Cycle Torque November 2016

WELCOME

cycletorque.com.au NOVEMBER 2016 I 2

November 2016

Thanks for reading Cycle Torque, I hope you enjoy this – and every – issue. We’ve been doing the digital editions longer than just about anybody and we believe we do a great job, but we’d really appreciate it if you could let us know what you think - leave a review on iTunes for the iPad and iPhone editions and drops us an email to feedback@cycletorque.com.au for the PDF or online editions. You can email any of the staff or contributors through that email address, too.

This month there are all kinds of bikes featured and tested. The Yamaha TT-R125 and TT-R230 for the kids’ feature, the Ducati XDiavel, Triumph’s Speed Triple R, a huge Harley-Davidson advertising feature, the latest bikes from Intermott, one of the big European shows, and lots more. It all points to a great 2017 for motorcycling.

It seems like we’ve never had it so good – a couple of decades ago it felt like we had a lot less choice. The Japanese were strong, of course, and there were niches for the passionate motorcyclists – Harley-Davidson was gaining strength, Triumph had been re-born, BMW was doing some interesting bikes and Ducati’s eight-valvers were winning races, but it felt like you went exotic – anything from the USA or Europe – on mainstream (Japanese). And every brand - except BMW, maybe – was ‘known’ to be less reliable than a Japanese bike.

EMAIL US YOUR FEEDBACK feedback@cycletorque.com.au

Haven’t times changed! Sure, the Japanese brands are all still there and all producing great bikes. But the real growth has come from Europe and America, and now the Chinese are making their presence felt.

KTM has come out of seemingly nowhere to become the number 1 dirt bike brand in off-road competition, Harley-Davidson is number 1 in road bikes, Ducati and BMW are setting sales records.

And now Triumph is producing a modern Bobber, a bike embargoed until after our print edition, so check out the Cycle Torque website for info on this interesting new model.

With so many people spending more and more time on social media, it’s important to Cycle Torque that our readers give us feedback on what makes you keep coming back to a magazine - even if it’s in digital form - so giving us a rating on iTunes, dropping us a line via email and letting advertisers know you found then through Cycle Torque is really important to our future growth.

Thanks again.

– Nigel Paterson Publisher

WWW. NEWSLETTER

TAP ICONS TO EXPLORE

CONTENTS

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Ridden

TEST DUCATI XDIAVEL & XDIAVEL S 24

TEST TRIUMPH SPEED TRIPLE R 35

Features Fun Fast Four and Family 58 82

CUSTOM TORQUE

TEST YAMAHA TT R125LWE & TT-R230 50

Regulars 5

NEWS TORQUE

22

GUNTRIP

15

SMALL TORQUE

76

BIKE STUFF

19

EDITORIAL

87

BOOK SHOP

20

DIRTY TORQUE

90

TORQUE BACK - LETTERS

21

RACE TORQUE

92

MARKET TORQUE

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NEWS TORQUE

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2017’s new sportsbikes!

Ducati’s comfortable Supersport

DUCATI has announced a new machine to slot into its range between the upright Monsters and race-inspired Panigale – the new SuperSport and SuperSport S. Claimed to be comfortable on the freeway, agile in the twisties and suitable for city riding, the new machine will arrive in Australia next March.

Powered by a 937cc Testastretta liquid-cooled V-twin with 113 horsepower and a flat torque curve, the new machine should be very capable without being a rip-your-arms out road burner.

It will feature three riding modes – sport, touring, urban – which points to its design brief – it’s not a race bike, that is the Panigale’s job.

With ‘relaxed’ riding positions for both rider and pillion, good wind protection from the height-adjustable screen and a 16-litre tank to provide range in excess of 200km, don’t be surprised if the Ducati SuperSport quickly becomes on the marque’s best-sellers.

The SuperSport range includes a SuperSport S version featuring fully adjustable Öhlins suspension, the Ducati Quick Shift up/down system and a rear seat cover: the latter are also available as accessories for the SuperSport.

Pricing hasn’t been announced yet.

Yamaha’s race-inspired YZF-R6 Yamaha has announced a new YZF-R6 for 2017 and it looks like it will be one seriously impressive supersport bike.

The majority of the update is to align itself as the sibling of the latest generation YZF-R1, taking similar styling through what Yamaha claims is the most aerodynamic motorcycle the company has made.

Integrated indicators, recessed LED headlights, seat and tail sections, as well as the front cowl and windscreen have received updates.

The YZF-R6 will also share its suspension and brake package with the R1.

Other features include sophisticated traction control, D-Mode (three throttle maps), quickshifter, lightweight aluminium tank and a slimmer subframe.

Continued on next page

NEWS TORQUE Kawasaki updates H2 The only Supercharged production motorcycle, Kawasaki’s amazing, incredible and eye-wateringly-expensive H2 Carbon is being built for 2017 – just 120 examples, and we don’t know if any are coming to Australia yet.

While here at Cycle Torque we always wondered if Kawasaki’s supercharged machines would evolve into something more mainstream or disappear like turbocharged machines in the past did, it looks like Kawasaki’s desire to produce high performance hardware hasn’t diminished.

The new models look incredibly purposeful and futuristic with its angular styling and carbon-fibre upper-fairing The standard H2 has also received an update, with an up-and-down quickshifter, Öhlins rear shock and fancier electronics, including a bank angle sensor in the display.

Two new GSX-R1000 models SUZUKI hasn’t just built a new GSX-R1000, it’s built the limited-edition racefocussed GSX-R1000R, too.

The differences between the models relate to track times - quickshifter, different suspension, launch control: but both machines are built around the same all-new platform.

Both new GSX-R1000 models feature the electronics, performance and design to compete head-to-head with the best from Japan and Europe. The 59-page press kit is littered with updates, changes and innovations, but it’s all aimed at one thing: Suzuki wants you to “Own the Racetrack”.

Although there’s heritage there, the design is new, with 600 new parts and components. It’s the most compact and aerodynamic GSX-R1000 ever.

It’s also the most powerful GSX-R motor ever built, with a blistering top-end without sacrificing bottom-end or mid-range.

The new Gixxer thou makes over 200 horsepower, and features variable valve timing along with ride-by-wire throttle, comprehensive electronic aids (traction control and ABS), LDC display, Suzuki’s Easy Start System, Low RPM Assist and lots more, especially on the 1000R model. n

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NEWS TORQUE

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Moto Expo Melbourne, November 25-27

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

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

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

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The 2016 Moto Expo Melbourne presented by Shannons Insurance will take place November 25-27.

The Moto Expo showcases all that the motorcycle industry has to offer, including the latest and greatest motorcycles available, across 30,000 square metres at the Melbourne Showgrounds, Moto.

Attendees at Moto Expo will have the opportunity to witness first-hand the unveiling of all-new motorcycle models, none of which have been seen before in Australia.

A VIP bike viewing experience will also be open to the public, and will take place from 9am on Friday morning.

2016’s Moto Expo will see over 100 exhibitors present the latest in motorcycles, scooters, ATVs, side-by-sides, jet skis, trikes and sidecars, as well as a vast paddock of motorcycle products and services.

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As well as new product announcements, the Expo will host mind-blowing stunts from some of Australia’s best riders, supermoto, freestyle motocross, trials riding, streetbike stunts, and the high octane Baylisstic Scramble Flat Track Racing.

By purchasing tickets online. Moto Expo attendees will go in the draw to win a return trip for two people to take part in a Nevermind Adventures Motorcycle Tour; a once in a lifetime, all expenses paid motorcycle tour for two through Southern Central Asia. Second prize will win a brand new LAMS approved vintage inspired Royal Enfield 350 motorcycle.

Go to motoexpo.com.au.

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NEWS TORQUE

cycletorque.com.au NOVEMBER 2016 I 8

YMF Secures naming rights for WSBK opener Yamaha Financial Services announced it is back on board as the major sponsor of the Australian round of the 2017 MOTUL FIM Superbike World Championship.

Brad Ryan, Managing Director of Yamaha Financial Services Australia, said “Yamaha Finance and Insurance is delighted to be partnering the Phillip Island circuit and DORNA for a second time in support of the 2017 Australian round of World Superbikes.”

“As our business expands so does our support of grass roots motorcycling.

“The terrific feedback we received from our dealer partners, the public and our loyal customers left us in no doubt we should sponsor [World Superbikes] again if the opportunity arose.

“This sponsorship caps off a huge range of racing and event sponsorships over the last 12 months, including MX Nationals, Aus-X Open, ASBK, and both Factory and Privateer Racing Teams.

“We think, as the only specialist captive motorcycle finance and insurance company in Australia, it’s our job to give back.

“We think this high level of involvement helps us understand our customers better, but is also a way to show our support of the wider industry.”

“We are well underway with planning for 2017 and the backing of Yamaha Financial Services is integral to the event’s success,” said Fergus Cameron, managing director of the Phillip Island circuit.

“Yamaha has been a strong superbike supporter

over many years and we are thrilled to have them back on board. Their partnership gives us added funds to ensure our world superbike round caters for the entertainment needs of all our fans.”

Tickets are currently available through Ticketek, with a three-day general admission at just $120, saving $35 on the gate price.

Also available via Ticketek are BarSBK passes at $260 with undercover viewing locations at the circuit’s most spectacular points – Doohan Corner, Lukey Heights and Siberia.

Adult single day tickets start at $30 for Friday, $65 for Saturday and $80 for Sunday, purchased in advance.

Ticket prices quoted are for tickets purchased in advance and are subject to Ticketek’s booking fee.

Children 15 and under, accompanied by a paying adult, are free, for both the event and circuit camping, making it an affordable, summer long weekend getaway for all the gang at pristine Phillip Island.

All information can be found at worldsbk.com.au with news on a range of VIP hospitality packages also available via the circuit.

Five months out, the event is shaping up as a winner, with the PATA Crescent Yamaha WorldSBK team picking up Dutch hot-shot, Michael van der Mark, to join Brit Alex Lowes in 2017 on the Yamaha YZF R1s. n

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NEWS TORQUE

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Penrith Motorcycle Centre celebrates first birthday 12 months after taking over from Kelen Kawasaki, the newly renamed Penrith Motorcycle Centre recently celebrated its first birthday Saturday, October 29.

Now located at 139 Blaikie Road in Penrith the new showroom also stocks Royal Enfield and MV Agusta brands as well as stocking second hand bikes and ATVs. Dealer principal Malcolm Nixon said the staff was excited to celebrate the rebirth of the store which used to be called Kelen Kawasaki.

“Chris and Len had the store as Kelen Kawasaki for at least 28 years and it was an iconic part of Penrith’s motorcycle community,” he said.

“We decided to relocate the store to a larger, fully-refurbished premises and rename it after we took on the other brands,” he said.

“The birthday celebration was a great opportunity to invite people to come along and look at the new showroom and the huge range of bikes, apparel, spares and equipment we have on hand.”

The dealership stocks a huge range of motorcycle accessories and apparel with brands including Shoei, Shark Helmets, Dri Rider, O’Neill and Ixon at competitive prices.

The store offers new and used bikes for sale and motorcycle finance and insurance on all new bikes.

At Penrith Motorcycle Centre, the motorcycle service and spare parts department operates Monday through Saturday with dedicated, knowledgeable service technicians that are able to get your motorcycle back on the road, in top condition, as quickly as possible.

The service department can also service bikes that are more than 20 years old, so no matter what you ride you can get it serviced.

“Our service department can handle just about anything from dirt bikes to

Harley-Davidson, such is the level of their experience and the range of diagnostic equipment we have on hand,” Malcolm said.

“Lots of other bike shops don’t like servicing bikes that are much older than 10 or 15 years but we can quite easily cater to virtually anything you need to have serviced.”

All the staff at Penrith Motorcycle Centre are passionate motorcycle enthusiasts and will go out of their way to help you whether it be for a spare part, new jacket or new bike purchase.

Drop in to the showroom at 139 Blaikie Rd, Penrith, NSW 2750 or check out www. penrithmotorcycles.com.au n

NEWS TORQUE

Save the Oxley ride – November 5 Ken Healy, a local Oxley rider has organised a ‘Save the Oxley Ride’ under the Motorcycle Council of NSW’s banner, in response to decreased speed limits on the revered piece of bitumen.

The ride will be held Saturday, November 5, departing from two locations: Andrew’s Park, Wauchope; and beside Walcha Oval at 9am for a 10am departure.

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HILLS MOTORCYCLE WRECKERS WRECKING JAPANESE AND EUROPEAN BIKES OLD AND NEW MODELS

Speed limits on parts of the Oxley have recently been decreased in September, after a road safety audit.

The Oxley Highway Route Safety Review from July last year found out of 415 casualties from 2008 to 2012 on the Oxley, the majority were drivers (49%).

The review made 14 recommendations including removing roadside hazards, adjusting barriers, better line-marking, improving the road, expanding mobile phone coverage and an education campaign particularly targeting riders.

It also recommended reviewing speed zones.

Ken said the “speed changes will add hours to their weekly commute into towns like Wauchope, Port Macquarie and Walcha for work and for children to attend school.”

Ken also believes “education is the only way to address the problem of motorcycle and driver casualties.

“The RMS should be running campaigns targeting not just motorcycle riders but drivers as well.”

From September 29, the 80 zone leaving Wauchope travelling west became a 60 zone all the way to the Byabarra turn off, while the Long Flat bends go from a 100 to a 60 zone.

The 15km, 100km/h stretch to Long Flat is planned to become an 80 zone, while the 300 bends on the mountain, some 53 kilometers of road, half way to Walcha will go from 100 to 70.

Ken has set up a petition at change.org/p/oxley-highway-wauchope-to-walcha-newspeed-zones n

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NEWS TORQUE Brad West off to AMA Mini O’s after strong AJMX finish KX Junior squad member, Brad West, campaigned his Kawasaki KX85 to finish as runner-up in the 85-150cc 9-12yr class of the 2016 AJMX Championship held in Beulah Park, South Australia.

Next on the calendar for Brad is to compete aboard his Kawasaki KX85 at the Mini O’s AMA national event in Florida, USA. Brad’s father, Sean West said, “the goal for the Mini O’s is to gain valuable experience.

