Cycle Torque May 2016

WELCOME

May 2016

cycletorque.com.au MAY 2016 I 2

In this edition of Cycle Torque we have a huge feature on how to make it through the winter staying warm, dry and comfy - if you are planning any trips through the cooler months, this article is vital reading ‘cos, yep. Winter is coming. Are you ready for it?

This month we road test the Kawasaki W800SE Black Edition and Ducati Diavel Titanium. Both bikes are limited editions, the Kwaka is a purely-modern take on classic British machines of yesteryear, while the Diavel, part sports, part cruiser isn’t really a take on anything. Read the test to find out why it deserves its own separate tag of exotic-performance-muscle-beast.

Matt O’Connell takes a look at Yamaha’s 2016 sports ATVs, the 700 Raptor and YFZ450R Hypersports. Cycle Torque was invited to the press launch for their ATV and ROV range at Colo Heights, in the Hawkesbury region of NSW. Yamaha’s sports ATVs are a heap of fun, where most have been developed for both work and play, these are two are for recreation only. The Raptor 700 is more of a trail-based enduro ATV, while the YFZ450R Hypersports is simply insane - perfect for taming jumps and motocross racing.

Thanks to Kenma, we are giving away an SJS Smart Start charger for the best letter each month. Winning one is simple, just send us a letter - feedback@cycletorque.com.au There’s also the latest news, columns, linked videos, slideshows and more.

We hope you enjoy the issue! Remember, if there’s anything you love or hate about the issue, we would love to hear it - feedback@cycletorque.com.au We would also love if you left us a rating on iTunes.

– Ryan Grubb, Digital Editor

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CONTENTS

cycletorque.com.au MAY 2016 I 3

Ridden

22 TEST

DUCATI DIAVEL TITANIUM

29 TEST

KAWASAKI W800 SE BLACK EDITION

Features Winter 37 Special 68 BOOK 64

SHOP

CUSTOM TORQUE

58 TEST

YAMAHA YFM700R & YFZ450R ATVS

Regulars 5

NEWS TORQUE

19

RACE TORQUE

15

SMALL TORQUE

20

GUNTRIP

56

EDITORIAL

71

TORQUE BACK - LETTERS

18

DIRTY TORQUE

74

MARKET TORQUE

On the cover: Ryan riding to work by Paterson

Best in class performance

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Premium RSV in stores APRILIA’S new flagship sportsbike, the RSV4 RF, has arrived in Australian dealers, dripping with advanced technology and sporting credentials.

The evolution of the machines which have been victorious in the Superbike World Championship, the RF model is stunning in its silver, black and Italian-flag inspired livery, but it’s not the paint which really excites us.

The excitement really comes from the 201HP 1000cc V-four power plant shoe-horned into one of the most compact open-class machines we’ve ever ridden.

For 2016 the RSV4 RF features a new Öhlins shock, forged aluminium wheels and the V4-MP multimedia platform kit.

Overall it’s the lightest (180kg), most powerful RSV4 ever produced.

Aprilia claims the bike was built for racers by racers, and it’s certainly at home on a racetrack.

Get one for $32,000 from Aprilia dealers. n

NEWS TORQUE

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The NSW Police Force is now using Facebook to promote its effectiveness at catching traffic offenders, a move which Cycle Torque believes could harm people trying to defend charges and open up the taxpayer to potential lawsuits for defamation.

The Police are photographing offenders and posting the results to Facebook before prosecutions are finalised, and although they aren’t posting offenders names, viewers of the page are then posting comments on who they think the offender is.

Recently a motorcyclist was caught allegedly doing 196km/h in a 60km/h zone and they were forced to edit the post when it was realised the name of an officer involved was showing on the car’s dashboard. The police were happy to edit out the officer’s name on the image, which also begs the question about what other editing they are willing to do - maybe create some fake offences on a slow day? We already have permanent signs telling us there are now ‘More Police Patrols’ despite a reduction in highway patrol numbers, so we know authorities are not above lying to intimidate us into compliance.

The post said the person in question was issued a court attendance notice (different to an ordinary speeding fine, because you are required to have the matter before a judge), the offender’s licence has been suspended as well as their number plates confiscated for three months. They also give other riders a bad name when people cry outrage online.

Visitors have then tagged the image with who they think it could be, which could be considered an invasion of privacy, especially before a conviction is recorded by a court.

If a case goes badly because police decided to use social media to promote its methods and effectiveness, justice won’t be being served, just our insatiable appetite for sensationalism. n

NEWS TORQUE

cycletorque.com.au MAY 2016 I 7

Doyle heads MA RESPECTED race team manager Peter Doyle has been appointed acting CEO of Motorcycling Australia, becoming the third person in the role since long-term incumbent David White retired in 2014.

DESIGNED BY RIDERS, FOR RIDERS

The most recent CEO, David Cottee, barely lasted four months in the role.

Doyle, who was the man behind much of Mat Mladin’s success at Kawasaki in Australia and Suzuki in the USA, has been MA’s sporting director for the past two years.

In that role he was responsible for day-to-day operations, sport development, event management and technical support.

MA has simply announced Cottee left for ‘personal reasons’.

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Cycle Torque’s Nigel Paterson has known Doyle for decades and welcomes the appointment.

“Peter Doyle is professional, friendly and driven to success. If he has the support of the board of MA he will inspire the staff to achieve greatness, and hopefully that will be reflected in great racing and crowds actually returning to racetracks.

“His experience overseas will be valuable in understanding what it takes to promote and run great racing.” n

www.agvsportsgroup.com.au 047 464 4021 • 6 Robertson St, Bowenfels 2790 NSW

NEWS TORQUE

cycletorque.com.au MAY 2016 I 8

Lorenzo to switch to Ducati Reigning MotoGP World Champion Jorge Lorenzo will ride for Ducati in 2017 and 2018.

Lorenzo, who has ridden factory Yamahas since moving to MotoGP, is one of the most successful riders of all time, with two 250cc World Titles and three MotoGP Championships.

The move was announced via press releases from both Ducati and Yamaha. The Ducati press release was incredibly brief, simply outlining his two-year contract and a single paragraph of Loreno’s career achievements - so brief, indeed, we wonder if the press office even knew it might be happening, and no quote from the rider himself.

Yamaha’s announcement was a little longer and said, in part: “Since Lorenzo joined the Yamaha Factory Racing Team in 2008, Lorenzo and Yamaha won three MotoGP World Championships (2010, 2012 and 2015), clinched 41 race wins and have been on the podium 99 times out of 141 races contested.

Yamaha is extremely grateful for Jorge’s contributions to its racing successes and looks forward to sharing more memorable moments during the remaining 15 MotoGP rounds of 2016, their ninth season together.”

Lorenzo has been linked to Ducati as the Italian manufacturer looks to find a way to win races, and is rumoured to have offered Lorenzo a massive contract. Yamaha, on the other hand, was aware of Lorenzo’s value to the brand and wanted to keep him.

His team boss Wilco Zeelenberg said: “It is very important to keep Jorge. We are so impressed with his performances. We show him a lot of respect and he knows we have him at the top of the list and we know other manufacturers can see he has special skills. But I would hate to see Jorge, who has spent his entire premier class career with Yamaha, leave the brand.”

Lorenzo hasn’t spoken about the decision yet, but there are likely to be many reasons, including the belief he can do what his nemesis, Valentino Rossi, failed to achieve - winning on a Ducati. No Ducati rider has stood on the top step of a podium since 2010, and Casey Stoner remains the brand’s only World Champion.

Friction in the Yamaha pit might also be playing a part in the decision - Yamaha has been unusually successful at keeping Rossi and Lorenzo in a team without a clear #1 rider. Another factor is Lorenzo’s team manager from his 250cc days at Aprilia, Luigi Dall’lgna, is now Ducati Corse’s General manager.

Updates on www.cycletorque.com.au n

NEWS TORQUE

cycletorque.com.au MAY 2016 I 9

PI secures MotoGP and WSBK HILLS rounds for next decade MOTORCYCLE VICTORIA’S motorcycling mecca, the Phillip Island Grand Prix circuit has been announced to remain Australia’s exclusive home of the world’s leading motorcycling championships with MotoGP and World Superbike rounds confirmed for at least another decade.

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The contract extensions for both championships were announced by the Victorian Minister for Tourism and Major Events, the Hon. John Eren MP, April 10.

The announcement assures fans MotoGP will race at the track until 2026 and the WSBK will return each year until 2027.

Andrew Fox, a spokesperson for the Phillip Island Grand Prix circuit said, “Our thanks goes to the Victorian Government and DORNA for their commitment to our circuit and the Phillip Island community.”

Fergus Cameron, managing director of the circuit said the venue can now confidently move forward, “to secure a ten year deal for our two major properties, MotoGP and WSBK is so important for the circuit and for our ongoing investment in facilities.”

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The Phillip Island circuit is booked almost 300 days a year, employing 40 full time and over 100 casual staff.

The Australian round of MotoGP is confirmed for October 21-23. n

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NEWS TORQUE

cycletorque.com.au MAY 2016 I 10

The unluckiest guy in MotoGP While Marc Marquez runs away with the 2016 MotoGP title, spare a thought for Andrea Dovisioso, the Unluckiest Man in MotoGP.

especially bad for Andrea and want to apologise to him,” Pedrosa said after the race.

It certainly looked like Pedrosa may have been concentrating on Dovisioso’s line and when Dovi outbraked himself, he ran wide but Pedrosa’s mistake ended up compounding the problem. Dovi’s mistake was so small it shouldn’t have cost him a place in the race, let alone a crash, but that’s racing.

He seems to have a magnetic attraction for crashing motorcycles, having been skittled out of a pair of podium places in two out of the three races run this year.

Dovi, a friendly, casual guy off the bike but fierce competitor when the visor clicks down, has been around along time - he beat Casey Stoner to a 125cc title when the pair were teenagers and there were still two-strokes in the paddock - so it’s not the first run of bad luck the likeable Italian has experienced (having to threaten Honda with legal action when they tried to dump him from the Repsol Team with a year left on his contract wouldn’t have felt great), but for on-track misfortune not of his own making, 2016 is memorable for all the wrong reasons.

The season got off...

The second round, in South America, should have been a highlight for Dovisioso, with practice and qualifying going pretty well, and a podium a likely outcome - and it looked that way the whole race, but on the last corner he was taken out - by his team-mate, Andrea Iannone.

Dovi pushed his bike across the finish line to claim 14th place and two competition points, but that’s not much consolation compared to the podium and 20 points.

At the Crcuit of Americas it was Dovi who looked like he might be able to dice with Marquez, the master of the American track, but no-one was really going to deny the Repsol Honda man there.

But as the race worn on it was obvious Dovi wasn’t going to challenge Marquez or even Jorge Lorenzo, but he did look like he might be able to take third on the podium, but Danni Pedrosa was coming.

“I am really very disappointed because once again today I was unable to finish my race following a mistake by another rider, and losing two possible podiums out of three is the hardest thing to accept in view of the championship,” Dovizioso said.

