Cycle Torque September 2015

FEATURING: ISLE OF MAN TT PART II + RETRO TORQUE

For the love of motorcycling

SEPTEMBER 2015

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cycletorque

ALSO TESTED Aprilia RSV4 RR BMW F 800 R

RETRO STYLE ROCKET 2016 YZ450F

WELCOME

cycletorque.com.au SEPTEMBER 2015 I 2

September 2015 On the cover of Cycle Torque’s September issue is our off-road guru Todd Reed giving the 2016 Yamaha YZ450F a fair workout.

You can find out more by reading his full test inside.

That’s not the only bike we ride of course. Matt O’Connell heads to Sydney Motorsport Park to ride the Aprilia RSV4 RR and Editor Chris enjoys a bike he reckons is just right – BMW’s F 800 R. Our resident TT racer Alex Pickett tells us more about his 2015 Isle of Man campaign and as usual you’ll also enjoy our regular columnists, see what’s happening in news and find out what the latest products for motorcyclists are. Hope you love it.

– Chris Pickett chris@cycletorque.com.au

INSTRUCTIONS NEWSLETTER EMAIL US YOUR FEEDBACK

CONTENTS

cycletorque.com.au SEPTEMBER 2015 I 3

Ridden

32 LAUNCH

2016 YAMAHA YZ450F

42 TEST

50 LAUNCH

APRILIA RSV4 RR

BMW F 800 R

Features 67

RETRO TORQUE

76

QUAD TORQUE

78

BOOK SHOP

On the cover: Yamaha YZ450F by Jeff Crow

60 FEATURE

2015 ISLE OF MAN TT – PTII

Regulars 5

NEWS TORQUE

30

GUNTRIP

21

SMALL TORQUE

70

BIKE STUFF

25

EDITORIAL

74

USED & REVIEWED

27

DIRTY TORQUE

81

MARKET TORQUE

29

RACE TORQUE

85

TORQUE BACK - LETTERS

cycletorque.com.au SEPTEMBER 2015 I 4

MEAN STREETS The Victory Gunner has the striking throwback styling riders want, with the ride and handling that comes standard in a Victory cruiser. This bobber features factory custom Suede Titanium paint, white-letter high-profile tyres, blacked out slash-cut exhausts, black beach bars, 24-spoke cast wheels and a low 635mm solo seat.

Powered by the Victory Freedom V-Twin 1731cc engine and 6 speed overdrive transmission.

VictoryMotorcycles.com.au | P: 1300 721 360 | * Overseas models shown. ^Facebook速 is a registered trademark of Facebook, Inc.

NEWS TORQUE

cycletorque.com.au SEPTEMBER 2015 I 5

Africa Twin HONDA is back in the adventure game, bringing back the CRF1000L Africa Twin, one of its most popular adventure bike names ever.

The 2016 model will have a 1000cc V-twin engine, but instead of being based on the V-twin Varadero power plant, itself developed from the VTR1000 sports engine from the mid 1990s, the new Africa Twin will use a parallel twin cylinder engine. But it will have a 270 degree crank set up, mimicking a V-twin in sound and feel.

It’s also using a six speed gearbox but with the shift-cam design from the CRF250R/450R models, with the option of Honda’s Dual Clutch Transmission (DCT) technology for adventure.

The DCT features the standard manual mode, allowing the rider to shift gears through a handlebar trigger, as well as two automatic modes.

According to Honda, ’D’ mode offers a good balance of fuel economy and comfort cruising, while ‘S’ mode has been revised to give extra levels of sports performance, with three different shift patterns to choose from: S1, S2 and S3.

The DCT technology has also been customised for the Africa Twin, with a ‘G’ switch on the right side of the instrument panel improving traction and machine control by reducing clutch slip. The new system also features incline detection, which adapts the gear shift pattern to match to the grade of incline, aiding overall control.

Then there’s the Honda Selectable Torque Control (HSTC) system offers three levels of control, while the rider is also able to turn off the ABS system for the rear wheel. Phew!

Honda hasn’t had a true big bore adventure bike for some time now. Maybe the Africa Twin will love up to hype. We hope so.

It will be in showrooms in 2016 but there’s no word on exactly when or how much it will be.

For more info visit your local Honda dealer or www.hondamotorcycles.com.au. n

NEWS TORQUE

cycletorque.com.au SEPTEMBER 2015 I 6

Euro Helmets Approved

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VICROADS has legalised the use of European ECE 22.05 motorcycle helmets. This step brings Victoria in line with Queensland.

According to the Victorian Motorcycle Council, Australian helmet standard AS1698 does not represent world’s best practice in helmet construction and design and has lobbied for the inclusion of the internationally recognised ECE 22.05 helmet standard alongside AS1698.

Peter Baulch, Deputy Chair of the VMC and key member of the Australian Motorcycle Council’s Helmet committee said, “This is a significant step towards simplifying the complex helmet regulation picture across Australia. The Australian helmet standard has fallen behind the rest of the world and now we need the other states to come into line and for the ACCC to step up and legalise the sale of ECE 22.05 helmets in Australia.”

All motorcycle helmets sold in Australia are fully imported and require recertification to AS1698 per Australian consumer law. State law dictates what can be worn however, which means that Victorian riders will now be able to order ECE 22.05 helmets online or bring them back from overseas trips without facing stiff penalties out on the roads.

But like anything you buy from overseas or straight off the internet, if there’s an issue with it don’t go crying to your local bike shop who stocks that brand. Chances are they will tell you to exit the shop rather quickly. n

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NEWS TORQUE

cycletorque.com.au SEPTEMBER 2015 I 7

Yamaha celebrates 60th anniversary HUNDREDS of people turned out on a chilly August morning to celebrate Yamaha’s 60th birthday with a family-oriented roadshow held at Chris Watson Motorcycles in Cessnock.

The roadshow is currently travelling around Australia, visit Yamaha’s 60th anniversary microsite at www. yamahamotorsports.com.au/60years to find out when it’s coming to a town near you.

Watson said launching the roadshow at his Cessnock dealership was a great privilege.

“23 years as a Yamaha dealer and to launch the roadshow at our dealership was a great honour,” he said.

“A lot of people have turned out today and it couldn’t have been a better day.”

People from all over the greater Hunter Region were treated to a display of vintage Yamaha motorcycles, including the first dual-purpose DT1 and the first YZ250A - built in 1974, which has been fully restored and is now owned by four-time Mr. Motocross Stephen Gall.

“I could have restored it to how I raced the bike,” Gall said.

“I didn’t because I loved the bike how it came out standard.

“I put it back to standard condition so it would just remind me of those early days when I really got a love for motocross.”

Fans of all ages also got to meet some of Australia’s best riders, like Gall, who have a wealth of experience drawing from MotoGP, WSB and even a few current motocross racers from the current CDR Yamaha family.

Yamaha and Chris Watson Motorcycles gave away a TTR50 by tagging an Instagram photo with #yam60cwm.

Cycle Torque was also invited to film the event, along with the launch of the 2016 YZ450F which is available with limited edition 60th anniversary yellow plastics.

Yamaha’s 60th anniversary show truck will be on the road touring these classic motorcycles around Australia over the next year.

You can read the test in an upcoming issue and both Yamaha’s 60th anniversary celebrations and the YZ450F will be featured on Cycle Torque TV later this year. n

Honda Parts Galore Helmets Tubes Sprockets Chains Air Filters Levers Oils Jackets Boots Tyres Images for illustration purposes only

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NEWS TORQUE

Sharper Sherco

cycletorque.com.au SEPTEMBER 2015 I 9

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

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SHERCO’S enduro models have been revamped for 2016.

The four-stroke models have updated cylinders, gearboxes, engine mapping and water pumps, and crankshaft on the 450, while the 250 and 300cc two-strokes get a new piston and combustion chamber design, as well as new connecting rods.

This is just the start of course as both 2016 ranges have many more updates, including electrics and chassis designs.

Go to www.mojomotorcycles.com.au for more info. n

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NEWS TORQUE

cycletorque.com.au JUNE 2015 I 10 cycletorque.com.au SEPTEMBER

Versatile Versys KAWASAKI has updated its Versys 650 for 2016. It has a 21 litre fuel tank so the range will be ridiculously good, the engine has been returned for better low to mid range power, and it even comes in a new matt orange colour.

The LAMS legal 650L ABS Versys also has a wide variety of accessories including LED fog Lamps, gear position indicator and resin frame sliders. Add these to the list of quick mount panniers, top box, hand guards, DC socket, grip warmers and tank pad, and you will never be short of ways to personally tailor your machine.

And probably best of all it retails for only $10,199 + on road costs. n

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C Y C L E T O RSEPTEMBER Q U E F E B R U A2015 R Y 2 0I 12 15 cycletorque.com.au

A Classic TT WITH the Classic TT gaining more and more momentum, the number of high profile riders racing in the event is increasing.

The Classic TT is held in conjunction with the Manx GP, and generally speaking once you are a TT racer you cannot go back and race in the Manx GP as it is for amateur riders. But even though the Classic TT is held during the Manx GP two-week period it is a stand alone event, hence the number of modern TT racers ‘busting’ to get a ride.

John McGuiness will again ride the 500cc Paton for Roger Winfield and will be hoping for better fortune than his 2014 Classic TT attack on the Paton.

His main competition will be team-mate Ryan Farqhuar, also on a Paton, and for TT star Ian Lougher who will also be on a Paton but for the Flitwick Motorcycles outfit.

We are talking some big money here.

Michael Dunlop, Dan Cooper and Cam Donald will all be riding Manx Nortons for Team Molnar, and they will be fast. But whether the Manxes can handle four laps of high revving torture remains to be seen, and that’s only if they survive practice week.

There’s many more ‘modern’ racers trying their hand at the classic stuff because the Classic TT is almost as big as the ‘proper’ TT these days. And the variety of machinery being raced is astounding. Lee Johnston will be again riding an MV Agusta, a rare sight indeed, and for lovers of the ’80s you’ll see GSX-Rs, ZX-Rs and FZRs being raced rather rapidly Besides the racing there’s loads of great old bike stuff to see, hear and experience.

The classic day at Jurby is huge and this year the Norton rotary race bikes from the ’80s and ’90s will be celebrated.

The quality of the entry lists in all classes is endless and the machine variety equally so. You can follow the races via live timing at www.iomtt.com/Classic-TT.aspx. n

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C Y C L E T O RSEPTEMBER Q U E F E B R U A2015 R Y 2 0I 13 15 cycletorque.com.au

Empulsive

VICTORY Motorcycles showed it wants to embrace an electric future by entering two motorcycles in the TT Zero race at the 2015 Isle of Man TT. On the back of that impressive debut, Victoy will release its first production electric motorcycle, the Empulse TT in 2016.

The Victory Empulse TT is a fully electric street-legal sport bike with an alloy beam frame and adjustable suspension. It will be more than just a ‘commuter’.

“The Empulse TT was developed primarily as an electric motorcycle delivering a sporty ride,” said Victory Electric Product Manager Joshua Katt, “but with dual ride modes – ECO and SPORT – to choose from, and the addition of a gearbox, the Empulse TT is a versatile motorcycle that can be used for impressively sporty riding or as a casual commuter.”

Steve Menneto, VP Motorcycles, said Victory Motorcycles is committed to expanding brand awareness and sales globally, and the Empulse TT will allow the brand to reach more markets. “This is a company that does not fear technology and progressive products, and we want to be strong in the electric motorcycle segment,” he said.

The Empulse TT shares some DNA with the original Brammo Empulse R motorcycle. Victory has been working with Brammo since 2011, but in January 2015 Victory’s parent company, Polaris Industries, acquired Brammo’s motorcycle assets. Since then, Victory engineers worked with the Brammo product team to achieve improvements in battery capacity, display function, and handling. The result is a Victory Empulse TT with advanced technology, impressive performance, and sporty styling that draws from the Isle of Man Zero TT race bikes.

