Cycle Torque November 2013

IN THIS ISSUE

CYCLE TORQUE NOVEMBER 2013 - 2

THE Cycle Torque crew is back from its pilgrimage to the Isle of Man where Editor Chris Pickett raced a Ducati 888 and his son Alex campaigned a Ducati 848. The story is one of planning, effort and courage, and you can read about it in this issue.

Cycle Torque is never all about the people who produce it though, we also have stories on many hot new bikes – from Harley’s new water-cooled range to Yamaha’s cool Bolt to the magnificent race-winning RSV4 Aprilias and Triumph 675 Daytona to the inexpensive Atomik 250, the Oset kids’ electric Trials bike and a Piaggio scooter.

And don’t forget to enter our competitions - win a 250cc Hyosung of your choice or a holiday in Wollombi.

Lastly our Vietnam tour is filling rapidly, with nearly half the 20 available bikes booked already, months out from the trip. If Vietnam is on you bucket list, come along with Cycle Torque and Vietnam Motorbike Tours on a simply magnificent trip through a beautiful country.

Please don’t forget to rate Cycle Torque on iTunes.

– Nigel Paterson publisher@cycletorque.com.au

CONTENTS

CYCLE TORQUE NOVEMBER 2013 - 3

RIDDEN 2013 TRIUMPH DAYTONA 675

2014 HARLEY -DAVIDSON TOURING LAUNCH

LAUNCH

36

APRILIA RSV4 R AND RSV4 FACTORY

PIAGGIO X10 TEST

66

TEST

FEATU RES

ISLE OF MAN

46

28

QUAD TORQUE

74

COVER PHOTOS: ALEX BY KIRK MICHAEL PHOTOS, 2014 H-D TOURING BY HARLEY-DAVIDSON

94

54

ATOMIK 250CC FURY RIDDEN

82

OSET 20.0 KIDS’ TRIALS BIKE ALSO TESTED

YAMAHA BOLT LAUNCH

58

REGU LARS 04 NEWS TORQUE 17 SMALL TORQUE 20 EDITORIAL 92 23 DIRTY TORQUE WIN 24 RACE TORQUE BIG in our Photo 27 GUNTRIP Comp.

88 BIKE STUFF 90 USED & REVIEWED 96 MARKET TORQUE 98 BOOK SHOP 100 SHOP TORQUE NEW 101 TORQUING BACK: LETTERS

WIN A 250cc HYOSUNG OF YOUR CHOICE

16

NEWS TORQUE

CYCLE TORQUE NOVEMBER 2013 - 4

BMW CONCEPT TO REALITY SOON you will be able to buy a very cool looking naked machine from BMW, called the R nineT. Initially built to celebrate 90 years of BMW, the R nineT designers used a number of phrases to keep them on track for the desired result, such as “puristic simplicity”, “emotion” and “authentic, traditional materials”.

Of course it’s powered by modern technology, being a 1,170 cc air/oil-cooled boxer unit. It produces 81 kW (110 hp) at 7,750 rpm and boasts a maximum torque of 119 Nm (88 lb-ft) at 6,000 rpm.

One cool aspect of the design allows the pillion seat to be removed so the bike is purely solo transport, while the pillion seat does have a neat accessory cover anyway.

Twin pipes of course, but up one side to give the bike quite a different look for a BMW. While a Boxer powered machine usually has a Telelever front end, the R nineT uses an upside down set of forks straight from the S 1000 RR, so there’s lots of adjustment for the tinkerer to play with. A regular paralever system is used on the rear.

The surfaces of many forged aluminium parts, including the yokes and the handlebar clamp bracket with BMW Motorrad lettering, have been glass bead-blasted and then given a natural anodised finish. The circular headlamp with the BMW emblem in the centre of the bulb cover pays homage to various role models from 90 years of BMW Motorrad.

NEWS TORQUE

Other styling cues which really suit the bike are the spoked wheels, but the four-piston brakes show you the bike might have a old school cool look but it’s built to go and handle like a modern sports machine.

There’s a plethora of accessories available for the R nineT, and you can just imagine some owners burning the midnight oil in a poorly lit wooden shed working their own customisation magic on a bike like this. It’s simply made for it.

When the bike will be available in Australia has yet to be confirmed but you can start harassing your BMW dealer for one right now. n

CYCLE TORQUE NOVEMBER 2013 - 5

SUZUKIBOULEVARD.COM.AU

CYCLE TORQUE NOVEMBER 2013 - 6

C90T

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

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

C109RT

Also available as non-touring models.

C50T

NEWS TORQUE

CYCLE TORQUE NOVEMBER 2013 - 7

Track on track NEWCASTLE is one step closer to having its own road racing track just north of Raymond Terrace.

This has been a long term issue for the area, as the first application to build a road race circuit at the location was around a decade ago.

Environmental concerns stopped that DA in its tracks but as recently as 2011 the Developer, Italia Road Holdings, applied for a circuit to be built there.

The current DA application was similar to the previous one which was knocked back by Port Stephens Council, but had been altered to meet guidelines.

The application, which was approved by the council, is based around a 2.9 kilometres sealed circuit which is primarily for club motorsport and driver training. There is also scope to hold a number of two day meetings during the year.

While council received 28 submissions against the track development, 66 submissions were received in favour of it, citing the lack of motorsport facilities in NSW, and the economic benefits the area would certainly benefit from.

Concerns regarding noise, traffic congestion and environmental concerns have all been addressed by the developer.

Councillor Geoff Dingle said he wanted to ensure residents’ concerns were addressed. “Residents have said they are not entirely against the development, providing it meets the conditions of consent,” he said. n

NEWS TORQUE

CYCLE TORQUE NOVEMBER 2013 - 8

Troy Bayliss Classic SATURDAY, January 18, 2014 - that’s right, mark it down in your diary because it has officially been confirmed as the date that the Troy Bayliss Classic will return to Taree Motorcycle Club.

Troy Bayliss Events have confirmed the date and the sponsors, Insure My Ride & MOTO EXPO, but Troy is being a bit tight-lipped about the riders who will join him for the next event.

However we can confirm that current Moto 2 competitor Anthony West and Isle of Man TT legend Cameron Donald will both return to Australia for the event.

Following the successful inaugural event, which saw a sell-out crowd flock to the Old Bar club, organisers have begun building bigger viewing mounds to allow for an increased capacity.

The 2014 event will also see the number of special guest riders increase from 24 to 36.

“After the success of this year’s event we have already started working on our second Troy Bayliss Classic,” Bayliss said.

“It is very exciting to be able to announce that Anthony West and Cameron Donald are confirmed for the 2014 event. We have had a lot of this year’s racers express interest in participating again and our inaugural winner Michael Kirkness has earned his way into the invited line up.”

For West, who has spent the past 14 years abroad racing MotoGP, Supersport World Championship, 250cc and 125cc, the event will see him race flat track on

Australian soil for the first time in many years and once again line-up against fellow Queenslander Chris Vermeulen. Vermeulen and West raced dirt track together when they were juniors.

Cameron Donald is the 2008 Isle of Man TT Superbike and Supersport winner.

The Victorian has enjoyed a successful international racing career including placing first Newcomer of the Isle of Man TT and Northwest 200 in 2005 and winning the 600cc race at the Macau Grand Prix in 2001 & 2003.

Tickets for the Troy Bayliss Classic are now on sale and limited to 6000 for the 2014 event. Adults $30, Children 5-15 $15, Family of 4 (2 adults 2 children) $75.

For more information visit www.cycletorque.com.au/more n

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

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NEWS TORQUE

CYCLE TORQUE NOVEMBER 2013 - 9

GET TO ATHENS AS OF early 2014 Get Routed will be doing a regular annual shipment of Aussie owned bikes into Piraeus in Athens, Greece. It’s planned that bikes will arrive in Athens at the beginning of April each year with the intention that Aussies will be able to enjoy the early Summer temps as they tour Eastern Europe.

In the past Get Routed has shipped Aussie bikes into Turkey and that’s a great destination which many of GR’s clients have enjoyed. In fact many of GR’s customers list Turkey as one of their top destinations.

In April and May the temps are in the 20s and because it’s not the local holiday season the roads are relatively empty and accommodation is very easy to find and at exceptionally reasonable prices. Much like the local food, actually.

Get Routed will still be shipping bikes to the UK for those wanting to take in the Isle of Man TT before touring Europe those annual shipments have been going for 12 years now and show no signs of reducing in numbers. By Aussie standards motorcycle touring Europe on your own bike is very inexpensive. Accommodation and food costs are like they were here 30 years ago and there’s just so much to see and do in Europe.

Anyone wanting more info on shipments can contact Dave Milligan at dave@getrouted.com.au or ph 03 5625 9080. n

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NEWS TORQUE

CYCLE TORQUE NOVEMBER 2013 - 10

Motorcycle Sales up

MOTORCYCLE, all-terrain vehicle (ATV) and scooter sales have risen almost one per cent this year, with almost 80,000 sold in Australia between January and September.

Releasing the motorcycle, ATV and scooter sales figures for the period 1 January to 30 September 2013, Federal Chamber of Automotive Industries (FCAI) Chief Executive Tony Weber said road motorcycle sales remained steady, increasing by 0.8 per cent (31,401 sold); however off-road motorcycles were up by 10.7 per cent (26,628 sold).

ATV and scooter sales decreased 7.5 and 11.9 per cent, respectively, compared to the same period in 2012 - 14,968 ATVs and 6,952 scooters sold.

“Honda led sales of road motorcycles and ATVs for the period. Yamaha led off-road motorcycle sales and Piaggio led scooter sales,” Mr Weber said.

Honda sold 6,299 new motorcycles, followed by Harley-Davidson with 5,779 and Kawasaki with 5,211. Victory Motorcycles continued its steady progress towards increased market share, selling 364 units—a 12.7 per cent increase on the same period in 2012.

Yamaha increased its sales of off-road motorcycles by 9 per cent (7,811 sold) compared to the same period last year. It was followed by Honda, who saw steady growth (13.5 per cent) with 6,356 units sold. KTM and Suzuki came third and fourth, respectively, in the off-road segment with 4,499 and 3,390 sold.

BRP again experienced significant growth (1,283 units)—up 24.6 per cent compared to the same time in 2012.

In a still slowing scooter market, Piaggio sales grew to 1,150 scooters—up 3.3 per cent from the same period last year. Honda was the second top scooter seller, with 859 sold. n

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NEWS TORQUE

iPad Edition wins digital award CYCLE TORQUE’S iPad edition has received further recognition as being an excellent digital magazine when it won the Best Mobile App category at the third-annual NEWi Awards recently.

Awarded by The Lunaticks Society of Newcastle – prominent Newcastle digital and social media enthusiasts, entrepreneurs, creatives, app developers, film producers, investors and others wanting to encourage creative thinking and new ideas in a digital world – the award recognises the effort put in to the App and its functionality, content and success.

The Society wrote on its website, “The NEWi Awards, now in its third year, gives recognition to digital excellence and acknowledges the very best digital talent in Australasia.

“The importance of the NEWi Awards is evidenced with nominations increasing by more than 300 percent on last year. The Lunaticks Society of Newcastle 100+ eligible members vote for the NEWi Awards by secret ballots.”

Publisher Nigel Paterson was there to receive the chrome thong - the Lunaticks don’t take themselves too seriously - and was rapt at winning.

“The Cycle Torque iPad edition is a five-star App on the iTunes Store and is, as far as we can tell, the most successful motorcycle magazine there, too.

“Our download numbers continue to grow and we’ve received many compliments on the App and comments about how it’s a better experience in digital form, because there’s a lot more photos, videos and the occasional extra story compared to the print edition.

“Picking up the NEWi Award is a real feather in the cap for Cycle Torque and especially all the crew who put it together.”n

CYCLE TORQUE NOVEMBER 2013 - 11

NEWS TORQUE

CYCLE TORQUE NOVEMBER 2013 - 12

H-D IN ASIA ASIA is an emerging market for Harley-Davidson, and by the looks of the numbers which turned up in Malaysia’s capital Kuala Lumpur for the 110th Anniversary celebrations, it’s a very big emerging market.

Hundreds of riders and their Harley-Davidson machines turned up for the multi-day event which culminated in a day ride with Harley-Davidson Museum VP Bill Davidson leading the charge. And the array of machines was simply amazing, everything from the full house tourers and baggers to stripped down custom Sportsters, and even custom built choppers.

Harley Owners Group (HOG) members were everywhere and it was obvious they enjoy the lifestyle very much, and according to Harley-Davidson staff it’s getting bigger and bigger every year in Asia.

When it comes to customisation of bikes the Malaysian and Singaporean owners are right in the thick of the movement, with some pretty amazing things being done to the machines. Also it was obvious the lifestyle of some newer H-D owners is changing. Not content with adopting the regular patch adorned leather vest and Johnny Rebb boot look, these younger riders are going for metal-flake helmets, T-shirts, tight jeans and sneakers. And it looks ultra cool. HarleyDavidson is aware of this new demographic and is keen on cultivating it. It is part of the manufacturer’s future.

During a press conference Bill Davidson also mentioned the emerging African-American and Latin markets in the USA, and the Asian market follows similar lines. Purchasers of HarleyDavidson motorcycles don’t just buy the machine, they buy into the lifestyle, and the hierarchy at H-D certainly seem to get that. The future looks very bright indeed. n

NEWS TORQUE

CYCLE TORQUE NOVEMBER 2013 - 13

Honda Rally

HONDA has built a race ready rally machine for customers. No longer do you need to build your own, Honda has done it for you.

Based on the CRF450X, the CRF450 Rally will be used by HRC for the upcoming Dakar Rally, then privateer teams/ riders will be able to purchase one during 2014.

Engineers have modified the bike in key areas, such as durability, aerodynamics, horsepower and maintenance requirements, and the bike retains the standard fuel injection system.

Just from the pictures you can see the obvious additions of the advanced lighting system, tall screen and navigation system. Also extra under-engine protection is fitted, as well as larger radiators, long range tank and exhaust system. n

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NEWS TORQUE

CYCLE TORQUE NOVEMBER 2013 - 14

Superbikes go Australasian IN 2014 the AFX-SBK series will include incentives for overseas riders and teams to compete in Australia in the new Australasian Superbike Championship Series.

The current Australian Road & Track Rider Promotions (ARTRP) run series has some 34 hours of televised racing which is shown throughout Australia, Asia and New Zealand, and a similar television package has been put in place for 2014.

Overseas competitors who enter the Australasian Superbike Championship (ASC) will receive assistance from ARTRP to help them compete in the series. This is the first step in building the new championship series and its profile with discussions having already commenced with various interested parties to explore opportunities at taking the Superbike and Supersport classes of the ASC Series off shore from possibly as early as 2015.

Apart from dropping the FX from the front of the Superbike name nothing will change for the series, and according to series promoter Terry O’Neill the class rules will not lose focus on the original design mandate of delivering the most cost effective level playing field category so privateers can compete on an equal and affordable basis against factory teams.

A further shift in focus towards privateers will see both the very popular televised Formula Oz and Supersport (FX 600) classes from 2014 become the sole domain of privateer riders. ARTRP has made the decision that these two classes in particular should be focussed on providing opportunities for privateers to showcase their skills against each other without having to compete against factory riders.

Another new class for the series will be the Kawasaki supported FX 300 Ninja Cup, the rules of which allow sensible but affordable changes. This will be a great introduction class for younger riders, but may also tempt older riders out for a bit of fun.

The 2014 ASC Series will expand to include a round in South Australia at the challenging Mallala Raceway which has not hosted any major motorcycle race since 2009.

