F

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www.cycletorque.com.au/more www.kawasaki.com.au

WATCH VIDEO NOW

Alloy frame is one of the best.

A bigger rotor would improve the brakes.

The black rims fit the look.

Factory-style engine cases wrap…

S P E C I F I C AT I O N S: 2014 KAWASAKI KX450F Engine Type: Liquid-cooled single Capacity: 449cc Transmission: 5-speed and chain drive Fuel Capacity: 6.2 litres Frame Type: Alloy twin spar Seat Height: 955mm Wet Weight: 112.5kg (fuelled) Front Suspension: 48mm USD PSF Rear Suspension: Uni-Trak Brakes: Single caliper front and rear Tyres: 80/100-21, 120/80-19 Price (RRP): $11,999 www.cycletorque.com.au/more

…one powerhouse of an engine.

2014 KAWASAKI KX450F

Test

CYCLE TORQUE CYCLE TORQUE MARCH 2014 - 57

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CYCLE TORQUE MARCH 2014 - 59 CYCLE TORQUE MARCH 2014 - 59

Japanese riders on Japanese Superbikes.

Maria Costello and in action above at the Isle of Man.

Cycle Torque Feature

THE annual Barry Sheene Festival of Speed will again grace the Sydney Motorsport Park this March 21-23.

Each year the list of stars just seems to get bigger, but the promoters are also looking to outside the usual suspects when bringing in overseas talent.

This year there’s quite a varied group of riders attending from all over the world, and this event is likely to just keep getting bigger, as classic racing in Australia and throughout the world is enjoying quite possibly the largest growth in motorcycle road racing.

The good thing about classic racing is the bikes look and sound very different, not just from modern bikes but also from each other. And one thing the organisers do very well at the BSFOS is the trade stalls and show-n-shine displays by numerous classic bike clubs. Whether it be in the parking lot or on the club stands, the amazing array of machinery is, well, amazing.

The headline act for 2014 would have to be eight time world champion Phil Read. As a racer Read possessed a will to win not many other riders had. This probably didn’t make him many friends among his Continental Circus competitors but it has gained him scores of fans over the years, and even though in his advancing years he won’t be able to do laps times like the old days, it will be an opportunity to see such a legend of motorcycle racing in the flesh. It’s an opportunity not to be missed.

Continued on next page

Cycle Torque Feature

Another star appearing at the 2014 Barry Sheene festival will be Maria Costello MBE, who will be competing for the first time in Australia.

Maria is one very fast lady out on the racetrack, lapping the Isle of Man course at 114.73 mph in the 2004 TT Production 1000 race. In 2005 Maria made history by becoming the first womon solo rider to finish on the podium at the IOM TT (3rd in Ultra Lightweight class) on a Honda VFR400. In 2011 she again finished on the podium (3rd place) in the Classic 250 race at the Manx Grand Prix on a Suzuki T20.

Maria has raced all over the world, competing in all classes from modern superbikes to classic racers, she will be competing on a Honda RS125 and either a Honda RC30 or Honda VFR400.

Girl power is alive and well at the Barry Sheene Festival of Speed 2014.

New Zealander, Scout Fletcher from Christchurch, is to make her first trip across the ditch to contest this year’s event.

The 18-year-old has been racing since she was 13 and in 2013 finished 2nd in the NZ 125 GP Road Race Championships, won the NZ TT 125 GP Class and the Pre War 350cc Barry Sheene Oceania Challenge at Hampton Downs in October 2013. Scout started riding bikes as a 10-year-old and had her first race on a Suzuki RG150 at Ruapuna Raceway in February 2009. She had her first classic race on a 1929 hand-change Rudge in the 2012 Summer Classic Festival.

Her talent has not gone unnoticed as she was given a 350 Manx Norton (previously owned by four-times

CYCLE TORQUE MARCH 2014 - 60

world champion Hugh Anderson) to race at the annual Port Races on the streets of Port Nelson.

Scout has impressed with her ability to switch from modern, ultra lightweight 125 GP bikes to Manx Nortons to hand-change Rudge or Ariels.

For the BSFOS, Scout will be riding a TZ250 and an Aermacchi 350 as well as a RS125 Honda.

But it doesn’t stop there. The Post Classic Racing Association of NSW, along with Steve Leembruggen’s Old Gold Motorcycles have announced the appearance of Japanese super bike riders, Yuji Terada and Tomoki Adachi who will competing on their Period 5 super bikes.

Grand Prix legend Phil Read

Yuji Terada (UG) will be riding his 1981 Suzuki 1100 Katana and Tomoki Adachi (Tomo) is competing on a 1978 Kawasaki Z1000.

Terada is the owner/operator of Annys Motorcycle Shop in Nagoya, Japan were they specialise in Kawasaki Z series machines and also design and produce special one-off race parts.

Adachi will be riding a Z1000 Forgotten Era bike. He is in the top three forgotten era riders in Japan. Along with the two riders there will be a mechanic and a team manager as well as a film crew to record the event.

Besides seeing these talented riders, you’ll be able to catch up with them at autograph sessions, and as the pits are open you might be able to tie them down for a quick chat. And don’t forget that some of Australia’s best classic racers will be there too.

Looks like the 2014 BSFOS is going to be a doozy. Make sure you don’t miss it. n

18-year-old Kiwi Lass Scout Fletcher.

CYCLE TORQUE MARCH 2014 - 61

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

(Using our new software and electric servo our new kit is already available for sale.)

Also available on Boom Trikes, Honda VFR1200X and VFR800X

www.mccruise.com

Cycle Torque People – Kurt Gidley

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RUGBY League fans need no introduction to Newcastle Knights and former NSW Blues captain Kurt Gidley. While Gidley’s life pretty much revolves around leading the Knights on the field and spending time with his family, there’s the odd occasion where he can get away from it all on his customised Harley–Davidson.

We caught up with Kurt at the recent Sydney Motorcycle Expo where he and former NRL and Parramatta star Nathan Hindmarsh were guests of Harley-Davidson, getting the story on where it all started for Kurt and motorcycles.