The Victory Empulse TT is capable of top speeds of over 100 mph, and it has a high-capacity 10.4kWh battery. The bike has a built-in battery charger and an easily accessible plug atop the bodywork in front of the seat. The bike’s Brammo Power Lithium Ion battery fully charges in just 3.9 hours.

In typical riding, the Empulse TT battery provides a rider with a range of about 100 km, but this can be eked out to around 160 km with throttle management and use of the bike’s regenerative charging.

In everyday riding conditions, the Victory Empulse TT can be operated in ECO mode, but it also has an optional SPORT mode for high-performance riding. In SPORT mode, 20 percent more battery power is released to the motor.

Victory Motorcycles Australian Country Manager, Peter Harvey said “it is certainly an exciting time at Victory; this bike embodies one of the new directions the brand is taking to deliver on performance and modern American muscle. We will go through a local evaluation process with riders before announcing our plans for the Empulse TT in Australia.” n

cycletorque.com.au SEPTEMBER 2015 I 14

Try before you buy Test rides are available on all Ducati models* for you to feel the passion and choose your dream ride. Visit ducati.com.au to find your closest Authorised Ducati Dealer and book in a test ride today!

Your new Ducati awaits! *Models vary between dealers. Diavel Carbon pictured.

NEWS TORQUE

cycletorque.com.au SEPTEMBER 2015 I 15

Elliott holds on Brayden Elliott has managed to retain his lead in the Australasian Supersport Championship after four rounds following a string of hard fought battles across the August 15-16 weekend at Queensland Raceway. Elliott managed to step onto the podium on four of the six occasions, with the gap to second place in the series sitting at 10 points with just over a month until the next round at effectively Brayden’s home track at Wakefield Park in Goulburn.

DESIGNED BY RIDERS, FOR RIDERS

Photo by Keith Muir.

Friday’s four practice sessions saw the Tumut rider set the third quickest time overall, with the laps being critical in finalising the team’s setup prior to qualifying. A 1:12.805 during qualifying would place Brayden in fifth for the start of Saturday’s racing, delivering him strong determination to work back up the order. Two third place finishes and a second in race two in the Saturday’s AFX-SBK series races handed Elliott third overall for the day and cemented his place in third for the series. The races also acted as vital preparation for the Swann Series events on the Sunday, the series for which Brayden held the points lead in the approach to the event.

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A fourth place finish in race one, backed up by sixth in race two on the Sunday reflected how close the battle for the major positions were within the Supersport category. Very little separated the front runners, though hard work from Elliott and his team in the lead up to race three saw him rise to take second in the final eight lap dash of the weekend. A fourth place finish overall for the day was enough for Brayden to hold onto the series lead by 10 points, with the upcoming three rounds all being at tracks that the Hankook Tyres Suzuki rider has significant experience at.

“Leading into the fourth round of the Australasian Superbike Championship I knew this would be one of the more difficult rounds out of the seven round championship calendar. With only six turns to master the circuit is surprisingly quite difficult with some very long straights it’s important to make everything flow together,” Elliott said.

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“The layout doesn’t particularly suit the Hankook Tyres Suzuki compared to the more technical circuits where I can use the strong mid range power of the Suzuki. The team worked well to develop a good setup and I knew we could be extremely competitive to fight for podiums and race wins throughout the weekend,” he said.

“The racing was extremely close and I think the most competitive Supersport racing I have experienced all year. I’m happy with my efforts to maintain the championship lead and finish on the podium in four form six races. Although I made some small mistakes I am always learning and continued to improve each race.”

“I’m definitely looking forward to the final three rounds of the championship as we approach the circuits I know quite well.”

Brayden’s next event is round four of the 2015 Australian Superbike Championship at Symmons Plains Raceway, Tasmania from September 4-6. n

www.agvsportsgroup.com.au (02) 6331 8881 • Unit 7/2 Vale Road, Bathurst NSW 2795

NEWS TORQUE

Victory 2016 range The 2016 Victory® Cruiser lineup represents the most aggressive iteration of the company’s modern American muscle emanating from the Spirit Lake, Iowa facility. The Vegas 8-Ball, Hammer 8-Ball, Gunner, High-Ball, Judge, Boardwalk, Hammer S and Jackpot all continue for 2016.

The 2016 Victory® Bagger lineup is led by the impressive Victory Magnum, an attitude-dripping bagger.

Sitting alongside is the acclaimed Cross Country, with an outstanding chassis, delivering superior comfort and handling.

With confidence designed into the blueprints, the Victory® touring lineup is ready for the longest rides through the most diverse conditions. With ABS, Cruise Control, heated seats and grips, adjustable foot controls, fantastic carrying capacity, and ultimate rider comfort, both 2016 model Cross Country Tour and Vision eliminate any excuse for not hitting the highway.

Full details on the 2016 model lineup will be released closer to launch in the 4th quarter this year.

Victory Motorcycles® also remains committed to the future of motorcycling. The brand is embracing electric power as a companion to traditional fuel engines and leveraging the massive technical capabilities of parent company, Polaris Industries®.

Victory Motorcycles® is entering the Electric Motorcycle segment with a bold design that looks forward and holds nothing back.

Readers can like Victory at https://www.facebook.com/VictoryMotorcyclesAustraliaandNZ or visit www.victorymotorcycles.com.au n

C Y C L E T O RSEPTEMBER Q U E F E B R U A2015 R Y 2 0I 16 15 cycletorque.com.au

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C Y C L E T O RSEPTEMBER Q U E F E B R U A2015 R Y 2 0I 17 15 cycletorque.com.au

Radford retires Motorcycle Industry stalwart John Radford has retired after more than 40 years.

John’s love of motorcycles began at an early age. In 1962 he purchased a new Honda and got his licence as soon as he was old enough. He had a short time selling tyres for Avon Rubber Co before working for the British Aircraft Corporation.

In 1974 with his wife and two boys he emigrated to Australia. They arrived in June just prior to the long weekend. Following that he looked for work.

He joined Bennett Honda shortly after and spent 14 very enjoyable years with Honda. “A great product, unreal employees and management,” said John. He started as a clerk, office manager and later product manager.

In 1989 he started with the MH Group of companies as National Sales Manager, selling Eldorado Helmets and IRC tyres as well as a range of automotive items. “It was during this five years that I got to sponsor with IRC tyres some up and coming stars of the MX arena: Elliotts, Marmounts, McFarlanes, the Moss boys, Danny Ham and Robbie Madison. These young guys and their families were the very best anyone could be associated with,” John said.

In 1993 he worked for Cassons as a commission agent. Cassons was in its infancy as a wholesale company in the motorcycle accessory industry. After two years travelling NSW his son James joined as an agent and he looked after the north of the state and John the south and west. The company grew very big very quickly.

He then joined Ficeda as a representative, again in the motorcycle accessory business. “These were five very good years. A company that was also growing very quickly. Excellent co-workers and management. Again another job working with son James,” he said.

“In 2003 I was offered the position of National Sales Manager for Wayne Gardner Enterprises. I moved to Wollongong, selling Michelin tyres, EBC brakes initially, then many other brands. My sales reps were Pops Broady and James Radford. The company again got bigger and bigger year by year. In August 2007 I was released early from my contract. I couldn’t find a way back into the motorcycle industry.”

With a lot of help from Wayne Horne (Horne Agencies) Queensland John started as a freelance sales representative in December 2007. Over the following 7 years 7 months he worked for 17 mostly small motorcycle accessory companies.

“It is a career I’m proud of. It couldn’t have happened without the assistance I received from all those businesses I worked for and all the motorcycle dealers in NSW who provided the orders. My sincere thanks to all of them.

“Special thanks Barry Board of Bikers Motorcycles Bathurst for the biggest order I got during my career. To David and Margaret Readford (Readfords motorcyles) Dubbo who provided accommodation, meals and orders. To Wayne Horne who helped so much right through. Last and not least to my wife and family who have always been there for me.” n

8-13 November 2015

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C Y C L E T O RSEPTEMBER Q U E F E B R U A2015 R Y 2 0I 18 15 cycletorque.com.au

Husky junior success A little over five weeks out from their most important race meeting of the year, Husqvarna’s Factory Junior Motocross Team has reflected on its successes, which included three State championship title wins.

In recent weeks the team has wrapped up state motocross championships in both NSW and Victoria, after claiming a Queensland junior championship back in June.

Competing this year in his twin ‘home’ states of Victoria and Queensland, Husqvarna TC 85-mounted Bailey Malkiewicz added a Victorian 85cc A-grade Championship to the Queensland 12-13 years 85cc title he won back in June, when the five-round championship concluded at Broadford.

His older team mate Callum Norton put both his Husqvarna TC 125 and FC 250 on the podium, picking up third in both the Victorian 125ccA and Victorian 250ccA categories.

A fortnight later at Appin, Lithgow’s Riley Dukes powered his Husqvarna TC 125 to the narrowest of victories in the NSW 13-15 years 125cc championship, leading home Jy Roberts by just three points – 470 to 467.

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The team will now focus in earnest upon the highest-profile event upon its calendar, the KTM Australian Junior Motocross Nationals (Sept. 26 – Oct 3) at Bunbury.

“The New South Wales title on the 125 was really close; it came down to a couple of laps before the finish and I made the pass. We were tied on points coming into the last race, and whoever won it won the championship.

I’ve won about five NSW titles before but this one is a bit more special now that I’ve got a bigger team supporting me with Husqvarna. It makes it that little bit more special. My Husky 125 has been amazing this year; I can’t fault it at all. I can throw it around when I need to, and put it where I want to. The power is just incredible and I’ve got a great suspension guy so that’s never an issue. It’s always there and it’s never failed me,” Riley Dukes said.

“It’s my first Victorian title, I’ve had a couple of seconds and thirds but that’s about it. I was really excited and pumped because that was the first time I’ve ever had one in Victoria. It was hard the first couple of rounds, but after one of my main competitors missed a round, it was just a case of being consistent. I won about four or five races across the championship, and just finished in the top four consistently,” Bailey Malkiewics said.

“I’m pretty happy with how I went. I would have liked to have won it obviously, but making the podium is awesome when you are going up against Cody and Wade and everyone else, it’s a pretty tough competition this year. A had a couple of up-and-down rounds, but it was pretty good considering. Being on the new Husky this year has been awesome and all the new sponsors have been great. The 250 is probably my favourite one to race, simply because there’s more power and I’m a bit of a heavier guy, but the 125 is still fun because it’s something different and you can be more aggressive on it, mono the bumps and all that, Callum Norton said.

“Now I’m just in training for the Aussie titles in October, training and doing everything I can to get fit and ready for that.”

For more information check out www.husqvarna-motorcycles.com NSW Junior Motocross Championships 125cc 13-U15 years. 1. Riley Dukes – Husqvarna 470, 2. Jy Roberts 467, 3. Tyler Darby 390 Vic Junior Motocross Championships 85cc A grade. 1. Bailey Malkiewicz – Husqvarna 353, 2. Tom Bell 321, 3. Liam Andrews 274, MX Jr 125 A. 1. Cody Dyce 370, 2. Wade Kirkland 343, 3. Callum Norton – Husqvarna 319, MX Jr 250 A. 1. Cody Dyce 389, 2. Wade Kirkland 366, 3. Callum Norton – Husqvarna 342 n

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Martin’s bid on hold A UK team has postponed its bid to break a 400mph land speed record after their pilot Guy Martin crashed during the world’s fastest road race early August.

The 33-year-old suffered several broken bones in an accident while leading the Superbike race at the Ulster Grand Prix.

A spokesman for Triumph has said that Martin was central to their record attempt.

The TT racer and television personality from Grimsby, Lincolnshire, is planning to beat the current 376.363mph record (605km/h) in Triumph’s 1,000 bhp Rocket III Streamliner.

“Guy is a unique talent and having such a pilot is absolutely central to our attempt,” a Triumph spokesman said.

“We wish him a full and speedy recovery and will confirm a new date for our 2016 bid as soon as we can.”

Afterwards Martin tweeted: “I’m on the mend - few upgrades to me hand & back but feel right enough. All part of the job. Thanks very much for the support as always.”

