Cycle Torque September 2016

WELCOME

cycletorque.com.au SEPTEMBER 2016 I 2

September 2016 IN this issue of Cycle Torque is the all-new Kawasaki KX250F - the first motocrosser released for MY17. The weather is only going to start to get warmer, so it’s the perfect time to start getting the edge on your competition. Todd Reed was invited to the Australian launch, read his report and video inside.

We have tested the fully-electric Zero SR. With zero gears, zero noise, (arguably) zero emissions and virtually zero consumables, the Zero SR takes away so much of what motorcycling has been about, yet it is still possibly one of the funnest motorbikes we have ridden all year.

Also in the September issue is Ducati’s retro-inspired LAM, the Scrambler Sixty2. The 300-400cc market is certainly popular amongst Australian riders, and the Scrambler is quite a unique option. We find out how well it stacks up.

Can you tour on an electric motorcycle? Well, Andy Marsh, our Custom Torque contributor has! He kitted out a Zero DSR and found himself traversing the British mainland and sea to the Isle of Man’s hallowed bitumen.

EMAIL US YOUR FEEDBACK

For the DIYers, we have used and reviewed the No Mar Tyre Changer. You can set it up in your garage and/or take it to the track, plus it requires no electricity or compressed air. If you find yourself changing tyres on the reg’, it’s well worth a look.

As usual, keep up to date with the latest motorcycle news, great columnists, products and more.

WWW. NEWSLETTER

Hope you enjoy the issue,

TAP ICONS TO EXPLORE

Cycle Torque WE ALWAYS APPRECIATE REVIEWS ON ITUNES AND YOUR FEEDBACK feedback@cycletorque.com.au

CONTENTS

cycletorque.com.au SEPTEMBER 2016 I 3

Ridden

26 TEST

ZERO SR

42 LAUNCH

2017 KAWASAKI KX250F

Features 37 61 72

ELECTRIC TOURING CUSTOM TORQUE QUAD TORQUE

Cover photo: KX by Jeff Crow, Scrambler by Paterson, Zero by O’Connell.

51 TEST

DUCATI SCRAMBLER SIXTY2

Regulars 5

NEWS TORQUE

23

GUNTRIP

17

SMALL TORQUE

66

BIKE STUFF

20

EDITORIAL

69

USED & REVIEWED

21

DIRTY TORQUE

77

TORQUE BACK - LETTERS

22

RACE TORQUE

79

MARKET TORQUE

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NEWS TORQUE

cycletorque.com.au SEPTEMBER 2016 I 5

Jake Moss resigns from Team Green JAKE Moss has made the decision to step away from racing in the 2016 MX Nationals under the National Pump Monster Energy Kawasaki Racing Team banner.

Moss will now focus on his family and career away from the sport.

“I have greatly enjoyed my time with the Kawasaki team and hope that in the future I may well be back to contest titles again,” Moss said.

The National Pump Monster Energy Kawasaki Racing Team will continue to compete in the MX1 (450cc class) for the remainder of the 2016 MX Nationals series.

Kawasaki Motors Australia said it appreciates “Jake Moss’s efforts during his time competing for our factory racing team and we wish him the best of luck with his future endeavours.”

The news comes after a brief announcement from Kawasaki in July which confirmed the absence of both Jake and Matt Moss from the Conondale round of the 2016 MX Nationals.

The press release raises more questions than it answers as Kawasaki said their absence is due to “sporting disciplinary circumstances”, which are still under investigation.

American Kyle Peters has joined the National Pump Monster Energy Kawasaki Racing team for the final two MX Nationals’ rounds.

Matt Moss said in an Instagram post, July 16, he would not be compete at Conondale due to “personal issues”.

Jake and Matt have both made no other statements at this point, nor has Motorcycling Australia, the National Pump Monster Energy Kawasaki team, or the promoter of MX Nationals series.

Peters is no stranger to Australian competition, claiming third in the SX2 ranks of the 2014 Australian Supercross Championship and contesting various national title events during his junior/amateur career. n

NEWS TORQUE

cycletorque.com.au SEPTEMBER 2016 I 6

No Gas Gas Gas Gas Gas Motos Spain has been re-born with new leadership from the Torrot Group, and will have a 2017 range of enduro motorcycles in Australia soon.

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

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

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

We carry full range of accessories and spare parts. We also have a loan See our professional team of bike service to keep you mobile. technicians for all your service • 9 Buckingham Dr Wangara - p 08 9409 2330 needs.

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Not only is Gas Gas back, but now also includes a range of electric kids’ bikes called the eKIDS E12 range.

The Gas Gas bike which requires no gas!

The electric know-how comes from the Torrot group which has produced electric push-bikes, scooters and urban mobility vehicles for a number of years.

All the eKIDS models can be equipped with a wireless controller, which allows parents to remotely limit, configure and even switch off their children’s motorcycles from an Android or iOS App. The heart of the bikes is a 48V LiNiCoMn 8.8Ah battery with integrated battery management system linked to a motor controller programmable for top speed, power, throttle sensitivity and regeneration.

The powerplant is a brushless geared 48V unit with power output of 600W to 1500W. The chassis is tubular CrMo steel frame with hydraulic forks up front and a DNM gas shock with preload-adjustment and wheel travel of 215mm.

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The bikes have a two year warranty and there are various optional extras like the Bluetooth module, as well as remote parameter programming and parental control and a Torrot inverter for car charging via lighter socket.

Gas Gas is a renowned European brand which has been designing and manufacturing enduro bikes since 1985. They are now exported to over 45 countries around the world.

Gas Gas has won a large number of World Enduro Championships as well as the 2009 ISDE Championship.

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NEWS TORQUE

cycletorque.com.au SEPTEMBER 2016 I 7

Guy Martin’s Triumphs TT Legend Guy Martin has piloted the Triumph Infor Rocket Streamliner to become the fastest Triumph ever, achieving 441.28 km/h an the Bonneville Salt Flats in Utah, USA. Near perfect conditions greeted the team on the final day of the team’s land speed practice week, August 8.

Martin set the record on his first run of the day, accelerating the rocket ship-looking Streamliner after a steady start to rewrite Triumph’s history books.

After the two mile marker (roughly 3.2km), Martin came to a controlled stop near the team’s base camp to be greeted by the news that he had broken the 46-year-old Triumph record.

“It’s good and we are moving in the right direction,” Martin said, “but it is just one step on the way to what me and the team are here to do.”

Triumph said in a press release, “today’s record run is further proof of Guy’s growing confidence on the salt and commitment to breaking the World two wheeled Land Speed record.

“Throughout the week Guy has continued to impress everyone within the team with the speed in which he has been able to master the Triumph Infor Rocket Streamliner on the salt.

“Each time Guy has sat in the Streamliner on the salt he has been able to achieve the goals set by Crew Chief and the Triumph Infor Rocket Streamliner designer Matt Markstaller and his team with the required level of control.”

The Streamliner broke previous official Triumph records which stood at 395.36 km/h as well as the unofficial Triumph Record of 424.86 km/h, both set by Bob Leppan, in the Gyronaut X-1. n

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NEWS TORQUE

cycletorque.com.au SEPTEMBER 2016 I 9

Indian unveils AMA flat tracker INDIAN Motorcycle has unveiled its all-new flat tracker, the race-only Scout at Buffalo Chip, for the 76th gathering of the Sturgis Motorcycle Rally.

Indian has plans to race the Scout FTR750 at AMA flat track events.

Spokesperson for Indian, Steve Menneto, said Indian has an “incredible” team of designers and engineers, who are “deeply committed to building a world-class rac-ing program that will live up to our legendary history on the track.”

The bike features a high-revving, custom V-twin engine developed in-house and is wrapped in a unique steel frame, which allows for a tight wheelbase, large centrally located airbox and unique, lightweight carbon fibre bodywork.

The Scout will not be released to the consumer market.

The Scout flat tracker was unveiled at a Sturgis industry event, Motorcycles as Art, which featured two surviving members of the Indian Wrecking Crew, Bobby Hill and Bill Tuman both AMA Hall of Famers.

The motorcycle on display featured the number 51 of Bill Tuman as a tribute to the last rider to win a Grand National Championship with Indian in 1953.

The third member of the Wrecking Crew, Ernie Beckman, passed away in 1999. n

NEWS TORQUE

cycletorque.com.au SEPTEMBER 2016 I 10

Jarvis wins another HILLS incredible Romaniacs MOTORCYCLE Graham Jarvis has again won the Romaniacs Extreme Enduro event, the mildly-insane Red Bull sponsored event which is a torture test on the riders and machines which participate.

Run in glorious sunshine through deep mud baths, riders must compete with pain, cramps, exhaustion and rest areas covered in cow shit - and each other - in an effort to come out on top.

Jarvis was happy to be back on the top step of the podium. “It is incredible to get a fifth win,” he said. “The last couple of years I’ve been a bit unlucky so I’m just happy to get another win, can’t believe I can still do it - even at 41!

I struggled a bit with concentration being the last day and worrying about things going wrong but I tried to stay positive and focused on the track.”

Gomez, who finished the day third, took second overall. The Spaniard delivered a consistent top- performance over the five days.

“The rain last night was impressive and we did not know what to expect from the track today,” he explained. “The first 30km were fast and fluent riding, but the Gold-loop before the service point was probably the hardest one of the race.”

When Gomez met a Red Bull Romaniacs track manager at the Service Point, he was furious: “You can’t throw this kind of stuff at us on the fourth day...!”

He also commented that this was his toughest Red Bull Romaniacs so far. n

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NEWS TORQUE Aussie Motocross of Nations team announced

cycletorque.com.au SEPTEMBER 2016 I 11

MOTORCYCLING Australia (MA) has announced the 2016 Motocross of Nations (MXoN) team selected to represent Australia at Maggiora, Italy, September 24-25.

Australia will send a three-man team, including two MXoN rookies, to compete against the best motocross riders in the world.

The team is determined to improve its result after finishing outside the overall top-10 standings in 2014 and 2015.

Australian Team Manager Gary Benn said he was confident the team would deliver.

“The MXoN is always a different race because it’s a team event and you are forced to drop one of your worst results, so you need consistency - there’s not a lot of room for error,” Benn said.

CDR Yamaha rider Dean Ferris will once again fly the flag for Australia at the 2016 MXoN in the Open class.

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Ferris, who currently sits in second position in the Australian Motul MX Nationals MX1 category, will be hoping to repeat his 2013 MXoN performance in which he finished second overall in the MX2 class.

KTM Motocross Racing Team’s Kirk Gibbs will make his debut appearance representing Australia at this year’s MXoN in Italy in the MX1 class.

Gibbs, defending Nationals MX1 Champion is expected to be a strong contender lining up alongside the world’s best for the very first time in his racing career this September.

Rounding out the Australian team will be DPH Motorsport’s Yamaha rider Jed Beaton, who will also compete at the MXoN for the very first time in the MX2 class.

Beaton currently holds the MX2 red plate at the Australian MX Nationals, and will have the opportunity to find his feet in Europe prior to the racing at the MXoN, when he races as a wildcard at the MXGP in the EMX 250 class in Switzerland, August 6-7.

“The way all three of the boys are riding at the moment, we’re confident we can achieve a positive result,” Benn said.

“We’re very happy with the team selected to represent Australia at this year’s MX of Nations.

Obviously Dean has had a lot of experience in Europe and representing his country, and both of the other boys are at the top of their game at the moment so they’re all very deserving of their selection.”

“Jed will race in Switzerland at the MXGP this weekend, and both Kirk and Dean have both raced MXGP’s before so we feel that we have a very strong team for this year’s MXoN.” n

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NEWS TORQUE

cycletorque.com.au SEPTEMBER 2016 I 13

Yamaha releases 2017 motocrossers Yamaha has announced the release of both 2017 YZ250F and 450F models.