The first round kicks off on March 15-17 at Wakefield Park in NSW. For further information on the 2014 Australasian Superbike Championship Series contact Terry O’Neill on 02 48 235 711 or by email at toneill@aus-superbike.com.au. n

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Cycle Torque/Hyosung giveaway

CYCLE TORQUE NOVEMBER 2013 - 16

Enter in the iPad edition or at www.cycletorque.com.au Terms and conditions: Entrants must be over the age of 17 years. Entry is free. Only one entry per person per day is permitted. Entries open 9am September 23 2013. Entries close midday Monday, January 6 2014. Prize will be drawn 3pm Monday, January 6 2014 at Cycle Torque offices, Warners Bay, NSW. Entry is by online form located at www.cycletorque.com.au or via iPad/digital edition (eMag). Prize is not redeemable for cash. No employee or family members of an employee of Motorcycle Publishing Pty Ltd or associated companies are permitted to enter. The single (1) prize is a choice between either a GT250 Hyosung OR a GT250R Hyosung OR a GV250 Hyosung motorcycle valued at up to $4990. The prize is to be collected by the winner at their nearest Hyosung dealership, and includes vehicle registration and on-road costs (value variable dependent on the winner’s address, age, driving record and experience). The prize will be awarded to the first complete, legible, random serial number selected from all the serial numbers allocated to each online entry. The winner does not need to be present at the draw. The winner will be telephoned and emailed at the conclusion of the draw. Winner to be notified by telephone and email. Name to be published in February 2014 editions of Cycle Torque print and digital editions and online at www. cycletorque.com.au. The promoter is Motorcycle Publishing Pty Ltd. The name of the promotion is Win A 250cc Hyosung of Your Choice. NSW Permit Number LTPS/13/06788.

SMALL TORQUE NORTONS AT NEWIE

IF YOU like Norton motorcycles, or just motorcycles in general then get to the annual Norton Day, hosted by the Hunter Valley Norton Owners’ Club.

Held on Sunday November 10 at Speers Point Park on the picturesque lake Macquarie near Newcastle, the day is always very popular because of the great atmosphere and the eclectic range of motorcycles on display.

You can expect to find Nortons of all eras, a massive variety of other makes of classic machines, and moderns on display too.

Food and drink are available on site, and a plethora of trophies are to be won in the various classes. If you have a cool classic, a race bike, or something just plain special then enter it.

The show runs from 9am to 2pm, and for more info call Reddo on 0401 070 541.

REDLINE POWERS THE PASSION

CYCLE Torque readers can get a 10% discount on Redline batteries in what is already Australia’s best battery prices.

Readers simply have to quote the code: ctredline to receive their 10% discount.

Redline batteries are manufactured to the highest possible standards and no short cuts have been taken to ensure they supply the best quality batteries for the motorsports products of our customers.

They offer a diverse range of high performance batteries that come with a one year warranty and with free delivery Australia wide.

The range of high performance maintenance free batteries cover every make and model of motorcycle, jet ski and ATV on the market.

Batteries start from $45 and are guaranteed not to be beaten on price. Visit www.cycletorque. com.au/more for more information.

WIN A TRIP

VISITORS to the 2013 Sydney Motorcycle & Scooter Show will be in the running to win the ultimate motorcycle adventure thanks to Wide

Eyed Tours and Vietnam Airlines.

Simply by walking through the doors and entering their details at the relevant iPad entry stations, one motorcycle enthusiast will win a 13-day motorcycling tour of Vietnam, including return flights from their Australian capital city.

Don’t forget to check it out at the show.

FUNDS RAISED

THE 2013 Black Dog Ride to the Centre has raised over $350,000 for Lifeline Australia and Mental Health First Aid (MHFA).

The Black Dog Ride to the Red Centre is a national motorbike ride, which aims to raise awareness of depression and suicide prevention.

2013 marks Black Dog Ride’s fourth year of advocacy and sees riders from every State and Territory journeying to Alice Springs in the Red Centre of Australia.

NEW PLACE FOR EXOTICA

RACECOURSE Motors are now an official dealer of Aprilia and Moto Guzzi motorcycles.

Racecourse Motors has been operating in the automotive game since 1979 and is a family owned business handed down over three generations. Over the last three years Racecourse has grown to be Sydney’s top Aprilia Scooter dealer. Now, Dealer Principles Allan Grigg and Alex Petukh, have undertaken an extensive renovation of their premises transforming it into a state of the art showroom allowing them to expand their business to include Aprilia and Moto Guzzi.

Allan Grigg said, “We have always based our business on a strong belief that in the motorcycle industry your business relies on the back end and after sales service not just bike sales and so to compliment our new showroom we pride ourselves on being one of Sydney’s largest workshop/repair centres. We look forward to offering the Aprilia/Moto Guzzi buyer the best, most efficient and friendly service from the showroom floor and all the way through the life of their motorcycle.”

Find them at 16 Alison Road, Randwick. n

CYCLE TORQUE NOVEMBER 2013 - 17

SMALL TORQUE QBE ON THE GRID

Shaun Lennard Chairman Australian Motorcycle Council said: LEADING Australian insurer, QBE, has taken pole position on the world superbike start grid “Filtering makes sense. Road authorities around becoming naming rights sponsor for the opening the world are at last recognising the positive round of the FIM Superbike World Championship, contribution of motorcycle and scooter use in to be held at Australia’s Phillip Island Grand Prix relieving congestion. It’s time Australia adopted circuit next February 21-23, 2014. it too.

“In releasing this video we hope that policy makers see how this is a simple and effective WORLD ON WHEELS practice. There is strong evidence from Europe RECENTLY Australia’s Seven Network premiered that shows that it’s six times more dangerous the Australian six-part motorbike adventure for riders stuck behind stationary vehicles than series ‘World On Wheels’. it is for those allowed to filter through queuing Already being described as ‘The Australian traffic.” version of The Long Way Round’ – only better, the Visit www.cycletorque.com.au/more for more series is an unforgettable motorcycle odyssey information. around the world, igniting a passion for travel and adventure.

This series screened all around the world MONGOLIAN BOUND (Australia, New Zealand, Russia, China, Mongolia, COMPASS Expeditions has announced it will be Thailand, Brunei and Singapore), and is now running a 38-day Europe to the Mongol Steppe exclusively available in Australia as a boxed DVD tour, offering a taste of riding one of the worlds set. most epic riding destinations of Mongolia.

The series follows an adventurous Australian “Traditionally it has been all but impossible couple, Mike and Denise Ferris who after years in to ride into Mongolia without it being part of the corporate world, give it all away to become a major expedition”, says Mick McDonald comotorcycle tour guides, taking fellow bikers founder of Compass Expeditions. We have outside their comfort zone through some of the developed this tour to satisfy demand for most awe-inspiring places on Earth. those who can’t join our 105 day Road of Bones Expedition; the Europe to the Mongol Steppe Men and women, young and old, riders and includes flights and shipping of clients bikes back pillions, travellers and adventurers alike to Europe or we can supply a BMW if desired, this will all enjoy this very real, entertaining and is a unique ride offering,” continues Mick. unforgettable DVD motorcycling odyssey.

Find out more at www.cycletorque.com.au/more. The ride departs Garmisch – Partenkirchen, Germany in July 2014, and takes in the mighty Trans Siberian Highway via the legendary Ural KNOW HOW TO FILTER factory and Lake Baikal before dropping into AUSTRALIA’S motorcycling community has biking nirvana, Mongolia, terminating in Ulaan joined forces with road safety advocates Maurice Bataar. But that’s just a small taste of what you Blackburn in an online-campaign to urge State will experience. and Territory Governments to give the green Go to www.cycletorque.com.au/more for more light to ‘lane filtering’ to ease traffic congestion. information. n In a video released recently the practice of lane filtering – which is legal in many places overseas - is explained graphically so that the community understands its economic and safety benefits and potential to reduce road congestion.

CYCLE TORQUE NOVEMBER 2013 - 18

CYCLE TORQUE NOVEMBER 2013 - 19

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EDITORIAL

CYCLE TORQUE NOVEMBER 2013 - 20

Too young I HAD just returned from a week overseas and had yet to leave the airport when I received a text from my son Alex that Lachie Thomas had passed away in a car crash.

Unless you follow road racing in this country you have probably never heard of Lachie, which is a shame because he was a lovely young man.

I didn’t know Lachie very well but Alex was friendly with him at the racetrack. But on the few occasions I spoke to him briefly, or maybe just said hello, I could tell he was a great young man and a credit to his family.

Why? Because every time I saw him he had a mile wide smile on his face, and he was extremely polite.

south of Armidale. As they say, a family that plays together stays together.

Not that it means much now, but he could ride a bike very fast too. In the few years I had watched him he always punched above his weight machine wise, riding the wheels off bikes past their prime against much more fancied machines. As a rider he had a big future if things went his way. As a person I felt he had an even bigger future.

My wife is going through some changes with her business and there’s teething problems. When we talked about young Lachie and how his family must be feeling this put the business matters into perspective. They just don’t rate. We can all get wrapped up in the little things in life, often looking past what’s really important.

I could tell the family was close too, much like my own. While motorcycle racing hasn’t defined us as people or as a family, travelling up and down this great country together has made us perhaps closer than we might have been. I could see the pride Lachie’s family had in him. I believe they worked together in the family-owned cafe in Uralla, just

Life is very fragile, I’ve seen that first hand many times in my former working life. But when young people die it’s hard to take, and I can tell you it doesn’t get any easier the more you see it.

While writing this piece I received an email from ‘Bootlace’, a Cycle Torque reader and now friend.

He took a pic of Alex and I at the Manx GP, just as Alex was about to start the race of his life so far, challenging himself on the Isle of Man Mountain Course. The picture says volumes but it’s what Bootlace said in the email which perhaps says more; “Seeing your boy off on a true adventure, feel proud fella!” I hope Lachie’s family can eventually get past the hurt and think of the good times they had together, celebrating his life rather than being consumed by grief. Easier said than done I know.

My heart goes out to Lachie’s family, and I know their hearts will be broken, and all of those who knew Lachie will have a piece of their heart broken too, like I do.

– Chris Pickett Photos by Keith Muir

DIRTY TORQUE

CYCLE TORQUE NOVEMBER 2013 - 23

The Greatest Moto Rides Ever MOTOCROSS and Supercross are unpredictable sports. There are races when everything goes to plan with the fastest rider winning and the slowest coming in last BUT there have been times when a rider simply finds speed they didn’t know they had, a race that changes their life forever and becomes part of motocross history… let’s look at these great moments.

1980 USGP – Carlsbad: The annual Carlsbad USGP held in the hills of California was more than a motorcycle race, it was like the Woodstock of motocross. A huge crowd would turn up to party and be part of the biggest motocross event in America but up until 1980 the fans were forced to watch the American riders get their arse kicked by the Euro GP stars.

With factory stars Brad Lackey, Danny Laporte, André Malherbe, Rex Staten, Marty Smith and Roger DeCoster on hand on their ‘works’ bikes there wasn’t one person at the 1980 event that would Bailey. History was made and a star was born on a night when all have put money on a 25-year-old Californian on a locally tuned Yamaha to take the win but that is exactly what Marty Moates did. of the odds were against a 16-year-old kid on a stock bike.

Riding a LOP sponsored YZ465G Moates pulled the holeshot in the 1986 FIM Motocross des Nations at Maggiora, Italy: By 1986 the Trophee Des Nations was dumped and the Motocross des Nations first moto and led until he crashed into a fence losing the lead to had become a 125cc, 250cc and 500cc event with a 125cc/250cc Danny Laporte but Moates worked his way to the back wheel of moto followed by 125cc/500cc moto with the 250cc/500cc moto Laporte and forced the Suzuki factory star into a mistake which finishing the day’s racing. gave Moates the lead and the eventual win.

McFarlane and Byrne lead off the 500GP at Broadford in 2000.

went 1-2 in the final 250cc/500cc moto which gave America a clean sweep of the event and had the Euro riders wounded for years to come but the event was all about Johnny O’Mara and that little 125.

2000 World Motocross Championship – Round 1 - Broadford, Australia: It was the biggest race on Aussie soil and Andrew McFarlane turned up on a Rob Twyerould fettled KX500/KX250 America turned up with David Bailey (500), Rick Johnson (250) and hybrid while Michael Byrne had a well sorted CR500R at his With 30,000 people cheering like crazed lunatics Moates blasted disposal. In all honesty there was little hope for our local riders by early leader Brad Lackey in the second moto to take his second Johnny O’Mara (125). Obviously the riders on the 125cc machines against the likes of Joel Smets, Andrea Bartolini and the rest of the win of the day and history was made. It was a dream come true for were at a huge disadvantage and in 1986 the track at Maggiora World Championship stars BUT when the gate dropped in moto feature long up-hills but in the opening 125cc/250cc Johnny Marty Moates and a HUGE boost for motocross in America.

O’Mara ripped into the first corner right beside his teammate Rick one all hell broke loose for the 20,000 spectators.

1983 San Diego Supercross: Towards the end of the 1983 season Johnson.

McFarlane ripped into the fast left hand first corner in the lead teenage sensation Ron Lechien decided to move from Yamaha with Byrne sitting just to his right with the throttle absolutely With the best 250cc riders in the world all around him O’Mara across to Honda so with one major race remaining Yamaha pinned in the hope of getting to the second corner at the front of decided not to supply Lechien with a bike for the San Diego CMC sliced his way up to second place behind Johnson to secure the the pack. Well, it is still one of the greatest moments in motocross Yanks a 1-2 finish leading into the 125cc/500cc race. The team Supercross. history as the two young Aussies reeled off lap after lap leading gave O’Mara little hope of repeating his moto one feat, and after Factory stars Rick Johnson, Mark Barnett, Goat Breker, Broc Glover, one lap Bailey was out front with O’Mara sitting just inside the top the world’s best motocross riders and in my humble opinion if the David Bailey and Jeff Ward all signed up to ride so it was an event weather hadn’t turned sour around the mid moto mark McFarlane 20. What happened over the next 20 minutes is one of the most not to be missed, and Lechien’s dad sourced a new 1984 YZ250 for and Byrne would have come home in the first and second. sensational motocross rides in the history of motocross. his son to ride.

Unfortunately that was not to be as Joel Smets and Andrea O’Mara worked his way by a gaggle of 500cc GP stars until he In an era of hand-crafted factory bikes there was little hope for Bartolini used the torque of their factory four-strokes to work caught up to legendary World Champions George Jobe, Dave Lechien to figure at the pointy end of the field considering the their way by McFarlane and Byrne who finished the moto in Thorpe and Hakan Carlqvist who were running second, third and fact that he was riding a stock bike but when you are 16 years old third and fourth. Still, those opening laps will be remembered by fourth behind Bailey. Surely O’Mara couldn’t make his way by and fearless anything can happen. When the gate dropped for every person who was there and it was this ride that put Andrew these three world champions on 500cc bikes but that is exactly the main event Lechien pulled the holeshot in front of Ward and McFarlane and Michael Byrne on the track to future success at the what O’Mara did, by moto end Bailey crossed the line and could Breker. hardly believe his eyes when he looked back to see the screaming highest level of the sport.

20 laps later Lechien took the win from Rick Jonson and David 125 of O’Mara cross the line right behind him. Bailey and Johnson – Darren Smart

RACE TORQUE

CYCLE TORQUE NOVEMBER 2013 - 24

Top Ten Two-Wheel Heroes: 1960-1989 There are heaps of others I could’ve added to make a top 20 including Stu Avant, Dennis Neill, Warren Willing, Marco Lucchinelli, Frankie Chili, Wayne Gardner, Mick Cole, Kenny Blake, Ron Toombs and Murray Sayle.

Maybe next time.