“My mum and dad weren’t too keen on me having a dirt bike when I was a kid due to the safety thing, but I started work when I was 16, and then at 17 I bought my own dirt bike.

“I’ve always loved motorcycles and motorsport, especially dirt bikes. I had a Continued on next page

Cycle Torque People – Kurt Gidley dirt bike for a few years and came off breaking my arm. When I was starting to get serious about footy I sold the bike to concentrate on my Rugby League career.

“When I was about 22 or 23 I wanted to get a bike again, a road bike. I got my licence and got back into bikes. I really enjoyed riding and it was good to be on the bike by myself.”

It all just went from there.

“I like the style of Harley-Davidson bikes and I found mine not far from where I live.

It’s a Softail Deluxe with lots of extra chrome and accessories. The guy I bought it off did lots of work to it and it’s a real nice bike. I don’t get on it as much as I’d like and I’ve got a young family so between footy and family there’s not much time left.”

And while it’s fun there’s also a serious side to Kurt’s motorcycle riding.

“I’m involved with the Old Boars Motorcycle Club, which raises money for Protate Cancer and when I can I like to get involved with fund raising with the club.

What about his footy?

“I’ll be recovering from an ankle operation at the start of 2014 so I won’t be competing in the Auckland Nines. I hope to be back for the start of the regular NRL season but I we’ll have to see how I go.

“I’m very proud of how Newcastle went in 2013 and I think we can keep that momentum going into 2014.” n

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CY CC Y LCEL ET O TO RR QQ UU E EMM AR AR CH C H2 2 00 11 4 4- 6 - 66

21st island Classic

Cycle Torque Feature

World Dominance

CYCLE TORQUE MARCH 2014 - 67

N STORY BY CHRIS PICKETT N PHOTOS KEVIN EELES

TO SAY the annual Island Classic is a huge meeting is a major understatement. The event is promoted by the Phillip Island Circuit and you would go a long way to attend a more professionally run, or friendly event.

The headline act over the last number of years has been the International Challenge, which started off between UK, Australian and New Zealand teams. And more recently America has fielded a team as well, either with their own bikes or on loaned machines from Down Under.

As the Island Classic celebrated its 21st birthday it was fitting the rider line-up was the best ever seen. The biggest name would have to have been 20 time Isle of Man TT winner John McGuinness who would ride for Team Pom, but the UK team was the strongest ever fielded, and the talk around the traps was the Aussies were worried, even if they liked to portray otherwise.

To get a gig in either the Australian or English International Challenge teams means you probably have a national or world title to your name, and that was also the case with a couple of the Americans, with some ex-pro AMA racers among them, including Ottis Lance who must have had the coolest sounding name of the meeting.

The main players in the UK team were McGuinness, Ryan Farqhuar, Gary Johnson, Jeremy McWilliams, and Mike Edwards, an unlikely looking guy in his ’50s who just happens to be real fast.

Team Australia was always going to be very difficult to beat with Cameron Donald, Shaun Giles, Steve Martin, Brendan Roberts, Beau Beaton and of course, Aussie superbike legend Malcolm ‘Wally’ Campbell being the expected front runners flying the Aussie flag. Robbie Phillis was in there as well but he crashed out on Saturday, wrecking a very sweet XR69 Suzuki replica, on its first serious outing.

There’s a bit of shuffling between countries, with a few Aussies taking short term residence in overseas countries to bolster those teams.

Overall the three strongest riders were McWilliams, Donald and Giles. It couldn’t stay this way all meeting as the Period 5 unlimited hand grenades, sorry, race bikes, seem to be tuned to within a thou of their lives, regularly blowing themselves to pieces.

Serious horsepower and serious ability behind the handlebars are the trademark of

the Island Classic International Challenge, and the racing is as full on as you can get.

When you see Shaun Giles punching his chest prior to the start of the race you know he’s not mucking around. And the way Beau Beaton pushed that big capacity Vincent was a sight to behold. He seemed to get faster as the weekend went, and in the last race he was on fire. He couldn’t match the outright horsepower of the four cylinder machines but he made up for it with heart.

The racing was so close there was nothing between Giles and McWilliams come meeting end. Both sat on 155 points and deservedly so; both were crowned winners and shared the Ken Wooton Perpetual Trophy, with Roberts just behind in third and Beaton in fourth. Surprisingly the top seven riders all finished each of the four races.

Australia won the teams challenge with 1161 points, from the UK on 916, New Zealand on 553 and USA on 491.

The quality of the machines is also a sight to behold, everything from Indians to Honda RC30s in the newly included Period 6 class which includes machines built until December 1990.

Two other notable winners were Tasmanian racer Murray Seabrook who took out the Phil Irving Trophy for the most points accrued at the meeting, outside of the International Challenge. Seabrook won both the 250cc Classic and Post Classic classes to take the win.

Barry Smith might be recognised by many as the face behind the bike models and race art stand at the WSBK and MotoGP expos but not many might know he’s a multiple world champ, and the first foreign rider to race for Derbi. Smith raced from 1965 until 1981 and raced in various classes with great success, including Isle of Man TT wins. Smith was inducted into the AMCN Hall of Fame and was a very popular winner going by the reaction of the crowd at Saturday evening’s dinner for racers and invited guests. Over 600 people attended the function, where the voice of Australian motorcycle racing, Will Hagon, took control of the microphone and hosted proceedings. Perhaps the highlight of the evening was when noted motorcycle journalist and racer Alan Cathcart interviewed John McGuinness. The crowd loved the natural way the humble McPint handled the questions and cracked jokes.

For full results of all the classes go to www.cycletorque.com.au/more. n

21st island Classic

Cycle Torque Feature C Y C L EPhil T O R QAndrea UE MARCH 2014 - 68

NSW Seeley Commando

I BOUGHT the bike as is from Minnovation Racing in the UK last year. It’s got a replica Seeley frame and a 1007cc Steve Maney built Norton engine.