The big news is with the YZ250F, which has received a major update.

A spokesperson for Yamaha Australia, Ray Howard, said “The changes the factory have made are based on what we did to prepare our 2016 YZ250F race bikes, so this new 2017 model is even more race ready than last year.”

With major enhancements to the intake and exhaust efficiency, together with a slicker shifting transmission and re-mapped ECU, the 2017-spec engine is expected to deliver a significant increase in performance.

Yamaha engineers developed a new reverse cylinder head, which increases intake and exhaust efficiency, as well as enhances mass centralisation thanks to the use of a top-mounted air filter and under-seat fuel tank.

The intake port’s position is raised, and the intake valve diameter is increased.

New higher lift intake and exhaust camshafts give increase valve lift and the intake camshaft’s working angle has been narrowed.

Stronger intake and exhaust valve springs are fitted to correspond with the use of new higher-lift camshafts - and to accommodate the increased engine performance, a newly designed nickel-chromium-molybdenum steel con rod is used for the 2017 model.

Using feedback from our factory teams, Yamaha has also been able to fine-tune the frame to exploit the increased engine performance.

The 2017 250F’s frame is around 12mm wider in the area behind the swingarm pivot point, with specially designed front and upper engine mounting brackets which have been developed to complement the characteristics of the free-revving 250cc engine.

The footrest position on the 2017 YZ250F has been lowered by 5mm.

Class-leading Air Oil Separate (AOS) KYB front forks feature stiffer outer tubes and slightly reduced oil capacity, and these changes have been combined with new factory suspension settings. n

NEWS TORQUE

C Y C L E T O R QSEPTEMBER U E FEBRUAR Y 2 0I I14 1 5 cycletorque.com.au 2016 cycletorque.com.au SEPTEMBER 2016 14

Third limited edition Scout

Indian Motorcycle Australia has unveiled the third in a series of locally inspired Scout Limited Edition models.

CHAIN LUBRICATOR

Inspired by heritage colour schemes and styling from the 1930’s, the latest incarnation marries the iconic Indian Red with Thunder Black, gold pinstripe detailing and a stunning Indian Script decal on the tank.

To complete the heritage look, Indian Motorcycle has fitted genuine accessory black wire wheels and a black 1920s Solo Saddle.

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Only 10 of these Scout LE Mk III’s have been produced.

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Priced from $21,695 ride away, with over $4,000 in added value, the LE Mk III is available now, only while stocks last at your local Indian dealer. n

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NEWS TORQUE

All heart at City Coast

CITY Coast Motorcycles has raised over $3,000 for the Heart Foundation by hosting a memorial ride for Martin Van Meegen, one of its muchloved staff members.

City Coast Motorcycles said it was excited to present the cheque to Sarah from the Heart Foundation.

Despite rain forcing Martin’s Memorial Ride to a new date, over 100 riders participated on the day.

All profits raised from the event and corresponding raffle went to the Heart Foundation.

The Wollongong dealership lost Van Meegen, City Coast Motorcycles’ Sales Manager, to a heart attack in May 2015.

Martin Van Meegen had served the business for almost 20 years.

City Coast staff and the motorcycling community were rocked by his sudden loss. n

cycletorque.com.au 2016 C Y C L E T O R QSEPTEMBER UE FEBRUAR Y 2 0I 15 15

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

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

We also carry out repairs for all other insurance companies.

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

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

As seasoned professionals we pride ourselves on our mature approach to repairing and maintaining. your motorcycle and look forward to giving your pride and joy the love it deserves Tank metal finishing, fairing repairs, plastic welding and painting.

We’ve been doing this for almost 30 years and offer quality second to none.

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

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2016

IT’S NOW OR NOW.

Selected 2016 models purchased by 30 September only, at participating dealers in Australia while stocks last.

See your authorised Harley-Davidson dealer or visit H-D.com.au Š H-D 2016. Harley, Harley-Davidson and the Bar & Shield logo are among the trademarks of H-D U.S.A., LLC. Overseas model shown.

SMALL TORQUE

cycletorque.com.au SEPTEMBER 2016 I 17

Variety Postie Bike Dash Don your helmet and rev up for a dusty and wacky adventure on the Variety Postie Bike Dash.

This feel good event will see Postie Bike enthusiasts take on dirt tracks, gravel back roads and creek crossings through rural NSW in support of Aussie kids in need.

The six day ride departs Newcastle on Sunday 30th October returning again on Friday 4th November.

The event will take riders through some of NSW’s stunning countryside, including Lithgow, Orange, Wellington, Muswellbrook, and Gloucester.

Each rider must raise a minimum of $2,000 for Variety – the Children’s Charity, with funds raised supporting local children who are sick, disadvantaged or who have special needs.

Riders see the benefit of their fundraising first hand with equipment donated to schools en route.

Mick Kaves has signed up for the Variety Postie Bike Dash each year since the inaugural event in 2014 and can’t wait to hit the road again with his sons in 2016.

“We look forward to the trip each year with a great bunch of people, have an absolutely fantastic week and in the process raise money for kids who are less fortunate.”

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STREET TWIN

Riders young and old with a spirit for adventure are invited to join the boutique event limited to just 50 riders.

Visit variety.org.au/nsw/postie-dash or call 02 4965 4911 to find out more.

Newcastle City SuperMoto is on in September!

By the time you read this, you will not have much time left to get to the Newcastle City SuperMoto, September 3-4.

Now in its second year, the SuperMoto has gained status as a FIM Asian Championship event for the next three years.

Against the iconic backdrop of Fort Scratchley spectators will be able to watch international riders including current Australian and 10 time British Champion Chris Hodgson and former World Champion Boris Chambon, as well as local heroes Broc Parkes and Troy Bayliss battle for supremacy.

Spectators will also see competitors from Thailand, Indonesia, Japan, Malaysia, India and Taiwan vying for valuable points in their quest to be crowned the FIM Asia Champion.

The best bit, like Cycle Torque, spectator entry is free.

SuperMoto fans who miss out can watch a two hour highlights package will air locally on SBS and Fox Sports check your local guides.

For more information on the event, visit newcastlesupermoto.com.au.

Adam lands at Central Coast Motorcycles Central Coast Motorcycles has appointed Adam Turner as Senior Chief Technician.

Turner has made the sea change after owning his own repair shop in the Blue Mountains for many years, and is now loving life on the Central Coast.

He specialises in all Japanese and European bikes, scooters and ATVs, street or race - road or off-road from basic services to performance tuning, customising and fabricating.

Turner has 30 years experience as a motorcycle technician and 10 years in the aviation field as an Airframe and Engine Engineer.

Drop in to 5 Hely St West Gosford NSW and say G’day. n

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SMALL TORQUE

cycletorque.com.au SEPTEMBER 2016 I 18

Yamaha and Deus workshop nights Yamaha teamed up with Deus Ex Machina in August to provide a series of workshop nights which covered the basics of motorcycle maintenance.

Attendees learnt about torque wrenches, chain adjustment, puncture repair and a whole lot more while enjoying a beer and pizza.

en

r e

P

Yamaha Motor Australia’s technical guru Carl Rollinson ran workshops in the laid-back surroundings of Deus Ex Machina’s workshop, Camperdown.

torcycle C o M h ent r it

Rollinson also covered the rules for tools, nuts and bolts, fuel and oils, electrical systems, brakes and fluids, drivetrains, wheel alignment and bearings, providing budding bike builders with a foundation of knowledge to get turn their barn finds and custom ideas into a reality.

Whale of a time at AMA amateurs

Sales • Service • Spares

Gympie youngster, Max Whale claimed 16 podiums and an Ohio State Title during his mission to conquer the 2016 AMA Amateur Nationals.

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Across the events, the 15-year old came away with second place in the 251cc – 500cc DTX stock, third in the 450 Modified and a fourth in the 450 Open Singles class.

Racing abroad for the first time, Whale acquired a KX450F racing machine from Don’s Kawasaki in Pennsylvania and knocked over 17 races in four different states while clocking approximately 10,000 kilometres travelling throughout the escapade.

Whale wishes he could ride the 450 in Australia, but due to age restrictions, he is not qualified to race them.

Qualified technicians with many years of service across

DIRECTLY INSPIRED AND DEVELOPED FROM THE CHAMPIONSHIP WINNING WORLD SUPERBIKES OF TOM SYKES AND all brands including BMW, Ducati, Harley-Davidson, JONATHAN REA, THE 2016 NINJA ZX-10R IS THE CLOSEST THING TO A FACTORY SUPERBIKE KAWASAKI HAVE PRODUCED YET.

Triumph and Maschine’s border adventure Honda, Triumph, Yamaha, Suzuki and many more.

ENHANCED ENGINE DESIGN PUMPS OUT A HUGE 147.1 KW (200 PS) Triumph in conjunction with Machine are putting on a three-day riding adventure, September 23-25, which will straddle the border of NSW and Qld.

facilities and diagnostics for minor to major ADVANCED ‘BALANCE FREEModern FRONT FORK’ DEVELOPED FROM WORLD SUPERBIKE

HORIZONTAL BACK-LINK The ADV. Enduro trip is open to Triumph adventure bike riders, with the variety of terrain suitable for all competent off-road riders.

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Kawasaki There will also be some optional ‘Black Run’ technical sections for advanced riders.

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Triumph and Maschine have a range of accommodation and meal options from camping to single rooms to suit all budgets.

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The ADV. Enduro is fully supported with technical and support staff, photo & video production from both Triumph Australia and Maschine – tyres, first aid, technical, sweep and luggage.

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Prices range from $495 with no accommodation, $695 shared accommodation, $830 single accommodation.

Bookings are now open at http://www.triumphadvenduro.com.au If you have any questions in the lead up to the event, email info@maschine.com.au

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cycletorque.com.au SEPTEMBER 2016 I 19

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EDITORIAL

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Embracing change I WENT to a race meeting in August and barely took a photo. OK, my son Damien took quite a few, but he’s no photographer yet, but really I was there to shoot video.

Cycle Torque doesn’t do race coverage anymore, but the Hunter Motorcycle Club had reached out to us for some publicity, supported us with some advertising (don’t worry, we look after clubs with discounted advertising space as much as we can) so I was keen to go out to Barleigh Ranch and capture some of the action which went up on www.cycletorque.com.au, Facebook and Youtube that night.

Posting it to the Internet the day it was shot reflects the reason we stopped running racing articles: they go old and stale too quick for a print magazine. It could easily be four weeks after an event before the coverage came out, which is too late.

So Cycle Torque moved on and became more test bike and feature-driven. We still run the occasional racing article, a more in-depth look at something behind the scenes, and we will continue to do so.

The action and excitement available at your local track is amazing. If you’ve never been to a dirt track or motocross event, get out there and have a look.

I miss the races sometimes – in the early days of Cycle Torque I was trackside all the the time, which became tiring, but I really enjoyed being at the track yesterday, shooting the action on video with the insurance-company supplied camera after the old one got swamped on Email us your the beach at the Ducati feedback Multistrada launch. feedback@cycletorque.com.au

The resulting footage, including some cool slowmotion, made for a pretty popular video on social media, although I’m the first to admit it’s not something Dorna would be impressed by. On the other hand, I didn’t see anyone else shooting with a video camera, and believe me, I couldn’t have shot it on a phone.

ELSEWHERE in this issue you’ll find an ad for Adrenalin Images, a media production company and not the sort of advertiser you’d usually expect to find in Cycle Torque.

Unfortunately we haven’t convinced a company from outside the bike industry to start advertising, Adrenalin Images is us… sort of.

Adrenalin Images was my freelance business, the one I used when I wrote stories for international magazines, shot images for clients and now create videos. For years it was dormant: I just didn’t have the time to do freelance work, Cycle Torque was keeping me too busy, especially the TV show.

In the last few years the skill sets around here have grown from writing and shooting pictures to websites and television, and with the demise of our free-to-air channel, 4ME, we don’t know when we might be back on the small screen.