1) Bill Ivy – Statistically, Bill Ivy is one of the greatest riders in GP history. The winner of one world championship, the 1967 125cc title, Ivy had a GP win percentage of 46, a fastest lap rate of 63 percent, and an incredible podium rate of 42 top-three finishes from 46 starts (91%). He was also the first man to record a 100mph-plus lap at the TT on a 125 in 1968. Lost in a tragic practice accident at the Sachensring in 1969, Ivy was an inspiration to many riders in the 1970s through the acclaimed biography No Time To Lose written by Alan Peck.

2) Kel Carruthers – Dominated racing in Australia before heading to Europe for the world championships in 1966. He won two TTs, and the 1969 250cc world title and should’ve retained it in 1970 if not for a several electrical gremlins. Kel raced successfully in America from 1970 to ’73 and mentored Kenny Roberts into the prototype modern GP rider and oversaw six world 500cc titles as team manager/engineer. He survived Europe’s most dangerous era without breaking a bone.

3) Mike Hailwood – Brilliant on the track with a cheeky and wicked sense of humour off it, Mike the Bike attracted a vast legion of fans all around the world. After switching to four wheels in the ’70s, the nine-time world champ made his famous and successful return to the Isle of Man in 1978 and ’79. In the mid ’70s, Mike rode a Honda CB250 roadbike sedately around parts of the TT course and afterwards declared of his exploits in the late ’60s with Ago, “I must’ve been bloody mad!” After being told he broke the outright TT lap record in ’79 on the Suzuki RG500, he was in utter disbelief, “You’re joking...I wasn’t even trying.”

4) Kenny Roberts – From the mile dirt-tracks of Indianapolis and banks of Daytona to the street circuits at Imatra and Spa to win the 500cc tile on debut, King Kenny is the most versatile and influential racer of the two-stroke era. The first rider to use slicks on a bike, Roberts introduced rear-wheel steering to the tar, a style that exists to this day.

Principal of Team Roberts from 1986 to 2006 firstly with Yamaha (four world titles), then his own Modenas triples and later a Honda-powered

LOOKING back to the golden era of racing from 1960 to 1989, these are some of the blokes I’ve looked up to over the years for the reasons you will read below.

machine in MotoGP, Roberts’ contribution to the sport after hanging up the leathers remains unsurpassed.

5) Graeme Crosby – Crown prince of fun off the track, spectacular and flamboyant on it, Croz delighted crowds in NZ, Australia, England, Japan, the Isle of Man TT, the US and across Europe. In a stellar career starting on flex-flyer proddies and evil-handling Superbikes to pukka works 500s, Croz joined Agostini and Saarinen as the only riders to win the Daytona 200/Imola 200 double in the same year (1982). He also won the Suzuka 8-Hour, an Isle of Man Senior TT and the Formula One world title.

6) Barry Sheene – Famous for his two horrific get offs at Daytona in ’75 and Silverstone in ’82 as much as his two world 500cc championship, Bazza was the archetypal superstar racer of the ’70s who became a household name in England, the place of his birth and later Australia, his home for the last 16 years of his life. The master of self promotion, and the promotion of racing itself, Bazza’s contribution to motorsport should never be forgotten – or underestimated.

Freddie Spencer

8)

Freddie Spencer – The last man to win the 250/500 double and the youngest rider ever to win the world 500cc title in 1983, the Fred remains one of the fastest ever riders of all time and the master of sliding slither-power band pre-big bang V-four mounted engines on cross-ply slicks. He and the Honda V3 denied King Kenny a fourth world title and fairy-tale finish to his GP career. After a few years staring down personal problems, Freddie has emerged smiling and still respected.

9) Gregg Hansford – The winner of 10 GPs and declared the most talented rider he had seen by Kenny Roberts, Gregg was much loved and respected around the world. Like Croz, Gregg wowed fans across four continents with dazzling speed and style that will never be forgotten by those lucky to see him at his best. From Bathurst to Brands and Daytona to the Nurburgring, Hansford was a superstar who never won a world championship but should’ve.

10) Jarno Saarinen – Fearless, methodical and way before his time Saarinen was the prototype rider for Kenny Roberts to model his knee-dragging style on, and could’ve gone onto to become one of the 7) Joey Dunlop – The winner of 26 TTs, Joey’s legend is secure, along greatest riders of all time. The Flying Finn dominated the early part of with surviving over 25,000 miles around the TT course at mindhis 500 debut season, but was tragically lost to the world on May 20, numbing speeds on Yamaha TZ750s to Honda NSR500Vs. A shy and 1973 at Monza. The 1972 World 250cc Champion, Saarinen has been humble man, Joey said his greatest achievement was his charity gone for 40 years but his riding DNA courses through every GP star work in Romania. It was with bitter irony that his life was claimed in Estonia in a wet road race in 2000 aboard his 125, the bike on which he standing atop a podium today. claimed his last TT victory at age 48.

– Darryl Flack

CYCLE TORQUE NOVEMBER 2013 - 25

Scooters, Quads, Jet Skis, Trikes, Side x Sides and all the latest bikes on show, Accessories, Apparel plus related services & products, Huge accessories clearance centre, Info sessions on the QBE stage, Cafe Racer Flat Track & Bobber display by Sydney Cafe Racers, Charley Boorman and special guests appearing right across the weekend, See live streaming from the riders on massive Super Screen, ‘Walk of fame’ Feature Bike Display And much much more!!!

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10/9/2013 10:26:28 AM

GUNTRIP

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The brightest and the best YEARS ago I read somebody’s notion that every sport gets the literature it deserves. It was, I seem to recall, a nonetoo-veiled reference to the elegance and so superiority of cricket and golf as sports, but I’ll let that slide. It’s certainly true, though, that motorcycle sport has traditionally been a little thin on shrewd observers. That’s not to say they don’t exist, of course.

Tech guru Kevin Cameron has been around the top of the heap for better than three decades, and like so many things worth hanging around for, he gets better as he gets older. I recall reading his column in the long-closed Cycle magazine during the ’70s, and I’ve been looking out for his stuff ever since. Rick Broadbent is a newbie by comparison.

He’s a sports writer at The Times, has written three books under his own name and taken a major role in several more.

Of the three he wrote himself, two are about motorcycle sport: Ring of Fire, published in 2010, was his first effort in the genre and won him justifiable praise: it’s one of the few books about MotoGP to be worthy of the sport, a sustained work of quality narrative that’s well worth the investment of the reader’s time and cash. Now Broadbent has taken his notebook and pencil across the Irish Sea to the Isle of Man in That Near-Death Thing for a close look at TT hardy perennials John McGuinness, Michael Dunlop, Guy Martin and Conor Cummins in action during the 2010 and 2011 meetings – ‘victory-hungry daredevils,’ as Broadbent’s office-hours employer describes them.

This is good-quality hard-edged journalism of the best kind, and is the closest you’ll come to discovering what makes John McGuinness tick short of spending a rainy week in a tent with him. That Near-Death Thing is not a piece of fan work, has no favourites. It asks why, and comes close to finding an answer. Which is about as much as you can ask from a book about the TT. Kevin Cameron poses a different question in Classic Motorcycle Race Engines, asking how as only he can. In a little less than 400 pages Cameron takes a careful look inside some 50 of the most famous engines in the sport, ranging

from the AJS Porcupine and Manx Norton to MV Agusta’s howling triples and fours of the 1970s and the 240bhp monsters typical of MotoGP in the second decade of the 21st century. Yet one of the more interesting chapters, by way of example, deals with an engine built very largely for street use, the Suzuki GSX-R750. I can’t think of too many donks that have gone from hero to zero and back again in quite so compelling a fashion as Suzuki’s front-line Superbike engine. In 1985 and ’86 it was a winner almost everywhere, but I remember the small knots of blokes standing about in blue-and-white windcheaters a scant couple of years later, wearing confused expressions while trying to solve the imponderable difficulty of how to make the J-spec GSX-R go. Well, Mr Cameron solemnly recounts the problem and its answer on page 302.

But Classic Motorcycle Race Engines is largely a book of solutions, a record of successful recipes, if by a variety of different routes. At the Indy Mile for the first time in 2008 I was staggered to discover the long-suffering Harley XR750 engine can make a reliable 110bhp. Cameron recounts the story of that engine on page 97.

He chronicles other ways and means – lightweight finesse at Aermacchi and Moto Guzzi, the wrecking-ball power of the Yamaha TZ750, the lithe BSA Gold Star, the Honda 250 six.

Naturally there are omissions, but just about the only dog’s cojones on a long list are Honda’s RC181 500 four and the Kawasaki KR500. Other readers will bring their own ideas to the party.

This is a great book, the best I’ve seen for some years and probably KC’s finest work to date. I believe there are people

on this planet who don’t get off on the technical aspects of motorcycle design and performance – I might even have met a couple over the years – but if you number yourself among these wretched souls and have waded along with me this far, then temper your distrust and take the journey into the beating hearts of some of the best in the business. You couldn’t wish for a better guide than Kevin Cameron.

So there you have it: my summer reading for when the Ashes have been decided and our cricketers climb into their pyjamas for the endless irritation of what a 1980s editor of Two Wheels memorably described as hit’n’giggle. I’m afraid I don’t like it any better now than I did then. But let’s look on the bright side: perhaps KC has a second volume of Classic Motorcycle Race Engines in the works.

It costs nothing to dream.

– Bob Guntrip Classic Motorcycle Race Engines is difficult to obtain in Australia but That Near Death Thing will be available from Cycle Torque shortly for $22.99

CYCLE TORQUE NOVEMBER 2013 - 28

EYESWIDEOPEN

Photo by Bryce Stacker

CYCLE TORQUE RACE FEATURE

CYCLE TORQUE NOVEMBER 2013 - 29

When you open that throttle for the first time, all the difficulties in getting to the Isle of Man disappear into the back of your brain.

Now it’s game on.

FROM your very first lap of the world famous and infamous Isle of Man mountain course your eyes are opened as wide as they can be, and all your brain power is focused on the job at hand. There is simply no space left for anything else.

If you are a follower of the TT you will understand when I say the course is everything it’s cracked up to be, good and bad. It is fast, furious, bumpy, scary and also exhilarating. Is it the scariest thing Alex and I have ever done? No, 1000 mile stare. What are we getting ourselves into? parachuting for the first time is just in front of the mountain course in the fear factor stakes, and cage diving with Great White Sharks a fair bit behind. I’ve done all three now so that’s how it rates for me, but everyone’s perception of danger is different.

Leading up to the first day of practice was entertaining in itself, and as the days click by the tension builds, if not in the pits, in our own minds. This is how it was for me, but Alex seemed, at least on the surface, to be a bit more relaxed.

The Isle of Man government had paid for the freight of our 20 foot container which housed our two Ducati race bikes, two Suzuki XR69 replicas belonging to Mick Neason, the 750 Pantah-based Ducati owned by Dave Mason, a 250 Rotax powered Cotton (itself an ex-IOM race bike) and a TZ250 Yamaha to be ridden by Russell Fairburn, and Alan Johnston on his more modern Yamaha TZ.

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On our arrival some five days before the start of practice we found the container had already been unpacked and the crates loaded into the scrutineering bay. Luckily Neil May, one of the other Aussies riding this year on a Manx Norton and Honda CB350 based racer, was well versed in operating the massive fork lift style machine, and he was able to liaise with the on ground staff to get the job done. The next day our pit tent was erected and we were able to unload the crates and get our bikes in position. We still had a few days to put the right stickers on, check the bikes,

Continued on next page

CYCLE TORQUE RACE FEATURE Continued from previous page and so on. We were finding it a very friendly atmosphere, and even on the day we first drove in we asked a couple of guys where the pit entrance for our car was. Half an hour later, and with the two riders making us feel very welcome and thanking us for coming so far, we got where we were supposed to be.

Make no mistake, the Manx GP is a very big meeting, with hundreds of riders from all over the globe. The day prior to practice the 3-4 paddocks had filled up, making it difficult to get a car in.

First look Early on in the piece we took to the track in our hire car to see what we Shaun takes the Ducati to scrutineering. Every time you were up for. Alex and I had already ride the bike has to be scrutineered. Photo by Brian Dyer been there done that, as did Shaun Sutcliffe our mechanic from Dmoto in Sydney, but Brian Dyer our movie maker, and long time friend Dave ‘Billy Ray’ Longbottom, had only ever seen the track on television. It didn’t take us long to see Alex had done lots of research, and was able to tell us most of the time which corner was coming up, and where you needed to be on the track. The funny thing is, I had accused him a couple of months prior of not taking the whole event seriously enough. That’s possibly due to the fact he was either at his girlfriend’s place or out on the town when I seemed to be doing all the work building crates for our bikes. He had either done the work, or had crammed lots in during the last few weeks. As for me, I had an idea where I was going but there were lots of blanks in the route sheet.

It was lots of fun for the first week, with five mates living large on the other side of the world, checking out the Isle of Man and just hanging about. But come Saturday, August 17 Alex and I at least knew things would change.

Hurry up and wait After all the signing on was done, transponders hired, and extra insurance paid we were ready for the off. Saturday morning it was on the Newcomers bus for a trip around the course, with our guide being none other than Chris Palmer, himself a very experienced racer and winner of numerous races at the Isle of Man. It was pissing down with rain,

water was leaking over me from a hole in the roof of the tour bus, and we couldn’t see much of what Palmer was talking about. Despite that I managed to get some pearls of wisdom which would help me later in the week. Due to the rain we were unable to ride that afternoon, and our guided Newcomers lap would be postponed to Monday.

By then my wife, daughter and mother would have arrived.

Baptism of fire As I was entered in the Classic TT F1 race on my 1992 Ducati 851/888 hybrid built by Shaun, I, and five or so other classic newbies, were to be guided by Chris McGahan on a Rob North Trident. Alex on the other hand was to be guided by a modern machine rider with other modern bike newbies. Alex would later tell me he was doing 190km/h through the village of Kirk Michael on his guided lap, so we promptly taped up his speedo so he concentrated on where he was going.

I’ve heard plenty of people say you need to ride the mountain course as if you are ‘Fast Touring’, and that’s what it felt like at the quick pace we were doing during my guided lap. At times we would back off and wait for the other riders behind us to catch up, then McGahan would up the pace a bit and drop off the guys behind us again, then we’d go through the slow down/catch up thing again. I guess we were doing something in the vicinity of a mid 80 mp/h lap and it was unbelievable fun. At times I was laughing in my helmet, relishing the fact I was actually here, doing something I’d dreamed of for the majority of my adult life. I am serious, that’s how long I have held this dream. I would later find out, as my average lap speed approached 100mp/h that it’s anything but ‘Fast Touring’, at least for a guy of my ability the first time there.

Photo by Bryce Stacker

Six laps?

To qualify you not only had to get within a percentage of the fastest qualifier’s lap time, you also had to do six laps of the circuit. This was slightly derailed for both Alex and I when we both ran out of fuel later in the evening. We had underestimated how much fuel we would need and didn’t fully top up the tanks of either bike. My fuel tank was bigger than Alex’s anyway, but it was a mistake we knew could cost us later. We did the guided lap first, then had a break of around an hour while other classes went out, then we went out for our second lap. Alex and I were in the same session and he went before me on both laps. I sort of engineered this as I wanted to make sure he was OK as I rode the course myself, but the truth of it is I was concentrating that hard myself I didn’t even think about Alex after I headed down Bray Hill.

I ended up running out of fuel at Governor’s Bridge and even though I was able to restart the bike I wasn’t allowed back on the circuit. I waited until the roads were reopened and pushed the bike the 200-300 metres back to the pits. When I returned my wife and mother were asking me where Alex was, as the organisers had no record of him being still on the circuit. It would turn out Alex’s transponder went flat and therefore he wasn’t recorded as still being out on the circuit. By this stage it was well dark, the roads were back open to traffic, and Alex was nowhere to be seen. You can imagine the thoughts running through everyone’s mind. The other thing was I hadn’t seen Alex at all, and the fact there is no part of the circuit not seen by marshals had me thinking he was OK. If he had had a crash it would have been seen.