He is reported to have fractured a vertebrae, his sternum, and a number of ribs in the 100mph crash as well as damaging his throttle hand. https://www.youtube.com/watch?v=jxdm0_urUjw

C Y C L E T O RSEPTEMBER Q U E F E B R U A2015 R Y 2 0I 19 15 cycletorque.com.au

cycletorque.com.au SEPTEMBER 2015 I 20

Y R T N E E E R •F S K N I R D & • FOOD D • LI V E B A N RALIA’S YAMAHA AUST KE IK O W N S T RE E T B STUNT RIDER A DAVE MCKENN

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SMALL TORQUE

cycletorque.com.au SEPTEMBER 2015 I 21

Aussie motorcycle sales AUSTRALIAN farmers showed their love for ATVs in the first half of 2015, with 11,049 of the popular farm vehicles sold—11.3 per cent more than were sold in the first half of 2014.

While ATVs grew in popularity, other areas of the Australian motorcycle market appeared to have slowed. The off-road motorcycle market declined 5.8 per cent and the scooter market declined 25.9 per cent. Road motorcycle sales were steady with sales on par (+0.8 per cent) with those recorded in the same period last year.

Releasing the half-year motorcycle sales figures, FCAI Chief Executive Tony Weber said, overall, Australians bought 51,578 new motorcycles, ATVs and scooters between January and June 2015—1.3 per cent less than sales recorded between January and June 2014.

“Road motorcycles account for almost half of the new motorcycle, ATV and scooter market, holding a 42 per cent share. Off-road motorcycles account for 31.2 per cent, ATVs account for 21.4 per cent and scooters account for 5.4 per cent.

“The popularity of scooters in Australia continues to decline, with first half sales down a significant 25.9 per cent compared to first half 2014 figures.”

Kawasaki AG kit KAWASAKI now provides an Ag Kit for the KLX 150L making this road registerable learner legal trail bike even more versatile.

The new kit contains a headlight protector, an optional oversized front mudlap to help keep the mud off the engine, aluminium hand guards with plastic covers and an oversized aluminium rear rack for added convenience.

It should only take about and hour and a half to fit the kit (instructions included) and it retails for $399.99.

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

The most famous name in motorcycling.

Bonneville stands for freedom, open roads, independence and some of the most stylish motorcycles ever made. Still looking, sounding and feeling like a proper motorcycle should, today’s Bonnie connects you to over 50 years of heritage but is built with everything that comes with modern engineering too.

We’ve made sure that, to this day, a Bonneville retains all that’s great about the name. You still get the breathtaking looks on a bike that is dependable enough for everyday use, easy and fun to ride. All at an entry level price.

So you can still feel the same ride today as they did way back.

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SMALL TORQUE Tours with Maschine MASCHINE has announced a new event that gives the opportunity for riders of all adventure motorcycles to enjoy a big adventure ride.

Maschine has been the crew behind the last 10 BMW Safari tours so they know how to run an event like this.

Directors Nick and Trudi Selleck have long sought to run a flagship annual event in Australia for all brands that reflects their attitude to riding - social, inclusive, friendly, challenging with a deep sense of camaraderie.

Delivering unrivalled attention to detail and phenomenal event support, Maschine welcome riders of any brand of adventure bike: BMW, KTM, Yamaha, Kawasaki, Suzuki, Honda and Triumph. Too often forgotten, Maschine also extend a very warm invitation to Enduro riders.

The NSW High Country is renowned for its fantastic riding terrain and it will set the stage for a great week’s adventure riding from 8-13 November 2015. With alpine south coast stages, and plenty of challenge sections for those keen to challenge themselves, there’s everything from mountain vistas to deep forest.This is a fully supported ride with a crew of technical, tyre & medical support following riders day and night.

Bookings for the High Country ride are now open. Subscribe for event updates at maschine.com.au or call Trudi on 0414 844 984 or Nick on 0428 023 057.

cycletorque.com.au SEPTEMBER 2015 I 23

Go Temporary THE Temporary Australians TV show crew have a ride and bike show on Saturday August 29. There’s prizes, trophies, live music and all the usual bike show entertainment. You can register online and the ride meets at Maccas on Windsor Road, McGraths Hill at 10am.

Visit www.temporaryaustralians.com.au for more info.

Sweet Songs DUCATI has launched its Ride a Song contest and asks competition participants to propose the ideal motorcycle vacation paired with great music. The best “road trip” wins a Multistrada Experience, an exclusive opportunity to ride the new Multistrada 1200, and the chance to share this exciting experience with two friends.

The Ride a Song contest arises from the partnership between Ducati and Spotify, the on-demand music streaming service, where the Italian manufacturer is the first motorcycle brand to open an account.

On-air from July to the end of September 2015, Ride a Song asks participants to choose the perfect song for their dream motorcycle ride and add it to the Ducati playlist already on the musical platform.

Participants are then asked to describe their dream motorcycle vacation, share the song they have chosen on Facebook and tag two friends they would like to take on their Multistrada Experience if they win.

Full details regarding Ride a Song contest participation can be found at rideasong. ducati.com n

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BUNDOORA BMW MOTORRAD IS TURNING ONE. CELEBRATE OUR FIRST ANNIVERSARY WITH US.

It’s our birthday and we’re inviting you to celebrate with us.

The first anniversary of Bundoora BMW Motorrad is an occasion to mark our trusted experience within the Doncaster BMW family as well as the undeniable passion we share for the Ultimate Riding Machine. And for a limited time, we are offering you some very special gifts to accompany your new BMW motorcycle*.

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COMPLIMENTARY FIRST SERVICE* Bundoora BMW Motorrad 62 Enterprise Drive, Bundoora VIC 3083 Ph: (03) 9468 8000 bundoorabmwmotorrad.com.au LMCT 8560

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Doncaster BMW Motorrad 814 Doncaster Road, Doncaster VIC 3108 Ph: (03) 8848 0000 doncasterbmwmotorrad.com.au LMCT 8560

*Offers valid for new BMW motorcycles ordered and delivered between 24/8/15 and 31/10/15. Cannot be combined with any other offers. Excludes fleet, government and rental buyers. First service must be conducted by Doncaster BMW or Bundoora BMW. Service exclusions and conditions apply. Rider Equipment and Accessories allowance can only be used at Doncaster BMW and Bundoora BMW.

Tap to experience more

EDITORIAL

cycletorque.com.au SEPTEMBER 2015 I 25

“The Road”

IT’S with a heavy heart that I write my editorial today. Yesterday a young fellow I knew well died at the Ulster Grand Prix in Northern Ireland. He was a shining light of the road racing scene in the UK, having won the Junior Manx Grand Prix last year and then having his first crack at the TT this year.

Andy Lawson was a cracking young bloke, all of 24-years-old. My son Alex and I met Andy and his dad Mike at the Manx GP in 2013 and the pair were invaluable with advice, as long as you could get through the strong Scottish accents. Andy’s father and I had numerous conversations about our sons racing on the TT course, and as he was a former Manx GP racer himself he knew the highs and lows, and the dangers. These heart-to-hearts between us continued this year at the TT. Andy was a sponsored rider for the first time this year, riding bikes for Shirlaw Motorcycles in Aberdeen, but his dream debut at the TT went wrong in the first race. Andy had qualified very well, way up from his start number of 58 in the Superbike race, but during his first pit stop he got blocked in by another rider, losing him valuable seconds. I was watching from pit wall as Alex had already retired by that stage of the race, and I could see Andy was not very happy with what happened, and I had a bit of a bad feeling. Sure enough, Email us your he crashed on the next lap, feedback

putting himself out of the rest of the TT. I assume he was pushing on trying to make up for lost time and slipped off in a very dodgy part of the course. Mind you there’s not many non-dodgy parts of the TT course I guess. He was lucky to not be badly injured.

I could see Andy was a driven individual, not so much when you were chatting to him or wishing him well but when the visor came down. Talking to his dad later in the week you could see he was worried about the whole affair.

Andy got over his injuries quick enough and lined up for the Ulster GP, the fastest road race in the world. He had some good results during the week but during the second supersport race he crashed and lost his life.

His family asked for the event to continue as they felt that’s what Andy would have wanted.

Mind you we’ll never know that now. I realised this year that racers, especially on the ‘roads’ in the UK, put these tragedies to the back of their mind and just continue on. Perhaps it’s an, “It will never happen to me” mindset. Plus I can see it’s addictive to these riders. I don’t just think it’s the adrenaline buzz they get, it’s also the kudos, the fame, the accolades. Alex has said to me that short circuit racing does not compare to riding the TT course and I have experienced that feeling myself. So I get why they want to do it, I just struggle to get why some of them take the risks they do.

In the UK and Northern Ireland (I realise NI is part of the UK) some of the races are run in atrocious conditions, as you would expect, and this is one of the reasons the risk is so high.

When Alex told me of Andy’s passing I asked him whether this had an impact on his desire to continue doing the ‘roads’. He said that although he was saddened by it it didn’t change his mind.

He has chosen to go down this road and he will stop when he chooses to or when he can no longer take that path.

During one of the quieter moments at the TT this year I was having a brew with John Taubman, Alex’s team boss from last year. He said, “The riders are out there having a blast. We are the ones worrying, not them.”

I think there’s a fair ring of truth to that.

– Chris Pickett

See Vietnam with Cycle Torque Cycle Torque and Vietnam Motorbike Tours are teaming up again for an epic 14-day roadbike tour of Southern Vietnam.

Taking in the picturesque mountains and the beautiful seaside from Ho Chi Minh City (Saigon) and Nha Trang, you will experience Vietnam with English-speaking guides on motorcycles big enough to comfortably carry a rider and passenger. The tours include many meals, motel-style accommodation, fully maintained bikes with luggage/support vehicle. These Cycle Torque tours only occur every two years and have always sold out, and places are strictly limited. The Cycle Torque crew will be attending to shoot the experience for TV and the magazine.

January 8-22, 2016 (14 Days) $5100 per rider, $2600 per pillion passenger Earlybird special: Save $500 per rider if you book and pay before October 30, 2015.

Prices include Vietnam Motorbike Tours bike hire, twin-share accommodation, some meals, fuel and internal flights. Not included: International flights, alcohol, some meals. Images shot on previous Cycle Torque tours, we do not guarantee visiting any specific location. Tour details subject to change.

Bookings and More information: Email vietnam@cycletorque.com.au or call 02 4956 9820

DIRTY TORQUE

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Getting It Right AT THE recent Conondale Classic I got chatting to Callum Wastell and Luke Wilson who are two young pro riders having some fun on the older bikes and against (in most cases) older riders. The subject of riding styles came up, and what it takes to get around a motocross track at a decent rate of knots. We all agreed you need to ‘get it right’ from an early age then gain speed with experience.

One of many cool things about motocross is how easy some riders make it look. It is almost graceful when you watch an accomplished rider rip through a berm then air out on the next jump as though they were born to perform these feats. Both Callum and Luke have that part down pat but at such a young age they are still learning how to garner more speed over a whole moto while veterans like Darryll and Shayne King, Craig Anderson, Glenn Bell, Steven Andrew, Glenn Poole and Kim Ashkenazi still manage to get around a motocross track a warp speed despite the fact that their best years are meant to be behind them.

It all comes down to their junior years of racing where these riders watched and learned from the more experienced riders and emulated them at every opportunity, be it a local trail ride, a club day, a state championship or at the national motocross championships.

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For each and every one of us, being a junior motocrosser was all about getting the small things right then evolving your style

and speed in a bid to continually go faster, to beat more riders until the day comes when a race win is achieved. If you have one ounce of intestinal fortitude that first win is as good as it gets and there will be a hunger for that kind of success, which will potentially take you to the top of the sport.

But you won’t get anywhere if you are trying to reinvent the wheel every time you ride. If you are still thinking about your body positioning, where your elbows should be or when you should sit or stand you are still a long way from being where the riders listed above are at.