“We can run up front and will give it our most.”

The 12-year-old from Dingo, Queensland took all but one holeshot at Beulah Park, finishing third, first and second place respectively in each moto.

Sean said, “we came down to Beulah Park before the event for three days of testing however the track formed up a lot differently during the actual competition so we had to adapt and the three heat races gave us a good chance to set up the KX85 perfectly.

“We are extremely proud of Brad’s amazing performance and as if he wasn’t already determined enough, coming second by such a fine margin has only lit a larger fire in his belly!”

Fine weather welcomed the championship, however turned into dismal conditions by the end of the event where the ferocious rain was nothing short of sideways at times.

Brad and his father Sean, used practice and heat races to their advantage, tweaking the KX85 to qualify 4th.

In the first race, Brad took the holeshot and finished in third after a tough battle with strong competitors.

Brad stepped it up a gear in the second moto and complimented his holeshot with the race win.

The final race saw Brad in 3rd position after the first turn and following a strong effort Brad was leading, only to be passed on the final lap and having to settle for a 2nd place finish and ultimately 2nd place overall for the championship. n

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NEWS TORQUE

cycletorque.com.au 2016 C Y C L E T O R Q UNOVEMBER E FEBRUAR Y 2 0I 14 15

Cream of Aussie FMX Unite for Charity WHEN Peter Yates of Yatcon Civil said he wanted to deliver a freestyle motocross exhibition to the masses, he was never going to do it by halves.

Peter’s company had the potential to engineer an international grade FMX arena and he had the perfect location in mind.

The i98FM Illawarra Convoy is the region’s biggest charity event; raising millions over the years. Peter enlisted the help of MJ Rowles and approached his mate Justin Bush aka Bushy at City Coast Motorcycles with his plan. As a supporter of FMX since day-dot, Bushy said, “leave it with me”. A few phone calls later and Bushy had assembled an elite Aussie line-up.

Peter’s dream would ultimately culminate in a day of spectacular FMX jam sessions.

Thousands were entertained by jaw-dropping moves from riders who gave their time freely in the name of charity. It was the biggest FMX gig ever seen on the South Coast.

“I was so happy with how it all it all went last year. We had rain every day leading up to the event, but once I saw some of the sick kids that Convoy supports I made sure it happened – whatever it took,” Peter said.

And now Wollongong is gearing up for an even bigger and better encore….

“I can’t wait to come back this year with more riders, more ramps and more mayhem for the kiddies. Multiple X-games gold medallist Jacko Strong’s returning along with 14 world class acts. We’ve got riders from the Nitro Circus as well as some locals from our own FMX Team. City Coast Motorcycles will also be giving away a Yamaha fun bike on the day,” Bushy said.

City Coast Motorcycles presents the Yatcon Civil Jam will be held at the Croome Road Sporting Complex as a part of the i98fm Illawarra Convoy family day on November 20.

By Jane Sim Jane is the Marketing and Events Coordinator at City Coast Motorcycles

THE LEARNER RANGE AT RIC ANDREWS MOTORCYCLES WEST GOSFORD WILL SATISFY ANY RIDING DESIRE YOU MAY HAVE! Contact the team on (02) 4324 1800 or come in and say hello!

Ric Andrews Motorcycles MD: 18776 MVRL: 39286 169 Manns Road (cnr Dells Road), West Gosford NSW 2250 Ph: 02 43241800 Fax: 02 43242241 admin@ricandrewsmotorycles.com.au

SMALL TORQUE

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Aus-X returns SUPERCROSS returns to Sydney November 12-13 for the Aus-X Open at Qudos Bank Arena.

“World Champion Supercross racers will take on Australia’s best and more in two heartstopping nights of racing action combined with the insane Freestyle Motocross ‘Best Trick’ competition!” http://ausxopen.com

Victory and Indian open in Perth IT was a wet and miserable day for the grand opening of a new flagship store for Victory and Indian in Perth on October 8. With Ian Moss and Shane Jacobsen there to support the brands, fashion parades, a vintage bike display and a huge store to explore, the day went of well despite the weather. “The motorcyclists of Western Australia have waited a long time for Indian and Victory Motorcycles to arrive in Perth, the wait is finally over. There is no better way to announce our arrival than with one huge party,” said Peter Harvey, Country Manager for Motorcycle. Check out Indian Motorcycle Perth at 1429 Albany Highway Cannington. 08 6254 0900.

NEW

SPEED TRIPLE

Marquez crowned World Champion MARC Marquez is the 2016 MotoGP World Champion after clinching the title at the Motegi Twin Ring in unlikely circumstances.

It was just another race for Marquez, who said it was “impossible” when his team told him he could mathematically take the title.

If Marquez won the race, both rival contenders Valentino Rossi and Jorge Lorenzo had to essentially skid it down the road for Marquez to be crowned champion.

With Marquez leading early in the race, the points situation meant Rossi and Lorenzo were forced to push for the victory.

Only 100 championship points were left on the table and Marquez had one hand on the championship.

Rossi was the first to fold, six laps into the race, losing the front at turn 10 while in second.

The bike trapped his right leg until the marshals could free him.

Lorenzo followed suit some 14-laps later, at a time when all thought a result at Phillip Island was more likely.

Lorenzo appeared to lose traction with the front tyre after touching the white line.

Both Rossi Lorenzo said it was a pity, because they were both in a position to win the race. n

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SMALL TORQUE

cycletorque.com.au NOVEMBER 2016 I 16

Pedrosa fractures collarbone in Rising Sun highside.

P

en

r e

DANI Pedrosa has broken his right collarbone during practice for the Japanese GP. He may not return until the final race of the year, Valencia in Spain, which would cost him three races – Japan, Australia and Malaysia.

torcycle C o M h ent r it

Intermot success The big German bike show, Intermot, is showing the motorcycle industry is doing pretty well – there were more new bikes announced, more visitors, more customized bikes – indeed the organisers announced it ‘broke all records to-date”.

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Rea set to take back to back WSBK crown Rea’s team-mate Tom Sykes can win the title if he wins both races and Rea fails to score a point, but with Ducati’s Chaz Davies on an absolute roll, having won the last five races in a row, you’d have to punt on Davies being strong but Rea winning the title after race one at Qatar on October 29. n

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As we go to press there’s just one round left of the World Superbike Championship, with Kawasaki’s Jonathon Rea the odds-on favourite to take the title, needing just two points from the two races to seal back-to-back crowns.

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dennis@cycletorque.com.au

EDITORIAL

cycletorque.com.au NOVEMBER 2016 I 19

The Future?

IN THE wake of the news my favourite road’s speed limits have been slashed – parts of NSW’s Oxley Highway have had its speed limit dropped from 100km/h to 60 – I’m finding it tougher and tougher to enjoy riding sportsbikes on public roads – so maybe I’m not as excited about the hot 2017 sportsbikes as I might otherwise be.

That said, if I get offered keys and a racetrack for the new Yamaha R6 or limited-edition Kawasaki ZX-10RR, I’ll be in the leathers before you can say ‘traction control’. There’s a heap of other sportsbikes from Suzuki, Honda, Aprilia and others coming too, so although sales aren’t what they were, it’s obvious enough people are still keen to ride these incredible machines – but they are best on tracks.

Then there’s the Ducati SuperSport. Sporty without being a racetrack refugee, the SuperSport looks like it will be a lot of fun without being too cramped, aggressive or narrowfocussed. A Ducati slotting in between the Monster range and the Panigales sounds very sweet.

I’ve owned a heap of sporty roadbikes in the past, from XJ and FZ750 Yamahas, an RF900 Suzuki, Super Blackbird Honda… and even some of the sportsbikes of old weren’t very aggressive – RD and RZ Yamahas for example, so I’m really looking forward to riding the new Supersport.

Given I don’t get out onto tracks as much as I should these days, I suppose it’s no surprise I’m more excited by the new KTM Adventure models, which look fast, capable and versatile. In 1090 and 1290 capacities with a variety of models, KTM is trying to cater for everyone keen on a big twin cylinder Adventure bike.

Suzuki has announced new V-Stroms, but they will be a while coming.

If you’re looking to have fun the naked Yamahas have been very popular in recent years, and it looks like they’re getting better – the new MT-09 looks particularly special, and the MT-10 SP particularly cool. Against that is the new BMW S

1000 R, with that incredible German four-pot screamer motor.

BMW’s updated a number of its models to improve them too – killing some of the vibrations from the S 1000 XR addresses one of our biggest complaints about a bike we otherwise absolutely loved. Then there’s the old-school inspired café-racer R nineT Racer and R nineT Pure, a stripped-down naked retro. Talking retro, Triumph’s got new Bonnevilles which look good and a retro café racer, the Street Cup, which isn’t as aggressive as the Thruxton.

Out of left-field comes the BMW K 1600 B, a German Bagger.

But one of the most interesting announcements was for something you can’t buy – and maybe never will be able to.

The BMW Vision Next 100 is a concept of connected riding in the future – ‘an analogue experience in a digital age’.

“The BMW Motorrad VISION NEXT 100 stands for the ultimate riding experience. Liberated from the need to wear a helmet and protective clothing, the rider is able to enjoy the forces. Acceleration, wind and nature as in touch with the surrounding world, savouring every moment. The design of the BMW Motorrad VISION NEXT 100 represents the essence of the motorcycle: the perfect synthesis between human and machine. Every detail is of the highest quality and the design incorporates all the most striking visual aspects of BMW Motorrad bikes across the ages. These elements, however, have a contemporary twist, both visually and in terms of function.”

A vision of riding decades into the future, the Vision Next 100 employs concepts like a zero-emission engine, a ‘flexframe’ chassis steered by being flexible, not through today’s mechanical linkages and damping-providing tyres with active variable tread for improved grip.

“Normally, when we develop a motorcycle, we tend to think 5 to 10 years in advance. On this occasion, we looked much further ahead and found the experience especially exciting.

There are some very attractive prospects. I firmly believe the BMW Motorrad VISION NEXT 100 sets out a coherent future scenario for the BMW Motorrad brand,” explains Edgar Heinrich.

Incorporating things like self-balancing and noviceassistance technologies, the idea is to build a bike which can’t fall over.

Then there is the digital connection – a set of glasses/ goggles which provides digital information on what’s effectively a head-up display as the info is needed. BMW doesn’t want to ruin the experience of riding a motorcycle just because of the technological changes.

To me, that’s the most important thing – don’t ruin the ride. Google’s driverless car will relegate the car to simply transportation, the end of the journey being the destination.

Sometimes we ride motorcycles to get somewhere, but often the point of the ride is the ride itself and in BMW’s vision of the future that hasn’t been forgotten.

– Nigel Paterson

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DIRTY TORQUE

cycletorque.com.au NOVEMBER 2016 I 20

Smarty goes Mental Sliding a helmet over your head is something we dirt bike riders do thousands of times in our lifetime. It’s is also one of the most significant parts of the riding process because once the helmet is in place it is time to hit the track or trail and like so many times before it seems the perfect time to truly clear our head and leave the everyday grind behind.

This happens when the brain communicates to the glands there will be a need for a fight-or-flight response, just like when you are belting along a track or trail near or near enough to your full potential.

Have you ever asked yourself why you love riding dirt bikes so much? Most will say things like ‘I just love it’ but when you think about it there is so much more to being a dirt bike rider than owning one (or more) and turning up to ride or race. We crave that time inside our helmets, a time when we don’t need to talk to anyone and we can centre all of our concentration to the task at hand.

The brain, the heart, arteries, pancreas, liver, muscles and fatty tissues are all involved with this process and it invigorates the body and brain in a way that is not only extremely good for us physically but it is great for the brain as well.

Who would have thunk it huh? We thought we were just having fun with our mates and all of this time we were benefitting our physical and mental health.

And it doesn’t matter whether you are a 12-year-old school kid or a 50-year-old professional, we all have shit going on in our lives and unless there is a way to escape, the shit just gets deeper and riding a dirt bike is the perfect way to get the brain and body in motion.

‘How so?’ I hear you ask? Well, without getting too caughtup in the science it all comes down to the way our bodies react once we are belting along on our dirt bikes because in all of the excitement we create a good old-fashioned adrenalin rush!

Adrenalin is a stress hormone secreted from the adrenal glands on the kidneys. It plays a major role in preparing the body for what they call a ‘fightor-flight reaction’. In threatening environments, like riding a dirt bike, an adrenalin rush is a sudden increase in the secretion of Email us your adrenalin from the adrenal glands. feedback feedback@cycletorque.com.au

Ok, I said it! Mental health! A phrase that is becoming more prevalent in the modern day society. According to the experts, one-in-five of us experience mental health problems over a 12-month period and in one way or another throughout our lives, some more than others for sure… So if we seriously drilled down to what brings us back to riding dirt bikes week-in week-out is the feeling we get when in the saddle or in the heat of battle and of course, to stay in touch with mates who share the passion.

And what is the option? Sit on our arses all weekend and think back to the good old days? Um… no, we spend the week thinking and talking about riding on the weekend then once the Monday to Friday is behind us the process of loading the bike(s) up, heading to our favourite track, meeting up with mates and hitting the track is as good as it gets – and now that we know that the adrenalin running

Adrenalin Junkies, every last one of them.

through our systems is doing us a world of good one can only think that even more regular riding is in order!

Instead of calling a mate to see when and where we are going riding we can call and ask ‘who is up for a Mental Health session’. Hey, we may be breaking new ground here – this could well be a way of getting around any objections from the missus? How can she object when you say ‘just heading out for a mental health weekend with the boys love’.

OK, I am being silly but the bottom line is this, riding your dirt bike is bloody good for you and don’t let anyone tell you any different because you now have the answers to how and why! See you at the track!

– Darren Smart

RACE TORQUE

cycletorque.com.au NOVEMBER 2016 I 21

Out from the Shadows Classic racing is bigger than modern road racing, and has been for a while. Good thing, or a bad thing? I’ll leave that to you. Once a sideshow, classic racing shines bright as the ageing demographics of motorcycling swing growing numbers its way. Given the sorry state of modern events, will classic racing be as vibrant in 2040 when the P24 class for 2010-2015 machines reign supreme? Maybe, maybe not… but classic racing is as much about the riders as the bikes.