As it turns out he exhausted his fuel supply and was on top of the mountain enjoying a cup of tea and a biscuit as I roared past on my second lap. I say roared past, while he says I toured past, but I never saw his bike as it was parked beside the marshal’s wall. Alex was pissed off he’d run out of fuel, citing a previous incident during an endurance race where I’d underestimated the fuel required, seeing him run out in sight of the flag and a podium position on the last lap. He was unimpressed but he never was able to stay mad at me for too long.

Getting sorted My 851/888 Ducati was performing beautifully, Shaun had built an impressive bike which handled and went well. We had to gear it very tall for the circuit of course but during practice week I would creep up to a fastest time of just over 96 mp/h which I was sort of happy with seeing I never had a flying lap in practice. We had some issues with an ECU but we were able to borrow one, firstly from a 916 Ducati owned by a guy named ‘Damage’. We couldn’t thank him enough, but it was for one day only as he needed the bike to leave the island the next morning. Another Aussie, Rob Kenna, was there riding a Suzuki SV650 based Supertwin owned by none other than Billy Cummins, Connor Cummins’s dad. He told us of an engineer who also had the model of bike we needed to liberate the ECU from. Ours would cut out from about two-thirds throttle and above, making it very difficult to get a quick lap in. At one stage it stopped completely necessitating a rescue after practice had stopped. So a visit to Steve Moynihan, himself a very successful TT racer back in the day and now running his own engineering shop,

ensued and we were met by a gracious man who took us to his house nearby and loaned us the ECU out of his 748 Ducati. Just another example of the friendship we experienced on the IOM. Alex’s 2009 Ducati 848 was on fire, running sweetly and fast. Again Shaun had built a beaut engine which was in its element on the TT course.

By the end of practice week I had qualified 43rd out of around 90 riders, but Alex’s fastest lap of 114.8mp/h, from a standing start no less, is what had eyebrows raised and tongues wagging. Alex had simply gone faster with each outing, and on his fourth lap ever on the TT course he did that amazing lap. He was by far the fastest qualifier for the Newcomers race, and at that stage was fourth fastest qualifier for the Senior race, to be held on the final day of race week (see the breakout for Alex’s view on how he achieved that lap).

At my pace the 851/888 was handling well but Alex was finding some issues with his bike at 114mp/h. We changed the rear shock settings (a standard second-hand Öhlins from an 848S Ducati) and he went slower, our changes being in the wrong direction. On his 6th lap the session was red flagged due to a massive three bike crash at Ballagary but after some time the field was allowed to continue at a slower pace while escorted by a travelling marshal. Still, this was enough for him to qualify fastest so we parked his bike confident no-one would challenge his lap. No-one would.

Next month we look at how race week went for Team Cycle Torque.

– Chris Pickett MORE

EYESWIDEOPEN

Alan Johnston

Practice week for Team Australia was full of issues for some, but one thing’s for sure, the mountain course made an impact on each and every rider.

Russell Fairburn was besieged by machine problems, his Cotton unable to make it down Bray Hill. It seemed to be an ignition problems and it was duly parked for the rest of the meeting.

Dave Mason’s Ducati Pantah went better than he expected, seeing it only had a minor rebuild before being shipped over. Dave also purchased a Suzuki SV650 race bike in the UK some months prior to the Manx GP and had tested it at a track day only a couple of days before getting to the island. It was running well, considering it was a $3500 special.

Rob Kenna was struggling to get some pace, but his bike was running well and he rolled out plenty of practice laps.

Mick Neason had decided to park the XR69. The bike was immaculately prepared but he found it not so suitable for a first time rider at the IOM. He had also hired a Kawasaki ER-6 based Super Twin machine from TT stalwart Ryan Farqhuar but a slow speed incident saw Mick with a broken thumb, and out of the game so to speak.

Alan Johnston and his immaculate Yamaha TZ250 were cracking out the laps at good speed, and had basically no problems during practice week whatsoever. Alan’s machine was also a good example of the preparation needed for such a taxing event.

Noel Heenan was on his ex-Jack Findlay Yamaha TZ750 and the bike had a few mechanical issues during the week. Noel was able to sort them out and he did the required amount of qualifying laps but unfortunately the big TZ750 proved too difficult a beast to tame around the circuit to get a lap in good enough to qualify time wise for the race.

Rob also did more than the required amount of laps but not fast enough ones. Russell’s machine woes ruled him out of getting enough laps in to meet the minimum six required as a Newcomer.

Neil May on the other hand was flying, and knew his way around the traps as he’d raced at the IOM before. Neil qualified 54th on his Molnar Manx Norton, and 38th on his Davies Motorsport 350 Honda. n

I’ve been asked a few times what it was like to do a 114.8mp/h lap. The answer is it was easier than I thought.

I had returned to the pits from practice and an excited member of the public came down with an iPad showing us the live timing which had me doing a 114.8 (mph), breaking the sub 20 minute mark. He was excited, and so was I and the rest of the team.

Everyone’s first lap is untimed, then I did a 101 mph followed by 104.

That was fantastic but to then do the 114.8 was almost unbelievable. The next fastest qualifier at that stage was something like 109mph.

To be honest I was trying to go quick but I was not riding ten tenths.

The bike was moving about a bit underneath me but it never felt uncontrollable, and I didn’t have any ‘moments’ doing it. It didn’t feel much faster than the 104 I did.

There’s more to it than just holding the throttle wide open though. I had started to get a better grip on the track, there was no headwind slowing me down, and I had a great run with slower traffic, allowing me to slip past without being held up too much.

There’s certain sections of the track where getting a good run is important for a fast lap time. One example is Sulby Straight, where you need to get through Quarry Bends right to get a good run on to the straight. On my fast lap I was timed at 166 mph (265 km/h) on Sulby Straight, something like fifth fastest of all bikes, not just Newcomers’ machines. On another lap I was timed around 157 mph, so there’s an example of how being held up can affect you.

Some sections are harder than others, like Sulby Straight. Yes, it’s long but it’s also bumpy. You tend to aim the bike in the direction you need it to go because your vision is blurred from the bike bouncing around and the wind blast. From Ginger Hall through to Ramsey you ride the bike almost like an enduro machine, standing on the footpegs as the bike leaps and bounces over jumps and the like. At slower speeds the bike feels too hard in the suspension but when you up the pace the suspension then comes into its own.

I’ve been told my 114.8mp/h lap (185 km/h) is one of the fastest Newcomers’ laps in Manx GP history. If that’s true I’m proud of the fact I and my little Ducati 848 were able to do it.

– Alex Pickett

A lap to remember

Team Australia

CYCLE TORQUE RACE FEATURE

Photo by Brian Dyer

Photo by Kirk Michael Photos

The famous TT leaderboard on Glencrutchery Road, Douglas.

CYCLE TORQUE RACE FEATURE

EYESWIDEOPEN Our very first session was cancelled due to the ever changing Manx weather.

Joey’s statue at the Bungalow, high on the mountain.

Alex and I with Mick Neason. The orange vests signify we are Newcomers, and to watch out. We may take unorthothodox lines.

Photo by Brian Dyer

Photo by Bryce Stacker

Photo by Kirk Michael Photos

Photo by Bryce Stacker

2014 HARLEY-DAVIDSON TOURING

Launch CYCLE TORQUE

CYCLE TORQUE NOVEMBER 2013 - 36

Liquid Future

Project Rushmore is what Harley-Davidson calls its 2014 range of touring machines.

One thing is for certain, the bikes give you More of a Rush than before.

CYCLE TORQUE NOVEMBER 2013 - 37

MORE

2014 HARLEY-DAVIDSON TOURING

n RIDING GEAR: RXT HELMET, IXON JACKET, ALPINESTARS GLOVES, TKD JEANS, DRIRIDER BOOTS

n TEST BY CHRIS PICKETT PHOTOS BY HARLEY-DAVIDSON

CYCLE TORQUE NOVEMBER 2013 - 38

Launch CYCLE TORQUE

HARLEY-DAVIDSON’S 2014 touring platform model range introduces the all-new liquidcooled V-twin engine. This isn’t a V-Rod powered range but a new 103 cubic inch ‘Twin-Cooled’ engine. I tested the new machine in Malaysia, an almost perfect place to test how well the engine, and the bike, really performs in hot conditions.

But this isn’t the only update to the touring platform models, which Harley-Davidson has called Project Rushmore. There is something like 100 or so major updates, most of which came about from canvassing H-D customers to get feedback on what they would like to see changed. I can tell you this is the best big twin Harley-Davidson I have ever ridden. The way it performs and handles, and believe it or not, stops, is almost unbelievable for a bike this size.

Liquid Future

Engine The Australian market gets both the liquid-cooled and standard air/oil-cooled 103 cubic inchers (1690cc). If you opt for the Street Glide, like I would, or the Road King, you will get the standard air/oil-cooled mill, whereas the flash Electra Glide Ultra Classic or Ultra Limited gets the Twin-Cooled engine, with the cooling set up hidden in the leg shields. There will also be CVO models available with 110 cubic inch engines.

There’s around a 5-7 per cent increase in power over the previous engine, and this comes from higher lift camshafts and a freer flowing airbox. Torque is up too, with a 5 per cent increase over the previous 100 lb-ft. The same six-speed gearbox is retained, as well as the belt drive system to the rear wheel.

It seems a little odd Harley-Davidson has opted to cool the engine specifically for a basic model, but this is obviously because it would be a bit of a styling nightmare on the Street Glide, as there’s nowhere to hide the components. The system works

by partially liquid-cooling the engine, specifically around the exhaust valves/ports.

Extra finning is added to the heads too, but the liquid is routed through two radiators (one in each leg shield), with a thermostat and water pump at the base of the front downtube. Aesthetically it looks fine because the leg shields hide them. I think buyers will opt for the particular model they like, and either get or not get the Twin-Cooled engine, rather than choose the Twin-Cooled engine first and foremost.

One in a 100 Out of the other 100 or so updates there are a few modifications which make a very big difference over the 2013 model. Massive 49mm forks now grace the front, and while they are still conventional in design they were aimed at reducing front end flex. Aussie delivered bikes get the premium rear shocks too, so in all both ends of the suspension spectrum have received major updates, and it shows. Perhaps the biggest positive change of the whole lot is the new Reflex Linked Braking system with ABS. Harley-Davidson front brakes have never really been known for their effectiveness, but got away with it to a degree because of the inherent design of the machines, allowing the back brake to do much of the work of stopping the bike. The new linked system engages over 40 km/h, with regular independent braking below

that speed. Trying to do a U-turn on a big H-D is not for the faint-hearted, and best

done by upping the revs slightly off idle and using the back brake to regulate speed and help turn the bike, and this system still allows you to do that. H-D says the braking system is Dynamically Linked, in other words the bike’s ECU decides where to apply the most pressure to the brake calipers, guided by how you are using the brakes yourself.

In an emergency situation you might stomp on the rear brake, and if you do the ECU regulates your mistake and gets brake fluid pumping to the front brakes, hopefully saving you from a dire situation in the process.

CYC T Ofirm R QonUthe E Street N O VGlide, E Mand B Ewhen R 2riding 0 1 3the- Electra 39 I found the rear shock to LbeEa bit Glide found its rear shock a bit softer, as was the seat. I later found out both bikes share the same rear shocks, and the Street Glide’s pre-load was set stiffer via the hand adjuster, which is easy to get to.

Experienced riders often like to bag ABS systems on bikes but this is one of the best I’ve sampled. It’s not intrusive and when I tested it out in an induced emergency braking test it pushed both tyres firmly into the tarmac, stopping in an unexpectedly – to me anyway – short distance.

There are a few styling changes too, one being the handlebar mounted Batwing fairing which houses instruments and the stereo (not the naked Road King). Just under the screen is now an air vent which can be opened or closed. Different screens are available too. Apparently one of the complaints from customers was head buffeting from the previous fairing. The new one works, buffeting is absolutely minimal.

Later I rode the Electra Glide and while it’s essentially the same platform, the rider gets handlebars which pull back more, a plusher seat, a top box, way better pillion perch and a better stereo. As for the stereo, lots of manufacturers tell you their stereo stays crisp at high speeds but in reality it’s unusual. I thought the stereo on the Street Glide was good, but then I tried the Ultra’s stereo. It’s not perfect but I don’t think I’ve ever heard a better one. The Electra Glide and Ultra Limited gets a touch screen system which allows you to plug in the iPod, iPhone or whatever, and answer your phone etc.

Malaysian delights I’m not a huge fan of a stereo on bikes but these work. You can toggle through songs It’s unusual to test a bike like the Harley-Davidson in Asia, but as I found out the brand via the left switch block, and the cruise control is on the left switch block too. A sat nav has a huge following there, and our launch was tacked onto the 110th Anniversary system is fitted standard, and you can even use your mobile phone via voice activation. celebrations held in Kuala Lumpur. Our test route was out in the countryside somewhat, Remember H-D canvassing their owners? Well, obviously people thought having cruise and was quite varied in the road conditions. control activation on the right switchblock under the throttle was dumb. Funny that, and H-D’s designers have now seen the left hand light.

The very first thing I really noticed, apart from how good the Street Glide looks, was while negotiating a tight slow 90 degree bend. I expected the big H-D to grind its For those interested in how far they can travel on a tank, well we could have done 300 footboards into the tarmac but it didn’t. I was impressed with that I can tell you. Let’s kilometres no problems on the allotted 22.7 litres of fuel. face it, ground clearance has never been a strong point of Harley-Davidson motorcycles Comparing the non liquid-cooled 103 cuber and the Twin Cooled engine I found the but it is on the new Project Rushmore range. Out into the towns and freeways I was power difference pretty much unnoticeable, but it did seem cleaner off idle after you happy with the lack of buffeting. The fairing has been changed slightly and it works had been sitting at a set of lights for a while. I think this will only be noticeable on hot great. I don’t often wear an open faced helmet but I did on this launch and there was days. There was also a dip in the power once you were underway from a standing start, almost no buffeting whatsoever. All that time in the wind tunnel obviously worked. As and giving it the berries, on both engines, but a nice set of Screaming Eagle mufflers an aside, H-D has also released a leather jacket called The Triple Vent, which has been should take care of this. As I said before, I found the level of power fine for this type of wind tunnel tested to suit the new machines. It has vents front and rear for cooling, so bike. you might want to check that out if you are H-D shopping.

I found the riding position on the Street Glide suited me to a tee, with just the right amount of handlebar pull back to suit the footboards and the seat. At one stage the group found itself on a winding country road in quite good condition. I was simply amazed at how fast I could punt this big touring bike along. Power is not sensational when compared to other big bore touring machines but it’s more than enough. To expect lots more power is missing the point I think. There were a few times when I was thinking that this sort of pace was not what this bike is about but it just tipped in very neutral, not once scraping the undercarriage, and braking deep and hard into a corner if I so desired. That’s why I said it’s the best handling big Harley-Davidson I have ever ridden. Ride one and you’ll see what I mean. I was almost blown away by how good the bike felt in those conditions. Yes, you expect it to be good on the freeway or country roads, but you don’t expect it to be that good in the corners.

Verdict Overall I came away very impressed by both the bikes I rode, the Street Glide and Electra Glide Ultra Classic. I particularly like the riding position and styling of the Street Glide but that’s just me. I also rode the Road King for a short distance, and it’s a different experience again. Really there’s a Project Rushmore model to suit most tastes. Buy one of these and you will not be disappointed.