We’ve been trying to talk to the television industry, but basically the channels don’t want to talk directly to the producers of a single low-budget show – I would have thought they would have preferred to show fresh content like Cycle Torque, but it seems as if fishing is the only recreational activity a male-skewed audience is interested in. Or they’d rather show re-runs of Big Brother... I’d love to be proven wrong – if you work in the TV industry and

Locals starred with Billy Van Erde coming out on top in the under 16 quarter litre class.

would like to talk about getting Cycle Torque back on the small screen, feel free to get in touch.

So we’re offering our services out to the motorcycle industry, because, to be brutally honest, our print advertising revenues can’t pay all the bills these days. The media landscape is changing and we’re changing with it, but Cycle Torque will remain free and in print for as long as we still have enough support from the industry and readers, and it still works, too: the article and video we produced on the Free Flight Motocross Park in the August issue is a great example. The owners of the park, Stephen and Christine Jacobs, emailed me saying, “Thank you for the awesome job you did on the article and interview for Free Flight. We had a great response from it. Over 15,000 hits on Facebook and lots of enquiries”.

With no TV show to produce at the moment if your business needs some media – press releases, photography, videos, even a basic website – give us a call.

– Nigel Paterson

DIRTY TORQUE

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Breaking Down the Barriers If you live outside South East Queensland you may not have heard of Ken and Jody Herson but for hundreds, if not thousands, of dirt bike riders in these parts the father and son team have offered multiple riding venues as well as coaching for riders of all ages. Now, after years of breaking down the barriers they are now implementing rider training into mainstream school programs.

Getting a ride on your dirt bike is no mean feat when you live in the city and it usually means driving an hour or two to get to your favourite track, but the Hersons have run Fort Lytton MX at the Port of Brisbane since 1999 and despite years of battling local council and reduced land size the track is still open every Wednesday and Friday afternoon as well as most weekends, with a race meeting once a month.

Even closer to the heart of Brisbane, the Herson family (with their respective wives) host a popular event on the grass infield of the Sleeman Sports Complex Velodrome every Friday night where they mark out a neat track with wooden jumps and rubber bumps for riders on 50cc machinery.

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Now, after years of whittling their way through bureaucracy and long-held prejudice

feedback@cycletorque.com.au

the Hersons are implementing a dirt bike riding program into one of the largest independent private schools in Brisbane, the Moreton Bay College. At the time of writing, the Hersons are in negotiation with several other schools to take on the program.

Imagine coming to school and see that dirt bike riding is part of your semester program and you are actually marked on your results just like it was maths or English while riding the latest bikes supplied by Yamaha. The Principal of the Moreton Bay College and Moreton Bay Boys College has offered students a full academic scholarship which can start at Grade 1 and progress right through to potentially achieving a position with Scott Bishop’s Yamaha Junior Team, Serco Yamaha or CDR Yamaha.

So who are the Hersons? Jody and his brother Nicholas started racing at the popular Wheelstanders Club on the West side of Brisbane in the mid1990s. A few years later, Ken took over the management rights of their local Wynnum Motorcycle Club facility and by the time Jody was 15, his riding style and speed had fellow riders asking for riding tips. But it was the day that future World Champion Stefan Merriman suggested that Jody should consider coaching after asking for the best way through a section on the Wynnum track.

In 1999, Ken approached the manager of

the Port of Brisbane for a larger block of land and once granted, Fort Lytton MX took over where the Wynnum Motorcycle Club left off and over the next eight years the facility featured full-sized senior and junior motocross tracks, a beach volleyball court, a car park for 200 cars, an outdoor speaker system, fully grassed viewing areas with a spectator tunnel to access the centre part of the track.

Unfortunately, Fort Lytton MX lost 90 per cent of its land in 2008 when the State government sold a heap of assets, but true to their grit, the Herson family made the most of the land available and there is a more than handy stadium motocross track built within the remaining land. In 2013, Jody approached the management team of the Sleeman Sports Complex to discuss using the grass infield of the velodrome for junior dirt bike riders and they agreed so every Friday night the Herson family put a smile on a gaggle of young faces.

So what about the future? Well, with the ground-breaking school program evolving and the Sleeman Velodrome continuing to grow, the Hersons have been working for eight years with Queensland Treasury and the Port of Brisbane to secure a larger and more permanent location for the Fort Lytton MX Club and thanks to a lot of broken

Yamaha’s Stephen Gall visited Ken and Jody at the opening of the school program

Jody showing the young riders the way

promises from various government departments, nothing has come to fruition yet... but if history tell us anything, we can be sure the Herson family will get their way and break down another barrier for the good of dirt bike riders all over South East Queensland.

– Darren Smart

RACE TORQUE

Tipping Point It is a comparison that many dare not make. Are TT riders better than their MotoGP cohorts? It depends how you define ‘better’. If it is pure skill and impossible lean angles on closed circuits for 45 minutes, the GP riders win hands down. If it is the ability to rip around an ancient island road course at terrifying speeds without making a single mistake over 250km, then the TT blokes have got it covered bigtime.

But here’s what separates the two. Grand Prix rider crash far more often than the road course warriors. That is obvious since the TT fellas’ lives depend upon staying on board. Why? Increasingly, the GP track environment is becoming safer leading somewhat bizarrely to an increase in spills. Has it reached the tripping point that some modern GP circuits have become too accommodating of rider errors, luring them to ride over the limit?

Casey Stoner thinks so. After retiring from competitive riding in 2012, Stoner reckons the installation of run-off tarmac at a growing number of tracks gives current GP riders a false sense of security.

Before, a mistake meant an excursion Email us your feedback feedback@cycletorque.com.au

onto the grass or the kitty litter with a good chance of a tumble. Now, if you run wide you end up on a nice, smooth apron and re-join the fray. It sometimes difficult to know where a corner ends and the run-off begins.

These escape aprons were introduced to allow Formula One cars to re-join the track following an oopsie, keeping sponsors, TV networks, teams and fans happy. The same scenario applies to GP riders. The result is not always pretty. At the 2016 French Grand Prix, nine of the 21 starters crashed. One of them, Marc Marquez, re-joined the race. On the surface, it looked like a bunch of guys simply over-riding in one of GP’s craziest crash fests.

Dig a little deeper and you’ll find concerns over the front Michelin, the French manufacturer returning to the GP paddock as sole tyre supplier since it left in a huff in 2008. Ducati test rider Casey Stoner has confirmed the front Michie glitch, but added that the riders were prepared to push the front tyre too far because a front-end low-side is much less dangerous than a rear-end highside. A front-end bobble just means you run-off onto some tarmac.

cycletorque.com.au SEPTEMBER 2016 I 22

Over at the TT, run-off is what rain water does. The ethos amongst many of the top TT Superbike runners is that death is inevitable. John McGuinness mows his lawns extra short and gets his affairs in order before every TT. Michael Dunlop, like the late David Jefferies before him, bows to the obvious that racing at 10/10ths around the TT course on Superbike can only lead to one outcome.

Fatalistic? Maybe. Logical? Perhaps.

Nevertheless, these mindsets tend to lead to better riding, not worse. By nature, TT riders want to avert the inevitable and ride as accurately and as wisely as possible around every one of the 265 corners. There is no margin on the course, so the rider is forced to build in a 0.5 percent margin in his mind – enough speed to be competitive but enough of a buffer to make it around unscathed.

That’s not ignoring mechanical failure and sheer bad luck. David Jefferies was fatally injured when he lost control of his Suzuki at Crosby in 2003 when he hit oil. There are terrible crashes every year at the TT and other road course events leading to many deaths. In the Grand Prix paddock, Luis Salom’s death at Catalunya sent shock waves through Dorna and the GP media centre, such is the rare

occurrence of losing one of its riders. For that, the GP paddock deserves a big tick for its safety record.

Back to the question; who is the better rider? Valentino Rossi loves the sheer vainglorious scale of the TT, and its top men but has declared there is no way he would ever do it. Both are creatures of their environments, but I have to say I get more out of watching Michael Dunlop do his thing than the top MotoGP guys.

– Darryl Flack

GUNTRIP

Blue haze We knew at the time we were living through a strange period, but it wasn’t until many years later, when we were able to look back from a safe distance – when the smoke had cleared, as it were, that we found out just how strange the 1970s truly were. I’m not talking about the excessive use of acid, the preposterous trousers or the wealth of curious blind alleys popular music disappeared down, of course. I’m talking about two-strokes.

The four-stroke racing motorcycle spent a long time in the wilderness, from the final enraged bellow of a defeated MV in the 1976 Austrian GP, when Ago finished sixth and more than a minute adrift of Barry Sheene’s victorious Suzuki RG500, to the establishment of the Superbike World Championship a dozen years later. Four-stroke racing became a thing of rags and patches with limited international presence beyond endurance racing – where two-strokes occasionally ventured but invariably came away with a bloody nose – and a clutch of national championships that, depending on where you were in the world, were either about F1 or Superbikes.

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America and Australia did much to decide

feedback@cycletorque.com.au

that argument. Anyone who lived or worked through the formative years of Superbike racing in Australia, from the late ’70s to the middle of the following decade, is unlikely to forget it.

My own introduction came at Calder, where Andrew Johnson, Robbie Phillis and Dennis Neill persuaded me that the TZ350 wasn’t the only way forward; and it certainly wasn’t the best way.

cycletorque.com.au SEPTEMBER 2016 I 23

sport competitive and interesting and globalisation, as with so many things, is just about the worst.

glam-rock bands were so fond of a few years earlier.

Meanwhile grand prix grids in the 500cc class continued to dwindle. The point was often disguised by the increasingly skilled and competitive performances put in at the head of the field by Roberts and Spencer, Lawson and Gardner, then Schwantz, Rainey and Doohan, but with few competitive bikes available and even fewer prospective stars able to ride them, grids of 14 or so bikes were becoming the norm by the beginning of the 1990s and I began to fear we were nearing the end of the road for grand prix racing.

Yet I wonder now if the demise of grand prix racing as we then knew it would have been such a terrible thing.

Racing would have continued, with the national federations already plotting their own path out of the mess at first by themselves and later with the aid of the fledgling Superbike World Championship.

The medium-term result would likely have been the re-introduction of fourstrokes at world championship level a few years before MotoGP actually surfaced, as the FIM hastily smoothed its ruffled feathers and re-established itself at the head of the sport.

With the decline of interest in two-strokes as motive power for street bikes, grand prix itself began to look increasingly like one of those developmental blind alleys

There is always a way forward. The spirit of curiosity and enterprise humans at their individual best bring to the world is the smartest thing I can think of to keep

Almost a quarter of a century ago (can it be so long?) as Wayne Rainey was on the point of wrapping up his third 500cc word title, I stood in the paddock at Paul Ricard watching Terry Rymer, Steve Hislop and Carl Fogarty win the 1992 Bol d’Or for Kawasaki France. The race had been held every year since 1922 undisturbed but for two breaks of several years, one of those for World War II. The rise and fall of the two-stroke left no mark on the Bol, and it continues today, as exciting and as competitive as ever, faster than ever, regardless of what might be happening in grand prix racing.

As important as the TZ350 Yamaha was in its time, it’s gone now and the most important feeder class in grand prix racing uses modified Honda CBR600Rs. Street bikes. All you need for good racing is people and ingenuity. World-class technology and factory backing just make it easier to break lap records.

– Bob Guntrip

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Zero SR CYCLE TORQUE TEST

WHISPERING

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Zero SR CYCLE TORQUE TEST

Can the Zero SR give us the right spark?

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Zero SR CYCLE TORQUE TEST

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WHISPERING N TESTED BY MATT O’CONNELL, PHOTOS BY KIRSTY O’CONNELL

The electric era has arrived.