Which is why getting it right in the early years is important and from what we saw last weekend at the 2015 Maxima Racing Oils Conondale Classic the top riders don’t lose their ability to have their body in the right position at every moment. It was sensational to watch Craig Anderson flawlessly cut his way around the natural terrain layout with his positioning on the bike absolutely perfect in every turn and over every bump or jump.

Likewise with Kim Ashkenazi, Glen Bell, Steven Andrew and Glenn Poole, it was like stepping back in time to watch these former stars riding with exactly the same style and vigour they had back in the 1980s while the King brothers are recognisable from the other side of the track with their distinctive and extremely effective riding styles.

And here’s the thing, when you are subconsciously doing everything right on the bike it is so much easier to concentrate on diving deeper under brakes

or pulling the throttle on earlier or hitting that rut covered kicker jump knowing that you will gather it up quickly if you lose the front end or the bike spews sideways. It will just come naturally so you can push harder and harder.

So, back to my chin-wag with Wastell and Wilson, they know they have the riding style, they know they have the ability, so how do they get to the position where they are battling with the likes of Jay Wilson and Luke Clout for MX2 glory at the MX Nationals level? Well, that’s the final piece of the puzzle, it comes down to the hunger and the ability to put it all on the line without binning it and that is something they would have learned at the Conondale Classic where they got to not only watch but compete against some of the best riders in the world, even if they are from another era.

– Darren Smart

© FIVE GLOVES 2015 Photo: Lukasz Swiderek

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RACE TORQUE

cycletorque.com.au SEPTEMBER 2015 I 29

Superbike Australis THERE have been growing murmurings that WSBK has become less than a spectacle and more like the international leg of the British Superbike Championships. True, the top three riders are as English as a Trent Bridge green top, but just because they are the best riders on the best bikes isn’t their fault. Still, from the heady days from its inception in 1988 to 2010 and its great champions Merkel, Polen, Russell, Fogarty, Corser, Bayliss, Edwards, Toseland, Hodgson and Spies, WSBK has lost some of its lustre, the fields strung out, the atmosphere and crowds noticeably diminished. As Valentino Rossi, Marc Marquez and Jorge Lorenzo fight out a memorable battle for this year’s MotoGP title, the premier class continues to overshadow its street-based brethren by a worrying margin.

Nevertheless, Superbike racing has been an incredibly successful formula that has formed the backbone of grassroots and international racing for decades. In the same period, production racing, the GP classes and Formula 750 all fell by the wayside at national level.

Superbike could’ve easily gone the same way. Forty years ago, the Chesterfield 5000 Superbike series, the world’s first production-based Superbike promotion came to an end in August 1975. First launched in 1973, the Chesterfield series was first plagued by machine eligibility problems, small fields and as an Amaroo Park-based series run

by Willoughby DMCC, not many interstate riders. Still, the crowds were plentiful and the riders loved the four-by-four sprint race format Email us your and huge prizemoney. By 1975, feedback though, when production racing

endurance events were booming across every state allied to the popularity of Formula 750, the Chesterfield Superbikes appeared to fall between the cracks. The grids hadn’t grown in three years.

At one of the rounds in 1975, there were only four bikes on the grid for the final sprint following a number of spills and blow-ups. Despite positive noises from the promoter that the series would continue, it was apparent that it wouldn’t. By the end of 1975, Superbike racing in Australia wasn’t dead it was just having a little lie down. Over in America, production racing had been taking off in AFM and later AMA racing in the early 1970s in lockstep with the improved touring classes in Australia. In American parlance, ‘production racing’ merely meant production-based, with more liberal rules allowing for minor modifications and the use of non-standard equipment in direct contrast to Australia’s pureproduction ethos (well, pure except for all the cheating that was going on).

Just when Australian Superbike racing was snoring away in a hammock, the bristling AMA Open Production class was renamed Superbike Production in 1976. For many race historians, this was when Superbike racing first kicked off having derived its name from a defunct-race series in Australia – the Chesterfield Superbike 5000. One author of a history of World Superbike racing erroneously wrote that the Chesterfield series finished in 1971, which was actually two years before it started. The brainchild of Willoughby club secretary Vince Tesoriero, the Aussie series has become a footnote in Superbike history although it deserves a lot more recognition

for being the first and the best sponsored of the early Superbike series. The other readjustment in the history of Superbike racing is the claim that in 1976 the AMA ran the first-ever national Superbike Production championship. American race historian Larry Lawrence has since written that he can find no record of the AMA ever sanctioning a Superbike Production championship in 1976, surmising that somebody must’ve tallied the points of each race at the end of the year and belatedly declared Reg Pridmore’s BMW the winner.

Superbike racing in Australia was slowly reborn in the late ’70s, but it wasn’t until 1980 that the ACCA formerly sanctioned a national Superbike championship. The Poms soon picked up on it and Superbike was on the way to becoming one of the leading classes of racing around the world. Now, Superbikes is the only major class of racing around the world, from Spain to Britain, Australia to America and all points in between. And to think that it all started in a haze of petrol, alcohol and god knows what else at Amaroo Park in 1973.

– Darryl Flack

GUNTRIP

cycletorque.com.au SEPTEMBER 2015 I 30

Rough and ready IT’S too late for me to change but on the rare occasions anyone asks my advice about the best way to get little Johnny onto a motorcycle with some measure of safety, I wave in the direction of the nearest dirt bike dealership. In my admittedly limited experience, riding off road can teach you more about yourself and your bike in days than you can learn on the road in months – even years, if you’re particularly mule-headed about your mount and your environment.

I went on safari for the mag I was then toiling on, making two trips to the Northern Territory within weeks to cover the Finke Desert Race and the Kamfari Mud Race. Even then, back in the ’80s, the Finke was a serious business. There were national teams, hotshot riders, helicopters, light planes and statuesque blondes struggling to totter about the desert in high heels. The race itself was an impressive spectacle then, and I don’t believe it’s shrunk in stature in the decades since.

A couple of months back, while everyone within earshot was drooling over the latest 200bhp roadburner, I was lending a hand on a local dirt bike magazine and on the way learning about the latest advances in off-road design. They’ve still got it, the mudpluggers – strong, lightweight frames, beefy steering heads and swingarm assemblies, welldesigned and capable suspension units; and today on top of that they’re using some interesting twincam single-cylinder engines offering clean, sharp power delivery that can be remapped in moments to suit changes in the terrain and weather.

But Kamfari was the event that did it for me. Imagine trying to run a motorcycle race in a vast bowl of vegetable soup and you’ll have the idea. That anyone could make any progress over, around and through a couple of kilometres of weed-enriched slurry was impressive enough, but one of the points that really struck me was that, as the race went on, the dwindling band of survivors became caked in mud everywhere except where their teeth shone in grins of varying dimensions but uniform luminosity.

In the second decade of the new century, when even quite modest Japanese and European motorcycle engines develop more than enough power to keep us smiling, dirt bike design works hardest where it’s needed most: keeping weight down – including unsprung weight – promoting chassis rigidity and strength, enhancing suspension performance.

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And there’s a lot more to dirt culture than that. Many years ago

Pitting motorcycles against Mother Nature often leads to spectacular results but this was an event like no other. I didn’t realise mud came in so many textures, depths, colours or viscosities; and it was an article of faith – held by all the competitors, though I had my doubts – that somewhere beneath it all was a track to be ridden over. In all this, motorcycles labouring up to their axles in sludge was a matter of routine, but disappearing as far as the top triple clamp into abnormally thick spooge was not; yet it happened often enough, the rider as often as not plunging from sight, eyes goggling, arms reaching skyward in wild despair. But then his rivals became his friends as the nearest clutch of steaming two-

strokes were quickly propped against trees while willing hands went to work hauling bike and rider from their temporary graves.

It was the kind of slapstick that helps cement friendships and in its own incidental, parenthetical way is the closest most of us would likely come to the special sort of ‘mateship’ developed in more testing times and in far uglier environments. It’s a mutual reliance that forms the bedrock of off-road riding. So there’s that.

Of course, I don’t seek to deny the problems peculiar to road riding. People don’t tend to leak diesel on blind corners in the bush, and there’s a shortage too of semis making unexpected lane changes and drunks performing unsignalled right turns two metres ahead. On the other hand, when you’ve spent the weekend slithering over muddy slopes strewn with rocks and fallen trees, tackling a crowded freeway at 7.30 on a wet Monday morning might seem just a little less of a challenge.

– Bob Guntrip

YMA9426_FunBike_Mobile_Devices_FP_CT.indd 1

11/08/2015 2:35 pm

2016 YAMAHA YZ450F

cycletorque.com.au SEPTEMBER 2015 I 32

CYCLE TORQUE LAUNCH

Track Junkie

2016 YAMAHA YZ450F CYCLE TORQUE LAUNCH

Faster and fleeter makes the YZ450F a racer par excellence.

cycletorque.com.au SEPTEMBER 2015 I 33

2016 YAMAHA YZ450F

cycletorque.com.au SEPTEMBER 2015 I 34

CYCLE TORQUE LAUNCH

Track Junkie N REPORT BY TODD REED, PHOTOS BY JEFF CROW N RIDING GEAR: BELL HELMET, ALPINESTARS APPAREL, ALPINESTARS BOOTS.

MOTOCROSS is buried deep in the history of the famous Yamaha brand. Going back to the 1960’s Yamaha released the DT1, the base from which the YZ would later evolve. The DT1 tasted success early in the Motocross world when in 1971 and 1972, Gary Jones would take out consecutive AMA Championships on his DT1 fitted with the complete GYT Race kit. Funnily enough, GYT is now known as GYT-R, Yamaha’s after-market performance line of accessories.

In 1973 the YZ was born, and Yamaha would never look back. In the years that followed Yamaha would be instrumental in developing the monoshock, which went on to be found on all motocross bikes. The Reed valve design was introduced to motocross and would improve engine combustion and performance. Liquid cooling was once again first introduced to motocross by Yamaha, and in 1981 the YZ125 would be the first water-cooled production motocross bike.

In 1997 Yamaha would again shock the world when it released the first competition based four stroke YZ400, released to compete against the two strokes. Little did anyone realise at the time the effect this bike would have on dirt bikes moving into the future.

In 2010, Yamaha would make massive changes to their engine design and rearrange the cylinder design to be what is described as a reverse fed cylinder design, where air and fuel would come in the front of the cylinder and the exhaust would exit out the rear.

This brings us to 2016, and while there are no groundbreaking changes to speak of it is remarkable to see how Yamaha has developed the bikes we know and love. 2016 also marks the iconic brand’s 60th Anniversary, and fittingly Yamaha has released a special edition retro-themed model.

The Specs When it comes to updates on the 2016 model YZ450F, Yamaha focussed on refinements and making small changes where it matters most to improve the overall performance of the bike.

Beginning with the suspension, Yamaha has moved towards a stiffer suspension set-up in the front end. The 2016 forks have stiffer springs, yes that’s right no air suspension here, up from 4.7Nm to 4.9Nm and modified valving to suit. It is also interesting to note that since the release of the current generation YZ450F, in 2014, the front end has been gradually stiffened each year.

While they were at the front of the bike, Yamaha engineers made further changes to the triple clamps increasing the offset from 22mm to 25mm. This Continued on page next page Continued on next

2016 YAMAHA YZ450F

cycletorque.com.au SEPTEMBER 2015 I 35

CYCLE TORQUE LAUNCH appears to be an odd change when you consider the potential effects of increased clamp offset, however Yamaha claim it was necessary when combined with its newest suspension and chassis modifications.

The chassis receives changes in a few areas, with the focus being on increased rigidity around the swingarm pivot area, where the frame thickness has increased by up to 12mm when compared to the 2015 model. New 2mm thicker aluminium engine mounts add further rigidity, and when combined with the swingarm area changes, Yamaha claims to have improved front end traction and increased front end feel. Speaking of front end feel, after years of wanting, and even similar parts being available in the GYTR after-market catalogue, Yamaha has finally included a 270mm front brake rotor as standard equipment on its 2016 model. In the past Yamaha riders have become used to a 240mm rotor, which to be truthful works effectively, but it however lacks some serious stopping power when compared to an “oversized” 270mm rotor.