Dovisioso In his efforts to push, Dovi made a mistake and out-braked himself, messing up a turn. It was an error which should have cost him just a fraction of a second but it combined with a much bigger mistake to cost him the race.

Pedrosa, who was trying to catch Dovisioso, lost control under brakes into the same corner and lost the frontend, and a fraction of a second later his RC213V T-boned Dovisioso. He wouldn’t have seen it coming, and Pedrosa - who had separated from his machine when it went down - rushed straight over to Dovisioso to make sure he was OK and to apologise, which he did again in the pits later.

“I gained positions and was in a very good group, and I think we could have fought with Lorenzo for second place; the pace we had was much better than in practice.

“Unfortunately, I made a small mistake, losing the front end under braking when I was still turning into the corner.

“I lost control and tried to save the crash, but I ended up going down and taking Dovizioso with me.

“It’s a shame to have finished the race in that way, and I feel

2016 has been a year of crashes. Jack Miller and Jorge Lorenzo were among the crashers in South America, and the Aussie crashed again during practice for the USA race, forcing him to sit it out.

Valentino Rossi was also a faller in the USA, losing the front in a fast turn.

The jury is still out on changing to less-sophisticated electronics and the control tyres in the same year as to the causes of all the crashes in MotoGP this year, but it means the pack is a long way off title leader Marquez. Who would have predicted we’d be calling the young Spaniard Mr Consistency?

After three races Marquez leads the title chase by over 20 points, nearly a full race win ahead of his nearest rival. You would have gotten long odds on that before the season started and it’s long been a rule of thumb that people don’t lose titles from being more than a race win in front. Yes, it’s happened, but not often. n

NEWS TORQUE

cycletorque.com.au MAY 2016 I 11

Yamaha Australia has announced it is providing contingency payments for YZF-R3 Cup competitors, as well as providing cash incentives for other Yamaha riders.

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From the second round onwards, the third placed rider in the R3 cup will receive $100, second $250 and $500 will go to the winner, bringing the total prize pool to $42,000.

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In addition to this, a discretionary encouragement award of $75 will be DIRECTLY INSPIRED AND DEVELOPED FROM THE CHAMPIONSHIP WINNING WORLD SUPERBIKES OF TOM SYKES AND all brands including BMW, Ducati, Harley-Davidson, announce by organisers for each race.

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cycletorque.com.au 2015 I 12 cycletorque.com.auJUNE MAY 2016

Babe Raid sets two world records in Dubbo Over 1000 women have broken two world records at the 2wheelbabes Babe Raid at Dubbo, April 9.

The Babe Raid broke world records for both the most women at a female bike meet and the most women on motorcycles in one area, with 1002 women attending the event.

Babe Raid organiser Deb Dagger said women turned up from all over the country to take part.

“It was an amazing day,” she said.

“There was lots of energy, lots of beautiful bikes and amazing women.”

Two more Raids will be held this year in Byron Bay, September 9-12 and Echuca, November 4-7.

To register for the events, go to 2wheelbabes.com n

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NEWS TORQUE 2016 TT officially launched

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The countdown for the 2016 Isle of Man TT is officially on, with the event launch for the iconic race held April 14.

There are a number of riders with new teams and manufacturers this year, notably Ian Hutchinson who has switched to BMW machinery with TAS Racing.

Hutchy won three out of the five main races last year and will be one to watch closely.

Cycle Torque’s own TT racer Alex Pickett will be competing in the supersports races running as a privateer after struggling with the Ice Valley BMW S 1000 RR. “I have been living in Europe for the last eight months and training hard for this year’s TT,” Pickett said. “I have started my own race team and will ride a Kawasaki ZX-6R, which I shipped over from Australia. “I am looking forward to giving it a good crack.”

Cameron Donald will be the pilot for Wilson Craig Racing, after a disappointing 18th place for Norton in 2015.

“I know that I can still win races on the Isle of Man and riding for Wilson Craig Racing will give me every chance to have a go for the top spot in the big bike class as well as the other races,” Donald said.

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Norton has decided another Aussie, David Johnson will be the man to restore glory for the iconic manufacturer.

Much of the pre-event debate has centred on Ryan Farquhar and his switch to the Tyco BMW team.

“I never thought at this stage of my career I was going to get the chance to ride a competitive Superbike at the TT again,” Farquhar said.

William Dunlop will be searching for his elusive first win with a return to CD Racing.

Dunlop has previous success in the supersport class with CD racing, but it will be the first time the team runs with a Yamaha R1 in the superbikes. n

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cycletorque.com.au MAY 2016 I 15

Dumbest thing said award The award for the dumbest thing said in April has to go to Liza Harvey, the Police Minister for West Australia. In an ABC report on tough new rules flagged for motorcyclists in the state, she said, “A zero BAC limit for a learner driver just seems quite logical,” which is fair enough, but she tragically continued, “particularly on a motorcycle which does behave very very differently to a motor vehicle,” which has no logic whatsoever. Alcohol affects you regardless of what you operate. Congrats Liza, you win sweet F A!

Yamaha offers low comparison on YZs

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Yamaha Australia has introduced a one per cent comparison rate on all YZ four-stroke models and sports ATVs. The offer is based on a secure loan for $10,000 over three years. Yamaha Motor Finance is the only motorcycle finance company in Australia that is factory owned and put hundreds of thousands of dollars a year back into motorcycling. The promotion ends June 30.

Queensland adopting NIS Queensland is due to move in line with other states with the National Insurance Scheme expected to be finalised July 1.

The NIS will increase the price of CTP insurance, but it assures motorcyclists in the event of a single-vehicle accident where the rider is not deemed to be at fault, say from road debris.

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cycletorque.com.au MAY 2016 I 16

Tougher rules for rule-breakers?

The death toll on Victorian roads for motorcyclists has risen to 26, which is more than double over the same period last year. A report published by The Age said that more than a third did not have a valid licence. This figure was calculated at 23 fatalities in March, and may have changed in the three deaths since.

The Victorian Government has recently introduced more rigorous testing for motorcyclists, but if people can’t follow the rules that were in place, what makes them think by making them harder they will follow them now?

Suzuki’s low comparison rate From now until the end of financial year, Suzuki is offering a 2.95 per cent comparison rate on all Suzuki road bikes 600cc and over including GSX-R and GSX-S models, Boulevard cruisers, Busas and the V-Strom touring range. More info can be found at suzukimotorcycles.com.au

Positive MY16 sales for BMW BMW Motorrad is off to a flying start of the 2016 model year with the marque experiencing 7.7 percent growth.

It is no surprise, sales are still lead by the R 1200 GS and GSA, but the figures also show the new R 1200 RS and S 1000 XR will be just as popular in the years to come.

Michelin star service Our hats go off to Michelin for producing a new tyre compound and getting them shipped to Austin, Texas within three days for the fourth round of the MotoGP season.

This came after one of the tyres failed in the third round at Argentina.

A Spokesperson for Michelin MotoGP said, “For safety’s sake, we had to withdraw the tires. It was the most sensible thing to do. We couldn’t just say, ‘On you go, hurry up racing,’ because that’s irresponsible and our first priority is the rider’s safety.” n

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cycletorque.com.au MAY 2016 I 18

The Moss Twins The first time I saw the Moss twins, Matt and Jake in action was at round one of the 2002 Australian Supercross Championships at Brisbane’s Ekka Showgrounds where they went 1-2 on their YZ85s. Little did I know at the time the name Moss would become a major part of the Australian Motocross and Supercross scene.

After racking up a plethora of junior titles, Matt and Jake were part of the AXO Yamaha team during the 2004 Australian Supercross Championship where Matt scored third overall in the SX Lites class while Jake was just two spots back. Throughout 2005 and 2006 they managed plenty of top ten finishes at a national level but it was 2007 was a breakthrough year for Jake - winning the Pro Lites class in the MX Nationals before heading to the USA in 2008 where he finished fourth in the AMA 250SX East Coast race at the Georgia Dome.

Back at home, brother Matt was in red-hot form at the end of the 2008 MX Nationals series winning the final three rounds of the Pro Lites class after coming back from injury before winning the Australian Supercross SX Lites Championship ahead of Tye Simmonds and Jay Marmont.

Jake broke his back at the start of the 2009 season and was forced to sit out the early portion of the East Coast Lites Championship. He did manage three top-10 finishes before stepping up to the 450 class for the AMA Motocross Championship, challenging for the lead on multiple occasions. Jake ended the 450 season with six top-10 finishes, despite missing four rounds he finished 15th in the series.

Matt won the 2009 Pro-Lites class in the MX Nationals and the SX Lites class in the Australian Supercross Championship. One year later, Jake scored third in the new seven-round Email us your 2010 Australian SuperX Series behind feedback Josh Hansen and Marmont while feedback@cycletorque.com.au

Matt lost the SX Lites Championship to PJ Larsen by the slimmest of margins.

2011 saw Matt win his second Pro Lites MX Nationals Championship and another SX Lites Supercross Championship before hitting the States with the J-Star KTM team. He didn’t disappoint either, finishing in a solid sixth place overall in the 2012 AMA Supercross Lites West class.

The AMA Motocross Championship didn’t go as planned with Matt only scoring points in three rounds due to injury.

Jake finished third in the 2012 Australian Supercross Championship Pro Open class before finishing 7th in the MX Nationals. Thankfully, 2013 saw the twins back in Australia full time and Matt made the most of his new Suzuki ride to win the Pro-Open class in the MX Nationals with Jake 6th overall. 2013 was one of the most dramatic Australian Supercross Championships, American import Josh Hill narrowly beat Matt and Jake over the five round series.

Matt wrapped another Pro Open MX Nationals Championship in 2014, with Jake again back in 6th. Matt also won the Open SX class in the Australian Supercross Championship. Jake recovered from another injury.

Now comes 2015. Matt is still riding for the factory Suzuki team and Jake is on the mend, having a ride with Troy Carroll’s NPS Kawasaki team when he returns to match fitness. The season immediately turned sour when Matt is taken out of the opening round of the MX Nationals in a first corner incident. After missing a few rounds, he comes back firing with a couple of podium finishes. Just as you are about to say ‘Matt is back’, he hits a bobcat crossing the track illegally during his Superpole lap at the Shepparton round of the championship. Matt broke his leg, ribs and wrist in the incident and was out of action.

That wasn’t even the worst bit. Jake had another crash preparing for his return to racing which left him with a badly broken leg. After being operated on, Jake got a fever which

caused his body to shut down, and he had to be brought back to life by staff at the Brisbane hospital.

Making the 2015 season a complete write-off, Matt lost the Australian Supercross Championship to arch-rival Dan Reardon after sustaining an injury at the penultimate round.

One can only imagine how the Moss family felt.

Keen to move on to 2016, the twins found themselves on the same team under Troy Carroll. With the family together, things are looking up for the new season and at the time of writing Matt leads the MX1 class after the opening round of the 2016 MX Nationals while Jake is right in the thick of the action in the MX2 class, sitting just one point behind championship leader Caleb Ward. It would take a brave man to bet against more Moss victories in 2016 and beyond.

The Australian Motocross and Supercross scene is a better place with the Moss twins on the starting line, and after going through hell and back last year, is anyone going to be able to stop them?