Pricing is as follows: Street Glide – $33,995; Electra Glide Ultra Classic – $37,250; Ultra Limited – $38,250; Road King – $32,495. n MORE

2014 HARLEY-DAVIDSON TOURING

Launch CYCLE TORQUE

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www.cycletorque.com.au/more

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www.harley-davidson.com S P E C I F I C AT I O N S : HARLEY-DAVIDSON ELECTRA GLIDE ULTRA CLASSIC Engine Type: Twin-cooled V-twin Capacity: 1690cc Transmission: 6-speed and belt drive Fuel Capacity: 22.7 litres Frame Type: Steel double cradle Seat Height: 740mm Wet Weight: 411kg Front Suspension: Conventional telescopic Rear Suspension: Twin shocks Brakes: Twin four piston calipers on front, single on rear.

Tyres: 130/80-17, 180/65-16 Price (RRP): $37,250 + ORC www.cycletorque.com.au/more

Top of the range models get the touch screen infotainment package.

Pillion seating doesn’t get much better than this.

103 cube engine is fitted accross the Touring range.

Road King is bristling with chrome.

CALL FOR A QUOTE

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

The brakes are some of the best ever seen on a H-D.

2014 CYCLE TORQUE HARLEY-DAVIDSON Launch TOURING

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2014 CYCLE TORQUE HARLEY-DAVIDSON Launch TOURING

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10/8/2013 10:51:56 AM

2013 TRIUMPH DAYTONA 675

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Launch CYCLE TORQUE

Triple Jump

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Triumph’s new Daytona 675 retains its iconic three cylinder engine but is a jump in ability from the previous model

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2013 TRIUMPH DAYTONA 675

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Launch CYCLE TORQUE

IN 2006 the Triumph Daytona 675 turned the supersport market on its ear. Here was a real option for 600cc supersport class enthusiasts who thought supersport bikes only came out of Japan. The Daytona 675 proved the Poms did know a thing or two about producing proper sports bikes for the road. I remember watching Gary McCoy at Phillip Island ride out of his skin on a 675cc triple, with the rasping exhaust note identifying it almost before you saw it.

And while it was a fantastic bike it was starting to look and perhaps feel a bit dated. Finally Triumph has seen the light and given us the biggest facelift in the model’s history for 2013.

Is it a better road bike? Yes. Is it a better track bike?

Yes. I know you are thinking ol’ Picko has lost the plot, because how can a bike be better at both things?

n TEST BY CHRIS PICKETT PHOTOS BY JEFF CROW

Triple Jump

By changing almost everything on the bike Triumph’s designers have been able to produce the impossible.

It’s better on the track because it’s got more power, it’s lighter, and the mass centralisation is lower. It’s better on the road for those same reasons, but more importantly because it’s more comfortable.

There’s no denying the old 675 had an arse up attitude about it, and the suspension was quite firm. It still is firm, but with a lower seat height and therefore a better relationship with the footpegs and handlebars, you don’t feel like you’ve been mauled by a randy Orangutan every time you ride the bike on the road for any real distance. And at $14,290 it is literally a bargain.

What’s new?

There are quite a few changes to the engine for 2013. It’s more oversquare for starters, and this was aimed at producing more torque, and the wet liner

n RIDING GEAR: BOTH ALEX AND CHRIS WORE ARLEN NESS GLOVES, ARLEN NESS BOOTS AND ARLEN NESS LEATHERS. CHRIS WORE A BELL ‘ROLAND SANDS DESIGNS’ HELMET, WHILE ALEX WORE AN OGK/KABUTO FF-5.

set-up has been replaced by Nikasil lined bores. The camshafts now produce more valve lift, and the valves themselves are lighter. In fact Triumph says the valve train is 10 per cent lighter. Compression is up slightly too, to 13.1. There are twin injectors per cylinder, larger big end bearings, bigger air intake, new selector design in the gearbox, a slipper clutch, and the one which really shows up, the low exhaust, getting rid of the underseat exhaust which was looking decidedly old hat. The more things change...

All up these improvements get the triple to 128 hp, which in reality will be around 116-119 hp at the back wheel.

Styling has obviously been updated, and while it looks similar to the previous model it does make the old one look very dated. Suspension is still KYB front and rear, with the centre-fixed cartridge forks being a substantial update.

CYCLE TORQUE NOVEMBER 2013 - 49 Like the forks, the rear shock is fully adjustable.

While the bikes on the launch didn’t have ABS fitted by the time you read this all bikes coming into the country will have ‘switchable’ ABS as standard, with Road and Track modes, and of course it can be switched off too.

because you are trying to bury yourself under the screen most of the time. A double bubble screen would definitely help here.

On the smooth tarmac on day two of the launch you could really tell how much it had improved on the road compared to the previous model.

Suspension did feel a little plusher, but there wasn’t much in it. But it did hold its line better, and overall the bike felt more ‘planted’. On the road I also loved Track the lower gearing, and the extra torque and power. I know the lower gearing Straight away I noticed the altered riding position, and boy was it a change helps to create the feel of more torque but as a package the engine feels both for the better. You now sit in the bike rather than sit on top, and this suited me livelier and easier to ride. Top speed is somewhere in the nether regions, and much better. Seat height is now 10mm lower, and the handlebars 5mm higher. although I didn’t explore it totally I think about 240 km/h, more if you are On the first exploratory laps the other thing I noticed was the extra torque in smaller than me. the engine. While it’s not much of an improvement on paper you can feel it.

Triumph claims the peak power is produced at 12,500 rpm but it did feel as It’s helped by a one tooth smaller front sprocket too, but it’s noticeable and though it was going harder after that. The rev limiter chimes in at around nice. Once the pace started heating up the bike felt ultra stable, and tipped in 14,700 rpm but there’s no doubt the bike would prefer you to change gears sweetly. I always found the previous 675 to run a bit wide when riding hard before that. As for the gearbox changes, I never had any issues with the old but the 2013 model holds its line beautifully. Looking at the specs gives a clue one and the new one feels sweet too. to this. The wheelbase is 20mm shorter, the rake had been reduced by one The instruments are similar in look to those found on a few Triumph models, degree and the trail increased. Also there’s more front weight bias now, with but you can get into these ones to change your shift lights, and activate the 52.8, one per cent more than before. All of this doesn’t sound much but put lap timer if you are track focused. There’s plenty of info on hand at any rate. You together has transformed the way the bike behaves on the track. can even go for the accessory tyre pressure monitor, and any discrepancies can Another plus is the way you can brake deep into the turns, with the Nissin be seen via the instrument panel. four-piston calipers giving loads of power and feel. These are simply amazing, Build quality is very high too, and there’s a long list of accessories to and up there with the best I’ve used. A few times I rushed into a couple of corners a bit hot but got away with it because of the brakes and the handling. compliment your machine. From trick looking CNC machined parts, to anodised bits and bobs, through to engine and frame protectors. You really A couple of test bikes had both a quick-shifter and Arrow pipe fitted. They did can make this bike look like the dog’s bollocks, matching its performance you sound very nice thank you, but more importantly the quick-shifter made life might say. easy on the track. If you are planning on doing some ride days or racing one, fit a quick-shifter. You just plug the factory unit into the wiring harness and away you go.

Verdict

Road Some of our test route had some rough road surfaces and the bike likes to let you know it doesn’t really like pot holes and bumps. You expect that though, and the ‘softer’ riding position helped here too. At speed there’s a fair bit of wind blast on your head too, something you don’t notice as much on the track

I wasn’t able to ride the new and old models back to back but I’ve done enough miles on previous 675s to know the 2013 model is a better bike, no risk. It’s exhilarating to ride, and not just because it goes better. Triumph’s attention to detail on the new Daytona 675 shows the British company has done its homework and got an A + as a result. n MORE

2013 TRIUMPH DAYTONA 675

Launch CYCLE TORQUE

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www.cycletorque.com.au/more www.triumphmotorcycles.com.au

Dash is easy to read, and has road and race functions.

Under-seat is very tidy, straight from Triumph.

Arrow exhaust is a factory accessory and road legal.

S P E C I F I C AT I O N S: 2013 TRIUMPH DAYTONA 675 Engine Type: Liquid-cooled inline triple Capacity: 675cc Transmission: 6-speed and chain drive Fuel Capacity: 17.4 litres Frame Type: Alloy twin spar Seat Height: 820mm Wet Weight: 184kg Front Suspension: 41mm KYB adjustable USD forks Rear Suspension: KYB adjustable monoshock Brakes: Twin Nissin four piston calipers on front, single on rear.

Tyres: 120/70-17, 180/55-17 Price (RRP): $14,290 + ORC www.cycletorque.com.au/more CALL FOR A QUOTE

1800 24 34 64

Nissin brakes are some of the best you will ever use.

Updated forks work great.

WE’LL BEAT ANY PRICE GUARANTEED*

2013 TRIUMPH DAYTONA 675

Launch CYCLE TORQUE

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ATOMIK 250 FURY

Test

CYCLE TORQUE

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The Atomik Fury 250 is a great introduction trail bike for young and old riders alike.

Modern styling, and alloy ’bars.

A 21-inch front wheel and disc brake.

Twn-piston caliper on the 18-inch rear wheel.

ATOMIK 250 FURY

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Test

CYCLE TORQUE

n TEST & PHOTOS BY DARREN SMART

n RIDING GEAR: M2R HELMET, FOX APPAREL AND BOOTS.

THE ATOMIK 250c Fury is proving to be a popular option for the budget conscious dirt bike rider so to see what all of the fuss was about I plonked my 14-year-old daughter Madison on one for a solid four days of trail riding at Queensland Moto Park.

the Atomik fired up easily and Madison took absolutely no time to get used to the power and handling of the new machine.

Just so you know, this is Madison’s third ride on a dirt bike, the first was on a loaner XR100, the second on a mate’s CRF150F and now here she was ripping around the track on the 250cc Fury as though she had been riding for years.

At the tender age of 13- and 14-years-old my daughters Rebecca and Madison have dead-set fallen in love with dirt bike riding and thanks to Once camp was set up I went out onto the track to see how the girls were having a great facility in Queensland Moto Park just over an hour’s drive from faring and the smile on Madison’s face told the story, she was loving the my place who can blame them. new bike and although a little tall for her when stopping and starting it was When looking for a viable dirt bike all I wanted for Madison was something perfect while in motion. that was user friendly, air cooled, 18inch and 21 inch wheels with disc brakes After the girls stopped riding on Saturday I went over the Atomik to make and decent suspension, all of which appeared to be on the Atomik 250cc sure there were no bolts rattling loose and I softened the rear shock a fair Fury. amount for her 50kg frame. So far so good, a couple of hours of riding there Thanks to the team at Atomik in Melbourne the Fury arrived and after an hour or so of putting the peripheral parts into place we loaded up and took off for QMP for a four-day dirt bike holiday. On the first day the girls got plenty of riding in while I set up our camping area and right from the get-go

were no signs of the Atomik falling apart.

Sunday morning couldn’t come fast enough for both girls and right on 8.30am they were back on the track and the Atomik definitely looked better with the suspension softer. So, with her confidence gaining during each ride

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Madison and her sister Rebecca asked if I would take them for a ride around the 5km Junior/Novice Enduro loop.

Against my better judgement (they have very few hours of experience) we took off with Madison out front followed by Rebecca and I and despite a few minor incidents and tip overs we made it around safely then after some discussion we decided it would be best to do another lap straight away while the track was fresh in our minds.

By the end of the day the girls were circulating around the 5km loop at a more than reasonable pace and looked a lot more confident than I expected when confronting logs, rocks and ruts along the trail. Madison in particular looked very confident on the Atomik, she was more or less keeping the 250cc donk between second and third gears most of the way around the track. A couple of times I thought she was going too slow up a hill to carry that gear but she simply turned the throttle a little further and allowed the torque pull her up the hill.

By the end of the four days Madison had put just over 25 litres of fuel through the Atomik and it hadn’t missed a beat. Sure, the seat height is a little tall for her and the 118kg machine is hard for her to pick-up but if

you offset that with a dirt bike that is stable, turns well, has a good spread of power and great brakes I am more than impressed with the overall performance.

“I really love the bike, I was a bit scared when I saw how big it is but it didn’t take long to get used to, it goes pretty fast, which is what I like about it so far, I can’t wait to go riding again,” said Madison when I asked her to say something for this story.

In summary the Atomik 250cc Fury would be ideal for a young adult or more mature beginner to get their feet wet in the dirt bike riding world. It isn’t a junior dirt bike or pit bike, with a 900mm seat height it is quite tall but it has great brakes, a nice spread of power, more than adequate suspension and although it is a little heavy that does make it a very stable ride which suits a less experienced rider.

Madison and I give the Fury a big thumbs up, especially at only $1490! n

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YAMAHA BOLT

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Launch CYCLE TORQUE

Young Gun

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Yamaha’s Bolt is a brave move from Yamaha, but one we think will pay dividends

YAMAHA BOLT

Launch CYCLE TORQUE

n REPORT BY MATT O’CONNELL PHOTOS BY LOU MARTIN n RIDING GEAR: BELL HELMET, FOX JACKET, IXON GLOVES, ALPINESTARS BOOTS

Young Gun CYCLE TORQUE NOVEMBER 2013 - 60

YAMAHA has launched its latest cruiser under the ‘Star’ brand, a 942cc V-Twin urban-bobber named ‘Bolt’. Released as an entry level cruiser model, the Bolt is designed to appeal to younger riders who are into minimalist styling.

City Chic The media launch for the Yamaha Bolt involved a ride through Brisbane and the Gold Coast and from what I could tell, this bike is fun and easy to handle around the street. Its good city manners are in part due to the short wheelbase, but also a low compression engine. Combine this with a low centre of gravity and you have a bike that is really easy to handle, especially at low speed. I also liked the Bridgestones that were fitted as standard, they gave good confidence tipping into corners.

The seating position gives you that feeling of sitting ‘in’ the bike, and the dirt track style handlebars not only look cool but are vibration free. The mid mount controls are easy to operate and the seat is relatively comfortable - but this is definitely not a tourer. With 298mm discs fitted front and rear, the brakes are able to deliver good bite and feel for a cruiser, bearing in mind these are not the style of bike I expect to stop on a dime.

Fuel capacity is 12.2 litres and on our ride we got somewhere around 200km from one tank.

unit. The difference in price between the stock and ‘R’ model Bolt is $500 - so if you can, my tip would be to grab the ‘R’ model. The ‘R’ model also has a suede looking seat which I thought looked and felt good.

Style Council

With the bare features of this bike there will be a huge scope for customisation, but if you take a look at the pics Yamaha hasn’t done too bad a job The suspension is better than most cruisers - the in stock trim. The colours available will be white 41mm KYB front forks had plenty of travel to soak and black for the stock model, while the ‘R’ model up the Brisbane potholes. There are twin KYB will come in grey and matt black. All look good, shocks on the rear (adjustable for preload), with but I think my favourite was the grey ‘R’ model - it the ‘R’ model having an upgraded ‘piggy back’ style also stood out with the upgraded rear suspension.

Have a snoop around the internet and you will see how the Americans are already starting to go crazy on the Bolt...they also offer a wider range of colours - they are worth a look to get some ideas. There will be plenty of ‘factory’ accessories from Yamaha like custom springer style seats, handlebars and lowering kit. You can also order a different headlight with brass features and leather saddlebags.

On the internet you can already find a few videos comparing the Bolt to the Harley-Davidson 883 Iron. It’s an obvious match up and there will be some riders that toss up between the two, however I think these two models will ultimately appeal to different types of people.