Tesla, carbon neutral, low emissions, driver-less cars - they are all big themes which have risen out of the past 10 years. We have become more conscious of our carbon footprint, but we are also scared of change so it puts us in a delicate place at the moment. I suppose the proof is the disproportionate interest in Tesla, but unless you charge from solar panels or essentially live off the grid, we all still heavily depend on fossil fuels in one way or another. I am here to tell you however, electric vehicles have well and truly arrived and the Zero company (whose name is derived from the idea of zero emissions) is a long-term player in the motorcycle game.

Zero builds electric bikes in Santa Cruz, California and has been doing so since 2007. Over nine years, Zero has pretty much led the way in practical, electric motor-cycling.

Because of that experience, the Zero SR is one of the most advanced electric bikes on the consumer

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market - so this is more a comparison of electric versus the rest. Because the riding experience is so different to the norm I want to get straight to the bike.

Whip it good The first thing I was curious about was the throttle response.

Riding a conventional motorcycle (with a combustion engine) is so intuitive to an experienced rider, the feeling is ingrained. With the

Zero I wasn’t sure whether to expect it to ‘snap on’ or be easier to manage.

In this respect, the Zero nails it above all others.

It changes what motorcycling has been all about because it takes away so much of the conventional thinking about riding. From a standing start, in the middle of corners, roll-ons, anything - the response is silky smooth and predictable every time. There are no gears, no clutch, no ‘fuel’... the sound is even a radical departure from the norm. Just twist and go.

It gives you this feeling of being über connected Continued on nexton page Continued next page

Zero SR CYCLE TORQUE TEST to the machine - riding by a process of dissonance when these variables have been removed - it is unlike anything else I have ever ridden.

Rider modes + connectivity When it comes to power delivery, the Zero has three different torque maps - Eco, Sport and Custom.

They are pretty self-explanatory and practical. Eco is great when you are in the daily grind, needing to save battery, or the weather is bad. Sport is good for regular riding - and in Custom you can dial up your own settings through an app which connects to the bike via Bluetooth, and change various parameters such as the braking re-generation.

As the names imply, Eco gives a totally soft response, maybe comparable to a 600cc LAMS bike or similar.

In Sport mode it’s a big step up. The power is direct, the torque is huge. Maximum power is 67HP (50kW) and torque twists out at 144Nm. To put that in perspective, a Yamaha MT-07 produces around 55kW, but only 68Nm of torque. A Ducati 1200 Monster - 100kW and 118Nm of torque.

Those figures paint you a fair picture - the Zero has the power of a supersport machine, but the torque of a superbike. Acceleration is about on par with a supersport bike - and I would rate the overall feeling as ‘supersport on banned substances’... not full-on steroids, but peptides. It completely changes the way you ride the bike.

cycletorque.com.au SEPTEMBER 2016 I 29

Is it a game changer?

If you take a look at the front of the bike, you’ll notice there’s a huge battery where the engine normally is normally located.

The Zero weighs in at 188kg which is not too bad, it still feels quite nimble. Because of the constraints of the rectangular battery, it carries weight differently to a conventional motorcycle. If you think about it, there has been decades of engineering development for combustion engines and their components, so everything is optimised for its use fitting nicely and efficiently.

With the Zero SR there is this big, heavy battery, and it changes the centre of gravity, undoubtedly providing a few headaches for the engineers.

I would say it took me about 36 hours to get used to the balance of this bike - then it felt fine. The Zero feels planted to the road - throttle control is is awesome, it doesn’t get much better. Braking? You would never know that’s a single disc up front, there is fantastic feel and ABS.

comparisons don’t tell the whole story. Riding it feels like you’re in a Star Wars scene. Its almost silent electric ‘whirring’ noise completely changes the riding experience. You could race these bikes in the space of a footy field and not get one noise complaint from the neighbours. This bike really has the potential to be a game changer.

The experience is so different and I became more and more comfortable as the days went on. The components are mostly familiar to what we are all used to, but because the bike reacts differently to the weight placement, traditional engineering doesn’t necessarily go out the window, because it’s grounded in physics, but it has encouraged engineers to be creative.

Even down to tyre selection, the Pirelli Diablo Rosso feels solid - but you are aware there is only a 140 section on the rear - so you ride accordingly.

High voltage, plan your charges

This is a big thing, because I think to have the most fun on this bike, being fast is more a matter of pulling the Zero up and turning rather than holding high corner speed. Like I said, the performance is supersport-like, but you can use the torque to your advantage which isn’t really as possible on supersport machines which benefit from higher revs and corner speeds.

Battery life is the biggest consideration. Zero say the battery is good for about 250km, but I found it really depends on how hard you ride. If you spend some time in Eco mode, taking it a little easier, you would definitely get close to that 250km mark. If you ride it like you stole it and have a bit more fun, I think you would be looking at about the 200km mark or less.

But the big adjustment is the centre of gravity.

This is where it gets hard to compare to a normal bike - and to be honest, even the horsepower

I didn’t fully test it out, because I was aware I might leave myself in the lurch, but if I owned one it would be the first thing I’d play with.

Continued on next page

Zero SR CYCLE TORQUE TEST Which brings me to charge times. To fully charge the battery it takes 8 hours - and I found the analogy of it being like any other electric device to be fairly true. You come home and put it on charge. It’s a habit you develop, but you definitely have to think ahead.

of its lack thereof. There are hardly any internal moving parts and it is belt drive no oils are required, there’s no air filter, no spark plugs, fuel hoses... the list goes on.

The carrot is huge savings right there, but there is a stick.

The Zero SR requires 240v mains power with a normal ‘kettle’ type plug.

How much?

If you’re short on patience, Zero has fast charge packs available which chops that time to almost 2 hours, and you can get an accessory battery pack (fits in the tankbag space) to extend the range to over 300km, which is getting where it needs to be.

The only downside is that the power pack weighs about 20kg.

Zero one, one Zero?

When you read all this it’s starting to sound like I could be a convert.

The sound - the looks - the Zero builds a very strong case.

In the city there is no doubt it is a fun machine, and I really got used to the simplicity of no noise in the morning going to work. It just feels good. Ah, the serenity.

Twist the throttle and it’s a weapon.

Maintenance is also an attraction - because

There is one major letdown, and that is the price.

I spoke to so many people on the street, and most were guessing the price to be around $12,000-$15,000, and I think at that price point there would be a lot of demand (and the range starts at $18,000). At an actual retail price of more than $26,000 I think it unfortunately limits the Zero to the most committed early adopters, or the financially astute who see it a long term financial benefit, which is a shame considering the build quality.

For my money, the Zero needs to be that little bit better across the board to get me seriously looking at it. But as it is, it is pretty close, this is the future.

Now, if you are that unstoppable early adopter, or committed to the environment, go and have a ride and see what you think.

Even if you’re not, it’s worth a test ride to see what the future might look like. n

Zero SR CYCLE TORQUE TEST I FRAME: ALUMINIUM TWIN SPAR I WEIGHT: 188KG WET I PRICE: $18,000-$28,000 I FOR FULL SPECIFICATIONS, VISIT HTTP://WWW.ZEROMOTORCYCLES.COM/AU

REAR TYRE: PIRELLI DIABLO ROSSO II 140/70-17

REAR BRAKES: BOSCH GEN 9 ABS, J-JUAN SINGLE-PISTON FLOATING CALIPER, 240 X 4.5 MM DISC

cycletorque.com.au SEPTEMBER 2016 I 31 FRONT SUSPENSION: SHOWA 41 MM INVERTED CARTRIDGE FORKS, WITH ADJUSTABLE SPRING PRELOAD, COMPRESSION AND REBOUND DAMPING

SEAT HEIGHT: 807 MM

REAR SUSPENSION: SHOWA 40 MM PISTON, PIGGY-BACK RESERVOIR SHOCK WITH ADJUSTABLE SPRING PRELOAD, COMPRESSION AND REBOUND DAMPING

ENGINE TYPE: ELECTRIC

FRONT TYRE: PIRELLI DIABLO ROSSO II 110/70-17

FRONT BRAKES: BOSCH GEN 9 ABS, J-JUAN ASYMMETRIC DUAL-PISTON FLOATING CALIPER, 320 X 5 MM DISC

Zero SR CYCLE TORQUE TEST

GALLERY

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Zero SR CYCLE TORQUE TEST

GALLERY

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Zero SR CYCLE TORQUE TEST

GALLERY

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Zero SR CYCLE TORQUE TEST

GALLERY

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CYCLE TORQUE FEATURE

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“Maybe it has something to do with our nomadic ancestry, our intrinsic need to explore…”

Electric Motorcycle

TOURING

by Andy Marsh

CYCLE TORQUE FEATURE

cycletorque.com.au SEPTEMBER 2016 I 38

Whatever the reason. There is no denying that motorcycle touring, plays an important role in the motorcycling lifestyle.

That sense of fulfilment when the last bungee is strapped tight and the GPS is set to go. That final check; puncture repair kit, number 10 spanner, toothbrush. An instinctive ritual that ends with you climbing aboard your fully loaded ride, and heading off into the sunset.

As the highway opens up before you, a sense of realisation sets in. The metal beast that you threw your leg over only minutes before is beginning to feel a little small in the vast wilderness of the freeway. “Maybe I should have gone with the litre bike instead of the 650?” You open the throttle and grin. That purring twin reaffirms just how well your little 650 can handle the journey. “No worries” Now fast-forward to ‘the future’ and imagine this same scenario with an electric motorcycle. Oh go on. Just try and imagine it… Loading it up with tents, sleeping bags, that all-elusive toothbrush.

Hitting the highway. You getting the picture yet?

Nope?

Hell if that 650 felt small, how do you think you’d feel on an electric bike? We’re talking moped territory here? Right? Well… not exactly.

But touring on an electric motorcycle? Is that even possible? I mean, how far could you expect to travel? The range, the excessive charge times. Surely the extra luggage would sap the energy right out of that thing? Did I mention the range?

Fully loaded Zero DSR ZF13.0 with camping gear and hard luggage Doubts aside, touring on an electric motorcycle is here, and with a little careful planning, even with the standard on-board ‘slow’ charger it’s entirely possible to reach over 200kms in a day. Load up some fast chargers and this distance can be doubled or tripled. The reality is, current Lithium Ion batteries can take a lot of energy quickly and the typical electric motor has an efficiency of over 90%.

Compared to the 30% of a petrol engine.

POWER TO WEIGHT Loading the bike up does not affect the power as much as you would imagine. In fact, a fully loaded Zero DSR will still be capable of reaching 160km/h with no real reduction in performance. We need

to remember that electric motors are torque machines. Pulling heavy loads is what electric motors were designed to do. Ever heard of a dieselelectric train? On a modern electric motorcycle you can expect torque figures in excess of 100Nm. So go ahead, stick on a set of panniers, add a passenger.

It’s still gonna pull harder than that 650, even on an incline.

Remarkably, the efficiency is not affected as much as you would imagine from the extra weight.

You won’t be forced to travel at 50km/h to reach 60km distance. A more realistic figure would be 100kmh for 120km. OK, so it’s not BMW GS territory but if there’s no real rush it’s entirely possible to undertake medium-range touring on an electric motorcycle. About 200km a day.

Continued on next page

CYCLE TORQUE FEATURE

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OPPORTUNITY CHARGING Charging electric is all about opportunity. On any typical motorcycle tour, you might ride for an hour and then take a break. Maybe it’s a stop for breakfast or to visit a lookout. The trick is to charge when the bike is stopped.

You would be surprised where you will find power outlets. So an hour for breakfast or wandering around an historic ruin is also refuelling time. We need to remember that it’s 1000 times more likely to find a power outlet than a petrol station, wherever you stop. Most coffee shops, restaurants and services will have power readily available. You just have to ask nicely.

“The rider experiences the joy and precision of using electric power to carve up the twisties while learning the skill of maintaining efficiency”

“…Or maybe it’s just our love of motorcycling.”