Friendly Fire 450cc engines in today’s four-stroke race-bred machines all have more than enough power, the game here is simply about putting power where it is most useable. New camshaft profiles and valve springs for 2016 are the only real performance based changes on the spec sheet, these items are aimed at broadening the power output and increasing torque, or grunt if you will.

Yamaha has introduced a launch control system for use in race conditions off the starting line. It’s activated by holding in a button on the handlebars for four seconds, after which a light next to the button will flash, indicating the Launch mode has been turned on. The Launch mode effectively acts as a traction control type of system without the sensors, where revs are monitored and limited when the rider takes off out of the gates. Once the rider hits 3rd gear, launch mode is deactivated and normal ECU mapping takes over.

Other updates on the 2016 list worth mentioning are the 5mm lower footpegs, which very slightly change the rider position, and slightly modified 4th and 5th gear. The gearbox changes are claimed to improve shifting under race conditions, and are similar modifications to those previously carried out on YZ450 desert racing machines.

The Ride So after going through the specs sheet and the Yamaha tech presentation, it

was clear that Yamaha chased stability and predictability in its chassis mods, and a more controllable and rideable engine.

But what does all this mean on the track?

Well, for starters just because it’s more “rideable” and “controlled” doesn’t mean it’s slow. The YZ engine is a ripper, and just like the brochure says it’s easier to ride than ever before. On the track the Yamaha comes to life quite easily and has ample punch right from the bottom of the rev range. Through the mid-range power is plentiful, and if you’re game enough to keep holding it on, the YZ has more than enough power for the average punter when pushed up higher in the revs. Overall the YZ engine is a really fun engine to ride, it’s one of the best in its class with a power curve that can deliver instantly when needed.

The new launch control system works quite well in the right conditions, and is easily noticeable. For any potential new YZ owners out there, it is certainly a system which requires some practice and testing time to get it fully figured out, and would be time well spent if you’re chasing those all-important holeshots.

After becoming more settled in on the YZ450F, we began to notice the chassis and suspension changes. The firmer feel is apparent and the Yamaha is very stable and predictable around the track. The triple clamp changes and stability mods work well under acceleration and braking where the bike remains calm and tracks well, however it’s now a bit harder to flick around a turn or duck in and out of a tight rut. The KYB suspension offers great adjustability, with the original clicker setting feeling a touch stiff for our 80kg test rider on the day.

A few clicks softer on the compression and we felt more comfortable. The KYB Speed Sensitive spring forks continue to offer some of the best rider feedback on the track and give a consistent feel to the rider no matter the track surface.

Verdict The 2016 Yamaha YZ450 is another brilliant bike from the Japanese powerhouse brand. The engine is a proven fast and reliable package, the chassis and suspension offer comfort and predictability without the fuss of some of the newer, more temperamental products on offer.

As expected, the finish of the Yamaha is amongst the best in class. Attention to detail at every end of the YZ makes the build quality stand out from the crowd. The price is very competitive at $11,999, but for an extra $200, the 60th Anniversary Yellow and Black themed bike would look good in our garage. n

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2016 YAMAHA YZ450F CYCLE TORQUE LAUNCH

I WET WEIGHT: 111KG I PRICE (RRP): FROM $11,999 I FRAME TYPE: BILATERAL BEAM I WWW.CYCLETORQUE.COM.AU/MORE

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

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FUEL CAPACITY: 7.5 LITRES

SEAT HEIGHT: 965MM WATCH VIDEO NOW

FRONT SUSPENSION: USD FORKS WITH 310MM OF TRAVEL

FRONT TYRE: 80/100-21 FRONT BRAKES: SINGLE DISC

REAR TYRE: 120/80-19

ENGINE TYPE: LIQUID-COOLED SINGLE CAPACITY: 450CC

TRANSMISSION: 5-SPEED AND CHAIN DRIVE

REAR SUSPENSION: LINK REAR SUSPENSION WITH 310MM OF TRAVEL

REAR BRAKES: SINGLE DISC

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2016 YAMAHA YZ450F CYCLE TORQUE LAUNCH

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APRILIA RSV4 RR CYCLE TORQUE TRACK TEST

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Sublime Surgeon

APRILIA RSV4 RR CYCLE TORQUE TRACK TEST

The Aprilia RSV4 RR is every bit as track focussed as it looks.

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APRILIA RSV4 RR CYCLE TORQUE TRACK TEST

Sublime Surgeon

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N TEST BY MATT O’CONNELL, PHOTOS BY TIM MUNRO N RIDING GEAR: SHARK RACER R CARBON PRO HELMET, ALPINE STARS LEATHERS, BOOTS AND GLOVES

THEY reckon you can’t judge a book by its cover, but there are bikes that can be judged by their design. And that’s the case with the Aprilia RSV4 RR, which looks every bit the track weapon it is.

For starters, even the tail section looks like it could be something left over from a military stealth UAV program.

But I shouldn’t be so shallow... it’s not all about looks.

Yes, it requires that many exclamation marks because I then had to pull off some Lukey Luke-esque moves over the grass (which the famed stuntman himself congratulated me on later) but it just goes to show, give someone 200hp and corners can come up mighty fast!

How fast!

This oops moment did little to curb my enthusiasm - in fact it only fuels it - this is the style of bike that keeps you coming back for more...and there are some very good reasons for that. Let me explain...

When the original RSV4 made its debut six years ago it was impressive enough, but the 2015 RR model is one of the tastiest machines I have laid my eyes on.

Sportsbikes are great for two things. Riding at the racetrack and posing down the street.

Both are as important as each other, but let’s start with the track.

I was lucky enough to sample this bike in its natural surroundings - Sydney Motorsport Park. I shouldn’t get ahead of myself, but if you’re familiar with the Eastern Creek layout, you would know that after the tightish turn nine there is a short squirt leading into turn 10. So here I was, high-fiving myself for getting my best run of the day out of turn nine and whooshka, where the freaking hell did turn 10 come from???!!

The engine is rated at just over 200hp for this bike and I was struck at how compact the chassis was. How do they fit something so powerful into such a little package?

Simply starting the bike put me in my happy place. I think there should be a law that makes standard motorcycle exhausts illegal – but this is an exception to the rule, possessing a commanding, authoritative growl. It’s a rare thing to hear (and feel) a standard system so good, and kinda funny just watching the smiles on faces when it snaps into life.

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APRILIA RSV4 RR CYCLE TORQUE TRACK TEST

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cycletorque.com.au SEPTEMBER 2015 I 45 SPECIFICATIONS: APRILIA RSV4 RR

Tight lines

ENGINE TYPE: Liquid-cooled V-four

But I digress... I didn’t want to start by talking about engines and power.

CAPACITY: 999cc

Obviously, 200hp is still kind of a big deal, but the first thing I took notice of was the front end. This was as planted and stable as any front end I have experienced, the feedback from the tyres and chassis encouraged me to keep on pushing – and that didn’t change throughout the entire 40 minutes I spent on track with the bike.

FUEL CAPACITY: 18.5 litres

As your typical track day hack I thrive on front end confidence and I had that in bucket loads. The 43mm Sachs forks felt solid from the first corner, but the interesting thing I found was that I could really distinguish between the type of feedback I was getting.

BRAKES: Dual 4-piston calipers on front, single caliper on rear.

On this bike, compression and rebound rates felt easy to identify (both front and rear) - it wasn’t a general handling feel, it was specific.

In the braking zones (especially in the tight turn 2) I could really set myself up and test out the stopping power of the Brembo monoblocs. They offered sublime feel as you would expect - with no fade (and these bikes were getting hammered all day).

Computer games I’ve been impressed by electronics ever since the Commodore 64...but the computerised brain of this bike is something special.

Take the anti-wheelie control for example. I had it on the recommended, least harsh, ‘1’ setting and it was a gentle return to Earth every time. You can imagine with the kind of power and torque available in most modern sportsbikes the

TRANSMISSION: 6-speed and chain drive FRAME TYPE: Alloy perimeter SEAT HEIGHT: 847mm WET WEIGHT: 180kg FRONT SUSPENSION: 43mm USD Sachs fully adjustable forks.

REAR SUSPENSION: Sachs monoshock

TYRES: 120/70-17, 200/55-17

front wheel does want to rise, which can be both annoying and fun. But if the computer is going to be in control instead of my right hand or foot, it needs to be spot on, and I thought it was.

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Traction control was also a winner for me – as I said I like a planted front but when the rear moves, it’s good to know the electronics have the situation in hand. When traction broke (I was on the middle ‘3’ setting) it was a consistent movement...once again, nothing violent - back it came nice and smooth.

The electronic era is well and truly here, it is no longer MotoGP commentators going on and on about high powered bikes being ‘unrideable’ without electronics – this is now a reality for anyone who buys a modern sportsbike.

It’s riding bikes like this that encourage me to embrace the technology, because it makes the experience so much better. I’m no different than the average track day rider, and I think it is just remarkable I can be given so much control over a 200hp engine.

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APRILIA RSV4 RR CYCLE TORQUE TRACK TEST After my first session I was having a chat with the Aprilia mechanic, Marco. I explained to him that I felt like the engine ‘ran on’ a little and it would be nice to have some more engine braking. So he dialled it up, and there it was.

Marco explained the normal characteristic of the bike is to feel more like a two-stroke (hence the run-on feeling). Ironically, this is a feeling I loved in my younger days on a 2-stroke 250 - late braking, light weight and downshifting at will.

For many people, those days are long gone...so I opted for something a little more familiar.

The engine mapping has three settings - Race, Track and Sport.

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Crack being the operative word here...if the exhaust note is distinctive and growling at idle, you should hear it at full noise. Just amazing.

Driving out of the last turn is an incredible sensation - knowing I could just hold the throttle open and let the quick shifter work through the gears.

The seat felt reasonably high to me which put me in a good position to move around, but it is firm. Great on the racetrack but it would mean more hot choccie stops on the highway.

Also worth noting is that on the dash you can select ‘Race’ display mode, where the speedo doesn’t show and you can easily access the common settings you might want to change at the race track.

The interesting thing here is that there is no horsepower adjustment, it all comes down to the engine braking characteristics. I thought that was a pretty cool idea - as confidence increases you could reduce engine braking and carry more corner speed. This works in with the rest of the electronics that sense rear wheel hop on downshift.

This bike has so many positives it feels like a crime to detract anything from its beauty.

Speaking of the electronic controls, it was really easy to adjust any of the parameters.

At the push of a button you have the power to set the bike’s parameters around your own style.

The setting for traction control has two large dedicated buttons on the left handlebar and they can be adjusted at virtually any time.

Make no mistake, the RSV4 RR is an intense experience, but the level of customisation available isn’t daunting either, it’s completely practical and encourages speed. It’s the kind of bike my 18-year-old self dreamed of. The components are so precise I think it would be awesome fun to spend some quality time to actually test out all the feedback I was getting and dial in the settings.

The ABS is, of course, adjustable and unobtrusive on the setting I used - it’s dialled right back for track use.

Cutting through The aero qualities proved that the Italian good looks provide function as well as form. Even though the bike is compact, it is easy to tuck in on the long Eastern Creek straight (I’m 182cm tall) – with the RSV4 RR cracking through just below 300km/h each time.

All I would say is prepare for the addiction - this is the proverbial ‘surgeon’s scalpel’.

Entry to this sublime machine will cost you $25,000 ride away but for those out there who feel the need for an even more track focussed V-Four beast there is a Race Pack version for $31,000 ride away.

It’s great getting to test ride this bike but I hate having to hand it back. n

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APRILIA RSV4 RR CYCLE TORQUE TRACK TEST

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BMW F 800 R CYCLE TORQUE LAUNCH

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JUST RIGHT

BMW F 800 R CYCLE TORQUE LAUNCH

Goldilocks would go for an F 800 R.