Old stagers of the 1970s are basking in the limelight – some for the first time, some finding success again. When he raced for Team Kawasaki Australia from 1974 to 1977, Murray Sayle was forever in the shadow of the charismatic Gregg Hansford. Likewise, Steve Parrish was seen as the court jester in the circus that was Barry Sheene.

At the 2016 BSFOS, both men shone and were only too happy to reflect on their careers. For Sayle it’s all about the bikes; their antecedents, specifications, development and nuances. For Parrish, it’s normally about Sheene. He dominates his interviews so I ask Parrish about Parrish and his strongest memories of the 70s.

“Waking up in hospital... a lot!” he joked. “I remember the ’70s as great days, it was the halcyon era. It was me as a teammate to Barry Sheene, travelling the world having a lot of fun.

It was in the era without the hundreds of cameras and social media we have now. In those Email us your feedback

feedback@cycletorque.com.au

days PC stood for ‘Pulling Crumpet’. It wasn’t as commercialised as it is now, the sun seemed to shine a lot more, going to great countries, meeting different people.”

“It was wonderful, I was young, learning so much. It was a dream but I look back on it in a way with regret that I didn’t enjoy it more. You put a lot of pressure on yourself if you wanted to win races. I’d like to go back to some of the tracks I went to, and in my old age, enjoy the atmosphere that goes on with these classic events. That’s what most us guys like to do... enjoy talking about the old days without any pressure.”

Steve Parrish keeping things PC…

When I ask Parrish about his best GP result, he says, “I was going to say the ’77 British Grand Prix...” In front of a 90,000 crowd in the first-ever BGP on English soil, Wil Hartog led most of the race but went out with a seized crankshaft giving Parrish the lead until he slid off a Stowe Corner with just three laps to go. That gifted John Williams the lead... only for him to slide off at the same corner on the last lap! Parrish’s moment of glory was dashed, but there were better days for Stavros in the GP paddock that lost a string of riders across the decade.

“I look back on it as a great time, realising what a lucky person I am. Some of them didn’t make it, did they? There was a lot of deaths unfortunately because the tracks were dangerous.”

A long-time WSBK and MotoGP commentator,

Aussie legend: Murray Sayle

Parrish is best known for his insightful coverage of the Isle of Man TT. Just like his GP career, Steve’s first TT memory is of the one that got away in the 1985 Formula One race. “I finished third and got disqualified, probably my worst memory. I finally got on the podium at the TT and got kicked out for an over-size fuel tank – allegedly. The TT was the most satisfying event you could ever do. You may not win, but you finish with a lot of fourths, fifths and sixths. Just to finish in the top ten is pretty good around there. Now I get to commentate on it and I can relate to people what it’s like doing it. It’s a pleasure to still be involved with it. I now stand on the sidelines watching the guys go around and think, ‘wow, what the hell was I doing!?’ I see their faces when they come back in. You can see the relief, the excitement and the adrenalin pumping through their veins. I still adore the place and look forward to it every year.”

– Darryl Flack

GUNTRIP

Fashion victim In the end, as usual, it’s about attitude. Years ago, before Wayne Gardner put us on the map of the world, we rode to emerge from the struggle triumphant, to beat the distances, the bad roads and harsh weather. Never mind that we clambered wearily from our Z900s looking lank, dank and greasy, as if we hadn’t slept for a week or showered for a month, battered and stained from the toecaps of scarred Blunnies to the tops of our ancient AGVs: we’d beaten the road, come the long way from Brisbane and felt entitled to a feed and a cold one.

The Euros, well, they just weren’t the same. First time I rode the length of France for the Bol d’Or, picking up the Autoroute de Soleil south of Paris for the run down towards Marseille, a bloke on a Ducati passed my Triumph five times. He’d come past in a racing crouch at a hundred miles an hour, then half an hour later there he’d be at the services, smoke lit up and jawing to his mates. I kept going, rolling along comfortably at the legal limit and sure enough, he’d come past again half an hour later, hunched forward and straining at the leash as if the devil himself were after him. Stop, repeat.

But he looked cool.

It’s we who’ve changed. We’re still different, some of us, but the differences have themselves changed. The hardcore are still there, bludgeoning their hard-fought passage along the Olympic Way or the coast road on the filthiest day – days – of the year; but their numbers are dwindling; the burnout competitions, the Email us your mountains of empty cans that each feedback transfigured Mount Panorama have feedback@cycletorque.com.au

cycletorque.com.au NOVEMBER 2016 I 22 Boots, helmet… yep, that’s safety taken care of…

gone, just as surely as the Z9s and XS11s that made them possible. These days, long beards have become fashion statements.

Today we’re at Phillip Island twice a year, members of a proud international community with its elegant Panigales and R1s, following the careers of Lorenzo and Marquez online and on satellite, wondering where the next drinkable macchiato is coming from, yet adopting the same simian waddling waddle as Rossi and the rest when off the bike, four-grand Italian leathers unzipped.

So in that sense at least we’ve changed a bit, aligning ourselves a little more closely with our brethren in, say, Germany and the UK. But not really like the French, not really like the Italians. They haven’t changed. There, chic still dominates; one department store common to both countries is currently running an advertising campaign that boast the services of David Beckham riding a toughlooking Hinckley Bonneville. I forget what he’s flogging but the casual cool of his attire underlines the point about the community he’s trying to appeal to.

Les motos are integrated. Motorcycles are an accepted part of life. They’re accommodated. Not for Latins the voluntary exile and alienation of ride days or rides away – at least, not to the same extent; on the other hand three-piece suits, open-face helmets, bespoke-finish BMWs with briefcase racks are as common as Vance leather jackets, scarves and designer jeans as elements of the motorcycle equation in the warmer parts of Europe.

Fashion need only be a dirty word as long as we’re self-conscious about, which seems to be an oddly

Anglo-Saxon attitude – except that it doesn’t apply to Americans either; though they, typically, arrive from a different direction to everyone else, often mistaking local conformity for broader liberation.

In the final analysis, though, it really doesn’t matter that we’re all seeking nirvana in different ways. Today I spent an afternoon in the company of an elderly bloke who’d devoted much of his active motorcycling years to restoring bikes most of us wouldn’t look at twice: a Honda CB500 twin, a BSA Starfire, even a Honda CB200.

But as he turned the pages of his photo albums, it was clear how much pleasure these bikes had given him. You have to respect that.

As the man said, you pays your money and takes your choice. And who knows, we might be back at Bathurst one day – maybe even on a new Z9, if Kawasaki comes through with this new retro gadget people are talking about.

Stranger things have happened.

– Bob Guntrip

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Ducati XDiavel & XDiavel S CYCLE TORQUE TEST

cycletorque.com.au cycletorque.com.au NOVEMBER NOVEMBER 2016 2016 II 24 24

The Ingenious Gent and...

Ducati XDiavel & XDiavel S CYCLE TORQUE TEST

cycletorque.com.au cycletorque.com.au NOVEMBER NOVEMBER 2016 2016 II 25 25

the Inglorious Bastard

Ducati XDiavel & XDiavel S

cycletorque.com.au NOVEMBER 2016 I 26

CYCLE TORQUE TEST

The Ingenious Gent and the Inglorious Bastard

WATCH VIDEO NOW

Can you combine style, sophistication and grace with arse-kicking feet-forward cruising? Ducati has with its radically new XDiavel and XDiavel S… N TESTED BY RYAN GRUBB; PHOTOS IKAPTURE & NIGEL PATERSON N RYAN WEARS SHARK EVOLINE PRO CARBON HELMET, FIVE STUNT EVO GLOVES, FALCO SHIRO BOOTS, KREIGA SLING BAG, DRAGGIN JEANS & ROLAND SANDS JACKET

IN the latter part of 2015, Ducati started teasing the public with a series of videos which alluded to the marque being set to release its own fragrance or a completely different motorcycle to anything else coming out of the Borgo Panigale factory. All we knew at that point was: it was ‘X’; and it was black - elegant, tough, explicit, mysterious, general and brutal. We had to play the waiting game to find out.

Ducati premiered its 2017 models in a live-streamed event which confirmed its new direction to the world - disrupting the traditional motorcycle unveiling to an Apple-esque, sweaters over leathers presentation of fun, excitement, and of course, X. Ducati CEO, Claudio Domenicali said at the event, black is a different world to the red hues the company is renown for, “black is a change in position,” he announced to the world. The XDiavel and XDiavel S are the motorcycles at the forefront of this exciting shift.

Gentleman X Bastard Ducati press material describes this bike as the intersection of two worlds, the ‘gentleman’ and the ‘bastard’ - a mix of low speed, technology, cruiser culture, Italian beauty, feet-forward controls and cornering performance – but they haven’t just slapped a set of forward ’pegs on the same machine, painted it black, crossed their fingers and hoped it will sell. The XDiavel is radically different to the Diavels which preceded it. Although the silhouette is very similar, the radiator cowl has been removed, leaving a naked presence by showing off the bare trellis frame, aligning the top half of the XDiavel more within the looks of the Monster family. The engine is completely new for this model - a 1252 cc Testastretta variant and the second to feature variable valve timing via Desmodromic Variable Timing (DVT). The DVT system continuously varies the position between the camshafts and the crankshaft in

the range between minimum and maximum overlap, optimising and thereby increasing performance, while also increasing user-friendliness and providing better fuel-efficiency. The other differences you will notice from the earlier Diavel are the refinements which suit the ‘X’ ethos of elegance - it means making things ‘nicer’ like hidden water hoses and machine polished detailing on the ‘S’ model’s engine and it does make the bike look extra special. The chassis is completely different - the XDiavel has a single-sided trellis swingarm and the hidden underslung rear shock has been replaced for an offset unit which can now be gazed upon. Both the

Continued on nexton page Continued next page

Ducati XDiavel & XDiavel S

cycletorque.com.au NOVEMBER 2016 I 27

CYCLE TORQUE TEST XDiavel and ‘S’ models receive cruise control, Bosch cornering ABS units for added safety and get this – a power launch feature (DPL). Press the DPL button on the right switchblock to set the amount of electronic intervention, hold the throttle at the stop, let the clutch out and prepare for an adrenaline rush of a lifetime!

There are a few other differences between the XDiavel and ‘S’ to mention besides the polished engine detailing.

The big one performance-wise is the front brake – the ‘S’ model receives top-spec Brembo M50s which actually have slightly smaller pistons over the standard XDiavel featuring Brembo M4-32s, but I was assured the M50s are the consumer equivalent to wet weather brakes in MotoGP. The ‘S’ receives DLC-coated forks, and other than that, the rest is aesthetic. The XDiavel has a matt finish on the engine and tank, while the ‘S’ is glossy and has a few extra-premium parts including wheels, swingarm, seat, mirrors, side plates and a daytime running light.

The city gent To show off these two worlds, Ducati invited us to spend a night in Sydney’s CBD, enjoying a formal dinner at Matt Moran’s Aria Restaurant on Darling Harbour. In my hotel room was a package from Ducati which contained XDiavel cufflinks and a pair of sunglasses. It was a shame I didn’t bring a French cuff shirt for the dinner.

We were greeted upon entry by Moran himself, who managed to get an XDiavel S up a set of stairs to our private dining room floor. Chef introduced himself to everyone and read out the menu choices for the night – check out our Instagram page to find out what was on the menu. Moran is not only Ducati Australia’s ambassador for the XDiavel, he is a Ducatista at heart - owning every Ducati superbike onwards from the 851 (yep, including a Desmosedici… And a Superleggera!). A room full of motorcycle journos dressed in formal attire was a rather quixotic experience to say the least - it wasn’t long before a conversation circle gathered around the XDiavel S –

who was going to fire it up and let it play an aria of its own? Who was going to do a burnout on the hardwood floor in one of Sydney’s most iconic restaurants? Aria was was about to undergo a $5 million renovation anyway…

This is why we don’t normally get invited to nice places.

We came to an agreement that tonight should be for the gentleman, and tomorrow we could set our innerbastards off the leash.

The back-road bastard We departed from the hotel at Hyde Park in the morning and headed south through the city, past the airport, towards the twisting roads in the Royal National Park towards Stanwell Park, over the Sea Cliff Bridge and down to Scarborough for lunch at the pub.

My first impression when I threw a leg over the bike and rode through city traffic was one of reflection. I remember saying previously the Diavel is an ‘other’ kind of beast - much comfier than a sportsbike, but still not a cruiser – and with the forward foot controls and quite a few engine and chassis changes, there is no doubt in my mind the XDiavel is a cruiser. It has the silhouette, it has the riding position and it has the comfort that you expect from any other high-end cruiser on the market.

Riding through city traffic in Urban mode, the XDiavel’s power output is restricted to 100hp, traction control is set to level 6 and ABS is set to ‘safe and stable’. As you would expect, the engine is much tamer in this setting but there is still plenty of torque low in the rev range to get things moving - more than any law-abiding gentleman needs in this setting. The DVT engine feels quite smooth and provides good response, and the belt drive makes the XDiavel feel quite friendly in the slower speed riding conditions.

As we exit the city limits and head into the Royal National Park, it is a good chance to put the XDiavel in touring mode, where the engine is increased to its full power

(156hp). This setting is really enjoyable - it has over a third more power over Urban, but the mode’s delivery still remains quite gentle and traction control is reduced a few notches (DTC 4), while ABS remains on ‘safe and stable’.

What it does is allow you to ride closer to the edge of the gentler throttle map, and it doesn’t take long to see the corner exit ethos of the Diavel remains. It’s about pointing the front wheel at the exit from mid-corner and leaving the torquey engine and big 240-section rear tyre to do the rest.

If Touring mode is enjoyable, Sport mode is simply exhilarating. It gives you full power, a critical throttle map and minimal electronic interference (DTC 2, ABS ‘sport’). The new DVT engine is a revelation in the XDiavel, turning it from a somewhat cranky thing off the lights under three grand, into a motorcycle with what has to be the smoothest and most responsive bottom-ends on the market - perfectly suited to harder cruising and road riding. Sure, there are other bikes with more torque, but they weigh 100 kilos more and are nowhere near as smooth as the XDiavel.