So when it comes to range, the mindset of empty vs full needs to be shifted. Lithium Ion batteries have no memory effect. This means that they like to be connected to power, anytime, anywhere. Ride, find an interesting place to stop, find a socket, walk away.

By the time you return to your bike you’ll have more (free) km’s in the tank.

What’s more, the range on an electric motorcycle is very predictable. It’s really easy to estimate distances given the current riding style and conditions. Feeling a little better about that range anxiety yet?

GO THE DISTANCE But where could you go for a typical weekend?

Andy with a Zero DSR ZF13.0

One example might be a leisurely camping trip to Newcastle from Sydney. Ride to Lake Macquarie on a Friday after work. Pitch your tent on a powered site at the lake shore. Charge the bike and relax for the evening. Cruise into Newcastle the following day, catch up with mates and visit some beaches.

Charge the bike overnight and then ride back to Sydney. No worries!

If distance is your thing then it’s entirely possible to increase your range through fast charging. A typical electric motorcycle comes with approximately 10kWh (kilowatt hours) of battery. The on-board

charger is roughly 1kW (kilowatt). With this configuration charging from Zero to 100% would take 10 hours. Whoa! Remember that opportunity charging we talked about earlier? Starting to make sense now, eh?

MAX POWER A household wall socket can handle a maximum of 2.4 kilowatts. That’s 240 volts at 10 amps. Any more and we start tripping switches and frying cables.

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CYCLE TORQUE FEATURE

So if trying to pull 9kW from a regular power socket is not an option, how can we decrease the charging time?

Fast charging requires infrastructure. What’s currently available is a combination of ChaDemo (fast DC charging), Level 2, using the SAE J1772 port and Superchargers, which are used for Tesla electric cars. These devices will pump out an eye watering 120 kilowatts of energy. Plug your bike into one of those suckers it will be fully charged in 12 minutes.

Thats about the average time a person spends at a petrol station.

THE SAME… BUT DIFFERENT Touring on an electric motorcycle is neither the same as traveling on a large motorcycle or different to touring on a small motorcycle. Electric is capable of high speeds and carrying a lot of weight yet the distance that can be travelled is affected by the speed, charge time and range. On a small motorcycle there is a tendency to avoid freeways and on a large motorcycle you look for a route that has sweeping bends and high speed thrills. With electric you want both of these which is a combination that creates a new paradigm in

touring and new rules apply. On a short journey you can ride as hard as you want but on the longer stretches you need to relax on the throttle.

All this requires you to be aware of energy storage and density.

The rider experiences the joy and precision of using electric power to carve up the twisties while learning the skill of maintaining efficiency and as a result becomes acutely aware of energy use.

THE COST OF PROGRESS Touring on an electric motorcycle feels a little like cheating. You get all of the experience of riding a motorcycle but ironically, the more your ride it, the less it costs.

A Delta Quiq 1kW fast charger fits snugly into an Oxford X30 Tank Bag

For this reason most electric motorcycle riders will carry about two kilowatts of chargers onboard.

Maxing out a wall socket will give a charge time of around five hours. The fastest charger that can be fitted to an electric motorcycle is about 9kW making it entirely possible to charge the bike in just over one hour. With these kinds of numbers we’re much closer to the type of touring that allows you to maintain your iron butt status.

cycletorque.com.au SEPTEMBER 2016 I 40

There is something to be said about travelling home after a 1000km tour and realising you did not spend a cent on fuel. Not factoring fuel costs into a journey is a pleasant surprise.

Touring on an electric motorcycle is closer to reality that many of us would care to admit. How much preparation time goes into servicing and maintaining our petrol bikes before (and after) a journey? How many km’s do we really ride in a day?

Go on, be honest!

The initial outlay on an electric motorcycle is expensive, but owning and running one is incredibly cheap. In many ways, the cost of electric is an honest price, without any hidden extras. No servicing, no petrol.

But it’s the future, right? Well, let’s end with some words of wisdom from Science Fiction author William Gibson. n

They are exceptionally reliable, with an average battery pack guaranteed to last in excess of 500,000km’s. No! That’s not a typo.

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30/06/2016 8:51 am

2017 Kawasaki KX250F CYCLE TORQUE LAUNCH

Singing in the Rain

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2017 Kawasaki KX250F CYCLE TORQUE LAUNCH

Kawasaki’s 2017 KX250F launch was almost cancelled due to torrential downpours, proving not much can stop this impressive green machine

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2017 Kawasaki KX250F

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CYCLE TORQUE LAUNCH

Singing in the Rain

WATCH VIDEO NOW

N TESTED BY TODD REED, PHOTOS BY JEFF CROW

September is a pretty exciting time of year in the motocross world, by now the specs have been released on most new models and at least one of the big manufacturers has claimed the Early Bird status and landed their new offerings in dealerships Australia wide.

This year Kawasaki has set the pace, with the early release of the KX250F, and to make things even more exciting, the 2017 model is an all-new machine from the wheels up.

Lighter, faster, slimmer is the tagline Kawasaki is using to promote its new 250, and sure, it may seem obvious making the bike lighter and faster will improve its overall performance but if you take a look at the engineering behind the new KX it’s pretty clear Kawasaki didn’t just bolt on a few new fast parts and assign the KX250F to the latest fad diet program.

Beginning with the faster updates to the KX250F, the entire engine intake system has been revised. The engine

has been straightened up and now sits seven degrees more upright, with the throttle body, dual fuel-injection and air filter positions raised to allow for a straighter, and more downdraftshaped intake. The dual fuel-injection system has its changes as well, with a new downstream (closest to the engine) injector, featuring more holes and a finer, wider spray. This is said to have increased power in the low-mid RPM and added throttle response. The upstream (further from the engine) injector remains unchanged. The cylinder offset has been changed, and is now 3mm further forward, with a new honing technique used called plateau honing, which leaves a smoother surface finish on the bore of the cylinder. Both of these improvements are aimed at reducing mechanical loss, providing increased efficiency and power output. A new ‘race replica’ piston replaces the previous design, which features a molybdenum coating instead of tin plating to reduce friction. Further updates to the piston include design

changes to the bridged box bottom and pin position to increase strength while shaving weight at the same time. The crank design changes slightly from the 2016 design too, with a new web design shape increasing the balance factor to around 70 per cent, which is claimed to be on par with the factory race engines. The new crank contributes to reduced engine vibration and smoother power at higher RPM. Making the KX250F lighter and

slimmer was just as in-depth for Kawasaki’s engineers, with a complete chassis re-design being in order. The steering stem shape, shock mounting tower design and swingarm mounting area have all been completely revised to increase rigidity and give the chassis a 6mm slimmer profile. The front ‘downtube’ section of the chassis is now a made from a forged section at the front and a cast section at the rear where previously it was a single extruded piece design.

All components are still aluminium, Continued on nexton page Continued next page

2017 Kawasaki KX250F

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CYCLE TORQUE LAUNCH however the manufacturing process for each piece changes the outcome once the chassis is fully assembled, making the overall design stiffer and lighter. The swingarm from the KX450F comes directly across to the 250F with no changes at all, its a more rigid aluminium design, with the new construction saving almost 200 grams.

New bodywork on the KX not only gives a fresh new look with stylish inmould graphics, a first for Kawasaki, but the redesigned seat and 6.4L fuel tank give a slimmer, flatter riding position. The radiators are re-positioned lower and are 20mm narrower to allow even more room for the rider to move around on the bike.

To match the updated chassis, new suspension settings have been added at both ends. The Showa Single Function fork receives a firmer spring rate and new valving, while the Showa rear-end receives a softer spring rate with new valving. This means less ‘pitching’ from the backend while under load, and increased stability at speed.

Remaining unchanged on the KX250F are the Renthal handlebars, adjustable handlebar position mounts, adjustable footpeg height mounts, Black wheels, and oversize 270mm front disc.

The Ride There’s no doubt the 2017 KX250F is a very important model for Kawasaki, and what better way to showcase their newest model than to head off to what is arguably one of Australia’s most popular motocross destinations right now, Ride Park Vic, situated a comfortable 45 minutes drive west of Melbourne. Things weren’t looking so great however, as shortly after we arrived the heavens opened and dumped torrential rain on the circuit.

In a stroke of genius, the Ride Park crew worked tirelessly during the night and trucked an unbelievable amount of sand into the carpark and built a temporary track just so us media mugs could still have a spin on the KX250F. The track was short and quite sandy, which if you check out our short video you will see. So while conditions weren’t ideal, we still managed to spend a solid day upon the KX250F and came away impressed with what the 2017 model had to offer.

Faster is the first thing I noticed on the track, the free-revving feel to the engine is still there from previous years but the low- and mid-range power comes on much stronger.

Gear changes aren’t as critical thanks to the extra punch, and if you’re in the tight stuff you can lug the KX around a bit easier at low revs. In the sand the KX blasted through deep turns easily, maintaining speed and transferring plenty of power to the ground. Through the uphill rollers we

were able to stretch the Kawasaki a bit more where the top-end power is as strong as ever. At no point did we find the green machine signing off early or revving hard while going nowhere.

The clutch action works great with an easy pull, and the standard gearing was just fine around the short test track. The overall feel of the engine is much smoother and more refined thanks to many of the upper engine changes, and even though there are no apparent gearbox changes, gear shifting appeared to be a bit easier and not as ‘clunky’ as we have experienced in the past.

The new bodywork and chassis certainly gives off a slimmer profile to the Kawasaki, and anyone jumping off a 2016 model will notice this immediately. The general body positioning is much more aggressive and ‘on-top’ of the bike. The flatter seat and narrower shrouds allow for much more body movement, making it easier to shift your weight through turns and towards the rear through the rough stuff. The narrower profile gives a more nimble feel as you flick the bike around the track, and dart from one line to the next. The weight savings didn’t appear to be as evident as the narrower profile, but that’s not to say the KX250F wasn’t light and agile already. As far as handling and suspension goes, the short sandy test loop didn’t offer much variety or a mix of conditions that we would normally ride, so it was difficult to come up with a solid opinion. That being said, the Kawasaki

was predictable in all areas of the track during the day and never once threw us off guard. Through turns the KX held its line well and was smooth and stable under acceleration. Due to the soft sand we decided to stiffen up the Kawasaki on the compression, at both front and rear of the bike which worked well to hold the bike up and give less of a diving feel through the deep sandy corners. Through the sand whoops the KX was stable and maintained straight line stability without bottoming or deflecting in the rear. The overall feel was great around the sand loop. Due to the conditions, it’s not definite, rather a well-educated certainty the KX would handle just as well in more typical, drier conditions.

Verdict The 2017 KX250F is an impressive machine, the engine improvements make sure the KX remains competitive with the best bikes in the 250cc class, while the chassis and bodywork updates make the Kawasaki a much easier bike to ride.

The Showa suspension is a proven package from years gone by and with quality components like Renthal Handlebars, moulded graphics, Dunlop MX3S Tyres the 2017 KX250F is ready to ride, straight off the dealership floor. n

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2017 Kawasaki KX250F

I WET WEIGHT: 104.5KG I FRAME TYPE: ALUMINIUM PERIMETER I PRICE (RRP): $10,499

CYCLE TORQUE LAUNCH

FRONT SUSPENSION: 48MM USD SEPARATE FUNCTION FRONT FORK (SFF). TYPE 2 WITH 22-WAY COMPRESSION DAMPING, 20-WAY REBOUND DAMPING AND 40-WAY SPRING PRELOAD

FUEL CAPACITY: 6.4 LITRES

FRONT TYRE: 80/100-21 51M

SEAT HEIGHT: 940MM

REAR TYRE: 100/90-17 57M

REAR BRAKES: 240MM PETAL DISC WITH SINGLE-PISTON CALIPER

FRONT BRAKES: 270MM SEMI-FLOATING PETAL DISC WITH DUAL-PISTON CALIPER

ENGINE TYPE: LIQUID-COOLED, FOUR-STROKE SINGLE CAPACITY: 249CC

TRANSMISSION: 5-SPEED, RETURN. CHAIN DRIVE

REAR SUSPENSION: UNI-TRAK WITH 19-WAY (LOW-SPEED), FOUR TURNS (HIGH-SPEED). COMPRESSION DAMPING, 22-WAY REBOUND DAMPING AND FULLY-ADJUSTABLE SPRING PRELOAD

2017 Kawasaki KX250F CYCLE TORQUE LAUNCH

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Ducati Scrambler Sixty2 CYCLE TORQUE TEST

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Ducati Scrambler Sixty2 CYCLE TORQUE TEST

Surf.Skate.