I was able to follow the progress of the build via the internet so that was cool. This is the first time we’ve raced it. We’ve had some trouble getting it running cleanly and haven’t finished a race yet.

My mate Mick Neason is the rider.

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21st island Classic

Cycle Torque Feature C Y C L E T O R James Q U E M A R CMcKay H 2014 - 69

Nevada USA Suzuki Katana

The bike belongs to Joe Dan Weir, who’s the current AHRMA champion for the Historic Superbike class. He brought two Katanas out and offered me one to ride. This is my second time out for the Island Classic, last year I rode my Suzuki GSX-R1100.

Result – 18th International Challenge.

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21st island Classic

Cycle Torque Feature C Y C L E T O RDave Q U E M AKavney RCH 2014 - 70

QLD Honda CB500/4

I’ve had the bike for 13 years now after swapping it for a basket case Suzuki GS850. I’ve raced it in various guises, with no fairing, 4 into 1 pipes, on methanol, back on petrol. You name it, I’ve probably tried it. I do all the work myself and it’s currently running 750 forks, Dyna ignition, CR carbs, Gazi rear shocks, flowed head and a massive cam which is probably too big.

Result – 7th Post Classic 500

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21st island Classic

Cycle Torque Feature C Y C L E TJock O R Q U E Williams MARCH 2014 - 71

NSW Yamaha TZ750 I built this bike myself from drawings supplied

by Mal Pitman, the Yamaha dealer from South Australia. It’s a copy of a 1978 OW31 and I made the frame, tank and seat myself on my farm. The engine is from a sidecar and it’s always given me grief. I didn’t think I was going to make it down here but I got the engine sorted at the last minute, packed the ute and drove non-stop to Phillip Island, full of Red Bull. Another Jock adventure.

Result – 16th Unlimited Forgotten Era Minor Class

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21st island Classic

Cycle Torque Feature C Y C L E T O RStan Q U E M AMucha RCH 2014 - 72

Victoria 1926 Indian

Lindsay Urqhart had some bits and pieces, and we built the bike together.

Lindsay had the bike for years. It’s got a Norton clutch, Vincent brakes, and the 8v engine. I’ve raced it for close to two years now, and I race it as often as I can. I want to get the bike as reliable as possible.

It takes a lot to keep it going due to the age. The bike is out for the weekend because of a wrecked main bearing during practice. I’m new to classic racing but I’ve had classic Indians for a while now.

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21st island Classic

Cycle Torque Feature Carroll C Y C L E TBrian ORQUE M ARCH 2014 - 73 USA BMW R 750/5 sidecar

I’ve raced it for four seasons now, and before that I raced a BSA sidecar for 15 years. I bought it from a guy who raced it to 4-5 champs. I race it up and down the east coast of USA, and Canada too, I rebuilt the sidecar last winter with quite a few mods, lots of engine work, coated pistons, valves, combustion chamber etc. It’s now more tractable and reliable. I was in Australia in 1970 on R&R and when I had the opportunity to come down for this event I jumped at the chance. My daughter who is my regular passenger now has a family and couldn’t come with me so friend’s wife Eve Stein is the passenger for me here.

Result – 9th in Post Classic Sidecars

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21st island Classic

Cycle Torque Feature Malcolm Campbell

CYCLE TORQUE MARCH 2014 - 74

Tasmania Honda RS 1220

This bike is owned by Tom Dermody and it was built over the last couple of years by Peter McWiggan of Manta Engineering in Melbourne. It’s basically a copy of a factory Honda RS. It’s taken a bit longer than expected to build because of Peter’s work commitments, and we don’t have the best engine in the bike for this meeting. The unfinished engine has some very exotic bits in it and should be faster.

This is the bike’s first meeting so it’s a bit of an unknown but so far it’s handling good. I’m racing for the Australian team in the International Challenge.

Result – 11th International Challenge

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21st island Classic

Cycle Torque Feature C Y C L E T O R Q UDamien E M A R C H Kavney 2014 - 75

Queensland Harris Suzuki XR69 Replica

The bike has a modified Suzuki GSX1100 engine, Ohlins rear shock, and Yamaha TRX850 forks. Brakes are Brembo calipers on Suzuki RG500 replica discs, and 17 inch wheels.

I started planning the build a few years ago after seeing the XR69 of Ryan Farquhar at the Island Classic in 2011. I knew I had to have one. So that’s where it started.

I couldn’t afford to buy a complete bike so I did some research and spoke to the UK guys at the Island Classic about who they dealt with and different components. I ordered a frame, swingarm, shock, tank, seat and triple clamps. I sourced my own forks, wheels and engine locally.

We have learned and changed the bike setup quite a bit. Now we are starting to get near the results where we want to be. (i.e. Top Privateer).

The majority of everything we do is done ourselves. I cannot take credit for the build of the bike as my Dad Laurie was the major contributor; with me helping out on weekends and organizing parts etc.

Result – 15th International Challenge

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21st island Classic

Cycle Torque Feature C Y C L E T O R Q ULouie E M A RMontagnino CH 2014 - 76

Queensland Honda CB900F I bought the bike in 2008 and finished it in 2011. Engine capacity is now 1123cc, with Wiseco pistons, Keihin CR33 carbs, Dyna 200 ignition, and 17 inch wheels.

I bought a bunch of parts from someone that was clearing their shed out. To complete the build I had to then source parts from mainly the US and the UK as parts are hard to come by in OZ. I had I huge amount of help from Laurie Kavney (Damien Kavney’s dad) in the engine build and bike setup.

Without Laurie’s help I would be still building the bike today!

This is my first race bike and there has been a lot to learn from riding the bike and to setting it up to run well at different tracks. I have had a lot of advice from other riders at events and from members of QEMSC, which has been great.