– Darren Smart

RACE TORQUE

cycletorque.com.au MAY 2016 I 19

The REAL DEAL I blame ex-editor Chris Pickett and his son Alex for all this. When the pair began their quest to race at the Isle of Man in 2013, I started taking a lot more notice of the world’s longest running motorsport event, the TT.

It wasn’t always that way. When I started riding bikes in the early 1970s, the TT was on the way out. Giacomo Agostini announced that he would never race at the Isle of Man again after compatriot Gilberto Parlotti was killed whilst leading the 1972 125 TT held in appalling conditions. When a 21-year-old Barry Sheene crashed at the same event and declared his own ban, he spoke for the new generation of grand prix racers. The fabled TT was, by the mid-70s, an anachronism in the eyes of the world’s top competitors, fans and media.

The organisers lured Phil Read and Mike Hailwood back in the late ‘70s but their brilliant performances did little to rebuild the TT as a world-class event despite the heroics of the late, great Joey Dunlop.

Over in the GP paddock, the headline-making Sheene v Kenny Roberts redefined modern racing. Then Spencer, Gardner, Rainey, Schwantz and Doohan hit town, and the GP circus went up a notch. As grand prix racing blossomed the future of the TT was brought into question right through the ’80s. Then in the ’90s it experienced a resurgence as Joey’s incredible run of victories kept the media on the hook and disinterested fans were suddenly interested. This was allied to more and more high-quality on-board footage showcased the extraordinary speeds that these Email us your warriors were reaching through feedback feedback@cycletorque.com.au

the village of Kirkmichael and between the hedgerows along Sulby straight. In the decade when extreme sports were sprouting like clover, race fans realised we already had one – real road racing. The annual Duke videos only perpetuated the re-birth.

David Jeffries picked up the TT cudgels passed on by Joey, Steve Hislop, Carl Fogarty and Phil McCallen, and when DJ was killed at the 2002 TT, John McGuinness began writing an extraordinary legacy of his own.

Throw in antihero Guy Martin, Bruce Anstey and Aussie Cameron Donald, and the TT was experiencing its greatest resurgence since the Agostini-led boycott. A crucial part of its popularity was ageing baby boomers from all parts of the world descending on the Isle in their thousands and in recent years, the explosion of YouTube, and now, live TV coverage.

When Chris told me of his and Alex’s plans for the Classic TT in 2013, it re-sharpened my growing interest in the fabled 37.75 mile mountain course. I wanted to understand what the Picketts were up against. I knew the rudiments of the course, but I wanted to find out more. I’ve watched many of the best TT videos over the last few years and the best I reckon is the on-board lap with Guy Martin following Michael Dunlop in the 2014 Superbike race. It has the added bonus of Alex Pickett featuring as the screenshot for the video, the lad appearing in the cross-hairs of Dunlop and Martin on the 240km/h jump approach to the Quarry bends.

The image of Alex has subsequently gone viral, and the video viewed over five million times.

The high-speed vision is so visceral, the riders’

commitment so mind-numbingly unrelenting that it defies description. It is simply the greatest show on Earth. Now when I tune into the Qatar MotoGP each year, I can barely believe my eyes. A near empty purpose-built track run at night in a desert. Argentina and Austin follow. There is a depressing sameness between all three. Jerez was the first European purpose-built track of the 1980s. The massive crowd and terrific dicing save it. The only true riders’ circuits that stir the blood are Mugello and Phillip Island. Forty years ago, the GP calendar looked like this: Le Mans (Bugatti), Salzburgring, Mugello, Isle of Man, Assen, Spa, Anderstorp, Imatra, Brno (11km old course), and the Nürburgring. This was year that Barry Sheene won his first 500cc title. He didn’t race the TT, but he competed everywhere else.

After watching the TT and other road course races ad nauseum, I honestly can’t watch MotoGP the same way anymore. That’s not to denigrate it, nor ignore the obvious perils of the TT. It’s just the way it is.

– Darryl Flack

GUNTRIP

Bazza’s 40th

By May of 1976, Barry Sheene was well on the way to the first of his two 500cc world championships. In 1975 he’d helped himself to wins at the Dutch TT and the Swedish Grand Prix on the Suzuki RG500 (in a marked improvement after its slightly wobbly debut the year before), and shoved a spoke in the wheel, temporarily, of Giacomo Agostini’s 15th and final world title.

It was certainly an encouraging start and, come May ’76, he’d taken three from three, with grand prix wins at Le Mans, Salzburgring and Mugello and reducing the challenge from Yamaha, spearheaded by 1975 350cc champ, Johnny Cecotto, to apparent impotence.

There was nothing really unexpected about any of this, of course. Throughout the first half of the 1970s, Baz had looked almost invincible in British racing, collecting a sackful of trophies, and done well in Europe, winning the newly instituted Euro F750 title in 1973. And when, to the horror of all, he had the first of his two devastating crashes at Daytona in March 1975 (he won the Dutch TT in June), well, it just added to his charisma. By 1976 he was becoming a fixture on TV, flogging aftershave and motor oil in commercials and turning up on chat shows as a matter of routine.

Everybody loved him for his cheek and his charm, for making no secret of his taste for the good life. Small wonder he and James Hunt, who was having an altogether tougher time on the way to the 1976 F1 title, were such an obvious match as hellraisers. They were, as the saying goes, the real deal: tough, capable, Email us your talented and smart, they each rode feedback feedback@cycletorque.com.au

cycletorque.com.au MAY 2016 I 20

the ragged edge at least in part for the thrill of it, and if Hunt had a higher percentage of pure adventurer’s blood coursing through his veins, Sheene would ultimately prove the more successful, adding the 1977 world title to his tally while Nikki Lauda got back on top in F1.

At the beginning of 1978 I wandered into our local [UK] betting shop and asked the counter jockey what odds his firm was offering on Kenny Roberts taking the 500cc world title for Yamaha at his first attempt. I repeated the question. An awkward silence fell between us, broken only by the radio commentary of a horse race meeting, transmitted from somewhere in the wilds of East Anglia.

The clerk made a show of riffling through the paperwork on his side of the counter. “Sorry, mate, can’t help you,” he said.

It didn’t matter. But I had a hunch it was over for Baz, occasional flashes of inspired riding notwithstanding.

The fall had begun, first via the affliction of a mystery virus that kept him from taking the fight to Roberts, then by falling out with Suzuki, joining Yamaha again (he’d ridden factory-backed Yamahas in 1972) and finally his second almighty crash, at Silverstone in 1982. It had all been painful to behold and we hoped he’d stop then. Even before his catastrophic Silverstone prang he wasn’t smiling like he used to. But oh no, back he came, on a Suzuki again, and scraping together a handful of finishes in the 1983 season before a stronger effort in 1984, finishing sixth in the

championship with a last placing – fifth – at the British Grand Prix.

But at last it was over and Sheene, with new tools for a new country, was renewed, re-energised. Baz was the perfect fit for Australia, still hard-living, still iconoclastic, always telling it as he saw it, still a champion.

I’m not sure I ever loved him in the way so many of us did Mike Hailwood, but that’s hardly the point.

Baz did what no-one else has managed before him: he brought the excitement of grand prix motorcycle racing onto television screens across the world. He remains the biggest personality motorcycle racing has produced and is probably the subject of more tall-tales than anyone else in a business renowned for them. No doubt about it, he and James Hunt went toe to toe right to the end, through the early days, the championships, the triumphs and the failures. And in May 1976 it was all just beginning.

Happy anniversary, Barry.

– Bob Guntrip

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Ducati Diavel Titanium CYCLE TORQUE TEST

The Diavel Inside cycletorque.com.au MAY 2016 I 22

Ducati Diavel Titanium

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CYCLE TORQUE TEST

The Diavel Inside

Ducati’s limited-edition performance bike is part cruiser, part sportsbike and raises hell on the streets.

N TESTED BY RYAN GRUBB, PHOTOS BY NIGEL PATERSON AND DUCATI N RIDING GEAR: SHARK EVOLINE PRO CARBON HELMET; ROLAND SANDS RONIN JACKET; FIVE STUNT EVO AIRFLOW GLOVES; DRAGGIN TWISTA JEANS; FALCO SHIRO BOOTS

Ducati’s Diavel Titanium is big, tough and intimidating – to look at, at least. With its long wheelbase, tight, chiseled rear-end, single-sided swingarm, minimalist instruments, a chest beating lateral radiator section and beefed up tank, it makes the Diavel Titanium look like a brahma bull, ready to buck you off without a moment’s notice.

the tank cap. Weight has also been shed with premium Marchesini lightweight forged alloy wheels. The Alacantara (Italian synthetic suede) and leather seat is a hand-stitched work of art and just in case you forget, there is a machined aluminium plaque on the tank reminding you there are only 499 other lucky bastards in the world who own one.

This is the version Ducati promised us some time back, a limited edition run of 500 machines dressed up in titanium and carbon fibre, but still with the polarizing style, because it occupies a weird, wide and wonderful space between sportsbikes and cruisers.

Sportsbike? Streetfighter?

Cruiser?

Before I had even thrown a leg over it, I have to admit, even I was still unsure. But let me be the first to tell you how it blew my mind.

You just have to examine the finishing touches and materials to see why the Diavel Titanium is an exclusive motorcycle. The tank is covered in satinetched titanium, as is the headlight cover and seat cowl. The cowl has also been finished with carbon fibre, perfecting the Diavel’s exotic look that for most people is either motorcycle porn or autoerotic asphyxiation. Carbon has also been used for the air intakes, radiator covers, windscreen, mudguards, front sprocket cover and it surrounds

Even though Ducati have said in the past the Diavel isn’t a cruiser, most of the styling cues are taken from that world, but the engineers have incorporated a few sportsbike Easter eggs in the Diavel’s design besides that whopper engine. Both upside down forks and rear Sachs monoshock are fully-adjustable units, there’s a Ride-by-Wire throttle for critical right hand response and it also features a slipper clutch, which is obviously needed to tame the motor somewhat and keep the rear wheel rolling whilst banging down through the gears.

Both technologies are predominantly sportsbike through and through. The same goes with the Ducati Safety Pack, which provides eight levels of ABS and traction control which can be customised

in each rider mode. The work of art more commonly known as a seat also wouldn’t be out of place on a sportsbike because it firmly plants the rider into the bike and doesn’t allow for much movement when you lock in. If only it had the 1299 Panigale’s quickshifter for clutchless up and downshifts, this machine would go from standout street-muscle to complete and utter beast.

Shortshifter’s delight As I said earlier, the Diavel Titanium is an intimidating bike to look at and for about five minutes, it’s an intimidating bike to ride. After that, I completely got what the Diavel is about.