In the twisties, the XDiavel is, if anything, a touch slower mid-corner than its conventional controlled counterpart, but it’s more dynamic and much easier to ride with the engine changes. Dare I say it, it’s even more fun. Quite often in the twists I see cruiser riders trying to keep up with their mates on sports and touring bikes by using the opposite lane and cutting corners just to keep up because of the lack of ground clearance - on the XDiavel there is no need. There’s so much lean angle for a cruiser, and only one degree less than the conventional model so scraping the footpegs is still quite a rare occurrence.

I found I had a tendency to hang off the Diavel Titanium in the tight stuff, keeping the bike more upright because of the wide rear tyre and where the ’pegs are located.

On the XDiavel, with forward controls, the tendency isn’t there. I found myself pointing and shooting through the bends by pressing on the outside ’peg to push my butt back into the seat to let the bike do the work.

Ducati XDiavel & XDiavel S CYCLE TORQUE TEST As a taller guy I found the seating position relatively comfortable. My hips copped a bit of a caning in suburbia after about 45 minutes, which is the case for me with most cruisers. Less so in the twists. Pushing against the pegs attempting to counteract the forces of hard acceleration certainly got more blood circulating to my lower extremities. The XDiavel has 60 ergonomic positions through four footpeg positions, including five different seat options and three different handlebars. If I owned the bike, I would take some time to find a setting which is tailored to me, like a suit.

I also felt the rear shock is a great fit for the bike, and I think most will find the XDiavel is well sprung. The big thing is it needs to be plush because it’s a cruiser, but it also needs to be firm enough not to squat under 95 foot pounds of torque. The lack of squat is probably due to Ducati engineers matching the rear spring to the length of the swingarm and gear sizes at the belt, though the spring would likely affect the rate of squat, not the amount.

Interestingly there is no compression adjustment on the rear, which is the basis of my suspicion… This is because you can’t easily change the gearing or swingarm length if there was a problem. I wouldn’t touch it. I’d set the preload for my weight and take the time to assess the rebound after a solid month’s riding.

The front suspension is a standout, and like the rear it is firm enough to provide great feel through the front tyre and under hard braking, the front dives progressively and allows the bike to turn-in smoothly.

During the launch, I didn’t get a chance to test the Ducati power launch (DPL) feature, or ride the higher-spec ‘S’ model, so Ducati Australia kindly allowed us access to the XDiavel S after the launch. I was champing at the bit to try out the DPL but time got away from me. I simply had too much fun riding the bike hard in the bends, finding either a quiet patch of straight line road or a Traffic Light GP to go balls to the wall was too risky, and not essential.

Comparing the brakes on the ‘S’ model was a tough exercise without having them both side by side. Going from memory the M50s may have a stronger initial bite,

cycletorque.com.au NOVEMBER 2016 I 28 but really the M50s and M4s were easily better than me.

The bikes share the Bosch cornering ABS system so unless you are a demon on the brakes, with ABS either dialled in to your preference or off all-together - it will be hard to pick a clear winner. Both brakes offer great feel and incredible stopping performance. If you use default ABS settings within the rider modes, when it gets down to the nitty-gritty, the electronics will make the differences more subtle. Theoretically, if ABS cut in on one model more than the other, I could identify which brakes I preferred. I don’t know about you, but I am certainly not game enough to consistently test cornering ABS on the road. My ABS system, known as ‘puckering-up’, kicks in long before, and works every time I think about pushing the brakes too deep into the corner.

SPECIFICATIONS: 2016 DUCATI XDIAVEL & XDIAVEL S ENGINE: Liquid-cooled V-twin with Desmodromic Variable Timing (DVT) CAPACITY: 1252cc TRANSMISSION: Six-speed DRIVE TYPE: Belt drive FUEL CAPACITY: 17L FRAME: Tubular steel trellis SEAT HEIGHT: 755mm WEIGHT: 247kg Wet

The ‘S’ model’s DLC forks offer low stiction, which should perform better at pace over bumpy surfaces, but again the forks on both bikes were well set up, any perceived difference on my behalf was negligible.

FRONT SUSPENSION: XDiavel: 50mm fully-adjustable fork, 120mm travel; XDiavel S: DLC coated 50mm fullyadjustable fork, 120mm travel

The XDiavel S comes in $5,000 more expensive over the standard model, which is chump change if you are giving the bike some serious thought. I think most buyers will pick the ‘S’ over standard because they can. Really, it’s a case of picking the style you prefer the most unless you are a bloody good rider, and intend on pushing the bike seriously hard. In that case you might be inclined to choose the ‘S’ for its upgraded braking and suspension package.

REAR SUSPENSION: Preload- and rebound-adjustable monoshock with remote reservoir, 110mm travel

Overall, the hype building up the XDiavel may have seemed eccentric at the time but now we have been given a few days to get our hands on it and experience what the bike is about. Its expectations have been well and truly exceeded. In my opinion, the XDiavel is the best new bike of 2016. Priced at $27,490 standard and as I said, for the premium Brembos and über-premium parts, the ‘S’ is a few thousand dollars extra at $32,490. What you get for that money is a lot of performance-oriented motorcycle, a lot of contemporary style and a lot of cruiser comfort - no matter whether you are a door-opening gentleman or a rightrotten bastard. What category I fall into is neither here not there, but I’d own one any day. n

BRAKES: XDiavel: 2 x 320 mm discs with radial-mounted Brembo monobloc four-piston M4-32 calipers and radial master cylinder, Bosch cornering ABS as standard equipment; XDiavel S: 2 x 320 mm discs with radial-mounted Brembo monobloc four-piston M50 calipers and radial master cylinder, Bosch cornering ABS as standard equipment TYRES: F: Pirelli Diablo Rosso II, 120/70 ZR17; R: Pirelli Diablo Rosso II 240/45 ZR17 PRICE: XDiavel: $27,490 +ORC; XDiavel S: $32,490 +ORC CALL FOR A QUOTE

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Ducati XDiavel & XDiavel S CYCLE TORQUE TEST

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Ducati XDiavel & XDiavel S CYCLE TORQUE TEST

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Ducati XDiavel & XDiavel S CYCLE TORQUE TEST

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Ducati XDiavel & XDiavel S CYCLE TORQUE TEST

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Triumph Speed Triple R CYCLE TORQUE TEST

Speed in spades

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Triumph Speed Triple R CYCLE TORQUE TEST

Triumph’s Speed Triple has been updated in 2016, and its R-spec version with Öhlins suspension and over 100 engine changes make for one prime naked…

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Triumph Speed Triple R

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CYCLE TORQUE TEST

Speed in spades

WATCH VIDEO NOW

N TESTED BY JOHN TURTON, PHOTOS: NIGEL PATERSON

The call went something like this:

What a stunner!

“Hey JT, it’s Nigel” he opened.

First things first, let’s take a look at this beauty. Now I’m not a huge fan of naked bikes, they always look somehow unfinished, as if the mechanics at the factory forgot something.

So I’ll be as impartial as I can be for somebody who is usually a bit set in his ideas. Which brings me to the overall finish of this beauty.

“Hey man, what’s happening?”

My usual jovial reply (though, under my breath I’m wondering, ‘what does he want now?’).

“Wanna’ test a bike?” With a tone suggesting he already knew the answer (I must be pretty predictable).

“Oh yeah, what have you got?”

Like I’d decline… (Or even have a say in what I would prefer if there was a choice, or if there wasn’t anything interesting!)

“We’ve got a few, but I thought you might be interested in the Speed Triple R” was his genius like assumption.

I took delivery of Triumph’s 1050cc Speed Triple R from Cycle Torque HQ after a brief rundown of what I could and couldn’t do with it and how far I could travel without wearing it out.

A weekend trek to Dorrigo for a combined NSW/QLD Ducati get-together was booked into my calendar.

Now, the unfortunate thing is the weather decided to render all travel from both ends of Oz a non-event. The fortunate thing was I still had a Speed Triple R in the garage that required some assessment… Better get to it then!

The fit and finish of everything on this machine is top class, as you’d expect for a $22,000 bike. The matt finish silver/grey paint on the tank and tail piece looks great and blends nicely with the textured charcoal finish of the frame and the all-black powerplant. In contrast, the textured red sub frame and the smooth finish on the radiator side guards, red rim accent stripes and red stitching on the seat, gold of the suspension and stainless steel engine fasteners, all give a flash of colour to an almost monochrome palette. In fitting with ol’ Blighty’s need to keep traditions from the past alive, the tank has a chrome finished badge of raised lettering to let you know it’s a Triumph. The model designation is a decal on the plastic radiator wings and overall, the whole thing looks bloody

fantastic. Time will tell how it stands up to everyday applications of road grime wash downs.

Other drool-worthy adornments you’ll notice on the 1050R, are Öhlins forks and rear shock, Brembo radialmount monoblock brakes, LED lighting, mag wheels shod with Pirelli Diablo Supercorsa tyres, neat bar-end mirrors and cast aluminium alloy wheels.

Comfy, slightly forward riding The riding position was quite comfy with a seat height of 825mm, just nudging ‘too tall’ for my compact Continued on next page

Triumph Speed Triple R CYCLE TORQUE TEST

dimensions, but an easy reach to the ’bars with the ’pegs at the correct angle to suit the slightly forwardleaning posture. Not quite upright, but without putting all your weight on your wrists like a sportsbike, which worked rather well travelling at higher speeds, as the wind did all of the work to hold me up and I didn’t feel as if I was going to be dragged off the back either. The bar-end mirrors are perfectly placed to see around my body, with plenty of clear vision of the road behind. I was surprised how clear they were, with little discernible vibration destroying my view. However, at higher speeds they would turn outwards and I needed to adjust them every time I got back into the traffic. I couldn’t see a way of tightening them, but I didn’t try too hard either. I’d be finding a solution to this if I was going to live with the bike long term, and it isn’t going slower.

Out front, above the dual headlight of the Triumph is this small, token gesture of a wind deflector, which doesn’t look to be of any use at all apart from giving a resemblance to a Transformer. Not big enough to hide anything behind or to even be dangerous to insects drawn to the fast approaching light, but I must say at no time did the wind get under my helmet and try to pull my head off, nor did the front wheel try and loft toward the sky, perhaps being more useful than it appears…

The ride When you first turn the key on this Speed Triple, there is a plethora of sparkly warning lights as the dash goes berserk through its start-up sequence before settling down to its default settings. On your left handlebar there is a mode button, so you can fine tune the Speed Triple’s behavior to the conditions of the day. The default rider mode is ‘Road’ and this seems to be like

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an average/user friendly mode, which is logical, as you could happily ride around in this mode all day every day with adequate mumbo on tap to get yourself in and out of trouble without feeling intrusion from the electronics. It’s just like the good old days, when bikes didn’t have an ‘intervention’ button and all we had to rely on was proper throttle control and progressive braking.

to fiddle and you got to live with the Speed Triple R for a while you’d learn how to tailor your riding experience for every situation. Switchable-ABS, traction control, rider modes and fly-by-wire controlled fuel-injection give racetrack personalization to any rider capable of setting up a bike to be a razor sharp, precision tool.

Equally, you could stuff it up completely if you don’t know what you’re doing.

Pull in the clutch with its lightweight feel, select a gear and go. Being inherently lazy, I rarely use the clutch to change up, above third gear and the smooth gearbox didn’t protest about this at all, despite the fact that it was still being run in. Each gear was a positive shift and I didn’t experience any false neutrals while in my care.

I didn’t get a chance to explore all of the gadgets on this machine, so I can’t really say how much refinement each mode brings to different riding situations, the five modes cover all riding conditions so well I didn’t really need to. Discovering ‘Track’ mode was a good excuse to give it a whirl over my favourite bit of local ‘track’…

If you’d rather have a sportsbike for the rush you get riding the twisty bits - between all the boring bits - the Triumph Speed Triple R does not disappoint. It allows you to ride just as hard, and is much easier on the wrists.

The distinct sound of the three-cylinder engine is something Triumph has made their own, though the ADR-spec stainless exhaust hushes the Speed Triple R down considerably, there is a noticeable growl as the revs climb, indicating there is plenty of performance hidden behind the mellow note and with 138 ponies on tap at 9,500 revs, you certainly start to feel it. The power felt pretty linear to me as I accelerated through the rev range and at no time did it feel like it dropped off anywhere, all the way up to end of the white numbers on the tacho, to the beginning of the red ones. By the way, I don’t tend to look at the instruments much once I’m up and running, so when I saw a strange blue flash out of the corner of my eye, I thought I must have been pinged by a speed camera or something, but no, it was just the dash letting me know I was getting close to the red numbers! And for those who need to, you can program the shift lights to your preference, a mighty handy way to keep your eyes on the road where they should be.

All of the electronics act together to try to create the perfect bike for any situation and I’m certain if you like

Equally as important as being able to accelerate faster than a million dollar piece of four-wheeled exotica, you need to be able to decelerate just as deftly. Four-piston Brembo monobloc calipers on 320mm twin discs up front and a Nissin two-piston sliding caliper gripping a 255mm disc at the rear, combined with switchable-ABS ensure this is possible with plenty of bite, but not at the expense of feel. The ABS gives the bike good balance and stability under heavy braking, again a good thing to have in an emergency, but shouldn’t take the control out of the rider’s hands. Triumph has got it right on the Speed Triple R, without even a hint of intrusion from the ABS on the rides I took, leaving me confident that I can brake, confident in the knowledge that it’s there as a backup in those unexpected moments, or if I overcook things a little.

Triumph Speed Triple R

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CYCLE TORQUE TEST

SPECIFICATIONS:

Did you know?

The gripe If I have one complaint about this bike, it is the rear suspension is a bit stiff. Unfortunately it’s quite a bit of work to set up the preload and I didn’t have the right tools, so I just rode it with the settings it had. I’m not a big bloke, but Nigel also commented on this. The spring preload was already backed off, which is the only adjustment I might have made, still the rear felt like it was rebounding a bit too fast. Only really noticeable on bumpier roads (which is most of them in NSW) and will depend on the requirements of the individual. Perhaps a lighter spring is in order?