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21st island Classic

Cycle Torque Feature C Y C L E Don T O R Q Sexton UE MARCH 2014 - 77

Victoria Honda CR750

I built the bike many years ago, dating back to early ’70s. I started collecting Honda CR750 bits and I got the opportunity to work on Honda’s factory CR750 in the ’80s and I had access to more parts and information for my bike. We raced it here at the first Island Classic, and raced it off an on over the years. It’s changed hands a few times but now it’s back with me. I now have Dean Oughtred riding it now and he’s a real gun pilot.

We’ve repainted it in the Daytona Candy orange.

It’s got lots of factory parts and some copied from factory parts.

Result – 1st Post Classic Unlimited

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21st island Classic

Cycle Torque Feature C Y C L E TRoland O R Q U E M A RSkate CH 2014 - 78

Victoria Honda CBX1000

This bike is a 1981 CBX1000, and I’ve recently built the bike as a Pro-Link model, now the rules go out to 1981. I’ve raced and developed it over a 20-year period. It has a standard frame but modified to bring the engine 400mm further up. It’s a standard front and rear end setup, CB1100R bodywork and CBX tank.

The reason I really started to build this Pro-Link bike was for my mate Mel Bristow. He was a member of our CBX club and he wanted me to build him a bike. It was one of those things where you’ll get around to it. When he passed away his wife gave us a couple of old donor bikes and we went from there.

Trevor Manley is our rider, won a few Australian championships, and while he’s not as slim as he once was he still rides very well.

This weekend it looks like we have had a camshaft failure but it still looks good hey.

World Dominance

21st island Classic

Cycle Torque Feature C Y C L Eisland T O R Q U E M A R CClassic H 2014 - 79 21st

Cycle Torque Feature C Y C L Eisland T O R Q U E M A R CClassic H 2014 - 80 21st

Cycle Torque Feature C Y C L Eisland T O R Q U E M A R CClassic H 2014 - 81 21st

CYCLE TORQUE MARCH 2014 - 82

INFORMATION FROM OUR ADVERTISERS

SCAN ME

FOR MORE PRODUCT INFORMATION

IBIKE STUFF

LIGHT AND AERODYNAMIC

The Kabuto Aeroblade 3 Rovente was developed in a wind tunnel and deigned for all-day comfort.

This sports and touring helmet has a dual density absorption liner and adjustable ventilation with side outlet trim to keep you cool. Patented wake stabiliser and antibuffeting technology allows high speed and long distance riding without the fatigue of fighting the wind. It features detachable and washable cheek pads and chin-strap covers. Comes in XS, S, M, L, XL, XXL and colours are: Red/White & White/Silver PRICE: RRP $425 AVA IL A BL E F ROM: Good bike shops MORE INF O: www.cycletorque.com.au/more

TAKE THE PRESSURE OFF Few of us trust air gauges at petrol stations and tyre pressure is too important for motorcyclists to be lacksadaisical. Now you can simply clip Motopressor Air Gauge onto any valve stem for an accurate reading in KPA or PSI. Either use it with your Motopressor Pocket Pump, or at a servo as an inline gauge. There’s even an air bleed button to make sure you’ve got it right and there’s even a three-year limited product warranty.

SCREW FLATS!

Well, now you can do literally just that. There are now four new Cargo traditional “rope” and “combination” emergency tyre repair kits from the Gryyp range. Now with a padded pouch the kits contain everything a tubeless tyred bike will need to get going again. Some kits include the Cargol “Turn & Go” plugs, “rope” style plugs, pliers, compact reaming and reaming tools, Co2 cartidges and adaptor, 90-degree valve extension.

Check out which suits you.

PRICE: From $74.95 (Kit pictured GK020) to $84.95 AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

GP PRO FOR ROAD AND RACE

Alpinestars sports riding gloves have been developed after years of testing on MotoGP and WSBK circuits. Full grain, multi-panel leather construction with a kangaroo leather palm and synthetic suede palm reinforcements is flexible, gives total feel and is durable. Alpinestars’ exclusive Dynamic Friction Shield (DFS) protectors feature advanced airflow ventilation and a dual density polymer construction for superior performance against repeat impacts as well as abrasion resistance. Patented third and fourth finger-bridge prevents leather from twisting on fingers. Race-proven, anatomically contoured polymer wrist cuff wraps around wrist to protect wrist bone from impact. Internal KEVLAR® hand and thumb lining, plus internal K-Tech KEVLAR® little finger lining for abrasion performance. Dual cuff closure on wrist for a secure fit. Come in Black, Black/white or White/red/ black. Sizes: S-3XL PRICE: $249.95 AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

PRICE: $25 AVA IL A BL E F ROM: All good bike shops MORE INF O: www.cycletorque.com.au/more

CYCLE TORQUE MARCH 2014 - 83

INFORMATION FROM OUR ADVERTISERS

SCAN ME

FOR MORE PRODUCT INFORMATION

IBIKE STUFF

SUITS HIGH PERFORMANCE The new Arlen Ness Sentinel race suit is fully CE certified. Shoulders, knees and elbows have magnesium sliders for maximum impact and abrasion protection as well as double layer leather in high abrasion areas. There are also multicomponent knee and elbow protectors for both impact resistance and shock absorption.

Internal chest shield protects the torso featuring side extensions and ventilation holes for airflow. Made with perforated leather for optimal ventilation in hot weather.

PRICE: $1299.95 AVA IL A BL E F ROM: Better Bike shops MORE INF O: www.cycletorque.com.au/more

LET ME BREATHE!

Italian company BMC Air Filters manufactures high performance, washable filters for MotoGP and World Superbike teams and they’ve just introduced a filter for the mighty Honda CB500 series to complement their huge range of filters which covers almost all modern road and race motorcycles.

BMC Air Filters improve power delivery and torque as well as offering excellent filtration to help protect your pride and joy. Easy to fit and easy to maintain using BMC’s separately available Service Kit which includes detergent for cleaning the filter and a bottle of spray-on oil for re-oiling, this is a must have, durable and value for money accessory to help get the most out of your Honda 500 twin.

PRICE: RRP $119 AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

PRICE: Dependent on product.