Continued on nexton page Continued next page

Ducati Diavel Titanium

cycletorque.com.au MAY 2016 I 24

CYCLE TORQUE TEST

SPECIFICATIONS:

Short shifts. Starting out in 100hp urban mode, the bottom-end torque of the 1198cc engine feels like it could almost pull the handlebars from your hands in each gear. The amount of grunt this bike gives you in low revs is exceptional. Ducati has made a few changes from the Testastretta engine in the Panigale to suit the Diavel’s ethos. The intake and exhaust ports have been redesigned along with a large adjustment to the cam timing, reducing the amount of valve overlap from 41 to 11 degrees. This is why the Diavel is so torquey in lower revs. Using that stonk in each gear is addictive. Touring and Sport modes increase the power to 162hp. Both modes feel like they provide slightly more torque off the bottom but it is available throughout the rev range, where peak torque is at 8000rpm and power at 9250rpm.

There is the perception the Diavel feels like it has one object in sight, the horizon. Its goal is to get you there as soon as possible, and this certainly makes it an exhilarating motorcycle, but there’s more to it. Despite its size and bad boy looks, the Diavel Titanium is a comfortable and confidence inspiring machine. The ‘bars are wide and accommodating; there’s plenty of room from the seat to ‘pegs allowing the rider to sit upright and let their arms relax and control the motorcycle.

The perch is extremely plush and has to be one of the most comfortable seats I’ve sampled, plus the cowl can be removed to carry a pillion. The dual-instrument cluster is comprehensive, telling you everything you need to know in a layout that provides more information than most others. The LED lights have great form, but they also have superior function – bright and well integrated into the rear cowl, providing wide visibility at the front.

Even a simple thing like keyless ignition gives you more comfort. It might not seem like much, but the

combination of these factors mean you spend less time worrying about other things, allowing you to relax and enjoy yourself more.

People think there must be a catch with the Diavel Titanium - it’s a bike that takes a lot of cruiser cues, has standout straight-line performance and also offers plenty of rider comfort. It must suffer from poor handling? Well, let me tell you, it doesn’t. A sportsbike the Diavel is not, but that doesn’t mean it doesn’t handle well on the road. The front rake is 28 degrees so it won’t tip in as fast as a sportsbike but at 234kg it weighs a considerable amount more, so you don’t want it to. The Diavel feels very stable and provides reliable feeling through the front on lousy roads, a trait which cruisers notoriously lack.

The 240 section rear tyre means you won’t be able to keep up around the bends with a sportsbike capable of sharper lean angles, but you will have more fun coming out of them thanks to the wider tread and an engine that’s purpose-built for corner exits. Scrubbing off more speed is made easy with twin 320mm Brembo brakes up front and long 1590mm wheelbase. The brakes aren’t far from Panigale territory, and most would end up with brown stains in their pants if they found their limit, myself included. Realistically, the only limitation you will have if you manage to find yourself in a stoush with a sportsbike is top speed. A lack of fairing and windscreen on the Diavel means you will need respite from the wind by the time speeds get stratospheric. I’m not condoning it, but let’s be honest - it happens from time to time and the Diavel Titanium will obviously have a knack for finding wanted/unwanted attention from other riders. Whichever way you decide to go, you’ve gotta’ admit the attention you get is the reason you buy a limited edition bike like this.

MANUFACTURER: Ducati MODEL: Diavel Titanium YEAR: 2016 ENGINE: Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Dual Spark, Desmodromic, liquid cooled TRANSMISSION: Six speed DRIVE TYPE: Chain drive FUEL CAPACITY: 15 litres FRAME: Steel tube Trellis with Dark Chrome finish SEAT HEIGHT: 770 WEIGHT: 234 FRONT SUSPENSION: Marzocchi DLC coated 50 mm fully adjustable usd forks REAR SUSPENSION: Progressive linkage with fully adjustable Sachs monoshock BRAKES: Front 2 x 320 mm semi-floating discs, radially mounted Monobloc Brembo callipers, 4-piston with ABS. Rear 265mm disc, 2-piston floating calliper with ABS PRICE: $39,990 ride away CALL FOR A QUOTE

1800 24 34 64

The truth is, the Diavel will continue to polarise people as long as they try to find a preexisting box to put it in. It’s not a sportsbike, streetfighter or a cruiser. Ducati has simply nailed it - an aggressively styled, street-oriented performance bike with comfort, technology and handling to boot. It belongs in a class of its own. The Diavel Titanium more exclusive, exotic and intimidating and man, oh man it is one hell of a motorcycle. n

Ducati Diavel Titanium CYCLE TORQUE TEST

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Ducati Diavel Titanium CYCLE TORQUE TEST

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Ducati Diavel Titanium CYCLE TORQUE TEST

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Kawasaki W800 SE Black Edition CYCLE TORQUE TEST

The Black Ace

Kawasaki W800 SE Black Edition

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CYCLE TORQUE TEST

The Black Ace The W800 SE Black Edition has modern design elements and a fantastic engine, all while maintaining its yesteryear charm

WATCH VIDEO NOW

N WORDS BY AUNTIE MAL N PHOTOS BY NIGEL PATERSON & KAWASAKI

Black is a beautiful contrast for the Kawasaki W800 SE Black Edition. This latest form of Kawasaki’s retro delivers classic motorcycling without much of the chrome, or the pain.

The 773cc fuel injected engine, with its gear-driven overhead cam and multivalve head provides relaxed performance and fuel-efficiency. All whilst the ghost of BSA wafts past your subconscious. Indeed, the bike’s true ancestor is the 1965 edition, derived from the Beesa 500, then 650, obtained under license

by Meguro, which was finally absorbed and improved by Kawasaki, releasing the largest displacement bike from Japan at the time. The W1.

Modern nostalgia This W800 is a motorcycle the rider can truly relax on. It’s light, responsive, has good brakes, and, when ridden outside it’s design brief, delivers surprisingly good, point-to-point performance but this is not really the way this bike should be ridden. In wet conditions, surefooted, and in rough dirt and backroad tar, the 19-inch front wheel provides levels of certainty missing in most of its contemporaries with 17-inch front wheels. The larger front wheel also makes cornering, especially the tip-in, delightful. The seat is comfortable, and not too wide at the front, making for a confident touchdown on the planet’s surface. I

enjoyed testing this bike for a little over 900km. During that interval, we took in the Thunderbolts Way; Inverell, Bingara and the roads around Copeton Dam. The weather was as changeable as the road surfaces. The section of dirt into Bundarra was a fair test of a road bike and the 800 came through with flying colours. The rear brake is a drum, and there is only one disc up front, a 300mm unit with dual-piston caliper which is completely adequate in the real world application of this motorcycle, but the W800 isn’t a motorcycle that should be pushed too far beyond its design brief. There was one slight touch down, more a function of a bump mid corner while hustling, than anything else.

There is a reasonable amount of ground clearance and the suspension was an excellent compromise, however, it must be said, during an extended foray into the rough hills on a very hot day, after an hour plus of really hard/spirited Continued on next page

Kawasaki W800 SE Black Edition

cycletorque.com.au MAY 2016 I 31

CYCLE TORQUE TEST SPECIFICATIONS: MANUFACTURER: Kawasaki riding, I found the rear damping starting to fade a little. Understand this was under severe provocation. Take the revs up over 5000, and ride there between the medium spaced corners using fourth gear as top, and fifth as an overdrive when you can see for miles, and this baby can hustle, make no mistake.

In the company of some exotic sportsbikes and heavy tourers, the W800 held its own and in some sections lead the charge. Albeit not what its maker envisaged, however it’s there for the most part if you grow fangs and want to ride a little harder, the bike will allow you to in short doses. The bike does not cry out for better shocks, rather it does very well with its standard gear, which is height adjustable to boot. Remarkable.

MODEL: W800 SE Black Edition YEAR: 2015 ENGINE: Air-cooled, 4-stroke Vertical Twin TRANSMISSION: Five speed DRIVE TYPE: Chain drive FUEL CAPACITY: 14 litres FRAME: Double-cradle, high-tensile steel SEAT HEIGHT: 790 WEIGHT: 216 kg Includes full FRONT SUSPENSION: 39 mm telescopic fork

There is a yawning gulf both in time expired (51 years), and from a technical perspective, when one compares this motorcycle to its ancestor.

Today we have a larger capacity engine, with EFI, four-valves and an overhead cam, but it still has a drum rear brake, conventional forks, classic styling and wheel sizes true to ‘type’. The W800 is all the more wonderful all black, with lashes of crinkle, polished, matte, and chrome finishes.

Indeed the finish needs a mention here. Some may question the black pipes, and elect for custom ones. However, as it stands, Kawasaki have nailed the concept of the classic parallel twin integrating modern elements of design without losing the feel of the original machine.

That is one hell of a balancing act, and one that REAR SUSPENSION: Twin shocks, 5-way adjustable has been achieved in spades as black as the pipes themselves. If I were to change anything it BRAKES: Front Single 300 mm disc, Caliper Dual would be to add a modest screen, only to match piston. Rear 160mm drum Other rider impressions the riding I do most often. This bike is versatile, enjoyable, picking through traffic, twisting Our experienced lady rider, Robyn has 35 PRICE: $12,499+ORC through the hills, or just bumping along at the years in the saddle. Robyn, who rides a heavier CALL FOR A QUOTE speed limit. All modes of riding have provided 1800 24 34 64 American motorcycle after years on sporty much joy. When we get to the servo, I note we Italian ones, commented the W800 “Is so user averaged 4.3 litres/100k, with a best of 3.4L and friendly, so easy, comfy, responsive, and pretty a worst of 4.94L. So using the average figure good with my short legs”. She was smiling and gave the W800 a big thumbsthe 14-litre tank is going to provide over 300 kilometres, and most of us are up. Our super-pillion, Jane, loved the detailed finish and the comfortable having a spell at 200. This W800 SE Black Edition has the potential to be a lot of seat, “It’s so easy to get on and off, compared to everything else we have,” she different bikes to different riders. The cosmetic details are outstanding, from the said. Another thumbs-up. As well, I noticed very little difference in the bike’s wire spoked, black anodised rims, crinkle black pipes, black chrome tank badge, responsiveness, one or two up, commuting or in more open spaces. This is classic instruments and old school switchblocks which all harken back to the a function of the good gearing and a grunty engine that is a willing little days of yore. Passers by most often accusing it of being a resto, or a British bike ‘torquster’. I take the chance, when I can to speak with other owners of similar of some kind. bikes in order to have another perspective. One such rider was Joe, who took All achieved without leaking a drop of oil. So authentic in many ways, with the over his standard W800 from his Dad. Using it mainly for commuting and the charm of yesteryear, yet with the convenience and performance of a modern odd Sunday ride, he’s delighted. “it’s pretty versatile, and easy to live with, motorcycle, this black jack, could just be the ace of spades. n reliable too,” he said.

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Kawasaki W800 SE Black Edition CYCLE TORQUE TEST

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Kawasaki W800 SE Black Edition CYCLE TORQUE TEST

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Kawasaki W800 SE Black Edition CYCLE TORQUE TEST

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Kawasaki W800 SE Black Edition CYCLE TORQUE TEST

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Beating

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Winter

Riding year-round is great if you’re warm, comfortable and dry. Here’s how.

CYCLE TORQUE FEATURE

cycletorque.com.au MAY 2016 I 38 cycletorque.com.au MAY 2016 I 38

Beating Winter

Motorcycle jackets and riding pants these days are dominated by three materials - leather, textile and kevlar-lined denim.