(Note: after JT’s test, we adjusted the rebound damping and found a pretty good setting which took the harder hits better for both Nigel, Ryan and even Chris. With JT being much lighter than the three of us, he might find the new setting is a bit better, but he still might need to set the preload first.)

Front end performance was exquisite, with good feedback from the Öhlins. Again, I made no adjustments to the forks, even though you could adjust everything except the colour. Soaking up the bumps and giving a firm but compliant, ‘in control’ ride on all surfaces and providing reliable feedback.

The rubber Taking delivery of a naked bike in winter could be seen as a cruel joke, however a ride is a ride and opportunities need to be taken advantage of. Though it was coolish, the sun was shining each time I got the chance to ride. Being aware that road surface temperatures weren’t going to be very high, I didn’t expect the Pirelli Super Corsa’s to end up feeling like chewing gum, but at no time did they feel like they

The 2016 Speed Triple R has 104 new engine components over its previous generation. New ride-by-wire throttle, ECU, cylinder head, rings, combustion chamber, headers, fueling, slipper clutch, crankshaft, radiator and airbox are just some of the updated parts. Although there wasn’t too much wrong with the previous engine, the refinements certainly give the Speed Triple more power and torque higher up the rev range and contribute to around 15 kilos of dry weight saving. Riders of the older model shouldn’t feel huge differences throughout the low to mid revs but will certainly see an increase in top-end performance.

2016 TRIUMPH SPEED TRIPLE R ENGINE: Liquid-cooled in-line three-cylinder CAPACITY: 1050cc TRANSMISSION: Six-speed DRIVE TYPE: Chain drive FUEL CAPACITY: 15.5L FRAME: Aluminum beam twin-spar SEAT HEIGHT: 825mm WEIGHT: 192kg Dry

were going to let me down either. The rear gripped under hard acceleration and whether the traction control intervened, I can’t say for sure. Reason being I don’t twist the throttle and ‘hope’, I tend to exercise a little control, a technique developed from years of riding with the only rider aids available being a low tolerance for pain and a fear of expensive repair costs.

If the traction control was joining the fun, I’d have to say that it was not intrusive at all, as acceleration didn’t falter at all, no ignition cutting out and wanting to pitch you forward as the acceleration pauses. This in combination with the excellent rubber saw the front rail around all corners, rough and smooth, and supplied great drive coming out of them.

In this day and age of plastic everything, it was nice to discover the 1050R has a steel fuel tank, well at least half of it is. I needed to go for a ride and carry some gear and I have a magnetic tank bag, so being able to use that instead of having to wear a backpack or trying to tie something to the pillion seat was a bonus.

Overall I have nothing but admiration for the 2016 Triumph Speed Triple R. It handles with precision, behaves well when commuting, but will accellerate hard enough to dislocate your arms on request and looks good

FRONT SUSPENSION: Öhlins NIX30, fully adjustable 43mm upside-down forks REAR SUSPENSION: Öhlins TTX36, fully adjustable twin tube monoshock BRAKES: F: 2x 320mm floating discs, Brembo four-pistion Monobloc radial calipers with switchable ABS; R: 255mm disc, Nissin two-piston sliding caliper with switchable ABS TYRES: F: 120/70 ZR17; R: 190/55 ZR17 PRICE: $20,350 +ORC CALL FOR A QUOTE

1800 24 34 64

standing still despite being a naked bike [beauty is in the eye of the beholder, Ed]. I’d soften up the rear a bit to suit me and it may be worth asking your dealer to take care of this before you ride away, because for me it could require a spring change.

In no way is it a turn off, because a lot of big nakeds are generally quite stiff in the rear. If you’re looking at something to give you awesome performance in the twists, but is a bit easier on the body getting there, give your dealer a call and arrange a test ride. The Speed Triple R is one seriously good all-round bike. It’s happy in traffic, on the open road and would make a great run what ya’ brung track day weapon as well. No matter your riding style, you’ll have a hoot in the twists and come back on the boring stuff refreshed. n

Triumph Speed Triple R CYCLE TORQUE TEST

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Triumph Speed Triple R CYCLE TORQUE TEST

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Triumph Speed Triple R CYCLE TORQUE TEST

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Triumph Speed Triple R CYCLE TORQUE TEST

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T O U R I N G . It’s about experiencing more on a long two-lane stretching over the horizon and beyond, where you and your bike are alone on the straightaway. Or while coasting through dense forests, where the rumble of your engine breaks the silence until it closes in again behind you. It’s discovering hidden coves and riding through ocean spray as you cruise seaside. It’s climbing ridges and peaks, where a great engine and two wheels lift you upward. Here are eight great rides that are perfect for the all-new 2017 Touring line featuring the Milwaukee-Eight™ engine and allnew front and rear suspension.

1 AUSTRALIA’S GREATEST ROAD TRIP // Australia’s Great Ocean Road takes you from Melbourne northwest to Adelaide through a rainforest in Great Otway National Park, past surfing beaches and finally the rugged Shipwreck Coast.

5 RIDE THE RED DIRT // To experience the real Outback, take Red Centre Way west out of Alice Springs in Australia’s Northern Territory – the very centre of the continent. The seemingly endless red dirt and desolate settings are so surreal, it’s like nowhere else in the world.

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2 SOUTH ISLAND SANCTUARY // Breathtaking lakes and coastline, the peaks and glaciers of the Southern Alps, and even a rainforest define touring New Zealand’s South Island. Ride State Highway 1 along the east coast or State Highway 6 along the west.

6 CLIMB ANY MOUNTAIN // An entire mountain range? You better believe it. This tourist road in the Dandenong Ranges will leave you smiling. Its natural beauty and flowing corners are wrapped by the forest and serve as the perfect entree to longer, more demanding rides.

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3 LONG AND WINDING ROAD // En route to Australia’s wine country you’ll find Wisemans Ferry. Once you hit Old Northern Road you’ll be heading to a gem in the Hawkesbury region. The wide road cuts through small townships and tall gums, but its key characteristics are its long straights and even longer curves that are a thrill to ride.

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7 PLAINS AND PEAKS // A must do when visiting Christchurch; ride to the depths of the French Settlement of Akaroa in the beautiful Banks Peninsula.

Get ready for a 4-hour round trip with long sweepers beside Lake Ellesmere to the hills and volcanic crater rim ride to the town of Akaroa.

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4 A VROOM WITH A VIEW // This undulating stretch in Sydney’s Blue Mountains is a destination in itself. It heads high into the mountains and on a clear day affords 180-degree vistas across the landscape that dramatically drops away. While it’s the longer, more time-consuming way around to major centres such as Katoomba and Lithgow, expect to see a few other riders taking in the sights, too.

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8 HIGHWAY TO HEAVEN // When visiting Queenstown, riding the Haast Pass highway is a must. Starting from the southern entrance in Wanaka, you’ll pass by the cobalt - blue lakes, rising hills and most importantly the picturesque Gates of Haast. Lean and switch on cruise control for this breathtaking ride.

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AND WE’RE READY TO PROVE IT Feel the difference in your Discover More Test Ride.

Experience the improved power and control of the responsive new suspension in every 2017 Harley-Davidson Touring motorcycle.

It’s unlike anything you’ve experienced.

NOTHING COMPARES TO RIDING THE ALL-NEW 2017 HARLEY-DAVIDSON TOURING LINE

HOW TO TAKE A DISCOVER MORE TEST RIDE 1. Schedule your test ride at harleytestride.com.au

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2. Go to your local dealership and ride any 2017 Touring motorcycle

SCHEDULE YOUR TEST RIDE AT:

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THE ROAD TO DISCOVERY HAS NEVER BEEN EASIER. L IVE Y O U R L E G E N D™

Yamaha TT-R125LWE & TT-R230

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CYCLE TORQUE TEST

Yamaha’s Family Fun

Yamaha TT-R125LWE & TT-R230

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CYCLE TORQUE TEST

How to get the whole family riding…

Yamaha TT-R125LWE & TT-R230

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CYCLE TORQUE TEST

Yamaha’s Family Fun

WATCH VIDEO NOW

N STORY AND PHOTOS BY NIGEL PATERSON

THE formula for the perfect family fun bike – which I define as a machine suitable for as many members of the family as possible – is that it must be fun to ride, easy to maintain and as reliable as possible. Everything else is padding.

The TT-R125LWE and TT-R230 are listed on Yamaha’s website in the ‘fun’ and ‘trail’ categories respectively, although I think they are also excellent machines for most of the family.

For getting around the property at a sedate pace, for keeping up with the little ones while they learn to ride and for simply exploring the bush, either bike is fine if you’re the right size.

Younger riders will see them as stepping-stones to bigger, more powerful and more capable machines, and that’s who they will be mainly bought for – youngsters looking for easy bikes to learn on, pre-teens and teenagers who haven’t gone down the motocross path to learn to ride off-road.

Both machines offer economic ways into motorcycling – not just reasonable purchase prices, but they are cheap to own, too: they hardly use any fuel, maintenance is dead-easy, they are cheap to fix when they are inevitably crashed and the resale values are fantastic.

The 125 Matthew, 11, rode the Yamaha TT-R125LWE for Cycle Torque.

Although he has ridden before – he’s had a play on Oset electric bikes and a Kawasaki KLX-110 and even did a riding school on a 50cc machine a few years back – but he’s not a keen rider.

He took to the TT-R125 though, surprising everyone with his ‘mastery’ of the clutch and enjoyed himself immensely.

Personally I was surprised he managed the clutch so well – it’s been a major bug-bear to his older brother, who never really mastered the clutch on his Honda motocross bike, constantly stalling and then having to kick-start putting him off the machine before he got to know it.

Matthew, on the other hand, won the bet with Damien about how he would be able to ride a bike with a clutch, and he didn’t have any real problems with gearshifting, too, and when he did stall the electric start had him going again in no time.

Yamaha build a variety of TT-R125 models. They all have an air-cooled four-stroke motor and YZ-F motocross-inspired styling, but they aren’t motocross bikes. That said, a youngster learning how to ride can have a lot of fun riding a motocross track, because the surface is usually predictable, they can roll over the jumps and see where they are going. However, if they start getting lots of airtime, you might want to consider trading up to a competition machine.

There’s no high-tech here. The styling might look racey, but the design brief was to make the TT-R125 versatile and inexpensive, so there aren’t fuel injection, liquid cooling, titanium valves or remote-reservoir shocks here – a 20mm carburettor provides the fuel, the cylinder has fins for cooling, there is just a single camshaft and two steel valves in the head. There’s even a manual choke!

If anything is going to trip-up the modern parent here, it might be things like this. I haven’t had a car with a manual choke for decades, and it won’t start from cold unless you get the basics of choke on, throttle off, neutral, press button… but really, it’s a dirt bike. If you’re buying one, for yourself on the hobby farm or for a kid to have fun, you need to learn a little – safety, starting and basic maintenance, which I can sum up in a single sentence – Wear a helmet and suitable protective gear, lube your chain after every ride, have the machine serviced when it’s due and read your owner’s manual, especially the parts about using the right fuel, understanding the fuel tap and starting.

The Yamaha TT-R125 will suit riders from about age 10. That would be the TT-R125E with a 17-inch front wheel and 14-

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CYCLE TORQUE TEST inch rear, and a drum front brake. There’s also the TTR125LWE with 2-inch bigger wheels, stiffer suspension, a front disc brake and an aluminium swingarm, which is more robust and lighter than a steel swingarm. The larger model will also suit shorter grown-ups looking for an easy bike to get around on and teenagers looking to learn.

TT-R230 Bridging the gap between a kids’ bike and a full-size trail bike, the TT-R230 occupies a spot in the market ideal for teens, smaller grown-ups and learners of most sizes.

It tips the scales at 116kg, and the seat height is 870mm, which combine to make the machine easy to handle.

The ground clearance and motocross-style flat seat means youngsters can learn good technique which they will be able to apply when they outgrow the physical size of the TT-R230 or their ability requires them to move on to something more capable and undoubtedly more expensive.

The TT-R230 is designed to be very easy to live with.

Yamaha has been building single-cylinder four-strokes for decades and they are a very proven engine. There’s a six-speed gearbox and a heavy-duty clutch, too. It’ll go all day on the 8-litre tank.

The suspension is simple and plush, designed to be comfortable and forgiving. Tyres are knobbies on full-size 21-inch and 18-inch rims and there’s a disc brake at each end.

Our test rider loved the TT-R, but really he was too experienced, too gung-ho and almost too big, being a tall 15-year-old.

Damien loved his KLX110 (when he was nine) but really didn’t take to his next bike, a Honda CRF150R (when he was 12). The CRF is a motocross machine and the KLX didn’t prepare him properly for its narrow clutch take-up, high performance, high-revving engine and tall seat. Add in a lack of opportunity to ride the bike and he never got the hang of it – and he’s outgrown it now, too.

SPECIFICATIONS: The TT-R230 is none of these things. It’s dead-easy to start, thanks to the electric leg. It’s also dead-easy to ride, thanks to an engine built for mid-range torque rather than top-end power, a moderate seat height and relaxed trail bike ergonomics. It’s a trail bike rather than a motocrosser and as such it’s much easier to ride, requires a lot less maintenance and retains its purchase price better, too.

For the test we had two days out at the Free Flight Motocross Park, where owner and motocross trainer Steve Jacobs helped both our ‘testers’ with their techniques.

Damien was pretty adept on the TT-R230 anyway, riding around the various tracks at Free Flight restoring his confidence after not riding for six months or so. Once Steve started giving him some tips, Damien was soon doing small double jumps… which the bike coped with admirably, but is starting to get beyond the design brief.

Of course, learning motocross techniques – and being physically a bit big – meant Damien started crashing his brains out, which the bike coped with admirably, again – scratched plastics sure, but nothing broke and the bike started easily enough after each time it had a rest on its side.

Damien’s 15, tall and lanky – he really needs a full-size bike like an XT250, which is a step-up in size, performance and ability – or go back down the competition path with a YZ125 (two-stroke), YZ250F (four-stroke) or an enduro machine like a WR250.