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

SAVA SAVVY Cycle Torque has just shod its testbed GSXR-750 with a set of Sava Sport Force tyres. Sava are still made in Europe and produce a range of tyres that covers everything from ATVs, postie bikes, sportsbikes, offroad and lots more. We’ve fitted a 120/7CZR17 Sport Force on the front and a 180/55ZR17 on the back.

Sava is a well established brand in Europe having been proven around the racetracks and cobblestone alleys of the continent.

Watch this space to find out how we go.

PRICE: $300 for the set, introductory offer.

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

RACERS AND WEEKEND WARRIORS Ipone’s new racing range of lubricants and maintenance products are testament to the long-running partnership between Ipone and Red Bull Moto GP Rookies Cup and are designed to suit high stress conditions and performance at a professional level.

The Ipone range covers everything from oils for two- and four-stroke, fork fluid, mono-shock fluid, brake fluid and gearbox oil.

CYCLE TORQUE MARCH 2014 - 84

USED & REVIEWED THOR Ratchet Boots and THOR Force Helmet

Deciding on a new helmet is not as easy as it used to be. In the old days most of us wore Bell helmets coz they were the best then along came Arai and most wore them coz they were the best. Well now there are more helmets to pick from than you can poke a stick at but when you look into it some leave a lot to be desired when it comes to comfort and protection.

So with that in mind I was pumped to have the THOR Force helmet turn up for my use early in 2013 thanks to the crew as Gas Imports and as it was going to be my first THOR helmet I was very interested to see how it panned out in the hot Queensland climate. Before I go any further here are the features that make up the THOR Force Helmet.

Just over a year ago I received a full set of • Meets or exceeds all AMA and FIM professional racing standards.

THOR riding gear and since my old boots were • Hand laid composite Fibreglass / Kevlar construction for superior strength with minimal weight. well passed their used by date it was the set • Contoured eyeport gasket improves goggle fit. of white THOR Ratchet Boots that I was most • Increased liner and EPS ventilation for maximum airflow. excited about.

• Front intake port and rear exhaust vents provide optimal air circulation and venting.

Before I go much further here are the features • EPS material extends throughout chinbar for that make up the THOR Ratchet boot. increased strength.

• Ratchet closure buckle system provides a • Antibacterial, moisture-wicking SilverCool™ secure, custom fit every time. liner is removable and washable and keeps • Leather chassis construction offers excellent flex you cool ride after ride. and feel.

• Integrated hi-flow mouthpiece increases • Split-grain leather calf guard for abrasion and airflow while filtering out roost. heat resistance.

• Integrated roost guard for added • Contoured shin plate and ankle plate for impact protection. and abrasion resistance.

• DOT and ECE 22.05 approved.

• Bio-foam lined interior and insole provides You will be surprised to know that I have AVA IL A BL E F RO M : All good motorcycle stores superb comfort and cushioning. a small head and whenever I am asked for M O RE INF O : www.cycletorque.com.au/more • Welted rubber outsole with steel shank insert for my head size I ask for a small and sometimes maximum support. they fit perfect and sometimes they don’t.

OK, as a rider who does Thankfully the THOR Force fits like a cracker everything from general around my head but has enough room between my nose and mouth trail riding to motocross and the mouth piece to not feel claustrophobic. on modern and post classic machinery, the Because I need glasses to see I wear the Ariete goggles and they fit into boots I wear need to be comfortable, offer the protection I am after and have plenty of support the eye port area perfectly so now that I have my helmet and goggles across the toes and around the front of the foot, right around the ankle and up the calf muscle/shin on, let’s go riding. area of my leg.

Summer days in Queensland can have you riding in anything from 30 Because some of the older bikes I ride only have the thin footpegs the sole needs to have plenty to 40 degrees so ventilation is very important in a helmet and from my of support for those hard landings but subtle enough to be able to feel where my feet are on the year and a bit with the THOR Force I can report with confidence that the front intake port and rear exhaust vents work an footpegs. I really don’t give a shit what my boots look like but I do want all of the above as well as last absolute treat. at least three seasons of riding and racing. Surely that isn’t too much to ask?

I have no idea what the helmet weighs but it is not heavy and because of that I am often finding my 15 year old daughter Straight up, the THOR Ratchet boots offer the support and comfort I am after. The ratchet ‘closure Madison stealing the THOR Force when she heads off on her XR200R. This leaves me using one of my old helmets and it buckle system’ works so much better than the old boots I had and I can get a very snug fit from toe to calf makes me appreciate how good the THOR Force is as far as comfort and fit goes. every time I put them on. And they release easily so taking the boots off between motos is a breeze.

Looks wise I had the Scorpion design that had one of the teenagers who regularly rides with us drooling. The lining is The impact protection is more than adequate and the sole support was tested to its fullest when I raced a still in good nick after just over a year of use and being able to take it out and give the lining a wash every now and then 1981 Yamaha YZ465H at the Conondale Classic late last year. During my races I was launching the ol’ girl off is quite handy. The peak has withstood roost from 500cc 2-strokes at the Conondale Classic and a few crashes along the every jump so hard that the frame was jamming into the ground on landing yet I didn’t have any bruising way and all up the helmet is still in very good condition. on the bottom of my feet after two hard days of racing.

At $399.95 the THOR Force helmet is really good value for money and comes highly recommended by my daughter and Wear and tear wise, after 15 months of abuse the boots are showing marginal I. We both love the THOR Force and you could do a lot worse than getting one on your head when the time comes to scuffing while the soles are looking better than expected and even though it replace your existing lid. means little to me the THOR boots have a style about them that compliments all of the different sets of riding gear I use.

– By Darren Smart So, all up I would have to give the THOR Ratchet Boots a massive thumbs up and when you consider the RRP is only $249.95 the value for money is exceptional.