Leather is the most traditional material for motorcycle apparel, with riders choosing the protection, durability and style of draping themselves in (usually) cowhide since the invention of the motorcycle.

But while protective against injury in the event of a crash, most leather jackets and suits aren’t the right choice for staying warm and dry during the winter months - even racers add waterproof outer layers to leathers in heavy rain.

The old standard, denim jeans, are actually a terrible choice for motorcycling - they give a false sense of security, for riders believe they will provide reasonable protection in an accident, which they don’t, which is why we have Draggin Jeans and other kevlar-lined denim riding gear, which does provide a excellent abrasion resistance, and new developments in the products has given us some garments well suited to the cold and wet months, too.

Waxed cotton jackets and pants were popular in the past but are rare, expensive and not as practical as textiles these days, but there’s still a small market, chiefly among classic bike enthusiasts.

Waterproof leathers Let’s get this out of the way quickly - waterproofing leather properly is difficult and expensive, so you’ll pay a premium over standard leathers, and there’s a good chance you’ll need to maintain the garments by applying waterproofing treatments, too.

Generally speaking, leathers still offer the greatest safety, so waterproof

leathers are an excellent choice for that reason. They also have the benefit of not having to carry an oversuit.

However, some waterproof leathers will still have water soak into the outer layer, making the garment heavy and cold, and it can take days to dry out.

They are a great choice if you are travelling somewhere which only is expecting a chance of rain, and it’s not going to get too cold, waterproof leathers eliminate the need to take other gear. However, if a drop in temperature is expected with the drops from the sky, an oversuit will prevent the leathers from soaking up the water and act as a great wind break, keeping you warmer.

cycletorque.com.au MAY 2016 I 39 cycletorque.com.au MAY 2016 I 39

CYCLE TORQUE FEATURE

Beating Winter INTERSTATE III With a style perfect for and vintage bike or cruiser, the Interstate III jacket and pants look fantastic on the bike or down the pub.

However, it’s not style over substance, the Interstate III features high quality construction, stitching and armour.

The Interstate II jacket is priced at $499.95 and the pants at $399.95.

More info: au.rst-moto.com

SEGURA BROOKE JACKET

DRY MITTS RainOff overgloves keep hands warm and dry, even with lightweight gloves underneath. Don’t wait for it to get wet before using Rain-Offs, they are amazingly efficient at keeping hands warm. Even if you have waterproof gloves RainOff overgloves stop them “wetting out” and taking ages to dry.

The Segura Brooke jacket is constructed of waterproof leather, so it’s perfect for many days when you’re not convinced it won’t rain.

With CE-approved back, elbow and shoulder protectors and cowhide construction it offers lots of protection while the numerous pockets and removable lining and waist adjustment make it convenient.

100% Waterproof with welded seams, elastic forearm closure and are great for wiping visors. Big enough to fit over gauntlets and RainOff overgloves are available in one finger or two finger styles.

Price: RRP $699.95 Available from: Good bike shops More info: www.ficeda.com.au

Price: $70 + postage Available from: (03) 9786 3445 More info: www.andystrapz.com

2016 winter range out now

cycletorque.com.au MAY 2016 I 40

for full range visit www.spidi.com.au

x-tour jacket Spidi X-Tour combines a 100% waterproof and breathable laminated outer shell while offering the possibility of ventilation on hot days. It also has a 200g removable internal thermal lining to keep you warm on a cold winters day.

black/red m-3xl

$69995 rrp

hoodie armour SPIDI Hoodie Armour is a modern sweatshirt made with comfortable Softcell material, offering a perfect level of insulation in cool temperatures. The certified protectors on shoulders and elbows (and the optional back protector) make it a perfect garment for urban commuting.

black/red m-3xl

$25000 rrp

x-tour pants

flash h2out

X-Tour is a motorcycle waterproof pant quipped with removable thermal lining that represents the natural integration to the X-Tour jacket. The waterproof membrane, bonded to the outer fabric, ensures high resistance to rain, avoiding the fabric to get soaked.

Flash H2OUT is a waterproof jacket with removable thermal lining and with a sporty cut, perfect for the sport tourer and crossover bikes. The waterproof membrane H2Out coupled to the outer fabric makes it ideal in all weather conditions.

black/red m-3xl

$35000 rrp

black/grey/red m-3xl

$39995 rrp

national.com.au REE 1300 885 355

2016 winter range out now

cycletorque.com.au MAY 2016 I 41

for full range visit www.motonational.com.au

CHANEL JACKET

airmax JACKET

Chanel Jacket, A True Ladies fit that was designed with a team of women riders. It comes with CE Approved Armour, Zip out Quilted Thermal Liner (that can be used separately as a stylish casual jacket when you are off the bike), and a lot more.

Air Max Jacket will keep you warm in winter and cool in summer, It comes with CE Approved Armour, (DLS) Dual Liner System, Phone/MPS Sleeve Pocket, Adjustable Magnetic Collar and a lot more.

Check out full specs at www.motonational.com.au

Check out full specs at www.motonational.com.au

black/white 10-24

black s-5xl

$199

95 rrp

$24995 rrp DLS Dual liner system

zip out stylish quilted liner worn separately

ADVENT TOUR JACKET

ADVENT TOUR PANTS

Advent Tour Jacket is perfect for Adventure riding or Touring the open highways. It comes with CE Approved Armour, RAS (Retractable Air System), (DLS) Dual Liner System, Adjustable Magnetic Collar, Hydro-pack Pocket & Loop, and a lot more.

Advent Tour Pants are the perfect addition to the jacket. It comes with CE Approved Armour, RAS (Retractable Air System), Removeable Liner System and a lot more.

Check out full specs at www.motonational.com.au

Check out full specs at www.motonational.com.au black black/grey s-5xl s-5xl

$349 rrp 95

black s-6xl (stout)

black/grey s-5xl

$24995 rrp

CYCLE TORQUE FEATURE

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Beating Winter Textile Jackets and pants Any motorcycle jacket which isn’t leather or denim is described as textile. The outer material is a synthetic manufactured material, and you’ll find jackets described as ballistic nylon, Cordura, polyester and more.

Waterproofing While textile materials may be waterproof, sewing panels together into a suit or pants is punching thousands of tiny holes through the material, holes where water is also happy to travel, so manufacturers need to do more to ensure waterproofing.

There are a number of ways this can be achieved. One is to bond a breathable waterproof lining, often made with one of the high-tech waterproofing materials such as NoH2O or Gore-Tex, to the outer layer. These linings allow sweat to breathe out, but don’t allow raindrops in.

Many textile jackets and pants feature a separate waterproofing liner so the jacket itself can have better ventilation, which sounds great until you realise you have to drop your pants to install the waterproofing… so I get it for the big adventure, but for general use it can be very inconvenient.

Other waterproofing techniques include taping internal seams, a common method used on plastic oversuits, jackets and pants. This works, but it will fail eventually, especially if you’re one to stuff an oversuit into the corner of a pannier regularly, putting stress on the taped seams.

The positive aspects of oversuits, overpants and plastic rain jackets is they are cheap, versatile and practical, especially if you don’t ride in the rain often.

Indeed, many riders carry an oversuit on tour even if they have waterproof riding gear, because a nylon or plastic oversuit blocks the wind and won’t soak up water, so the usual drop in air temperature when the rain arrives combined with the quick-dry nature of plastic (hang it up out of the rain and it’ll dry

overnight, or use a towel) makes this one of the best ways to stay comfortable through a storm, and your gear won’t be still wet, heavy and cold the next morning.

Textile jackets You can pay under $200 to nearly $2000 for a textile riding jacket and your mum probably couldn’t tell them apart. There will be, however, many differences, starting with the brand.

You will pay more for a respected brand name or motorcycle manufacturer’s clothing line, because there will be many years of research and development, good quality control and product back-up and usually European standard armour for protection.

Continued on next page

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CYCLE TORQUE FEATURE

Beating Winter Spending a bit of time in a bike shop looking over cheap gear and comparing it with more expensive jackets often reveals many details.

You’re probably better off with a cheap over jacket, pants or suit over your kevlar jeans and leather jacket than you are in a bad textile jacket, but that said you can buy a surprisingly good winter jacket for only a couple of hundred bucks.

That bottom end price point jacket is likely to be pretty basic, constructed of lightweight nylon with reinforced shoulder and elbows, taped seams and nonwaterproof pockets.

Move up the price point a little and you’ll get a zip-out thermal liner, removable rubber elbow and shoulder pads and an inside pocket. From there, there are thinsulate linings for increased warmth, better quality materials and linings, waterproof pocket zips, ventilation panels, cinch-straps, waterproof pouches, plush collar linings and lots more.

The best jackets have multiple removable linings for breathability and warmth and weather protection, included or optional CE-approved protectors for the elbows, shoulders, chest and back, reflective strips for better visibility, especially at night, adjustment tabs on the arms, hips and waist, handwarmer and waterproof pockets.

PRO SERIES CPX-C VENTED The RST Pro Series cpx-c vented is a sports textile jacket designed to be comfortable in a sports riding position. It features an aerodynamic hump and RST’s carbon shoulder siders. With excellent safety, comfort and winter weather protection, the Pro Series cpx-c is something rare – a sportsbike style jacket in really practical, textile construction More info: au.rst-moto.com

Whatever you choose, make sure linings clip in at the ends of the sleeves, so you don’t pull the lining inside out every time you take the jacket off and make sure there’s room underneath for an extra few layers of clothing.

STOKE THE FIRE WITH BARKBUSTERS The Barkbusters BBZ will keep your hands warm all-year round with a waterproof fabric hand guard ideal for sports and touring motorcycles. Barkbusters can also be fitted to almost any handlebar set up. There are multiple mounting options for fitting including to handlebar weight, to hollow handlebar and over existing Barkbusters’ aluminium backbones. Barkbusters feature an anti-flap design which is self-supporting under wind pressure, leaves brake and clutch levers free of interference and flexes around the fairings at full steering lock. The perfect addition to get you through the winter!

Price: RRP $119.95 Available from: Your local bike shop More info: www.barkbusters.net

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CYCLE TORQUE FEATURE

Beating Winter The safest gear?

Leathers have long-been considered the safest motorcycle wear, but a recent ABC TV Catalyst program concluded that Para-Aramid fabric (better known as kevlar) actually provides better abrasion resistance.

The best-known manufacturer of kevlar-lined jeans, Draggin Jeans, supports the call on the show for star-rated motorcycle gear, so motorcyclists have a better idea of the protection they are likely to receive from a given garment in a crash.

“Draggin is at the forefront in motorcycle protective clothing and continues to develop our technology so that we remain so. The two areas of focus of the Catalyst program on comfort as safety and on performance of gear in a crash, these are the focus areas Draggin concentrate’s our research and development,” Draggin Jeans said in a press release after the show was aired, March 29.

The Catalyst episode, which didn’t name the other brands tested, claimed the Para-Aramid fabric lasted by far the longest, followed by leathers, with the textile material not performing very well at all.

However, we have no knowledge of which leather and textile products were tested, and the testing was of the material, not crash protectors, which are an integral part of most motorcycle riding gear.