Yamaha had loaned me a WR520F to take along while testing the two TT-Rs, so I’d have something to ride.

Damien had a ride of the WR and he found the experience a little intimidating, for it was easily the biggest, heaviest and most powerful bike he’d ever ridden, but he came back pumped by the experience and keen to do more riding.

The TT-R230 had done its job – given a young rider the confidence to push their limits, to get more experience and get him ready for something bigger and faster. n

2016 YAMAHA TT-R125LWE ENGINE: Air-cooled single-cylinder engine CAPACITY: 124cc TRANSMISSION: Five-speed DRIVE TYPE: Chain drive FUEL CAPACITY: 6L FRAME: Steel cradle SEAT HEIGHT: 805mm WEIGHT: 90kg Wet FRONT SUSPENSION: Telescopic fork REAR SUSPENSION: Swingarm BRAKES: F: Single 220 mm disc; R: Drum TYRES: F: 70/100-19; R: 90/100-16 PRICE: $4,599 SPECIFICATIONS: 2016 YAMAHA TT-R230 ENGINE: Air-cooled single-cylinder engine CAPACITY: 223cc TRANSMISSION: Six-speed DRIVE TYPE: Chain drive FUEL CAPACITY: 8L FRAME: Steel cradle SEAT HEIGHT: 870mm WEIGHT: 116kg Wet FRONT SUSPENSION: Telescopic fork REAR SUSPENSION: Swingarm BRAKES: F: Single 220 mm disc; R: Drum TYRES: F: 80/100-21; R: 100/100-18 PRICE: $5,699

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Yamaha TT-R125LWE & TT-R230 CYCLE TORQUE TEST

GALLERY

Yamaha TT-R125LWE & TT-R230 CYCLE TORQUE TEST

GALLERY

A b s o l ut e . Pre m ium. Pro tectio n. www.wileyx.com.au/motorcycle

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CYCLE TORQUE KIDS BIKE FEATURE

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Family, Fun, Fast or Four?

Our comprehensive guide to all the bikes for the kids and the family…

Fun Depending on how keen your kid is on getting into motocross racing - fun bikes are the best way to start out life on two wheels. These machines have user-friendly engines which range from 50-150cc, some with automatic gearboxes, some with automatic clutches and some fully manual.

Fun bikes generally suit kids up to around 12 – after that they need either a family, trail or motocross machine.

Another increasing part of this market is electric bikes. They are a bit harder to define in terms of capacity but the output can be restricted to suit your child’s ability.

Electric fun bikes are suitable for a wide range of kids, and could be a better option for those who don’t want to ride all day long (charging times are often around four

hours), for parents without mechanical sympathy - there are no consumables to worry about. But probably the biggest buying point is they make virtually no noise, so if you live on a larger, semirural block of land, you won’t send the neighbours barmy. An electric fun bike can also lead to trials type competition, which isn’t as big as motocross in Australia, but the skills are just as incredible.

Honda has five fun bikes in its stable, ranging from 50cc to 150cc.

Gas Gas has an electric bike equipped with a wireless controller, which allows parents to remotely limit, configure or even switch off their child’s motorcycle from an Android or iOS app. The E12 electric bike has disc brakes and weighs 30kg, though it’s only recommended for riders up to 40kg.

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Family, Fun, Fast or Four?

The bike is made by Torrot Group, large producers of electric pushies, scooters and urban mobility vehicles.

Torrot has a very similar, entrylevel E10 EnduroCross bike also available in Australia. Its speed can be controlled from 10-40km/h, weighs 22kg and is suitable for riders up to 30kg.

The running time is around three hours depending on settings and charge time is four hours.

Kawasaki’s models start slightly bigger in stature, with 110 and 140cc four-strokes.

The KLX110 is available in two models.

One operates with an automatic clutch/ manual gearbox, and the KLX110L model is completely manual, both feature drum brakes and can handle rider weights up to 70kg.

The KLX140 is a step up from the 110s, with a bigger engine, manual transmission and more powerful disc brakes. There is also has an L-model with 19/16-inch wheels front and rear making it more suitable for older kids.

KTM’s 50 SX Mini is the Austrian brand’s only fun bike, and even then it borders on fast!

It’s a liquid-cooled two-stroke suitable for ages four to 10, with adjustable automatic transmission, upside down forks, disc brakes and an optional restrictor kit available.

Oset is an electric bike manufacturer which has quite a large stable of fun bikes. Oset’s 12.5 is a trials style machine which comes in an entry level ECO and Racing models.

The 600w 24v powerplant is adjustable for speed and response and is shared, along with the dimensions of both bikes. The ECO has V-brakes up-front and a band brake on the rear, steel hubs and two eight-amp hour batteries. The 12.5 Racing receives disc

brakes front and rear, alloy hubs and two 10amp hour batteries which should see longer use between charges. The 12.5 is suitable for ages between two and five years.

The OSET MX-10 is designed as the first Oset for off-road, motocross and play riders. The 1400w engine can be restricted in its power, speed and response, along with an adjustable seat height, adjustable suspension and hydraulic disc brakes.

Oset’s 16.0 is another trials-style machine which is is available in an ECO and Racing models based on the same 36v 800w motor, three 10-amp hour batteries and output controller. The 16.0 ECO has 16-inch steel Continued on next page

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Family, Fun, Fast or Four? rims, steel hubs and mechanical disc brakes front and rear. The 16.0 Racing gets lighter alloy wheels, hydraulic disc brakes, Kenda tyres and adjustable front suspension.

Suzuki has three fun bikes - the DR-Z70 and JR80. The DR is Suzuki’s entry-level fun bike, a 70cc four-stroke with automatic clutch, electric start, 10-inch front wheel and drum brakes. The JR80 is Suzuki’s next step up - a 79cc two-stroke with oil injection (no need to manually mix fuel and oil), 14-inch front wheel and five-speed manual transmission.

The DRZ125 is available in both a standard and ‘bigwheel’ configurations, it is a 125cc four-stroke with fully-adjustable linkage rear suspension and manual transmission, but still uses drum brakes.

Yamaha’s venerable fun bike is the PW50.

It’s a 50cc two-stroke with an automatic gearbox, shaft drive plus an adjustable throttle which allows parents to limit the bike’s top speed.

The TTR-50E is a slight side step from the PW in that it is introducing more motorcycle-specific operation - a pedal rear brake and gear lever, with an automatic clutch.

Up from the TTR-50E is the larger capacity 110E; the TTR-125E, which introduces a clutch lever and 17/14-inch wheels, while the TTR-125LWE has 19/16-inch wheels, adjustable suspension, aluminium swingarm and 220mm front disc brake instead of drum. See the test in this issue.

YCF’s 50E electric fun bike is suitable for ages 3-7 with its power output controller, plus optional training wheels are available which means it can be learnt on like a pushbike. The styling is pretty sweet too with cool graphics, upside down forks and cable disc brakes. While it isn’t shaft driven, a protective chain guard is there to stop anything untoward.

If you prefer to go with something more conventional, the YCF 50A is a similarly styled 50cc four-stroke which has the same dimensions as the electric model. It features an electric start and automatic gearbox, making it a great learner for kids.

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Family, Fun, Fast or Four? with a larger front wheel, moderate seat height, preload and rebound adjustable rear suspension and semi-automatic gearing.

YCF’s F125SE Kids fun bike jumps up in engine capacity to a 125cc four-stoke and increases wheel sizes to a 14-inch front and 12-inch rear. The throttle is still adjustable, with electric and kick start plus the gearbox is a four-speed semiautomatic which means it’s never too late to start on a YCF. Zuma has three fun bikes available -

an entry-level ZMB50 which features a 39cc two-stroke oil-injected engine with a throttle limiting screw, automatic transmission, electric start and drum brakes.

The ZRF70 Pro-Junior is Zuma’s next step up, a 70cc four-stroke with semi-auto transmission, electric and kick start, 10inch wheels and drum brakes. The ZFR70 Pro-Junior will be suitable for ages six to 11.

Zuma’s T110E Minibike is a 110cc fourstroke with semi-auto transmission, electric and kick start, disc brakes and adjustable swingarm, which raises the seat height from 680mm to 710mm. The Minibike is suitable for ages 9-14.

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DRONE

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ADU YOU LT $ P E E T H $ 1 8 9. 9 5 1 WE E $ 5 4 . 95 1 49 . 95

w w w. f i c e d a . c o m . a u

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Family, Fun, Fast or Four?

Fast A fast bike is still fun, but it’s more suitable for kids who are keen to join their local motocross club or go enduro riding with mum or dad. The biggest thing to overcome is using a manual transmission, so it is often better to get the basics of riding down pat on a fun bike before teaching clutch control. Keep in mind there are some smaller motocrossers in the market which feature semi-automatic gears (gear pedal with no clutch).

Fast bikes generally feature two-stroke engines for their power to weight ratio and handling. Some of the smaller capacity 50cc machines have provisions to restrict power, once again parents don’t necessarily have to buy a fun bike before a faster bike.

As the engine capacities move toward 85cc, most manufacturers include a ‘bigwheel’ model option - which generally offers better handling, but it could be a double edged sword. Bigwheel bikes have an increased seat height and a few other changes so this option may not be as suitable for smaller kids or as a step up from a funbike.

If you are looking at graduating from a faster 85 two-stroke - for say a teenager, you are starting to get into more adult sized bikes - 125cc two-strokes, wide-ratio 250cc four-stroke enduros and perhaps even 250cc motocrossers depending on your kid’s talent and ambition.

Bigger electric bikes aren’t necessarily faster for motocross or enduro purposes.

While also being really fun, they are more specifically ridden in trials competition. We decided to include them here instead of fun because of that reason.

Kawasaki’s entry into motocross territory is through its KX65, a 65cc two-stroke with digital ignition, 14-inch front and 12inch rear wheels, Uni-Trak gas linkage rear shock with preload and rebound damping, telescopic forks with rebound damping, disc brakes and a multi-plate clutch with sixspeed transmission.

The KX85 is available in both 16/14- and 19/16-inch wheel configurations, featuring a liquid-cooled 85cc two-stroke engine, fullyadjustable rear suspension, ’bars adjustable for height and length, large 220mm front disk brake and upside down forks.

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Family, Fun, Fast or Four?

As you would expect with KTM’s ‘ready to race’ philosophy, it has one of the largest range of kid’s motocrossers available in Australia with three models ranging from 50 to 85cc.

for more experienced or taller youngsters.

The 65 SX introduces a manual transmission, a larger 65cc liquid-cooled two-stroke engine, fully-adjustable suspension front and rear, disc brakes with four piston calipers and a lightweight aluminium swingarm.

Husqvarna is the other manufacturer with three motocrossers in its stable. It’s not a huge surprise the machines are all-but identical to KTM, seeing the two companies are so closely knit. While you do see some variation between the larger enduro- and motocross-spec machines, it would be an expensive exercise essentially fixing something which isn’t broke - with kid’s MXers, purely for the sake of a point of difference. It’s a case of finding local service which you prefer and the colours you like best because either way - you are on to a winner.

The 85 SX is available in both 17/14-inch and 19/16-inch wheel options, both feature an 85cc liquid-cooled two-stroke, bigger stoppers, fully-adjustable upside down forks and PDS monoshock. The ‘bigwheel’ model has a larger seat height and ground clearance, making it suitable

Oset’s larger sized electric bikes are aimed at aspiring trials competitors.

The 20.0 Racing is a competition ready machine for 8-12 year olds.

It features the exclusive OSET wide rear rim and 3-inch wide deep tread competition motorcycle tyre, as well

The 50 SX is KTM’s entry motocrosser, which has all the fruit, like a 49cc twostroke engine, automatic clutch, fully adjustable suspension both front and rear, larger front wheel, disc brakes and upside down forks. An aftermarket power reduction kit is also available, which could make it the perfect first bike for any race-inspired youngster from the age of four.

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Family, Fun, Fast or Four? as fully-adjustable suspension.

This machine also features an alloy swingarm, alloy sprocket carrier and sprocket allowing easy gearing changes.

The OSET 24.0R JR is able to compete in the Junior 7-U13 classes. It features 17 x 3.5-inch rear and 19 x 2.5-inch front trials tyres. The rear wheel offers superior traction for competition trials situations. The suspension is also set up for young riders, with a recommended maximum weight of 61kgs but is adjustable up to max of 90kg with optional springs. The 24.0 features more high-end components, from the 20-amp hour high-output OSET lithium battery, adjustable full length RST forks, DNM rear shock and SRAM hydraulic brakes with a 180mm discs front and rear, plus strong lightweight rims.

Suzuki’s competition MXer is the RM85 available in 16/14- and 19/16-inch wheel configurations. The RM85 is an 85cc twostroke with reed-valve induction and adjustable suspension.

The YZ85 is Yamaha’s go-to two-stroke motocrosser for young’uns. Available in

both 17/14- and 19/16-inch wheel configurations - the ‘LW’ model indicates bigger wheel sizes. The bike features a liquid-cooled 85cc two-stroke engine with reed-valve induction, six-speed closeratio gearbox, fully-adjustable Kayaba rear linkage shock, involute spine clutch, semidouble cradle frame, upside down forks and disc brakes. It’s a serious competitor both on the track and for your money.

YCF has two bikes suitable for more experienced youngsters, teens, even adults who want to do mini moto racing. The Factory 150 is available in three models: SP1; SP2; and SP3. Each model has a slightly different engine and seat heights, with the same hydraulic disc brakes and gear ratios through manual four-speed transmission.

The SP1 and SP2 share the same forks and rear shock, while the SP3 receives stronger ENGI shocks at each end.

The Factory 190 SP3’s biggest change over the Factory 150 SP3 is a bigger engine - the same bore, but a longer stroke.

Zuma’s KTX-125 Thumper is a dirt bike for ages 11 years and up who are ready to ride a dirt bike with manual transmission with long suspension travel of competition MX bikes, solid brakes and light, agile handling without the same price tag of some of the Japanese and Austrian manufacturers. The KTX-125 doesn’t have the high performance of the of the two-stroke motocrossers but offers a lot more performance than a fun bike.