Cycle Torque Long Term Test – 2014 KTM 250SX CYCLE TORQUE MARCH 2014 - 85

Cycle Torque Long Term Test – 2014 KTM 250SX CYCLE TORQUE MARCH 2014 - 86

N REPORT BY DARREN SMART, PHOTOS BY MATT O’CONNELL N RIDING GEAR: M2R HELMET, FLY APPAREL, THOR BOOTS THE KTM 250SX is the revelation of the MX2 class here in Australia and in 2014 Brenden Harrison, Kale Makeham and Dean Porter will be looking to put the power of the mighty two-stroke to the ground in the hope of topping a field full of four strokes in the MX Nationals and Australian Supercross Championship.

Cycle Torque’s dirt bike guru Darren Smart took delivery of a brand spanking new 2014 KTM 250SX recently and over the next 12 months will give you a seat of the pants idea what it’s like to ride and race the same bike KTM is hinging its MX2 title hopes on. Over to you Smarty!

The first thing you need to know about the KTM 250SX two-stroke is that over the years it has benefited from every major change that KTM has made to its SX-F four stroke models: suspension, chassis, swingarm, wheels, brakes, triple clamps, seat, handlebars, plastics, airbox and airfilter. You name it, the KTM 250SX has the latest and greatest technology from the Austrian marque.

So with that in mind it’s obvious the big difference between my new ride and the KTM 450SX-F I rode throughout 2013 is going to be the carburetted 50 horse power 250cc two-stroke motor instead of the fuel injected 57 horse power 450cc four-stroke power plant. Hmm, this is going to be interesting.

The big kicker with the 250SX is that at 96.3kg it’s just over 10kg lighter than the 450SX-F (107kg) and 6.5kg lighter that the 250SX-F (102.8kg) so in theory it has the power to weight advantage over the four strokes. That said, it definitely feels faster than the 450 thanks to the explosive power delivery but in reality a modern 450cc fourstroke motocross bike eats the 250cc two-stroke on the race track.

My first outing on the KTM 250SX was on the undulating natural terrain motocross track at Queensland Moto Park, a track that has plenty of hard acceleration and braking with everything from big sweeping turns to flat hair pins with plenty of braking bumps and acceleration ruts. Perfect.

I put all of the suspension clickers to the middle setting, set the

race sag to 100mm and hit the track. After a couple of warm up laps I starting getting into a rhythm and managed to put together three good motos with absolutely zero changes to the suspension settings.

The first thing that comes to mind after my first day on the 250SX is how easy it is to change direction when diving from corner to corner. Blasting through a fast right hand sweeper then braking hard for a tight, downhill left hand hair pin was an absolute breeze and I found myself pushing harder and harder into each corner with the front end extremely well planted when tipping in under brakes.

KTM really has the best brakes on the market and the suspension at both ends worked a treat on the day though I will be playing with the suspension when we starting hitting different tracks.

OK, the thing handles great, what about the power? Well, that was the part that took the most to get used to. Around the very same track on the 450 I was able to pull the throttle on very early mid track and blast from corner to corner but on the 250SX the power is just too brutal to simply pull the throttle to the stopper without the back end wanting to light up and throw you into a big speedway slide so I found myself looking for something to bounce off to change direction while accelerating.

The changes to the 2014 motor has definitely given it a smoother bottom end and mid-range compared to the 2013 model but it still hits like a 120kg nite club bouncer when you get into the meat of the power band. Having not ridden a modern two-stroke at pace for some years I was definitely running wide on most of the corner exits in the hunt for a berm or track edge to stop the back end from skipping out but I think more seat time should give me a little more confidence and throttle control.

The hydraulic clutch on all KTMs work a treat and the 250SX is no different. I was thankful for it as I kept a finger hovering over the clutch lever every time I was ripping out of a corner because the front end was looking to head for the sky when the rear end grabbed traction. It really is a beast to ride but I was having an absolute ball

blasting from corner to corner and trying to keep everything heading in the right direction without me landing on my head. Sensational!

So, what is new for 2014?

- Ignition: The ignition mapping has been advanced to work in unison with the updated combustion chamber.

- Chain Guide: The chain guide mounts on the swingarm have been stiffened while the chain guide itself is smaller, flexes more and is marginally lighter.

- Clutch: The SX now gets the SX-F Damped Diaphragm Steel Belleville washer-activated clutch with a new reinforced inner hub.

- Cylinder head: The combustion chamber has been updated with a new squish and shape. Note: the compression ratio remains the same as 2013.

- Front Brake: The master cylinder has a new reservoir and a smaller piston diameter (down from 10mm to 9mm). There is also a new brake lever and brake pads.

- Jetting: N1EH needle instead of the leaner N1EI needle.

- Petrol Cap: The internal threads on the cap have been reworked for more positive engagement, and the gas cap has a new, low-profile shape.

- Plastics: The radiator shrouds, air filter cover and winglet graphics above the shock bladder receive the in-mold treatment.

- Reeds: KTM has dumped the Moto Tassinari reeds in favour of a Boyesen reed they designed themselves but they still used Boyesen’s all-new RC2 performance-weave carbon fibre petals and it now fits into the inlet of the engine cases at a steeper angle.

- Seat foam: The foam core of the seat has been reformulated to be softer and more reliable.

So that’s a great start for 2014. Over the next nine months or so I will keep you posted on my time with the 250SX, there are some suspension and jetting changes that will be played with and even a couple of teeth smaller on the rear may help smooth the motor out a little. Stay tuned. n

CYCLE TORQUE MARCH 2014 - 87

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QUAD TORQUE FEATURE – YAMAHA GRIZZLY 700 AND VIKING LAUNCH

QUAD TORQUE

THE VIKING AND THE BEAR Yamaha has focused on two major model upgrades - the flag ship Grizzly ATV and a redesigned side by side err.. ROHV. It’s hard to keep up with acronyms these days.

it gets as I normally ride around the foot of the Barrington Tops. It was an ideal spot to get a first impression on two new models – the Grizzly 700 and the Viking ROHC (a side-by-side, to avoid confusion).