Cycle Torque recommends you carefully consider your riding gear – brands such as Draggin, RST, Spidi and MotoDry put a lot of time and money into research and development, which makes the gear not just safer but more comfortable, practical and longer-lasting, too.

The episode of Catalyst aired on March 29 and may still be available on iView. n

SPORT | STREET | TOUR | URBAN | TEXTILE

TEXTILE SILVER/FLUO RED

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PARAGON V

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JKT $449.95 // PANTS $299.95 WE’VE HAD OUR WORK CUT OUT IMPROVING THE PARAGON JACKET, BUT NOW, AS IT MOVES INTO IT’S 5TH GENERATION, WE’VE RAISED THE BAR YET AGAIN. THE PARAGON V JACKET AND JEAN ARE A TOURING RIDERS DREAM. CONSTRUCTED FROM TEFLON COATED MAXTEX AND BALLISTIC NYLON, WITH OUR REMOVABLE SINAQUA WATERPROOF MEMBRANE ON THE INSIDE, YOU HAVE THE BENEFIT OF A WATER RESISTANT OUTER COMBINED WITH A WATERPROOF AND BREATHABLE MEMBRANE ON THE INSIDE. WE’RE ALSO USING WATERPROOF ZIPS THROUGHOUT AND THE MAIN ENTRY IS DOUBLE ZIPPED WITH A GUTTER SYSTEM INSIDE TOO! ON THE INSIDE YOU HAVE A REMOVABLE FULL LENGTH QUILTED JACKET TO KEEP YOU REALLY WARM, AS WELL AS DRY, ON EVEN THE WORST OF DAYS. FOR THE FULL RANGE VISIT WWW.RST-MOTO.COM WWW.RST-MOTO.COM

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cycletorque.com.au MAY 2016 I 47 cycletorque.com.au MAY 2016 I 47

CYCLE TORQUE FEATURE

Winter

Style

IXON STRATUS HP JACKET

Versatile 3 in 1 jacket, CE, Waterproof, Warm & Very Breathable, Air Vented, Reflective piping on front, sleeves and bottom rear

RRP $319.95

OXFORD CLAVA

IXON PRO NORTH HP GLOVES

Goat leather in majority, Warm & Very Breathable, Padding on palm & Thick padding on backhand.

Balaclava & Neck Warmer, Light Weight, Wind Resistant, Breathable & Thermal.

RRP $29.95

RRP $199.95

Available from your local dealer.

For more information contact Ficeda Accessories P/L: Ph. 02 9757 0061 www.ficeda.com.au

IXON DUAL JACKET

Racing and streetwear style, Hoodietype winter lining that can also be worn separately , CE, Waterproof, Warm & Very Breathable, Air Vented.

RRP $349.95

CYCLE TORQUE FEATURE

Winter

Style

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IXON PRO TENDER LADIES GLOVE

Mix of leather and textile, Waterproof, Warm & Very Breathable.

RRP $109.95

OXFORD MONTREAL 2.0 MEN’S JACKET

Colours: Black, Black & Fluo, Desert • Fixed breathable & waterproof membrane • Hidden integrated rain hood • Front, rear & arm air vents • Reflective panels/piping • Removable thermal liner • Mesh lining • CE armour in shoulders & elbows • Removable back padding • Adjustable waist & Arms • Phone pocket - Internal smart-phone • Touch-Screen pocket

RRP $319.95

STYLE & LADY STYLE JACKETS

Men’s sizing – SM – 4XL Ladies – XS – 2XL · Personal Protection Equipment EC · Shoulders, elbows CE · Pocket for EC-back protector · Removable lining sweat · Inside Pockets

RRP $799.95

Available from your local dealer.

For more information contact Ficeda Accessories P/L: Ph. 02 9757 0061 www.ficeda.com.au

HY DrO

cycletorque.com.au MAY 2016 I 49

PROTECTIVE WATERPROOF GEAR

PREFERRED LICENSEE

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SERIOUSLY

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DFFUSE DFFUSE

THE LAB RESULTS Draggin’s HYDRO is ten times more Abrasion Resistant than any other waterproof gear

PROVEN SAFETY ✔

DRAGGIN HYDRO

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dragginjeans.net

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CYCLE TORQUE FEATURE

Beating Winter

Multi-layer Jackets Many manufacturers produce jackets and pants with internal liners such as Spidi, RST, AlpineStars and MotoDry. Many touring and adventure-style jackets have a ventilated outer made from a heavy-duty material such as Cordura, and these can be fine to wear even in hot weather - only mesh summer jackets are better in extreme heat.

While some jackets have the waterproofing membrane incorporated into the outer of the jacket - making them waterproof if the ventilation zips are closed many require a separate waterproof lining. It’s usually so thin some refer to it as the ‘membrane’ layer, these linings use breathable waterproof technology such as Gore-Tex or H2Out, so any moisture which gets past the outer shouldn’t get through the membrane.

Continued on next page

OXFORD DAKOTA LADIES JACKET

• Fixed waterproof membrane • Front ventilation • Reflective panels/piping • Removable thermal liner • CE armour in shoulders & elbows • Removable back padding • Adjustment points - waist-belts, hips, upper arms, cuffs, collar • Phone pocket - Internal smart-phone • Touch-Screen pocket

RRP $199.95

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CYCLE TORQUE FEATURE

Beating Winter Most jackets have a a removable insulating lining to make the jacket comfortable down to very low temperatures - and often this lining can be worn separately, off the bike, around the campfire, so it’s one less item to pack.

Don’t forget your legs It’s quite shocking how often riders will spend big on a good jacket and combine that with discount-store or designer jeans, and think they’re being safety conscious. Unfortunately, you’ll lose a lot of body heat through your legs if they’re not warm and dry.

If you have kevlar jeans, great, add a waterproof layer and you’re a long way there, but if you can afford winter-specific kevlar pants (Draggin Jeans has a range) or some waterproof riding pants with knee and hip protectors, all the better.

Having a zip to attach the pants to the jacket is also awesome, stopping drafts and keeping things in place if you do have a crash.

Staying warm and dry Between your hands, feet and head you can lose up to 50 per cent of your body heat - so keeping those things warm is critical. Starting at the top, a full face helmet with a well-sealed visor and anti-fog insert will keep out the rain and wind, and don’t forget to install the wind deflector which was in the box and reduces the breeze getting under your lid and up inside.

Continued on next page

VENTILATOR V RST has built an excellent jacket for Australian conditions – the Ventilator V is a mesh summer jacket with a waterproof lining and a thermal lining, so it can be worn in a number of ways to suit Australia’s varying conditions.

By adding or removing the different layers the Ventilator can be worn year round, whatever the weather. The jacket is priced at $339.95 and the matching pants at $279.95.

More info: au.rst-moto.com

CYCLE TORQUE FEATURE

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Beating Winter A thin balaclava makes a huge difference, too, as do neck warmers/ deflectors, just ensure you can turn your head easily from side to side before heading off. Oxford manufactures a huge range of mid-layer gear including balaclavas, inner gloves, neck warmers, tops and pants all designed to keep you warmer.

If you’re doing serious time on your bike through the winter, consider heated handgrips, hand protectors, inner gloves and maybe even a set of Barkbuster BBZ handguards. By protecting your hands from the wind blast, it makes a huge difference to how cold your hands really feel.

Which brings me to gloves. Waterproof gloves have been available for decades, usually using a high-tech membrane-style layer under the leather outer to prevent water getting through, and the system works OK, except spend a decent amount of time in heavy rain and the outer becomes sodden and cold - and they can take days to dry.

New styles of gloves are coming onto the market which have the waterproof layer embedded into the outer, which prevents the water from soaking in, resulting in warmer hands and more useful gloves.

Andy Strapz is now manufacturing RainOff overgloves, which can make winter gloves especially warm or turn summer gloves into warm, waterproof hand protectors.

Boots are really important on bikes, especially in winter. Waterproof boots are becoming more and more common and that’s fantastic, but like gloves they often get waterlogged, which makes them incredibly cold, so if you can find some overboots they are well worth trying. n

DRAGGIN HYDRO

Offering the style, protection and comfort Draggin Jeans is legendary for, the new Hydro jacket and pants are an excellent winter riding choice.

With included armour, genuine DuPont Kevlar, Draggin’s Roomoto protective fabric and Dyneema with waterproof zips, lots of pockets and a connecting strap and zip, the Draggin Hydro is all-year round wear.

Available at a massive range of stockists.

RRP $349 for the jacket, $249 for the pants.

More info: dragginjeans.net

CYCLE TORQUE FEATURE

cycletorque.com.au MAY 2016 I 53

Beating Winter

LIBERTY 2.1 BOOT A practical, comfortable boot for winter. Water Resistant P.U. coated synthetic upper and “High-Tex” membrane. Ventilated “Air-Tech” textile instep inserts.“D3O” impact protection ankle cups. P.U. moulded gear pad. High-grip textured rubber sole.

Price: RRP $199.95 Available from: Good bike shops More info: www.ficeda.com.au

GOING DEEP You know when a glove manufacturer names its glove the Submariner you know it won’t be scared of the water. Sure enough, despite numerous attempts, we haven’t had the Spidi Submariner gloves leak.

Combining safety via the safety of hard plate knuckle protection with thick goat leather and Clarino palm sections these are most protective winter gloves I’ve ever owned.

The NoH2O membrane is what keeps out the water, while a microfleece lining keeps out the cold. Nicely manufactured with a velcro tab at the wrist, the Submariner gloves will keep you warm and dry.

Price: RRP $199.95 Available from: Spidi Stockists Everywhere More info: spidi.com.au

cycletorque.com.au MAY 2016 I 54

CYCLE TORQUE FEATURE

Used & Reviewed Spidi’s Adventure Tourer SPIDI has been making great riding gear for decades, so it was no surprise to me the new X-Tour H2OUT adventure jacket has become one of my favorites pretty quickly.

While most textile jackets claim to be waterproof these days, many rely on the inner lining, which means the outer can become waterlogged, which will make it heavy and cold, and can take days to dry out - the X-Tour uses its NoH2O membrane laminated to the outer shell to reduce this effect, while waterproof zips mean ventilation can also be incorporated into the jacket.

WATCH VIDEO NOW

Add in Spidi’s Ergofit adjustability to the cut, a thermal zipout lining, a perimeter zip to attach to trousers, tabs on the sleeves to prevent flapping and a soft-touch collar and you’ve got the makings of a stellar jacket.

Safety aspects include CE-Approved armour on the elbows and shoulders, with optional back and chest guards from the Force-Tech range, and reflective details.

I first reviewed this jacket on Series 3 of Cycle Torque TV, and since them I’ve used it in all sorts of weather and been very impressed by its comfort and convenience.

For a price half that of some of the motorcycle manufacturer-branded gear, just $699.95, I reckon it’s as good as they get.

– Nigel Paterson

Price: RRP $699.95 Available from: Spidi stockists everywhere More info: spidi.com.au

cycletorque.com.au MAY 2016 I 55

CYCLE TORQUE FEATURE

Winter

Gear

OXFORD MERINO COSY Cosy Merino Wool Thermal Neck Warmer. Can be worn as face mask or neck tube. Lightweight, breathable and wind resistant. Seam-free construction for maximum comfort.