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AUSTRALIA WIDE SHIPPING IMPORTERS OF MOTORCYCLES, QUAD BIKES, GO-KARTS, ELECTRIC BIKES AND APPAREL. WE STOCK A MASSIVE RANGE OF SPARE PARTS FOR CHINESE BRANDS.

ZRF70 PRO-JUNIOR MINI BIKE. $899 4 speed semi auto, four stroke, kick/elec start.

TT110E MID SIZE MINI BIKE. $1199 4 speed semi auto, four stroke, kick/elec start. Disc Brakes, Height Adj Seat.

KTX125 PRO DIRT BIKE. $1199 4 speed manual, four stroke, kick start.

BILBY 160 BUGGY. $1499 Automatic, Elec & Pull start 160cc four stroke, speed limiter, safety cut out. Seat belts. Ages 5-9 years.

BEAGLE 110 QUAD $1399 Four Stroke 110cc Automatic, Electric Start, Head light, Mud Tyres

BUSH RANGER 200 GO KART $2499 Four stroke 200cc CVT automatic, Electric & Pull start, 50Kph, Disc brakes, Ages 10- Adult

SCAMP 80 GO-KART. $899 80cc 4 stroke Pull Start, Automatic, Hydraulic Disc Brake, Ages 5-10

SIZZLER GO-KART. $949 196cc 4 stroke, Pull Start, Automatic, Cable Disc Brakes, Ages 7- Adult

SIZZLER RC GO-KART. $1199 196cc 4 stroke, Pull Start, Automatic, Hydraulic Disc Brake, Ages 7- Adult

DRIFT TRIKE. $1299 196cc 4 stroke, Pull Start, Automatic, Hydraulic Disc Brakes, Ages 10- Adult

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*PRICES ARE IN BOX + ASSEMBLY IF REQUIRED.

Ph: 02 4285 9400 Email: sales@zuma.com.au 4/609 Princes Highway, Russell Vale, Wollongong NSW 2517

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TeamMoto.com.au

CYCLE TORQUE KIDS BIKE FEATURE

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Family, Fun, Fast or Four?

Family Bikes are just that - suitable for more than one member of the family. We have decided to include a few smaller capacity side-by-sides and off-road karts as family options because they’re small enough for your youngster to operate, while you ride shotgun and vice versa.

Honda has two bikes suitable for the family in its range.

Kawasaki has two family bikes - the KLX150BF can be road registered, but the big thing is its simplicity - aircooled 150cc engine, electric start and basic suspension with rear preload. The KLX150BF could be a great family bike if you live on a large property or own a hobby farm. With 21/18-inch wheels, the KLX150BF is a full sized bike so teenagers and parents alike will find it’s comfortable to ride.

The KLX250S could be an option if you are after something for mum or dad to ride first - a family trail bike which

is also suitable for an older teenager.

The engine is a little bit more capable than the 150BF with a larger capacity and liquid-cooling, suspension is fullyadjustable so it can be set up as things change. The 250S can be road registered too, so once again it’s capable of being a great runabout or learner machine.

Oset has a pretty cool bike which we think could be a ripper family bike.

The 24 Racing is not just a trials bike, it appeals from to both youth and adult riders, mountain bikers, parents following their kids around - even as a trainer. The 24 has lightweight 19inch tyres front and rear, adjustable suspension, 20-amp hour battery and a 1400w 48v motor.

They say happiness isn’t real unless it’s shared, well Parklands has a fun cart which might be right up your alley - a two seater Fun Cart 200GK with a 196cc air-cooled four-stroke engine, hydraulic disc brakes and chain drive. Whether your are the kid or a kid at heart, fun can be had in the cockpit or letting the other take the wheel.

Continued on next page

CYCLE TORQUE KIDS BIKE FEATURE

cycletorque.com.au NOVEMBER 2016 I 69

Family, Fun, Fast or Four?

Polaris’ RZR 170 EFI is for young drivers under adult supervision, suitable for drivers and passengers over 10 years.

The side-by-side can be selected from a 24km/h restricted mode, or unrestricted mode puts out 46km/h, and should be set based on rider/driver skill level.

The RZR features a 169cc fuel-injected single-cylinder four-stroke engine, with disc brakes front and rear, one-piece side nets, daytime running lights, and a safety flag.

Suzuki has two bikes in its stable suitable for the family. The DR200S is a full sized bike and receives a disc brake up-front, electric start and RM styling.

The DR-Z250E is the option if you are after a bike which can be registered. the 250E is learner-approved, with fullyadjustable suspension front and rear, disc brakes at both ends and electric start.

Yamaha’s TTR-230 is simple, very easy to own, operate and maintain - a 223cc air-cooled single-cylinder machine with full-sized wheels, quality brakes and basic suspension. The TTR is suitable for a teen to learn on and for mum or dad

to show how to keep it shiny side up.

If you want to future-proof your purchase for a few extra years, the XT250 could be the one for you. As a road registrable trail bike, it might not sit in the garage as often, mum or dad can love it first, with the intention of handing it down to the next generation as their traily or LAMS bike. The XT250 features a 249cc air-cooled four-stroke with slightly stiffer suspension, reliable braking performance and a neutral riding position for both on- and offroad riding.

Zuma has a cool kart, as well as an offroad trail bike. The Bush Ranger 200 Go-Kart is a two-seater for years 8 and up, plus its speed can be governed up to 50km/h. CVT transmission means the only thing to worry about is throttle and brake.

The Shineray Scrambler XY159GY-11 is a three-quarter sized trail bike.

Disc brakes, electric and kick start operation, it’s a simple bike to own with its air-cooled engine and basic adjustable suspension. The Shineray can be road registered, too.

Continued on next page

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cycletorque.com.au NOVEMBER 2016 I 70

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CYCLE TORQUE KIDS BIKE FEATURE

cycletorque.com.au NOVEMBER 2016 I 72

Family, Fun, Fast or Four?

Four Although side-by-sides and karts do have four wheels, this category mainly covers kid’s ATVs - one seat vehicles up to 150cc. These are a great option if your kid isn’t really interested in two wheels, and especially if you have an adult-sized ATV on your farm or property - it gives younger people something more suited to their size and ability to safely learn to ride on.

Honda has one kids-sized ATV in its stable.

Kawasaki’s KFX50 is designed specifically with little bodies in mind, boasting a range of user-friendly features such as a built-in throttle limiter, automatic CVT transmission and low seat height.

For extra parental control and safety, it is fitted with a second rear-mounted, lanyard-style kill switch enabling the parent to follow behind and shut the engine down in an instant. The KFX50 is a kid-sized ATV which can bring years of fun and provide a safe learn-to-ride environment.

The KFX90 is recommended for ages 12 and older, and can face up to the toughest of dirt challenges. Like the smaller KFX50, the KFX90 has aggressive styling and lines mimicking its larger KFX models. The KFX90 features an 90cc four-stroke engine with electric start, CVT transmission, a full floorboard design which protects feet and legs, single A-arm front suspension, rear swingarm suspension design and is driven by chain. The engine features a throttle limiting screw, allowing new riders gain experience at slower speeds.

Parklands has two ATVs in both sport and agricultural styling - the S110 Sport/Farm features a 108cc four-stroke engine with electronic fuel injection, CVT transmission, electric start, independent dual A-arm front suspension with a single rear shock.

S150 Sport/Farm features a larger 150cc four-stroke engine, with electric and pull start, fuel-injection, CVT transmission, independent dual A-arm front suspension and swingarm rear suspension.

Continued on next page

CYCLE TORQUE KIDS BIKE FEATURE

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Family, Fun, Fast or Four?

Polaris’ Outlaw 50 is a 50cc ATV suitable for ages six and older, with electric start, speed limiter, variable transmission, single A-arm front suspension and monoshock rear swingarm. The Outlaw 50 is available in pink and blue.

The Sportsman 110 and Outlaw 110 are a step up and recommended for ages 10 and older. With fuel-injected single-cylinder engines, parent-adjustable speed limiters and a quality build, these machines are excellent for the intended age group.

Suzuki has two ATV options - the QuadSport Z50 and QuadSport Z90. The Z50 is the smaller of the bunch, a 50cc four-stroke with CVT, independent suspension, remote tether strap, throttle limiter and electric start.

The Z90 is suitable for riders aged 12 years and older, with a throttle limiter, CVT, keyed ignition and electric start, it has all the features any young gun needs.

Yamaha has just introduced the YFZ50 into Australia as its entry-level ATV for riders aged six and up. The YFZ50 features a 50cc air-cooled four-stroke engine with continuously variable automatic

transmission. Supervision controls include adjustable rev and throttle limiters, as well as a kill switch operated by a pull-cord.

The Raptor 90 is a 10-year-old’s dream with its sporty looks evoked from the Raptor 700R, constantly variable transmission and electric starter. For parents the 90cc engine is low maintenance, and the preload adjustable suspension means it will be suitable for the years to come.

Zuma’s Beagle 110 is recommended for ages six to 12, and can be speed limited for younger kids and learners. The Beagle 110 has no gears, so when the engine fires into life, all they need do is apply the throttle and way they go. The Beagle features a 110cc four-stroke engine with electric start, automatic transmission, hydraulic disc brakes, wishbone front suspension and monoshock at the rear. n

Continued on next page

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2017 Yamaha Racing Apparel

Coming Late October to your local Authorised Yamaha Dealer & Y-shop CYCLE TORQUE Yam.apparel.indd 1

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*The Fun Mini Bike Deal is available from participating dealers only. $400 cash back for each KLX140/ KLX140L sold and $300 cash back for each KLX110/ KLX110L model sold during the validity of the promotion. Cash back is to be used at the point of sale as a price reduction. Motorcycle must be collected from the dealership prior to the end date to be eligible for the promotion. This promotion begins on 01/10/16. 16MY and 17MY shown here. Model years may vary within each dealership. Refer to www.kawasaki.com.au for promotion validity and more information.

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CYCLE TORQUE KIDS BIKE FEATURE

cycletorque.com.au NOVEMBER 2016 I 76

Bike Stuff

Draggin Kids jeans

Attack of the Drones

Kids lids

Although there are many kids who ride trail bikes, there are also many who ride with mum or dad, as a pillion.

AXO’s Drone Youth and Pee Wee off-road boots have been updated in 2016, the newer versions feature a lower height design and redesigned sole with optimised grip patterns and higher sides around the upper area for increased protection.

RXT’s Racer 2 is a kid-sized helmet featuring a smaller shell to provide a better fit for your youngster.

Draggin’s kids jean is lined with a blend of Kevlar and Dyneema to offer high levels of burst, tear and abrasion resistance.

The Kids’ jeans are made with the same durable denim Draggin is renown for, with an elastic waist to allow for growth, making sure they both protect and last.

Price $199 Get them from: Bike shops in Australia More info: dragginjeans.net

The Racer 2 complies with AS/NZS 1698, with ABS construction.

The synthetic boots have tapered vinyl and foam gaiters to stop dirt getting in, and the shin plate uses a system of Velcro and adjustable buckles.

The RXT Racer 2 helmet is available in seven colours, from size XXS, to L.

Synthetic leather covers the inner side of the boot, the insoles are antibacterial and removable, and the toe area has been increased for comfort.

Price $119.95 Get them from: Bike shops in Australia More info: motonational.com.au

The Drone Youth comes in sizes US 7-13, while the Drone Pee Wee, for kids, is available in sizes US K10-13 and US 1

Price Youth $154.95; Pee Wee $149.95 Get them from: Better bike shops More info: ficeda.com.au Continued on next page

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CYCLE TORQUE KIDS BIKE FEATURE

Bike Stuff

cycletorque.com.au NOVEMBER 2016 I 78

Antonio Cairoli.

Airoh coming Downunder RACE fans may have noticed the helmet brand Airoh being used by a number of highprofile world championship riders across many classes, including Andrea Dovisioso in MotoGP, Antonio Cairoli in MXGP and Antoine Meo in Enduro, but you you won’t have seen the helmet seen Australian bike shops. Until now, anyway.

It’s taken many years, but Moto National has now secured the rights to distribute Airoh in Australia, and will be rolling out a huge range of the high-profile Italian brand’s models starting now.

It’s great to see another quality product make it to Australia, and Cycle Torque had a good look at the new lids during the dealer launch of the brand recently in Sydney.

There’s a wide range of helmets, from inexpensive full and open-face models through to super-light carbon and Kevlar composite models aimed at racers and those who demand the most comfortable, highestperforming helmet they can buy.

Airoh, which is actually pronounced ‘I row’, has only been selling helmets under its own name for about 20 years, prior to that the company would make helmets for other

manufacturers, so while Airoh mightn’t seem to have the history of some of the better-known brands, it does have a lot of experience building helmets.

Based in Northern Italy, Airoh is bursting at the seams of its current design centre and production plant and has plans drawn up for a new headquarters, such has been the company’s growth, despite tough times in the European economy.

Airoh earns 70 per cent of its revenues from export sales, so it shows just how much the company is growing outside of Italy. The bulk of its helmets are made in Italy, although the base models are made in an Airoh factory in China.

Moto National, in conjunction with its dealership network, is evaluating around 25 different models of Airoh helmets, so the variety of models and colours will grow over the coming months as more styles and colours are imported – they all pass the European safety requirements so can be worn legally across Australia.

Storm Poison White Gloss: Airoh’s Storm has a retractable internal sun visor, an excellent ventilation system, a comfortable inner lining and is Pinlock-ready.

Continued on next page

CYCLE TORQUE KIDS BIKE FEATURE

Bike Stuff

cycletorque.com.au NOVEMBER 2016 I 79

Airoh have helmets designed for everyone.

There is the ‘Baby’, a very small helmet in sizes XXS to Small, because in Italy it’s not uncommon to see baby carriers on the back of scooters. There are other kids’ helmets in openface, full-face and motocross styles.

There are classic open-face designs, modern jet-fighter styles and some cool-looking modular models which convert from full-face to open-face. Then there’s the flip-top and fullface helmets, with different models aimed at street and track usage – many have integrated tint visors.

In the off-road styles there’s the top-of-therange Aviator 2.2, which is incredibly light, strong and beautifully made. I liked the Six Days 2017 graphics, it would sure make me look fast.