P#p Music.

Motorcycles.

Ducati Scrambler Sixty2 CYCLE TORQUE TEST

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WATCH VIDEO NOW

Kurt Cobain would probably roll in his grave, but that doesn’t mean Ducati isn’t onto something with its Sixty2 Scrambler.

N TESTED BY RYAN GRUBB, PHOTOS BY NIGEL PATERSON & DUCATI

Surf, skate, pop music, motorcycles sounds like a great idea for one of those list T-shirts, right? But it is actually the approach from Ducati for its Scrambler Sixty2, and it represents a major deviation from the racing heritage the marque has successfully built and maintained in recent times.

Scrambler has been set-up by Ducati as a brand to stand on its own. A separate entity, a return to Ducati’s more innocent roots. Late in 2015, Ducati identified multiple directions forward and this one appears to be based around the late ’50s and early ’60s eras - like a postmodern take on Gidget, the 1959 film starring Sandra Dee and James Darren. It’s somewhat kitsch - especially the Scrambler’s social media campaign in the form of a headscratching cartoon series chronicling the adventures of Bart, a skateboard riding gorilla who also rides a Scrambler and his attempts to woo Betty, a BMX bandit and it’s supposed to be. Where it draws parallels with the film is both attempt to make what has been previously seen as a ‘counterculture’ mainstream.

What impresses me straight away about the Sixty2 for all intents and purposes is it looks exactly the same as the 800cc Scrambler released in 2015 - one of the most popular bikes at Cycle Torque last year, if not the world.

Only discerning Scrambleristi will be able to tell them apart… mostly by the colour variations. The whole Scrambler range hangs its hook on fun performance and impressive looks which are androgynous, adventurous and expressive, appearing intent on capturing the new and ever-growing younger and female markets. Does this mean Ducati’s Sixty2 Scrambler has only been produced to smell like teen spirit? Or, is it something more?

The 400cc air-cooled and fuel-injected engine isn’t the prettiest looking thing you will ever see from the Italian marque, mainly because it has been repurposed from an older bike. From the exterior, it’s the same engine as the

800cc Scrambler but machined differently. The powerplant is based on the 796 Monster made from 2010-14.

Internals have been redesigned to halve the capacity.

Besides the Frankenstein-esque looks, the performance of the 399cc L-twin stands out and exceeds expectation.

There is a good spread throughout the bottom-end of the rev range which provides a great lesson for riders in how to use it to your advantage. This means you can be a bit lazier than normal, able to enjoy time spent in heavy traffic because it’s so much fun short-shifting to get out in front of other road users. You can also keep a higher gear in turns because the Sixty2 has no troubles accelerating out of them in lower revs. The mid-range engine response gives the impression the smaller-capacity Scrambler will run out of puff but this is not the case - take the engine up towards nine grand and you are in the meat of the

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Ducati Scrambler Sixty2 CYCLE TORQUE TEST bike’s torque and power. All of this means the potential for fun on the Scrambler Sixty2 is available at both cruising and near redline speeds, which will suit most buyers just fine.

On the handling side of things, there are no surprises with the Sixty2. Cornering ease and flick-ability is balanced with a safe feeling of stability throughout turns. The brakes, like most of the top bikes in the midcapacity LAMS category are safe and reliable, ABS comes standard, is non-obtrusive and works in an emergency stop. Scrutiny is found in initial bite when pushed harder.

The same goes with the suspension in the form of nonadjustable Showa forks and a Kayaba rear shock with preload-adjustment only. It’s perfectly acceptable in city situations and enables riders to enjoy themselves in the twists, again once it is pushed to the edge of its design brief, both ends will start to complain. It’s a complicated equation the 400cc-and-under market finds itself in because they weigh next to nothing and the engines are easily capable of licence-losing speeds. If Ducati provided more stopping power by increasing the initial bite of the front brakes on their lightweight Sixty2, it will more than likely cause the wheel to lock sooner because enough weight cannot be shifted to the front wheel in time to slow the bike down, which means changes to the suspension and so on… Getting everything ‘right’ is simply impossible. It is a delicate balancing act which Ducati has pretty well got covered on the Sixty2.

The seating position is upright and comfy, with a good distance between the seat, ‘pegs and ‘bars for a 190+ cm rider. The seat height is quite low and makes it easy to throw a leg over and put your feet down. For any long distance, day after day stuff like motocamping, I would consider the Comfort seat from the Sixty2 accessory catalogue to raise the seat height and provide a bit more comfort. Initially, I found an issue with the location of the ‘pegs - they are in that ‘kick your shin’ zone when putting a foot down and locating the ‘pegs. You soon ‘learn’ where they are plus it is an ephemeral tradeoff for the natural and relaxed position.

has identified something people want to feel a part of.

How you like it…

I like the fact Ducati has designed a standard exhaust for the Sixty2 Scrambler that looks good straight off the bat. In fact Ducati has over 50 accessories to make the Sixty2 your own, so it’s being marketed as a highly customisable bike. Unlike a lot of others, the exhaust is one thing which doesn’t need replacing before the bike turns a wheel. If I owned the bike and felt compelled to change it, I’d go all out and put the high-swept Race Line accessory exhaust on. For me, living near the coast this bike screams out to get the surf-style treatment. Putting on a set of waterproof side bags or a rear bag for the wetsuit/boardies and towel, plus I’d either look at a set of spoked rims for extra style, with a set of road-focussed tyres. I’d also source a helmet lock and surfboard rack.

People say the rack would make the bike unsafe, but living on the coast you see countless scooter-riding surfers living the dream, so I’m sure where there’s a will, there’s a way. That would make the Scrambler Sixty2 the ultimate lifestyle-bike in my opinion. That is what the Scrambler Sixty2 is all about, and a huge reason for buying one - you can make it ‘yours’.

The other big range of Scrambler accessories is the lifestyle gear - riding jackets, boots, pants, gloves, T-shirts, hats, coffee mugs, camping gear... You name it, Scrambler has its name all over it. It is all undeniably cool, but it should only be worn sparingly or you might end up looking overdone and tragic, like some very passionate brand lovers - you know who they are. Be careful not to be too cool.

We took the Sixty2 down to the beach for a photo shoot and it was surprising how often people were stopping us to talk about the bike. A few were familiar with it because they were riders, but the majority weren’t riders at all. The Scrambler is a bike which peaked their interest in motorcycling. Yes, this bike creates a certain type of teen spirit. It might make Kurt Cobain roll in his grave, but that doesn’t take anything away from Ducati, who

From the perspective of Cycle Torque’s audience as a motorcycle magazine review, Ducati’s Scrambler Sixty2 is a peach of a motorcycle in the under 400cc market - it’s easy to handle, begs to be customised, looks great and provides reliable performance. But is it for you?

Who is it for?

As a package, it is so much fun to ride. But the jury is still out on whether Ducati’s Sixty2 Scrambler will attract the wallets of people who have been traditionally labelled as ‘real’ motorcyclists - learners or otherwise - and whoever they may be, it isn’t being squarely aimed at them. In that school of thought, the Sixty2 is a bit too expensive at $11,990 plus on-roads considering there are other bikes which provide just as much fun with similar levels of performance, available for roughly half the money.

But they aren’t Scramblers.

The Scrambler buyer wants one because they want one and nothing else will do. It’s a bike for those who aspire to ride not because it dominates their way of life, it compliments it. Little will they know how quickly the passion can take hold. Modern-looking motorcycles do not and cannot provide the same attraction. Bikes are seen by these others as an appliance used to get through the daily grind.

The Sixty2 is a great escape for those who want to feel like they are living for today more than tomorrow surfing, skating, whatevering their way up and down the coast to the next music festival or other boat-floating activity (and perhaps working from time to time, too).

Would you rather create those memories and filterless photos in a Wicked Camper around OZ or on a Contiki tour abroad? Or would you rather spend similar money doing it on something like this? I pick the Scrambler hands down! n

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Ducati Scrambler Sixty2

I FRAME: TUBULAR STEEL TRELLIS I WEIGHT:2016 183KG IWET cycletorque.com.au SEPTEMBER 55

CYCLE TORQUE TEST

I PRICE: $11,990 RRP +ORC

SEAT HEIGHT: 790MM

FUEL CAPACITY: 14 LITRES TRADITIONAL SHOWA 41 MM FORK

PIRELLI MT 60 RS 160/60 R17

PIRELLI MT 60 RS 110/80 R18

KAYABA REAR SHOCK WITH ADJUSTABLE PRELOAD 245 MM DISC, SINGLEPISTON FLOATING CALLIPER WITH ABS AS STANDARD

TRANSMISSION: 6-SPEED, CHAIN DRIVE

ENGINE: L-TWIN CYLINDER, DESMODROMIC DISTRIBUTION, 2 VALVES PER CYLINDER, AIR-COOLED CAPACITY: 399CC

320 MM DISC, TWO-PISTON FLOATING CALLIPER WITH ABS AS STANDARD

Ducati Scrambler Sixty2 CYCLE TORQUE TEST

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Ducati Scrambler Sixty2 CYCLE TORQUE TEST

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Choose your travelling companion.

Whether you love long trips through the desert and spectacular adventures, or you're a fan of new trails and roads you share with friends, or you decide to experience the city on your motorcycle, Interphone is the product line that meets your needs.

Our new range of TOUR, SPORT and URBAN intercoms helps you communicate and stay connected at all times on your trip. INTERPHONE TOUR is the perfect intercom for people who take long trips. It combines excellent quality and fine Italian design. INTERPHONE SPORT is young and gutsy, so it's ideal for those who love to share the excitement of the open road. INTERPHONE URBAN has a metropolitan heart.

Reliable and user-friendly, it's the perfect companion on everyday travels.

Extremely high performance, maximum reliability and simple operation.

Discover the new line of Interphones.

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Interphone is a brand of Cellular Italia S.p.A. - Italy

Choose your attitude.

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bmwmotorradaus

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For more information on how you can get involved in the DGR for 2016 please visit www.gentlemansride.com

“What will you be doing on the last Sunday of September?”

The Distinguished Gentleman’s Ride, which began in Australia is now a worldwide phenomenon. The DGR has taken the custom world by storm with rides taking place in 410 cities and 75 countries around the world.

Continued on next page

Across the globe, over 37,000 people got together in 2015 to don the tweed and ride their custom motorcycles to raise awareness of cycletorque.com.au SEPTEMBER 2016 I 62 prostate cancer.

What started out as a fun idea by an Australian Gentlemen in 2012 became a world-wide success story. Mark Hawwa could never have imagined an event that would raise in excess of $5.2 million AUD for primary research, which benefits everybody who has been, and will be, affected by this killer disease.

On the last Sunday of September in Sydney, over 700 bikes gathered in the early morning haze on the Sydney Uni Quadrangle to listen to a short briefing by Sydney Ride organiser, Stephen Broholm. In addition to the standard safety instructions, Stephen provided a moving gesture as helmets were raised to pay respects to those who have lost their lives doing what they love most. Riding their custom bikes.