Price: RRP $44.95 Available from: Good bike shops More info: www.ficeda.com.au

RST T100

CHANEL LADIES JACKET

RST’s T100 jacket is a waterproof, practical jacket which offers many premium features at a very affordable price – just $179.95.

The MotoDry Chanel jacket is designed and built for the ladies, from it’s feminine design to the soft feel collar and silicone printed panels. Made from heavy duty 600D denier abrasion resistant material with CE Armour Protection and HDF back protector, the MotoDry Chanel is designed to be comfortable, stylish, fully waterprooof and convenient.

It features a Sinaqua waterproof and breathable membrane, removeable thermal lining, lots of pockets and vents plus a back protector and CE armour.

More info: au.rst-moto. com

It’s priced at just $199.95 in sizes 10-24 and is available from MotoDry dealers across the country.

More info: motonational.com.au

cycletorque.com.au MAY 2016 I 56

EDITORIAL

Winter Riding BACK in the 1990s I was the deputy editor of Two Wheels, and invariably I’d beat the boss to the office, the late Jeremy Bowdler.

little real protection was offered by denim, although my knees had known first-hand how crashing in jeans was a very bad idea.

JB, as he was better known, would roll in eventually, usually dressed in his one-piece Aerostitch suit he’d paid about the equivalent of two weeks’ wages for during a visit to the USA with the comment, “The rain is our friend”.

Even my early leathers didn’t have armour, just extra layers of leather in the damage-prone areas.

I never felt that way. I didn’t have a car and found public transport tedious, so I’d put up with the rain, but it was never my friend.

By the time I was at Two Wheels I’d already been a motorcycle courier, racer and tourer, so I’d already worn out a few sets of wet weather gear - and I’m still young enough to remember how awful most of it was.

The standby was waxed cotton. Plenty of people, including me, had waxed cotton jackets, although plastic pants over the jeans were a lot more common than those rich enough to afford waxed pants to go with the jackets. They were considered a safety product too, because there was two layers of cotton at the elbows and shoulders… oh, how little we knew back then.

When nylon became more available there were stories of it melting into people’s arms during slides down the road, stories probably promoted by the manufacturers of waxed cotton jackets… realistically I don’t think there would have been a whole heap of difference in protection from one over the other.

How times are changing.

It was 20 years ago I first started reading about how

These days, with CE-approved armour, NoH2O linings and excellent fit, riding gear is so much better. So much so I prefer riding in the cooler months.

Some people hate riding in winter, and yes, it’s tough when it’s really cold - I still remember a spring snowstorm which blew through the French mountains during the international launch of the Super Ténéré, dropping temperatures to negative numbers and giving me a taste of European weather I could have done without.

For that trip I’d taken a MotoDry enduro jacket and it performed admirably – with extra layers crammed underneath I stayed warm and dry, which is the first task to staying comfortable. I didn’t even need to shove a newspaper down the front of my jacket, which is still a great tip for anyone caught out in the cold without the right garments to go between T-shirt and jacket.

The cooler months mean Draggin Jeans don’t get as sweaty as they sometimes do under the hot Australian sun, and if you throw over a one-piece suit like the MotoDry outfit I wore on the Harley in Japan, staying dry and comfortable is easy - although I’ve always found one-piece suits either restrictively snug or billowy - the winds gets in somehow and makes me look like Bibendum, the Michelin Man. Such is life: I’d rather be dry, especially if you’re on you way somewhere other than home.

The 2016 endless summer is finally over, and hopefully there will be some decent rains in the places which need the water.

Don’t be afraid of the water or the cold, but do prepare for both: for the rain might still not be my friend, it doesn’t have to ruin a ride if you are wearing the right gear and bring along the right attitude.

But if it starts snowing, it’s too cold for me.

– Nigel Paterson

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Yamaha YFM700R & YFZ450R ATVs

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QUAD TORQUE

All-terrain racers

Yamaha YFM700R & YFZ450R ATVs

cycletorque.com.au MAY 2016 I 59

QUAD TORQUE

All-terrain racers N WORDS BY MATT O’CONNELL N PHOTOS BY RYAN GRUBB WATCH VIDEO NOW

YAMAHA’s 2016 sports ATVs have been designed and built to make everything else on the market look like a wimp.

With styling more befitting an R1, these four-wheeled rockets go as hard as they look.

At Cycle Torque we have ridden almost every ATV on the market, but at a recent Yamaha launch day I had the opportunity to ride some exotic machinery.

Well, I say exotic, but these machines are already very popular in the USA… and now sports quads are really starting to make their mark in Australia.

Riders are always looking for a new experience, a new way to experience terrain - and these two beauties would be a first for me.

I wasn’t quite sure where to start, but the guys at Yamaha suggested I try the larger $13,399 YFM700R first and as you will find out, they had their reasons.

YFM700R Raptor The big Raptor is designed as a multi purpose sport ATV - a bit of a trail monster that isn’t as hard-edged as the $13,999 YFZ450R. The racing history of the Raptor 700 is peerless… take a look at Dakar ATV results and you’ll find numerous wins, (largely at the hands of the Patronelli brothers) but Yamaha generally dominates across the entire class.

The special sauce at the heart of the Raptor 700 is a 686cc single cylinder fuelinjected four-stroke engine that simply makes it the most powerful sports ATV available.

In contrast to agricultural ATVs, the sports models are chain driven and the gearbox is manual – 5 speed with reverse.

Important dimensions to note are a dry weight of 181kg, a seat height of 830mm and a width of 1155mm.

Suspension at the front is a double wishbone with an independent coil providing 230mm of travel, while the rear is fitted with a trick-looking swingarm with 256mm of travel.

These specs will gain more context when you can compare them against the über racey YZF450R. As I started my first laps on the Raptor, it was ridiculously obvious that this would be unlike any other ATV I’d ever ridden. (The upside being that if you are thinking about trying out a sports ATV, I don’t think prior ATV experience is necessary, although we highly recommend training - even if you’re an experienced dirt bike rider. They are completely different and require an aggressive style of riding.)

Continued on next page

Yamaha YFM700R & YFZ450R ATVs

cycletorque.com.au MAY 2016 I 60

QUAD TORQUE The first thing to come to grips with is the manual transmission. It is a bit strange at first, but easy to get used to. The big single engine has a wide rev range and a crazy amount of torque - so gear selection wasn’t overly critical.

As a side note, I have to mention Yamaha always go out of their way to provide expert instructors on their ATV launches - I think this is invaluable simply because ATV’s are not as common as bikes, so any opportunity to gain more knowledge is really appreciated and shows how serious Yamaha are about their safety and enjoyment.

The big takeaway when riding sports ATV’s is that it is all about body weight transfer - keeping your body weight to the inside of a corner.

This, combined with standing on the pegs to absorb the ride on the straight sections, means the seat is largely irrelevant. I guess you could ride it sitting down (and I did when I got tired!), but you just don’t get the same feel.

Stopping power is firm and precise courtesy of twin 135mm discs up front and a single 171mm disc on the rear.

The acceleration was incredible, such a light chassis and high output engine.

Thinking about the differences between an ag ATV, the ride was comparable to riding say, an MT-07 versus an R1 on a race track. Even someone like myself without the experience on sportier ATVS can push them to much greater levels than an ag ATV, as you would expect.

leave space to u-turn!) and also features a slipper clutch.

Seat height is 810mm and width is 1240mm with a dry weight of 176kg.

Independent double wishbones at the front have 250mm of travel while the swingarm at the rear has 280mm.

The specs are painting a picture already. The YFZ450R Hypersport has the name for a reason… the power is more aggressive and the bike sits wider and lower.

So you would expect it to possibly be more intimidating to ride, right?

Not at all.

The edgier, more sporty focus of this ATV made it so much more fun and quicker to adapt to. The geometry meant there was more feel in the corners plus you could slide and steer from the rear end much easier.

The engine was even more responsive than the Raptor and the slipper clutch meant I could smash it down gears when I wanted, providing the right gearing for each corner. The gearbox on both bikes was super tight and precise - not to mention loads of fun.

The trade off to the Raptor is that the YFZ450R is more physical to ride, every component has that little bit harder edge.

The brakes, like the Raptor, are super powerful.

Here is a machine purpose-built to handle tough terrain at speed - and while I am a massive fan of Yamaha’s ag offering in the Grizzly, this is completely different, an utterly exhilarating, experience.

The difference in physical appearance is more apparent when you see them next to each other, and it totally makes sense when you ride them. The Raptor is designed to win Dakar… the slightly narrower and taller frame making it easier to navigate tight trails.

YZF450R

The shorter, more squat YFZ450R is designed to smash short course motocross style tracks.

I mentioned earlier the boys at Yamaha suggested I ride the YFZ450R second… here are some specs to go with their reasoning.

Either way, if you are the kind of person that is always looking for a new challenge, or maybe been tempted to try some trails after riding ag ATVs, these bikes get the adrenaline pumping.

Power is supplied by a 449cc single cylinder fuel-injected four-stroke. It is the same aggressive power plant from the WR450F of a few years ago, so packs quiet a punch.

Transmission is a manual, five speed gearbox without reverse (note to self -

Where you would normally be cautious on a regular ag ATV, you can absolutely smash terrain on these bikes, feeling comfortable and completely in control. n

Yamaha YFM700R & YFZ450R ATVs QUAD TORQUE

GALLERY

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Yamaha YFM700R & YFZ450R ATVs QUAD TORQUE

GALLERY

cycletorque.com.au MAY 2016 I 62

Yamaha YFM700R & YFZ450R ATVs QUAD TORQUE

GALLERY

cycletorque.com.au MAY 2016 I 63

Michael Mooney

cycletorque.com.au cycletorque.com.au MAY MAY 2016 2016 II 64 64

Tides

Andrew Lowis

Turning

Only too often, when we imagine a custom motorcycle, we think large European bikes, big horsepower and budgets to match.

In a modern engineering world full of fuel injection, ABS braking and CAN bus electronics it’s comforting to see that ‘built not bought’ is still an acceptable tradition and building a custom motorcycle should not cost the Earth.

four times, but I still love it!” Michael explained how he came to decide upon an SR. “I watched Tron Legacy. At the beginning, Sam Flynn rides a Café Racer and pretty much that week I went and got a bike and my journey began.”

Inspired by the freedom of motorcycling and a dash of Hollywood, Michael Mooney’s Yamaha SR400 is a custom with tales of adventure from the open road. “The bike has been through a lot, it’s been under two 4 wheel drives, I’ve pulled it up, straightened it out, kicked it over and it’s started first time, every time. I’ve lost the muffler five times and the licence plate

When selecting a donor bike for customising many issues come to mind; cost, size, usability, reliability and the availability of spare parts. The original SR400, like many smaller Japanese motorcycles has taken it’s styling trends from early British bike designs. The SR is easy to use and is a genuinely practical, reliable and economical mode of transportation. So it’s no Continued on next page

cycletorque.com.au cycletorque.com.au MAY MAY 2016 2016 II 65 65

surprise that the little SR has become a choice platform in the custom scene.