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BMW F 800 R

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CYCLE TORQUE LAUNCH

Just Right

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N REPORT BY CHRIS PICKETT, PHOTOS BY JEFF CROW N RIDING GEAER: KABUTO HELMET, BMW JACKET, GLOVES BY FIVE GLOVES, DRIRIDER BOOTS.

BMW’s F 800 R is a perfect example of how good real world motorcycles don’t really need over the top complexity, power or price.

A light package with good handling and ‘decent’ power is always going to be a popular bike, regardless of who makes it. But when it’s a manufacturer with a reputation for reliability then it’s all the better.

Change Me The Parallel twin cylinder engine has always been the strong point in this bike in my opinion. Just right like the three bears would say. Easy enough to use in traffic, on long rides or touring and even able to cope with two-up touring. And they love to be used in anger too. Luckily the chassis has been up to the task as well. You know, one of my favourite bikes is the F 800 GS Adventure, for all of the fore mentioned reasons. There’s not a huge amount of changes for the 2015 F 800 R. It’s got a bit more power, a bit more torque, and lower first and second gear ratios. That just about rounds out the mechanical changes for this model but they are ones you do notice, and for the better too. Getting off the line is easier and the extra torque especially is noticeable, allowing you more flexibility when riding. Peak power is at 8000 rpm but peak torque is over 2000 rpm lower, and that’s where you spend most of your time when giving the throttle a workout. It’s happier loping along at much lower rpm too. It’s funny, you almost think the engine is a small one because of the flat sound it emanates and so on but it’s still 800cc, and with close to 90 horsepower it’s always going to go well enough for the job at hand.

The 2015 F 800 R is priced at $13,100 and in usual BMW form comes well equipped in standard specification.

Styling I’ve never thought the F series of bikes are especially attractive, except for the 800 GSA. No, I don’t understand my method of thinking either, I can only put it down to the F 800 GSA being an aggressive looking beast. Anyway, that’s not why people buy these F series Beemers I believe. They are bought for their abilities and performance and the fact they are adaptable to so many types of riding and rider abilities. For 2015 though, the F 800 R gets sharper lines due to the new bodywork and ancillary features. It also gets an asymmetrical headlight, a feature on just about every BMW motorcycle these days, and then there’s newly styled and lighter rims.

This continues to the rider view while on the bike too. A revamped but similar looking dash is cool enough and gives plenty of info, and the tapered alloy handlebars give a more ‘purposeful’ feel too. And continuing the user friendly theme is the heated grips.

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BMW F 800 R CYCLE TORQUE LAUNCH

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Accessories While the F 800 R is well equipped as standard, BMW can only give you so much for the price, which is very competitive. You can then up-spec to your heart’s content with these packages: – Dynamic: Engine spoiler, LED tail light and pillion seat cover. $275.

– Traction: Electronic Suspension Adjustment (ESA), stability control, tyre pressure monitor. $985.

– Touring: Pannier brackets, centrestand, 12V power socket.

But there’s more, including an alarm for $505 and comfort seat for $190.

I’d go for the Touring and Traction packages, and also the comfort seat straight up. With those features the F 800 R is still an amazing bike for the money.

On the road The bike feels very light and ‘usable’ when you are riding it. I can really see why smaller riders are attracted to it. But that shouldn’t put off larger boned riders. I’m one of those myself and I found the bike offered plenty of room and it was very comfortable over a few hundred kilometres.

BMW has gone away from its Telelever front suspension on this range of bikes, instead using USD telescopic forks and a single shock.

BMW claims the weight of the F 800 R is 202 kilos but it does not feel anything like that heavy. It’s easy to move around when parking and it also feels light at slow speeds. I guess part of this is down to the fact the 15 litre fuel tank is situated under the seat for the main part. 15 litres does not sound much but the engine is a frugal bugger, and even though it was ‘abused’ on more than one occasion during the test still gave a very healthy range of around 300 kilometres.

Just touring along the bike felt great and even when pushing the bike hard in corners it felt capable and confidence inspiring as well. The suspension

soaked up the bumps well enough and coped surprisingly well when hitting bumps mid corner while well healed over, especially the forks.

I’m not alone One of my friends has recently bought one, trading up from a 650 V-strom. He loved the V-strom and I guess he loves the F 800 R because you cannot keep him off it, racking up 15,000 kilometres in six months of social riding.

He can’t talk the bike up enough, telling everyone within earshot not only how good it is but how good it is for the price. There’s the secret right there I reckon. n

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BMW F 800 R CYCLE TORQUE LAUNCH

I WET WEIGHT: 202KG I PRICE (RRP): FROM $13,100 + ORC I FRAME TYPE: ALLOY BRIDGE TYPE

FUEL CAPACITY: 15 LITRES

SEAT HEIGHT: 790MM

FRONT SUSPENSION: USD

REAR TYRE: 180/55-17

FRONT TYRE: 120/70-17 FRONT BRAKES: DUAL 4-PISTON CALIPERS

WE’LL BEAT ANY PRICE GUARANTEED*

ENGINE TYPE: LIQUID-COOLED PARALLEL-TWIN CAPACITY: 798CC

TRANSMISSION: 6-SPEED AND CHAIN DRIVE

REAR SUSPENSION: SINGLE SHOCK WITH PRE-LOAD AND REBOUND ADJUSTMENT

REAR BRAKES: SINGLE CALIPER

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BMW F 800 R CYCLE TORQUE LAUNCH

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BMW F 800 R CYCLE TORQUE LAUNCH

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Bluetooth速 Communication

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CYCLE TORQUE RACING FEATURE

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PART TWO

Two weeks of TT mayhem Alex Pickett’s 2015 Isle of Man TT journey continues.

AFTER all the turmoil of practice week and the Superbike TT it was time to line up again for the Superstock race. All the big names are there, on bikes not much slower than the full superbikes. I was riding a Superstock machine in all the races, the only modification other than race preparation a slip on muffler. Little did I know what I was in for.

Day 14 Tuesday.

Superstock race day. I was starting 58th on the road and ready to go. I was able to get past the Yamaha in front of me and felt good on the first lap but on the second lap the bike started playing up again, cutting in and out. It was like it was changing maps on the fly, going from Rain to Slick Mode by itself. One second it would be fine, the next an animal. Was this something from my crash at Jurby, some issue we hadn’t picked up? I don’t know, but the end result was I crashed at the Black Hut up on the mountain, at over 200km/h apparently.

I can’t remember it all but I do remember I was ‘nursing’ the bike back to the pits and had slowed down, letting the bikes I had passed back past me. My mate Dominic Herbertson from Newcastle in the UK had caught me and this was unusual as he started three or four bikes behind me. He saw my crash, saying it looked like I was looking down at the bike and entered the corner too early, running out of road on the exit, glancing off the wall. I then fell off and the bike and I slid 100 metres or so. According to people at the scene I was knocked out for a time and complaining of a sore left leg. I got the chopper ride no-one really wants, back to Nobles Hospital, where I got the usual X-rays, scans and so

on. I was looked after by Connor Cummins’ sister. I guess she’d be used to all this TT racer crashing stuff. I can’t remember the chopper ride though, or anything about the accident. I had a beat up hand from hitting the wall I suspect and a sore ankle but nothing broken. I guess my riding gear did their job, lucky I was wearing top quality stuff.

Dad said there was only three litres of fuel left in the bike, so I wouldn’t have made it back to the pits anyway. We don’t know if it fell out in the crash, although the tank was undamaged or if the fuelling was playing up. Was the bike cutting in and out because there was stuff all fuel left in it? It was definitely full with 24 litres in it at the start of the race so these are all questions we don’t really have answers to at this stage. Although I haven’t seen it as yet, by all accounts the bike is not badly damaged, with my right hand and forearm taking the brunt of the hit with the wall. The bike then slid down on it’s left hand side, with crash protectors doing a good job of saving damage. The front wheel was Continued onpage next page Continued on next

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smashed but the forks not bent. Figure that out! Not bad considering I was still no doubt cranking along at a good pace.

Day 15 Wednesday Spent last night and most of today in hospital because I was knocked out in the crash. I’m all bandaged up and wearing a moon boot of a sort to keep my ankle stable.

Off to the presentation tonight even though I’m not getting anything. I just want to support the team.

Day 16 Thursday Had a blast last night, wobbling around the Monster Energy VIP party. Spent some time in The Prodigy’s Keith Flint’s VIP room. Couldn’t drink though, was on ‘pop as they call it here. We call it soft drink. Had a blast though with friends, most of whom were well past the ‘wobbly boot’ stage. Dan was out of control, on the grog and dancing like Stevie Wonder.

Spent the day with friends doing some sightseeing. Went to some great places I’d never seen before and had a few coffees and sweets too. Tried to go on the mountain to see where I crashed but the road always seems shut due to crashes. At one stage it was open for only nine minutes before another member of the public crashed. Bloody hell, some ride like idiots and people don’t use their mirrors to see the idiots coming.

Day 17 Friday Senior race day. I went to the K Tree to watch but spent most of the day chilling out on the grass with friends. The race was red flagged on the first lap when

Jamie Hamilton crashed heavily at the 11th Milestone, a very fast part of the course. He’s not well by all accounts and has been flown to mainland UK. John McGuinnes won the race and really did not ever look like being beaten.

He was noticeably the fastest through the K Tree section. He just wanted it more than the rest. My fellow Aussies and mates Dave Johnson and Cam Donald had mixed results. Cam retired and I heard he hit a seagull, then his rear sprocket sheared, causing the retirement. The seagulls here are about twice the size as the ones at home. On top of that he rode through the flames of Jamie Hamilton’s crash and was no doubt a bit shaken up over that. Davo got ninth in the Senior, and did a 131mph lap, making him the fastest Aussie TT rider ever.

Davo is getting quicker and quicker each year and always looks the business on the bike. It couldn’t happen to a nicer bloke too. His mum and dad are great people too and I can see they both share the same sort of stress levels as my dad.

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Day 18-20 The rest of my time here has been spent packing up, seeing off the Ice Valley team, more sightseeing, catching up with friends I’ve made and just getting over the whole TT drama.

Fly out back home today via Dublin.

It’s worth highlighting some other notable results, which in my opinion is what makes the top TT riders special for many reasons.

Many would remember Ian Hutchinson winning five races in one week in 2010. It was all highlighted on the TT3D – Closer to the Edge film. After that ‘Hutchy’ nearly lost his leg in a British championship race, nothing compared to the dangers of the TT. He has endured over 30 operations to save his leg and get movement back. This year he won three races, the Superstock 1000 and two Supersport races. Impressive in my book.

Then there’s the Birchall brothers, Tom and Ben. They had a big crash last year in one of the two sidecar races, and when I saw them in the pits the next day they didn’t look too beaten up. What people didn’t know was that Ben nearly lost a couple of his fingers. 12 months of determination and a good surgeon saw them back and winning the two 2015 TT sidecar races. Also impressive.

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And talking about sidecars, Australia’s own father and son team of Dwight and Noel Beare had another good go at the TT, finishing 17th in race one but DNFing in race two. Fellow down under and ANZAC sidecar racers Daryl Rayner and Richie Lawrance had their best TT together yet, taking a 24th and 19th, and also posting their best ever lap time of over 105mph. Good stuff boys.

With my little team-mate Jensen.

Where to from here? Well that’s my TT done and dusted for this year at least. My mum back in Australia was no doubt freaking out and my dad is probably a bit closer to a heart attack. It’s a bit of an emotional roller coaster for all involved really. Some very high profile riders have crashed this year, including Michael and William Dunlop, and also Keith Amor crashed twice. He’s in hospital and far worse off than me. He retired a few years ago due to injury and came back. He’ll probably re-retire after this I guess. I’m disappointed in myself and feel I have let everyone down. Right at this point of time I don’t know what I’m going to do. But I am heading off to the UK to live for a while and most likely do some racing there. Exactly what, I’m not sure. But once again I could not have done it without the help of a small band of friends. To you guys directly, thanks for your support and friendship. It means so much to me.

– Alex Pickett

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RETRO TORQUE

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Suzuki’s Space Shuttle Suzuki’s edgy road bike was lusted after back in the day and continues to cause lustful thoughts 30 years on.