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Even though they have a similar look, spec and price tag, the Harley has a traditional all-American raw feel. The Bolt is designed in the USA, but to me it still has that distinct Japanese refinement.

could best sum it up as an urban bobber for the new age.

intentionally meant to appeal to younger people, like the ‘wave’ styled brake discs, digital dash and LED lighting. I guess you

And the price? $11,999 and $12,499 for the R Spec. Now that’s sure to get bums on seats. n

It’s an interesting move on the part of Yamaha if you consider that when most bikes go on to achieve cult status it’s Through the nature of that refinement almost by accident (like the SR400 for and Japanese style, I find the Bolt naturally example). The Bolt is a deliberate attempt targets aspects of the 883 that have been to tap into that market and I think it is criticised. The Bolt has greater suspension a good thing. Personally, I like it when a travel to soak up the bumps and a bit more manufacturer goes out of its way to allow power to the ground. The brakes bite a a machine to be unique - after all, riding bit harder and there is supposedly more bikes in Australia is partly about that self ground clearance - but in reality it doesn’t expression, they are not just a commuting take much to start scraping bitumen on necessity. this style of bike. The best way to find out is test ride any Japanese cruisers against Cool Cat a Harley - it’s just a different design and The second last thing I will mention feel which will come down to individual before signing off with the price is that preference.

Yamaha don’t try and hide the fact that the dimensions of the Bolt make it a From factory to CUSTOMer good choice for the ladies. There is even Yamaha has certainly been watching and a modification to bring the seat slightly listening to the younger crowd that have forward to make it that bit easier to reach been identifying with brands like Deus ex the ground. The last thing...well, the Machina. If you are one of those people elephant in the room is the perception that that have found yourself clicking ‘like’ on Japanese cruisers don’t always make the Deus Facebook pics...then the Bolt could be grade when it comes to outright coolness. your style.

As the crew at Cycle Torque will tell you, I know cool.

Some of the design elements are

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YAMAHA BOLT

Launch CYCLE TORQUE

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CYCLE TORQUE NOVEMBER 2013 - 63 S P E C I F I C AT I O N S : YAMAHA BOLT Engine Type: Air-cooled V-twin Capacity: 942cc Transmission: 5-speed and belt drive Fuel Capacity: 12.2 litres Frame Type: Steel double cradle Seat Height: 690mm Wet Weight: 247kg Front Suspension: Conventional telescopic Rear Suspension: Twin shocks Brakes: Single disc front and rear Tyres: 100/90-19, 150/80-16 Price (RRP): $11,999 + ORC www.cycletorque.com.au/more CALL FOR A QUOTE

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

Suede seat on the ‘R’ looks and feels fantastic.

www.cycletorque.com.au/more www.yamaha-motor.com.au

Bolt makes do with a single front brake.

Bolt ‘R’ gets piggyback shocks.

LED tail light looks funky.

Info from the instruments is about right for this type of bike.

Engine has the typical build quality feel you expect from Yamaha.

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YAMAHA CYCLE TORQUE BOLT Launch

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

(Now available with new fully electric throttle servo.)

Also available on Boom Trikes, Honda VFR1200X and VFR800X

www.mccruise.com

2013 PIAGGIO X10

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Test

CYCLE TORQUE

Executive Decision

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It’s Piaggio’s new flagship and it certainly carries itself with the style and elegance you’d expect from this marque.

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2013 PIAGGIO X10

Test

CYCLE TORQUE

n TEST BY DENNIS PENZO PHOTOS BY JEFF CROW

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n RIDING GEAR: BELL HELMET, IXON JACKET, MATADOR EQUIPMENT GLOVES, MATADOR EQUIPMENT EYEWEAR, BULL-IT JEANS, FALCO BIKER BOOTS.

PIAGGIO’S X10 500 Executive is the new flagship of its range, offering an incredible combination of comfort, technology, safety and fun in a largecapacity scooter.

While many motorcyclists in Australia scoff at scooters, the X10 is aimed at riders - those who appreciate the luggage capacity, weather protection and city-friendly nature of a scooter, but still want freeway-capable performance.

If you own a race replica sportsbike, custom cruiser or big touring bike, an X10 in the shed might become your day-to-day ride, allowing you to keep the other bike for its intended use.

The new machine replaces the MP3 500 and XEvo400 in the Piaggio range.

Engine and chassis The X10 is powered by the 493cc twin spark Master engine, so it’s a fourstroke liquid-cooled four-valve engine with EFI and electric start.

The twist and go CVT transmission system is as smooth and as easy as they come.

Executive Decision

Rear suspension is a horizontally mounted mono-shock with electrically operated hydraulic preload which is virtually infinitely variable - you can adjust it on the move via two little buttons near the ignition. Front end duties Bluetooth connectivity makes the X10 compatible with Piaggio’s new PMP are handled by telescopic tubes with 41mm of travel.

(Piaggio Multimedia Platform) system - just a simple matter of downloading The frame is a closed double cradle of steel tubes. the Piaggio App to your Android or Apple smartphone, stick it in the dash mounted bracket and you can get enough data and information to keep you occupied for months at a time.

Electronics and running gear And as the flagship it has all the good gear that you’d expect this premium marque to carry - linked brakes, ABS and ASR traction control, electrically adjusted rear pre-load, engine immobiliser, a sidestand with an integrated park-brake and all the other little things that make life easier, like the shopping bag hook, large central glove compartment, the 12volt socket and the USB port.

There’s even an associated GPS kit and that can even tell you where the nearest servo is if you’re running low on fuel or even if you’ve forgotten where you’ve parked your machine - fair dinkum, these things are more like spaceships than motorcycles!

The X10 is shod with Sava MC28 Diamond S tyres with a 15inch rim up front and a 13inch rim at the rear. The 1640mm wheelbase is pretty long

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At 760mm the seat height is more than comfortable for the vertically challenged and it weighs in (dry) at 198kg.

A fuel tank capacity of 15.5 litres means there will be plenty of riding time before you need to think about the next fuel stop.

Rear suspension is electronically adjustable on the fly, a wide comfortable seat with adjustable rider lumbar support plus passenger grab rail make it just as capable at touring as commuting. The screen is a great plus if you have touring tendencies.

On that note, the underseat compartment, at 52 litres, fits most combinations of one full face and one open face helmet. for a scooter and that adds to its stability, as the X10 is a very sure-footed machine, even when it’s cranking along at a good pace.

The brakes are more than well catered for with twin-caliper twin 280mm discs up front and a single 240mm single-caliper disc at the rear. Combined with ABS and the traction control you’re going to have to be trying hard to get yourself into strife.

At the launch in Northern NSW we were let loose on the coastal hinterland covering all kinds of traffic conditions from around town to wide open spaces and some twisty mountain terrain.

In city traffic it is an easy machine to manoeuvre, but getting out of town and doing few serious kilometres gives you a taste of this maxi scooter’s potential.

On the road

But if you really want to push the touring boundaries you could also get the colour matched top box or taller windscreen or various other accessories.

Instrumentation is comprehensive with analogue speedo, tacho and fuel temp gauges with four inch LCD screen, digital clock, trip computer, external temp indicator and shock-absorber preload setting display as well as all your regular lights, blinkers, etc

A popular choice The scooter market may be down slightly on sales this year (by over 13% in the first six months of the year) but Piaggio is rising above the pack with a 1.3% increase this year on top of more than 28% last year.

So, with two dozen other brands out there Piaggio has just over 25% of the market - a not insubstantial position to be in. And one that is in no small part due to the quality, reliability and value of the machines that Piaggio produces.

Your well-named Executive comes with two year unlimited kilometre Plush is a word that springs instantly to mind. The motor and transmission warranty and $11,990 will put your name to one. n are so smooth you just know this machine is capable of taking you anywhere that there’s bitumen. Even two-up, this scooter will eat the kilometres.

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2013 PIAGGIO X10

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www.cycletorque.com.au/more www.piaggio.com.au

S P E C I F I C AT I O N S: CYCLE TORQUE NOVEMBER 2013 - 71 2013 PIAGGIO X10 Engine Type: Liquid-cooled 4-stroke single Capacity: 493cc Transmission: Automatic Fuel Capacity: 15.5 litres Frame Type: Steel double cradle Seat Height: 760mm Dry Weight: 198kg Front Suspension: Conventional 41mm telescopic Rear Suspension: Single shock, electronically adjustable Brakes: Twin disc front, single rear Tyres: 120/70-15, 140/70-13 Price (RRP): $11,990 + ORC www.cycletorque.com.au/more CALL FOR A QUOTE

Cockpit is an easy place to be.

Rear suspension is electronically adjustable.

Pillion pegs fold out.

Plenty of underseat storage.

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

The X10 stops on a dime.

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CYCLE TORQUE 2013 PIAGGIO X10 Test

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SUZUKI

2013 APRILIA C Y C L E RSV4 R AND RSV4 FACTORY

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SUBLIME SENSATIONS

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Aprilia has two fully faired superbikes to choose from.

You can’t go wrong with either.

2013 APRILIA RSV4 R AND RSV4 FACTORY

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IT’S NOT often you get to test two similar models from the same manufacturer back to back but that’s exactly what we did with the Aprilia RSV4 R APRC and its more exotic, and more expensive stable-mate, the RSV4 Factory APRC. Which one you would choose will come down to the folding stuff you possess I think. Those with a penchant to stand out from the crowd would go for the Factory, and those who are looking for an edge on the road and/or track would also go the Factory. But as I said, that’s if they have the appropriate boost in available coin. Most riders, I honestly don’t think would tell much of a difference when they are at the controls blasting down a bit of swervery. In that arena both bikes are simply amazing to ride, and have abilities the average sports rider could never really hope to harness. On the racetrack maybe, but on the road...

RSV4 R

SUBLIME SENSATIONS N TEST BY CHRIS PICKETT, PHOTOS BY NIGEL PATERSON N RIDING GEAR: SHARK HELMET, RST LEATHERS, GLOVES BY FIVE GLOVES, ALPINESTARS BOOTS

is traction control which constantly changes to For 2013 the base model – it sounds crazy suit your lean angle, how hard you are twisting calling this a ‘base’ model – has a number of the throttle, and even how tight the corner is. improvements over the previous one. The chassis This is done by adjusting the throttle butterflies, has been altered for better handling (not there not altering the spark, therefore according to was much ‘wrong’ with the old one) and the power Aprilia the ‘intervention’ is smoother. Well, no has been increased to 184 horses from the 1000cc arguments here. You also get wheelie control V-Four engine. Both bikes have the APRC package, which sometimes isn’t a bad thing because the which stands for Aprilia Performance Ride Control. bike would be climbing over its back sprocket with In a nutshell what this package gives the rider gay abandon if it didn’t. This is done not by how

high the front wheel is in the air but by measuring front and rear wheel speeds, acceleration and G-forces. A bit complex maybe but it does work.

Launch control is more designed for the racetrack than the road, and this uses a combination of the traction control and wheelie control to let you get better starts. Most racers know that your front wheel clawing the sky isn’t conducive to good starts, as you need to back off the throttle to get better forward drive. Launch Control stops this.

CYCLE TORQUE NOVEMBER 2013 - 77 Another great track tool, but something which is fun on the road too, is the quick shifter. It works quite seamlessly and is a great racetrack tool. Lots of racers fit them as an aftermarket accessory, but it comes standard on the RSV4 R.

fuel is required to get it. People on a budget need not apply. I’m not saying it’s expensive to run, just don’t expect commuter level fuel economy.

well anyway, and they go the same, which is like stink. And when you open the taps both bikes sound absolutely glorious, with a roar only a Colour choices are black or white, and one will cost V-Four engine can produce. I’ve always loved the RSV4 range simply for the engine, and it’s one of you $21,990 + ORC the great things which sets them apart from the Right from the get go ride-by-wire technology has competition. allowed Aprilia to give the rider power delivery RSV4 Factory choices which is a fantastic thing. On the RSV4 They are more comfortable than you might think Essentially the platform is the same. Engine R you can choose between Road, Sport and too. You are perched on top somewhat but the specification is no different from the RSV4 R, nor is relationship between the seat/pegs/handlebars Track. Obviously you get more aggressive power the look, apart from the graphics and paint scheme was not as punishing as I expected. the more track focused option you choose. For example, you get softer low down power when in of course. You should notice the different forks Stability is top rate too, no matter if you are pulling Road mode than you do in Sport mode, and so on. and wheels, and this is where most of the extra the brake lever as hard as you can, you are at $6000 comes from. Öhlins suspension is fitted all ABS comes standard and it has selectable sphincter puckering lean angles, or you are gassing round, still 43mm forks though.

Brakes are the positions, which can be turned off. You can choose it up on the exit of a corner, either bike just takes same, probably because they don’t need to be any between road and track ABS options, making this it in its stride. All the rider aids do work as they better, but the wheels and suspension do give the bike one of the most electronically exotic on the are intended, which is not something I can say bike the edge over its cheaper sibling, when riding road. Besides that, the four-piston monoblock about every bike I’ve ridden with such an intensive closer to the edge so to speak.

Overall the bike is Brembo calipers and 320mm discs will just about electronics package. some five kilos lighter than the ‘R’ due to the lighter pop your eyeballs out through your visor if you’re wheels and carbon fibre parts. In the very near not careful. future you can expect to see the ADD, and no it’s Overall The suspension is a mix of 43mm Showa forks not what your out of control child has. It stands for For pure performance and desirability it’s hard to which, as you would expect, are very, very Aprilia Dynamic Damping which is basically active look past the RSV4 Factory, even with the price adjustable. Likewise, the Sachs rear shock is full of suspension. We sampled this recently with the compression and rebound ‘clickers’ for those who Aprilia Caponord, and can attest to how good it is. difference between the models. I’m not sure racers would stump up the extra moolah for the Factory, like to tailor their riding experience. It’s light too, Watch this space I reckon. seeing as they would be stripping it anyway, but at 184 kg dry you won’t have many issues pushing then again the attraction is the suspension and this bike around the shed, or back it into the lighter wheels are already there. Buy a RSV4 R and footpath at the cafe. You’ll look bloody good doing Road attitude start putting trick suspension and wheels on it and it too I reckon.

Attitude is certainly what the bike gives the rider, you’d be up at the Factory price anyway.

Now most riders of an RSV4 are not going to worry it’s got a very ‘sports’ riding attitude, and you I think who buys each bike will come down to feel a bit special when you are riding either bike. too much about fuel range but it is an issue. Fuel Both are very good but you can feel the quality of what’s inside them personally rather than startling tank size is 18.5 litres and this will get you 200 differences between the two bikes. The RSV4 is a the Öhlins suspension, and also the ‘turnability’ kilometres or thereabouts depending on how great bike, and the Factory is just that bit better. n of the ‘Factory’ which is fitted with the lighter brave you are with the throttle and/or the fuel light. Power costs, and the more power, the more magnesium wheels. Both bikes handle extremely MORE

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www.cycletorque.com.au/more www.aprilia.com.au

S P E C I F I C AT I O N S: 2013 APRILIA RSV4 R APRC & RSV4 FACTORY APRC Engine Type: Liquid-cooled V-four Capacity: 999cc Transmission: 6-speed and chain drive Fuel Capacity: 18.5 litres Frame Type: Alloy twin spar Seat Height: 845mm Dry Weight: 186kg (181kg) Front Suspension: Showa adjustable 43mm USD forks. (Ohlins adjustable 43mm USD forks) Rear Suspension: Sachs adjustable monoshock. (ohlins adjustable monoshock) Brakes: Dual Brembo 4-piston calipers on front, single Brembo 2-piston caliper on rear Tyres: 120/70-17, 190/55-17 (200/55/17) Price (RRP): $21,990 ($27,990) + ORC www.cycletorque.com.au/more

WATCH VIDEO NOW

Factory gets very trick front end package.

Max Biaggi got some of these.

Top shelf hardware everywhere.

CALL FOR A QUOTE

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

Even the standard muffler sounds grouse.

One of the greatest engines ever.

This signifies exotica.

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2013 APRILIA CYCLE TORQUE RSV4 R AND RSV4 Test FACTORY

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OSET 20.0 KIDS’ TRIALS BIKE

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Lightweight, easy maintenance and a low price - the Oset 20.0 offers no noise and a lot of fun

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N TEST AND PHOTOS BY NIGEL PATERSON N RIDING GEAR: THOR APPAREL & BOOTS.