The Yamaha SR400 is practically a street version of the XT500 with a shorter piston stroke. The basic engine design is rock solid and even the later versions have a kick start. The 4 stroke SOCH two valve engine has a small sight glass window on the right side of the cylinder head that indicates the optimal cylinder position for kick starting. The down tubes of the frame act as an oil reservoir and cooling system for the engine oil which removes the need to have an external oil cooler. This allows for extra ground clearance and a simple, elegant motor design. “I like the fact that it has a kick start. Nothing is moving that bike until I kick the life into it. Every element of it is raw. It has a drum brake on the back and it doesn’t have a lot of luxuries. I really like that about the SR. When you ride you feel the road as much as the bike feels the road.”

As Michael is a jeweller, you need to look close to see some of the more subtle custom features. The cockpit lights were inspired from the blue neon of Tron Legacy and Steve McQueen’s most celebrated movie title, ‘Rebel Without a Cause’ is engraved on the carb bowl. “For me, the SR feels like it has a soul, and a heart, when a lot of things in this world don’t. At the time when I bought the SR I was going through a pretty rough time with an ex-girlfriend and I felt a bike would be what I wanted.” A reality more common than many a hardened biker would dare to admit.

“Sometimes it feels like it’s a co-ownership of a soul. My soul is

the bike and me, were not one unless we’re together.” Proving once again that custom bikes are more than just frivolous machines.

In recent years the Yamaha SR has been raised to almost cult status and the customising of these machines has become so popular that there are now literally thousands of websites, online stores, forums, clubs and motorcycle dealers specialising in the supply of parts and advice for these little Yamahas.

The community that surrounds the Yamaha SR is exceptional which means that for any would-be custom owner the SR is an excellent place to start.

cycletorque.com.au cycletorque.com.au MAY MAY 2016 2016 II 66 66

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TORQUING BACK

Letters

cycletorque.com.au MAY 2016 I 71

Kate’s back

Boy my letter sure made some people upset, didn’t it! All male of course. I think some of them are taking it and themselves way too seriously.

There is a long, long tradition of scantily clad women being associated with vehicles of all kinds and every self-respecting mechanic’s workshop had a pornographic calendar hanging on the wall.

The incidences of men being treated this way is minor. I was simply pointing out that the girls have nothing to do with the business except as a tool to attract eyes. Let’s even the playing field and have a nice buff young man draped over a bike in the ad next time!

I recently went to the 2wheelbabes Babe Raid Rally and helped set two world records. It was an incredibly amazing experience to be part of. So many women of all ages, all walks of life, and all types of bikes.

Debb Dagger and team did an amazing job and Dubbo was wonderful and welcoming. It was quite emotional seeing all the people lined up along the route waving and cheering. I ended up making friends I’ll be able to ride with here, as well as new friends in Dubbo; it’s opened up a whole new world for me.

That is what women actually do for motorcycling.

Kate

Publishing all the talk about Metro Spares was the perfect segue to... guess what... the Metro Spares ad. That was genius. Well done, guys!

Anyway, love the mag, especially the iPhone app. I read the sections and articles that I like and skip over those that I don’t (like the Metro Spares ad). Life’s too short. I’d rather jump on my bike and ride than sweat the small stuff.

Enoe

Continued on next page

Write a Letter!

WIN A GREAT PRIZE This month Marshall has won an SJS 500amp Smart Start charger which feature a personal power pack and jump starter for the letter of the month.

Jump start your bike, car and phone.

Thanks to Kenma, www.kenma.com.au

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

TAP TO SEND LETTER NOW

TORQUING BACK

Letters All over the world

I’m reading your digital version of Cycle Torque in Central France.

I think attitudes to motorcycling here is similar to Australia. A lot more space and a more telexed attitude to bikers. Everything that the UK isn’t with it’s congested roads and intolerant motoring public.

Love your magazine. Gives a refreshing angle on biking. You guys clearly enjoy life over there.

I’ve just recommended you to a friend in the UK who has now subscribed.

Visiting Australia and doing a two-to-three-week bike tour is on my tick list.

Keep up the good work, Graeme Webb, Limousine, France.

cycletorque.com.au MAY 2016 I 72

Exploding cylinders

In last month’s digital edition, we published an article about an exploding tyre repair kit which unfortunately didn’t make the print edition.

If you are a carpenter or use a gas powered nail gun be aware, because l know of a spare gas cylinder exploding in a car. It was left on the dashboard which wasn’t smart but it took out the windscreen and cracked the dash. Luckily the car was parked at the time so no injuries.

Anything stored under pressure and heat don’t mix, especially in hot climates.

Tim

iPad finally WR450R?

Good write up on the WR250R! [April 2016] Would have been excellent to see it fully loaded, going somewhere, even just a weekender. That is when you’ll really see if the wee adventurer can cut the mustard.

Which makes me think, what about a WR450R? Wouldn’t that be a great bike?

Yes, I know it might take sales off the 660 Ténéré but this would probably be a better bike suspension wise?

Half a job Yamaha, get onto it!

Marshall

As a bit of a late adopter, I have just downloaded the Cycle Torque app and have to say, you have done a ripper of a job with it! I first picked up the magazine while I was waiting to get a new set of tyres put on my Thunderbird at Peter Stephens Motorcycles years ago and head back to pick up a copy regularly. Not only could I read the Harley CVO test (I love cruisers, what a sexy looking machine!) on the iPad, but the pictures look better than any printed magazine and you also made a video test that I could watch from within the magazine. My only problem was that you didn’t make a video of the Bonnies too!

Keith, Melbourne

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RED, YELLOW, OR BLUE, WE’VE GOT SOMETHING FOR YOU

•Tangle free, high quality, thick coiled conductive • NEW & USED BIKESwiring for flexibility and rider/racer comfort

• SERVICE • SPARES •Moulds available in a range of colours (Blue, red, glittered) • REPAIRS MOTORRAD JKT, inflated

Ph: 02 6836 2669

•Detachable at "Y" for desired length

pparisim@bigpond.net.au

•Standard 3.5mm headphone jackCobar NSW 2835 20 Fredrick Street, •Perfect for plane, train etc....Simply plug into your iPOD and eliminate background noise

•The only custom moulded noise plugs/monitor headphone set to feature a canal wax cap for effortless maintenance

9894 8225

12-7 Carrington Road, Castle Hill NSW 2154

Optional dual canal featuring non-linear filter for varied sound attenuation

•Deep basses, clear mid tones and crystal clear high tones www.mcparisi.com.au

LINK TO NOISEGUARD YOUR MOTO CUSTOMERS

PH/FAX: www.castlehillmotorcycles.com.au

Pro Musicians audio driver fully incorporated into custom mould

•No hollow tubing

•Enjoy professional quality audio free from background interference.

R •Lab manufactured, hypo-allergenic soft silicone custom moulds

Professional motorcycle repairs for most brands and registration checks

R

Wax Cap for Effortless Cleaning and Maintenance

A Custom Moulded Noise Music Listening all Built into One. advertisement in the Cycle Torque iPad edition.

Designed by •Acts as high quality custom noise plug when not connected to a music source Motorcyclists, Click here to email Dennis Penzo for for Motorcyclists.

•Up to Class 5 or 34 dB(A) attenuation (Deep impression, full concha) more information.

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

Contact: johnny@hearlink.com.au or Call Hearlink on 1300 HEARING •No hollow tubing www.noiseguard.com.au www.noiseguard.com.au •Tangle free, high quality, thick coiled conductive wiring for flexibility and A Custom Moulded Noise Plug and Music Listening Plug and Fully compatible with Jabra BT 3030 bluetooth device all Built into One. Designed by LinkInterface straight to your website from your Interface Receive and re dial phone calls Motorcyclists, for Motorcyclists.

Adjust volume, skip, play and pause music straight from the device Jabra bluetooth sold separately

NoiseGuard Moto cable extension included

Pro Musicians audio driver fully incorporated into custom mould

rider/racer comfort •Moulds available in a range of colours (Blue, red, glittered)

Optional dual canal featuring non-linear filter for varied sound attenuation

Nigel Morrell’s

MOTORCYCLE SERVICES Motorcycle Crash Repairs & Restoration Since 1988

www.nigelmorrellsmotorcycles.com.au ABN:81616249576

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

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

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

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

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

As seasoned professionals we pride ourselves on our mature approach to repairing and maintaining your motorcycle and look forward to giving your pride and joy the love it deserves

Tank metal finishing, fairing repairs, plastic welding and painting We’ve been doing this for almost 30 years and offer quality second to none

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

13 ROSSLYN ST. MILE END SOUTH . SA. 5031

Racer

1

SUMMER 2015

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

Australia’s FIRST classic racing magazine ! w o n e l b a l i a Av $9.95 INCLUDING POSTAGE

www.motobooks.com.au Call 02 4956 9825

N MINNOVAETLIO MARV

AHR RACER TEST

Ducati TTF1

Words by Chris

by Pickett, Photos

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

S

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Contents

AUSTRALIAN HISTORIC RACER 18

26

30

4

SNAPSHOT IN TIME

6

IN THE PITS

10

2016 ISLAND CLASSIC PREVIEW

12

RACING TECH

14

2016 BSFOS PREVIEW

16

EDITORIAL

18

RYE DUCATI

Chris Pickett

ADVERTISING

38

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

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

ACCOUNTS

Rebecca Eastment bec@cycletorque.com.au

50

PUBLISHER

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

58

REGULAR CONTRIBUTORS:

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

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

66

This work is Copyrighted. All rights reserved.

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

RUST NEVER SLEEPS YAMAHA TZ750

36

THE SQUEAKY WHEEL TOM PHILLIS

46

BOOK SHOP

48

RACING GEAR

50

SEELEY COMMANDO

58

HONDA CB500/4

66

HONDA V4

72

1976 AUSTRALIAN TT

76

DENNIS NEILL TRIBUTE

82

2015 BSFOS WRAP UP

86

2015 ISLAND CLASSIC REVIEW

90

CLASSIC TT 2015

94

ON ANY RACEDAY

98

EVENTS

TEST

LIGHT AS A FEATHER

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

Australian Historic Racer

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

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

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

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

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

––– 61 –––

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

AHR PICTORIA

L

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

F

TH

TUFF OF LeEgSe nd Australian Historic Racer

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

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

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

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

31 –––

s

––– 3 –––

26 30

38

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

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

Historic Racer Australian

s

AHR RACER

EDITOR

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

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

Historic Racer Australian

ON THE COVER: RYE DUCATI PHOTO BY SDR

s YAMAHA TZ750 s SEELEY COMMANDO s HONDA 500/4

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

s

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

Pics

A NEW TAKE

A LATIN OBSESSION

PLUS Dennis Neill Tribute – The Racer, The Man

t and SDR Chris Picket

Honda CB500/4

AHR RACER TEST

s

Australian Historic

CREDITS

cycletorque.com.au MAY 2016 I 78

cycletorque DIGITAL EDITOR RYAN GRUBB

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

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

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

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

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