SUZUKI’S Katana took motorcycle styling to new heights and had everyone from impressionable teenagers to older enthusiasts rushing to Suzuki dealers to see one in the flesh.

It was designed in 1980 by Target Design’s Hans Muth, formerly the chief stylist for BMW motorcycles. The basic design had already been used in early 1979 on a one-off MV Agusta but had never made it into production.

Suzuki was looking to update its sport touring GSX models, which at the time set the standard for performance. The GSX1100 would do 200 km/h in any back street but it didn’t look sporty enough for some people. The GSX1100 frame was slightly modified to suit this futuristic bodywork and the Katana was born.

version, the king of the Katanas. It was built especially for racing homologation purposes and sent to South Africa, New Zealand and Australia, with the SA and NZ versions getting a ‘hotter’ engine than the Aussie delivered models. A ‘wire wheel’ Katana is the most sought after and expensive of the range.

The riding position was more aggressive, the instruments sleeker and the seat much nicer to look at, but essentially the Katana used the same running gear and suspension etc from the GSX models

The 1100 was built up to 1985, basically the same but in different colour schemes along the way. While the 1100 went through with its styling the same, the 750 only lasted a couple of years with the original styling, going more modern. Many older riders would remember the ‘pop up’ headlight 750 Katana.

There were also a range of other Katanas, 650, 550, shaft drive and so on, watering down the impact of the original bikes in my opinion. Suzuki also used the Katana name on bikes for many years, mainly in the USA.

Suzuki called it the GSX1100S and not long after a 750 version, the GSX750S, was released. Both looked the same but there were subtle differences, like an 18 inch rear wheel on the 750 compared to a 17 inch wheel on the 1100. The 750 engine was quick but had a different crank set up to the 1100. Both were reliable though. There was also a very rare 1000cc version built especially for racing. At the time there was a 1000cc limit in Australia for road racing but these 1000cc versions were still road legal. And then you could buy the wire wheel

But while the Katana was futuristic in 1981 by 1984-5 things had changed. You had the Kawasaki GPZ900, Yamaha FZ750, Honda VF1000R, Yamaha RZ500, and Suzuki’s own GSX-R750. All even more futuristic in their styling, all offering arguably better performance and all water-cooled. Even the Europeans were in on the act although the best they could really offer were air-cooled V-twins of questionable reliability and performance, compared to the Japanese bikes mentioned.

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RETRO TORQUE

Today the Katana is almost a Unicorn sort of machine. There’s a few around at varying prices, from around five to 20 grand, depending on the model and condition.

Most people want the 1100 version because back in the early ’80s that was THE bike to have. But these days most aren’t prepared to pay the price to own such an icon of motorcycling.

The 1983 Katana GSX750S you see here is a Japanese import. It’s much the same as an Australian version except for the 16 inch front wheel. It has been restored to a degree with new paint, rebuilt forks etc and is in very good condition. Katanas of this quality are not thick on the ground that’s for sure. Classic Gas Motorcycles at Boolaroo near Newcastle have this one on the floor for $6,900. You can find out more at www.classicalgasmotorcycles.com.

Riding it is like going back in time. Suzukis have always had a reputation for reliability and this bike, with low kilometres, rides well. You have to remember that although the styling was very modern for its time, the engineering was still rooted in the 1970s, with twin shocks, basic forks and that air-cooled, but powerful, engine.

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Classic bikes are not usually bought for their on-road performance, they are bought for the memories they evoke and the fun that brings. Some of that is true of a Katana like this one, they do bring back those memories of riding with mates when

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you had no responsibilities, of happy times and ridiculous performance. That’s what this bike did for me. I remember seeing them when they were new and thought it was amazing. When I rode one for the first time as a 21-year-old I thought I was riding the Space Shuttle. I wound the throttle on to overtake a car and the power was simply astonishing, especially for that time. I owned one a few years later and loved it.

The Katana is a bike that’s been much modified over the years too, with many owners fitting more modern wheels and suspension, substantially improving the rideability of the bike. This includes machines currently dominating classic racing in Australia. The toughness of the original engines has allowed tuners to get massive horsepower out of them, and riders doing lap times not far off modern racing motorcycles.

The road going Katana is still a nice bike to ride, and you will stand out like a sore thumb when on it. People will gawk and the people who know what it is will nod their head and remember back to when the Katana ruled the streets.

– Chris Pickett

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Bike Stuff

Enter the Dragon

1 AGV Sport’s Dragon jacket features 1.2mm to 1.4mm leather construction, removable, washable thermal insulating quilted liner with a pocket that zips in over permanent mesh lining. CE approved shoulder and elbow protection and 10mm thick memory foam back pad. There is also extra padding throughout as well as zip-open vents. Precurved arms, advanced safety seam stitching throughout and the list goes on.

Price: $397 Available from: Direct from AGV Sports.

More info: 02 6331 8881

Locked Up

2 WITH so many dirt bikes being stolen in his local area, Tony Guy came up with a novel lock system to combat the thefts.

The lock is built to withstand plenty of abuse from either its owner or rampant thieves. It fits through both wheels and a lock at each end secures the whole lot to the bike. Easy to get on, hard to get off.

Price: $199 Available from: Direct from Tony or selected stockists.

More info: 02 4932 6833 (call if you wish to become a stockist)

Barfly buzz

3 THIS all city glove from Roland Sands Design is made from top grain cowhide but is really supple. Perforated leather venting helps it breathe and fingers are pre-curved for great ergonomic fit. Reinforced and padded palm with flex knuckles on top. Available in Black, Tobacco and Sand in sizes S-2XL. Price: $79.95 Available from: Better bike shops More info: www.monzaimports.com. au

Next Genii

4 DRAGGIN’S Next Gen jeans have a mesh sports liner to keep you warm in winter and cool in summer. There’s no external stitching to show where the kevlar is hiding so they look like ordinary jeans. And they have hip and knee armour pockets. They are a straight leg with a mid-rise in a stretch denim.

Price: $299 Available from: Good bike shops.

More info: www.dragginjeans.net

t en

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cycletorque.com.au SEPTEMBER 2015 I 71 steep awkward driveway? limited or cluttered turning space? multiple motorbikes?

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the perfect mechanical aid for you. a structurally sleek, aesthetically refined and affordably priced means of manoeuvring your pride and joy around your congested carport, garage or workshop. no more fighting the clutter and no more 10 point turns. the Murphy Moto-Skate makes it quicker and easier for you to get out and ride.

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CYCLE TORQUE GEAR

cycletorque.com.au SEPTEMBER 2015 I 72

Bike Stuff

Maximise the power

1 THE 3X Oximiser is Oxford’s most versatile and powerful multi-purpose battery maintenance product. There’s three automated charging programs for differing battery sizes; perfect for those who have multiple toys like bikes, cars, scooters, jetskis and ride-on lawn mowers. With an integrated 8 stage management system, the Oximiser can analyse, charge and maintain your battery. The charging kit also has accessories including crocodile clips, weatherproof permanent connector and wall bracket.

Suitable for all 12V automotive batteries, including lithium motorcycle batteries.

Price: $169.95 Available from: Good bike shops More info: www.ficeda.com.au

K&N for new Harley

2 K&N has developed a replacement air filter for HarleyDavidson’s new 2015 XG500 Street. It is designed to fit into the stock air filter box without any need for modifications. K&N’s washable and re-usable highflow air filter is designed and manufactured with the highest quality materials and provides these popular bikes with increased performance and longer life.

Price: $114.95 Available from: Good bike shops More info: (02) 9820 4444, www. ctaaustralia.com.au

Oggy for Kwaka

3 OGGY Knobbs are now available for the 2015 Kawasaki Z250SL. The aluminum compression components are made from aircraft grade 7075 T6511, the bolts are de-embrittled, high tensile items, zinc plated and clear chromates, the “plastic” used in the sliders is Acetal for the best combination of shock absorption, abrasion resistance and strength. All metallic components are fully finished for corrosion resistance and durability as well as a pleasing appearance.Spares are readily available. Available in black or white they are a fraction of the average bike repair bill.

Price: $185 Available from: Good bike shops More info: Ph 1800 251145

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cycletorque.com.au SEPTEMBER 2015 I 74

Used & Reviewed Spring into Spidi SPIDI’S TX-1 gloves are a spring/summer sports touring glove from the French Spidi, which is back on our shores in 2015.

The first thing I noticed when I put the gloves on is how well they fit and how comfortable they are. Mesh around the fingers is made with a bit of elastic in the base, offering a bit of stretch in breathable material, making the TX-1’s perfect for the warmer months.

The knuckle reinforcement is thermoformed and giving them a good hard knock on a solid surface gives you confidence they will offer solid protection if things end up going pear-shaped.

I’ve been wearing them throughout August on our new Multistrada, at times it’s been pretty cold and I haven’t thought about reaching for a set of winter gloves. On the open road however, it might be a different story. Our bananabending readers up north might find that Spidi’s Tx-1 gloves are suitable most of the year.

The styling of Spidi’s TX-1 is minimal and the detailing is high. with cool Spidi logos on the wrist and an embossed logo built into the rubber palm protector and the velcro wrist strap’s design is quite funky.

Spidi stockists can be found at http://www.motonational.com.au/ component/content/article?id=42 – Ryan Grubb Price: $145 Available from: Good bike shops More info: Ph: 1300 885 355

MILES BETTER Avon has produced a tyre that compromises little Simon Roots / Fast Bikes Magazine

Sure-footed agility inspires confidence at all speeds

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• High performance plus extended mileage • The Storm 3D X-M version will deliver 15%-20% extra mileage compared to the current Storm range • Interlocking three dimensional points hidden in the sipes to improve stability and grip, limit tread flex and allow the tyre to warm up quickly (3D Sipes) • High performance single and multicompound super rich silica tread enhances wet grip (SRS)

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Remarkable level of grip impressive stability at speed Jon Urry / Motor Cycle News

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With a tyre life of over 10,000 miles they sound good to me

A fantastic road tyre that works on the track too Alan Dowds / SuperBike Magazine

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FOR PRICING & TEST RIDE CALL 1300 725 949 www.avon-tyres.co.uk

QUAD TORQUE

News

POLARIS RZR TURBO The Polaris RZR has won just about every race for its class in this country over the last few years, and this doesn’t look to change any time soon with the introduction of a turbo powered version, the RZR XP Turbo EPS! Completely re-engineered front to back, the RZR XP Turbo EPS has undergone extensive testing on the engine with enough test miles to travel around the world more than nine times; and paired the engine with an all-new stronger driveline to ensure all the power gets to the ground reliably.

The all-new Polaris ProStar® Turbo engine, with turbocharger, provides 144 horsepower, an impressive acceleration of 96.6 kph in 5.89 seconds and 45 percent more torque. The ProStar Turbo is the most powerful side-by-side engine available from the factory To harness all that power and deliver it to the ground, the RZR XP Turbo EPS features a brand-new, fully-engineered and stronger driveline for maximum durability. There’s a new high performance PVT system with all-new clutches and drive belt; a stronger transmission with geared reverse and stronger shafts; and a High-Performance, True On-Demand All-Wheel Drive System to distribute the massive grunt to the ground.

There’s a lot more too, like the upgraded suspension and cooling system, more ground clearance, and better brakes. But of course that’s just part of the story of the new turbo RZR. More information about Polaris’ whole line of Off-Road Vehicle offerings and Polaris Engineered Accessories can be found online at www.polarisindustries.com.au This model is expected to be available in Australia during the last quarter of 2015 at a yet to be disclosed price.

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NEW TRX WORKHORSE ADDING to Honda’s already large ATV fleet is the new TRX500FA7.

You’d expect it to be Honda Red right? Wrong, it’s the only ATV in the fleet that’s white, and it’s got alloy wheels too. A bit of bling on the farm you might say.

The $13,999 TRX uses a fuel injected 475cc liquid-cooled four-stroke engine, and with independent rear suspension the TRX certainly ticks a few boxes.