Oset kids’ trials bikes are all about teaching What’s trials? children throttle control, balance and technique in a package which is inexpensive, Observed Trials is a niche part of motorcycle sport in Australia, but wildly easy to maintain and, possibly best of all, popular in Britain and Spain. It involves almost silent. riding bikes over challenging courses Oset makes electric bikes in a variety of sizes, which involve seemingly impossibly steep and Cycle Torque has been out on the biggest inclines, jumps over rocks and rock ledges, of the bunch, the 20.0 - which is its size, in riding through fast-flowing water or inches. jumping gaps with little or no run-up. The winners are the riders who lose the least Designed as competitive trials machines, Oset electric bikes have won numerous titles amount of points, which are scored for putting feet down or crashing. Speed is not against petrol-powered machines although a major factor in determining winners. in Australia they have been primarily selling because of their low-impact footprint - noise, While there’s nothing stopping you damage and cost. entering an Oset in an appropriate trials The Oset 20.0 retails at $2750 and is aimed at event, few people in Australia have bought them for competition - they have been 8-12 year-olds, although it’s just big enough selling well because they are light, easy to to be ridden by adults, and is a lot of fun for ageing children who want to throw a leg over ride, offer a lot of fun to young riders and are virtually silent thanks to the electric one. For those in the target age range, the motor.

Oset 20.0 is a machine which is a lot of fun, provides incredible opportunities for gaining skills which will last a lifetime and the bike can Powering the 20.0 be ridden in a decent-sized backyard - without A 48-volt electric motor putting out 1200 upsetting the neighbours. watts of electrical energy can drive the Oset 20.0 at speeds up to 50kmh/h - which

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Kids - Read This!

I KNOW you’ve looked at the pictures, and the bike looks ‘funny’. I know, I know: but you want one anyway. Never mind riding one will make you a much more confident, better, rider; the reason you want one of these is they are so much fun.

That’s right, there’s no seat, but you can sit on the plastic panels while you learn, and once you’re standing up, you won’t want a seat again, not on an Oset trials bike.

In the backyard you can ride over rocks, shipping pallets and tear up Mum’s mulch.

You can follow Dad down trails. And with a bit of practice you can climb walls, leap fences, charm the girls.

OK, maybe I was exaggerating a little, but here’s the thing: more exciting than Playstation, less noise than a drum kit, cooler than a BMX.

is way fast on a super-lightweight machine you’re supposed to ride standing up. It has a low/full-power rocker switch and a dials for controlling the power output and delivery - so the machine can be easily set up by a parent looking to make the bike less lively for a learner - but as the rider’s skill improves, the performance can be increased, easily and without cost.

CYCLE TORQUE NOVEMBER 2013 - 85 style machine, coming soon).

For anyone coming off a petrol-powered machine The forks and chassis remind me more of a mountain the electric motor throws out a few challenges, for bike than a motorcycle, primarily because the Oset the engine braking feels quite different - backing off doesn’t need the size and bulk typical of a dirt bike. the throttle slows down the drive to the back wheel, but doesn’t kill it completely, so throttle control is Oset supplies the 20.0 with a second, heavier, rear important and something learnt quickly. Like all suspension spring for larger riders. electric motors, maximum torque is available right off the bottom, so throttle response can be sharp which is why Oset built a controller in.

Running costs With no petrol engine to keep supplied with fuel, oil, filters etc, the Oset is easy and cheap to own.

All the family

The bike is supplied with a dedicated 48v wall charger - from dead flat you’re looking at about 5 hours for a full charge. Run time is 2-4 hours depending on the weight of the rider and the way it’s being ridden.

Oset has three bikes in the range - 12.5” ($1540), 16” ($1980) and 20.0. Many are being sold in pairs, often for a father and son to go riding together, and often purchased by people who specifically want to avoid the noise of other bikes.

The lifespan of the four batteries is going to vary a lot on usage, but if the bike is used regularly you’ll be up for a new set within a couple of years. At $99 each it’s a not-insignificant cost, but it’s probably less than the fuel alone for a petrol-driven machine.

Although some electric-assisted bikes are legal for use on roads, only machines limited to 200 watts are legal – and all the Oset machines put out more than that, so legally you can only use them on private property – but if you’re being sensible you’re far less likely to get in trouble if you’re not making any noise.

Oset offer a lithium replacement battery pack which charges quicker, runs about twice as long and saves a massive 10kg - but unfortunately costs $948. The Conclusion Controls good news there is you get a lot more charges from it Oset machines are configured with front and rear before it dies, which means the overall cost is similar If all dirt bikes were silent, there would be a lot more disc brakes controlled by hand levers, like a pushbike, to the standard batteries, and well worth considering places to ride – so electric bikes have the potential to really grow the motorcycle market, especially for a twist throttle like a motorcycle and that’s about when the stock batteries eventually die. anyone with a little bit of backyard for the kids to it - the direct-drive electric motor means there’s no ride in. transmission, so no gear lever or clutch.

Fun for all The Oset 20.0 has been a huge load of fun for Throttle response is awesome, for electric motors everyone who’s ridden it at the Cycle Torque office, make great torque, so a skilful rider can loft the front For the raw learner, sitting on the plastic is fine, indeed the manual suggests using booted feet as aged 8-48. n wheel easily, essential for trials. outriggers as a learner gets their confidence up.

The riding position is standing - you’re not really From there they graduate to feet on the pegs then supposed to sit down on a trials bike, and there’s no standing, moving bodyweight around to help control seat on the Oset 20.0 (although Oset has announced the machine.

MORE a seat kit, to convert the bike into a more motocross-

2013 APRILIA RSV4 R AND RSV4 FACTORY

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The electric motor sits just in front of the rear wheel.

A wave disc and box-section swing arm look the part and work well.

Air forks and adjustable rebound damping.

Quality footpegs, no foot controls.

Cycle Torque’s Ho Chi Minh Trail Tour 2014

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VIETNAM is one of the most picturesque, inviting and exciting places to ride in the world, and Cycle Torque is taking a group of readers on a 9-day ride along the Western Ho Chi Minh trail.

With Cycle Torque's partner Vietnam motorbike Tours, we've gained permission to ride through almost tourist-free areas of isolated countryside to some of the world's most magnificent caves and through World Heritagelisted areas of spectacular scenery.

Our tour will take us from the coast and up into the mountains, travelling from Hoi An to Khe Sanh, Phong Nha caves and along the winding, amazing Western Ho Chi Minh trail.

The Cycle Torque tour runs from February 1-February 9. Cycle Torque will, of course, be publishing the story of the tour.

Just 20 bikes are available for the tour - you can bring a pillion passenger on Vietnam Motorbike Tour's small-capacity road bikes - while your luggage will travel in the support vehicles.

The cost of the tour is $2650 for each rider, half-price for pillion passengers or non-riders, who can travel in the air-conditioned support van. The price includes daily breakfast and lunch, a welcome dinner, all fuel, bike insurance, third-party insurance, airport transfers, internal flights, guides, decent twin-share accommodation, helmets, wet weather gear…

The price does not include - International airfares, mandatory travel insurance, personal expenses (souvenirs, laundry, alcohol, vaccinations, tourist visa).

Tour extension option - let us know if you’d like to see more of Vietnam - we can arrange an extension to the Cycle Torque tour which can include visits to war museums and displays (including firing war-era weapons!), visits to former American bases and much more.

Email tours@cycletorque.com.au or call 02 4956 9820 for more information and to book your place on the tour.

IBIKE GET SECURE

IF YOU love your bike there’s nothing worse than coming out and seeing the spot empty where it resides.

Sure there are plenty of security locks on the market but if you want something very strong check out Rob’s Hog Lock. It’s made in Australia and is designed to stop your pride and joy from being rolled, slid sideways or lifted. Pretty much it’s designed to keep the bike right where it is until you unlock it.

It bolts to the floor and thieves can’t get access to the bolts.

Unless you have two left hands it’s easy to install.

Check him out on facebook too.

GET KNOBBY WITH IT

OGGY Knobbs now have protective products for the 2013 Honda CBR500R, CB500F and CB500X. Always well made, and they do work, saving us personally from damage over the years.

Get some on your Honda CB or CBR now.

They are easy to fit and look good too.

PRICE: $279 AVA IL A BL E FROM: From good bike shops MORE INF O: www.cycletorque.com.au/more

STAR IN LEATHER

ALPINESTARS new Celer leather jacket is aimed at the sporting rider or the rider who likes to stand out, but do so with a high degree of safety.

As in all high quality Alpinestars apparel, the Celer jacket has removeable CE armour, perforated zones for comfort in hot weather, sliders and extra padding where it counts, and stretch panels for comfort.

Comes with a mesh lining, and chest padding is an optional upgrade.

Available in sizes 48-64, and various colour schemes, although we like the Black/white/yellow.

PRICE: $699.95 AVA IL A BL E FROM: All good bike shops MORE INF O: www.cycletorque.com.au/more

PRICE: $297 + $30 postage (it’s heavy) AVA IL A BL E FROM: Direct from Rob himself MORE INF O: www.cycletorque.com.au/more

KILLA GOGGLES

New for 2014, these Fox AIRSPC goggles (Killa red graphics shown) increase air volume inside the frame by 30% for better ventilation, peripheral vision and comfort. They feature 19mm triple layer face foam for superior sweat absorption, 8-pin lens retention system keeps lens intact and Lexan® lens offers 100% UV protection.

They also have 45mm non-slip silicone strap and removable rock guard. Size - Youth.

PRICE: $49.95 AVA IL A BL E FROM: Good bike shops MORE INF O: www.cycletorque.com.au/more INFORMATION FROM OUR ADVERTISERS

STUFF

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MEAN STREETS

GEAR INDICATOR

IT CAN be very handy for racers to know what gear they are in at any given time on the racetrack. Not all bikes are fitted with this option but fixing it is easy with the PZ Racing plug and play digital gear indicator. They come with instructions, are easy to install and are water resistant.

BELL’S new ‘Rouge’ helmet has that tough look many are looking for, but it also has more protection than you get from an open face helmet.

The muzzle is removable, and both it and the liner have removable and washable liners.

Sizes XS to XXL. It even has speaker pockets so wiring in tunes is dead easy.

PRICE: From $139 AVA IL A BL E F ROM: Direct from Bikesconnect MORE INF O: www.cycletorque.com.au/more

THE RIGHT WHEEL

MX WHEEL Sets have now been added to the everexpanding range that is States MX. The States MX wheel sets are fitted with true aircraft quality 7050 T6 alloy rims which go through a three stage heat treatment to provide the highest available strength and durability. They are structurally 15 per cent stronger than other regular rims yet remain the same weight.

Hubs are forged and CNC machined to precision specifications. Fitted with heavy duty stainless steel spokes and colour coded 7075 T6 alloy nipples.

Available for most modern MX bikes.

PRICE: $899 AVA IL A BL E F ROM: From leading motorcycle stores.

MORE INF O: www.cycletorque.com.au/more

PRICE: $289.95 AVA IL A BL E F ROM: From good bike shops MORE INF O: www.cycletorque.com.au/more

FILTRATION

UNIFILTER Australia has developed the ultimate air filter for the new water-cooled BMW R 1200 GS. Featuring open cell polyurethane foam, the filter achieves the highest levels of efficiency as demanded by today’s high quality engineered engines. Combine that with Unifilter’s Foam Air Filter Treatment oil, the best air filtration obtainable in any automotive air filter is now readily available for the new BMW R1200GS. The complete kit includes 1 x replacement panel filter and 4 x snorkel pre filters.

Replacement filter and snorkels can be bought separately.

PRICE: $69.95 AVA IL A BL E F ROM: Good bike shops MORE INF O: www.cycletorque.com.au/more

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USED & SLAYER ANOTHER product we used at the Isle of Man were the Arlen Ness Slayer gloves. For smooth throttle operation it’s important to have the right size gloves but also gloves which are supple enough to not restrict hand movement. It’s a given the gloves need to be strong enough to protect your hands in a crash too.

The specs sheet on the Slayer gloves tells me they are made from a mixture of Kangaroo and Cow leather, but you can easily see they have hard plastic and magnesium protectors for the knuckles, stretched leather panels and a reinforced little finger.

What I found out for myself was the gloves fit great and have a strong double closure system which never came undone, so when I was racing there was never any thought of, “what’s that flapping around” as I was doing 240km/h.

I have used Arlen Ness gloves on a number of occasions now, but this was definitely the torture test for them. I am impressed with their quality.

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REVIEWED LONG HAUL COMFORT

MOST riders would know not all helmets are created equal. And even then the best helmets don’t fit all heads. This is certainly the case with myself, and even though I might love the look and the features of certain helmets it doesn’t mean they will be comfortable for me.

For shorter distances this is usually fine but for long distances it can be a real distraction, causing pain and forcing you to play around with the compressed foam of the helmet to relieve pressure points.

One helmet which does fit me is the OGK/Kabuto FF-5. I love these helmets because they fit my head perfectly. I took two over to the Isle of Man recently and did some 600 kilometres of practice/racing on the TT mountain course. And I can’t speak highly enough of the helmet for fit, finish and ease of use.

You might think ease of use is a funny thing to say but when you are mucking around changing visors and fitting tear offs it is much better when things are easy to use, especially when the clock is counting down.

Vision is great and buffeting a non-issue too. On my pit stop during the four-lap 240 kilometre race I had my visor changed in a matter of seconds, and I can tell you not all helmet visor are like that. I even had a choice between a mid tint and dark tint.

Plus we had an anti-fog set up in the clear visors, and they worked a treat too.

There are a few funky paint schemes to choose from but I prefer the solid colours.

– Chris Pickett

PRICE: $499.50 AVA IL A BLE FROM: From good bike shops MORE INFO: www.cycletorque.com.au/more

E Z I R P 0 0 7 $ OVER PACKAGE

y e l l a V i b m o l l o Ride W CYCLE TORQUE NOVEMBER 2013 - 92

Photo Competition

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The winner of the October Ride Wollombi Valley Photo Competition is Anthony Steel of Tamworth, who writes: “Went for a ride on the October Long weekend to test out the road going ability of my new KTM 1190ADV R. This road sign is the mother of all road signs if you ask me which the picture explains in vivid detail......Oh What a feeling...............KTM”

Timetravellers Motorcycle Tours & Events will top off your weekend escape, taking you on a guided tour on a Royal Enfield C5 Bullet through the beautiful scenery of Wollombi Valley and the wider Hunter area. The nostalgia of these bikes is sure to bring a smile to your dial, taking you back in time for a fun ride in classic style.

He has won two nights accommodation for two at friar Jurd’s Self-Contained Cottage on Friday to Sunday (bookings to this establishment can be made through www.wollombitavern.com.au).

He has also won dinner for two to the value of $80 on Friday, Saturday or Sunday at Panino Cafe & Restaurant (www.facebook.com) and a half-day tour for rider plus pillion with Timetravellers Motorcycle Tours & Events (www.timetravellers.com.au) for a total prize value of over $700.

We also have two BONUS PRIZES this month! A Family Pass to Foggy Mountain Jam 2014 valued at over $200 is up for grabs for one lucky entrant. Foggy Mountain Jam (www.foggymountain.com. au) is an annual music festival which runs over two nights every February. Friday night is over 18’s only, with dinner and the concert from 7pm, featuring some great Blues & Roots, Jazz, Funk, Country and more, from a wide variety of entertainers, including some ARIA winners & nominees. The same concert is featured on Saturday Family Fun Day, plus lots of kids entertainment.

The prize for November is two nights accommodation for two at Grays Inn Fri to Sun (www. graysinnwollombi.com.au)

Another prize of 25% discount on accommodation at Apptrak Stud Dairy, plus two bottles of wine (Limoncielo and Café) from Wollombi Village Vineyard is offered for another great photographer!