This sombre and reflective atmosphere was the calm before the storm and it is testament to the immense community spirit that motorcyclists everywhere are privileged to enjoy.

Without delay the riders saddled up and rode out to a thunderous roar across the Sydney Harbour Bridge. The route included a stop off at Government House and then a return to Sydney Uni for the after party.

The Distinguished Gentleman’s Ride was inspired by a photo of Mad Men’s Don Draper astride a classic bike and wearing his finest suit. This time out the riders did not disappoint. Dapper was indeed the order of the day with tweed jackets, scarfs and shoes polished to perfection. The sheer variety of costumes was enough to make both Georgio and Armani crank up an old Yamaha and head for the streets.

Continued on next page

cycletorque.com.au SEPTEMBER 2016 I 63

A regular participant, Max Young described his experience “The Distinguished Gentleman’s Ride is just a lot of fun. It’s a chance to dress up and ride our custom bikes through the city. It’s great to see the effort that everybody has gone to” There were no shortage of “Distinguished Ladies” eager to ride in support of their men. A whole battalion of women riders flanked the main group across the Harbour Bridge in a spectacularly colourful showing of solidarity for a worthy cause. After some months of customising “Cherry Bomb” Nicolette Skobier mentioned that “It’s great fun to come here and represent women riders on a custom motorcycle and it’s really wonderful to come and support our guys today.”

The Distinguished Gentleman’s Ride is a niche event, centred around bikes of a particular style including Café Racers, Scramblers, Bobbers and Classic machines. To be seen at this event you must make the effort to be distinguished and dressed dapper.

The DGR is an excellent platform for raising awareness of prostate cancer.

Stephen Broholm explained that “Men are not very good when it comes to their health. If we can encourage as many men as possible to get themselves checked for this disease then we will save lives.”

“It’s really important for men Men to understand that maintaining your health is just like maintaining your classic or custom motorcycle. Regular service intervals will ensure a smooth and trouble free journey.”

Continued on next page

cycletorque.com.au cycletorque.com.au SEPTEMBER SEPTEMBER 2016 2016 II 64 64

“The bike really chose me.

I did not choose the bike.”

To order your copy please visit www.customtorque.com

Watch all of the episodes on one limited edition DVD

As seen on

For every DVD purchased, $2 will be donated to The Distinguished Gentleman’s Ride charity

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Adrenalin Images Who will tell your story?

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Adrenalin Images, the name behind Cycle Torque’s TV show, can create everything from press releases to photography to video productions for your business.

From individual product shoots at our studios to on-site video productions, talk to the guys who know bikes, cameras and media.

02 4956 9825 www.adrenalinimages.com.au

WORDS

PHOTOGRAPHY

VIDEO

CYCLE TORQUE GEAR

cycletorque.com.au SEPTEMBER 2016 I 66

Bike Stuff 1

1 UltraLight multipurpose torch Antigravity’s UltraLight XA can do just about everything but scratch your back.

Well, it can’t do it for you...

The UltraLight is a truly multifunction Flashlight. The shell is made from allaluminum, so it’s ruggedly built - an LED flashlight which can also be used as a Bluetooth audio speaker, hands-free audio device, and a power bank to charge your USB devices when they run low on power.

The built-in lithium-ion battery is easily recharged from any USB Port. It comes with a USB cable, plus a bicycle handlebar mount. Functional, durable, simple and fun!

The UltraLight XA is even water resistant and can fall into water and not be damaged.

Price: $69.99 Get them from: Better bike shops ctaaustralia.com.au/

2

2 Andy Thingz goes bananas Andy Thingz has announced it is now the Australian importer of the Chain Monkey tensioning tool.

The Chain Monkey tool allows you to set the required chain tension within the tool, so you can set the chain tight and straight.

Perfect chain tension is achieved once you remove the tool, every time.

Price: $55 Get them from: www.andystrapz.com More info: Website or call 03 9786 3445

CYCLE TORQUE GEAR

cycletorque.com.au SEPTEMBER 2016 I 67

Bike Stuff

5

3

4 3 Be seen with the SKWAL Shark must have been listening to ideas man Dale Kerrigan when they built the SKWAL - a motorcycle helmet with LED lights built into it.

The SKWAL is one of the world’s first major integrated manufacturers to be equipped with this technology.

The design and silhouette is the result of computational fluid simulations, in the aim of optimizing both stability and soundproofing at high speed.

The one-of-a-kind SKWAL lines are reinforced and transformed by 3 embedded LEDs powered by a rechargeable battery.

Price: $399.95 Get them from: Better bike shops More info: ficeda.com.au

4 Optimise your battery with Oxford The Oximiser 3X is Oxford’s most versatile, most powerful, multi-purpose battery maintenance product. It offers not one, but three automated charging programs for differing battery size – perfect for bikes, cars, even leisure batteries! So, if you have multiple toys in your garage, it’s the only battery optimiser you are ever likely to need.

Price: $169.95 Get them from: Better bike shops More info: ficeda.com.au

5 What’s that, you say?

Talking to your passenger or taking hands-free calls on a bike is possible with Shad’s BC-02 and BC-03 headset units.

Mountable inside your helmet, the Shad use Bluetooth technology to communicate with your smartphone, GPS or passenger, so there’s no cables and the controls are really simple and easy to operate.

Usable at speeds up to 80km/h - they will work at higher speeds if you have added wind protection like a windscreen.

The Shad BC-02 and BC-03 feature two lowprofile speakers, with a voice answering, handsfree connection to your smartphone or GPS, plays music and it is also dual linkable.

The difference between them is the BC-03 allows communication with a pillion passenger or a mate.

The BC-02 is fine if you prefer talking to the voices in your head.

Price: BC-02 $99.50; BC-03 $135 Get them from:Better bike shops More info: motonational.com.au

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CYCLE TORQUE GEAR

Used & Reviewed A tyre changer for the rest of us MANY years ago, I worked in a bike shop, where I learnt how to use a tyre changing machine - which ran on electricity and compressed air, and cost many thousands of dollars.

Of course, for a bike shop changing countless tyres every year it made a lot of sense to own such a machine, but I’ve been a little frustrated ever since I’ve had to go to a bike shop whenever I’ve had a tyre problem.

No so bad when you’re buying a new set of big-bike tyres, but downright annoying if it’s just a flat dirt bike tyre - sure, you can use levers and do that sort of thing in the garage, but when you’ve used a proper machine, it seems like a very poor substitute.

The No-Mar tyre Changer now fits in between a full-blown workshop tyre changer and a set of tyre levers. At under $1000 (depending on the model you choose, accessories, etc) it’s not something I’d recommend for everyone, but for everyone who deals with tyres regularly - racers, farmers right up to small professional workshops - a No Mar Tyre Changer gives you the tools you need to better manage your rubber.

The shots here are of Cycle Torque’s Ray Macarthur fitting the Continental TKC80 ‘knobbies’ to the Ducati Multistrada we’re using to test the tyres for a future issue.

We struggled a little to get the hang of changing the first tyre, referring to the online videos at www. nomartyrechanger.com a few times to get used to operating the machine, but as you can see, the second tyre wasn’t a problem at all.

We tried mounting the machine on a steel platform first, but you need to exert quite a lot of force through the tyres when removing and mounting them, and our steel wasn’t thick enough and flexed too much, so we bolted it to the floor of the Cycle Torque stu-dio/ workshop. That’s the best way to do it, but not the only way - in fact No Mar make some neat accessories which could make all the difference to some people, like a towbar mount, which slips into the tow bar tube on your vehicle so you can change tyres at the track or in the field somewhere.

One of the great ideas behind the No Mar tyre Changer is the use of Ultra High Molecular Weight Polyethylene at all contact surfaces to avoid scratching.

Another is the clamping system, which uses rotating blocks of poly to fit the wheel size and a rotating camstyle block to lock the wheel in place. This is a great system, but it’s a little confusing at first to get it right.

Here at Cycle Torque we’re using the Classic Model.

There’s also the cheaper Cycle Hill version designed primarily for dirt bike, ATV and vintage style wheels and a couple of more up-market models designed for more professional use. We got ‘The Works’ package which lets us change tyres on everything from kids’ dirt bikes to heavy cruisers. It also comes with a balancer, weights and lots of accessories.

Right now this kit is $895US, $100 off the standard price… not sure how long that will last. The basic Classic is $645US. The Cycle Hill ($465US) and Classic are available through No Mar’s Australian warehouse, the others ship from the USA. No Mar uses an automated warehouse system in Sydney so if you order a tyre changer it doesn’t have to come all the way from the USA - but you pay directly to the USA in American dollars.

If you think the No Mar system is right for you, have a good look at the company’s website and look at all the options and accessories you might need for the types of tyres you need to change, so you can be confident of buying the right product.

Check them out at nomartyrechanger.com.

– Nigel Paterson

WATCH VIDEO NOW

CYCLE TORQUE GEAR

cycletorque.com.au SEPTEMBER 2016 I 70

Used & Reviewed Oxford’s five-star Chillout shirt

Price: $119.95 Get them from: Better bike shops everywhere More info: ficeda.com.au

One of the go-to products I have used all throughout

winter is Oxford’s Chillout Shirt.

You wouldn’t have been able to notice it underneath my jacket, but I sure as hell did!

A recent ride from Coffs Harbour to Newcastle via Waterfall and Thunderbolts saw temperatures plummet to near zero. I knew how cold it was because I wore summer gloves - my hands were freezing and the temperature guage on the Multistrada Enduro said so!

The Oxford Chillout shirt’s main job is to regulate your body temperature, so I felt really comfortable the whole time. Normally, throwing on layer after layer you can struggle to get your temperature up, or you end up overheating which I didn’t suffer from either.

The Chillout shirt uses two different types of material - simply put, the stuff at the front keeps the wind out, and the stuff at the back is more breathable so it lets excess heat get out.

It also features an offset zip so it blocks wind coming through outer-layer materials along with creating a cascading layer of material to effectively disperse any wind managing to get through.

The cuffs have a thumbhole cut-out so it doesn’t ride up your arms, but it can slightly ride up at the waist. I reckon it’s down to me ordering the wrong size, making it a good excuse to head in to your local bike shop and try it on first.

The key to wearing the Chillout gear in winter is to get the layering right. It’s mid-layer clothing, so wear a shirt underneath and your warmer layers over the top. In my case it was the winter lining of my jacket. Judging from how cold my hands would get at times - tapping out the hand-warmers at their max setting for the trip, I couldn’t imagine how cold it would have been had I not worn the Oxford Chillout shirt.

No wonder it made Cycle Torque’s list of essential products for motorcyclists.

It’s a great piece of kit and comes highly recommended from me.

-Ryan Grubb

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QUAD TORQUE NEWS

cycletorque.com.au SEPTEMBER 2016 I 72

Shark Helmets set to release ATV lid Shark is bringing an ATV-specific helmet to the Australian market later this year after 18 months of development.

The Shark X-16 is fully-approved to global ECE 22-05 and DOT standards and is optimised to overcome the farming impracticalities of wearing a helmet whilst operating an ATV. Shark is one of the world’s leading helmet manufacturers and it is great to see the helmet approved to road safety standards.

Currently, some states have adopted the New Zealand standard NZS 8600:2002 for ATV helmets, which is only recommended to be worn at speeds under 30km/h.

The New Zealand Transport Agency says on its website, “An [NZS 8600:2002] ATV helmet should provide enough protection if you’re travelling under 30km/h. If you’re going to be riding faster than this, you need a more substantial helmet (such as a motorcycle helmet).

Yamaha and its ATV Safety Institute has issued a press release on behalf of the ATV industry in regards to the Shark X-16 to raise awareness of the helmet’s existence.

Cycle Torque thinks it is important, so here it is in full: For members of the ATV ROV industry, farm safety has always been a key issue.