Airoh isn’t all about just catering to the top-end of the market though – the bulk of its helmets are in the mid-range pricing bracket, with Airoh claiming to offer the features of top-line helmets at a better price. There are many helmets in the Airoh range from $300-$750, with economy lids coming in under that, and the trickest a bit more.

Keep an eye out for Airoh helmets, and Watch This Space for upcoming reviews – good looking lids at reasonable prices with the support of Moto National, one of Australia’s best accessory importers, is likely to see Airoh become of of Australia’s most popular helmet brands.

Aviator Six Days: The super-light-weight composite-construction work of art Airoh call the Aviator Six Days.

Rides Color Anthracite Matt: Lightweight pivotingchinpiece everyday helmet with a sanitised liner, internal tint visor, Pinloc/ ainti-fog visor and is Bluetooth-ready.

Price: Various Get them from: Bike Shops Everywhere More info: airoh.com

Continued on next page

cycletorque.com.au NOVEMBER 2016 I 80

cycletorque.com.au NOVEMBER 2016 I 81

Sydney 02 8741 3000

Newcastle 02 4935 9800

Wollongong 02 4283 0800

Perth 08 9370 9000

www.customtorque.com cycletorque.com.au NOVEMBER 2016 I 82

Andrew Lowis

Many times when we see custom bikes they are a work in progress at different stages. It’s not often we get to see one that’s a work of mechanical art.

Continued on next page

cycletorque.com.au cycletorque.com.au NOVEMBER NOVEMBER 2016 2016 II 83 83

Buried deep within the attic of his family home, Rod Jones found his Grandfather’s war diary, a former soldier who served his time on board a Lancaster Bomber in the war.

Reading this historic manuscript, Rod was moved by the amazing stories contained within the pages. The emotions conveyed by the pen of his Grandfather could not be ignored. The telltale signs of bravery in the face of adversity provided an glimpse of a world that was. The stories’ authenticity were confirmed with blood tinged pages and showed the remarkable resilience of those who had the misfortune to witness the struggles of battle.

Endowed with a heightened passion to pay homage to his grandfathers story and a love for custom motorcycles, Rod set out on his mission to search for a platform upon which to build his dream.

After months of trawling the classifieds, the perfect opportunity manifested in the shape of a BMW/R80/7. “I found this bike up in Queensland. It was one that a gentleman brought out from England. It still had all of the fairings and accessories attached. It was basically a highway patrol

bike and I thought it would be a great platform to start.”

When Rod set about making this project a realty he never fully imagined that he would take the build so far. “The original plan was just a strip down rebuild with some clip on handlebars and be done with it, but the project just went from there.”

During the process the project seemed to take on a life of it’s own. “The valve caps are the 30 caliber round that the belly gunner on the Lancaster Bomber used to have in his station. I needed something and I just thought it was the perfect fit.”

Choosing a German BMW adds another layer of depth to this amazing story. “I chose the BMW as I wanted to pay respect to both sides of this tragic historical event.”

The depth of his back story was so inspiring and captivating that it had a motivational force all of it’s own. Rod’s passion was clearly a catalyst but it was the story that captured the creative spirit of those who had the pleasure of working with Rod. On a trip to Kyoto, Rod met with an old Japanese sword maker who was so

enamoured with the tale that he agreed to construct a hand forged brass ring to adorn the leather petrol tank strap. Back in Sydney, the build was brought to the attention of the legendary bike engraver Neo Dutch who was so intrigued by the idea of working with Japanese calligraphic that he created, arguably, the most beautiful triple three ever to grace the handlebars of a custom machine.

There is no doubt that the BMW is raw by modern standards. Mediocre brakes, loud pipes and a riding position that is not geared towards a lazy ride in the suburbs.

But there is still something special about riding this machine. For Rod it feels like being connected to a distant past, a continuum of wartime memories to the present day. “When I ride this bike I can’t help feeling connected to my Grandfather’s story.”

When you see the attention to detail close up you can see the evidence of the passion in this build. It’s no surprise then that the bike bears the name Lucille. The now legendary Lancaster Bomber in which Rod’s Grandfather flew 24 missions.

cycletorque.com.au cycletorque.com.au NOVEMBER NOVEMBER 2016 2016 II 84 84

“The original plan was just a strip down rebuild”

To order your copy please visit www.customtorque.com

Watch all of the episodes on one limited edition DVD

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

R E T RO IS A L I V E A ND K IC K ING AT

WE PREPARE RACE BIKES TOO VIEWING BY APPOINTMENT Ph. 02 4958 1435 CATCH US ON FACEBOOK

OTHER BIKES 1965 HONDA CD90 – $2500. GREAT NICK.

1983 DUCATI PANTAH 500 $6,500 Runs great, custom 1 piece tank and seat unit. Great club bike.

1988 GSX-R1100

$6,000

Genuine Black/Gold limited edition, now with new paint, stickers, recovered seat and repainted wheels. Great bike.

DUCATI MIKE HAILWOOD REPLICA

$26,000

1983 dry clutch. One of the best replicas of Mike Hailwood’s ’78 TT winning bike. See this issue for full story on this bike. Amazing to behold, and comes with all original parts.

Road registrable, not a race bike. Call for full details.

PRICE DROP!

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

YAMAHA R1-Z 250

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

HONDA CB550 $8,500 Like new. Fire up the time machine and buy a new CB550. This is THAT good.

1994 HONDA VFR750 – $2999. HEAPS OF REGO, GOES UNREAL. 1983 SUZUKI KATANA 1100. $6999. NON ORIGINAL PAINT, 1170 KIT, GREAT BIKE. KAWASAKI GPZ750R PROJECT BIKE. RUNS OK, WILL CLEAN UP NICE, SPARE ENGINE. $1500.

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

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

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As you travel Africa, you will find the way of ubuntu - the universal bond that connects all of humanity as one. At the age of twenty-eight, while sitting in a friend’s backyard, Heather Ellis has a light-bulb moment: she is going to ride a motorcycle across Africa.

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I was Top Gear’s script editor for 13 years and all 22 series. I basically used to check spelling and think of stupid gags about The Stig. I also got to hang around with Jeremy Clarkson, Richard Hammond and James May. Then I realised that I had quite a few stories to tell from behind the scenes on the show. I remembered whose daft idea it was to get a dog. I recalled the

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

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Motorcycling in Colorado takes you past high snow-capped rocky peaks, into deeply cut canyons, through lush mountain meadows, over sagebrushcovered open rangeland, rolling hills, and grassy plains where you can see forever. All through this great variety of terrain run roads perfect for motorcycling—roads that twist and turn through canyons and swoop up and over mountain passes.

Motorcycle Journeys through the Northwest, 2nd edition, by Bruce Hansen, is an important update to his very popular first edition. Hansen’s enthusiasm for motorcycle exploration comes through in this full-colour, fully detailed tribute and guide to the great roads of America’s Northwest.

Both visitors to the region and lifetime locals will enjoy and learn from the exciting trips that Hansen has planned and perfected. This book, designed from top to bottom for motorcyclists includes: relief maps for each trip, section, and chapter; photocopy-able spreads with detailed maps and directions for easy placement in a tankbag map window; more than 30 great trips that span 5 states and parts of Canada and include the twistiest, most scenic roads the Northwest has to offer; and the best places to eat, sleep, and pitch your tent.

In this new, updated edition, motojournalist Marty Berke provides detailed routes to the best scenic, curving roads the great American Southwest has to offer. From Pikes Peak Highway, the Million Dollar Highway, and Route 66, to Bryce, Zion, and Grand Canyon National Parks, unforgettable roads and adventures await those wanting to explore Arizona, New Mexico, Colorado, and Utah on two wheels.

In a thrilling follow-up to Beyond Siberia (2 x 60’), this documentary, presented and narrated by iconic motorcycle advernturer, Charley Boorman (Long Way Round, Long Way Down), follows 16 motorbike riders across 20,000 gruelling kilometres through Africa. For 80 days, they battle blazing heat, treacherous roads, suffocating bureaucracy and bone-crunching crashes, attempting to join a very elite group of people to have conquered this journey. Riding the vast savannahs and witnessing the world’s greatest wildlife spectacle on the African plains, the riding gets tough as they battle through gravel, sand, dirt and spectacular lightning storms across Malawi, Mozambique, Zimbabwe, Botswana, Namibia and South Africa.

It’s an incredible journey of vast sandy deserts, high mountain passes and never-ending savannahs on roads and tracks which are amongst the most dangerous in the world.

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WORDS

PHOTOGRAPHY

VIDEO

TORQUING BACK

cycletorque.com.au NOVEMBER 2016 I 90

Letters

Write A Letter!

WIN A GREAT PRIZE

This month Peter Steiner has won a Sheepy Hollow sheepskin seat pad for his letter, chosen as letter of the month. www.sheepyhollow.com Send your letters (and/or great bike pictures to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email letters@cycletorque.com.au

New letters prize!

THANKS to Peter at Sheepy Hollow for providing us with sheepskin seat covers to giveaway as a prize for ‘letter of the month’.

Sheepy Hollow’s sheepskin seat pads add a whole new level of comfort to your bike. They’re great for everyday riding or long days in the saddle and the specially designed shape will conform to most seats.

Sheepy Hollow sheepskin pads are easy to fit and adjust, and have a non-slip backing.

They provide seat pads for tourers, cruisers, sportsbikes and even adventure bikes.

Sheepy Hollow are specialists in their field since 1992 - sheepskins for motorcycles is all they do!

Check out www.sheepyhollow.com or give him a call on 0414 390 507.

250 Mercury?

I read your comment about the Sol Invictus 250 Mercury bike. I am interested in getting one but to be honest I’ve read 80% bad reviews about it rather then positive ones.

The price is so attractive but just bit afraid as apparently the mechanics are not great.

How long have you had the bike for? Do you have or have you had any issues?

Your feedback is much appreciated.

Cheers, Giuseppe Lo Cunsolo Hi Giuseppe, your best bet might be to look around Sol Invictus’ Facebook page and see what

the feedback is like from owners or search for any owners’ groups online.

If you see one in the flesh, you can always strike up a conversation with the owner, too.

When a bike gets sent to us to test, it is usually for 1-2 weeks, in that time we never had a problem with the bike mechanically. In saying that, I can’t think of an occurrence where we have found a problem with any bike in such a short period of time.

Yep, the price is great. With most things, there is great price, great quality and great performance, and most of the time you can only pick two.

If you are looking at this style of machine, I think Suzuki makes something similar (TU250), otherwise you will be looking at a second hand Japanese bike, which has no warranty and no guarantees…

-RG

It’s not the bike…

Spot on Ryan. Good to be reminded that it’s ‘participating’ that is important, not the machine we ride.

I’ve recently ‘downgraded’ to a Honda NC750X and am absolutely loving it.

Adrian

Flinders or bust!

Firstly, congratulations for the best monthly one could get for free, love my subscription. I’ve been a serious rider now for about 16 years and more recently purchased my third Triumph, a Street Triple R, what a sweet machine.

But this story is about my recent trip to the Flinders Ranges on my Explorer 1200. I’ve had the bike just three years and been building my off-road confidence in the Adelaide Hills in preparation for the Flinders (a bucket list for me).

I might not be breaking speed records off-road like some seasoned motocrossers, but I had an absolute blast, on a number of skill levels, covering rough tracks, water crossings, steep rocky descents and more.

I recommend it to anyone with the urge to explore this great country; get off the Tarmac and see the things that most people dream about, you won’t regret it.

Thanks for reading, hope you get the chance I did and enjoy the ride.

Peter Steiner.

cycletorque.com.au NOVEMBER 2016 I 91

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Racer

1

SUMMER 2015

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

Australia’s FIRST classic racing magazine cycletorque.com.au NOVEMBER 2016 I 95

! w o n e l b a l i a Av $9.95 INCLUDING POSTAGE

www.motobooks.com.au Call 02 4956 9825

N MINNOVAETLIO MARV

AHR RACER TEST

Ducati TTF1

Words by Chris

by Pickett, Photos

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

S

––– 51 –––

Contents

AUSTRALIAN HISTORIC RACER 18

26

30

4

SNAPSHOT IN TIME

6

IN THE PITS

10

2016 ISLAND CLASSIC PREVIEW

12

RACING TECH

14

2016 BSFOS PREVIEW

16

EDITORIAL

18

RYE DUCATI

Chris Pickett

ADVERTISING

38

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

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

ACCOUNTS

Rebecca Eastment bec@cycletorque.com.au

50

PUBLISHER

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

58

REGULAR CONTRIBUTORS:

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

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

66

This work is Copyrighted. All rights reserved.

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

RUST NEVER SLEEPS YAMAHA TZ750

36

THE SQUEAKY WHEEL TOM PHILLIS

46

BOOK SHOP

48

RACING GEAR

50

SEELEY COMMANDO

58

HONDA CB500/4

66

HONDA V4

72

1976 AUSTRALIAN TT

76

DENNIS NEILL TRIBUTE

82

2015 BSFOS WRAP UP

86

2015 ISLAND CLASSIC REVIEW

90

CLASSIC TT 2015

94

ON ANY RACEDAY

98

EVENTS

TEST

LIGHT AS A FEATHER

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

Australian Historic Racer

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

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

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

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

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

––– 61 –––

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

AHR PICTORIA

L

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

F

TH

TUFF OF LeEgSe nd Australian Historic Racer

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

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

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

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

31 –––

s

––– 3 –––

26 30

38

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

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

Historic Racer Australian

s

AHR RACER

EDITOR

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

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

Historic Racer Australian

ON THE COVER: RYE DUCATI PHOTO BY SDR

s YAMAHA TZ750 s SEELEY COMMANDO s HONDA 500/4

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

s

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

Pics

A NEW TAKE

A LATIN OBSESSION

PLUS Dennis Neill Tribute – The Racer, The Man

t and SDR Chris Picket

Honda CB500/4

AHR RACER TEST

s

Australian Historic

CREDITS

cycletorque.com.au NOVEMBER 2016 I 96

cycletorque DIGITAL EDITOR RYAN GRUBB

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

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

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

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

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

PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

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