Grizzly’s updates

YAMAHA has re-launched its entire ATV and off road four wheel range with the emphasis being placed on ‘real world tough’. The location was Mount Seaview, a stunning piece of steep terrain filled with pockets of old growth rain forest about an hour west of Port Macquarie, in NSW. Well for me, Mount Seaview is about as ‘real world’ as

The largest Grizzly comes in for the most attention.

The big selling points are an updated suspension and drive belt package – a combination that simply puts this machine in the top tier of ATVs on the market.

The Electronic Power Steering is a speed sensitive system, which means the slower you go, the lighter the steering. I found this also helped in low speed tight turns – with the Grizzly also having a tight turning circle.

With the transmission, both the Grizzly and Viking have what Yamaha calls an ‘Ultramatic’ drive, meaning the belt is under constant tension. In my opinion this made the biggest Grizzly feel more responsive and connected, with a

smooth take off and light handling.

It made a big quad feel much smaller than it was, meaning I had to put in less effort. I like that.

Like many riders, I use ATVs not really for fun but just to get around the farm, so safety and confidence in steep terrain is my biggest consideration. Yamaha has used a double clutch system on the 700, integrating a one-way sprag clutch that kicks in when wheel speed overtakes engine speed (the Viking has it as well), giving a feeling of true engine braking.

It means you can lay off the wheel brakes on steep downhill sections – something that was really noticeable.

The Grizzly still has a ride height that feels more elevated than others, but this new suspension/drive belt package gives instant confidence. So you get the benefit of a more comfortable ride (on a seat that feels great) without having

Continued on next page

CYCLE TORQUE MARCH 2014 - 89 CYCLE TORQUE MARCH 2014 - 89

QUAD TORQUE Continued from previous page

to sacrifice performance.

The features we expect as standard these days are all there – push button on demand 2WD/4WD with a diff lock option. This feels totally seamless and you can change between 2WD/4WD on the fly.

When it comes to power, the thing to note here is the redesigned 686cc SOHC liquid cooled engine. This is a punchy single with torque and horsepower increased from the previous model. I found this engine a good size – a lot of the time ATVs can feel overpowered, especially in the hills. The real impressive point for me was how the whole engine/suspension/transmission package worked together.

The Viking

Yamaha’s Viking is the latest offering in what is becoming a crowded market for side by side ATVs. To clear it up, Yamaha calls this an ROHV – Recreational Off Highway Vehicle. This model replaces the Rhino and like the large Grizzly, it has come in for some serious upgrade attention.

I did call it a side-by-side, but it’s really a side-by-side-byside. Three people can ride up front comfortably, with the middle seat being offset a little for an easier fit.

There are a number of design features that made the Viking stand out for me, the first being the width. It also

QUAD TORQUE FEATURE – YAMAHA GRIZZLY 700 AND VIKING LAUNCH

feels long and low, giving you a feeling the Viking can get almost anywhere. Underneath is an all steel ground plate, so if you hit a rock or bottom out, it is designed to pivot over an obstacle.

Yamaha were touting the Ultramatic transmission as being most beneficial for downhill sections, but you could feel it everywhere – just a better response on the throttle, especially from a standing start.

For anyone familiar with these types of vehicles, you would be aware that it’s best not to get too enthusiastic over really rough or steep areas.

Almost all our driving during the launch was over country that was a real test, so my typical Aussie attitude is starting to change – we have here a significant step forward in trust and handling for this type of machine.

It shares a lot of features with the Grizzly 700, powered by the same single cylinder 686cc liquid cooled engine, and it’s designed primarily for farm work. This doesn’t mean it can’t handle the fun side as well - you can certainly get it humming along at a decent clip – but most importantly, that stability is there.

Overall, with its payload capacity (you can carry 270kg and tow 680kg) and practical design, the Viking is a genuine alternative to a small 4WD on a farm. Naturally, you won’t carry as much as a ute, although it is worth noting you can fit a pallet on the back.

You will, however, cover ground a lot faster over rough terrain.

The happy ending

After spending a day on these ATVs it’s obvious Yamaha is directing them toward the working farmer, but they are equally at home for a sporting shooter. I wouldn’t normally write about these kinds of offers, but something that really impressed me is their primary producer finance package.

It’s low interest, something like 3 per cent, but the big

kicker for me is because Yamaha’s finance is in house, they get to make the rules about approvals.

Primary producers just need to show a rates notice for their farm, and that’s it.

No accountant’s paperwork or other hair pulling requirements.

Sadly, you cannot get an Agricultural R1 with this deal... I did ask.

The other thing you are going to notice is Lee Kernaghan turning up in a few Yamaha ads urging you to wear your helmet on an ATV (not always an easy habit to get into).

Once again, this is something I wouldn’t normally write about, but these are the kinds of gestures letting people know Yamaha has a real commitment to Australia – in an age when more and more companies are distancing themselves.

The Grizzly 700 EPS is Yamaha’s flagship ATV, available at dealers now for $14,399 in standard form. The Viking comes in at $18,999 and there are plenty of aftermarket options and accessories available for the camping and hunting enthusiast.

– Matt O’Connell

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On your trike at Threedom Wheels

IT HAS been 10 years since Hilton Steel returned from the United States where he lived for more than 15 years.

In his US stint he worked for a motorcycle dealer in Milwaukee although he has also worked in sales in the telecommunications and plastics industries.

When he returned to Australia he worked for various motorcycle dealerships around Newcastle.

"Then I had some time off and I was looking around for something to do, preferably a business where I could work for myself," Hilton said.

"I have more than 40 years experience as a motorcycle mechanic under my belt so it was natural that I gravitated back to the motorcycle industry," he said.

"Then one day in a conversation someone mentioned trikes.

"And that started me thinking about the ageing population, older riders coming back to ride bigger bikes because they could afford it - and that started me thinking about that whole demographic."

He made a few inquiries overseas and found that he had to bring in three trikes or trike kits to qualify for dealer or franchise status.

So he turned up at the 2011 Ulysses AGM in Newcastle with just a bilboard and some brochures and started talking to people.