An ATV Safety Institute was created in 2003 to ensure the safe operation of utility vehicles. The industry has continued to promote ATV and ROV safety through a nine point guideline that highlights the importance of training and protective clothing and in particular the ‘Wear it or Park it’ approved safety helmet campaign.

[The] focus on safety and knowledge of local farmers' requirements was the driving force behind the all-new X16 helmet.

Up until now, existing lightweight utility helmets have offered minimal protection, are not rated for high speeds and are not approved for road use.

On the other hand, approved helmets do not take farmer requirements into consideration and tend to be too heavy with poor ventilation and their designs make it difficult to hear cattle.

Faced between a choice between minimal protection and unsuitable headwear – many farmers currently choose not to wear a helmet at all.

To address this, the ATV/ROV industry undertook a 12-month survey at rural shows and model releases in both Australia and New Zealand in order to develop a helmet that markedly improves farm safety.

Through Yamaha’s accessory subsidiary Ficeda, the ATV and ROV industry commissioned Shark Helmets to design and build a helmet that addressed utility users concerns while providing the maximum protection possible.

Shark is one of the world’s biggest motorcycle helmet manufacturers and so it is an ideal partner for this safety initiative.

Following 18 months of development, Shark created the X16 ATV ROV helmet which includes all the features demanded by working farmers.

The globally-certified helmet has a unique ventilation system that allows maximum airflow at low speeds.

The X16 is lightweight at only 1200 grams and has unique removable earpods to allow the user to better hear what’s happening around them, particularly useful in mustering situations.

A certified helmet is a necessary form of protection in steep terrain like this, though it can be too hot and restrictive for farmers.

The helmet is also Bluetooth ready for phone or rider to rider communications. pack offers ear pod inserts for users who require additional protection The X16 has a removable inner lining for easy cleaning and a new from wind or industrial noise. micro lock buckle system allows the user to operate the buckle while The Shark X16 has all this and is fully-approved to certification wearing gloves and the design of the lining means users can easily standard ECE 22-05 and DOT which means compliance with global wear glasses or sunglasses. on road standards.

Across New Zealand and Australia, the climate and conditions The Shark X-16 ATV helmet will be on display at major field days vary massively and the Shark X16 has optional packs that adapt to and available in Australia and New Zealand later this year. n the environment.

The sun pack has a visor extension and a rear neck protector to shield against sun damage.

There is also a dust pack option that protects against wind and dust and a fly pack when those insects just won’t give up. Finally, the noise

cycletorque.com.au SEPTEMBER 2016 I 73

YXZ1000R WOLVERINE

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Model features genuine accessories and professional driver on closed course.

CYCLE TORQUE STORE

cycletorque.com.au SEPTEMBER 2016 I 74

Book Shop 1

2 3

1. Along for the ride – $39.95

4

5

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

4. Don Cox Circus Life - Signed – $99.00

2. Dreamracer DVD – $24.95

5. Riding the road of bones 2 disc DVD set.

– $39.99

For the first time in a feature length film, Dream Racer shows the legendary Dakar Rally in its purest form – no sponsors, no multi-million dollar team, not even a mechanic – just one rider, a motorbike, a film maker and the world’s most dangerous motor race. Far more than just a motorbike movie, Dream Racer is a call to arms for anyone who has ever dreamt of doing anything – a spine tingling antidote to the fear of life passing you by unfulfilled.

3. UBUNTU – $29.99

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

Welcome to the gypsy world of the Continental Circus private entrants warts and all - with the joys, camaraderie, heartache, laughs and low acts.

It was a time when rider usually had to be truck driver, mechanic, cook and start-money negotiator as well. In the 1950s, it was considered unAustralian to push your own barrow.

The 30,000 km motorbike ride from London to Magadan, on the edge of Russia, has been described as one of the most challenging rides in the world. For four long months a group of adventure riders from around the world travelled across a quarter of the Earth’s surface, pushing themselves and their bikes to the limit.

6. And On That Bombshell – $32.99

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willfully stupid way in which we decorated our horrible office. I decided I should write down some of these stories. So I have. I hope you like them. Ricard Porter.

7. Italian Custom Motorcycles

Many books have been published about Italian motorcycles, but none has focused exclusively on the Italian motorcycle-based chopper, bobber, trike, and quad custom bike scene – until now. $39.99

8. MOTOCOURSE 2013/2014 – $44.99

The World’s Leading Grand Prix and Superbike Annual reaches its 38th year as the indisputable leader in its field, covering the world of motorcycle racing like no other publication. The 18-race MotoGP season is covered with its usual meticulous attention to detail as it also includes coverage of the Moto2 and Moto3 classes.

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

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

CYCLE TORQUE STORE

cycletorque.com.au SEPTEMBER 2016 I 75

Book Shop 4

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Racer

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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.

2. Australian Historic Racer – $9.95

This is Australia’s first ever classic motorcycle racing magazine! In this issue we test a Yamaha TZ750, Seeley Commando, Ducati TTF1 and a Honda CB500/4.

3. Custom Motorcycles – $29.99

Whether you’re building a chopper, a bobber, or a customized bagger--or simply adding personality to a stock cruiser--you want your bike to stand out. It is, after all, an original. For inspiration or direction, from the big idea to the finest detail, look no further than this book. With hundreds of examples of what builders and painters and passionate owners have done with their bikes, Custom Motorcycles is a great way to get started--or to fine-tune a concept.

4. The Complete Guide to Motorcycling Colorado – $35.99

6. Motorcycle Journeys Through The Southwest – $42.99

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7. Beyond Sahara - Riding From Cairo To Cape Town 2 Disc Dvd Set. – $29.99

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

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

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

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

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

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

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

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

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

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

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

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

1988 GSX-R1100

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

DUCATI MIKE HAILWOOD REPLICA

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

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

PRICE DROP!

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

YAMAHA R1-Z 250

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

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

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

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

TORQUING BACK

Letters Making the switch

Great article on the BMW R 1200 GSA [August 2016], it advised me of things I wasn’t aware of.

I have a test ride tomorrow on the R 1200 GS Adventure, I am a Harley-Davidson rider and keen to make the switch as I intend on riding all over this great country of ours.

Craig

SuperMoto? Can’t wait!

cycletorque.com.au SEPTEMBER 2016 I 77 Write A Letter!

WIN A GREAT PRIZE

This month Graham has won an SJS 500amp Smart Start charger which feature a personal power pack and jump starter for the letter of the month. Jump start your bike, car and phone.

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

Hi Greg Glad you enjoyed it although I have a feeling that money was smouldering well before you read and watched the test! There’s only one way to put it out as I assume you well know, which is after you march down to your Ducati dealer and ride out of there in a Multistrada Enduro blaze of glory!

RG

I took notice of the ad for the Newcastle City SuperMoto in the mag last month. I had to screenshot it to send to my mates. We’re planning to ride in this year for both days and can’t wait for a ripper weekend’s racing.

I took the kids in last year and the missus will probably take them in for the day again. They loved it! Parking was a bit of a nightmare but I heard it’s been sorted out.

A big pat on the back to all the organisers for getting it off the ground ‘cos we needed something different like this and now there’s talk of a V8 Supercars round being at Newcastle Foreshore too. I hope they get it!

Jazza, Kurri

I’ve been everywhere, man

New car, caviar, Multistrada?

In reply to a letter in your Torquing Back, August 2016 article on the 14K Husky. I must first fully agree with the letter written by Andy W, of Mount Martha and disagree with the opinion of buying a 4WD under $35k.

A Suzuki Jimny Sierra can be purchased new for $25k. These vehicles have been proven to be one of the most capable off-road vehicles with twin bearing axles.

Alan M

Good job on the Multistrada Enduro test and video review. At the same time, I must say ‘thanks very much’, because I now have 30 grand burning a hole in my bank account. I was almost there with the DVT Multi last year but it wasn’t quite enough for me off-road wise. Now the Enduro looks like my kind of poison.

Greg

I’ve just ridden my GSA ‘16 model 8500km fully loaded from Wagga to Hell’s Gate, Booroloola, Kakadu, back down Oodnadatta Track and the back way into Wilpena Pound.

I’ve got average dirt ability, but with Enduro settings the dirt roads, creek crossings, etc. were handled with ease.

I’m 61 so it’s a great bike I bought it because of the big tank. The rest is a bonus. Strong winds and high speeds will see the range below 500 km though.

Just got to clean it now! Cheers.

Graham

Expensive Husky?

Alan, am I getting this right? You’re somehow comparing a Suzuki Jimny to a FE350? A competition enduro race bike which has considerable sums spent on research, development and racing each year, is produced in limited numbers being compared to a dated small 4wd?

This is worse than comparing a good steak with apples. The apples might be good for you (I’m sure a 1.3-litre powered Jimny is good for someone) but the steak tastes better, costs a heap more and is more desirable in every way, unless you’re a vegetarian.

These are ridiculous comparisons. Bikes aren’t cars, and a good top-spec enduro bike is going to cost, and while the Husqvarna is at the higher-end of the scale, it’s only a few thousand dollars more than similar machines from the Japanese models. Oh, and if you don’t think you’re going to get good value, don’t buy one…

– NP

ATV safety is important

Great to see Cycle Torque’s continuing coverage of ATV safety on and off over the last 12 months.

It is not just full of press release spin and BS, you have gone to lengths to make sure the debate is varied, balanced and fair.

I reckon ATVs are like a Swiss’ Army Knife you can use it for heaps of jobs around the farm but if you don’t operate it properly, it will cut you!

Clive, Longreach

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Racer

1

SUMMER 2015

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

Australia’s FIRST classic racing magazine cycletorque.com.au SEPTEMBER 2016 I 81

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

www.motobooks.com.au Call 02 4956 9825

N MINNOVAETLIO MARV

AHR RACER TEST

Ducati TTF1

Words by Chris

by Pickett, Photos

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

S

––– 51 –––

Contents

AUSTRALIAN HISTORIC RACER 18

26

30

4

SNAPSHOT IN TIME

6

IN THE PITS

10

2016 ISLAND CLASSIC PREVIEW

12

RACING TECH

14

2016 BSFOS PREVIEW

16

EDITORIAL

18

RYE DUCATI

Chris Pickett

ADVERTISING

38

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

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

ACCOUNTS

Rebecca Eastment bec@cycletorque.com.au

50

PUBLISHER

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

58

REGULAR CONTRIBUTORS:

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

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

66

This work is Copyrighted. All rights reserved.

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

RUST NEVER SLEEPS YAMAHA TZ750

36

THE SQUEAKY WHEEL TOM PHILLIS

46

BOOK SHOP

48

RACING GEAR

50

SEELEY COMMANDO

58

HONDA CB500/4

66

HONDA V4

72

1976 AUSTRALIAN TT

76

DENNIS NEILL TRIBUTE

82

2015 BSFOS WRAP UP

86

2015 ISLAND CLASSIC REVIEW

90

CLASSIC TT 2015

94

ON ANY RACEDAY

98

EVENTS

TEST

LIGHT AS A FEATHER

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

Australian Historic Racer

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

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

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

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

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

––– 61 –––

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

AHR PICTORIA

L

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

F

TH

TUFF OF LeEgSe nd Australian Historic Racer

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

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

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

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

31 –––

s

––– 3 –––

26 30

38

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

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

Historic Racer Australian

s

AHR RACER

EDITOR

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

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

Historic Racer Australian

ON THE COVER: RYE DUCATI PHOTO BY SDR

s YAMAHA TZ750 s SEELEY COMMANDO s HONDA 500/4

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

s

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

Pics

A NEW TAKE

A LATIN OBSESSION

PLUS Dennis Neill Tribute – The Racer, The Man

t and SDR Chris Picket

Honda CB500/4

AHR RACER TEST

s

Australian Historic

CREDITS

cycletorque.com.au SEPTEMBER 2016 I 82

cycletorque DIGITAL EDITOR RYAN GRUBB

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

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

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

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

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