Lunch for two at Café Wollombi Half Day Tour for rider plus pillion with Timetravellers Motorcycle Tours & Events (www.timetravellers. com.au) Value: over $700 In the heart of Wollombi Village is the beautiful Georgian sandstone of Grays Inn. The stylish rooms feature queen size beds, ensuites, air-conditioning, tea and coffee making facilities, and were all upgraded in 2011. With Noyce Bros cellar door and the gourmet delights of Panino Caffe below, a short walk to the Tavern, Museum and Art Gallery, and surrounded by an eclectic mix of boutique shops, a stay at Grays Inn is certain to be memorable. Relax on the verandah with a bottle of wine or even enjoy a game of chess on the giant chessboard in the enchanting garden behind the Inn. Café Wollombi features a delicious and diverse menu, with great service and a lovely view of the historic village from the verandah. Fresh local produce is the main ingredient, and the specials board always has something different to entice and delight.

Apptrak Stud (http://www.apptrakstud.com/) was once a fully operational dairy, but has since been renovated to offer a relaxing and enjoyable experience in well appointed, self contained, two bedroom cottages, for both people and their animals. Wollombi Village Vineyard specializes in quality, affordable wines and authentic Italian liqueurs, and has kept with the traditional Hunter Valley family run vineyard with a Mediterranean influence.

Another great place to stay is the charming and tranquil Avoca House B&B (www.avocahouse.com. au), which features two spacious modern country style retreats, linked to the main homestead by wrap around, vine covered verandahs. Offering private and contemporary comfort for 8 – 10 guests, only 2km from Wollombi Village, here you can experience true hospitality from Bob & Angela, and enjoy home cooked breakfasts using freshly laid eggs from their own hens. Combine your stay here with a wine tour, motorbike tour, local concert or event, or just relax and enjoy the serene country atmosphere. n

Call Toll-free: 1300 736 869

MOTORCYCLE TOURS AND RENTALS www.bikescape.com.au

TAP TO EXPERIENCE MORE

Bikescape is a first-class motorcycle rental & tour company conveniently located in Sydney, Australia. The Bikescape team are dedicated to providing personal, friendly service, with rich insights into the best roads to ride, and ensure that you return home with only the best motorcycling memories.

TAP TO ENTER ONLINE AT www.cycletorque.com.au/win

QUAD TORQUE NEWS

S E G A L L A R C Y C L E T O R Q U E N O V E M B ER O F N U QUAD F PQV-250ST

2013 - 94

PQV-350ATV-5

PQV-150ST

PQV-150ST-A

PARKLANDER has a new range of quads out starting with the sporty 150cc PQV-150ST, an entry-level machine priced at just $1790.

It’s powered by an air-cooled single-cylinder four-stroke engine, has sporty styling and would be useful on a property and still fun for the youngsters.

This chain-drive electric start model has a maximum speed of 50km/h and features reverse gear.

The 150cc PQV-150ST-A is a larger machine running the same engine, designed to suit larger riders, including larger wheels and tyres.

There are some differences such as tyre sizes and a more utalitarian design with the same top speed of about 50km/h .

The front end has a much sturdier protection bar arrangement and this helps push the weight up by 10kg. The 150ST-A comes in at $1899 RRP. Both models run lights and blinkers.

Parklander's PQV-250ST features an air-cooled single-cylinder four-stroke engine. Perfect for the farm, this machine is a strong workhorse.

Transmission is shaft drive and runs through a five-speed gearbox with reverse gearshift.

This model features disc brakes front and back as well as a higher top speed of around 65km/h.

Radial tyres are standard and it also comes equipped with lights and blinkers.

Fuel tank capacity is larger at 12 litres and it carries an RRP of $3999.

Parklander's Hi-Sun built 350cc PQV-350ATV-5 is the spors machine of the range, , running a 25HP motor and featuring independent double swingarm front suspension, triple ventilated disc brakes and a five speed transmission (with reverse).

Radial tyres adorn the beautiful rims and it’s well-priced at just $5500.

Parklander’s big-bore sports is the PQV-450ATV-2. Designed for senior riders looking to have a whole lot of fun without breaking the bank, the PQV-450 is very keenly priced at just $7290.

Running a 448cc Subaru single cylinder liquid-cooled

ARCTIC CAT, now being distributed in Australia through PS Importers, has a great little youth quad in the form of the DVX 90 ATV. Powered with a single overhead cam four-stroke two-valve engine this air-cooled 90cc machine has a Duramatic automatic CVT transmission with forward and neutral - reverse is only a lever away.

The fully independent Double A-arm front suspension has 7.1cm of travel and the rear single A-arm has an ample 7.3cm.

The DVX 90 runs quality 20inch Kenda tyres on the front and 19inch Kendas on the rear.

The wheels are powder-coated steel and the front brakes are drums with a hydraulic rear disc.

The wheelbase is 97.5cm with a ground clearance of 18.4cm. As well as the headlight and tail lights the DVX 90 also comes with a safety flag.

Fuel tank capacity is 5.7litres and the whole package weighs in at 117.9kg (dry).

For more information check out www.arcticcataustralia.com.au n

four-stroke engine, this machine puts out over 40 horsepower and 36Nm of torque. There’s a Mikuni carburettor providing the fuel and chain final drive.

The long-travel front suspension is controlled by independent double swingarms, stopping is controlled with three discs.

There’s a five-speed gearbox and reverse.

For more information ring the crew at Parklands on (02) 9584 7700 or check out www.parklands.net. n

CYCLE TORQUE NOVEMBER 2013 - 95

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get the latest from WEBSITE • NEW & USED BIKES • PARTS & ACCESSORIES • SERVICE & WORKSHOP

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FACEBOOK VIDEO TWITTER NEWSLETTER For the love of motorcycling

CYCLE TORQUE NOVEMBER 2013 - 98

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These 365 must-ride motorcycles range from classic gaslight-era bikes, racers, and modern sportbikes to oddities that have to be ridden to be understood (or believed). From the 2007 Ducati 999R to the 1909 Harley-Davidson Silent Grey Fellow, promising hours of entertainment to any motorcycle enthusiast.

2. MOTORCYCLE CAMPING – $34.95

More and more motorcyclists have taken to camping, both to reduce travel costs and to add an extremely enjoyable dimension to their adventures. Motorcycle camping offers an inexpensive, comfortable, relaxing way to see the country, enjoy nature, and share stories with your friends around a campfire.

3. HOW TO RIDE OFF-ROAD MOTORCYCLES – $39.99

Off-road riding is one of motorcycling’s most popular pursuits and also one of its best training grounds for improving street-riding skills. Off-road riding takes many forms, from motocross and enduro racing, to dual-sport day trips, to trail riding, to adventure tours. No matter the specific pursuit, all dirt riding (and much street riding) shares the same basic skill set.

4. HOW TO BUILD A CHOPPER – $49.99

Choppers are hot again. All you need to decide is what style you want and this book will guide you through the building sequences. It shows how to build a genuine old chopper or a chopper that looks old and has the conveniences of today, such as electric start and functioning brakes.

5. ADVANCED CUSTOM MOTORCYCLE ASSEMBLY & FABRICATION MANUAL – $39.95

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

6. ADVANCED SHEET METAL FABRICATION – $49.95

A follow-up to his popular Sheet Metal Fabrication, author Tim Remus taps into the talents of master craftsmen to bring you more techniques for forming aluminum and steel into the one-of-a-kind parts that make your street rod or custom cycle more than a “me too” machine. This book is lavishly illustrated with quality photographs.

7. BIG BOOK OF HARLEY-DAVIDSON HORSEPOWER – $35.00

Evo, Twin Cam and V-Rod – it doesn’t matter, this book will give you the advice and tips you need to make it run harder.

With different stages of tune explained and how to achieve them and also how to handle the increased horsepower, this is a great book if you’re keen to extract more from your Harley.

8. DON COX CIRCUS LIFE - SIGNED – $99.00

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

9. ESSENTIAL GUIDE TO MOTORCYCLE MAINTENANCE – $65.00

The purpose of this book is to introduce the novice motorcycle mechanic to the basic mechanical concepts that go into designing, building and maintaining modern motorcycles. By performing their own basic maintenance readers will gain a much better understanding of how motorcycles function, and develop a much better feel for the health of their bike and deal with little problems before they become a big one, or worse, a serious safety issue.

10. ESSENTIAL GUIDE TO MOTORCYCLE TRAVEL – $55.00

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

11. THE LAST HURRAH – $45.50

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12. HOW TO SET UP YOUR MOTORCYCLE WORKSHOP – $44.95

From a corner of the garage set up for routine maintenance to a dream shop housing precious classic machines, How to Set Up Your Motorcycle Workshop, Third Edition will help you make the most of your space. Packed with easy-to-read practical advice, author C. G. Masi walks the reader through designing, building, and equipping the workshop you need - whether you plan to restore, repair, and maintain your own bikes or hope to open a small commercial facility.

CYCLE TORQUE NOVEMBER 2013 - 100

SHOP TORQUE

NORTH COAST V-TWINS North Coast V-Twins is a family owned and operated MTA-award winning business that has been serving the motorcycle community of Coffs Harbour and surrounding areas since 1989.

As the sole NSW Mid North Coast franchise for Harley Davidson, Ducati and Hyosung motorcycles they can help customers with new and used bikes as well as parts, accessories, servicing, apparel and merchandise.

And if that’s not enough there’s also Coffs KTM right next door to keep those offroad pangs satisfied.

And now North Coast V-Twins has launched a new online store on www.v-twins.com. au where you can check out what’s available in new and used bikes, parts, accessories, apparel, special promotions as well as news, events and racing.

Dealer Principal and owner Ashley Beaton well remembers that spark that ignited his passion and launched the vee-twin grin.

“It started when I was a teenager,” he recalls.

“I remember leaving a picture theatre in Gloucester, my home town, and one of the local lads had his new Ducati 750GT parked at the front.

“As my friends and and I were leaving the GT burst into life with both booming Conti mufflers shooting their magnificent note straight up the stairs to where we were standing, leaving an impression on my soul that only a musician would understand.

“I knew after that moment that one day I would have one.”

He had to wait another six years but Ashley eventually took ownership of his first Ducati, a 1978 900SD Ducati Darmah, which is still his pride and joy.

His first experience on race tracks began in the early ’80s on Ducati and a hand built TZ with a 500cc XL Honda motor bolted into it by local legend bike builder Brad Wiseman.

“The odd track day fuelled my addiction for fast bikes and in the early 90s I developed my road racing career,” Ashely recalls.

“Brad came to work with me and we soon started attending race meetings, preparing the bikes and me as the rider. We had some good success and a load of fun, we are good mates to this day,” he said.

“I spent over eight years on the track racing mainly in Bears and Club events around NSW and Queensland. Warren Fraser from NF Importers approached us in 1996 to take on the Harley-Davidson franchise, adding this to Ducati and Moto Guzzi caused a few issues in regards to space and the more staff that we required.”

For more information ring the friendly North Coast V-Twins crew on (02) 6650 4200 or check out the new website www.v-twins.com.au Better still go and visit the showroom is Seccombe Close, Coffs Harbour. You can also subscribe to the V-Twins Newsletter to receive all the latest news and updates from North Coast V-Twins as well as links to an interesting variety of sites for vee-twin motorcycle enthusiasts.

You will also find them on Twitter @NCVTwins, Facebook North Coast V-Twins, Instagram @vtwingrinner and Youtube as North Coast V-Twins n

CYCLE TORQUE NOVEMBER 2013 - 101

LETTERS Blame Game

K C A B I G N I U TO RQ

I read with astonished amusement your article The Blame Game, [CT October 2013] which was responding to accusations from a Wollombi Valley local who makes Cycle Torque responsible for recent road accidents in the area! Does this person also hold the editors of travel magazines responsible for plane crashes? How about blaming bridal magazines for divorce while you’re at it?

When we ride a motorcycle, we are responsible for the manner in which we ride, at all times.

If we choose to ignore speed limits or any other road rule, that is our choice and we are responsible for any consequences. Obviously other people can be at fault in accidents, and there are an enormous number of factors that can cause an accident, but to place the entire blame for a particular death on the editor of a motorcycling magazine is insanity.

There are a small number of Wollombi Valley ‘locals’ who feel it is their duty to prevent any progress or promotion of this fantastic, but largely overlooked, tourist destination, and have for three years been a large pain in our own backside during an extensive DA process to run a motorcycle touring business here.

They have even sent in one of their Bigwigs, pretending to befriend us and offer free legal advice, all the while gathering information for the objectors! This is the type of person who writes such ignorant, misinformed and quite frankly idiotic letters to reputable magazines, and who probably had not even read the articles. I am very much looking forward to the next time I see them in Wollombi.

Arthur Ablett, Director, Timetravellers Motorcycle Tours & Events

Objectifying women

LAST year I wrote to Cycle Torque congratulating you on a great magazine (I even won letter of the month and received a great prize!).

WRITE A LETTER!

WIN A GREAT PRIZE This month Lawrie Asgill has won a Cargol Turn & Go puncture repair kit.

Available from better bike shops everywhere and there’s a video of one being used on the Cycle Torque website.

Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay,

I wrote how I was particularly impressed that your publication did not include demeaning pictures which sexualise and objectify women. So you can imagine my disappointment when I read the September NSW 2282 or email chris@cycletorque.com.au. issue of Cycle Torque, which includes ads which feature semi-nude, suggestive pictures of women. I think our society is subjected to more than enough from motorcycles to car racing, wouldn’t you? inappropriate images of women in other magazines Unfortunately a couple of years later Gregg was and on the internet, surely we can read a bike killed in a car race at Phillip Island. magazine without more of them!

Lawrie Asgill I really thought your publication was different Cruise to the other sleazy bike magazines. My young GOOD article on the work of Tony and Frank at MC boys will not be reading Cycle Torque if you Cruise Controls. I fitted one of their units to continue to use such advertising. my BMW R 1150 GS in 2005 and it was great. Very Josie reliable and it saved heaps on petrol money; and It’s one wonman in a bikini, placed by an advertiser speeding fines too… Tony and Frank set themselves - and advertisers are how we keep Cycle Torque free, very high standards and live up to them.

Josie. If you think that makes us sleazy, that’s up The 2005 model was good but their continued to you. – NP development has improved their product hugely.

I am about to fit one of their units to my F 800 Got it wrong GS. More articles on people doing little things AFTER reading the September issue of your fine that make big improvements to biking, please. publication I was amazed you missed Gregg David Ritchie Hansford when writing about Casey Stoner’s transition to V8 Supercars. Quote, “The only Basics Australian rider who has made a successful I ENJOYED your “Back to Basics” section this career out of car racing after bike racing was month regarding the Harley-Davidson Iron 883.

Wayne Gardner, and that was nigh on twenty years I too have a liking to this bike even though ago.” it’s not my preferred choice as I recently Hansford didn’t win a World Championship, laid a deposit down on a new Breakout. One only finishing runner up in two classes of GP of the salesmen told me that when choosing a racing, that being the 250cc and 350cc class Harley it has to be the one that stands out over successive years. Kenny Roberts once said and appeals to you most which is my reasoning Hansford was the best rider never to win a World for picking the Breakout. But if ever I was Championship. lucky enough to own a second bike, the blackedGregg returned to Australia and took up car out Iron 883 would be parked right beside the racing. He drove with and for Alan Moffatt in Breakout. To me, the Iron would be great for the Australian Touring Championship driving the daily commute or quick weekend rides down a Mazda, co-drove with Larry Perkins in the the Peninsula. Plus it looks tough too.

Great Race at Bathurst and they won. I would Jason Henderson say that was a pretty successful transition

CYCLE TORQUE NOVEMBER 2013 - 102

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