The TRX500FA7’s IRS set-up has an adjustable spring preload feature on all shocks, and the innovative automatic Dual Clutch Transmission (DCT) give the user the strength of a manual transmission with the convenience of an automatic transmission, while still giving the rider the option of pushbutton manual control via an Electric Shift Program. The DCT also features an advanced dual shift-mapping program that automatically selects between two transmission shifting modes depending on how the rider uses the throttle. n

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CYCLE TORQUE STORE

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Book Shop

Order Now for Father’s Day 1

2

1. Dominator in the Shadows – $23

Dominator in the Shadows is Peter J. Uren’s second novel, and the sequel to his popular The Old Mechanic.

Set three years later, it tells the story of two men who each have a dream to own their chosen motorcycle: one a Vincent Black Shadow, the other a Norton Dominator 650SS. The story again takes the reader through the process of restoring an old classic motorcycle. Along the way, they maintain, repair and service many classic British motorbikes.

2. Custom Motorcycle Fabrication – $59.99

Learn how professionals bypass the catalogue and build their parts from scratch instead. This is an essential building book, helping you build the necessary skills needed to assemble a truly unique kickass motorcycle.

3. BMW Cafe Racer – $49.99

Covers the evolution of the BMW sports bike to the BMW cafe racer. This title commonly associated with the cafe racer scene, the growing trend of custom BMW cafe conversions is illustrated in detail with images of sporting, racing, and ‘cafed’ BMWs.

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5

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4. Advanced Custom Motorcycle Assembly & Fabrication Manual – $39.95

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

Wolfgang Publications and Tim Remus were there at the very beginning of the trend with their Ultimate V-Twin Motorcycle book. Today they’re back with their new book, Advanced Custom Motorcycle Assembly & Fabrication. Part catalog, part service manual, and part inspiration, this new book offers help with planning the project, getting the right look and actually assembling that custom bike you’ve dreamed about for years.

Three start-to-finish sequences show not just how the best bikes are bolted together, but how the unique oneoff gas tanks are shaped and then covered with candy brandywine paint.

5. The Riders – $35.00

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

6. Billy Connolly’s Route 66 – $29.99

Having always dreamed about taking a trip on the legendary Route 66, Billy Connolly is finally heading off on the ride of a lifetime. Travelling all 2,488 miles of this epic road, known as ‘The Main Street of America’, the Big Yin shares the experiences of the countless travellers who have taken the journey before him. The tales he gathers on the way, from the skyscrapers of Chicago through the Wild West badlands of Oklahoma and Texas, and on to the beaches of the Pacific coast, tell the story of modern America. And they might just inspire a few readers to get on their bikes as well.

7. Weekend Warriors 1 & 2 – $44.95

About five years ago Shaun, Andy and I (Jake) started to run out of places to ride. We were sick of riding the same places time and time again so we decided to pay a visit to the Melbourne Map Centre in Chadstone to see if there was a guide book on the subject.

Much to our surprise there was nothing to be found.

Sure there were heaps of 4WD and Mountain Bike books but, alas, no trail bike books. The guys in the shop were also surprised, as they had had a lot of enquiries from other trail bike riders. This gave us an idea - why not write our own book? And that is exactly what we did!

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

CYCLE TORQUE STORE

cycletorque.com.au SEPTEMBER 2015 I 79

Book Shop

Order Now for Father’s Day 1

2

1. Adventure Motorcycling Handbook – $39.95

Every red-blooded motorcyclist dreams of making the Big Trip - the Adventure Motorcycling Handbook is the comprehensive manual to make that idea a reality. Timbuktu to Kathmandu or Patagonia to Mongolia - it’s all here.

2. World On Wheels – $30.00

Travel the globe with Mike & Denise Ferris in the World on Wheels motorbike adventure TV series. From the Himalaya to the Andes via Turkey, Morocco and everywhere else in between.

3. TT Talking. The TT’s most exciting Era – $34.99 The decade between 2004 and 2014 was one of the most dramatic eras in the century-old history of the Isle of Man Tourist Trophy, which began with the races in decline, and many observers fearing that they would soon be killed off by a combination of rising costs, political correctness and logistical practicalities. But, just a few years later, the triumphant 2007 celebration of the races’ centenary launched the TT into a whole new era of public and commercial success.

3

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4. HONDA Gold Wing 1975-1995 – $20.39

This popular volume contains 48 articles including road test reports on 1000, 1100, 1200, 1500/6, Interstate and SE, from such popular magazines as Cycle World, Motorcycle and Motorcycle Mechanics.

Plus articles on new model reports, performance data, history, service notes, engine analysis, specs and tuning.This popular volume contains 48 articles including road test reports on 1000, 1100, 1200, 1500/6, Interstate and SE, from such popular magazines as Cycle World, Motorcycle and Motorcycle Mechanics. Plus articles on new model reports, performance data, history, service notes, engine analysis, specs and tuning.

5. The Triumph Bonneville Bible – $69.99

The story of the Triumph Bonneville - its conception, design and production, how it compared to the competition (British and Japanese), and how it was seen at the time. A fascinating history of a British icon.

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6. The Harley-Davidson Motor Co. – $39.99

This massive coffee-table book - over 400 pages, large format – depicts Harley-Davidson’s own collection of bikes, having kept one of every model it has ever produced. Quality studio photography and excellent background information tells the story of HarleyDavidson through its many and varied models.

Includes prototype motorcycles which never made it to production. Hardcover.

7. Supercross Unleashed – $39.99

Supercross Unleashed is an all-action, packed out read with everything to keep even the most hardened supercross fan occupied for the winter months --T+ MX News This book brings together essays, photos and behind the scene glimpses from the sports current pros and past champs, told by motocross insider Billy Ursic and framed by photographer Simon Cudby. From profiles of the hottest names in the sport to insight about the changes in the sport from up and coming young guns, it’s all here in the stirring words and images of the biggest names in Supercross - East Riding Mail/Yorkshire Post/ Hull Daily Mail Supercross is the ultimate motorcycle sport, and rapidly growing in popularity.

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8. Freerider MX’s Ultimate Guide to Freestyle – $19.95

As freestyle motocross continues to capture the imagination of the mainstream public and motorcycle sales soaring, more riders are focusing their attentions on riding FMX than ever before.

With the racing scene becoming more competitive than ever, more people are opting for the lifestyle and fun factor of freestyle, and as a result, amateur classes at events are burgeoning, and letters from readers eager to make a career in freestyle motocross are flooding Freerider MX Magazine’s inbox.

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

LIGHTER, SLIMMER & MORE RIGID FRAME FOR SHARPER HANDLING & FEEL UPDATED ENGINE DESIGN IS EVEN LIGHTER & MORE POWERFUL REVISED SEAT, TANK & RADIATOR SHROUDS FOR EASIER BODY POSITIONING NEW REAR INTAKE DUCTS IMPROVE AIRFLOW & THROTTLE RESPONSE DIGITAL FORK AIR PUMP AND NEW HANDHELD KX CALIBRATION KIT ACCESSORIES PROVIDE THE SAME PRECISION TUNING AS KAWASAKI FACTORY TEAMS RACE READY SSF-AIR TAC (TRIPLE AIR CHAMBER) FORKS I LAUNCH CONTROL FOR THE HOLESHOT ADVANTAGE PLUG-AND-PLAY DFI COUPLERS FOR EASY ENGINE TUNING I ADJUSTABLE HANDLEBAR AND FOOTPEG POSITIONING

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EXHAUSTS We make bikes sound great, with the widest range of mufflers covering all types of bikes.

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LINK TO YOUR CUSTOMERS Link straight to your website from your advertisement in the Cycle Torque iPad edition.

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Call Ross in Sydney on 0418 133 756 naylor.ross@gmail.com www.europeanmotorcycleadventures.com

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For the love of

motorcycling WWW. NEWSLETTER

TAP ICONS TO EXPLORE WHAT CYCLE TORQUE HAS ON OFFER

TORQUING BACK

Letters Home is tops

I rode in Vietnam with the Cycle Torque team last year and it was an amazing experience. But sometimes we forget just how great our own state is.

The wife and I jumped on our trusty Triumph 1050 sport recently and rode some of my favourite roads in NSW. We live in the Illawarra and did a circle around the mid North Coast using Forster, Port Macquarie and Armidale as stop over points. This gave us the Putty Road, Bucketts Way, The Lakes Way, Thunderbolts Way, Oxley Highway and last but not least the Waterfall Way as riding experiences. Some of the roads between Singleton and Stroud are sensational. Magnificent country and some really great roads to expire our fabulous state.

As always on bike trips we met some interesting people and had a ball.

– Jim Crawford

Now that’s service

My R1200RT was in the dealer workshop for some recall work. On collecting it, the service supervisor said, “I will just get it brought out for you”. He returns 3 minutes later looking stressed and says, “can you come through for a minute”?

I suddenly dread the idea that something has gone wrong or there is more trouble to cost me dollars I wasn’t expecting.

He explains to me that the throttle grip got damaged as they were moving it out, then quickly goes on to say they will cover the cost and they have a loan bike for me until the replacement part comes from Germany. At this stage he is now all but cowering, bracing himself for an expected tirade of abuse from yet another now cranky customer.

“No problems mate”, I say. “I don’t need a loan bike. I can live without it for a few weeks. And I appreciate your honesty”.

Now perplexed, and somewhat relieved, he thanks me for my understanding.

It became very clear to me at that moment that sometimes shit just happens and what is the point of me, or anyone else turning into a pork chop and giving the poor guy a mouthful. It’s only a part on my bike and I could have had the loan bike, but why should these poor guys have to panic and stress over an “expected” barrage of verbal abuse? We all make mistakes.

He wanted to make amends somehow and I really wanted to get the handlebars powder coated, so he agreed to do the remove and install for me.

He even offered to paint the mounting point to brighten it up.

Wow! Just goes to show you get further in life when being nice.

A big shout out to the guys at Team Moto BMW service in Nerang, Queensland. Thanks guys.

And to anyone who faces a similar situation at your regular dealer - don’t sweat the small stuff. We all make mistakes. Be calm, be rational, but most of all be nice!

– Dave Todd

cycletorque.com.au SEPTEMBER 2015 I 84

Returning rider

I am a returning rider after a 25 year break! You could call it a mid life thing, and in part that would be true.

Anyway one of the reasons for this letter is to thank you guys for such a great read.

But the main reason is that I find it odd that so many riders fail to wear adequate protection.

Open faced helmets, jeans and runners will not aid the rider in the event of an accident, compared to full leathers.

I made a pact with myself to always ride wearing leathers, yet we constantly see the latest cruiser type bikes marketed with a nicely coiffured girl in an open faced helmet wearing jeans and girl shoes.

To me this is form over function and not a great message to send riders.

– Ed Falconer Hi Ed, I know what you mean and we usually try to send out a positive message regarding riding gear. That said, we don’t treat people like babies. We choose to ride with the right gear but if someone chooses not to, well that’s their choice.

Write a Letter!

WIN A GREAT PRIZE This month Dave Todd has won a Cargol Turn & Go puncture repair kit. Available from better bike shops everywhere and there’s a video of one being used on the Cycle Torque website.

Insurance feedback

In reference to the article by Lindsay Swift in July’s Cycle Torque regarding compulsory third party insurance, many riders may not be aware that if they have been injured in a motor vehicle accident in NSW, they may be entitled of up to $5,000 for their treatment expenses and loss of earnings, regardless of who was at fault.

There is certain criteria to be satisfied before a claim is approved though.

– Robert Murray

Insurance feedback 2

You make a great argument for a change and I just wish some politicians would take notice of it. You could also include extremely high speeding fines due to unfair speeding limits... the list goes on.

– Zark

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

TAP TO SEND LETTER NOW

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CREDITS

cycletorque.com.au SEPTEMBER 2015 I 87

cycletorque EDITOR CHRIS PICKETT chris@cycletorque.com.au

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

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

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

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

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

PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

cycletorque.com.au SEPTEMBER 2015 I 88

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