Then he showed up at the Mildura 2012 AGM and Maryborough 2013 AGM but this time with some trikes to show off.

"People need to see you and talk to you and also see the product so they know what you are talking about," he said.

"I started to realise that the decision I'd made on the demographics I needed to focus on was the right call," he said.

And so his business has grown and he has his own

workshop and facilities at Gateshead at Lake Macquarie.

He has more than 60 trike conversions under his belt with the most common requests being for Honda Goldwings and Harley-Davidson Ultras as well as a host of Japanese and European models.

He sources his trike kits from various American sources including CSC in Virginia, Motor Trike in Texas (the biggest in the industry) and Hannigan Trikes in Kentucky.

Not all the suppliers do kits for all models, so Hilton sources the kits depending on what model bikes the customers want to convert.

And he can also give advice and help for people wanting to know about fitting sidecars too.

For more information ring Hilton on (02) 4943 9433 or check out www.threedomwheels.com.au

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LETTERS Filtering

K C A B I G N I U TO RQ

THE prospect of lane filtering becoming legalised in Australia is gaining momentum, with claims that it is six times safer for motorcyclists. I would welcome it, but having recently observed traffic in Italy though, I would caution that we need to not only legalise filtering, but campaign to change the culture of Australian drivers.

Traffic in Rome may look chaotic, but cars, motorbikes/scooters and pedestrians all coexist comfortably on the roads. There, road users seem quite relaxed about accommodating each other; scooters, for example, flit through the traffic, sometimes with centimetres to spare, without raising an eyebrow.

In contrast, drivers on our over-regulated roads seem to be very possessive about their road space, being reluctant to ‘give a little’ to accommodate others, especially smaller vehicles. Without a campaign to address this culture (not just making people aware that filtering has become legal), I fear that we will be taking inordinate risks when legally filtering.

Bring on legalised filtering, I say, with all the advantages that entails, but let’s make sure it doesn’t result in more motorcycle casualties and the nay-sayers using this statistic to have the legislation repealed.

– Mark Heinrich

Classic Vietnam

LOVED the Classic Vietnam story in the January edition and the previous road trip special… that’s it to a ‘T’.

I have such fond memories of my trip from Ho Chi Min City south towards the Mekong Delta on a rented bomb of some description back in the early noughties.

The feeling of jumping on that bike with just a backpack in that steaming city with a badly fitting helmet and tackling that insane traffic half jetlagged and sweating had that incredibly intoxicating combination of fearful, anxious, excitement one only gets riding in Asia. Bonkers-wow.

Once out of the Saigon, which never really seemed to end, each little town had its distinct character and charm that gets in one’s bones. The people are

WRITE A LETTER!

WIN A GREAT PRIZE

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

Check out www.airhawkguy.com for more information.

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

so incredibly friendly and the goings-on so interesting, it’s impossible not to smile the whole time.

My strongest memory of the ingenuity of the Vietnamese people happened whilst trying to bunny hop my way onto a briskly departing ferry.

My rear wheel copped quite a whack on the ramp resulting in an instant tire blowout. With no tools or thought about what to do, my mind was set at ease as soon as we arrived at the destination port.

With no obvious mobile phone use, somehow the message had gotten through that a tourist on a bike needed help. Without a word but with lots of pointing, I was ushered through the staring commuters up the road to a guy in thongs squatting Vietnamese style on the side of the dusty road having a smoke. Next to him was a small fire of hot coals, what looked like a truck piston with homemade plunger arrangement, a bucket of water, some sheet rubber and a knife.

This was the local mechanic! His mates nearby gave me confident nods that read “don’t worry, buddy, he’s your man!”

Within minutes he had the damaged section of the tyre out without removing the wheel. Scuffing the tyre on the road, he then cut piece of rubber and after a quick puff on his smoke, added some hot coals to the piston and clamped the contraption onto the tyre as it did it’s sizzling job. He had his own vulcanising tire repair business going on!

Once done he announced “fifty”. I thought ok that’s steep for Vietnam but hey, he saved my day. On producing the fifty U.S dollars he and his mates laughed hard like I could by the whole bike for that kinda money. Fifty cents was the actual charge. Fifty cents! I flipped the guy five bucks and warm laughs and photos followed and I was on my way.

Cycle Torque just keeps getting more awesome every edition. Thanks for a great magazine that truly captures the spirit of a life spent balancing on two wheels!

– Simon Ayton Thanks Simon We have just come back from our second tour of Vietnam. Watch out for that story! Ed.

Cruiser life

I NOTICED the letter in the January issue and it struck some chords with me as a friend recently came off his beloved cruiser at low speed as a car cut the same corner he was on his way around. He instinctively leaned over a little more to cut away and the foot peg dug in. He went down as the back wheel left the ground. Interestingly his kevlar lined jeans worked, but he had burns from the friction.

This was at about 40km/h by the way... he’s fine.

I am wary of cruiser dynamics for many reasons including braking, geometry, weight, ground clearance and limited cornering angle... etc: Hey, but they look fantastic and can feel great to ride. They really pull at your heart strings I think. Great on the open road.

I was disturbed when at a bike dealer the salesman said to me that cruisers are better for older riders and returnees to motorcycling because, as their reactions are slower, a cruiser suits them better.

Surely an older person with slower response times needs all the help they can get – good brakes, handling, cornering ability… light weight, quicker steering... etc: The same as anyone else I think.

– Nicholas Platt I think as we go through our motorcycling lives we tend to gravitate towards a certain type of motorcycle. These days for me it’s either big bore nakeds or Adventure Tourers which I like best.

That’s probably an age thing too, and doesn’t mean I don’t get a real big kick riding a sportsbike on a nice road or the track. When I was younger my bike pretty much had to have a big engine and clip ons...

While a cruiser isn’t the sort of bike I tend to go for, mainly because of a crook back, I do love the look of an old school cruiser and you are right when you say on the open road they are great bikes to ride. Ed.

CYCLE TORQUE MARCH 2014 - 98

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